Railway hopper car hook head type wedge key anti-loose mechanism and railway hopper car

Abstract

This invention provides a hook-type wedge key anti-loosening mechanism for railway hopper cars and a railway hopper car, relating to the field of railway vehicle technology. It is used for anti-loosening connection of a hook-type wedge key between a drive shaft and a crank, comprising: a first threaded hole provided on one end face of the drive shaft near the hook-type wedge key; a lever with a through hole in the middle of its side, wherein when the center line of the through hole coincides with the center line of the first threaded hole, the lower part of the lever can fit against the exposed end of the hook-type wedge key; and a first bolt, one end of which can pass through the through hole and be threadedly connected to the first threaded hole. This mechanism has a simple structure, requiring only the operation of the first bolt on the lever during assembly and disassembly. It involves fewer assembly and disassembly steps, is highly efficient, and economical. It solves the problems of numerous steps, low efficiency, and high manufacturing and repair costs associated with existing railway hopper car technologies using stop welding and disassembly, thereby improving traffic safety.

Description

Technical Field

[0001] This invention belongs to the field of railway vehicle technology, and more specifically, relates to a wedge key anti-loosening mechanism for a railway hopper car hook and a railway hopper car. Background Technology

[0002] Currently, my country's railway freight cars, such as coal and ballast hopper cars, all use a two-stage transmission bottom door opening and closing mechanism. It mainly consists of an upper transmission device, a connecting rod assembly, and a lower transmission device. The upper crank installed at the end of the upper transmission shaft in the upper transmission device drives the connecting rod assembly to move. The connecting rod assembly drives the lower crank at the end of the lower transmission shaft in the lower transmission device to rotate. When the lower crank rotates, it drives a four-bar linkage mechanism consisting of a double lever (bottom door crank) and a top rod (bottom door connecting rod) installed on the lower transmission shaft to control the opening and closing of the bottom door.

[0003] Hook-shaped wedge keys are a common component in mechanical connections, primarily used in transmission mechanisms to connect drive shafts to gears or crankshafts to transmit torque. They are suitable for low-speed, heavy-load operating environments, such as... Figure 1 As shown, its working principle is as follows: the hook-shaped wedge key 3 is wedged into the keyway between the drive shaft 1 and the gear or crank 2, generating positive pressure on the contact surface of the connecting parts. The torque is transmitted mainly by the friction between the connecting parts, rather than the shearing force of the connecting parts on the side of the hook-shaped wedge key 3. Therefore, the working surface of the hook-shaped wedge key 3 is the inclined surface and the bottom surface, rather than the two sides. This is the most fundamental difference from the flat key connection. Since the hook-shaped wedge key 3 generates a large preload force on its surface after assembly, the torque is transmitted mainly by friction during operation. It can achieve accurate positioning in the radial, circumferential, and axial directions. Therefore, in order to improve the reliability of transmission, the upper drive shaft and upper crank of railway freight cars such as coal and ballast hopper cars are connected by hook-shaped wedge keys 3.

[0004] The hook-type wedge key 3 is specified in the national standard GB / T1564, but the following problems have been found in the use of the standard hook-type wedge key 3:

[0005] 1. The anti-loosening effect is not good. The hook-type wedge key 3 is anti-loosening through the self-locking of the inclined surface, but in actual use, it is prone to loosening due to factors such as oil immersion and long-term alternating load.

[0006] 2. Once the hook-type wedge key 3 becomes loose, the side of the key will become the working surface. Due to the small thickness of the key body, the compressive stress of the keyway increases dramatically, which often leads to the keyway being deformed and damaged by compression.

[0007] 3. The hook-type wedge key 3 is at risk of falling off. If it falls off, the bottom door of the railway freight car may be opened unexpectedly due to the failure of the locking function of its transmission mechanism, resulting in the cargo being unloaded onto the track and affecting the safety of train transportation.

[0008] To prevent the hook-type wedge key 3 from loosening and axially dislodging, an L-shaped stop 13 made of bent steel plate was welded to the end of the existing railway hopper car drive shaft 1 after the hook-type wedge key 3 was assembled, forming an anti-loosening scheme for the hook-type wedge key 3. However, this scheme has the following problems:

[0009] 1. When repairing or replacing parts on the drive shaft, the L-shaped stop iron welded to the end of the drive shaft needs to be cut off. After the repair, a new L-shaped stop iron needs to be welded to the end of the drive shaft. This makes it inconvenient to repair parts on the drive shaft, and the L-shaped stop iron cannot be reused due to its shortened size after being cut off. This results in low repair efficiency and high repair costs. Moreover, if the welding precautions are not in place, there are safety hazards. It may cause over-electricity in the bearing at the end of the axle of the bogie of the car, resulting in bearing pitting and affecting driving safety.

[0010] 2. After the L-shaped stop is welded to the end of the drive shaft, it is difficult to adjust the clamping force on the end of the hook-shaped wedge key. When the clamping force is too small to overcome the force of the hook-shaped wedge key moving out or there is no clamping force, the anti-loosening function of the hook-shaped wedge key will fail. Summary of the Invention

[0011] The purpose of this invention is to address the shortcomings of existing technologies by providing a hook-type wedge key anti-loosening mechanism for railway hopper cars and a railway hopper car itself. This addresses the issues raised in the background art, such as the need to cut off the L-shaped stop welded to the end of the drive shaft during maintenance and replacement of parts, followed by the need to weld a new L-shaped stop back onto the drive shaft after maintenance. This is inconvenient for replacing drive shaft parts, and the L-shaped stop, after being cut off, cannot be reused due to its reduced size, resulting in low maintenance efficiency and high maintenance costs. Furthermore, inadequate welding precautions pose safety hazards, potentially causing over-electricity in the axle end bearings of the bogie, leading to bearing pitting and affecting driving safety. Simultaneously, this invention also addresses the problem in the background art where the clamping force on the hook-type wedge key end is difficult to adjust after the L-shaped stop is welded to the drive shaft end. When the clamping force is too small to overcome the hook-type wedge key's slippage force or there is no clamping force at all, the hook-type wedge key's anti-loosening function fails.

[0012] To achieve the above objectives, the present invention provides a hook-type wedge key anti-loosening mechanism for railway hopper cars. The anti-loosening mechanism is used to prevent loosening of the hook-type wedge key connection between the drive shaft and the crank. The anti-loosening mechanism includes:

[0013] A first threaded hole is provided on one end face of the drive shaft near the hook-shaped wedge key;

[0014] The lever has a through hole in the middle of its side. When the center line of the through hole coincides with the center line of the first threaded hole, the lower part of the lever can fit against the exposed end face of the hook-shaped wedge key.

[0015] The first bolt has one end that can pass through the through hole and be threaded into the first threaded hole.

[0016] Preferably, the lever is L-shaped, and one end of the L-shaped lever is provided with a pressing plane, which can fit against the exposed end face of the hook-shaped wedge key. The side of the through hole of the L-shaped lever is a plane, and the plane is parallel to the pressing plane.

[0017] Preferably, both sides of the pressing plane are provided with a retaining plate, and a retaining groove is formed between the two retaining plates and the pressing plane. The opposing surfaces of the two retaining plates in the retaining groove can be engaged with the two sides of the exposed end of the hook-shaped wedge key.

[0018] Preferably, it further includes a first nut, which is threadedly connected to the first bolt, and the first nut can fit against one end face of the drive shaft.

[0019] Preferably, it further includes a second bolt and a second threaded hole provided on the upper side of the lever. The second bolt is threadedly connected to the second threaded hole. The head of the second bolt can fit against one end face of the drive shaft. The outer end surface of the head of the second bolt is provided with anti-slip knurling. The second bolt and the lower part of the lever jointly bear the preload of the first bolt in a balanced manner.

[0020] Preferably, it also includes a second nut, which is threadedly connected to the second bolt. The second nut can fit against the upper side of the lever. To prevent the second nut from loosening and falling off, causing safety hazards such as hitting signal facilities, after the second bolt and the second nut are installed, a cotter pin hole is provided at the tail of the second bolt near the second nut and a cotter pin is inserted.

[0021] Preferably, the pressing surface is provided with anti-slip knurling.

[0022] Preferably, the distance between the centerline of the second threaded hole and the centerline of the through hole is greater than the distance between the centerline of the pressing plane and the centerline of the through hole.

[0023] Preferably, the distance between the opposing surfaces of the two card plates in the card slot is 1mm-3mm greater than the distance between the two sides of the exposed end of the hook-shaped wedge key.

[0024] A railway hopper car includes a transmission device, the transmission device including a railway hopper car hook-type wedge key anti-loosening mechanism;

[0025] The drive shaft is sleeved on the crank, and the keyway on the drive shaft is aligned with the keyway on the crank. One end of the hook-shaped wedge key is inserted into the two keyways.

[0026] This invention provides a wedge key anti-loosening mechanism for a railway hopper car hook and a railway hopper car, the advantages of which are:

[0027] 1. The mechanism has a simple structure. During assembly and disassembly, only the fasteners of the first bolt, first nut, second bolt and second nut on the lever need to be operated. All parts of the mechanism can be reused after disassembly. The mechanism has fewer assembly and disassembly procedures, high efficiency and good economy. It solves the problems of many procedures, low efficiency and high manufacturing and maintenance costs of the existing railway hopper car using L-shaped stop welding and disassembly technology, and improves traffic safety.

[0028] 2. This mechanism innovates the anti-loosening and anti-detachment technology for hook-type wedge keys. To adapt to the positional error of the hook-type wedge key caused by manufacturing errors of various transmission parts, the lever position of this mechanism can be finely adjusted. After assembly, the preload of the first bolt that plays a connecting role in the middle of the clamping lever is converted into a continuous clamping force on the exposed end of the hook-type wedge key, which avoids the loosening and detachment of the hook-type wedge key. This improves the anti-loosening and anti-detachment technology and function of the hook-type wedge key. In addition, this mechanism has fewer assembly steps and is simple to assemble. All contact surfaces are surface contact to improve the stress condition, thereby improving assembly efficiency, quality and safety performance.

[0029] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0030] The above and other objects, features and advantages of the present invention will become more apparent from the more detailed description of exemplary embodiments of the invention in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the invention.

[0031] Figure 1 A schematic diagram of the structure of an existing L-shaped stop welded to the end of a drive shaft is shown.

[0032] Figure 2 A side view of a railway hopper car hook-type wedge key anti-loosening mechanism and a railway hopper car according to an embodiment of the present invention is shown.

[0033] Figure 3 A schematic diagram of the main structure of a railway hopper car with a hook-type wedge key anti-loosening mechanism and a railway hopper car according to an embodiment of the present invention is shown.

[0034] Figure 4 A cross-sectional view of a railway hopper car hook-type wedge key anti-loosening mechanism and a transmission shaft portion of the railway hopper car is shown according to an embodiment of the present invention.

[0035] Figure 5A schematic diagram of the main view structure of a railway hopper car hook-type wedge key anti-loosening mechanism and a lever structure of a railway hopper car according to an embodiment of the present invention is shown.

[0036] Figure 6 A cross-sectional view of a railway hopper car hook-type wedge key anti-loosening mechanism and a lever portion of the railway hopper car is shown according to an embodiment of the present invention.

[0037] Figure 7 A schematic diagram of the rear view of the lever structure of a railway hopper car hook-type wedge key anti-loosening mechanism and a railway hopper car according to an embodiment of the present invention is shown.

[0038] Figure 8 A side view of the anti-loosening mechanism of the hook head type wedge key of a railway hopper car and the clamping plate of the railway hopper car are shown according to an embodiment of the present invention.

[0039] Explanation of reference numerals in the attached figures:

[0040] 1. Drive shaft; 2. Crank; 3. Hook-shaped wedge key; 4. First threaded hole; 5. Lever; 6. Through hole; 7. First bolt; 8. Clamping plate; 9. First nut; 10. Second bolt; 11. Second threaded hole; 12. Second nut; 13. L-shaped stop. Detailed Implementation

[0041] Preferred embodiments of the invention will now be described in more detail. While preferred embodiments of the invention are described below, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0042] like Figure 2-4 As shown, the present invention provides a hook-type wedge key anti-loosening mechanism for railway hopper cars. The anti-loosening mechanism is used to prevent loosening of the hook-type wedge key 3 between the drive shaft 1 and the crank 2. The anti-loosening mechanism includes:

[0043] A first threaded hole 4 is provided on one end face of the drive shaft 1 near the hook-shaped wedge key 3;

[0044] Lever 5 has a through hole 6 in the middle of its side. When the center line of the through hole 6 coincides with the center line of the first threaded hole 4, the lower part of the lever 5 can fit against the exposed end face of the hook-shaped wedge key 3.

[0045] The first bolt 7 has one end that can pass through the through hole 6 and be threaded into the first threaded hole 4.

[0046] Specifically, to address the issue of needing to cut off the L-shaped stop welded to the end of the driveshaft during maintenance and replacement of parts, and then welding a newly manufactured L-shaped stop back onto the driveshaft after maintenance, it is inconvenient to replace parts on the driveshaft. Furthermore, the shortened size of the cut L-shaped stop prevents reuse, resulting in low maintenance efficiency and high costs. Inadequate welding safety measures also pose a safety hazard, potentially causing over-electricity in the axle end bearings of the bogie, leading to pitting corrosion and affecting driving safety. The problem is that, in order to address the difficulty in adjusting the clamping force on the hook-shaped wedge key after the L-shaped stop is welded to the end of the drive shaft, the hook-shaped wedge key may fail to function properly when the clamping force is too small to overcome the pull-out force or when there is no clamping force at all. This invention provides a hook-shaped wedge key anti-loosening mechanism for railway hopper cars and a railway hopper car itself. The lever 5 of this mechanism is made of steel plate, possessing sufficient strength and rigidity to meet the force requirements. The first threaded hole 4 of this mechanism can be located in the hook-shaped wedge key. Above key 3, the first threaded hole 4 serves to connect, fasten, and position the first bolt 7. The first bolt 7 can be a hexagonal head bolt. This mechanism has a simple structure, and only the first bolt 7 on lever 5 needs to be operated during assembly and disassembly. The assembly and disassembly processes are few, the efficiency is high, and the economy is good. It solves the problems of many processes, low efficiency, and high manufacturing and maintenance costs in the existing railway hopper car using L-shaped stop welding and disassembly technology, thus improving traffic safety. This mechanism innovates the anti-loosening and anti-fall-off technology of hook-head wedge key 3. In order to adapt to the influence of the position error of hook-head wedge key 3 caused by the manufacturing error of various transmission parts, the position of lever 5 of this mechanism can be finely adjusted. After assembly, the pre-tightening force of the first bolt 7, which plays a connecting role in the middle of lever 5, is converted into a continuous pressing force on the exposed end face of hook-head wedge key 3 through the second bolt 10 and lever 5, which avoids the loosening and falling off of hook-head wedge key 3. This improves the anti-loosening and anti-fall-off technology and function of hook-head wedge key 3. Moreover, this mechanism has few assembly processes and is simple to assemble, which improves assembly efficiency and quality.

[0047] Preferably, the lever 5 is L-shaped, and one end of the L-shaped lever 5 is provided with a pressing plane, which can fit against the exposed end face of the hook-shaped wedge key 3. The side of the through hole 6 of the L-shaped lever 5 is set to be a plane, and the plane is parallel to the pressing plane.

[0048] Specifically, the L-shaped lever 5 has a flat side of the through hole 6, which is parallel to the pressing plane. This facilitates surface contact between the pressing plane and the exposed end face of the hook wedge key 3, increasing the contact area and pressure, improving the stress condition, and preventing deformation at the contact surface.

[0049] The L-shaped lever 5 increases the distance between the through hole 6 and the first threaded hole 4, thereby facilitating the assembly and disassembly of the first nut 9 on the first bolt 7 using a wrench.

[0050] like Figure 5 and Figure 8 As shown, preferably, both sides of the pressing plane are provided with a retaining plate 8, and a retaining groove is formed between the two retaining plates 8 and the pressing plane. The opposing surfaces of the two retaining plates 8 in the retaining groove can be engaged with the two sides of the exposed end of the hook-shaped wedge key 3.

[0051] Specifically, the lever 5 and the two clamping plates 8 adopt an integrated processing structure, welding connection, or casting integrated structure. The clamping plates 8 mainly serve to prevent the lever 5 from rotating around the first bolt 7, ensuring that the pressing plane continuously presses on the exposed end face of the hook-shaped wedge key 3, preventing the lever 5 from losing its protective function for the hook-shaped wedge key 3, and further preventing the hook-shaped wedge key 3 from loosening or falling off.

[0052] Preferably, it also includes a first nut 9, which is threadedly connected to the first bolt 7, and the first nut 9 can fit against one end face of the drive shaft 1.

[0053] Specifically, the first nut 9 is used to prevent the first bolt 7 from loosening.

[0054] like Figure 2 , Figure 5 and Figure 6 As shown, preferably, it also includes a second bolt 10 and a second threaded hole 11 provided on the upper part of the lever 5. The second bolt 10 is threadedly connected to the second threaded hole 11. The head of the second bolt 10 can fit against one end face of the drive shaft 1. The outer end surface of the head of the second bolt 10 and the pressing surface are provided with anti-slip knurling to prevent the head of the second bolt 10 from sliding when it is pressed against one end face of the drive shaft 1.

[0055] Specifically, the second bolt 10 can be a hexagonal head bolt. Adjusting the length of the second bolt 10 mainly serves to position the lever 5. When the head of the second bolt 10 forms a surface contact with one end face of the drive shaft 1, it ensures that the pressing plane of the lever 5 and the exposed end face of the hook-shaped wedge key 3, as well as the contact surface between the head of the first bolt 7 and the through hole of the lever 5, are all in surface contact, thus improving the stress distribution. The second bolt 10 and the lower part of the lever 5 jointly bear the preload force of the first bolt 7 in a balanced manner.

[0056] The anti-slip knurling is provided on the pressure plane of the mechanism and the outer end surface of the head of the second bolt 10, which increases the static friction resistance and can prevent the anti-loosening mechanism from rotating around the connected first bolt 7 due to vibration during vehicle operation.

[0057] Preferably, it also includes a second nut 12, which is threadedly connected to the second bolt 10, and the second nut 12 can fit against the upper side of the lever 5.

[0058] Specifically, to prevent the second nut 12 from loosening and falling off, which could cause safety hazards such as hitting signal facilities, after the second bolt 10 and the second nut 12 are installed, a cotter pin hole is provided at the tail of the second bolt near the second nut 12 and a cotter pin is inserted.

[0059] The L-shaped lever 5 has a flat side surface with the through hole 6, which is parallel to the pressure plane. This facilitates surface contact between the head of the first bolt 7 and the second nut 12 and the plane of the lever 5, increasing the contact area and pressure, improving the stress condition, and preventing deformation at the contact surface.

[0060] The second nut 12 is used to prevent the second bolt 10 from loosening.

[0061] like Figure 7 As shown, preferably, the pressing surface is provided with anti-slip knurling.

[0062] Specifically, the anti-slip knurling prevents slippage when the pressing plane presses against the exposed end of the hook-shaped wedge key 3.

[0063] like Figure 6 As shown, preferably, the distance between the centerline of the second threaded hole 11 and the centerline of the through hole 6 is greater than the distance between the centerline of the pressing plane and the centerline of the through hole 6.

[0064] Specifically, when the distance between the center line of the second threaded hole 11 and the center line of the through hole 6 is greater than the distance between the center line of the pressing plane and the center line of the through hole 6, the pressing force of the pressing plane on the exposed end face of the hook-shaped wedge key 3 can be increased, thereby ensuring that the mechanism has the protective function of preventing loosening and falling off of the hook-shaped wedge key 3.

[0065] Preferably, the distance between the opposing surfaces of the two card plates 8 in the card slot is 1mm-3mm greater than the distance between the two sides of the exposed end of the hook-shaped wedge key 3.

[0066] Specifically, if the size is too small, it increases processing costs and assembly difficulty; if the size is too large, it will not have the effect of preventing loosening. 1mm-3mm is preferred.

[0067] This size also makes it easy to avoid large processing errors without affecting the assembly between the slot and the exposed end of the hook-shaped wedge key 3. At the same time, the opposing surfaces of the two clamping plates 8 can be clamped onto the two sides of the exposed end of the hook-shaped wedge key 3, further preventing the mechanism from rotating around the first bolt 7 of the connection. This mechanism not only has a good anti-loosening effect but also has good safety.

[0068] A railway hopper car includes a transmission device, which includes a railway hopper car hook-type wedge key anti-loosening mechanism;

[0069] The drive shaft 1 is sleeved on the crank 2, and the keyway on the drive shaft 1 is aligned with the keyway on the crank 2. One end of the hook-shaped wedge key 3 is inserted into the two keyways.

[0070] In summary, when the anti-loosening mechanism for the hook-type wedge key of the railway hopper car provided by this invention is implemented on the railway hopper car, the second bolt 10 is first threadedly connected to the second threaded hole 11, and the position of the head of the second bolt 10 is continuously adjusted until the exposed end of the hook-type wedge key 3 is inserted into the slot and the pressing plane is in surface contact with the exposed end of the hook-type wedge key 3. At this time, the head of the second bolt 10 is also in surface contact with one end face of the drive shaft 1. The adjustment of the second bolt 10 is stopped, thereby increasing the contact area, improving the stress condition, and preventing damage to the contact surface. Then, the first bolt 7 is passed through the through hole 6 and the first nut 9 is threadedly connected to the first bolt 7. The first nut 9 should be brought close to the lever 5 first to avoid affecting the assembly of the first bolt 7. Then, the first bolt 7 is screwed into the first threaded hole 4. After the first bolt 7 is tightened, the first nut 9 is tightened to one end of the drive shaft 1. Finally, the second nut 12 is threadedly connected to the first threaded hole 4. Two bolts 10 are fastened to lever 5, thus enabling the lever 5 to be finely adjusted in position through the adjustment of fasteners such as the first bolt 7 and the second bolt 10. After assembly, the preload of the first bolt 7, which acts as a connector in the middle of lever 5, is converted into a continuous pressing force on the exposed end face of the hook-shaped wedge key 3 through the second bolt 10 and lever 5, preventing the hook-shaped wedge key 3 from loosening and falling off. This improves the anti-loosening and anti-fall-off technology and function of the hook-shaped wedge key 3. Moreover, the assembly process of this mechanism is simple and efficient, improving assembly efficiency and quality. When disassembling the mechanism to replace parts on the drive shaft 1, the disassembly sequence is reversed. Therefore, the mechanism has a simple structure, uses fasteners for adjustment, has few assembly and disassembly processes, is highly efficient, and economical. It solves the problems of multiple processes, low efficiency, and high manufacturing and maintenance costs associated with the welding and disassembly technology of L-shaped stops used in existing railway hopper cars, thus improving traffic safety.

[0071] The mechanism only adds a first threaded hole 4 to one end face of the drive shaft 1, without changing any of the original transmission device components. It can meet the requirements of retrofitting existing railway hopper cars and installing on newly manufactured cars. Moreover, the modification cost is low, the processability is good, time is saved, efficiency is high, and the economy is good.

[0072] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A hook-type wedge key anti-loosening mechanism for railway hopper cars, wherein the anti-loosening mechanism is used for anti-loosening connection of the hook-type wedge key between the drive shaft and the crank, characterized in that, The anti-loosening mechanism includes: A first threaded hole is provided on one end face of the drive shaft near the hook-shaped wedge key; The lever has a through hole in the middle of its side. When the center line of the through hole coincides with the center line of the first threaded hole, the lower part of the lever can fit against the exposed end face of the hook-shaped wedge key. The first bolt, one end of which can pass through the through hole and be threadedly connected to the first threaded hole; The second bolt and the second threaded hole provided on the upper side of the lever, the second bolt being threadedly connected to the second threaded hole, the head of the second bolt being able to fit against one end face of the drive shaft; When the head of the second bolt forms a surface contact with one end face of the drive shaft, it can maintain surface contact between the pressing plane of the lever and the exposed end face of the hook-shaped wedge key, as well as between the head of the first bolt and the through hole of the lever.

2. The anti-loosening mechanism for the hook head type wedge key of a railway hopper car according to claim 1, characterized in that, The lever is L-shaped, and one end of the L-shaped lever is provided with a pressing plane. The pressing plane can fit against the exposed end face of the hook-shaped wedge key. The side of the through hole of the L-shaped lever is a plane, and the plane is parallel to the pressing plane.

3. The anti-loosening mechanism for the wedge key of a railway hopper car coupler as described in claim 2, characterized in that, Both sides of the pressing plane are provided with a retaining plate, and a retaining groove is formed between the two retaining plates and the pressing plane. The opposing surfaces of the two retaining plates in the retaining groove can be engaged with the two sides of the exposed end of the hook-shaped wedge key.

4. The anti-loosening mechanism for the wedge key of a railway hopper car coupler as described in claim 1, characterized in that, It also includes a first nut, which is threadedly connected to the first bolt, and the first nut can fit against one end face of the drive shaft.

5. The anti-loosening mechanism for the hook head type wedge key of a railway hopper car according to claim 1, characterized in that, The outer end surface of the head of the second bolt is provided with anti-slip knurling.

6. The anti-loosening mechanism for the wedge key of a railway hopper car coupler as described in claim 5, characterized in that, It also includes a second nut, which is threaded to the second bolt, and the second nut can fit against the upper side of the lever.

7. A railway hopper car coupler type wedge key anti-loosening mechanism according to claim 3, characterized in that, The pressing surface is provided with anti-slip knurling.

8. A railway hopper car hook-type wedge key anti-loosening mechanism according to claim 6, characterized in that, The distance between the centerline of the second threaded hole and the centerline of the through hole is greater than the distance between the centerline of the pressing plane and the centerline of the through hole.

9. A railway hopper car coupler type wedge key anti-loosening mechanism according to claim 3, characterized in that, The distance between the opposing surfaces of the two card plates in the slot is 1mm-3mm greater than the distance between the two sides of the exposed end of the hook-shaped wedge key.

10. A railway hopper car, characterized in that, The transmission device includes the railway hopper car hook type wedge key anti-loosening mechanism according to any one of claims 1-9; The drive shaft is sleeved on the crank, and the keyway on the drive shaft is aligned with the keyway on the crank. One end of the hook-shaped wedge key is inserted into the two keyways.

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