A new type of double-direction rotary damping structure for coupler collision

Abstract

A novel double-limited rotary damping structure for a coupler includes a hook body and a base, and is characterized in that: a rotary damping mechanism is symmetrically arranged on each side of the base, and the front end surface of the base between the two rotary damping mechanisms is a centrally symmetrical wedge-shaped surface. When a train collision occurs, the positioning surface of the hook body cooperates with the wedge-shaped surface of the base to achieve positioning. Through the rotary damping mechanism of the coupler, the deflection tendency of the coupler is effectively limited during a train collision, so that the coupler can correctly transmit the longitudinal collision interface force, and the crushing area of ​​the vehicle structure can function correctly, orderly and controllably, thereby realizing the passive safety protection function of the vehicle. By applying the completely different mechanical properties of the gas-liquid plunger under quasi-static and dynamic conditions, this collision anti-rotation device scheme is designed and implemented to reduce the design and modification costs, and has great promotion and practical value.

Description

Technical Field

[0001] The invention belongs to the technical field of rail vehicle collision resistance, and in particular relates to a coupler collision damping structure. Background Art

[0002] Railways are an important economic lifeline, and railway transportation safety is even more related to life safety. Since trains run on dedicated tracks, the possibility of collision accidents is much lower than other means of transportation.

[0003] However, rail vehicles are heavy and travel at high speeds. Once an accident occurs, it will cause serious casualties and economic losses. In recent years, rail vehicle accidents have occurred frequently, causing very serious economic losses and extremely adverse social impacts in my country. Therefore, the safety of rail vehicles must be further improved.

[0004] The collision resistance of trains refers to the comprehensive characteristics of the train structure's load-bearing capacity, deformation form, and the train structure's ability to absorb the kinetic energy of impact during a collision. The collision resistance of trains does not require that the train structure be completely undamaged after an impact, but requires that at a certain impact speed, the train structure's crushed area (energy absorption area) can deform in an orderly manner according to human will, effectively reducing the impact acceleration while absorbing more impact kinetic energy, and that the manned parts of the body structure can provide more living space for the driver and passengers in the passenger compartment, thereby reducing the damage caused by the collision.

[0005] The design concept of the vehicle's structural crush zone is to dissipate kinetic energy through compressive plastic deformation of the structure or components along the longitudinal direction of the vehicle. As an important connecting component between vehicles, the coupler needs to be able to rotate horizontally around the center of rotation under normal operating conditions, playing a key role in transmitting the collision interface force during the collision process. Because the horizontal rotation angle of the coupler around the center of rotation is too large (greater than 17°), the collision interface force cannot be effectively transmitted along the longitudinal direction of the coupler, and the pre-designed structural crush zone fails to completely undergo plastic deformation to dissipate kinetic energy, which may result in a reduction in the passengers' living space and damage to the occupants; at the same time, the lateral component force and lateral displacement of the vehicle are too large, resulting in a zigzag derailment accident.

[0006] Under the premise of ensuring the normal operation and coupling function of the coupler, limiting the excessive rotation angle of the coupler requires comprehensive consideration and the formulation of an effective plan. Summary of the invention

[0007] In order to solve the technical problem that the horizontal rotation angle of the coupler around the rotation center is too large, resulting in the inability to effectively transmit the collision interface force along the longitudinal direction of the coupler, the pre-designed structural crushing zone cannot completely undergo plastic deformation to dissipate kinetic energy, the lateral component force and lateral displacement of the vehicle are too large, resulting in a zigzag derailment accident of the vehicle, resulting in a reduction in the survival space of the passengers and injuries to the occupants, the present invention provides a new type of coupler collision rotation damping structure, which does not change the interface with the vehicle, optimizes the design based on the existing coupler structure, and saves costs.

[0008] To achieve the above-mentioned purpose, the present invention provides a novel double-limited rotary damping structure of a coupler, comprising a hook body and a base, characterized in that: a rotary damping mechanism is symmetrically arranged on each side of the base, and the front end surface of the base between the two rotary damping mechanisms is a centrally symmetrical wedge-shaped surface, and when a train collides, the positioning surface of the hook body cooperates with the wedge-shaped surface of the base to achieve position limiting;

[0009] The rotary damping mechanism includes a plunger, a sealing piston, a one-way valve, and a boosting valve. The plunger is connected to the boosting valve, the sealing piston is placed in the plunger, a throttle hole is opened in the center of the boosting valve, the one-way valve is placed in the throttle hole, an air storage chamber is between the plunger and the sealing piston, a first hydraulic oil chamber is between the boosting valve and the base, a second hydraulic oil chamber is between the sealing piston and the boosting valve, and the air storage chamber, the first hydraulic oil chamber and the second hydraulic oil chamber are independent chambers.

[0010] Preferably, the boost valve is composed of a valve body and a valve core connected together, and the front end surface of the valve core protrudes from the front end surface of the valve body in order to install a one-way valve and adjust the flow rate.

[0011] Preferably, the throttling hole on the valve core is a stepped hole, and the flow rate is controlled by changing the cross section, thereby adjusting the flow rate.

[0012] Preferably, the cross-section of the sealing piston is in the shape of a bow, which increases the rigidity of the piston and avoids deformation.

[0013] Preferably, the valve body and the valve core are matched through a stepped surface, and the flow rate is controlled by changing the cross section, while the sealing performance is increased.

[0014] Preferably, the included angle between the two centrosymmetric wedge-shaped surfaces is 146 degrees to 150 degrees.

[0015] Preferably, the gas storage chamber is filled with nitrogen.

[0016] The present invention provides a bidirectional rotation damping mechanism between the coupler body and the coupler base. When the train is operating normally, when the coupler rotates around the rotation center, the plunger works in a quasi-static compression (small and stable impedance) curve to ensure normal rotation of the coupler. When the coupler rotation angle reaches 17° (the normal connection rotation of the coupler is less than 17°), the positioning surface of the hook body coincides with the wedge surface of the base, completely limiting the rotation freedom of the coupler.

[0017] When a train collides, the collision interface force between the vehicles is transmitted through the coupler. When the coupler deflects around the center of rotation, the gas-liquid plunger works in a dynamic compression (large and stable impedance) curve, triggering the impedance force to prevent the coupler from continuing to rotate, thereby realizing the longitudinal transmission of the collision interface force. As the collision interface force increases, the rotational torque of the hook increases, and the gas-liquid piston begins to be slowly compressed until the hook positioning surface coincides with the wedge surface of the base, completely limiting the coupler's rotational freedom. During this process, the longitudinal force on the vehicle is much greater than the lateral force, and the lateral displacement is within the allowable range of the vehicle. The train collision interface force can be transmitted longitudinally, and the collision energy is dissipated through the controllable and orderly plastic deformation of the vehicle in the longitudinal direction. Therefore, it is ensured that the train will not derail in a "zigzag" shape, and the passive safety design indicators of the train are achieved. The specific advantages are as follows:

[0018] 1. By adding a coupler rotation damping mechanism, the coupler deflection tendency is effectively limited during a train collision, so that the coupler can correctly transmit the longitudinal collision interface force, and the vehicle structure crushing area can be correctly, orderly and controllably exerted, thereby realizing the passive safety protection function of the vehicle.

[0019] 2. Based on the existing coupler structure, the space between the hook body and the base is utilized, and the completely different mechanical properties of the gas-liquid plunger under quasi-static and dynamic conditions are applied to design and implement this collision anti-rotation device solution, which reduces the design and modification costs and has great practical value for promotion. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the structure of the present invention;

[0021] Figure 2 It is the collision process state diagram of the present invention;

[0022] Figure 3 It is the unloading curve diagram of the present invention. DETAILED DESCRIPTION

[0023] Reference Figure 1The present invention is mainly composed of a base 1, a plunger 2, a sealing piston 3, a one-way valve 4, a boost valve 5, and a throttle hole 6. The plunger, the sealing piston, the one-way valve, and the boost valve constitute a rotary damping mechanism. The plunger is connected to the boost valve, the sealing piston is placed in the plunger, a throttle hole is opened in the center of the boost valve, and the one-way valve is placed in the throttle hole. The boost valve 5 is composed of a valve body 501 and a valve core 502. The front end surface of the valve core 502 protrudes from the front end surface of the valve body 501, in order to install the one-way valve and adjust the flow. The valve body 501 and the valve core 502 are transitionally matched, and there is relative movement when necessary, which plays a throttling role; the boost valve 5 and the base 1 are sealed and transitionally matched, and there is relative movement; the boost valve 5 and the plunger 2 are fixed together. The throttle hole 6 on the valve core 502 is a stepped hole, which controls the flow rate by changing the cross section, thereby adjusting the flow rate. The valve body 501 and the valve core 502 are matched with each other in a stepped surface to increase the rigidity of the piston and avoid deformation.

[0024] The cross-section of the sealing piston is in the shape of a bow, which controls the flow rate by changing the cross-section and increases the sealing performance)

[0025] Three independent cavities are formed between the plunger 2, the sealing piston 3, the boost valve 5 and the base 1, which are the first hydraulic oil chamber 7, the second hydraulic oil chamber 8 and the nitrogen storage chamber 9.

[0026] The front end surface of the base between the rotary damping mechanisms is a wedge-shaped surface with central symmetry and an angle of 146 degrees. When the train collides, the positioning surface of the hook body cooperates with the wedge-shaped surface of the base to achieve limiting.

[0027] Reference Figure 2 , Figure 3 When the coupler rotates under normal working conditions, the gas-liquid plunger works in a quasi-static compression (small and stable impedance) curve A, and the hook body presses the plunger 2 into the base 1. When the compression force exceeds the trigger force value of the gas-liquid plunger device, the hydraulic oil in the first hydraulic oil chamber 7 enters the second hydraulic oil chamber 8 through the throttle hole 6, and the compression energy is converted into heat energy generated by the high-speed flow of the hydraulic oil. The hydraulic oil in the second hydraulic oil chamber 8 pushes the sealing piston 3 to further compress the nitrogen in the air storage chamber 9; after the coupler returns to the normal position, after the compression process is completed, the plunger 2 pushes the hydraulic oil in the second hydraulic oil chamber 8 to flow back to the first hydraulic oil chamber 7 through the one-way valve 4 and the throttle hole 6 under the reaction force of the nitrogen in the compressed air storage chamber 9, and the plunger 2 returns to its initial position.

[0028] When the train collides, when the coupler rotates around the rotation center, the hook body presses the plunger 2 into the base 1 at a high speed, and the plunger works with the dynamic compression (large and stable impedance) curve B. When the compression force exceeds the trigger force value of the gas-liquid plunger device, the hydraulic oil in the first hydraulic oil chamber 7 is blocked and slows down when entering the second hydraulic oil chamber 8 through the throttle hole 6. The impedance force of the hook body when the plunger 2 is pressed into the base 1 increases and instantly rises to the peak value, preventing the rotation trend of the coupler. As the collision interface force on the plunger 2 continues to increase, the plunger 2 begins to delay pressing into the base 1, and the compression energy is converted into heat energy generated by the low-speed flow of hydraulic oil. The hydraulic oil in the second hydraulic oil chamber 8 pushes the sealing piston 3 to further compress the nitrogen 9 in the air storage chamber until the plunger 2 is pressed flush with the base 1. At this time, when the coupler rotates to 17° (limit value), the positioning surface of the hook body coincides with the wedge surface of the base 1, completely limiting the freedom of rotation of the coupler. During this process, the longitudinal force applied to the vehicle is much greater than the lateral force, and the lateral displacement is within the allowable range of the vehicle. The train collision interface force can be transmitted longitudinally, and the collision energy is dissipated through controllable and orderly plastic deformation in the longitudinal direction of the vehicle.

Claims

1. A new type of double-limited rotary damping structure for a coupler, comprising a hook body and a base, characterized in that: A slewing damping mechanism is symmetrically arranged on each side of the base, and the front end surface of the base between the two slewing damping mechanisms is a centrally symmetrical wedge-shaped surface. When a train collides, the positioning surface of the hook body cooperates with the wedge-shaped surface of the base to achieve position limiting; The rotary damping mechanism includes a plunger, a sealing piston, a one-way valve, and a boosting valve. The plunger is connected to the boosting valve, the sealing piston is placed in the plunger, a throttle hole is opened in the center of the boosting valve, the one-way valve is placed in the throttle hole, an air storage chamber is between the plunger and the sealing piston, a first hydraulic oil chamber is between the boosting valve and the base, a second hydraulic oil chamber is between the sealing piston and the boosting valve, and the air storage chamber, the first hydraulic oil chamber and the second hydraulic oil chamber are independent chambers.

2. According to claim 1, a novel double-limited rotation damping structure of a coupler is characterized by: The boost valve is composed of a valve body and a valve core, and the front end surface of the valve core protrudes from the front end surface of the valve body.

3. The novel double-limited rotation damping structure of a coupler according to claim 2 is characterized in that: The throttling hole on the valve core is a stepped hole.

4. The novel double-limited rotation damping structure of a coupler according to claim 2 is characterized in that: The valve body and the valve core are matched through a stepped surface.

5. The novel double-limited rotation damping structure of a coupler according to claim 1 is characterized in that: The cross-section of the sealing piston is in the shape of a bow.

6. The novel double-limited rotation damping structure of a coupler according to claim 1 is characterized in that: The included angle between the two centrally symmetrical wedge surfaces is 146 degrees to 150 degrees.

7. The novel double-limited rotation damping structure of a coupler according to claim 1 is characterized by: The gas storage chamber is filled with nitrogen.

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