Railway wagon coupling buffer device and mounting method

Abstract

This invention discloses a railway freight car coupler buffer device and its installation method, which solves the problems of small passing radius and safety risks in existing coupler buffer devices. It has the beneficial effects of ensuring vehicle passability and reducing operational risks. The specific solution is as follows: A railway freight car coupler buffer device includes a support member located inside the end plate of the car body. The support member is spaced apart from the end plate of the car body. A connecting hook and a traction hook are movably arranged at both ends of the support member. Both the connecting hook and the traction hook pass through the end plate of the car body. An elastic buffer mechanism is provided on the other side of the support member opposite to the connecting hook. One end of the elastic buffer mechanism is movably connected to the support member and connected to the car body. The traction hook is connected to the connecting hook at the end of another car body through the connecting member. The length of the connecting member is adjustable and can be locked after the length of the connecting member is adjusted.

Description

Technical Field

[0001] This invention relates to the field of railway freight car technology, and in particular to a railway freight car coupler buffer device and its installation method. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] For trains, adjacent cars are connected by couplers, and a buffer is installed between the two cars. For freight cars, the number of cars in a fleet is usually large, and with the increase in transport capacity and speed, the coupler buffer devices installed between adjacent cars in freight cars currently have two types: one is a fixed coupler, which is not conducive to the coupling and uncoupling of cars; the other is a coupler with a chain hook, which facilitates coupling and uncoupling, but still has the following problems:

[0004] In railway freight cars equipped with chain hooks, the buffers are located on both sides of the car body end, and the chain hooks are in the middle. This results in a smaller coupler swing angle and a poorer ability for the vehicle to pass through curves.

[0005] For coupler buffer devices with the chain hook in the middle, when uncoupling and coupling vehicles, the operator needs to enter the center position at the end of the vehicle body to loosen or connect the chain hook. The operator needs to enter the inside of the buffer to operate the coupler before the vehicle has come to a complete stop. The buffer and the vehicle are both quite heavy. If the vehicle goes out of control or moves too fast, and the operator is not yet in position, it is extremely dangerous for the operator and could even lead to serious accidents such as loss of life. Summary of the Invention

[0006] To address the shortcomings of existing technologies, the purpose of this invention is to provide a railway freight car coupler buffer device that can meet the requirements of increased curve radius for vehicles, making the operation safer and more efficient for operators to perform vehicle coupling and uncoupling operations.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0008] A railway freight car coupler buffer device includes a support member located inside the end plate of the car body, with a distance between the support member and the end plate. A connecting hook and a traction hook are movably mounted at both ends of the support member, both passing through the end plate of the car body. An elastic buffer mechanism is mounted on the other side of the support member opposite to the connecting hook. One end of the elastic buffer mechanism is movably connected to the support member and connected to the car body. The traction hook is connected to a connecting hook at the end of another car body via the connecting member, and the connecting hook is connected to a traction hook at the end of another car body via the connecting member. The length of the connecting member is adjustable and can be locked after adjustment. The connecting member is movable relative to the connecting hook. A buffer is fixedly mounted on the end plate of the car body between the traction hook and the connecting hook, and the buffer is located away from the elastic buffer mechanism.

[0009] As described above, a railway freight car coupler buffer device includes a rod body for both the traction hook and the connecting hook. The ends of the rod body are movably connected to the supporting member. The end of the traction hook rod body is provided with an open hook body, and the end of the connecting hook is provided with a closed hook body.

[0010] As described above, a railway freight car coupler buffer device includes two oppositely arranged connecting chain links, one of which passes through the connecting hook. The two connecting chain links are connected by a threaded rod. A connecting sleeve is provided at the opening of the connecting chain link. A threaded rod passes through the connecting sleeve and is fastened to the sleeve. An operating element is provided at the threaded rod.

[0011] As described above, in a railway freight car coupler buffer device, threads are provided on both sides of the threaded screw to respectively mate with the connecting screw sleeve, the thread directions of the threads on both sides of the threaded screw are opposite, and there is a smooth rod between the threads on both sides of the threaded screw;

[0012] The operating component is a handle rotation retaining ring, which includes two semi-circular rings. The two semi-circular rings are fitted around the smooth rod and fixed backward by an elastic pin. One of the semi-circular rings is fixed with a handle.

[0013] As described above, a railway freight car coupler buffer device includes an elastic buffer mechanism comprising a traction rod, one end of which is connected to the support member. The traction rod is circumferentially fitted with an impact seat plate, an elastic component, a tie rod end cap, and a first fastener. The impact seat plate is connected to the car body.

[0014] As described above, a railway freight car coupler buffer device includes an elastic component comprising multiple elastic parts, with a pad disposed between adjacent elastic parts.

[0015] The first fastener includes a nut, and a first cotter pin is provided after the nut locks the traction rod.

[0016] As described above, in a railway freight car coupler buffer device, one end of the traction rod is provided with a U-shaped connecting seat, the U-shaped connecting seat has a groove, the width of the groove is greater than or equal to the thickness of the supporting member, and the U-shaped connecting seat and the supporting member are connected by a connecting pin.

[0017] As described above, a railway freight car coupler buffer device includes two support plates, which are spaced apart and fixedly connected; the ends of the two support plates are respectively connected to the connecting hook and the traction hook.

[0018] The center of the supporting member on the side away from the vehicle body end plate is connected to the elastic buffer mechanism.

[0019] As described above, a railway freight car coupler buffer device has a mounting plate at one end of the buffer, which is connected to the car body end plate. The other end of the buffer is enlarged, and the connecting member connected to the connecting hook extends beyond the buffer's setting, thus extending the buffer beyond the traction hook's setting.

[0020] Secondly, the present invention also provides a method for installing a railway freight car coupler buffer device, comprising the following:

[0021] A support member is provided on the inner side of the vehicle body end plate. The support member is connected to the vehicle body through an elastic buffer mechanism. A buffer is fixed on the side of the vehicle body end plate away from the elastic buffer mechanism.

[0022] One end of the support component is movably connected to the connecting hook, and the other end is movably connected to the traction hook;

[0023] The connecting hook and the towing hook are respectively installed through the end plate of the vehicle body;

[0024] One end of the connecting component is connected to the connecting hook;

[0025] Loosen the connecting component to lengthen it. After the two vehicles approach each other, the connecting components on both sides are connected to the corresponding towing hooks in turn. After the connection is completed, shorten the length of the connecting component and lock it.

[0026] The beneficial effects of the present invention are as follows:

[0027] 1) In this invention, the traction hook and connecting hook are connected by a supporting member, which is also connected to an elastic buffer mechanism. This allows for the adjustment of the positions of the buffer and the coupler (traction hook and connecting hook), with the buffer positioned between the traction hook and the connecting hook. A connecting member is provided at the connecting hook, enabling the connecting hook to connect with the traction hook of another vehicle. The traction hook is connected with the connecting member of another vehicle. Because the connecting member is movable relative to the connecting hook, it is not fixed during vehicle operation. Furthermore, the connecting member is not located at the center of the vehicle but on the side, ensuring the vehicle's passability. The vehicle can easily pass through curves, enhancing its ability to adapt to harsher environments. Moreover, when uncoupling or coupling, the operator needs to enter the inside of the buffer, allowing the operation to be performed after the vehicle has stopped, greatly improving operational safety.

[0028] 2) The overall structure of the present invention is reasonably designed. The supporting component is located inside the end plate of the vehicle body, ensuring the connection between the outside of the end plate of the vehicle body and the buffer. The two ends of the supporting component are provided with traction hooks and connecting hooks. The traction hooks and connecting hooks pass through the end plate of the vehicle body and are located on one side of the supporting component. The other side of the supporting component away from the end plate of the vehicle body is connected to the elastic buffer mechanism. This ensures the reasonable arrangement of each component and can ensure the vehicle's passability while effectively buffering the impact.

[0029] 3) In this invention, the supporting member is movably connected to the connecting hook and the traction hook, so that the connecting hook and the traction hook can swing relative to the supporting member. They are not fixed to the vehicle end plate, but are movably fixed to both ends of the supporting member. When the vehicle turns, the supporting member tilts towards the traction component on the outside, further ensuring the vehicle's passability.

[0030] 4) The connecting component structure in this invention is reasonably designed. The connecting chain links pass through the connecting hook, which ensures that the connecting component can move relative to the connecting hook during vehicle operation. The connecting chain links on both sides are then connected by threaded screws. When the vehicle is un-coupling or coupled, the threaded screws can be loosened, and after connection, the threaded screws can be tightened again, which is convenient for operation.

[0031] 5) The elastic buffer mechanism in this invention has a reasonable structure. The elastic buffer mechanism is movably connected to the support component to ensure the flexibility of the elastic buffer mechanism. The traction rod in the elastic buffer mechanism is circumferentially fitted with an impact seat plate, an elastic component and a pull rod end cap, and is locked by the first fastener to effectively absorb the force between vehicles and ensure the buffering effect. Attached Figure Description

[0032] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0033] Figure 1 This is a front view of a railway freight car coupler buffer device according to one or more embodiments of the present invention.

[0034] Figure 2 This is a top view of a railway freight car coupler buffer device according to one or more embodiments of the present invention.

[0035] Figure 3 This is a front view of the first element in a railway freight car coupler buffer device according to one or more embodiments of the present invention.

[0036] The diagram exaggerates the spacing or dimensions between parts to show their positions; the diagram is for illustrative purposes only.

[0037] The components are: 1. Connecting chain link, 2. Threaded pull rod, 3. Right-hand connecting threaded sleeve, 4. Left-hand connecting threaded sleeve, 5. Connecting hook, 6. Support plate, 7. Traction hook, 8. Handle rotating shackle, 9. Handle, 10. Traction rod, 11. Connecting pin, 12. Impact seat plate, 13. Elastic device, 14. Pull rod end cap, 15. Nut, 16. Buffer, 17. Round pin, 18. Second cotter pin, 19. First cotter pin, 20. Washer, 21. Elastic round pin, 22. Rivet, 23. Vehicle body end plate, 24. Pad plate. Detailed Implementation

[0038] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0039] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless otherwise expressly indicated by the invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0040] As described in the background section, existing coupler buffer devices suffer from problems such as small radius and safety risks when operators connect them. To address these technical issues, this invention proposes a railway freight car coupler buffer device.

[0041] Example 1

[0042] In a typical embodiment of the present invention, reference is made to Figure 1As shown, a railway freight car coupler buffer device includes a support member located inside a car body end plate 23, with a distance between the support member and the car body end plate 23. A connecting hook 5 and a traction hook 7 are movably mounted at both ends of the support member, passing through the car body end plate 23. An elastic buffer mechanism is mounted on the other side of the support member opposite to the connecting hook 5, with one end movably connected to the support member and connected to the car body. The traction hook 7 is connected to a connecting hook 5 at the end of another car body via a connecting member. The length of the connecting member is adjustable and can be locked after adjustment. The connecting member is movable relative to the connecting hook. A buffer 16 is fixedly mounted between the traction hook 7 and the connecting hook 5 on the car body end plate 23, away from the elastic buffer mechanism.

[0043] It is easy to understand that both the connecting hook 5 and the traction hook 7 include a rod body, and the ends of the rod body and the supporting member are movably connected. Specifically, a collar is provided at one end of the rod body, and the collar is fitted onto the round pin 17. The round pin 17 is fixed to both ends of the supporting member. After the round pin 17 is connected to the rod body or the supporting member, it is fixed by the second cotter pin 18. The rod body end of the connecting hook 5 is provided with a closed hook body, and the rod body end of the traction hook 7 is provided with an open hook body.

[0044] In this embodiment, the lengths of the connecting hook 5 and the traction hook 7 can be the same, the connecting component connected to the connecting hook extends beyond the buffer setting, and the buffer extends beyond the traction hook setting.

[0045] It should be noted that the connecting component includes two oppositely arranged connecting chain links 1. The connecting chain links 1 are U-shaped, and the length of the connecting chain links 1 is greater than the length of the connecting hook body. The two connecting chain links 1 are connected by a threaded pull rod 2. A connecting threaded sleeve is provided at the open end of the connecting chain link 1. The threaded screw 2 passes through the connecting threaded sleeve and is fastened to the threaded sleeve. During installation, the first connecting chain link 1 is inserted into the cavity of the hook body at the end of the connecting hook 5. Then, the two connecting chain links 1 are connected to the right-hand connecting threaded sleeve 3 and the left-hand connecting threaded sleeve 4 by heating and deformation. The right-hand connecting threaded sleeve 3 and the left-hand connecting threaded sleeve 4 have internal threads in the middle, and the thread directions are exactly opposite, one right-handed and one left-handed.

[0046] Correspondingly, the threaded tie rod 2 has threads on both sides, with the threads on both sides in opposite directions, which perfectly matches the thread structure of the right-hand connecting thread sleeve 3 and the left-hand connecting thread sleeve 4, and the middle section of the threaded tie rod is a smooth rod.

[0047] In this embodiment, the threaded pull rod 2 is provided with a handle rotation retainer 8 in the circumferential direction. The handle rotation retainer 8 includes two semi-circular rings, which are fixed to the threaded pull rod 2 in the circumferential direction by elastic round pins 21. One of the semi-circular rings is fixed with a handle 9. The handle rotation retainer 8 is fixed to the smooth rod in the middle of the threaded pull rod 2 by the setting of the elastic round pins 21. In this way, the handle rotation retainer 8 and the threaded pull rod 2 are connected as one unit. The handle rotation retainer 8 drives the threaded pull rod 2 to rotate relative to the right-hand connecting thread sleeve 3 and the left-hand connecting thread sleeve 4, thereby making the threaded pull rod 2 loose relative to the right-hand connecting thread sleeve 3 and the left-hand connecting thread sleeve 4, so as to facilitate the attachment or detachment of the connecting hook and the traction hook.

[0048] It is easy to understand that the support component specifically includes two support plates 6, which are arranged vertically and parallel to each other. The support plates 6 are perpendicular to the vertically arranged vehicle body end plate 23. There is a gap between the vehicle body end plate 23 and the support plates 6, and a gap between the two support plates 6. The two support plates 6 are connected by multiple rivets 22 to enhance the strength of the support component. The support component is connected to the U-shaped connecting seat at the end of the traction rod 10 by a connecting pin 11. After the connecting pin 11 passes through the support component and the U-shaped connecting seat, a third cotter pin is provided, which plays a fixing role.

[0049] Specifically, the width of the middle part of the support plate 6 is greater than the width of its two ends. The distance between the two support plates 6 is set to facilitate the installation of the connecting hook 5 and the towing hook 7. The support plate 6 is located inside the end plate of the vehicle body and is connected to the connecting hook 5 and the towing hook 7 through the ends of the two support plates.

[0050] In this embodiment, the elastic buffer mechanism includes a traction rod 10, and a U-shaped connecting seat is provided at one end of the traction rod 10. It is easy to understand that the U-shaped connecting seat is provided with a groove, the width of which is greater than or equal to the thickness of the two support plates 6 in the support member. The U-shaped connecting seat is connected to the support member by a connecting pin 11.

[0051] The side of the traction rod 10 away from the U-shaped connecting seat is circumferentially fitted with an impact seat plate 12, an elastic component, a pull rod end cap 14, and a first fastener. The impact seat plate 12 is located close to the U-shaped connecting seat and is used to connect with the vehicle body to achieve overall fixation to the vehicle body. The elastic component includes two elastic parts 13, which are specifically rubber elastic rings to absorb energy. A pad 24 is provided between the two elastic parts 13, and the outer diameter of the pad 24 is larger than the outer diameter of the elastic parts 13. The first fastener is specifically a nut 15, with a washer 20 provided inside the nut 15 and a first cotter pin 19 fixed outside the nut.

[0052] It is easy to understand that the number of elastic components 13 can also be 3 or 4, and a pad 24 is provided between each pair of adjacent elastic components.

[0053] It should be noted that the impact seat plate 12 is a square plate, and the side length of the impact seat plate 12 is greater than the diameter of the elastic member 13. Openings are provided at the four corners of the impact seat plate 12 for connection with the vehicle body. The tie rod end cap 14 is a circular cap, and the outer diameter of the tie rod end cap gradually decreases on the side close to the nut 15. The maximum outer diameter of the tie rod end cap 14 is greater than the outer diameter of the pad plate 24.

[0054] Specifically, during installation, the impact seat plate 12 is fitted onto the traction rod 10, the elastic component 13 is fitted onto the traction rod, a pad 24 is added, the elastic component 13 is fitted again, and then the pull rod end cap 14 is fitted. After the pull rod end cap 14 contacts the elastic component, a washer 20 is placed at the traction rod 10 and tightened with a nut 15. Finally, the first cotter pin 19 is inserted into the end hole of the traction rod 10, thus completing the installation of the elastic buffer mechanism. After installation, the impact seat plate 12 is connected to the vehicle body impact seat (not shown), allowing the coupler to be fixed to the vehicle body.

[0055] In this embodiment, the buffer 16 is a conventional metal buffer. One end of the buffer is provided with a mounting plate, which is connected to the vehicle body end plate 23 by bolts and nuts, so that the buffer 16 is fixed in the center of the vehicle body end beam, so that the vehicle plays a role in buffering the vehicle during operation. The other end of the buffer 16 away from the vehicle body end plate 23 is enlarged, so that the end of the buffer away from the vehicle body end plate is a transversely arranged T-shape, so that the buffer can effectively absorb the energy between the vehicles when they come into contact.

[0056] The device provided in this embodiment connects the towing hook and the connecting hook through a support member. The support member is also connected to an elastic buffer mechanism. This allows for adjustment of the positions of the buffer and the coupler (towing hook and connecting hook), with the buffer positioned between the towing hook and the connecting hook. A connecting member is provided at the connecting hook, enabling the connecting hook to connect with the towing hook of another vehicle. The towing hook connects with the connecting member of the other vehicle. Because the connecting member is movable relative to the connecting hook, it is not fixed during vehicle operation. Furthermore, the connecting member is not located at the center of the vehicle but on the side, ensuring vehicle passability. The vehicle can easily pass through curves, enhancing its ability to adapt to harsher environments. Moreover, when uncoupling or coupling, operators need to enter the inside of the buffer, allowing operations to be performed after the vehicle has stopped, greatly improving operational safety.

[0057] Example 2

[0058] This embodiment provides an installation method for a railway freight car coupler buffer device as described in Embodiment 1, including the following:

[0059] A support member is provided on the inner side of the vehicle body end plate. The side of the support member away from the vehicle body end plate is connected to the vehicle body through an elastic buffer mechanism. A buffer is fixed on the side of the vehicle body end plate away from the elastic buffer mechanism.

[0060] One end of the support component is movably connected to the connecting hook, and the other end is movably connected to the traction hook;

[0061] The connecting hook and the towing hook are respectively installed through the end plate of the vehicle body;

[0062] One end of the connecting component is connected to the connecting hook;

[0063] Loosen the connecting component to lengthen it. After the two vehicles approach each other, the connecting components on both sides are connected to the corresponding towing hooks in turn. After the connection is completed, shorten the length of the connecting component and lock it.

[0064] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A railway freight car coupler buffer device, characterized in that, The system includes a support component located inside the vehicle body end plate, with a gap between the support component and the end plate. A connecting hook and a traction hook are movably mounted at both ends of the support component, both passing through the end plate. An elastic buffer mechanism is located on the other side of the support component opposite the connecting hook, with one end movably connected to the support component and the vehicle body. The traction hook is connected to a connecting hook at the end of another vehicle body via a connecting component. The connecting hook is also connected to a traction hook at the end of another vehicle body via the connecting component. The length of the connecting component is adjustable and can be locked after adjustment. The connecting component is movable relative to the connecting hook. A buffer is fixedly mounted between the traction hook and the connecting hook on the end plate, away from the elastic buffer mechanism. This configuration places the connecting component not at the center of the vehicle but on the side, enhancing its ability to navigate curves and eliminating the need for operators to enter the center of the vehicle body end during uncoupling or coupling. Both the traction hook and the connecting hook include a rod body, and the ends of the rod body are movably connected to the supporting member. The end of the rod body of the traction hook is provided with an open hook body, and the end of the connecting hook is provided with a closed hook body. The elastic buffer mechanism includes a traction rod, one end of which is connected to the support member. The traction rod is circumferentially fitted with an impact seat plate, an elastic component, a pull rod end cap, and a first fastener. The impact seat plate is connected to the vehicle body. One end of the traction rod is provided with a U-shaped connecting seat. The U-shaped connecting seat has a groove, the width of which is greater than or equal to the thickness of the support member. The U-shaped connecting seat and the support member are connected by a connecting pin.

2. The railway freight car coupler buffer device according to claim 1, characterized in that, The connecting component includes two oppositely arranged connecting links, one of which passes through the connecting hook. The two connecting links are connected by a threaded rod. A connecting sleeve is provided at the opening of the connecting link. A threaded rod passes through the connecting sleeve and is fastened to the sleeve. An operating element is provided at the threaded rod.

3. A railway freight car coupler buffer device according to claim 2, characterized in that, Both sides of the threaded screw are provided with threads to respectively mate with the connecting screw sleeve. The threads on both sides of the threaded screw are arranged in opposite directions, and there is a smooth rod between the threads on both sides of the threaded screw. The operating component is a handle rotation retaining ring, which includes two semi-circular rings. The two semi-circular rings are fitted onto the smooth rod and then fixed by elastic round pins. One of the semi-circular rings is fixed with a handle.

4. A railway freight car coupler buffer device according to claim 1, characterized in that, The elastic component includes multiple elastic parts, and a pad is provided between two adjacent elastic parts; The first fastener includes a nut, and a first cotter pin is provided after the nut locks the traction rod.

5. A railway freight car coupler buffer device according to claim 1, characterized in that, The support component includes two support plates, which are spaced apart and fixedly connected; the ends of the two support plates are respectively connected to the connecting hook and the traction hook. The center of the supporting member on the side away from the vehicle body end plate is connected to the elastic buffer mechanism.

6. A railway freight car coupler buffer device according to claim 1, characterized in that, One end of the buffer is provided with a mounting plate, which is connected to the vehicle body end plate. The other end of the buffer is enlarged, and the connecting component connected to the connecting hook extends beyond the buffer setting, thus extending the buffer beyond the towing hook setting.

7. A method for installing a railway freight car coupler buffer device according to any one of claims 1-6, characterized in that, Includes the following: A support member is provided on the inner side of the vehicle body end plate. The support member is connected to the vehicle body through an elastic buffer mechanism. A buffer is fixed on the side of the vehicle body end plate away from the elastic buffer mechanism. One end of the support component is movably connected to the connecting hook, and the other end is movably connected to the traction hook; The connecting hook and the towing hook are respectively installed through the end plate of the vehicle body; One end of the connecting component is connected to the connecting hook; Loosen the connecting component to lengthen it. After the two vehicles approach each other, the connecting components on both sides are connected to the corresponding towing hooks in turn. After the connection is completed, shorten the length of the connecting component and lock it.

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