Hook buffering device and method for railway vehicle
By setting the resistance partition and two buffers in the vehicle's hook buffer device, the heating and metal fatigue problems caused by the long working of the single buffer are solved, and the long life of the buffer and the high safety of the device are achieved.
Patent Information
- Application Number
- CN202411898246.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-23
- Publication Date
- 2025-02-18
AI Technical Summary
The existing hook buffer device requires a long time to maintain energy-absorbing and buffering, which can easily lead to spring heating and metal fatigue, resulting in damage to the buffer and cracking of the hook.
A railroad vehicle hook buffer device is designed, by vertically setting the resistance partition between two longitudinal steel beams, and installing the first buffer and the second buffer horizontally inside the hook tail frame, so that the two are respectively separated. It is arranged on both sides of the resistance partition, and can transmit the tension and braking force during acceleration or deceleration of the vehicle respectively.
By distributing the tension and thrust of the hook to the two buffers, each buffer has a cooling and cooling time, which slows down metal fatigue, improves the service life of the buffer and the safety of the device.
Smart Images
Figure CN119459796A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of coupler buffer devices, and in particular to a coupler buffer device and method for railway vehicles. Background Art
[0002] The carriages of existing rail vehicles such as trains, high-speed trains, and subway light rail trains are all connected to each other through couplers. However, since the coupler connection is a rigid connection, the two adjacent carriages of the rail vehicle are prone to relative movement during driving, especially when the vehicle is accelerating or decelerating. Since the power output and braking effect are transmitted through the coupler, the coupler will be subjected to a large pulling force or impact force. If the coupler connection is not buffered, it is very easy to cause damage to the coupler. A Chinese patent (publication number: CN111098882A) discloses a coupler buffer device, including a sleeve, a piston rod, a buffer, a sleeve a, and a sleeve b. The sleeve is a cylindrical structure extending along the axial direction of the buffer device, one end of the cylindrical structure is open and the other end is closed, one end of the piston rod passes through the closed end of the sleeve, and a guide sealing device is installed at the contact between the piston rod and the sealed end of the sleeve; at least two groups of the buffers are symmetrically arranged in the sleeve, and the two ends of the buffer are respectively provided with the sleeve a and the sleeve b. b, the sleeve a and the sleeve b are arranged on the inner wall of the sleeve through a guiding device; the sleeve b is arranged on one side of the closed end of the sleeve, and the sleeve a is arranged on one side of the open end of the sleeve; the piston rod is inserted into the central through holes of the sleeve a and the sleeve b, and a guiding device is arranged between the piston rod and the sleeve a and the sleeve b; and a retaining ring is installed at the end of the piston rod, and the retaining ring is limited by a limiting step arranged on the sleeve a; an end cover is installed at the open end of the sleeve, and the sleeve a is limited by the end cover.
[0003] However, the existing coupler buffer device has some disadvantages when used, such as:
[0004] Most of the existing coupler buffer devices use a buffer for buffering. Through the design of the mechanical structure, the buffer can achieve a buffering effect on the vehicle connection regardless of whether the vehicle is decelerating or accelerating. However, since the existing buffer generally uses a spring for energy absorption and buffering, a single buffer needs to maintain energy absorption and buffering work for a long time during vehicle operation, which can easily cause the spring to heat up and produce metal fatigue and cause damage. At the very least, the buffer needs to be replaced frequently, and at worst, the coupler loses its buffering and breaks. Summary of the invention
[0005] In view of this, the purpose of the present invention is to propose a coupler buffer device and method for railway vehicles, so as to solve the problem that most of the existing coupler buffer devices use one buffer for buffering. Through the design of the mechanical structure, the buffer can achieve the buffering effect on the vehicle connection regardless of the vehicle deceleration or acceleration process. However, since the existing buffer generally uses a spring for energy absorption and buffering, a single buffer needs to maintain energy absorption and buffering work for a long time during vehicle operation, which can easily cause the spring to heat up and produce metal fatigue and cause damage. At the least, the buffer needs to be replaced frequently, and at worst, the coupler loses buffering and breaks.
[0006] Based on the above purpose, the present invention provides a coupler buffer device for railway vehicles, including two longitudinal steel beams, the two longitudinal steel beams are arranged parallel to each other, the longitudinal steel beams are fixedly connected to the frame, a resistance baffle is vertically fixedly connected at the center of the two longitudinal steel beams, the two longitudinal steel beams are fixedly connected by the resistance baffle arranged vertically in the middle, a hook tail frame is movably arranged between the two longitudinal steel beams, the hook tail frame and the longitudinal steel beam are arranged parallel to each other, the resistance baffle is movably arranged inside the hook tail frame, a first buffer is arranged on one side of the resistance baffle, and a second buffer is arranged on the other side of the resistance baffle, the movable ends of the first buffer and the second buffer are both arranged toward the resistance baffle, the first buffer and the second buffer are both installed inside the hook tail frame, a connecting hook is movably installed at one end of the hook tail frame away from the second buffer, a hook tongue is movably installed at one end of the connecting hook away from the hook tail frame, and the connecting hook is connected to other vehicles through the hook tongue.
[0007] Furthermore, a hook tail pin is vertically inserted into the connection between the hook tail frame and the connecting hook, and the hook tail frame and the connecting hook are movably connected through the hook tail pin. The upper and lower ends of the hook tail pin pass through the top and bottom of the hook tail frame respectively, and the ends of the upper surface and the lower surface of the hook tail frame are respectively fixedly connected with limiting seats, and the limiting seats are arranged corresponding to the hook tail pin. A limiting screw is installed horizontally through the middle of the limiting seat, and the limiting seat limits the hook tail pin inside the hook tail frame through the limiting screw.
[0008] Furthermore, a ring beam is vertically fixedly welded to the end of the longitudinal steel beam where the connecting hook is located, and a coupler support beam is fixedly installed on one side of the ring beam by bolts. The connecting hook passes through the ring beam and the coupler support beam at the same time, and the coupler support beam is used to support the connecting hook. A rubber gasket is fixedly bonded to the inner wall of the coupler support beam, and the rubber gasket is used to cushion between the connecting hook and the coupler support beam.
[0009] Furthermore, a first deceleration rubber pad is bonded to the upper surface of the hook tail frame, and a first deceleration pressure plate is covered on the upper part of the hook tail frame corresponding to the first deceleration rubber pad. Both sides of the first deceleration pressure plate are fixedly installed on the upper surface of the longitudinal steel beam by bolts respectively, and a second deceleration rubber pad is arranged between the first deceleration rubber pad and the first deceleration pressure plate. The second deceleration rubber pad is fixedly bonded to the lower surface of the first deceleration pressure plate, and the first deceleration rubber pad cooperates with the second deceleration rubber pad. The first deceleration pressure plate is used to decelerate the hook tail frame through the friction force between the first deceleration rubber pad and the second deceleration rubber pad.
[0010] Furthermore, a third deceleration rubber pad is bonded to the lower surface of the hook tail frame, mounting bolts are respectively fixedly welded to the lower surface of the longitudinal steel beam, a top plate is fixedly installed on the mounting bolts by nuts, a longitudinal pressure plate is longitudinally fixedly connected to the center of the upper surface of the top plate, a second deceleration pressure plate is fixedly connected to the top of the longitudinal pressure plate, the second deceleration pressure plate and the top plate are parallel to each other, a fourth deceleration rubber pad is bonded to the upper surface of the second deceleration pressure plate, the fourth deceleration rubber pad cooperates with the third deceleration rubber pad, the second deceleration pressure plate is used to decelerate the hook tail frame through the friction force between the third deceleration rubber pad and the fourth deceleration rubber pad, and the top plate is used to apply pressure to the second deceleration pressure plate through the mounting bolts.
[0011] Furthermore, the longitudinal steel beam is fixedly connected to a transverse steel beam at one end away from the ring beam, a top rod is movably inserted at the center of the transverse steel beam, the top rod is arranged corresponding to the end of the hook tail frame, the top rod is located outside the transverse steel beam and is fixedly connected to a baffle, the top rod is located inside the transverse steel beam and is fixedly connected to a mounting plate, a resistance rubber block is fixedly glued to a side of the mounting plate away from the top rod, the resistance rubber block cooperates with the hook tail frame, the resistance rubber block is used for padding between the hook tail frame and the mounting plate, a resistance spring is sleeved on the top rod, the resistance spring is arranged between the mounting plate and the transverse steel beam, and the resistance spring is used for absorbing the impact force generated by the hook tail frame.
[0012] Furthermore, a coupler controller is provided above the connecting coupler near one end of the coupler tongue, and the coupler controller is used to control the opening state of the coupler tongue. A coupler lifting rod is suspended on the coupler controller, and the coupler lifting rod is used to lift and trigger the coupler controller. The coupler lifting rod is a U-shaped curved rod, and a lifting rod rotating seat is provided on the horizontal section of the coupler lifting rod. The lifting rod rotating seat is fixedly connected to the frame, and the lifting rod rotating seat is used to provide rotation support for the coupler lifting rod.
[0013] A method for using a coupler buffer device for a railway vehicle comprises the following steps:
[0014] S1, coupler connection;
[0015] The coupler controller is triggered by lifting the coupler lifting rod, so that the coupler tongue is released and opened, and then the coupler of another vehicle is brought into contact with the connecting coupler, so that the two coupler tongues are locked with each other to achieve coupler connection;
[0016] S2, starting buffer;
[0017] When the vehicle starts, the front vehicle pulls the rear vehicle forward by locking the two connecting hooks. During the pulling process, the connecting hook of the rear vehicle drives the hook tail frame to move forward through the hook tail pin. At this time, the second buffer inside the hook tail frame is squeezed by the resistance partition to achieve starting buffering;
[0018] S3, brake buffer;
[0019] When the vehicle brakes, the deceleration effect of the front vehicle is transmitted to the rear vehicle through the locking of the two connecting couplers to decelerate it. During the braking process, the connecting coupler of the rear vehicle drives the hook tail frame to move backward through the hook tail pin. At this time, the first buffer inside the hook tail frame is squeezed by the resistance partition to achieve braking buffering;
[0020] S4, coupler disconnected;
[0021] The coupler controller is triggered by lifting the coupler lifting rod, so that the coupler tongue is released and opened. After the coupler tongues of the leading and trailing vehicles are opened, the two connected couplers lose the ability to lock each other, and the couplers are disconnected by moving the vehicles.
[0022] Beneficial effects of the present invention:
[0023] The present invention vertically arranges a resistance baffle between two longitudinal steel beams, and sleeves the hook tail frame on the resistance baffle, so that the hook tail frame can move relative to the resistance baffle, and at the same time, the first buffer and the second buffer are respectively installed horizontally inside the hook tail frame, and the two are respectively arranged on both sides of the resistance baffle, so that when the vehicle accelerates or decelerates, the pulling force and the braking force can be respectively transmitted to the two buffers. Compared with the existing single buffer full-time buffering method, the present invention can distribute the pulling force and the thrust of the coupler to the two buffers respectively, so that each buffer has a cooling time, which reduces metal fatigue, increases the service life of the buffer, and improves the safety of the device. BRIEF DESCRIPTION OF THE DRAWINGS
[0024] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0025] Figure 1 It is a top view of a three-dimensional structure of a product in one embodiment of the present invention;
[0026] Figure 2 For the present invention Figure 1 A bottom-up perspective structural diagram of the product in the embodiment;
[0027] Figure 3 For the present invention Figure 1 A schematic diagram of the top view of the product in the embodiment;
[0028] Figure 4 For the present invention Figure 1 A bottom-up structural diagram of the product in the embodiment;
[0029] Figure 5 For the present invention Figure 1 A schematic diagram of the three-dimensional structure of the hook tail frame of the product in the embodiment;
[0030] Figure 6 For the present invention Figure 1 A schematic diagram of the front view of the hook tail frame of the product in the embodiment;
[0031] Figure 7 For the present invention Figure 1 A schematic diagram of the top plate three-dimensional structure of the product in the embodiment;
[0032] Figure 8 For the present invention Figure 2 Schematic diagram of the local enlarged structure at point A in the middle.
[0033] The markings in the figure are:
[0034] 101, longitudinal steel beam; 102, resistance baffle; 103, hook tail frame; 104, connecting coupler; 105, hook tongue; 106, first buffer; 107, second buffer; 201, hook tail pin; 202, limiting seat; 203, limiting screw; 301, ring beam; 302, coupler support beam; 303, rubber gasket; 401, first deceleration rubber pad; 402, first deceleration pressure plate; 403, second deceleration Rubber pad; 501, third deceleration rubber pad; 502, mounting bolt; 503, top plate; 504, longitudinal pressure plate; 505, second deceleration pressure plate; 506, fourth deceleration rubber pad; 601, transverse steel beam; 602, top rod; 603, baffle; 604, mounting plate; 605, resistance rubber block; 606, resistance spring; 701, coupler controller; 702, lifting rod rotating seat; 703, coupler lifting rod. DETAILED DESCRIPTION
[0035] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.
[0036] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0037] Please also read Figure 1-Figure 8 ,in, Figure 1 It is a top view of a three-dimensional structure of a product in one embodiment of the present invention; Figure 2 For the present invention Figure 1 A bottom-up perspective structural diagram of the product in the embodiment; Figure 3 For the present invention Figure 1 A schematic diagram of the top view of the product in the embodiment; Figure 4 For the present invention Figure 1 A bottom-up structural diagram of the product in the embodiment; Figure 5 For the present invention Figure 1 A schematic diagram of the three-dimensional structure of the hook tail frame of the product in the embodiment; Figure 6 For the present invention Figure 1A schematic diagram of the front view of the hook tail frame of the product in the embodiment; Figure 7 For the present invention Figure 1 A schematic diagram of the top plate three-dimensional structure of the product in the embodiment; Figure 8 For the present invention Figure 2 Schematic diagram of the local enlarged structure at point A in the middle.
[0038] A coupler buffer device for railway vehicles, comprising a longitudinal steel beam 101, wherein two longitudinal steel beams 101 are provided, the two longitudinal steel beams 101 are arranged parallel to each other, the longitudinal steel beam 101 is fixedly connected to a vehicle frame, a resistance baffle 102 is vertically fixedly connected to the center of the two longitudinal steel beams 101, the two longitudinal steel beams 101 are fixedly connected by the resistance baffle 102 arranged vertically in the middle, a hook tail frame 103 is movably provided between the two longitudinal steel beams 101, the hook tail frame 103 and the longitudinal steel beam 101 are arranged parallel to each other, the resistance baffle 102 is movably provided inside the hook tail frame 103, the A first buffer 106 is provided on one side of the resistance baffle 102, and a second buffer 107 is provided on the other side of the resistance baffle 102. The movable ends of the first buffer 106 and the second buffer 107 are both arranged toward the resistance baffle 102. The first buffer 106 and the second buffer 107 are both installed inside the hook tail frame 103. A connecting coupler 104 is movably installed on one end of the hook tail frame 103 away from the second buffer 107. A hook tongue 105 is movably installed on one end of the connecting coupler 104 away from the hook tail frame 103. The connecting coupler 104 is connected to other vehicles through the hook tongue 105.
[0039] The hook tail frame 103 forms a frame-shaped space, and the resistance baffle 102 can be placed at the center of the hook tail frame 103, so that the two sides of the resistance baffle 102 in the hook tail frame 103 have the same space for installing the first buffer 106 and the second buffer 107. The first buffer 106 and the second buffer 107 are both arranged horizontally inside the hook tail frame 103, and the first buffer 106 and the second buffer 107 are arranged in opposite directions, and the top movable ends thereof are both arranged toward and in contact with the resistance baffle 102, and the tail bases thereof can be fixedly installed on the side wall of the hook tail frame 103 by bolts;
[0040] The present invention vertically arranges a resistance baffle 102 between two longitudinal steel beams 101, and sleeves a hook tail frame 103 on the resistance baffle 102, so that the hook tail frame 103 can move relative to the resistance baffle 102, and at the same time, a first buffer 106 and a second buffer 107 are respectively installed horizontally inside the hook tail frame 103, and the two are respectively arranged on both sides of the resistance baffle 102, so that when the vehicle accelerates or decelerates, the pulling force and the braking force can be respectively transmitted to the two buffers. Compared with the existing single buffer full-time buffering method, the present invention can distribute the pulling force and the thrust of the coupler to the two buffers respectively, so that each buffer has a cooling time, which reduces metal fatigue, increases the service life of the buffer, and improves the safety of the device.
[0041] Furthermore, a hook tail pin 201 is vertically inserted and inserted at the connection between the hook tail frame 103 and the connecting coupler 104, and the hook tail frame 103 and the connecting coupler 104 are movably connected through the hook tail pin 201. The upper and lower ends of the hook tail pin 201 are respectively arranged through the top and bottom of the hook tail frame 103, and the ends of the upper surface and the lower surface of the hook tail frame 103 are respectively fixedly connected with a limiting seat 202, and the limiting seat 202 is arranged corresponding to the hook tail pin 201. A limiting screw 203 is installed horizontally through the middle of the limiting seat 202, and the limiting seat 202 limits the hook tail pin 201 inside the hook tail frame 103 through the limiting screw 203;
[0042] Among them, since a certain angle is formed between the two carriages when the train is traveling, such as when passing a curve, it is necessary to allow the connecting coupler 104 and the hook tail frame 103 to be able to deflect at a certain angle to adapt to the above situation. Therefore, when the hook tail pin 201 is fixed to the connecting coupler 104 and the hook tail frame 103, a certain gap needs to exist between the two, that is, the plug-in fixation of the hook tail pin 201 must be relatively loose, and then the limiting seat 202 and the limiting screw 203 are designed to block the hook tail pin 201 to prevent the loosely installed hook tail pin 201 from falling off from the hook tail frame 103 and the connecting coupler 104.
[0043] Furthermore, a ring beam 301 is vertically fixedly welded at one end of the longitudinal steel beam 101 where the connecting coupler 104 is located, a coupler joist 302 is fixedly installed on one side of the ring beam 301 by bolts, the connecting coupler 104 passes through the ring beam 301 and the coupler joist 302 at the same time, the coupler joist 302 is used to support the connecting coupler 104, a rubber gasket 303 is fixedly bonded to the inner wall of the coupler joist 302, and the rubber gasket 303 is used to cushion between the connecting coupler 104 and the coupler joist 302;
[0044] Among them, since the connection between the connecting coupler 104 and the hook tail frame 103 is relatively loose, and a certain angle of deflection can occur between the two, in order to avoid the bending and deformation of the parts due to the excessive deflection angle, a ring beam 301 and a coupler support beam 302 are set, the purpose of which is to limit the relative deflection angle between the connecting coupler 104 and the hook tail frame 103; at the same time, the role of setting the rubber gasket 303 is to avoid long-term friction between the connecting coupler 104 and the ring beam 301 and the coupler support beam 302, which will cause wear of the vehicle parts.
[0045] Furthermore, a first deceleration rubber pad 401 is bonded to the upper surface of the hook tail frame 103, and a first deceleration pressure plate 402 is covered above the hook tail frame 103 corresponding to the first deceleration rubber pad 401, and both sides of the first deceleration pressure plate 402 are fixedly installed on the upper surface of the longitudinal steel beam 101 by bolts, and a second deceleration rubber pad 403 is arranged between the first deceleration rubber pad 401 and the first deceleration pressure plate 402, and the second deceleration rubber pad 403 is fixedly bonded to the lower surface of the first deceleration pressure plate 402, and the first deceleration rubber pad 401 cooperates with the second deceleration rubber pad 403, and the first deceleration pressure plate 402 is used to decelerate the hook tail frame 103 through the friction between the first deceleration rubber pad 401 and the second deceleration rubber pad 403;
[0046] Among them, since the friction between rubbers is relatively large, the first deceleration rubber pad 401 and the second deceleration rubber pad 403 are respectively bonded to the upper surface of the hook tail frame 103 and the lower surface of the first deceleration pressure plate 402, so that when the hook tail frame 103 is pulled and pushed by the connecting coupler 104 and moves relative to the longitudinal steel beam 101, the friction between the first deceleration rubber pad 401 and the second deceleration rubber pad 403 can be used to eliminate the impact force between the couplers to a certain extent, and the couplers can be buffered to a certain extent.
[0047] Further, a third deceleration rubber pad 501 is bonded to the lower surface of the hook tail frame 103, mounting bolts 502 are respectively fixedly welded to the lower surface of the longitudinal steel beam 101, a top plate 503 is fixedly installed on the mounting bolts 502 by nuts, a longitudinal pressure plate 504 is longitudinally fixedly connected to the center of the upper surface of the top plate 503, a second deceleration pressure plate 505 is fixedly connected to the top of the longitudinal pressure plate 504, the second deceleration pressure plate 505 and the top plate 503 are parallel to each other, a fourth deceleration rubber pad 506 is bonded to the upper surface of the second deceleration pressure plate 505, the fourth deceleration rubber pad 506 cooperates with the third deceleration rubber pad 501, the second deceleration pressure plate 505 is used to decelerate the hook tail frame 103 by the friction between the third deceleration rubber pad 501 and the fourth deceleration rubber pad 506, and the top plate 503 is used to apply pressure to the second deceleration pressure plate 505 by the mounting bolts 502;
[0048] The purpose of the matching relationship between the third deceleration rubber pad 501 and the fourth deceleration rubber pad 506 is to absorb the energy of the coupler impact process to a certain extent, thereby achieving a buffering effect. However, the long-term friction of the rubber pad will cause it to become thinner, which will lead to insufficient contact strength between the third deceleration rubber pad 501 and the fourth deceleration rubber pad 506, which is easy to reduce its buffering effect in the acceleration and deceleration process. Therefore, an adjustable top plate 503 is designed. By pushing the top plate 503 upward on the mounting bolts 502 to fix it, the gap caused by the wear of the rubber pad can be compressed again, thereby ensuring the buffering effect of the rubber pads on the coupler due to the friction between the rubber pads.
[0049] Among them, the reason why the adjustable top plate 503 is set below the hook tail frame 103 instead of above it is because the hook tail frame 103 has a downward pressure due to the effect of gravity, so the wear degree of the rubber pad for buffering set at its bottom is bound to be higher than the rubber pad above it, so this adjustable gap mechanism is more needed. At the same time, because the train body is above the hook tail frame 103, the space above it is limited, and it is impossible to set the mounting bolts 502 with a certain height. Even if the mounting bolts 502 are set, it is not convenient to use tools to adjust the height of the top plate 503 due to the small space. The mounting bolts 502 and the top plate 503 are set below the hook tail frame 103. Since the space below the train is large enough, it is more convenient to adjust the height of the top plate 503.
[0050] Further, the longitudinal steel beam 101 is fixedly connected to a transverse steel beam 601 at one end away from the ring beam 301, a top rod 602 is movably inserted at the center of the transverse steel beam 601, and the top rod 602 is arranged corresponding to the end of the hook tail frame 103, and the top rod 602 is located at the end of the outside of the transverse steel beam 601. The end of the top rod 602 located inside the transverse steel beam 601 is fixedly connected to a mounting plate 604, and a resistance rubber block 605 is fixedly glued to a side of the mounting plate 604 away from the top rod 602, and the resistance rubber block 605 cooperates with the hook tail frame 103, and the resistance rubber block 605 is used for lining between the hook tail frame 103 and the mounting plate 604. A resistance spring 606 is sleeved on the top rod 602, and the resistance spring 606 is arranged between the mounting plate 604 and the transverse steel beam 601, and the resistance spring 606 is used to absorb the impact force generated by the hook tail frame 103;
[0051] Among them, since the instantaneous impact force of the connecting coupler 104 on the hook tail frame 103 is relatively large when the vehicle brakes suddenly, the first buffer 106 is often subjected to a large impact force and is easily damaged. Therefore, in order to reduce the pressure of the first buffer 106 when it is subjected to an instantaneous impact, an auxiliary buffer device is selected to be arranged at the center of the transverse steel beam 601, that is, when the hook tail frame 103 is subjected to a large instantaneous impact force, it will move quickly toward the transverse steel beam 601. At this time, the hook tail frame 103 will push the top rod 602 outward through the resistance rubber block 605 and the mounting plate 604, and the mounting plate 604 will also compress the resistance spring 606 at the same time, so that the elastic potential energy of the resistance spring 606 can be used to assist in the buffering work while the first buffer 106 is performing the buffering work. At the same time, the resistance rubber block 605 is a soft rubber, which also has a certain energy absorption effect. Under the effect of multiple energy absorption buffers, the device can easily cope with the instantaneous impact force of the connecting coupler 104 on the hook tail frame 103 in the case of emergency braking.
[0052] Furthermore, a coupler controller 701 is provided above one end of the connecting coupler 104 near the coupler tongue 105, and the coupler controller 701 is used to control the opening state of the coupler tongue 105. A coupler lifting rod 703 is suspended on the coupler controller 701, and the coupler lifting rod 703 is used to lift and trigger the coupler controller 701. The coupler lifting rod 703 is a U-shaped curved rod, and a lifting rod rotating seat 702 is provided on the horizontal section of the coupler lifting rod 703. The lifting rod rotating seat 702 is fixedly connected to the frame, and the lifting rod rotating seat 702 is used to provide rotation support for the coupler lifting rod 703.
[0053] A method for using a coupler buffer device for a railway vehicle comprises the following steps:
[0054] S1, coupler connection;
[0055] The coupler controller 701 is triggered by lifting the coupler lifting lever 703, so that the coupler tongue 105 is released and opened, and then the coupler of another vehicle is brought into contact with the connecting coupler 104, so that the two coupler tongues 105 are locked with each other to achieve coupler connection;
[0056] S2, starting buffer;
[0057] When the vehicle starts, the front vehicle pulls the rear vehicle forward by locking the two connecting couplers 104. During the pulling process, the connecting coupler 104 of the rear vehicle drives the hook tail frame 103 to move forward through the hook tail pin 201. At this time, the second buffer 107 inside the hook tail frame 103 is squeezed by the resistance partition 102 to achieve starting buffering.
[0058] S3, brake buffer;
[0059] When the vehicle brakes, the deceleration effect of the front vehicle is transmitted to the rear vehicle through the locking of the two connecting couplers 104 to decelerate it. During the braking process, the connecting coupler 104 of the rear vehicle drives the hook tail frame 103 to move backward through the hook tail pin 201. At this time, the first buffer 106 inside the hook tail frame 103 is squeezed by the resistance partition 102 to achieve braking buffering;
[0060] S4, coupler disconnected;
[0061] The coupler controller 701 is triggered by lifting the coupler lifting rod 703, so that the coupler tongue 105 is released and opened. After the coupler tongue 105 of the front and rear vehicles is opened, the two connecting couplers 104 lose the ability to lock each other, and the couplers are disconnected by moving the vehicles.
[0062] In summary, the present invention vertically arranges a resistance baffle 102 between two longitudinal steel beams 101, and sleeves a hook tail frame 103 on the resistance baffle 102, so that the hook tail frame 103 can move relative to the resistance baffle 102, and at the same time, a first buffer 106 and a second buffer 107 are respectively installed transversely inside the hook tail frame 103, and the two are respectively arranged on both sides of the resistance baffle 102, so that when the vehicle accelerates or decelerates, the pulling force and braking force can be respectively transmitted to the two buffers. Compared with the existing single buffer full-time buffering method, the present invention can distribute the pulling force and thrust of the coupler to the two buffers respectively, so that each buffer has a cooling time, which reduces metal fatigue, increases the service life of the buffer, and improves the safety of the device.
[0063] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Under the concept of the present invention, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the present invention as described above, which are not provided in detail for the sake of simplicity.
[0064] The present invention is intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.
Claims
1. A coupler buffer device for a railway vehicle, comprising a longitudinal steel beam (101), wherein two longitudinal steel beams (101) are provided, the two longitudinal steel beams (101) are arranged parallel to each other, and the longitudinal steel beams (101) are fixedly connected to a vehicle frame, characterized in that: A resistance baffle (102) is vertically fixedly connected at the center of the two longitudinal steel beams (101); the two longitudinal steel beams (101) are fixedly connected through the resistance baffle (102) vertically arranged in the middle; a hook tail frame (103) is movably arranged between the two longitudinal steel beams (101); the hook tail frame (103) and the longitudinal steel beam (101) are arranged parallel to each other; the resistance baffle (102) is movably arranged inside the hook tail frame (103); a first buffer (106) is arranged on one side of the resistance baffle (102); and a second buffer (106) is arranged on the other side of the resistance baffle (102). The invention relates to a vehicle-mounted vehicle-carrying structure comprising a plurality of vehicle-mounted vehicles and a plurality of vehicle-mounted vehicles. The plurality of vehicle-mounted vehicles are provided with a plurality of first and second buffers, wherein the first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers. The first and second buffers are provided with a plurality of first and second buffers.
2. The railway vehicle coupler buffer device according to claim 1, characterized in that: A hook tail pin (201) is vertically inserted at the connection between the hook tail frame (103) and the connecting coupler (104); the hook tail frame (103) and the connecting coupler (104) are movably connected via the hook tail pin (201); the upper and lower ends of the hook tail pin (201) are respectively arranged to pass through the top and bottom of the hook tail frame (103); the ends of the upper surface and the lower surface of the hook tail frame (103) are respectively fixedly connected with a limiting seat (202); the limiting seat (202) is arranged corresponding to the hook tail pin (201); a limiting screw (203) is horizontally installed through the middle of the limiting seat (202); the limiting seat (202) limits the hook tail pin (201) inside the hook tail frame (103) via the limiting screw (203).
3. The railway vehicle coupler buffer device according to claim 1, characterized in that: A ring beam (301) is vertically fixedly welded to the end of the longitudinal steel beam (101) where the connecting coupler (104) is located, and a coupler support beam (302) is fixedly installed on one side of the ring beam (301) by bolts. The connecting coupler (104) passes through the ring beam (301) and the coupler support beam (302) at the same time. The coupler support beam (302) is used to support the connecting coupler (104). A rubber gasket (303) is fixedly bonded to the inner wall of the coupler support beam (302), and the rubber gasket (303) is used to cushion between the connecting coupler (104) and the coupler support beam (302).
4. The railway vehicle coupler buffer device according to claim 1, characterized in that: A first deceleration rubber pad (401) is bonded to the upper surface of the hook tail frame (103); a first deceleration pressure plate (402) is covered above the hook tail frame (103) corresponding to the first deceleration rubber pad (401); two sides of the first deceleration pressure plate (402) are respectively fixedly mounted on the upper surface of the longitudinal steel beam (101) by bolts; a second deceleration rubber pad (403) is arranged between the first deceleration rubber pad (401) and the first deceleration pressure plate (402); the second deceleration rubber pad (403) is fixedly bonded to the lower surface of the first deceleration pressure plate (402); the first deceleration rubber pad (401) cooperates with the second deceleration rubber pad (403); the first deceleration pressure plate (402) is used to decelerate the hook tail frame (103) through the friction between the first deceleration rubber pad (401) and the second deceleration rubber pad (403).
5. The railway vehicle coupler buffer device according to claim 1, characterized in that: A third deceleration rubber pad (501) is bonded to the lower surface of the hook tail frame (103), mounting bolts (502) are fixedly welded to the lower surface of the longitudinal steel beam (101), a top plate (503) is fixedly mounted on the mounting bolts (502) via nuts, a longitudinal pressure plate (504) is longitudinally fixedly connected to the center of the upper surface of the top plate (503), a second deceleration pressure plate (505) is fixedly connected to the top of the longitudinal pressure plate (504), and the second deceleration pressure plate (505) and the top plate (503) are mutually connected. The second deceleration pressure plate (505) is parallel to the first deceleration pressure plate (501), and a fourth deceleration rubber pad (506) is bonded to the upper surface of the second deceleration pressure plate (505). The fourth deceleration rubber pad (506) cooperates with the third deceleration rubber pad (501). The second deceleration pressure plate (505) is used to decelerate the hook tail frame (103) through the friction force between the third deceleration rubber pad (501) and the fourth deceleration rubber pad (506). The top plate (503) is used to apply pressure to the second deceleration pressure plate (505) through the installation bolts (502).
6. The railway vehicle coupler buffer device according to claim 3, characterized in that: The end of the longitudinal steel beam (101) away from the ring beam (301) is fixedly connected to a transverse steel beam (601), and a top rod (602) is movably inserted at the center of the transverse steel beam (601). The top rod (602) is arranged corresponding to the end of the hook tail frame (103). The end of the top rod (602) located outside the transverse steel beam (601) is fixedly connected to a baffle (603), and the end of the top rod (602) located inside the transverse steel beam (601) is fixedly connected to a mounting plate (604), and the mounting plate (604) is away from the top rod. A resistance rubber block (605) is fixedly glued to one side of the rod (602), and the resistance rubber block (605) cooperates with the hook tail frame (103). The resistance rubber block (605) is used to cushion between the hook tail frame (103) and the mounting plate (604). A resistance spring (606) is sleeved on the top rod (602), and the resistance spring (606) is set between the mounting plate (604) and the transverse steel beam (601). The resistance spring (606) is used to absorb the impact force generated by the hook tail frame (103).
7. The railway vehicle coupler buffer device according to claim 1, characterized in that: A coupler controller (701) is arranged above one end of the connecting coupler (104) close to the coupler tongue (105), and the coupler controller (701) is used to control the opening state of the coupler tongue (105). A coupler lifting rod (703) is suspended and installed on the coupler controller (701), and the coupler lifting rod (703) is used to lift and trigger the coupler controller (701). The coupler lifting rod (703) is a U-shaped curved rod. A lifting rod rotating seat (702) is arranged on the horizontal section of the coupler lifting rod (703), and the lifting rod rotating seat (702) is fixedly connected to the vehicle frame. The lifting rod rotating seat (702) is used to provide rotation support for the coupler lifting rod (703).
8. The method for using the railway vehicle coupler buffer device according to any one of claims 1 to 7, characterized in that: The steps include: S1, coupler connection; The coupler controller (701) is triggered by lifting the coupler lifting rod (703), so that the coupler tongue (105) is released and opened, and then the coupler of another vehicle is brought into contact with the connecting coupler (104), so that the two coupler tongues (105) are locked with each other to achieve coupler connection; S2, starting buffer; When the vehicles start, the front vehicle pulls the rear vehicle forward by locking the two connecting couplers (104). During the pulling process, the connecting coupler (104) of the rear vehicle drives the hook tail frame (103) to move forward through the hook tail pin (201). At this time, the second buffer (107) inside the hook tail frame (103) is squeezed by the resistance partition (102) to achieve starting buffering; S3, brake buffer; When the vehicle brakes, the deceleration effect of the front vehicle is transmitted to the rear vehicle through the locking of the two connecting couplers (104) to decelerate it. During the braking process, the connecting coupler (104) of the rear vehicle drives the hook tail frame (103) to move backward through the hook tail pin (201). At this time, the first buffer (106) inside the hook tail frame (103) is squeezed by the resistance partition (102) to achieve brake buffering; S4, coupler disconnected; The coupler controller (701) is triggered by lifting the coupler lifting rod (703), so that the coupler tongue (105) is released from restraint and opened. After the coupler tongues (105) of the leading and trailing vehicles are opened, the two connecting couplers (104) lose the ability to lock each other, and the couplers are disconnected by moving the vehicles.
Citation Information
Patent Citations
Car coupler buffer device
CN111098882A