A longitudinal traction buffer device for an amphibious vehicle

Abstract

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.

Description

Technical Field

[0001] This invention belongs to the field of buffer technology, specifically a longitudinal traction buffer device for dual-purpose road and rail vehicles. Background Technology

[0002] The dual-purpose road-rail tractor, also known as a road-rail dual-purpose vehicle, is a special engineering vehicle that can travel on both railway tracks and conventional roads. It is mainly used for traction and propulsion of heavy-load vehicles or locomotives on tracks, and is suitable for shunting operations in various rolling stock factories, depots, locomotive depots, stations, freight yards, and other work areas.

[0003] When using a dual-purpose road-rail tractor to traction a train, the coupler and buffer device plays a crucial role in coupling, force transmission, and buffering. The coupler and buffer device connects the vehicles into a train, enabling mechanical, electrical, and pneumatic connections between them, transmitting and mitigating longitudinal forces or impacts. The buffer in the coupler and buffer device reduces the impact and vibration caused by changes in the tractor's traction force or collisions between the tractor and train vehicles during startup and braking, thereby reducing damage to the tractor, train vehicles, and cargo, and improving the smoothness of vehicle operation. Therefore, the buffer plays a very important role in dual-purpose road-rail tractors.

[0004] Buffers are classified into spring friction buffers, rubber friction buffers, and hydraulic buffers. However, each buffer has a maximum limit on the impact force it can withstand. That is, when an impact occurs, if the impact force is too large, the buffer will reach its maximum stroke and lose its buffering function. Furthermore, if the buffer works under excessive impact force for a long time, it may fail to reset and cause damage to the buffer.

[0005] In view of this, the present invention provides a longitudinal traction buffer device for dual-purpose road and rail vehicles to solve the above-mentioned technical problems. Summary of the Invention

[0006] In order to overcome the shortcomings of the existing technology and increase the upper limit of the maximum impact force that the buffer in the traction buffer device can withstand, the present invention provides a longitudinal traction buffer device for dual-purpose road and rail vehicles.

[0007] The technical solution adopted by this invention to solve its technical problem is: a longitudinal traction buffer device for dual-purpose road and rail vehicles, comprising: a coupler, a buffer, a trailing plate, and a coupler tail frame; the buffer comprises: a cylinder; the two ends of the cylinder are connected; a first piston, which is slidably connected to the inside of the cylinder; a connecting frame, with connecting frames threaded to both ends of the cylinder, the cylinder and the connecting frames at both ends forming a sealed space, and hydraulic oil is filled between the cylinder and the connecting frames at both ends, and a first spring is fixedly connected to the end of each connecting frame away from the first piston; a traction guide rod, which is fixedly connected to one side of the first piston and passes through one of the connecting frames, protruding outside the connecting frame; and a conversion unit, with several conversion units provided on the side wall of the connecting frame, which convert the energy of the impact into elastic potential energy to achieve the purpose of buffering or distributing the buffering force.

[0008] The longitudinal traction buffer device for the dual-purpose road-rail vehicle is integrally installed in the traction beams at both ends of the car body underframe. The front and rear trailing plates and the buffer are clamped between the front and rear trailing plate seats of the traction beam, and the lower part is supported by the coupler tail frame support plate and the coupler body support beam. The functions of the coupler, buffer, trailing plate and coupler tail frame are as follows: Coupler: connecting and transmitting traction force and impact force; Buffer: mitigating impact and absorbing impact kinetic energy; Trailing plate and coupler tail frame: transmitting longitudinal force (the connection method and function of the above devices are specifically referred to the existing technology and are not limited here). In addition, this buffer can also be without a No. 1 spring and achieve buffering entirely through the conversion unit. In this case, the buffer unit achieves the purpose of buffering by converting the energy of the impact into elastic potential energy.

[0009] Preferably, the conversion unit includes: a conversion frame, which is fixedly connected to the side wall of the connecting frame; a baffle, which is provided at the end of the conversion frame away from the interior of the connecting frame; a second piston, which is slidably connected to the interior of the conversion frame; and a second spring, which is provided between the baffle and the second piston.

[0010] Preferably, the conversion unit includes: an I-shaped block, which is slidably connected to the side wall of the connecting frame; and a No. 3 spring, which is fixedly connected between the inner wall of the connecting frame and the I-shaped block.

[0011] Preferably, annular blocks are fixedly connected to both ends of the cylinder.

[0012] The position of the ring block is set at the maximum stroke of the buffer.

[0013] Preferably, the baffle is threadedly connected to the connecting frame.

[0014] Preferably, one end of the second piston is provided with a T-shaped rod, the T-shaped rod is a spliced ​​structure and extends through the baffle to the outside of the connecting frame; graduations can be provided on the body of the T-shaped rod.

[0015] Preferably, the second piston is composed of a metal block and a rubber block. The metal block has a rotatable internal structure. The rubber block is fixed to both ends of the metal block. The T-shaped rod passes through the rubber block and is fixed to the metal block. Vertical grooves are provided on the inner walls of both ends of the conversion frame. A horizontal groove is provided on the inner wall of the conversion frame near the center. The second piston fits against the inner wall of the rotating frame and the vertical grooves.

[0016] The sidewalls of the metal block and rubber block are protruding structures. When the second piston is working normally, the sidewalls of the metal block and rubber block are in contact with the vertical groove. Corresponding marks can be made on the T-shaped rod to identify whether the corresponding conversion unit is in working condition.

[0017] Preferably, the end of the I-shaped block away from the connecting frame is a rotatable structure and is fixedly connected to a cam by a connecting rod. The interior of the I-shaped block has a receiving cavity, the cam is located in the receiving cavity, and the two ends of the receiving cavity are slidably connected to locking blocks. A No. 4 spring is fixedly connected between the locking blocks and the side wall of the receiving cavity, and a locking groove is provided at the contact part between the connecting frame and the I-shaped block.

[0018] When the I-shaped block is working normally, the card block is not inserted into the card slot, and the I-shaped block can move freely relative to the connecting frame. When the buffer is not working, the card block corresponds to the card slot, and a corresponding mark can be made on the I-shaped block to identify whether the corresponding conversion unit is in working state.

[0019] The beneficial effects of this invention are as follows:

[0020] 1. The longitudinal traction buffer device for a dual-purpose road-rail vehicle described in this invention, when the traction guide rod of the buffer is subjected to an impact force and moves to the left, the first piston moves to the left, squeezing the hydraulic oil and pushing the second piston. Since a second spring is placed between the baffle and the second piston, when the second piston is pushed, the second piston squeezes the second spring, thereby distributing the impact force as the elastic potential energy of the second spring, thus achieving the purpose of distributing the buffer force; similarly, when the traction guide rod moves to the right, the effect of distributing the buffer force can also be achieved.

[0021] 2. The longitudinal traction buffer device for a dual-purpose road-rail vehicle described in this invention, when the traction guide rod of the buffer is subjected to an impact force and moves to the left, the first piston moves to the left, the pressure of the hydraulic oil in the left connecting frame increases, and then pushes the I-shaped block in the left connecting frame to move away from the connecting frame. Since the third spring is fixedly connected between the inner wall of the connecting frame and the I-shaped block, the third spring in the left connecting frame is compressed at this time, while the pressure of the hydraulic oil in the right connecting frame decreases, causing the I-shaped block in the right connecting frame to move closer to the connecting frame. At this time, the third spring in the right connecting frame is stretched; therefore, the third springs in both the left and right connecting frames are deformed, thereby achieving the effect of sharing the buffer force.

[0022] 3. The longitudinal traction buffer device for a dual-purpose road-rail vehicle described in this invention allows for adjustment when the buffer is not in operation. The T-shaped rod can be rotated to rotate the internal metal block, causing the protruding part of the metal block's sidewall to move into the transverse groove. This transverse groove, in conjunction with the protruding part of the metal block, restricts the displacement of the second piston, thus disabling the corresponding conversion unit and improving the buffer's sensitivity. Of course, corresponding markings can be made on the T-shaped rod to identify whether the corresponding conversion unit is in operation.

[0023] 4. The longitudinal traction buffer device for a dual-purpose road-rail vehicle described in this invention, when the buffer is not working, rotates the part of the I-shaped block away from the connecting frame, causing the cam to rotate. The cam presses the locking block, causing the fourth spring to contract, which in turn causes the locking block to insert into the slot, restricting the movement of the corresponding I-shaped block. This causes the corresponding third spring to lose its function, thereby adjusting the sensitivity. Attached Figure Description

[0024] The invention will now be further described with reference to the accompanying drawings.

[0025] Figure 1 This is a perspective view of Embodiment 1 of the present invention;

[0026] Figure 2 This is a perspective view of Embodiment 2 of the present invention;

[0027] Figure 3 This is a cross-sectional view of Embodiment 1 of the present invention;

[0028] Figure 4 yes Figure 3 A magnified view of a portion at point A;

[0029] Figure 5 This is a cross-sectional view of Embodiment 2 of the present invention;

[0030] Figure 6 yes Figure 5 A magnified view of a portion at point B;

[0031] Figure 7 This is a top sectional view of the I-shaped block of the present invention;

[0032] Figure 8 This is a perspective view of the second piston of the present invention;

[0033] Figure 9 This is a three-dimensional sectional view of the conversion frame of the present invention;

[0034] In the diagram: 1. Cylinder; 11. Annular block; 2. Piston No. 1; 3. Connecting frame; 31. Spring No. 1; 4. Traction guide rod; 5. Conversion unit; 51. Conversion frame; 511. Vertical groove; 512. Horizontal groove; 52. Baffle; 53. Piston No. 2; 531. Metal block; 532. Rubber block; 54. Spring No. 2; 55. I-shaped block; 551. Connecting rod; 552. Cam; 553. Receiving cavity; 554. Locking block; 555. Spring No. 4; 556. Locking groove; 56. Spring No. 3; 57. T-shaped rod. Detailed Implementation

[0035] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0036] Example 1:

[0037] like Figure 1 as well as Figure 3 As shown, the present invention discloses a longitudinal traction buffer device for a dual-purpose road-rail vehicle, comprising: a coupler, a buffer, a trailing plate, and a coupler tail frame; the buffer comprises: a cylindrical body 1; the cylindrical body 1 is connected at both ends; a first piston 2, which is slidably connected to the inside of the cylindrical body 1; a connecting frame 3, which is threaded to both ends of the cylindrical body 1, and the cylindrical body 1 and the connecting frames 3 at both ends together form a sealed space, and hydraulic oil is filled between the cylindrical body 1 and the connecting frames 3 at both ends, and a first spring 31 is fixedly connected between the end of each connecting frame 3 away from the first piston 2 and the first piston 2; a traction guide rod 4, which is fixedly connected to one side of the first piston 2 and passes through one side of the connecting frame 3 and protrudes outside the connecting frame 3; and a conversion unit 5, which is provided on the side wall of the connecting frame 3, and the conversion unit 5 converts the energy of the impact into elastic potential energy to achieve the purpose of buffering or distributing the buffering force.

[0038] During operation, the longitudinal traction buffer device for the dual-purpose road and rail vehicle is installed as a whole in the traction beams at both ends of the car body underframe. The front and rear trailing plates and the buffer are clamped between the front and rear trailing plate seats of the traction beam, and the lower part is supported by the coupler tail frame support plate and the coupler body support beam. The functions of the coupler, buffer, trailing plate and coupler tail frame are as follows: Coupler: Connects and transmits traction force and impact force; Buffer: Mitigates the impact and absorbs the impact kinetic energy; Trailing plate and coupler tail frame: Transmit longitudinal force (the connection method and function of the above devices are specifically referred to the existing technology and are not limited here).

[0039] When the tractor brakes and the buffer is compressed by the impact force, the traction guide rod 4 moves to the left, causing the first piston 2 to move to the left inside the cylinder 1. The first piston 2 compresses the first spring 31 on the left side, and the first spring 31 on the right side is stretched. When the tractor starts and the buffer is stretched by the tension force, the traction guide rod 4 moves to the right, causing the first piston 2 to move to the right inside the cylinder 1. The first piston 2 compresses the first spring 31 on the right side, and the first spring 31 on the left side is stretched. Through the above process, the buffer reduces the impact and vibration caused by changes in the tractor's traction force or collisions between the tractor and the train during operation, thereby reducing damage to the tractor and the train, damage to the cargo, and improving the stability of vehicle operation.

[0040] However, when an impact occurs, if the impact force is too large, the buffer will reach its maximum stroke and lose its buffering function. If it works under excessive impact force for a long time, it may cause the buffer to fail to reset and become damaged. Therefore, several conversion units 5 are provided on the side wall of the connecting frame 3. The conversion units 5 convert the impact energy into elastic potential energy through hydraulic oil to share the buffering force, thereby increasing the upper limit of the buffering force that the buffer can withstand and enabling the buffer to adapt to stronger impact forces.

[0041] In addition, this buffer can also be used without spring 31, and buffering can be achieved entirely through conversion unit 5. In this case, the buffer unit achieves the purpose of buffering by converting the energy of the impact into elastic potential energy.

[0042] like Figure 3 as well as Figure 4 As shown, the conversion unit 5 includes: a conversion frame 51, which is fixedly connected to the side wall of the connecting frame 3; a baffle 52, which is provided at one end of the conversion frame 51 away from the interior of the connecting frame 3; a second piston 53, which is slidably connected to the interior of the conversion frame 51; and a second spring 54, which is provided between the baffle 52 and the second piston 53.

[0043] During operation, when the traction guide rod 4 of the buffer is subjected to an impact force and moves to the left, the first piston 2 moves to the left, squeezing the hydraulic oil and pushing the second piston 53. Since the second spring 54 is placed between the baffle 52 and the second piston 53, when the second piston 53 is pushed, the second piston 53 squeezes the second spring 54, thereby distributing the impact force as the elastic potential energy of the second spring 54, thus achieving the purpose of distributing the buffer force. Similarly, when the traction guide rod 4 moves to the right, it can also achieve the effect of distributing the buffer force.

[0044] like Figure 4 as well as Figure 5 As shown, annular blocks 11 are fixedly connected to both ends of the cylinder 1.

[0045] During operation, the position of the annular block 11 is set at the maximum stroke of the buffer. Therefore, the function of the annular block 11 is to limit the displacement of the first piston 2 and prevent the first spring 31, the second spring 54 and the third spring 56 from being damaged due to excessive deformation.

[0046] The baffle 52 is threadedly connected to the connecting frame 3.

[0047] like Figure 3 As shown, one end of the second piston 53 is provided with a T-shaped rod 57. The T-shaped rod 57 is a spliced ​​structure and extends through the baffle 52 to protrude outside the connecting frame 3.

[0048] During operation, the baffle 52 is threadedly connected to the connecting frame 3. When the second spring 54 needs to be replaced, the top of the T-shaped rod 57 and the baffle 52 can be unscrewed while the first piston 2 is in its original position. Then, the second spring 54 can be removed to complete the replacement, which facilitates maintenance. If the first spring 31 is not installed, the life of the second spring 54 will be shorter, and this setting further demonstrates the convenience of maintenance. One end of the second piston 53 is provided with a T-shaped rod 57. The T-shaped rod 57 serves two purposes: firstly, it limits the movement of the second piston 53 so that it does not disengage from the conversion frame 51 when it moves into the connecting frame 3; secondly, it also serves as an indicator. If the first spring 31 is not installed, a scale can be set on the body of the T-shaped rod 57. When the buffer is not working, observe the scale on the T-shaped rod 57. If the initial position of the T-shaped rod 57 is not on the initial scale, it means that the corresponding second spring 54 is damaged and has lost its ability to recover its deformation. At this time, the staff is instructed to replace it.

[0049] like Figure 3 , Figure 4 , Figure 8 as well as Figure 9 As shown, the second piston 53 is composed of a metal block 531 and a rubber block 532. The metal block 531 has a rotatable internal structure. The rubber block 532 is fixed to both ends of the metal block 531. The T-shaped rod 57 passes through the rubber block 532 and is fixed to the metal block 531. The inner walls of both ends of the conversion frame 51 are provided with vertical grooves 511. The inner wall of the conversion frame 51 near the center is provided with a horizontal groove 512. The second piston 53 fits against the inner wall of the rotating frame and the vertical grooves 511.

[0050] During operation, when there are too many conversion units 5, although the buffer's upper limit can be increased, the buffer's responsiveness is also reduced. That is, when there are too many conversion units 5, there are more second springs 54, requiring a greater force to deform the buffer. Small impact forces cannot deform the buffer, thus losing its buffering effect. Therefore, the number of working conversion units 5 needs to be adjusted for different vehicles (with different impact forces). Specifically: the side walls of metal block 531 and rubber block 532 are protruding structures. When the second piston 53 is working normally... The sidewalls of the metal block 531 and the rubber block 532 are in contact with the vertical groove 511. When adjustment is required, when the buffer is not working, the T-shaped rod 57 can be rotated to rotate the internal metal block 531, causing the protruding part of the sidewall of the metal block 531 to move into the horizontal groove 512. In turn, the horizontal groove 512, in conjunction with the protruding part of the metal block 531, restricts the displacement of the second piston 53, thereby making the corresponding conversion unit 5 not work and improving the sensitivity of the buffer. Of course, corresponding marks can be made on the T-shaped rod 57 to identify whether the corresponding conversion unit 5 is in working condition.

[0051] Example 2:

[0052] The difference between Example 2 and Example 1 is as follows: Figure 5 as well as Figure 6 As shown, the conversion unit 5 includes: an I-shaped block 55, which is slidably connected to the side wall of the connecting frame 3; and a No. 3 spring 56, which is fixedly connected between the inner wall of the connecting frame 3 and the I-shaped block 55.

[0053] During operation, when the buffer's traction guide rod 4 is subjected to an impact force and moves to the left, the first piston 2 moves to the left, increasing the pressure of the hydraulic oil in the left connecting frame 3. This, in turn, pushes the I-shaped block 55 in the left connecting frame 3 to move away from the connecting frame 3. Since a third spring 56 is fixedly connected between the inner wall of the connecting frame 3 and the I-shaped block 55, the third spring 56 in the left connecting frame 3 is compressed, while the pressure of the hydraulic oil in the right connecting frame 3 decreases, causing the I-shaped block 55 in the right connecting frame 3 to move closer to the connecting frame 3. At this time, the third spring 56 in the right connecting frame 3 is stretched. Therefore, the third springs 56 in both the left and right connecting frames 3 deform, thus achieving the effect of sharing the buffering force. Similarly, the buffer's traction guide rod 4... When the guide rod 4 is subjected to an impact force and moves to the right, a similar effect occurs. Compared with Embodiment 1, in this embodiment, the No. 3 spring 56 is in direct contact with the hydraulic oil, which reduces the oxidation of the No. 3 spring 56 and increases its service life. However, it is not convenient to replace the No. 3 spring 56. In Embodiment 1, it is convenient to replace the No. 2 spring 54, which facilitates subsequent maintenance. At the same time, when the traction guide rod 4 moves in Embodiment 2, the No. 3 springs 56 in both the left and right connecting frames 3 are deformed. In Embodiment 1, only the No. 2 spring 54 in one side of the connecting frame 3 is deformed. Therefore, in Embodiment 2, with the same number of conversion units 5, the buffer upper limit of the buffer is higher than that of Embodiment 1. However, the excessive action of the No. 3 spring 56 also reduces the reaction sensitivity.

[0054] like Figure 6 as well as Figure 7 As shown, the end of the I-shaped block 55 away from the connecting frame 3 is a rotatable structure and is fixedly connected to the cam 552 by the connecting rod 551. The interior of the I-shaped block 55 has a receiving cavity 553. The cam 552 is located in the receiving cavity 553. The two ends of the receiving cavity 553 are slidably connected to the locking blocks 554. A No. 4 spring 555 is fixedly connected between the locking blocks 554 and the side wall of the receiving cavity 553. The contact part between the connecting frame 3 and the I-shaped block 55 has a locking groove 556.

[0055] During operation, the sensitivity of the buffer can be adjusted by changing the number of working I-shaped blocks 55 on the connecting frame 3. When the I-shaped blocks 55 are working normally, the locking block 554 is not inserted into the locking slot 556, and the I-shaped blocks 55 can move freely relative to the connecting frame 3. When the buffer is not working, the locking block 554 corresponds to the locking slot 556. At this time, rotating the part of the I-shaped block 55 away from the connecting frame 3 causes the cam 552 to rotate. The cam 552 presses the locking block 554, causing the fourth spring 555 to contract, thereby causing the locking block 554 to insert into the locking slot 556, restricting the movement of the corresponding I-shaped block 55, thereby causing the corresponding third spring 56 to lose its function, thus adjusting the sensitivity.

Claims

1. A longitudinal traction buffer device for a dual-purpose road-rail vehicle, comprising: Coupler, buffer, slave plate, and coupler tail frame; characterized in that: the buffer includes: Cylindrical body (1): The two ends of the cylindrical body (1) are connected; Piston No. 1 (2), which is slidably connected to the inside of the cylinder (1); Connecting frame (3), the two ends of the cylinder (1) are threadedly connected to the connecting frame (3), the cylinder (1) and the connecting frames (3) at both ends together form a sealed space, and the space between the cylinder (1) and the connecting frames (3) at both ends is filled with hydraulic oil, and a spring (31) is fixed between the end of each connecting frame (3) away from the first piston (2) and the first piston (2). The traction guide rod (4) is fixedly connected to one side of the first piston (2) and passes through the connecting frame (3) on one side, protruding outside the connecting frame (3); The first conversion unit (5a) is provided on the side wall of the connecting frame (3). The first conversion unit (5a) includes a conversion frame (51), a baffle (52), a second piston (53), and a second spring (54). The conversion frame (51) is fixed to the side wall of the connecting frame (3). The baffle (52) is located at the end of the conversion frame (51) away from the connecting frame (3). The second piston (53) is slidably connected inside the conversion frame (51). The second spring (54) is located between the baffle (52) and the second piston (53). A T-shaped rod (57) is provided at one end of the second piston (53). The T-shaped rod (57) passes through the baffle (51). 52); The second piston (53) is composed of a metal block (531) and a rubber block (532). The metal block (531) has a rotatable internal structure. The rubber block (532) is fixed to both ends of the metal block (531). The T-shaped rod (57) passes through the rubber block (532) and is fixed to the metal block (531). The inner walls of both ends of the conversion frame (51) are provided with vertical grooves (511). The inner wall of the conversion frame (51) near the center is provided with a horizontal groove (512). The side walls of the metal block (531) and the rubber block (532) of the second piston (53) have protrusions. The protrusions can selectively cooperate with the vertical groove (511) or the horizontal groove (512). The second conversion unit (5b) is provided on the side wall of the connecting frame (3). The second conversion unit (5b) includes an I-shaped block (55) and a No. 3 spring (56). The I-shaped block (55) is slidably connected to the side wall of the connecting frame (3). The No. 3 spring (56) is connected between the inner wall of the connecting frame (3) and the I-shaped block (55). The end of the I-shaped block (55) away from the connecting frame (3) is a rotatable structure and is fixedly connected to a cam (552) by a connecting rod (551). The interior of the I-shaped block (55) is provided with a receiving cavity (553). The cam (552) is located in the receiving cavity (553). The two ends of the receiving cavity (553) are slidably connected with a locking block (554). The locking block (554) is fixedly connected to the side wall of the receiving cavity (553) with a No. 4 spring (555). The contact part between the connecting frame (3) and the I-shaped block (55) is provided with a locking groove (556). Both the first conversion unit (5a) and the second conversion unit (5b) transmit pressure through hydraulic oil, converting longitudinal impact energy into the elastic potential energy of the spring, thereby achieving buffering or sharing the buffering force.

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