Railway vehicle coupler connecting piece

Abstract

The railway vehicle coupler connecting piece comprises a traction mechanism, a mounting mechanism and a hooking mechanism, and the traction mechanism comprises a traction beam arranged at the end of a vehicle; the mounting mechanism comprises a mounting seat and a rotating joint, the mounting seat is arranged on the traction beam, the rotating joint is arranged on the mounting seat, the rotating joint comprises a supporting column arranged on the mounting seat, a plurality of rotating columns are annularly arranged on the supporting column, and the rotating columns are rotationally connected to the supporting column; the automobile suspension has the beneficial effects that the supporting column is arranged on the mounting base and serves as a supporting structure of the rotating columns, the supporting column generally has certain strength and rigidity so as to bear various kinds of force in the running process of an automobile, and the multiple rotating columns are arranged around the supporting column and can freely rotate on the supporting column; when a vehicle runs on a curve track or the angle of the vehicle changes, the hooking mechanism can adapt to different angles and directions through rotation of the rotary column, and therefore stress concentration and abrasion between vehicle couplers are reduced.

Description

Technical Field

[0001] The present application relates to the field of rail vehicles, and in particular to a rail vehicle coupler connector. Background Art

[0002] The various car bodies of a rail vehicle usually need to be connected by couplers, which are used to transfer and buffer the load between the vehicles so that the car bodies can move synchronously under the traction of the locomotive. The couplers are often installed at the ends of the traction beams of each car body.

[0003] In the related art, a car body and a rail vehicle are proposed, including a traction beam, a coupler mounting seat, a fixing member and a fastener, wherein the traction beam includes two beam structures arranged in parallel along a first direction and a connecting member for connecting the two beam structures, the beam structure is a straight tube structure, and the bottom surface of the beam structure is a plane, and the bottom walls of the two beam structures have a first mounting hole; the top surface of the base of the coupler mounting seat is a plane, which is used to fit the bottom surface of the traction beam structure; and the base has a second mounting hole, and the bottom of the coupler mounting seat has a rotating joint for connecting the coupler, and the length direction of the rotating joint is perpendicular to the top surface of the base; the fixing member is inserted into the first mounting hole and the second mounting hole, and the tail of the fixing member cooperates with the fastener to fix the coupler mounting seat.

[0004] Regarding the above-mentioned related technologies, there are the following defects: when the rail vehicle is running, the rail vehicle will shake, and the coupler will rotate around the rotating joint. Due to the interaction of forces between the coupler and the rotating joint, the coupler and the rotating joint are prone to deformation, affecting use.

[0005] Application Contents The purpose of this application is to overcome the above-mentioned technical deficiencies and propose a rail vehicle coupler connector to solve the technical problem of relatively concentrated stress between the coupler and the rotating joint in the prior art.

[0006] In order to achieve the above technical objectives, the technical solution of the present application provides a rail vehicle coupler connector, including a traction mechanism, wherein the traction mechanism includes a traction beam provided at the end of the vehicle; A mounting mechanism, the mounting mechanism comprising a mounting seat and a rotating joint, the mounting seat being arranged on the traction beam, the rotating joint being arranged on the mounting seat, the rotating joint comprising a pillar arranged on the mounting seat, a plurality of rotating pillars being arranged around the pillar, the rotating pillars being rotatably connected to the pillars; and, The hooking mechanism comprises a hook arranged on a rotating joint.

[0007] In some embodiments, a plurality of sliding rods are arranged around the pillar, and the plurality of sliding rods are connected to the pillar along the radial sliding direction of the pillar. The sliding rods correspond to rotating columns one by one, and the rotating columns are rotatably connected to the sliding rods. A first buffer component for buffering the sliding rods is arranged on the pillar.

[0008] In some embodiments, the first buffer assembly includes a first damper and a first spring, one end of the first damper is hinged to the end of the sliding rod, the other end of the first damper is hinged to the support, and the first spring is sleeved on the first damper.

[0009] In some embodiments, the first damper includes a first cylinder body, a first piston and a first piston rod, the first piston is slidably connected in the first cylinder body, the first piston rod is arranged on the first piston, the first cylinder body is hinged to the end of the sliding rod, the first piston rod is hinged to the support, and the first spring is sleeved on the first piston rod.

[0010] In some embodiments, a second buffer assembly for secondary buffering is provided on the pillar, and the second buffer assembly includes two buffer blocks, a second damper and a second spring. The two buffer blocks are connected to the pillar along the axial sliding direction of the pillar. The end of the first damper located at the top of the sliding rod is hinged to the buffer block located above, and the end of the first damper located at the bottom of the sliding rod is hinged to the buffer block located below. One end of the second damper is connected to the buffer block located above, and the other end of the second damper is connected to the buffer block located below. The second spring is sleeved on the second damper.

[0011] In some embodiments, the second damper includes a second cylinder body, a second piston and a second piston rod, the second piston is slidably connected in the second cylinder body, the second piston rod is connected to the second piston, the second cylinder body is connected to a buffer block located above, the second piston rod is connected to the buffer block located below, and the second spring is sleeved on the second piston rod.

[0012] In some embodiments, the rotating column includes a rotating core and a plurality of rotating shells. The rotating core is rotatably connected to the sliding rod, and the plurality of rotating shells are sequentially threadedly connected to the rotating core along the axial direction of the rotating core.

[0013] In some embodiments, the sliding rod is provided with an oil storage chamber for storing lubricating oil, the sliding rod is provided with a plurality of first oil outlet pipes, the rotating core is provided with a plurality of second oil outlet pipes, the outlet of the oil storage chamber is connected with the inlet of the first oil outlet pipe, the outlet of the first oil outlet pipe is connected with the inlet of the second oil outlet pipe, and the outlet of the second oil outlet pipe is connected with the gap between adjacent rotating shells.

[0014] In some embodiments, a refueling port is provided on the sliding rod, an outlet of the refueling port is communicated with an inlet of the oil storage chamber, and a cap is threadedly connected to the refueling port.

[0015] In some embodiments, an anti-slip layer is provided on the inner side of the coupler.

[0016] Compared with the prior art, the beneficial effects of the present application include: a pillar is arranged on a mounting seat as a supporting structure of a rotating column, the pillar usually has a certain strength and rigidity to withstand various forces during the operation of the vehicle, a plurality of rotating columns are arranged around the pillar, and can rotate freely on the pillar, when the vehicle travels on a curved track or the angle changes, the rotation of the rotating column can make the hooking mechanism adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the overall structure of the coupler connector provided by the present application from a first perspective; Figure 2 It is a second perspective overall structural schematic diagram of the coupler connector provided by the present application; Figure 3 is a cross-sectional view of the overall structure of the rotary joint provided by the present application; Figure 4 It is a cross-sectional view of the overall structure of the rotating column provided in this application.

[0018] Description of reference numerals: 1. Traction mechanism; 11. Traction beam; 2. Mounting mechanism; 21. Mounting seat; 22. Rotating joint; 221. Pillar; 222. Rotating column; 2221. Rotating core; 2222. Rotating shell; 223. Sliding rod; 3. Hooking mechanism; 31. Hook; 32. Anti-skid layer; 4. First buffer assembly; 41. First damper; 411. First cylinder body; 412. First piston rod; 42. First spring; 5. Second buffer assembly; 51. Buffer block; 52. Second damper; 521. Second cylinder body; 522. Second piston rod; 53. Second spring; 6. Oil storage chamber; 61. First oil outlet pipe; 62. Second oil outlet pipe; 63. Oil filling port; 64. Cover cap. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0020] The present application provides a rail vehicle coupler connector, the structure of which is as follows: Figure 1 - Figure 4 As shown, it includes a traction mechanism 1, and the traction mechanism 1 includes a traction beam 11 arranged at the end of the vehicle; The mounting mechanism 2 includes a mounting seat 21 and a rotating joint 22. The mounting seat 21 is arranged on the traction beam 11. The rotating joint 22 is arranged on the mounting seat 21. The rotating joint 22 includes a pillar 221 arranged on the mounting seat 21. A plurality of rotating pillars 222 are arranged around the pillar 221. The rotating pillars 222 are rotatably connected to the pillar 221; and The hooking mechanism 3 includes a hook 31 arranged on the rotating joint 22 .

[0021] When in use, the mounting seat 21 is fixed on the traction beam 11 to provide a stable mounting foundation for the rotating joint 22. The pillar 221 is arranged on the mounting seat 21 as a supporting structure for the rotating column 222. The pillar 221 usually has a certain strength and rigidity to withstand various forces during the operation of the vehicle. A plurality of rotating columns 222 are arranged around the pillar 221 and can rotate freely on the pillar 221. When the vehicle travels on a curved track or changes in angle, the rotation of the rotating column 222 can make the hooking mechanism 3 adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers 31. The coupler 31 is arranged on the rotating joint 22, and the connection between the vehicles is realized by hooking with the couplers 31 of the adjacent vehicles. This rail vehicle coupler 31 connection realizes reliable connection and traction between the vehicles through the synergistic effect of the traction mechanism 1, the mounting mechanism 2 and the hooking mechanism 3. The design of the rotating joint 22 improves the flexibility and reliability of the connection, facilitates installation and maintenance, and also improves the stability of the vehicle operation.

[0022] In the present application, the pillar 221 is arranged on the mounting seat 21 as a supporting structure of the rotating column 222. The pillar 221 usually has a certain strength and rigidity to withstand various forces during the operation of the vehicle. Multiple rotating columns 222 are arranged around the pillar 221 and can rotate freely on the pillar 221. When the vehicle travels on a curved track or the angle changes, the rotation of the rotating column 222 can make the hooking mechanism 3 adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers 31.

[0023] In order to provide a buffering effect for the slide bar 223, please refer to Figure 3 In a preferred embodiment, a plurality of sliding rods 223 are arranged around the pillar 221, and the plurality of sliding rods 223 are connected to the pillar 221 along the radial sliding direction of the pillar 221. The sliding rods 223 correspond to the rotating columns 222 one by one, and the rotating columns 222 are rotatably connected to the sliding rods 223. The pillar 221 is provided with a first buffer component 4 for buffering the sliding rods 223.

[0024] When in use, when the vehicle is in operation, especially when traveling on a curved track or when an angle change occurs, the coupler 31 will be subjected to forces in different directions. These forces are transmitted to the rotating joint 22 through the hooking mechanism 3, so that the rotating column 222 rotates on the sliding rod 223 to adapt to the angle change. At the same time, the rotating column 222 will generate a lateral force on the sliding rod 223. Due to the lateral force of the rotating column 222 on the sliding rod 223, the sliding rod 223 will slide along the radial direction of the pillar 221. The sliding of the sliding rod 223 on the pillar 221 can adjust the position of the rotating column 222 to better adapt to the angle change and force transmission between vehicles. When the sliding rod 223 slides, it will trigger the first buffer component 4 on the pillar 221. The first buffer component 4 buffers the force on the sliding rod 223 by compression, stretching or other deformation methods, reducing the impact of the force and the strength transmitted to the pillar 221 and other parts.

[0025] The first buffer assembly 4 will generate a corresponding restoring force after being compressed or stretched. When the external force disappears or weakens, the restoring force of the first buffer assembly 4 will prompt the slide bar 223 to return to the initial position, and also help the rotating column 222 to return to a relatively stable state. During the entire process of vehicle operation, this structure is constantly adjusted according to the movement state and force conditions of the vehicle. The sliding of the slide bar 223 on the pillar 221 and the buffering effect of the first buffer assembly 4 cooperate with each other, so that the coupler 31 connector can better adapt to various complex operating conditions, improve the stability and reliability of the connection, and at the same time reduce the impact force and vibration between vehicles, and improve the stability and safety of vehicle operation.

[0026] To create a buffering effect, please refer to Figure 3 In a preferred embodiment, the first buffer assembly 4 includes a first damper 41 and a first spring 42, one end of the first damper 41 is hinged to the end of the sliding rod 223, the other end of the first damper 41 is hinged to the support 221, and the first spring 42 is sleeved on the first damper 41.

[0027] When in use, when the vehicle is in operation, due to the curved track, angle change or other external forces, the rotating column 222 is subjected to lateral force and causes the sliding rod 223 to slide radially on the pillar 221. The movement of the sliding rod 223 will cause one end of the first damper 41 to displace. The first damper 41 converts the energy of the movement of the sliding rod 223 into heat energy or other forms of energy for consumption by generating damping force, reduces the energy transfer to other components, and reduces the impact of the impact force on the entire vehicle coupler 31 connecting member system. The first spring 42 is sleeved on the first damper 41, and when the sliding rod 223 moves, the first spring 42 will be compressed or stretched. The elastic force of the spring will resist the movement of the sliding rod 223, and provide a buffering effect together with the first damper 41. The elastic deformation of the spring can absorb part of the energy and further reduce the impact force. After the sliding rod 223 moves, when the external force gradually decreases or disappears, the elastic force of the first spring 42 will cause the sliding rod 223 to return to the initial position.

[0028] For buffering purposes, please refer to Figure 3 In a preferred embodiment, the first damper 41 includes a first cylinder body 411, a first piston and a first piston rod 412, the first piston is slidably connected in the first cylinder body 411, the first piston rod 412 is arranged on the first piston, the first cylinder body 411 is hinged to the end of the sliding rod 223, the first piston rod 412 is hinged to the support 221, and the first spring 42 is sleeved on the first piston rod 412.

[0029] When in use, when no external force is applied, the first piston is in a relatively stable position in the first cylinder 411, and the first spring 42 is in a natural state or a slightly compressed state. When the vehicle is subjected to external force during operation, such as running on a curved track or an angle change, the rotating column 222 generates a lateral force on the slide bar 223, and the slide bar 223 slides radially on the support 221. The movement of the slide bar 223 causes the first cylinder 411 to be displaced. Due to the movement of the first cylinder 411, the first piston rod 412 is subjected to tension or pressure. The first piston rod 412 transmits force to the first piston, causing the first piston to slide in the first cylinder 411. The damping medium in the first cylinder 411 flows in the gap between the piston and the cylinder wall. The flow of the damping medium generates resistance.

[0030] The first spring 42 is sleeved on the first piston rod 412. When the first piston rod 412 moves with the movement of the first piston, the first spring 42 will be compressed or stretched. The elastic force of the spring will resist the movement of the first piston rod 412, and provide a buffering effect together with the damping force generated by the first damper 41. When the external force of the slide bar 223 gradually decreases or disappears, the elastic force of the first spring 42 will prompt the first piston rod 412 to return to the initial position, and then drive the first piston to return to the stable position in the first cylinder 411. The restoring force of the first spring 42 cooperates with the damping force of the first damper 41, so that the slide bar 223 can quickly return to a stable state, and also help the rotating column 222 return to a normal working position.

[0031] To further improve the cushioning effect, please refer to Figure 3 In a preferred embodiment, the pillar 221 is provided with a second buffer assembly 5 for secondary buffering, the second buffer assembly 5 includes two buffer blocks 51, a second damper 52 and a second spring 53, the two buffer blocks 51 are connected to the pillar 221 along the axial sliding direction of the pillar 221, the end of the first damper 41 located at the top of the sliding rod 223 is hinged to the buffer block 51 located above, the end of the first damper 41 located at the bottom of the sliding rod 223 is hinged to the buffer block 51 located below, one end of the second damper 52 is connected to the buffer block 51 located above, the other end of the second damper 52 is connected to the buffer block 51 located below, and the second spring 53 is sleeved on the second damper 52.

[0032] When in use, when no external force is applied, the two buffer blocks 51 are in a relatively stable position on the pillar 221, and the second damper 52 and the second spring 53 are in a state of not being compressed or stretched. When the vehicle is subjected to external force during operation, such as running on a curved track or angle change, the rotating column 222 generates a lateral force on the sliding rod 223, and the sliding rod 223 slides radially on the pillar 221 and triggers the first buffer assembly 4 to work. At the same time, the sliding rod 223 transmits part of the force to the buffer block 51 hinged thereto through the first damper 41. The buffer block 51 located above receives the force from the first damper 41 at the top of the sliding rod 223, and slides downward along the axial direction of the pillar 221; the buffer block 51 located below receives the force from the first damper 41 at the bottom of the sliding rod 223, and slides upward along the axial direction of the pillar 221. The sliding of the buffer block 51 on the pillar 221 changes the relative position between them.

[0033] With the relative movement of the buffer block 51, the two ends of the second damper 52 will also be relatively displaced. The second damper 52 generates a damping force to convert the energy of the movement of the buffer block 51 into heat energy or other forms of energy for consumption, thereby reducing the energy transfer to other components and reducing the impact of the impact force on the entire coupler 31 connection system.

[0034] The second spring 53 is sleeved on the second damper 52. When the buffer block 51 moves, the second spring 53 will be compressed or stretched. The elastic force of the spring will resist the movement of the buffer block 51 and provide a buffering effect together with the second damper 52. When the external force of the slide bar 223 gradually decreases or disappears, the elastic force of the second spring 53 will cause the buffer block 51 to return to the initial position. The restoring force of the second spring 53 cooperates with the action of the second damper 52, so that the buffer block 51 can quickly return to a stable state, and then the rotating column 222 is also restored to a normal working position through the first damper 41 and the slide bar 223. Through the sliding of the buffer block 51, the damping effect of the second damper 52 and the elastic deformation of the second spring 53, a secondary buffer is provided for the vehicle coupler 31 connector, further improving the stability and reliability of the vehicle connection and reducing the impact of the impact force on the system.

[0035] To further improve the cushioning effect, please refer to Figure 3 In a preferred embodiment, the second damper 52 includes a second cylinder body 521, a second piston and a second piston rod 522, the second piston is slidably connected in the second cylinder body 521, the second piston rod 522 is connected to the second piston, the second cylinder body 521 is connected to the buffer block 51 located above, the second piston rod 522 is connected to the buffer block 51 located below, and the second spring 53 is sleeved on the second piston rod 522.

[0036] When in use, when the vehicle is subjected to external force during operation, the sliding rod 223 moves to transmit force to the buffer block 51 through the first damper 41, so that the upper and lower buffer blocks 51 move relative to each other along the axial direction of the pillar 221. The buffer block 51 located at the top moves downward, and the buffer block 51 located at the bottom moves upward. The second cylinder body 521 and the second piston rod 522 connected to the upper and lower buffer blocks 51 will also undergo relative displacement. The second spring 53 is sleeved on the second piston rod 522. When the second piston rod 522 moves with the movement of the second piston, the second spring 53 will be compressed or stretched. The elastic force of the spring will resist the movement of the second piston rod 522, and provide a buffering effect together with the damping force generated by the second damper 52. When the external force of the sliding rod 223 gradually decreases or disappears, the elastic force of the second spring 53 will prompt the second piston rod 522 to return to the initial position, thereby driving the second piston to return to a stable position in the second cylinder body 521. At the same time, the rotating column 222 is also restored to the normal working position through the transmission of the buffer block 51, the first damper 41 and the sliding rod 223 and other components.

[0037] To improve the stability of the rotating column 222, please refer to Figure 4In a preferred embodiment, the rotating column 222 includes a rotating core 2221 and a plurality of rotating shells 2222 , the rotating core 2221 is rotatably connected to the sliding rod 223 , and the plurality of rotating shells 2222 are threadedly connected to the rotating core 2221 in sequence along the axial direction of the rotating core 2221 .

[0038] When in use, the combination of multiple rotating shells 2222 can increase the surface area of ​​the rotating column 222 in contact with the outside, and improve the stability of the rotating column 222 during rotation. At the same time, the interaction between the rotating shells 2222 can also disperse the force and reduce local stress concentration. During long-term use, if some parts of the rotating column 222 are worn, the threaded rotating shells 2222 can be adjusted to compensate for the gap changes caused by wear and maintain the normal working performance of the rotating column 222.

[0039] To lubricate the rotating column 222, refer to Figure 4 In a preferred embodiment, an oil storage chamber 6 for storing lubricating oil is provided on the sliding rod 223, a plurality of first oil outlet pipes 61 are provided on the sliding rod 223, a plurality of second oil outlet pipes 62 are provided on the rotating core 2221, an outlet of the oil storage chamber 6 is connected with an inlet of the first oil outlet pipe 61, an outlet of the first oil outlet pipe 61 is connected with an inlet of the second oil outlet pipe 62, and an outlet of the second oil outlet pipe 62 is connected with a gap between adjacent rotating shells 2222.

[0040] During use, when the vehicle is in operation, the rotating column 222 starts to rotate to adapt to the angle change and force transmission between the vehicles. The rotating core 2221 rotates on the sliding rod 223, and the rotating shell 2222 also moves relative to the rotation of the rotating core 2221. Since the rotation of the rotating column 222 generates friction and heat, lubrication is required to reduce wear and reduce temperature. At this time, the lubricating oil in the oil storage chamber 6 flows out from the outlet of the oil storage chamber 6 under the action of centrifugal force. After the lubricating oil flows out from the outlet of the oil storage chamber 6, it enters the multiple first oil outlet pipes 61 arranged on the sliding rod 223. After the lubricating oil flows out from the outlet of the first oil outlet pipe 61, it enters the multiple second oil outlet pipes 62 arranged on the rotating core 2221. After the lubricating oil flows out from the outlet of the second oil outlet pipe 62, it enters the gap between adjacent rotating shells 2222.

[0041] The continuous supply of lubricating oil can effectively reduce the friction between the components of the rotating column 222, reduce wear and heat generation, and improve the service life and working efficiency of the rotating column 222. At the same time, the lubricating oil can also play a certain sealing role, preventing dust and impurities from entering the interior of the rotating column 222, and further protecting the working performance of the rotating column 222.

[0042] To refuel the oil reservoir 6, refer to Figure 4In a preferred embodiment, a refueling port 63 is provided on the slide rod 223 , the outlet of the refueling port 63 is connected to the inlet of the oil storage chamber 6 , and a cap 64 is threadedly connected to the refueling port 63 .

[0043] During use, when it is found that the rotating column 222 does not rotate smoothly enough, or when it is determined that lubricating oil needs to be added after a period of use, prepare to refuel. Unscrew it from the refueling port 63 by rotating the cap. Since the cap and the refueling port 63 are threadedly connected, this connection method is relatively tight and reliable, and can effectively prevent leakage and impurities from entering in the non-refueling state. After opening the cap, the refueling port 63 is exposed. After adding an appropriate amount of lubricating oil, re-thread the cap onto the refueling port 63 to restore it to the initial closed state. This structure facilitates the addition of lubricating oil to the oil storage chamber 6 when necessary through the design of the refueling port 63 and the cap, so as to ensure the normal operation and lubrication requirements of the rotating column 222.

[0044] In order to increase the friction between the coupler 31 and the rotating column 222 and ensure relative rotation between the coupler 31 and the rotating column 222, please refer to Figure 4 In a preferred embodiment, an anti-slip layer 32 is provided on the inner side of the coupler 31 .

[0045] When in use, the anti-skid layer 32 provided on the inner side of the coupler 31 can significantly improve the stability, safety and reliability of vehicle connection, reduce wear and damage, extend the service life of the coupler 31, and adapt to different working environments and load conditions.

[0046] In order to better understand this application, the following Figure 1 - Figure 4 The working principle of a rail vehicle coupler 31 connector of the technical solution of the present application is described in detail: the mounting seat 21 is fixed on the traction beam 11 to provide a stable mounting foundation for the rotating joint 22. The pillar 221 is arranged on the mounting seat 21 as a supporting structure for the rotating column 222. The pillar 221 usually has a certain strength and rigidity to withstand various forces during the operation of the vehicle. A plurality of rotating columns 222 are arranged around the pillar 221 and can rotate freely on the pillar 221. When the vehicle travels on a curved track or changes in angle, the rotation of the rotating column 222 can make the hooking mechanism 3 adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers 31. The coupler 31 is arranged on the rotating joint 22, and the connection between the vehicles is realized by hooking with the couplers 31 of the adjacent vehicles. This rail vehicle coupler 31 connector realizes reliable connection and traction between vehicles through the synergistic effect of the traction mechanism 1, the mounting mechanism 2 and the hooking mechanism 3. The design of the rotating joint 22 improves the flexibility and reliability of the connection, facilitates installation and maintenance, and also improves the stability of the vehicle operation.

[0047] The specific implementation methods of the present application described above do not constitute a limitation on the protection scope of the present application. Any other corresponding changes and modifications made according to the technical concept of the present application should be included in the protection scope of the claims of the present application.

Claims

1. A rail vehicle coupler connector, characterized in that: include: A traction mechanism, the traction mechanism comprising a traction beam provided at an end of the vehicle; A mounting mechanism, the mounting mechanism comprising a mounting seat and a rotating joint, the mounting seat being arranged on the traction beam, the rotating joint being arranged on the mounting seat, the rotating joint comprising a pillar arranged on the mounting seat, a plurality of rotating pillars being arranged around the pillar, the rotating pillars being rotatably connected to the pillars; and, The hooking mechanism comprises a hook arranged on a rotating joint.

2. A rail vehicle coupler connector according to claim 1, characterized in that: A plurality of sliding rods are arranged on the pillar, and the plurality of sliding rods are connected to the pillar along the radial direction of the pillar. The sliding rods correspond to the rotating columns one by one, and the rotating columns are rotatably connected to the sliding rods. The pillar is provided with a first buffer component for buffering the sliding rods.

3. A rail vehicle coupler connector according to claim 2, characterized in that: The first buffer assembly includes a first damper and a first spring. One end of the first damper is hinged to the end of the sliding rod, and the other end of the first damper is hinged to the support. The first spring is sleeved on the first damper.

4. A rail vehicle coupler connector according to claim 3, characterized in that: The first damper includes a first cylinder body, a first piston and a first piston rod. The first piston is slidably connected in the first cylinder body, the first piston rod is arranged on the first piston, the first cylinder body is hinged to the end of the sliding rod, the first piston rod is hinged to the support, and the first spring is sleeved on the first piston rod.

5. A rail vehicle coupler connector according to claim 3, characterized in that: The pillar is provided with a second buffer assembly for secondary buffering, the second buffer assembly includes two buffer blocks, a second damper and a second spring, the two buffer blocks are connected to the pillar along the axial sliding direction of the pillar, the end of the first damper located at the top of the sliding rod is hinged to the buffer block located above, the end of the first damper located at the bottom of the sliding rod is hinged to the buffer block located below, one end of the second damper is connected to the buffer block located above, the other end of the second damper is connected to the buffer block located below, and the second spring is sleeved on the second damper.

6. A rail vehicle coupler connector according to claim 5, characterized in that: The second damper includes a second cylinder body, a second piston and a second piston rod. The second piston is slidably connected in the second cylinder body, the second piston rod is connected to the second piston, the second cylinder body is connected to a buffer block located above, the second piston rod is connected to a buffer block located below, and the second spring is sleeved on the second piston rod.

7. A rail vehicle coupler connector according to claim 2, characterized in that: The rotating column comprises a rotating core and a plurality of rotating shells. The rotating core is rotatably connected to the sliding rod, and the plurality of rotating shells are sequentially threadedly connected to the rotating core along the axial direction of the rotating core.

8. A rail vehicle coupler connector according to claim 7, characterized in that: The sliding rod is provided with an oil storage cavity for storing lubricating oil, the sliding rod is ring-shaped with a plurality of first oil outlet pipes, the rotating core is ring-shaped with a plurality of second oil outlet pipes, the outlet of the oil storage cavity is connected with the inlet of the first oil outlet pipe, the outlet of the first oil outlet pipe is connected with the inlet of the second oil outlet pipe, and the outlet of the second oil outlet pipe is connected with the gap between adjacent rotating shells.

9. A rail vehicle coupler connector according to claim 8, characterized in that: The slide bar is provided with a refueling port, the outlet of the refueling port is communicated with the inlet of the oil storage cavity, and a cap is threadedly connected to the refueling port.

10. A rail vehicle coupler connector according to claim 1, characterized in that: An anti-skid layer is arranged on the inner side of the coupler.

Images