589results about "Draw-gear" patented technology

The present invention relates to cushioning apparatus having a plurality of intersecting columns, the columns being formed from a thermoplastic, silicone, two-part, or other gel material. The cushioning apparatus are extremely strong and durable yet provide an improved cushioning apparatus. The intersecting columnar configuration of the cushioning apparatus allow for weight to be shared with neighboring column walls. When force is exerted on the columns, the column walls are designed to buckle in the areas of greatest pressure. The column buckling diffuses energy from the areas of highest pressure effectively eliminating pressure points. As the polymer gel collapses within the column walls, the column walls essentially collapse at least partially in a lateral direction allowing pressure to flow away from the areas of greatest pressure to areas of lesser pressure. This provides an improved cushioning surface on which a user can sit, sleep, or other types of cushioning can be provided.

The invention relates to a shock absorber (100), in particular for use as an additional irreversible shock-absorbing stage together with a component for transferring force. In order to achieve the reliable dissipating of high impact energies, a shock absorber (100) comprising the following is indicated in accordance with the invention: a base plate (1); a force-transferring element (3) having a tensioning element (4); an energy-absorbing element in the form of a deformation tube (5) which is connected by a first end section to the base plate (1); and a connecting element (6) for the disengageable connecting of the force-transferring element (3) to a second end section of the deformation tube (5), wherein the connecting element (6) is pressed against the tensioning element (4) such that the deformation tube (5) is braced between the tensioning element (4) and the base plate (1) without play.

The invention relates to a railway vehicle front-end energy absorbing device which comprises an anti-creeping energy absorbing structure, a vehicle hook energy absorbing structure, a main energy absorbing structure and guiding structures. The vehicle hook energy absorbing structure is fixedly connected with the main energy absorbing structure through a vehicle hook base, the vehicle hook base is fixedly connected with the front end portion of the main energy absorbing structure, the main energy absorbing structure and the guiding structures are fixedly connected to a rigid wall at the front end of a vehicle body, the guiding structures are located on the two sides of the main energy absorbing structure and are in sliding connection with the main energy absorbing structure and the vehicle hook energy absorbing structure, and the anti-creeping energy absorbing structure is fixedly connected to a chassis at the front end of the vehicle body. According to the railway vehicle front-end energy absorbing device, the main energy absorbing structure, the vehicle hook energy absorbing structure and the anti-creeping energy absorbing structure are combined into a whole, and the energy absorbing amount of the vehicle body front-end energy absorbing device is greatly increased, so that the energy absorbing device can conduct deformation energy absorbing step by step and in order.

The invention relates to an urban rail operation vehicle and in particular relates to a straddle type monorail operation vehicle with a structure comprising two pairs of wheels. The straddle type monorail operation vehicle comprises a carriage, a steering frame, an engine, a transfer case and a walking pump, wherein the steering frame is connected with an underframe of the carriage through a central pin dragging device; the steering frame comprises a framework, a secondary suspension device and a dragging device; the overall framework is of an II-shaped full-steel installed and welded plate type box structure and comprises a side beam, end beams connected to two ends of the upper part of the side beam and two vertical beams which are connected between the end beams; a motor bracket is fixed between the upper part of the side beam and the corresponding vertical beam; two independently-driven walking wheel assemblies are mounted on two motor brackets; four guide wheel assemblies are mounted on two sides of the middle part of the side beam; two stabilizing wheel assemblies are mounted on two sides of the lower part; the secondary suspension device adopts a secondary steel coil spring assembly. The straddle type monorail operation vehicle can reasonably meet the circuit requirements of monorail PC beams and is high in safety coefficient, excellent in dragging performance, simple and compact in structure, easy to maintain, stable in running and excellent in brake performance.

The invention discloses a coupler. A coupler head of the coupler comprises a coupler knuckle, a coupler knuckle pin, a coupler knuckle thrower, a coupler lock, a lower lockpin assembly, and a lower lockpin rotating shaft, wherein when the lower lockpin rotating shaft rotates, the lower lockpin assembly actuates to ensure that the coupler lock moves up and down along an inner cavity of the coupler head of the coupler to drive the rotation of the coupler knuckle thrower to push the coupler knuckle to rotate around the coupler knuckle pin; the middle part of the end surface of a coupler tail of the coupler has a cylindrical surface, and convex shoulders are symmetrically arranged at both sides. The invention also discloses an assorted slave plate, the middle part of a bearing surface of a bearing body of the assorted plate has a cylindrical surface, and convex shoulders are symmetrically arranged at both sides. The coupler tail and a matching part of the assorted plate have structures of the cylindrical surfaces plus the symmetrical convey shoulders, can strengthen an automatic centering function of the coupler, and improve the dynamic stability performance of locomotives or vehicles. On this basis, the invention also discloses a coupler buffer device.

An energy-absorbing device, particularly for a shock absorber of a track-guided vehicle, has an energy-absorbing element designed as a deformation tube and a counter element which interacts with the deformation tube such that upon a critical impact force being exceeded, the counter element and the deformation tube exhibit a relative movement toward one another while at least a portion of the impact energy introduced into the energy-absorbing device is simultaneously absorbed. For the energy absorbtion to take place according to a predictable sequence of events when force is introduced non-axially into the energy-absorbing device, the counter element is connected to the deformation tube by means of a form-fit connection circumferential to the deformation tube so as to prevent twisting of the counter element relative the deformation tube.

The device has a coupling arm with head born elastically pref. via a stabilizer joint. The joint transmits traction and pressure forces into the bogie via an outer housing (10) and energy absorption systems (9,11). The systems are switched in series and are located in the housing. One and/or both systems have an irreversibly deformable deformation element (23), e.g. a mechanical shock absorption part. This is e.g. a tube, which is deformed by a nozzle (25) or a pressure ring (21), after a set pressure and/or traction load limit on shear ring (20) and/or pin has been exceeded. -

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in contacting relation with an end of the spring assembly, and defining at least one incongruity for allowing the elastomer of the spring assembly to combine therewith so as to establish a mechanical bond between the spring assembly and the spring seat.

The invention relates to a semi-permanent car coupler for a light rail, which comprises an end with a buffer and an end without a buffer, wherein the end with the buffer comprises the buffer, a joint bearing connected with the buffer and an installing seat, and the joint bearing is connected with the installing seat through a coupler yoke key; the end without the buffer comprises a left pull ring, a joint bearing connected with the left pull ring and an installing seat, and the joint bearing is connected with the installing seat through a coupler yoke key; the buffer is a double-acting buffer which comprises a shell, a left end cover, a right pull ring, elastomers, a central axis and a middle clapboard, wherein the central axis passes through the center of the left end cover and the right pull ring and is in slide contact with the left end cover and the right pull ring; one end of the central axis extends out of the left end cover; the middle clapboard is fixedly arranged on the central axis and divides the inside of the shell into two elastomer containing cavities, and the elastomers are positioned in the two elastomer containing cavities; and a convex plate is arranged at the other end of the left pull ring, a convex plate is also arranged at one end of the central axis extending out of the left end cover, and the two convex plates are connected through a connecting ring.

The invention relates to a high-speed train unit axle box built-in power bogie, which is characterized in that the axle box and a truck side sill are both arranged in the inner sides of a wheel set, the axle box is positioned by using a horizontal pull rod, a single stage suspension uses two rubber conical springs which are longitudinally arranged and are positioned at the top of the axle box, a disc brake caliper in a brake device is positioned at the end part of the truck side sill, a central traction device adopts two longitudinally arranged laminated rubber stacks, and an anti-side rollingtorsion bar is positioned at the lower part of the truck side sill. According to the invention, the vertical bearing capacity of the single stage suspension is enhanced, and meanwhile, the transverseoccupied space of the springs is reduced; the quick replacement of the wheel set can be achieved; the space required by bolt connection is omitted; and the longitudinal rigidity of the rubber node isadjustable, so that the requirement of higher longitudinal positioning rigidity of the wheel set of the bogie of the high-speed train unit can be met. The bogie adopts a wheel-mounted brake disc to ensure that the axle box positioning pull rod can be horizontally arranged in the center of the axle box. Meanwhile, the fixed wheelbase size adjusting space is released, and a smaller fixed wheelbasecan be achieved on the premise of meeting the dynamic performance, so that the compact design of the bogie is further achieved.

The invention relates to a towing arrangement being intended for train couplers and of the type that comprises a bar (8), which at a rear end has an axially projecting pin (10), which projects through a through hole (40) in a plate (11), which on botte sides is surrounded by shock-absorbing spring members (12), which always aim to hold the pin in a starting position in relation to the plate, and against the action of which the pin together with the bar are axially movable. According to the invention, the plate (11) is included in a mandrel (16) equipped with a cone (19), which mandrel is inserted into a deformation tube (17), more precisely into a wide, front tube section (22), which via a waist (23) transforms into a thinner, rear tube section (21), which is deformable by the mandrel (16). In a particular aspect, the invention also relates to a deformation tube as such.

The invention discloses a car coupler assembly and a rail car with the same. The car coupler assembly comprises a car coupler seat, a folded-collapse tube, a car coupler, a support, a guide component and an energy-absorbing element. The folded-collapse tube is fixedly arranged on the car coupler seat. A pressurization cone of the car coupler is inserted in the folded-collapse tube and can slide relative to the folded-collapse tube. The support is fixedly arranged at the front end of a train. One end of the guide component and the car coupler seat are fixed, and the other end of the guide component is inserted into the support, and swing of the folded-collapse tube can be limited. The energy-absorbing element can be arranged between the car coupler seat and the support. When a collision happens, through the action of impact force, the car coupler is coupled and slides into the folded-collapse tube to achieve primary energy absorption, the car coupler impacts on a stop piece in the guide component, the car coupler and the guide component impact on and shear an energy-absorbing component together to achieve secondary energy absorption, and the car coupler seat compresses the energy-absorbing element to achieve third-level energy absorption. The car coupler slides along the folded-collapse tube all the time, the freedom degree of the folded-collapse tube is limited by the guide component, and the train is prevented from derailing.

The invention discloses a traction buffering device of a railway vehicle. The traction buffering device comprises an outer shell, an installation tail base, a traction guiding rod, an end cover, a guiding partition plate, a locking nut and at least two elastic bodies. The two ends of the outer shell are fixedly and respectively connected with the end cover and the installation tail base. The outer shell is internally provided with an inner sleeve, a sliding sleeve, an expansion ring and a transformation pipe. The left end of the inner sleeve abuts against the end cover, the sliding sleeve is installed inside the inner sleeve, the periphery of the sliding sleeve is matched with the inner wall of the inner sleeve in a sliding mode, a partition plate is arranged inside the sliding sleeve, the left side of the partition plate abuts against the first elastic body, and the right side of the partition plate abuts against the second elastic body. The guiding partition plate comprises a radial boss and a shaft neck, wherein the periphery of the radial boss is matched with the inner wall of the inner sleeve in a sliding mode, and the periphery of the shaft neck is matched with the inner wall of the expansion ring in a sliding mode. The right end of the expansion ring is provided with a conical surface and is inserted into a left end pipe opening of the transformation pipe, the left end of the expansion ring abuts against the right end of the inner sleeve, and the transformation pipe is fixed on the installation tail base. The traction buffering device has the function of buffering and the function of collision protecting, and is simple in structure.

A clamping arrangement (3) for the fixation of a towing arrangement (2), equipped with a mounting flange (14), in a mounting pocket (6) included in a vehicle underframe (1) and being of the type that includes front and rear pairs of stop lugs (11, 12). The clamping arrangement includes a form-stiff insert (4) as well as a clamping device (5), which is applicable between the insert (4) and the mounting flange (14) of the towing arrangement (2) in order to press apart these and thereby clamp the mounting flange (14) against the front pair of lugs (11). A railway vehicle, e.g. a railroad car, provided with a towing arrangement is also disclosed.

The invention relates to a straddle type monorail train central traction device. The straddle type monorail train central traction device comprises a traction pin and a traction beam, wherein a central sleeve is arranged at the center of the traction beam, the traction pin is arranged in the central sleeve, the inner cavity of the central sleeve is of a tightened waist structure with the apertures of the upper end and the lower end big and the aperture at the middle part small, a biconical inclined plane is formed, and an elastic rubber sleeve is arranged between the inner wall of the central sleeve and the traction pin. The straddle type monorail train central traction device is simple and compact in overall structure, connection and separation between a train body and a bogie can be conveniently realized, and the traction beam of the tightened waist structure, the elastic rubber sleeve and a traction rubber pile cooperate each other, so that traction and transmission of a braking force during operation of a train are better realized, the train can better adapt to variation of load in vertical direction and longitudinal direction as well as loading, the requirement of a larger traction force and load variation can be met, and stationarity and comfort during operation of the train are greatly improved.

The invention provides a bogie. The bogie comprises a framework, a transverse shock absorber, a traction pull rod, a traction beam and a center pin, wherein one end of the transverse shock absorber is fixed to the framework, the traction pull rod is fixed to the framework, the traction beam is fixed to the traction pull rod, and the center pin is fixed to the traction beam. The center pin is also connected with a vehicle body simultaneously, and thus, the vehicle body and the bogie can be connected together through the center pin and the traction beam. The other end of the transverse shock absorber is fixed to the traction beam through a transverse shock absorber support, the impact load is absorbed through the transverse shock absorber, and the taking comfort degree is well promoted. The transverse shock absorber support and the traction beam are of an integrated structure, and the assembly welding process of the traction beam of the integrated structure is omitted, so that the production efficiency is improved. Stress concentration generated by assembly welding is avoided, the strength of the traction beam is improved, and the powerful guarantee is provided for safe operation of a train. The invention further provides a rail vehicle.

The invention relates to a rail vehicle end sleeper outside structure. The rail vehicle end sleeper outside structure comprises a vehicle hook mounting seat, a sleeper beam, traction beams, supporting plates and an aluminum floor. The aluminum floor is arranged on one side of the vehicle hook mounting seat, the two sides of the aluminum floor are connected with underframe side beams, and the underframe side beams are connected with the vehicle hook mounting seat. The sleeper beam and the multiple traction beams are arranged on the aluminum floor. One end of each traction beam is connected with the sleeper beam, and the other end of each traction beam is connected with the vehicle hook mounting seat through a traction beam transition plate. The two ends of each traction beam transition plate are connected with the corresponding underframe side beams through the corresponding supporting plates. One side of each supporting plate is connected with the vehicle hook mounting seat. By means of the rail vehicle end sleeper outside structure, the force transfer area of longitudinal force is increased, and single-direction transfer of the longitudinal force is dispersed.