Railway wagon coupler buffer

Abstract

The invention discloses a railway wagon coupler buffer, and belongs to the technical field of coupler buffers, the coupler buffer comprises a buffer and a coupler knuckle arranged on the buffer, one end, far away from the coupler knuckle, of the buffer is fixedly provided with a slave seat plate, the coupler knuckle is sleeved with an impact seat, and auxiliary mechanisms are symmetrically arranged between the impact seat and the slave seat plate; the auxiliary mechanism comprises a connecting rod arranged on the impact seat, and a buffer cylinder used for being arranged on the connecting rod in a sleeving mode is installed on the seat plate. By designing multi-stage buffering, the situation that the single-stage load of the buffer is too heavy can be reduced, so that frequent application of limit load is reduced, the service life of the buffer is prolonged, each stage of buffering can play a role, the pressure of each impact stage is relieved, and when a vehicle is connected, the buffering effect is good. The buffer firstly provides softer buffering force to reduce the initial impact, and the buffering force can be gradually increased in the subsequent buffering stage so as to cope with stronger impact.

Description

Technical Field

[0001] The present application relates to the technical field of coupler buffers, and in particular to a railway freight car coupler buffer. Background Art

[0002] The safety and transportation efficiency of railway freight cars have always been the focus of the railway industry. In the process of railway freight, the connection and buffer system between trains plays a vital role. Couplers and buffers are key components to ensure the normal operation of trains and prevent the impact force caused by collision from causing damage to the freight car structure.

[0003] Traditional railway freight car coupler buffers usually include a coupler body, a buffer device, and related mechanical components connected to the coupler. The main function of these systems is to absorb the kinetic energy caused by sudden acceleration or deceleration of the train during operation, reduce the relative movement between carriages, and thus effectively avoid collisions between freight cars. Although the design of traditional buffers can absorb impact force to a certain extent, under high speed or heavy load conditions, the buffer's energy absorption capacity is limited and cannot effectively reduce the impact force between freight car compartments, resulting in cargo damage or equipment failure.

[0004] Therefore, the present application provides a railway freight car coupler buffer to solve the above problems. Summary of the invention

[0005] The present application provides a railway freight car coupler buffer, aiming to solve the problem raised in the background art that under high speed or heavy load conditions, the buffer has limited energy absorption capacity and cannot effectively reduce the impact force between freight car compartments, resulting in cargo damage or equipment failure.

[0006] To achieve the above-mentioned purpose, the present application provides the following technical solutions: a railway freight car coupler buffer, comprising a buffer and a hook tongue arranged on the buffer, a slave seat plate is fixedly installed on one end of the buffer away from the hook tongue, and an impact seat is sleeved on the hook tongue; An auxiliary mechanism is symmetrically arranged between the impact seat and the slave seat plate; The auxiliary mechanism includes a connecting rod arranged on the impact seat, a buffer cylinder for being sleeved with the connecting rod is installed on the seat plate, a piston is fixedly installed on the end of the connecting rod away from the impact seat, a pneumatic through hole for the movable insertion of the piston is opened on the buffer cylinder, and an air valve is provided on the end of the buffer cylinder away from the connecting rod, which cooperates with the reset spring sleeved on the connecting rod to reset the connecting rod after the buffer cylinder releases the gas through buffering, thereby reducing the impact generated when the vehicle is driving.

[0007] Preferably, a sealing ring is movably inserted at one end of the connecting rod away from the seat plate, and the sealing ring is connected to the buffer cylinder.

[0008] Preferably, the outer sleeve of the connecting rod is provided with a return spring for connecting with the sealing ring, and one end of the return spring away from the sealing ring is connected with the impact seat, and the return spring can play a role of secondary buffering.

[0009] Preferably, a mounting seat is sleeved on one end of the buffer cylinder away from the connecting rod, and the air valve is mounted on the mounting seat.

[0010] Preferably, one end of the connecting rod away from the buffer cylinder is fixedly connected to a connecting seat, and the connecting seat is fixedly connected to the impact seat. The air valve is fixed by installing the seat sleeve to prevent the air valve from falling off due to excessive bumps during the travel of the railway freight car.

[0011] Preferably, one end of the buffer cylinder away from the connecting rod is fixedly connected to a fixing seat, and the fixing seat is fixedly connected to the slave seat plate by screws.

[0012] The coupler buffer is designed with an auxiliary mechanism on the basis of a coupler tongue and a buffer. A connecting rod is movably connected to a pneumatic through hole opened in a buffer cylinder through a piston, so that when the piston moves, the gas in the buffer cylinder is compressed, thereby generating a reverse force to reduce the original impact force. At the same time, in conjunction with a reset spring sleeved on the connecting rod, the connecting rod can be reset with the connecting rod after the buffer cylinder releases gas through buffering. By designing a multi-stage buffer, the excessive burden of the buffer in a single stage can be reduced, thereby reducing the frequent application of the extreme load and extending the service life of the buffer. Each stage of buffering can play its role and relieve the pressure in each impact stage. When the vehicles are connected, the buffer first provides a softer buffering force to reduce the initial impact, and the subsequent buffering stage can gradually increase the buffering force to cope with stronger impacts. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of a railway freight car coupler buffer; Figure 2 It is a structural schematic diagram of the front view; Figure 3 It is a structural schematic diagram of the cross-section of the buffer cylinder; Figure 4 for Figure 3 Schematic diagram of the structure enlarged at point A in the middle.

[0014] In the figure: 1. Hook tongue; 2. Buffer; 3. Slave plate; 4. Impact seat; 5. Auxiliary mechanism; 51. Connecting rod; 511. Piston; 52. Return spring; 53. Buffer cylinder; 531. Pneumatic through hole; 54. Sealing ring; 55. Mounting seat; 56. Air valve; 57. Connecting seat; 58. Fixed seat. DETAILED DESCRIPTION

[0015] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0016] This embodiment provides a railway freight car coupler buffer, such as Figure 1-4 As shown, the coupler buffer comprises a buffer 2 and a hook tongue 1 arranged on the buffer 2, a seat plate 3 is fixedly mounted on one end of the buffer 2 away from the hook tongue 1, and an impact seat 4 is sleeved on the hook tongue 1; An auxiliary mechanism 5 is symmetrically arranged between the impact seat 4 and the slave seat plate 3; The auxiliary mechanism 5 includes a connecting rod 51 arranged on the impact seat 4, a buffer cylinder 53 for being sleeved with the connecting rod 51 is installed on the seat plate 3, a piston 511 is fixedly installed on the end of the connecting rod 51 away from the impact seat 4, a pneumatic through hole 531 for movably inserting the piston 511 is opened on the buffer cylinder 53, an air valve 56 is arranged on the end of the buffer cylinder 53 away from the connecting rod 51, a sealing ring 54 is movably inserted at the end of the connecting rod 51 away from the seat plate 3, and the sealing ring 54 is connected to the buffer cylinder 53.

[0017] Specifically, the connecting rod 51 is movably connected with the buffer cylinder 53 and forms a seal with the sealing ring 54. At the same time, it cooperates with the piston 511 and the pneumatic through hole 531 opened in the buffer cylinder 53. When the hook tongue 1 is impacted and drives the hook tongue 1 to approach the buffer 2, the piston 511 moves to the depth of the pneumatic through hole 531, and the gas in the buffer cylinder 53 is compressed, thereby generating a reverse force to reduce the original impact force. At the same time, in cooperation with the reset spring 52 mounted on the connecting rod 51, the connecting rod 51 can be reset with the connection rod 51 after the buffer cylinder 53 releases the gas after buffering, thereby reducing the impact generated when the vehicle is driving.

[0018] The outer sleeve of the connecting rod 51 is provided with a return spring 52 for connecting with the sealing ring 54 , and one end of the return spring 52 away from the sealing ring 54 is connected with the impact seat 4 .

[0019] More specifically, the reset spring 52 sleeved on the connecting rod 51 plays the role of driving the hook tongue 1 and the impact seat 4 to reset in the later stage. At the same time, the reset spring 52 can play the role of secondary buffering.

[0020] One end of the buffer cylinder 53 away from the connecting rod 51 is sleeved with a mounting seat 55, and the air valve 56 is installed on the mounting seat 55. One end of the connecting rod 51 away from the buffer cylinder 53 is fixedly connected to a connecting seat 57, and the connecting seat 57 is fixedly connected to the impact seat 4.

[0021] It should be noted that the air valve 56 serves to discharge the gas inside the buffer cylinder 53. The air valve 56 is mounted and fixed by the mounting seat 55 to prevent the air valve 56 from falling off due to excessive bumps during the travel of the railway freight car.

[0022] One end of the buffer tube 53 away from the connecting rod 51 is fixedly connected to a fixing seat 58 , and the fixing seat 58 is fixedly connected to the seat plate 3 by screws.

[0023] It is worth mentioning that the fixing seat 58 is fixed on the seat plate 3 by screws, which makes it convenient for the staff to disassemble the buffer cylinder 53 later.

[0024] When in use, an auxiliary mechanism 5 is designed on the basis of the hook tongue 1 and the buffer 2, and the connecting rod 51 is movably connected to the pneumatic through hole 531 opened in the buffer cylinder 53 through the piston 511, so that when the piston 511 moves, the gas in the buffer cylinder 53 is compressed, thereby generating a reverse force to reduce the original impact force, and at the same time, in conjunction with the reset spring 52 mounted on the connecting rod 51, the connecting rod 51 can be reset after the buffer cylinder 53 releases the gas after buffering. By designing a multi-stage buffer, the situation where the buffer 2 is overloaded in a single stage can be reduced, thereby reducing the frequent application of the extreme load and extending the service life of the buffer 2. Each stage of buffering can play its role and relieve the pressure in each impact stage. When the vehicle is connected, the buffer 2 first provides a softer buffering force to reduce the initial impact, and the subsequent buffering stage can gradually increase the buffering force to cope with stronger impacts.

[0025] The above is only a preferred specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can make equivalent substitutions or changes according to the technical solution and concept of the present application within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A railway freight car coupler buffer, comprising a buffer (2) and a hook tongue (1) arranged on the buffer (2), a seat plate (3) being fixedly mounted on one end of the buffer (2) away from the hook tongue (1), and an impact seat (4) being sleeved on the hook tongue (1); Features: An auxiliary mechanism (5) is symmetrically arranged between the impact seat (4) and the slave seat plate (3); The auxiliary mechanism (5) comprises a connecting rod (51) arranged on the impact seat (4); a buffer cylinder (53) for being sleeved with the connecting rod (51) is mounted on the slave seat plate (3); a piston (511) is fixedly mounted on one end of the connecting rod (51) away from the impact seat (4); a pneumatic through hole (531) for movably inserting the piston (511) is formed on the buffer cylinder (53); and a gas valve (56) is arranged on one end of the buffer cylinder (53) away from the connecting rod (51).

2. The railway freight car coupler buffer according to claim 1, characterized in that: A sealing ring (54) is movably inserted into one end of the connecting rod (51) away from the base plate (3), and the sealing ring (54) is connected to the buffer cylinder (53).

3. The railway freight car coupler buffer according to claim 2, characterized in that: The outer sleeve of the connecting rod (51) is provided with a return spring (52) for connecting to the sealing ring (54); one end of the return spring (52) away from the sealing ring (54) is connected to the impact seat (4).

4. The railway freight car coupler buffer according to claim 3, characterized in that: A mounting seat (55) is sleeved on one end of the buffer cylinder (53) away from the connecting rod (51), and the air valve (56) is mounted on the mounting seat (55).

5. The railway freight car coupler buffer according to claim 4, characterized in that: One end of the connecting rod (51) away from the buffer cylinder (53) is fixedly connected to a connecting seat (57), and the connecting seat (57) is fixedly connected to the impact seat (4).

6. The railway freight car coupler buffer according to claim 5, characterized in that: One end of the buffer cylinder (53) away from the connecting rod (51) is fixedly connected to a fixing seat (58), and the fixing seat (58) is fixedly connected to the secondary seat plate (3) by means of screws.

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