Railway vehicle coupler connection

Abstract

The application discloses a rail vehicle coupler connecting piece, which comprises a traction mechanism, a mounting mechanism and a hooking mechanism. The traction mechanism comprises a traction beam arranged at the end of the vehicle. The mounting mechanism comprises a mounting seat and a rotary joint. The mounting seat is arranged on the traction beam, and the rotary joint is arranged on the mounting seat. The rotary joint comprises a support column arranged on the mounting seat. A plurality of rotating columns are arranged in a ring on the support column and are rotationally connected to the support column. The hooking mechanism comprises a coupler arranged on the rotary joint. The application has the beneficial effects that the support column is arranged on the mounting seat and serves as the supporting structure of the rotating column. The support column usually has certain strength and rigidity to bear various forces in the running process of the vehicle. The plurality of rotating columns are arranged in a ring around the support column and can freely rotate on the support column. When the vehicle runs 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 the stress concentration and abrasion between the couplers.

Description

Technical Field

[0001] This application relates to the field of rail vehicles, specifically to a rail vehicle coupler connector. Background Technology

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

[0003] In related technologies, a car body and rail vehicle are proposed, including a traction beam, a coupler mounting base, a fixing member, and fasteners. The traction beam includes two beam structures arranged parallel to each other along a first direction and a connector for connecting the two beam structures. The beam structures are straight tube structures, and the bottom surface of the beam structures is flat. The bottom walls of both beam structures have first mounting holes. The top surface of the base of the coupler mounting base is flat and is used to fit the bottom surface of the traction beam structure. The base has a second mounting hole, and the bottom of the coupler mounting base has a rotating joint for connecting the coupler. 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 base.

[0004] The aforementioned technologies have the following drawbacks: when a rail vehicle is in motion, it will vibrate, 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 their use.

[0005] Application content 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 stress concentration between the coupler and the rotating joint in the prior art.

[0006] To achieve the above-mentioned technical objectives, the technical solution of this application provides a rail vehicle coupler connector, including a traction mechanism, wherein the traction mechanism includes a traction beam disposed at the end of the vehicle; The mounting mechanism includes a mounting base and a rotating joint. The mounting base is disposed on a traction beam, and the rotating joint is disposed on the mounting base. The rotating joint includes a support column disposed on the mounting base, and a plurality of rotating posts are arranged around the support column, the rotating posts being rotatably connected to the support column; and... The hooking mechanism includes a hook disposed on a rotating joint.

[0007] In some embodiments, the support column is provided with a plurality of sliding rods, each of which is slidably connected to the support column radially. Each sliding rod corresponds to a rotating column, and the rotating column is rotatably connected to the sliding rod. The support column is provided with a first buffer assembly for buffering the sliding rods.

[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 a slide bar, the other end of the first damper is hinged to a support, and the first spring is sleeved on the first damper.

[0009] In some embodiments, the first damper includes a first cylinder, a first piston, and a first piston rod. The first piston is slidably connected to the first cylinder, the first piston rod is disposed on the first piston, the first cylinder is hinged to the end of a slide rod, the first piston rod is hinged to a support column, and the first spring is sleeved on the first piston rod.

[0010] In some embodiments, the support column 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. Both buffer blocks are slidably connected to the support column along the axial direction of the support column. The end of the first damper located at the top of the slide rod is hinged to the upper buffer block, and the end of the first damper located at the bottom of the slide rod is hinged to the lower buffer block. One end of the second damper is connected to the upper buffer block, and the other end of the second damper is connected to the lower buffer block. The second spring is sleeved on the second damper.

[0011] In some embodiments, the second damper includes a second cylinder, a second piston, and a second piston rod. The second piston is slidably connected to the second cylinder, the second piston rod is connected to the second piston, the second cylinder is connected to an upper buffer block, the second piston rod is connected to a lower buffer block, 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 being rotatably connected to a slide rod, and the plurality of rotating shells being sequentially threaded onto the rotating core along the axial direction of the rotating core.

[0013] In some embodiments, the slide rod is provided with an oil storage cavity for storing lubricating oil, the slide 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 cavity is connected to the inlet of the first oil outlet pipe, the outlet of the first oil outlet pipe is connected to the inlet of the second oil outlet pipe, and the outlet of the second oil outlet pipe is connected to the gap between adjacent rotating shells.

[0014] In some embodiments, the slide bar is provided with a filler port, the outlet of the filler port is connected to the inlet of the oil storage chamber, and a cap is threaded onto the filler port.

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

[0016] Compared with the prior art, the beneficial effects of this application include: the support column is set on the mounting base as a support structure for the rotating column. The support column usually has a certain strength and rigidity to withstand various forces during vehicle operation. Multiple rotating columns are arranged around the support column and can rotate freely on the support column. When the vehicle is traveling on a curved track or when 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. Attached Figure Description

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

[0018] Explanation of reference numerals in the attached figures: 1. Traction mechanism; 11. Traction beam; 2. Mounting mechanism; 21. Mounting seat; 22. Rotating joint; 221. Support column; 222. Rotating column; 2221. Rotating core; 2222. Rotating shell; 223. Slide rod; 3. Hooking mechanism; 31. Coupler; 32. Anti-slip layer; 4. First buffer assembly; 41. First damper; 411. First cylinder; 412. First piston rod; 42. First spring; 5. Second buffer assembly; 51. Buffer block; 52. Second damper; 521. Second cylinder; 522. Second piston rod; 53. Second spring; 6. Oil reservoir; 61. First oil outlet pipe; 62. Second oil outlet pipe; 63. Filler port; 64. Cap. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] This application provides a coupler connector for a rail vehicle, the structure of which is as follows: Figure 1 - Figure 4 As shown, it includes a traction mechanism 1, which includes a traction beam 11 disposed at the end of the vehicle; Installation mechanism 2, comprising a mounting base 21 and a rotating joint 22, wherein the mounting base 21 is disposed on the traction beam 11, and the rotating joint 22 is disposed on the mounting base 21, the rotating joint 22 comprising a support column 221 disposed on the mounting base 21, and a plurality of rotating posts 222 being circumferentially disposed on the support column 221, the rotating posts 222 being rotatably connected to the support column 221; and... The hooking mechanism 3 includes a hook 31 disposed on the rotating joint 22.

[0021] In use, the mounting base 21 is fixed to the traction beam 11, providing a stable mounting foundation for the rotating joint 22. The support column 221 is mounted on the mounting base 21, serving as a support structure for the rotating column 222. The support column 221 typically possesses sufficient strength and rigidity to withstand various forces during vehicle operation. Multiple rotating columns 222 are arranged around the support column 221 and can rotate freely on it. When the vehicle travels on a curved track or undergoes angle changes, the rotation of the rotating column 222 allows the hooking mechanism 3 to adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers 31. The couplers 31 are mounted on the rotating joint 22 and connect to adjacent vehicles by hooking with each other's couplers 31. This rail vehicle coupler 31 connector achieves reliable connection and traction between vehicles through the coordinated action 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 enhances the smoothness of vehicle operation.

[0022] In this application, the support column 221 is set on the mounting base 21 as a support structure for the rotating column 222. The support column 221 usually has a certain strength and rigidity to withstand various forces during vehicle operation. Multiple rotating columns 222 are arranged around the support column 221 and can rotate freely on the support column 221. When the vehicle is traveling on a curved track or when 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] To provide cushioning for slide bar 223, please refer to... Figure 3 In a preferred embodiment, a plurality of sliding rods 223 are provided around the support column 221. The plurality of sliding rods 223 are slidably connected to the support column 221 along the radial direction of the support column 221. The sliding rods 223 correspond one-to-one with the rotating column 222. The rotating column 222 is rotatably connected to the sliding rods 223. The support column 221 is provided with a first buffer assembly 4 for buffering the sliding rods 223.

[0024] During operation, especially when traveling on curved tracks or experiencing angle changes, the coupler 31 experiences forces in different directions. These forces are transmitted to the rotating joint 22 via the hooking mechanism 3, causing the rotating column 222 to rotate on the sliding rod 223 to adapt to the angle changes. Simultaneously, the rotating column 222 exerts a lateral force on the sliding rod 223. Due to this lateral force, the sliding rod 223 slides radially along the support column 221. This sliding of the sliding rod 223 on the support column 221 adjusts the position of the rotating column 222 to better accommodate angle changes and force transmission between vehicles. When the sliding rod 223 slides, it triggers the first buffer assembly 4 on the support column 221. The first buffer assembly 4 buffers the forces acting on the sliding rod 223 through compression, tension, or other deformation, reducing the impact of the forces and the intensity transmitted to the support column 221 and other components.

[0025] After being compressed or stretched, the first buffer component 4 generates a corresponding restoring force. When the external force disappears or weakens, the restoring force of the first buffer component 4 causes the slide bar 223 to return to its initial position, and also helps the rotating column 222 return to a relatively stable state. Throughout the vehicle's operation, this structure continuously adjusts according to the vehicle's motion and stress conditions. The sliding of the slide bar 223 on the support column 221 and the buffering effect of the first buffer component 4 work together to enable the coupler 31 connector to better adapt to various complex operating conditions, improve the stability and reliability of the connection, reduce the impact and vibration between vehicles, and improve the smoothness 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 slide bar 223, and the other end of the first damper 41 is hinged to the support column 221. The first spring 42 is sleeved on the first damper 41.

[0027] During operation, when the vehicle is traveling on a curved track, due to changes in angle or other external forces, the pivot 222 experiences lateral force, causing the slide bar 223 to slide radially on the support 221. The movement of the slide bar 223 displaces one end of the first damper 41. The first damper 41 generates damping force, converting the energy of the slide bar 223's movement into heat or other forms of energy for dissipation, reducing energy transfer to other components and mitigating the impact of the impact on the entire coupler 31 connection system. A first spring 42 is fitted onto the first damper 41. When the slide bar 223 moves, the first spring 42 is compressed or stretched. The spring's elastic force resists the movement of the slide bar 223, providing a buffering effect together with the first damper 41. The elastic deformation of the spring absorbs some energy, further reducing the impact force. After the slide bar 223 moves, as the external force gradually decreases or disappears, the elastic force of the first spring 42 causes the slide bar 223 to return to its initial position.

[0028] To provide a buffer, please refer to Figure 3 In a preferred embodiment, the first damper 41 includes a first cylinder 411, a first piston, and a first piston rod 412. The first piston is slidably connected inside the first cylinder 411, the first piston rod 412 is disposed on the first piston, the first cylinder 411 is hinged to the end of the slide rod 223, the first piston rod 412 is hinged to the support column 221, and the first spring 42 is sleeved on the first piston rod 412.

[0029] In use, when no external force is applied, the first piston is in a relatively stable position within the first cylinder 411, and the first spring 42 is in a relaxed or slightly compressed state. When the vehicle is subjected to external forces during operation, such as traveling on a curved track or changes in angle, the rotating column 222 exerts a lateral force on the sliding rod 223, causing the sliding rod 223 to slide radially on the support column 221. The movement of the sliding rod 223 causes displacement of the first cylinder 411. 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 the force to the first piston, causing the first piston to slide within the first cylinder 411. The damping medium within 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 is compressed or stretched. The elastic force of the spring resists the movement of the first piston rod 412, providing a buffering effect together with the damping force generated by the first damper 41. When the external force on the slide rod 223 gradually decreases or disappears, the elastic force of the first spring 42 will cause the first piston rod 412 to return to its initial position, thereby driving the first piston back to its stable position in the first cylinder 411. The restoring force of the first spring 42 and the damping force of the first damper 41 work together to enable the slide rod 223 to quickly return to a stable state, and also help the rotating column 222 return to its normal working position.

[0031] To further improve the buffering effect, please refer to Figure 3 In a preferred embodiment, the support column 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 slidably connected to the support column 221 along the axial direction of the support column 221. The end of the first damper 41 located at the top of the slide rod 223 is hinged to the upper buffer block 51, and the end of the first damper 41 located at the bottom of the slide rod 223 is hinged to the lower buffer block 51. One end of the second damper 52 is connected to the upper buffer block 51, and the other end of the second damper 52 is connected to the lower buffer block 51. The second spring 53 is sleeved on the second damper 52.

[0032] In use, when no external force is applied, the two buffer blocks 51 are in a relatively stable position on the support column 221, and the second damper 52 and the second spring 53 are in an uncompressed or unstretched state. When the vehicle is subjected to external force during operation, such as traveling on a curved track or a change in angle, the pivot column 222 generates a lateral force on the slide rod 223. The slide rod 223 slides radially on the support column 221 and triggers the first buffer assembly 4 to operate. At the same time, the slide rod 223 transmits a portion of the force to the buffer block 51 hinged to it through the first damper 41. The upper buffer block 51, subjected to the force from the first damper 41 at the top of the slide rod 223, slides downward along the axial direction of the support column 221; the lower buffer block 51, subjected to the force from the first damper 41 at the bottom of the slide rod 223, slides upward along the axial direction of the support column 221. The sliding of the buffer blocks 51 on the support column 221 changes their relative positions.

[0033] As the buffer block 51 moves relative to the other side, the two ends of the second damper 52 will also undergo relative displacement. The second damper 52 generates damping force to convert the energy of the buffer block 51's movement into heat or other forms of energy for consumption, reducing the energy transferred 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 is compressed or stretched. The elastic force of the spring resists the movement of the buffer block 51, providing a buffering effect together with the second damper 52. When the external force on the slide bar 223 gradually decreases or disappears, the elastic force of the second spring 53 causes the buffer block 51 to return to its initial position. The restoring force of the second spring 53 works in conjunction with the action of the second damper 52, enabling the buffer block 51 to quickly return to a stable state, and then, through the first damper 41 and the slide bar 223, the rotating column 222 also returns to its normal working position. 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, secondary buffering is provided for the coupler 31 connector, further improving the stability and reliability of the vehicle connection and reducing the impact of impact forces on the system.

[0035] To further improve the buffering effect, please refer to Figure 3 In a preferred embodiment, the second damper 52 includes a second cylinder 521, a second piston, and a second piston rod 522. The second piston is slidably connected inside the second cylinder 521, and the second piston rod 522 is connected to the second piston. The second cylinder 521 is connected to the upper buffer block 51, and the second piston rod 522 is connected to the lower buffer block 51. The second spring 53 is sleeved on the second piston rod 522.

[0036] In use, when the vehicle is subjected to external force during operation, the sliding rod 223 transmits the force to the buffer block 51 through the first damper 41, causing the upper and lower buffer blocks 51 to move relative to each other along the axial direction of the support 221. The upper buffer block 51 moves downward, and the lower buffer block 51 moves upward. The second cylinder 521 and the second piston rod 522, connected to the upper and lower buffer blocks 51, 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 is compressed or stretched. The elastic force of the spring resists the movement of the second piston rod 522, providing a buffering effect together with the damping force generated by the second damper 52. When the external force on the sliding rod 223 gradually decreases or disappears, the elastic force of the second spring 53 will cause the second piston rod 522 to return to its initial position, thereby driving the second piston back to its stable position in the second cylinder 521. At the same time, through the transmission of components such as buffer block 51, first damper 41 and slide bar 223, the rotating column 222 is also restored to its normal working position.

[0037] To improve the stability of rotary 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 slide rod 223, and the plurality of rotating shells 2222 are sequentially threaded onto the rotating core 2221 along the axial direction of the rotating core 2221.

[0038] In use, the combination of multiple rotating shells 2222 increases the surface area of ​​the rotating column 222 in contact with the outside, improving the stability of the rotating column 222 during rotation. Simultaneously, the interaction between the rotating shells 2222 can distribute the force, reducing localized stress concentration. During long-term use, if wear occurs in certain parts of the rotating column 222, the threaded rotating shells 2222 can be adjusted to compensate for the clearance changes caused by wear, maintaining the normal operating performance of the rotating column 222.

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

[0040] During operation, the rotating column 222 begins to rotate to adapt to changes in angle and force transmission between vehicles. The rotating core 2221 rotates on the sliding rod 223, and the rotating shell 2222 also moves relative to the rotating core 2221. Due to the friction and heat generated by the rotation of the rotating column 222, lubrication is required to reduce wear and lower the temperature. At this time, the lubricating oil in the oil reservoir 6 flows out from the outlet of the oil reservoir 6 under the action of centrifugal force. After flowing out from the outlet of the oil reservoir 6, the lubricating oil enters the multiple first oil outlet pipes 61 annularly arranged on the sliding rod 223. After flowing out from the outlet of the first oil outlet pipes 61, the lubricating oil enters the multiple second oil outlet pipes 62 annularly arranged on the rotating core 2221. After flowing out from the outlet of the second oil outlet pipes 62, the lubricating oil enters the gap between adjacent rotating shells 2222.

[0041] The continuous supply of lubricating oil can effectively reduce 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, further protecting the working performance of the rotating column 222.

[0042] To refill oil reservoir 6, please refer to... Figure 4In a preferred embodiment, the slide bar 223 is provided with a filling port 63, the outlet of the filling port 63 is connected to the inlet of the oil storage chamber 6, and a cap 64 is threadedly connected to the filling port 63.

[0043] When using the cylinder 222, if it is found that the rotation is not smooth enough, or if it is determined that lubricating oil needs to be added after a period of use, prepare to add oil. Unscrew the cap from the oil filler port 63 by rotating it. Since the cap and oil filler port 63 are threaded together, this connection method is relatively tight and reliable, effectively preventing leakage and impurities from entering when not lubricated. After opening the cap, the oil filler port 63 is exposed. After adding an appropriate amount of lubricating oil, re-thread the cap back onto the oil filler port 63, restoring it to its initial closed state. This structure, through the design of the oil filler port 63 and the cap, facilitates the addition of lubricating oil to the oil reservoir 6 when needed, ensuring the normal operation and lubrication requirements of the cylinder 222.

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

[0045] When in use, the anti-slip layer 32 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] To better understand this application, the following is combined with... Figure 1 - Figure 4 The working principle of a rail vehicle coupler 31 connector according to the technical solution of this application is described in detail: The mounting base 21 is fixed on the traction beam 11, providing a stable mounting foundation for the rotating joint 22. The support column 221 is mounted on the mounting base 21, serving as a support structure for the rotating column 222. The support column 221 typically possesses a certain strength and rigidity to withstand various forces during vehicle operation. Multiple rotating columns 222 are arranged around the support column 221 and can rotate freely on it. When the vehicle travels on a curved track or undergoes an angle change, the rotation of the rotating column 222 allows the coupling mechanism 3 to adapt to different angles and directions, thereby reducing stress concentration and wear between the couplers 31. The couplers 31 are mounted on the rotating joint 22 and connect to adjacent vehicles by hooking with each other's couplers 31. This rail vehicle coupler 31 connector achieves reliable connection and traction between vehicles through the coordinated action of the traction mechanism 1, the mounting mechanism 2, and the coupling mechanism 3. The design of the rotating joint 22 improves the flexibility and reliability of the connection, facilitates installation and maintenance, and also enhances the smoothness of vehicle operation.

[0047] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Any other corresponding changes and modifications made based on the technical concept of this application should be included within the scope of protection of the claims of this application.

Claims

1. A coupler connector for rail vehicles, characterized in that, include: A traction mechanism, the traction mechanism including a traction beam disposed at the end of the vehicle; The installation mechanism includes a mounting base and a rotating joint. The mounting base is mounted on a traction beam, and the rotating joint is mounted on the mounting base. The rotating joint includes a support column mounted on the mounting base, and a plurality of rotating columns are circumferentially mounted on the support column. The rotating columns are rotatably connected to the support column. The hooking mechanism includes a hook disposed on a rotating joint; The support column is provided with a plurality of sliding rods, and the plurality of sliding rods are slidably connected to the support column along the radial direction of the support column. The sliding rods correspond one-to-one with the rotating column, and the rotating column is rotatably connected to the sliding rods. The support column is provided with a first buffer assembly for buffering the sliding rods. 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 slide bar, and the other end of the first damper is hinged to the support column. The first spring is sleeved on the first damper. The first damper includes a first cylinder, a first piston, and a first piston rod. The first piston is slidably connected to the first cylinder, the first piston rod is disposed on the first piston, the first cylinder is hinged to the end of the slide rod, the first piston rod is hinged to the support column, and the first spring is sleeved on the first piston rod. The support column 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 slidably connected to the support column along the axial direction of the support column. The end of the first damper located at the top of the slide rod is hinged to the upper buffer block, and the end of the first damper located at the bottom of the slide rod is hinged to the lower buffer block. One end of the second damper is connected to the upper buffer block, and the other end of the second damper is connected to the lower buffer block. The second spring is sleeved on the second damper. The second damper includes a second cylinder, a second piston, and a second piston rod. The second piston is slidably connected to the second cylinder, the second piston rod is connected to the second piston, the second cylinder is connected to the upper buffer block, the second piston rod is connected to the lower buffer block, and the second spring is sleeved on the second piston rod.

2. The rail vehicle coupler connector according to claim 1, characterized in that, The rotating column includes a rotating core and multiple rotating shells. The rotating core is rotatably connected to a sliding rod, and the multiple rotating shells are sequentially threaded onto the rotating core along the axial direction of the rotating core.

3. A rail vehicle coupler connector according to claim 2, characterized in that, The slide rod is provided with an oil storage cavity for storing lubricating oil. The slide rod is provided with a plurality of first oil outlet pipes, and the rotating core is provided with a plurality of second oil outlet pipes. The outlet of the oil storage cavity is connected to the inlet of the first oil outlet pipe, the outlet of the first oil outlet pipe is connected to the inlet of the second oil outlet pipe, and the outlet of the second oil outlet pipe is connected to the gap between adjacent rotating shells.

4. A rail vehicle coupler connector according to claim 3, characterized in that, The slide bar is provided with a filling port, the outlet of which is connected to the inlet of the oil storage chamber, and a cap is threaded onto the filling port.

5. A railway vehicle coupler connector according to claim 1, characterized in that, The coupler has an anti-slip layer on its inner side.

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