A method for installing and positioning a hook ball joint and a hook ball joint

Abstract

The present invention discloses a method for installing and positioning a coupler ball joint and a coupler ball joint: a coupler ball joint, a ball joint seat and a coupler are respectively arranged at the ends of adjacent carriages of a rail vehicle. The coupler ball joint includes a core shaft, a rubber body and a sleeve. An isosceles trapezoidal conical groove is arranged on the coupler. At the same time, isosceles trapezoidal conical surfaces with the same cone angle as the conical groove are arranged at both ends of the core shaft. Both ends of the coupler ball joint core shaft are installed in the conical groove of the coupler to achieve a gap-free fit between the core shaft and the coupler. The coupler ball joint is thereby firmly installed and positioned in the coupler to prevent the core shaft from moving and rotating in the coupler and the core shaft from wearing. The collision between the core shaft and the coupler and the noise generated thereby are avoided. In addition, this conical surface fit method can be easily separated, which is convenient for the installation and replacement of the coupler ball joint.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a method for installing and positioning a coupler ball joint and a coupler ball joint. Background Art

[0002] The carriages of rail transit vehicles are connected by a coupler ball joint, which transmits traction. Since the core shaft of the existing coupler ball joint is round or square, and the core shaft is installed in the concave coupler, this installation method has the following problems:

[0003] 1. There is a gap between the mandrel and the coupler, which causes impact and collision between the mandrel and the coupler, resulting in unstable operation of rail transit vehicles.

[0004] 2. The coupler ball joint will also be damaged due to long-term collision and needs to be replaced frequently, which shortens the service life of the coupler ball joint and increases maintenance and operating costs.

[0005] 3. The collision between the core shaft and the coupler will also produce noise, reducing the passenger comfort experience.

[0006] 4. The mandrel moves and rotates inside the coupler, causing wear on the mandrel.

[0007] 5. The core shaft is difficult to withdraw from the coupler, which makes the installation and replacement of the coupler ball joint inconvenient.

[0008] 6. The coupler ball joint is large in size and heavy in weight, so it is necessary to make improvements to lighten it.

[0009] There is a gap between the core shaft and the coupler of the existing coupler ball joint, which causes impact and collision between the core shaft and the coupler, resulting in unstable operation of rail transit vehicles. In addition, the coupler ball joint will also be damaged due to long-term collision and needs to be replaced frequently, which shortens the service life of the coupler ball joint and increases maintenance and operation costs. In addition, the collision between the core shaft and the coupler will also generate noise, reducing the comfort experience of passengers.

[0010] After patent search, the patents that are related to this invention mainly include the following patents:

[0011] 1. The Chinese invention patent with application number "200610136996.4", application date "2006.12.30", publication number "CN101011974A", publication date "2007.08.08", title "A railway vehicle connection method and device", and applicant "China South Locomotive and Rolling Stock Corporation Zhuzhou Vehicle Factory", adopts the method of connecting male and female connecting hinges that are not supported on the bogie. The connecting hinge is composed of a female connecting hinge, a male connecting hinge, a traction pin, a hemispherical pad, a concave spherical pad and a wedge pad. The female and male connecting hinges are respectively fixed to two adjacent vehicle ends, and the single-piece hinge head of the male connecting hinge is placed in the middle of the double-piece hinge head of the female connecting hinge. A gap is left vertically between the single-piece hinge head of the male connecting hinge and the double-piece hinge head of the female connecting hinge to allow them to shift vertically. The female and male connecting hinges are connected together by a cylindrical traction pin. The hole of the male joint seat is a spherical surface, and a hemispherical pad is installed between the traction pin and the ball hole of the male joint seat; the front end of the male joint seat head is a convex spherical surface, which is matched with a concave spherical pad. A wedge-shaped pad is added between the concave spherical pad and the inclined surface of the female joint seat, so that it forms a ball joint that is connected without gaps in the longitudinal direction and can be universally rotated. This patent adopts a traction pin connection instead of a hook ball joint connection, which does not have a buffering and shock absorbing effect. Moreover, it is assembled from multiple separate parts, and the connection and assembly are cumbersome and the reliability is poor.

[0012] 2. The Chinese invention patent with application number "201010285684.6", application date "2010.09.15", publication number "CN102398619A", publication date "2012.04.04", name "Traction node for train bogie", and applicant "Lianyang Zhenda Railway Equipment Co., Ltd.", is a traction node for train bogie, and the two ends of the core shaft made of metal material are provided with mounting holes. The middle section of the core shaft is in the shape of a waist drum. An outer sleeve made of metal material is mounted on the middle section of the core shaft, and the inner ring of the outer sleeve is in the shape of an arc. A rubber layer is arranged between the middle section of the core shaft and the outer sleeve. The middle section of the core shaft and the outer sleeve are fixedly connected into one by rubber vulcanization of the rubber layer. This patent does not involve the installation and positioning method of the coupler ball joint, nor does it involve the technical problem that the core shaft and the coupler may have impact and collision. Summary of the invention

[0013] The technical problem to be solved by the present invention is to provide a method for installing and positioning a coupler ball joint and a coupler ball joint in view of the defects existing in the prior art.

[0014] In order to solve the above technical problems, the technical solution adopted by the present invention is as follows: a method for installing and positioning a coupler ball joint, a coupler ball joint, a ball joint seat and a coupler are respectively provided at the ends of adjacent carriages of a rail vehicle; the coupler ball joint includes a core shaft, a rubber body and a jacket, the jacket is sleeved in the middle of the core shaft, and the rubber body is filled between the core shaft and the jacket; the coupler ball joint is fixed on the ball joint seat, a core shaft groove is provided on the coupler, and the two ends of the coupler ball joint core shaft are installed in the core shaft groove of the coupler, so as to realize traction connection between two adjacent carriages. Through the gapless installation and positioning method between the core shaft of the coupler ball joint and the coupler, impact and collision between the core shaft and the core shaft groove are avoided, noise caused by collision is prevented, and the rail transit vehicle can run smoothly.

[0015] Furthermore, the gapless installation is to set a conical surface on the core shaft, and at the same time, the core shaft groove of the coupler is a conical groove with the opening facing upward, and the conical groove and the conical surface on the core shaft have the same cone angle α. After the core shaft is installed in the conical groove, there is still a groove bottom assembly gap between the top of the conical surface and the bottom of the conical groove. Then, pressure is applied to the core shaft toward the conical groove to install and position the core shaft in the conical groove. This conical surface matching method can achieve a gapless fit between the core shaft and the coupler, and firmly install and position the coupler ball joint in the coupler, preventing the core shaft from moving and rotating in the coupler and the core shaft from wearing. The collision between the core shaft and the coupler and the noise generated thereby are avoided. In addition, this conical surface matching method can be easily separated, which is convenient for the installation and replacement of the coupler ball joint.

[0016] A coupler ball joint for realizing the above-mentioned coupler ball joint installation and positioning method comprises: a core shaft, a rubber body and a jacket, the jacket is sleeved in the middle of the core shaft, and the rubber body is filled between the core shaft and the jacket. Two conical surfaces are respectively arranged at both ends of the core shaft, and the conical angle α between the two conical surfaces is equal to the conical angle α of the conical groove on the coupler, so as to ensure that the core shaft and the conical groove fit tightly.

[0017] Furthermore, α≤2×arctg(μ+G / F) to ensure that the component force for pulling the mandrel out of the tapered groove is always smaller than the friction force and the gravity of the coupler ball joint, so as to reduce the clamping force required for installing the mandrel and ensure that the mandrel will not fall out of the coupler.

[0018] Furthermore, the cross section of the core shaft is an isosceles trapezoid.

[0019] Furthermore, the cone angle α between two sides of the isosceles trapezoid is ≤17°.

[0020] Furthermore, the free surfaces at both ends of the rubber body are concave arcs, and the radius of the free surface is ≤18mm, so as to increase the area of ​​the free surface, adapt to the torsional deformation between the core shaft and the outer sleeve of the coupler ball joint, reduce the stress concentration at the connection between the rubber body, the core shaft and the outer sleeve, and prevent the connection between the rubber body, the core shaft and the outer sleeve from cracking and separation.

[0021] Furthermore, the core shaft is provided with an axial hole penetrating the axial direction, which can reduce the weight of the coupler ball joint and meet the lightweight requirements, and can also reduce the production cost.

[0022] Furthermore, the ratio of the shaft hole diameter to the core shaft diameter is ≤0.57. Under the premise of ensuring the strength and rigidity of the coupler ball joint, the weight of the coupler ball joint is reduced as much as possible.

[0023] Furthermore, mounting holes along the isosceles trapezoidal symmetry axis are provided at both ends of the mandrel, and the mandrel is installed and positioned in the coupler by passing a clamping bolt through the mounting hole, thereby further simplifying the installation components and reducing the cost.

[0024] The beneficial effects of the present invention are as follows: by providing a conical groove on the coupler and providing conical surfaces with the same cone angle as the conical groove at both ends of the mandrel, a clearance-free fit between the mandrel and the coupler can be achieved, thereby firmly installing and positioning the coupler ball joint in the coupler, preventing the mandrel from moving and rotating in the coupler and the mandrel from being worn. The collision between the mandrel and the coupler and the noise generated thereby are avoided. In addition, this conical surface fit mode can be easily separated, which is convenient for the installation and replacement of the coupler ball joint. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is the installation diagram of the existing coupler ball joint.

[0026] Figure 2 This is a schematic diagram of an existing coupler.

[0027] Figure 3 This is a schematic diagram of the three-dimensional structure of the hook ball joint of the present invention.

[0028] Figure 4 This is a front view schematic diagram of the coupler ball joint of the present invention,

[0029] Figure 5 It is a cross-sectional schematic diagram of the hook ball joint of the present invention,

[0030] Figure 6 This is a front view schematic diagram of the coupling ball joint installation method 1 of the present invention,

[0031] Figure 7 This is a top view of the installation method 1 of the hook ball joint of the present invention.

[0032] Figure 8 for Figure 6 A partial enlarged schematic diagram.

[0033] Fig. 9 is a schematic diagram of a coupler of the present invention,

[0034] Fig.10 This is a front view schematic diagram of the installation method 2 of the hook ball joint of the present invention,

[0035] Fig.11 It is a schematic diagram of the force analysis of the coupler ball joint of the present invention.

[0036] In the figure: 1—hookup ball joint, 11—core shaft, 111—conical surface, α—cone angle, h—reserved groove bottom assembly clearance, 112—shaft hole, 113—mounting hole, D1—core shaft diameter, D2—core hole diameter, 12—rubber body, 121—free surface, R121—free surface radius, 13—jacket, 2—ball joint seat, 3—hookup, 31—core shaft groove, 311—conical groove, 32—pressure cover, 33—clamping bolt, F—traction force, F1—component force in cone surface direction, N—normal stress, μ—friction coefficient, f—friction force, G—ball joint gravity. DETAILED DESCRIPTION

[0037] The present invention will be further described below through specific embodiments and in conjunction with the accompanying drawings:

[0038] like Figure 1 and 2 As shown: a coupler ball joint 1, a ball joint seat 2 and a coupler 3 are respectively arranged at the ends of adjacent carriages of a rail vehicle; the coupler ball joint 1 comprises a core shaft 11, a rubber body 12 and a jacket 13, the jacket 13 is sleeved on the middle of the core shaft 11, and the rubber body 12 is filled between the core shaft 11 and the jacket 13; the coupler ball joint 1 is fixed on the ball joint seat 2, a core shaft groove 31 is arranged on the coupler 3, and both ends of the core shaft 11 of the coupler ball joint 1 are installed in the core shaft groove 31 of the coupler 3, so as to realize traction connection between two adjacent carriages.

[0039] The core shaft 11 of the existing coupler ball joint 1 is usually round or square, and the core shaft groove 31 is usually square. When the coupler ball joint 1 is installed on the coupler 3, there is a gap between the core shaft 11 and the coupler 3, which causes impact and collision between the core shaft 11 and the coupler 3, causing the rail transit vehicle to run unsteadily, and the coupler ball joint 1 will also be damaged due to long-term collisions and needs to be replaced frequently, which shortens the service life of the coupler ball joint 1 and increases the maintenance and operation costs. Moreover, when the core shaft 11 and the coupler 3 are corroded, it is difficult for the core shaft 11 to withdraw from the square core shaft groove 31, and it is difficult to replace the coupler ball joint 1. In addition, the collision between the core shaft 11 and the coupler 3 will also generate noise, reducing the comfort experience of passengers.

[0040] like Figures 3 to 5As shown: The coupler ball joint 1 of the present invention includes: a core shaft 11, a rubber body 12 and a sleeve 13. The sleeve 13 is sleeved on the middle part of the core shaft 11, and the rubber body 12 is filled between the core shaft 11 and the sleeve 13. Two conical surfaces 111 are respectively provided at both ends of the core shaft 11. The cross section of the core shaft 11 is an isosceles trapezoid, and the cone angle between the two waists of the isosceles trapezoid is α. An axial hole 112 is provided on the core shaft 11. It can not only reduce the weight of the coupler ball joint 1 and meet the lightweight requirements, but also reduce the production cost. The ratio of the axial hole diameter D2 to the core shaft diameter D1 is ≤0.57. When D2 / D1=0.57, the coupler ball joint 1 can reduce the weight of 8% while ensuring the strength and rigidity of the coupler ball joint 1. Mounting holes 113 are provided on both ends of the core shaft 11 along the symmetry axis of the isosceles trapezoid.

[0041] The free surfaces 121 at both ends of the rubber body 12 are concave arcs, and the radius of the free surface R121 is ≤ 18 mm. The area of ​​the free surface 121 is increased to adapt to the torsional deformation between the core shaft 11 and the outer sleeve 13 of the coupler ball joint 1, reduce the stress concentration at the connection between the rubber body 12 and the core shaft 11 and the outer sleeve 13, and prevent the connection between the rubber body 12 and the core shaft 11 and the outer sleeve 13 from cracking and separation.

[0042] like Figures 6 to 9 As shown: In Example 1 of the present invention, the mandrel groove 31 of the coupler 3 is a tapered groove 311, and the tapered groove 311 is an isosceles trapezoid with the wide side opening facing upward. The tapered groove 311 and the tapered surface 111 on the mandrel 11 have the same taper angle α. After the mandrel 11 is installed in the tapered groove 311, the pressure cover 32 is pressed on the mandrel 11, and the mandrel 11 is installed and positioned in the tapered groove 311 by the clamping bolt 33. At this time, there is a reserved groove bottom assembly gap h of 2 to 5 mm between the top of the tapered surface 111 of the mandrel 11 and the bottom of the tapered groove 311 of the coupler 3, so that the mandrel 11 still has space to fall in the tapered groove 311, so that the tapered surface 111 of the mandrel 11 and the tapered groove 311 can be tightly matched without gap. The coupler ball joint 1 is firmly installed and positioned in the coupler 3 to prevent the mandrel 11 from moving, rotating and wearing in the coupler 3. The collision between the mandrel 11 and the coupler 3 and the noise generated thereby are avoided. In addition, with this conical surface matching mode, the mandrel 11 can be withdrawn from the conical groove 311 by simply pulling the mandrel 11 toward the opening direction of the conical groove 311, which facilitates the installation and replacement of the coupler ball joint 1.

[0043] like Fig.10 As shown: Embodiment 2 of the present invention is different from Embodiment 1 in that the core shaft 11 is installed and positioned in the coupler 3 by using a clamping bolt 33 passing through the mounting hole 113, thereby further simplifying the mounting components and reducing the cost.

[0044] The stress state of the coupler ball joint of the present invention is as follows Fig.11As shown: Due to the traction force F, the coupler ball joint 1 will be subjected to a component force F1 in the direction of the cone surface, F1=F×sin(α / 2), and at the same time, the cone surface 111 of the coupler ball joint 1 will also be subjected to a positive pressure N generated by the cone groove 311. N=F×cos(α / 2), the positive pressure N will generate a friction force f on the cone surface 111, f=μ×F×cos(α / 2). The ball joint gravity G can be decomposed into a component force G×sin(α / 2) in the same direction as the friction force f. When the following formula is satisfied, the component force that pulls the core shaft 11 out of the cone groove 311 is always smaller than the sum of the friction force and the gravity component force of the coupler ball joint 1, so as to reduce the clamping force required when installing the core shaft 11 and ensure that the core shaft 11 will not fall out of the coupler 3.

[0045] F1≤f+G×sin(α / 2);

[0046] F×sin(α / 2)≤μ×F×cos(α / 2)+G×sin(α / 2);

[0047] It can be concluded from the above formula that when α≤2×arctg(μ+G / F), it can be ensured that the mandrel 11 will not fall out of the coupler 3.

[0048] Since the gravity of the ball joint is much smaller than the traction force F, G / F can be ignored. When the mandrel 11 and the tapered groove 311 are both made of steel, the friction coefficient μ0.15 of the steel is substituted into the above formula, and α≤17° is obtained.

[0049] In summary, the beneficial effects of the present invention are as follows: by providing a conical groove on the coupler, and providing conical surfaces with the same cone angle as the conical groove at both ends of the mandrel, a clearance-free fit between the mandrel and the coupler can be achieved, thereby firmly installing and positioning the coupler ball joint in the coupler, preventing the mandrel from moving, rotating, and wearing in the coupler. Avoiding collision between the mandrel and the coupler, and the noise generated thereby. In addition, this conical surface fit can be easily separated, which is convenient for the installation and replacement of the coupler ball joint.

[0050] The above embodiments are only used to illustrate the present invention, rather than to limit the present invention. Technicians in the relevant technical field may make various changes or modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the present invention, and the protection scope of the present invention should be defined by the claims.

Claims

1. A method for installing and positioning a coupler ball joint, wherein the ends of adjacent carriages of a rail vehicle are respectively provided with a coupler ball joint (1), a ball joint seat (2) and a coupler (3); the coupler ball joint (1) comprises a core shaft (11), a rubber body (12) and an outer sleeve (13), the outer sleeve (13) is sleeved on the middle of the core shaft (11), and the rubber body (12) is filled between the core shaft (11) and the outer sleeve (13); the coupler ball joint (1) is fixed on the ball joint seat (2), and the coupler (3) is provided with a core shaft groove (31), and the two ends of the core shaft (11) of the coupler ball joint (1) are installed in the core shaft groove (31) of the coupler (3), so as to realize traction connection between two adjacent carriages; the characteristics are as follows: Through the gapless installation and positioning method between the core shaft (11) of the coupler ball joint (1) and the coupler (3), impact and collision between the core shaft (11) and the core shaft groove (31) are avoided, noise caused by collision is prevented, and the rail transit vehicle can run smoothly; the gapless installation is that a conical surface (111) is provided on the core shaft (11), and the core shaft groove (31) of the coupler (3) is a conical groove (311) with an opening facing upward, and the conical groove (311) and the conical surface (111) on the core shaft (11) have the same The cone angle α is such that after the mandrel (11) is installed in the conical groove (311), there is a reserved groove bottom assembly gap (h) between the top of the conical surface (111) and the groove bottom of the conical groove (311). Then, a pressure is applied to the mandrel (11) toward the conical groove (311) to install and position the mandrel (11) in the conical groove (311); the cone angle α is ≤ 2×arctg(μ+G / F), where G is the weight of the ball joint, F is the traction force, and μ is the friction coefficient between the mandrel (11) and the steel of the conical groove (311).

2. The method for installing and positioning a coupler ball joint according to claim 1, characterized in that: The cross section of the mandrel (11) is an isosceles trapezoid.

3. The method for installing and positioning a coupler ball joint according to claim 2, characterized in that: The cone angle α between the two sides of the isosceles trapezoid is ≤17°.

4. The method for installing and positioning a coupler ball joint according to claim 3, characterized in that: The free surfaces (121) at both ends of the rubber body (12) are in the shape of an inwardly concave arc, and the radius (R121) of the free surface is ≤18 mm.

5. The method for installing and positioning a coupler ball joint according to any one of claims 1 to 4, characterized in that: The core shaft (11) is provided with an axial hole (112) penetrating in the axial direction.

6. The method for installing and positioning a coupler ball joint according to claim 5, characterized in that: The ratio of the shaft hole diameter (D2) to the core shaft diameter (D1) is ≤0.

5.

7. The method for installing and positioning a coupler ball joint according to claim 6, characterized in that: Mounting holes (113) are provided on both ends of the core shaft (11) along the symmetry axis of the isosceles trapezoid.

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