173results about "Draw-gear" patented technology

The subject of the invention is a a vehicle coupling shock absorbing device for coupling vehicles, having a rear element (3) and a U-shaped housing (1) containing a base wall (11), and side walls (12), where the base wall (11) is located at the side of the rear element (3); inside the housing (1) there is a stop plate (2) mounted slidingly, pin (10) mounted between the ends of the side walls (12) opposite the base wall (11), and a rod (4) running from the rear element (3) through an opening in the base wall (11) to the retaining plate (2), on which cushioning pads (5) are attached alternately with spacers 6, characterized in that the rear element (3) is a shock absorber.

A device (10) with a pulling and pushing device of a coupling system for a rail vehicle is provided with a housing structure (13), at least one support element (17) arranged in this housing structure, a drawbar (14) mounted displaceably in the axial direction (A) by the support element, and a connecting head (20) adjacent to this drawbar. The connecting head (20) has a joint head (22) and at least one guide frame (30) mounted in the housing structure (13) with corresponding sliding guides (31, 32), wherein the joint head (22) is guided longitudinally in the axial direction (A) in the guide frame (30). Very advantageously, the connecting head (20) is assigned a pressing means (40) which forms an abutment surface (41) on the front side and which can be brought into contact with an end face (38) of a connecting member (29) which can be pivoted on the connecting head (20), at least when the latter is pivoted.This provides improved guidance and a more stable mounting of the connecting head within the overall housing structure. Furthermore, this guide frame increases the guide length of the connecting head within the housing structure, which has a very beneficial effect on the intended stability of the device.

The invention relates to the technical field of railway locomotives, and particularly discloses a railway loosening alarm system and a traction device loosening alarm method.The system comprises a redundancy monitoring assembly, a signal collecting assembly and an alarm control element, the redundancy monitoring assembly comprises a displacement monitoring module and a mechanical triggering module, the displacement monitoring module is used for monitoring displacement of a traction base, and the mechanical triggering module is used for triggering the mechanical triggering module; the mechanical triggering module comprises a mechanical triggering piece arranged on the traction seat, the mechanical triggering module is used for generating a second alarming signal when the mechanical triggering piece is broken, and the signal collecting assembly is used for collecting vibration and acoustic emission signals of the traction seat. When the vibration and acoustic emission signal exceeds a threshold value, a third alarm signal is generated, and the alarm control element is used for receiving the first alarm signal, the second alarm signal and the third alarm signal and giving an alarm; the method applies the system. The system can carry out real-time monitoring and timely grading early warning on loosening of the traction device.

The utility model provides a novel steel rail transport flat car which comprises a car frame, and hook buffer devices are fixedly installed at the two ends of the car frame. The two steel rail transverse moving devices are fixedly installed at the two ends of the top of the vehicle frame correspondingly. According to the novel steel rail transport flatcar, the frame is matched with the hook buffer device, when the novel steel rail transport flatcar is used, the hook buffer device is connected with other vehicles and can be freely grouped and matched with other vehicles, and the purposes that steel rails can be stored on the novel steel rail transport flatcar, and the safety of the novel steel rail transport flatcar is improved are achieved. The device can also be matched with other vehicles to complete rail unloading and rail collecting operation; and overall stable driving of the steel rails is achieved through the steel rail transverse moving device and the steel rail conveying device, the transferring process is completely automatically achieved, the automation degree is high, the overall position of the steel rails can be changed in an unstressed mode, the space is saved, meanwhile, the quality of the steel rails is protected, and the device is suitable for working in the narrow-space construction environment such as subways.

A device (10) with a pulling and pushing device of a coupling system for a rail vehicle is provided with an outer casing (12) receiving a coupling flange (13) and having a stop element (24) arranged therein. Furthermore, the device (10) comprises a drawbar (22) mounted in the stop element so as to be displaceable in the axial direction (A), a connecting head (15) connected to the drawbar (22), and, between the connecting head and the stop element (24), preferably a plurality of spring elements (23) arranged in a row on the drawbar (22).The connecting head (15) is displaceably guided over a stroke (h) extending in the elastic region of the spring elements (23). It comprises an absorption means (30) that interacts with an absorption means (33) on the outer casing (12) in such a way that, upon impact with a defined impact force, the connecting head (15) engages with the outer casing (12) after the stroke (h) in an energy-absorbing manner. This allows the device to be provided with a short overall length.

The car coupler comprises a movable shaft assembly and a fixed shaft assembly, the movable shaft assembly comprises a car coupler fixing base and a movable shaft, a two-stage spring damping system is arranged in the movable shaft assembly, and the two-stage spring damping system comprises a spring outer coil and a spring inner coil which are coaxially connected in a sleeved mode. The spring inner roll is embedded in the inner side of the spring outer roll, a top sleeve is arranged at the tail end of the spring inner roll, one end of the spring inner roll is connected with the spring seat, and the other end of the spring inner roll abuts against the top sleeve; the fixing shaft assembly comprises a cotter pin, a knuckle bearing supporting seat and a fixing shaft, the cotter pin penetrates through one end of the knuckle bearing supporting seat, and the knuckle bearing supporting seat is connected with one end of the fixing shaft through the cotter pin. The scheme has the characteristic of three-dimensional shock absorption, and full-degree-of-freedom buffer shock absorption in the axial direction, the radial direction and the rotating direction is realized by arranging the spring outer roll, the spring inner roll, the rubber pad and the knuckle bearing; the scheme also has intelligent grading response, and is safer through double-spring cooperation.

A freight coupler (100) is arranged on a first rail vehicle to interconnect the first rail vehicle with a second rail vehicle. The freight coupler (100) has outer and inner portions (110; 120). The outer portion (110) includes a first locking mechanism (115) of a coupler 5 head, which first locking mechanism (115) is configured to be connected to a second locking mechanism (1115) of a counter-coupler head of the second rail vehicle. The inner portion (120) includes a mounting structure for mounting on the first rail vehicle. At least one shear member (131) interconnects the outer and inner portions (110; 120) mechanically. The at least one shear member (131) is configured to break in response to a draft force (FD) exceeding a first threshold level, which draft force (FD) pulls the outer and inner portions (110; 120) away from one another so as to disconnect the outer and inner portions (110; 120) mechanically from one another and allow the outer portion (110) to be physically separated from the inner portion (120). The at least one shear member (131) is integrated in a mechanical interface (200) that is configured to absorb buff forces (FB) between the inner and outer portions (110; 120), which buff forces (FB) are absorbed without the at least one shear member (131) being broken, and which buff forces (FB) exceed the first threshold level.

The present invention relates to the technical field of straddle-type monorail engineering vehicles, specifically disclosing a bogie for a straddle-type monorail engineering vehicle, comprising a frame, a traction device mounted on the frame, independent drive devices symmetrically arranged and mounted on the frame, and guide and stabilizing wheel sets mounted on the frame and symmetrically arranged along the travel direction. The present invention effectively reduces the overall weight and length of the engineering vehicle, and can accommodate confined installation spaces within the vehicle with its smaller dimensions.

The invention relates to a draught / buffing-gear housing (1) for receiving and indirectly supporting at least one energy-absorbing device to be integrated into a predefined installation space (E), in particular the UIC-standard installation space of a rail vehicle, comprising a main housing structure, which surrounds a receiving space (11) for an energy-absorbing device and optionally one or more pressure plates (16, 17) and has an interface for receiving a coupling shaft bolt (8) for connection to a coupling rod, the main housing structure (2) being formed by an upper chord (3) and a lower chord (4), which extend in the longitudinal direction and are spaced apart in the vertical direction and can be interconnected at least indirectly to form a receiving space. The invention is characterised in that at least one spacer and / or guide element (10) is provided on the outer periphery of the main housing structure (2).

The utility model relates to a noise reduction slewing mechanism of a hook buffer device and a vehicle, and belongs to the technical field of rail transit. A first mounting hole is formed in the mounting seat; a second mounting hole is formed in the hook buffer device, and the second mounting hole can be opposite to the first mounting hole; the coupler yoke pin penetrates through the first mounting hole and the second mounting hole so as to connect the mounting seat and the coupler buffer device; the cover plate is positioned at one end of the coupler yoke pin in the axial direction and is fixedly connected with the mounting seat or the coupler yoke pin; wherein an elastic element is mounted between the cover plate and the coupler yoke pin or the mounting seat. In the embodiment of the invention, the novel noise-reducing slewing mechanism structure is designed, and the elastic element is mounted between the cover plate and the coupler yoke pin or the mounting seat, so that the part structure of the slewing mechanism and the connecting and fixing mode between the parts can be changed, the vertical gap between the parts of the slewing mechanism is reduced, and the noise generated by vertical impact vibration is reduced; meanwhile, the coupler can rotate within a certain range of the horizontal plane and the vertical plane, and the requirement that a train normally passes through a curve is met.

The invention relates to a coupling for coupling a rail vehicle to another rail vehicle, comprising a mounting arm for mounting the coupling to a rail vehicle, a coupling arm, a joint, wherein the mounting arm and the coupling arm are connected to each other by the joint, so that the mounting arm and the coupling arm can be moved relative to each other and the coupling arm can be brought into a pivoted position; wherein the coupling further comprises a coupling deflection device which is arranged and designed to deflect the coupling into a pivoted position when the coupling is in contact with another coupling.

The invention relates to a central buffer coupling for a rail vehicle with a coupling shaft comprising a central section extending longitudinally along the central buffer coupling and a housing that receives an axial end of the central section via an interposed elastomeric spring assembly. The central buffer coupling according to the invention is characterized by a measuring device that can be mounted on or is mounted on the coupling shaft. This measuring device includes an actuator with which the central section can be moved relative to the housing against a spring force of the elastomeric spring assembly, and further includes a sensor configured to detect the spring force and / or the spring deflection of the elastomeric spring assembly during this movement.

The utility model discloses a single-pull-rod hinged traction device and a locomotive, and relates to the technical field of vehicle bogies, and the single-pull-rod hinged traction device comprises a first traction seat, a second traction seat and a traction rod. The first traction seat is installed on the first vehicle body, the second traction seat is installed on the second vehicle body, and the first vehicle body and the second vehicle body are supported on the bogie. One end of the traction rod is connected with the framework of the bogie, and the other end is connected with the second traction seat. Wherein the first traction seat and the second traction seat are connected through a hinging piece, so that the first vehicle body and the second vehicle body are hinged. According to the single-pull-rod hinged traction device, a traditional double-traction-rod structure is optimized into a single-traction-rod structure, the number of parts is remarkably reduced, and structure simplification is facilitated; the hinge piece is matched with the first traction base and the second traction base, the traction rod is matched with the second traction base and the framework to achieve connection, installation is convenient and fast, and the assembling complexity is reduced; by simplifying the structure, fault points can be reduced, the service life is prolonged, and the maintenance cost is reduced.

The invention relates to a traction damper for a traction coupling, in particular a middle buffer coupling, having a first joint for a coupling rod and a second joint designed to fasten the traction damper to a vehicle structure; having a spring device which transmits tensile and compressive forces between the first joint and the second joint; wherein the spring device (4) comprises a pressure spring (5) and a hydraulic and / or pneumatic damper (6); and the pressure spring (5) and the damper (6) are arranged in series with respect to one another in the force flow from the first joint (1) to the second joint (2) in order to transmit the compressive force from the pressure spring (5) to the damper (6). The traction damper according to the invention is characterized in that the spring constant of the pressure spring (5) is smaller than the spring constant of the damper (6).

The present invention relates to an energy absorbing and dissipating device for vehicle coupling having a fork (3), wherein the fork (3) has a pin (7) mounted therein for mounting the lug assembly (1) connecting the vehicle coupling head, and on the rear side of the fork (3) a pin is mounted with a set of shock-absorbing inserts (11), the set of inserts (11) on the side of the fork (3) being secured by a stop plate (5), constituting a limiter for movement in the coupling pulling direction, and on the opposite side by a back plate (6) and a locking element (13), and the entire structure is closed by a locking element (10) mounted inside the housing (4), constituting a limiter for movement in the coupling pushing direction, the device additionally having a housing (4) in which the other components can move slidingly. The characteristic feature of the device is that the housing (4) is shaped like a sleeve, there is a mounting ring (4) on the outside of the housing (2); the mounting ring (2) has a flange part (2a) with screw holes (2a) for mounting to the vehicle wall and with cutting knives (14) for cutting the housing surface (4), middle part (2b) for guiding the housing (4), breakaway part (2c); the mounting ring (2) is mounted to the housing (2) using the breakaway part (2c).

The invention relates to the field of transport engineering and concerns traction-buffer devices installed between the cars of a railway train. The objective is to eliminate the misalignment of the support element during its movement along the longitudinal axis and to ensure the smooth operation of the traction-buffer device. This objective is achieved by a traction-buffer device that includes a traction rod aligned along the longitudinal axis, a support element capable of contacting it, as well as traction elements. Eyelets are formed in the front part of the traction elements, and the rear part of the traction elements contains a support-traction element. A spring device is located between the support element and the rear stop. Additionally, the traction elements are made in the form of a tubular body with a neck, where a guide insert is installed. The guide insert is in contact with the traction elements and is designed to enable mutual longitudinal movement with the support element while limiting the angular movement of the support element relative to the longitudinal axis. Other elements of the invention are also described.

The application belongs to the technical field of buffers, and particularly relates to a longitudinal traction buffer device for a road-rail vehicle, which comprises a coupler, a buffer, a from-plate and a coupler tail frame. The buffer comprises a cylinder, a No. 1 piston, a connecting frame, a traction guide rod, a conversion unit. When the traction guide rod of the buffer is impacted and moves left, the No. 1 piston moves left, extrudes hydraulic oil and pushes the No. 2 piston. Since the No. 2 spring is arranged between the baffle and the No. 2 piston, when the No. 2 piston is pushed, the No. 2 piston extrudes the No. 2 spring, and the impact force is shared as the elastic potential energy of the No. 2 spring, so that the purpose of sharing the buffer force is achieved. Similarly, when the traction guide rod moves right, the effect of sharing the buffer force can also be achieved.

The utility model discloses an intelligent traction connecting rod mechanism which comprises a connecting column, a connecting bearing is connected to the top end of the connecting column, a connecting flange is connected to the connecting bearing, a first connecting rod is fixed to the connecting flange, and the other end of the first connecting rod is hinged to a second connecting rod. The two ends of the second connecting rod are connected with the first connecting rod and the third connecting rod through bolt connecting pieces respectively, a bearing seat is arranged at the end of the third connecting rod, a pull rod is connected into the bearing seat, a shaft sleeve is arranged at the bottom of the pull rod, a traction shaft is connected into the shaft sleeve, and the traction shaft is fixed to the shaft sleeve through a positioning bolt. The traction device is scientific and reasonable in structural design, and the traction shaft can be driven to move through the connecting column by arranging a linkage mechanism composed of the first connecting rod, the second connecting rod, the third connecting rod and the like, so that the traction shaft can move stably, the consistency of equipment is improved, and resistance is reduced.

The invention provides a car coupler folding device which is used for carrying out folding operation on a car coupler and comprises a rotating arm, a locking mechanism, an unlocking mechanism and a traction mechanism. The rotating center of the locking mechanism is located on the longitudinal center line of the rotating arm. Meanwhile, the invention further provides the car coupler comprising the folding device. The folding device has the beneficial effects that the risk of accidental folding of the folding device / car coupler is effectively reduced; the technical scheme of secondary locking is provided, and the overall reliability of the folding device is improved; single-person and single-hand operation can be realized; a secondary fixing device does not need to be arranged, and the design requirements of compact structure, safety, reliability, high efficiency and convenience of modern low-floor urban rail vehicle equipment can be met.

The utility model relates to the technical field of transition traction of railway vehicles, and discloses a transition traction device of a railway vehicle, which comprises a first mounting seat, a second mounting seat and a third mounting seat, the mounting seat II is used for connecting a railway vehicle; the buffering mechanism comprises a sliding rod arranged on the first mounting seat and is used for relieving impact force generated when the railway vehicle is dragged and stopped; the buffering mechanism further comprises a threaded structure which is fixedly arranged at the end, away from the first mounting base, of the sliding rod in a connected mode. According to the utility model, when the railway vehicle stops, the impact force of the railway vehicle drives the sliding rod on the connecting block to slide on the frame body through the mounting seat II and compresses the spring, so that the impact force of the railway vehicle can be effectively reduced, and vibration and impact between vehicle bodies can be absorbed and relieved through the compression action of the spring; and the protection of vehicles and rail facilities is facilitated, the abrasion and damage in the transportation process are reduced, the running stability of the vehicles can be improved, and the stability and safety of the vehicles in the parking process are ensured.

The utility model discloses a connecting device of a rail car, which comprises a car body, a traction pin body is arranged at the bottom of the car body, and a spring washer bottom plate is fixed at the top of the traction pin body. The first heavy spring washer and the second heavy spring washer can be clamped between the first heavy spring washer and the second heavy spring washer, the first heavy spring washer and the second heavy spring washer can be conveniently combined and connected through clamping of the limiting grooves and the limiting blocks in the bottom, and when the spring washer bottom plate is detached, the first heavy spring washer and the second heavy spring washer can be conveniently replaced; by means of the buffering sliding blocks sliding in the sliding grooves, when the elastic cushion bottom plate is connected through the connecting bolts, the transverse elastic cushions and the springs at the two ends of the buffering sliding blocks can conduct transverse buffering, when the vehicle body and the elastic cushion bottom plate receive front-back transverse force, the buffering effect can be achieved, and direct impact on the connecting bolts is avoided.

A shear-off device for a train coupler comprising a safety ring (2) having an inner periphery (7) formed with a thread (8) for threaded engagement, and further comprising a radially inwards depending shear flange (9), the shear flange (9) reaching in radial direction from the inner periphery (7) towards the centre axis (C) of the safety ring, the shear flange having a flange base (10) adjoining the inner periphery (7) and a flange point (11) reaching radially inside of the inner periphery (7).

The invention relates to a railway tank car group and a marshalling method thereof, in particular to a railway tank car group formed by double car fixed marshalling and a marshalling method thereof, and solves the problem that a part of manholes in a tank body and a crane pipe cannot be aligned to the upper position due to a lengthened car. The railway tank car set comprises a front railway tank car and a rear railway tank car which are connected through a traction rod and arranged in a front-back mirror symmetry mode. The front railway tank car comprises a tank body, a first-position traction bolster device, a second-position traction bolster device, a coupler buffer device and two groups of bogies; a manhole is formed in the top center of the tank; the first-position traction and bolster device and the second-position traction and bolster device are located below the front end and the rear end of the tank body respectively and fixedly connected with the tank body. The rear end of the coupler buffer device is fixedly connected with the one-position traction bolster device; the two groups of bogies are respectively positioned below the first-position traction bolster device and the second-position traction bolster device; the center distance between the manholes in the two tank bodies is equal to the distance between the two crane pipes; and the distance between the outer sides of the front and rear ends of the two coupler buffer devices is equal to the total length of two coupled conventional standard railway tank cars.

In a coupler (1) for a multi-carriage light rail vehicle, such as a tramcar, a coupler head and a pivot bearing having a substantially vertical pivot axis are provided at opposite ends thereof. An actuation cylinder (4) is provided to rotate the coupler (1) about a pivot axis (3A) between a neutral position and a first angular position. The tensioning device (5) is functionally arranged between the actuating cylinder (4) and a part of the coupling (1) or between the actuating cylinder (4) and a cabin of the vehicle. In the first angular position, the coupling head (2) can be pivoted rearward about the joint (6) into a parking position. Tensioning device (5) allowing rotation of coupling (1) beyond first angular position into second angular position

The invention pertains to the field of vehicle engineering and relates to friction shock-absorbers for vehicles, and primarily to shock-absorbing apparatus mountable between railway wagons. The aim of the invention is to improve the structure of a shock-absorbing apparatus such as to allow a more uniform distribution of load on the support surfaces of a pressure wedge device and on the stay surfaces of stay wedges. This aim is achieved in that a pressure wedge device and stay wedges, which together form a friction assembly of the shock-absorbing apparatus, are configured to provide for constant mutual contact under a main and an additional stay angle at any given extent of travel of the friction assembly, wherein the total area of the regions of the support surfaces of the pressure wedge device and of the stay surfaces of the stay wedges which lie inside the zones of mutual contact is not less than the total area of said support surfaces of the pressure wedge device and said stay surfaces of the stay wedges which lie outside the zones of mutual contact. A spring device is configured and mounted in such a way that in its fully compressed state at its maximum extent of travel, it provides a force applied to the friction assembly and the bottom of a housing which is greater than 120 tons. Other elements of the invention are also described.

An end piece for part of a draft gear of a coupler for a multi-car vehicle, comprising a first joint section for mounting to a car and rotatable about a generally vertical axis, a rod having a longitudinal axis (B) which, in use, is substantially horizontal, an elastic connection connecting the rod to the first joint section, whose elasticity allows the rod to swivel about its longitudinal axis (B) relative to the first joint section, and a first spreading element suitable to create a spreading force (F) and comprising: a first end in contact with the rod, a second end in contact with the first joint section, and a spring element arranged between the first and second ends, the spring element generating a spreading force (F) directed to increasing the distance between the first end and second end when the first end is moved towards the second end.

The invention pertains to the field of transport engineering and relates to traction-buffer devices and absorbing apparatuses installed between railcars in a train set. The objective is to limit the angular movement of the support part of the support element within the guide assembly relative to the longitudinal axis. This objective is achieved by a traction-buffer device comprising a traction-bearing rod positioned along the longitudinal axis of the unit, capable of contacting the support part of the support element. The device also includes a housing with a front part, a rear part, and walls, with traction elements housed inside. The rear part of these traction elements contains a traction-support element. Additionally, a spring device is placed within the housing, situated between a rear stop element and a traction-buffer stop, which restricts movement towards the front part of the housing. Distinctive features include a stop in the rear part of the housing, which maintains movable contact with the housing walls, while the traction-buffer stop restricts movement towards the rear part of the housing. Further details of the invention's components are also described.

The invention concerns a coupler assembly for connecting railroad cars, comprising a pulling apparatus (10) positioned between a front stop (6) and a stop plate (5) in the space between central girders (1, 2) of a railway wagon frame, whereby the front stop (6) is rigidly fixed to the central girders (1, 2) of the railway wagon frame and the stop plate (5) is mounted in a moving manner between the girders (1, 2), and a rear stop (7), permanently fixed to the wagon frame, is positioned behind the stop plate (5), wherein an increased energy absorption unit is located between the rear stop (7) and the stop plate (5), comprising a bar (8) and a machining element (12) surrounding the bar (8). The invention is characterized in that the machining element (12) is positioned at the rear stop (7), and the bar (8) at one side rests on the stop plate (5) and is pressed by it, while at the other side it enters the machining element (12) and is attached therein it with the possibility of breaking the attachment.