596results 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.

An elastomeric spring assembly for a railcar apparatus is disclosed. The elastomeric spring assembly includes an elongated body of elastomeric material having a series of axially spaced members coaxially arranged and wholly embedded within the body of elastomeric material. The majority of the embedded members are configured to resist radial outward movement of said elastomeric material while causing the elastomeric material to react in an axial direction between confronting surfaces defined by the members upon axial deflection of the elastomeric spring whereby enhancing performance characteristics of the spring assembly. A method of making an elastomeric spring assembly is also disclosed.

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.

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 direct contacting relation with an end of the spring assembly, and defines at least one surface incongruity for limiting radial expansion with the elastomeric spring at the end of the spring assembly arranged in direct contacting relation with the spring seat along at least two axes when an axial load is applied to the draft gear.

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 invention provides a traction device and a rail car. The traction device comprises a car body fastener, an alloy bushing, a rubber traction pin joint and a bogie fastener, wherein the car body fastener is fixedly connected with a car body traction beam, and at least one traction pin is arranged at one side of the car body fastener, which is far from a car body; the alloy bushing is sheathed outside the traction pin and fixedly connected with the traction pin; the rubber traction pin joint is sheathed outside the alloy bushing, and the rubber traction pin joint orderly comprises an outer wall rigid plate and a rubber layer from the inside to the outeside; and the bogie fastener is fixedly connected with a bogie traction box and fixedly connected with the outer wall rigid plate of the rubber traction pin joint. Due to the adoption of the technical scheme, the invention simplifies the structure and effectively transmits traction force and brake force.

A muff coupling intended for vehicle couplers includes two components formed with ring-shaped flanges, as well as a muff consisting of at least two arch parts tightenable against each other, each having an inner flute formed between two inwardly turned bulges, which flute is delimited by obliquely inclined side surfaces to, upon radial tightening of the arch parts against each other, be pressed against analogously obliquely inclined shoulder surfaces on the flanges and thereby, by wedge action, transfer axial component forces to the same, pressing the ends of the components in close contact against each other. The arch parts are formed with double sets of bulges for cooperation with double flanges on the respective component, whereby forces that are transferred between the components via the muff are distributed to a plurality of axially spaced-apart pairs of contact surfaces in an axial train of forces near the outside of the components.

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. -

The invention discloses a central buffering connector. The central buffering connector is applied to railway traffic vehicles, and comprises a connecting shaft, an installation seat, a first elastic element, an intermediate partition plate, a second elastic element, an elastic element pressing plate and a pre-fastening element, wherein the connecting shaft is provided with a front pressure bearing section and a back connecting section; the first elastic element, the intermediate partition plate, the second elastic element and the elastic element pressing plate are sequentially sleeved on the back connecting section of the connecting shaft in a loose fit mode; one side of the first elastic element is pressed against an elastic element stopper on the connecting shaft; the other side of the first elastic element is pressed against one side of the intermediate partition plate; one side of the second elastic element is pressed against the other side of the intermediate partition plate; the other side of the second elastic element is pressed against the elastic element pressing plate; the pre-fastening element is arranged on the end part of the back connecting section and pressed against the elastic element pressing plate; the two ends of the intermediate partition plate are provided with a first rotating shaft and a second rotating shaft respectively; and the first rotating shaft and the second rotating shaft are hinged with the two ends of the installation seat respectively. The central buffering connector can buffer small impact force between vehicles and has a simple structure.

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 present invention relates to an energy dissipation device with a first force-transferring element, a second force-transferring element, and a first and second energy dissipation element which are disposed in the energy dissipation device such that the force flow taking place during the transfer of the tractive and impact forces in the longitudinal direction of the energy dissipation device runs parallel through the two energy dissipation elements. By the activation behavior of the individual energy dissipation elements being chosen appropriately, the total characteristic curve of the energy dissipation device can be precisely determined in advance. In particular, the invention makes possible the construction of energy dissipation devices with force-path characteristic curves with regions of the characteristic curve, which fall off sharply. For this, characteristic curve contours are possible in particular in which, to trigger the energy dissipation device, a greater force is required than during the actual energy dissipation.

The invention discloses a lower lock pin body, which is used for being hinged between a lower lock pin and a lower lock pin hook of a coupler, and has uncoupling lever hanging holes so as to rotate around the lower lock pin hook under the action of the uncoupling lever hanging holes, wherein the end parts of both sides of the lower lock pin body are provided with the two uncoupling lever hanging holes respectively so that operating personnel can perform uncoupling operation on front and rear couplers of a connecting end between two vehicles at any side of a vehicle body. On the basis, the invention also provides a double-acting coupler with the lower lockpin body and a coupler buffer device, wherein the coupler buffer device also comprises two uncoupling levers and two uncoupling lever brackets; the uncoupling levers pass through keyhole-shaped through holes of the uncoupling lever brackets, and have limited sections at the matching positions; coupler head ends of the two uncoupling levers pass through the keyhole-shaped through holes of the two uncoupling lever brackets respectively and then are hooked with uncoupling lever hanging holes of the double-acting coupler; and clearances are reserved between the limited sections of the uncoupling levers and bar-shaped hole walls of the keyhole-shaped pylome.

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 discloses an installing and cushioning device for a tight-lock coupler, which comprises an installation seat assembly, a supporting board, a driving rod, a driving pin, a rubber oscillating bearing, a shock absorber rubber, a connecting pin and a height adjusting nut, wherein two parallel installation boards are arranged on the installation seat assembly; the installation boards, the driving rod and the supporting board are connected through the driving pin; the driving pin and the supporting board form a revolute pair; the height adjusting nut can adjust the height of the supporting board; the driving rod is positioned between the two installation boards; the rubber oscillating bearing is arranged between the driving pin and the driving rod to form a revolute pair; and the connecting pin is also connected between the driving rod and the supporting board, and the connecting pin is sleeved with the shock absorber rubber. The installing and cushioning device for the tight-lock coupler is simple in structure, easy to manufacture, low in cost, convenient to install, reliable and flexible, and suitable for a locomotive needing to be provided with multiple sets of couplers, and meets the coupling performance requirement when a common metro shunting locomotive rescues a metro vehicle.

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 coupler assembly and a straddle-type railway train with the same. The coupler assembly comprises a mounting seat, a buffer mechanism, a folding mechanism and a coupler head; one end of the buffer mechanism is movably connected with the mounting seat, and the other end of the buffer mechanism is provided with a pulling rod; a limiting part is arranged on the pulling rod; one end of the folding mechanism is movably connected with the pulling rod; a locking piece is arranged on the folding mechanism and movably matched with the limiting part to lock or loosen the pulling rod; when the limiting part is locked by the locking piece, the pulling rod is fixed in the stretching position, and when the limiting part is loosened by the locking piece, the pulling rod can move between the folding position and the stretching position; and one end of the coupler head is connected with the other end of the folding mechanism. According to the coupler assembly of the embodiment of the invention, locking or loosening of the pulling rod is realized through the matching effect between the locking piece and the limiting part of the pulling rod, coupling between adjacent train bodies with large train head widths is further realized, the operation process is easy and convenient, and the requirement for an opening and closing device is low.

The present invention relates to a center buffer coupling for railroad cars that has a coupling head 1 and a coupling shaft 2 that holds the coupling head 1 on its front end 3, whereby the rear end 4 of the coupling shaft 2 is attached to the frame of the railroad car so that it can swivel horizontally. In the case of a crash, i.e. during the occurrence of extreme impact energies, in order to shorten the coupled couplings in such a way that the energy absorbing elements 22 on the body side dissipate the impact energy transferred between the adjacent car bodies during the impact without additional space being needed when the coupling head 1 is taken out of the force flow, according to the invention, a section 6 of the coupling shaft is formed of a first partial piece 7 and a second partial piece 8, whereby the two partial pieces 7, 8 are connected to each other by means of an overload safety device 9. In this case, the overload safety device has a fixed bolt 10 and at least one overload bolt that responds when a specific response force is exceeded in the longitudinal and / or lateral direction of the coupling shaft, whereby the fixed bolt 10 and the at least one overload bolt 11 are mounted in succession in the direction of the coupling shaft. Because of the design of the overload safety device 9 according to the invention, in a crash two coupled center buffer couplings are shortened by a combined linear and rotational movement of the respective coupling head 1 without this requiring space behind the attaching plane and / or behind the frame.

A liner for use in a draft sill to protect the sill from damage and wear caused by draft gear movement. The draft gear is attached to a coupling to transmit moving forces from the coupling to the car causing. The draft gear is isolated from the side walls of the draft sill by the liner to reduce wear on the draft sill as the draft gear absorbs and cushions impacts from the buff and drag events. These impacts may cause the followers, yoke and resilient members move toward the side walls and contact the liner disposed between the draft gear and the draft sill for protecting the side walls from damage and wear.

The invention relates to an automatic central buffer coupling having a coupling head, a coupling rod and a shock absorber including a destructively-configured force-absorbing member in the form of a deformable tube. The invention provides additional functionality of extendability and retractability to the coupling rod, the and for the central buffer coupling to include a controllable linear drive for the axial displacement of the coupling rod relative the fixing plate and for the bearing block to include a first bearing block component against which adjoins the coupling head-side end of the deformable tube, and a second bearing block component to which the vehicle-side end of the coupling rod is articulated, whereby the second bearing block component is axially displaceable relative the first bearing block component by means of the linear drive.

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 yoke for use in a railway locomotive draft gear assembly is provided. The yoke includes a back wall, a front wall and top and bottom straps that extend from the front wall to the back wall. The front wall includes two side sections and a bottom section and a top section. The top strap and bottom strap are tapered to a reduced width at the back wall. The draft gear assembly includes the yoke with a coupler follower adjacent the front wall of the yoke and a rear follower adjacent the back wall of the yoke. A resilient member is located between the followers.

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.