Buffering device for railway wagon
By setting up a sustained release component in the railway truck buffer device to limit the movement of the movable plug, the problem of excessive deformation of the buffer spring during emergency braking of the traditional buffer device is solved, extending the service life and improving the life of the overall device.
Patent Information
- Application Number
- CN202510272399.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-10
- Publication Date
- 2025-07-01
AI Technical Summary
When the traditional railway truck buffer device is urgently braking, the buffer spring on one side of the car endures too much impact force, resulting in excessive deformation and short service life.
A buffer device for a railway truck is designed to limit or slow down the movement of the movable plug by providing a sustained release member in the cylinder body, thereby avoiding the overlap of the elastic force of the first buffer spring and the impact force of the vehicle cabin.
The deformation of the second buffer spring after being impacted is reduced, excessive deformation is avoided, the service life of the second buffer spring is extended, and the service life of the buffer device is improved.
Smart Images
Figure CN120229278A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of railway freight car manufacturing, and more specifically, relates to a buffer device for railway freight cars. Background Art
[0002] With the continuous increase in railway freight volume, the requirements for the safety and stability of railway freight car operation have become increasingly strict. During the start, braking, and operation of the train, impact forces frequently occur between each carriage. To cope with this impact force, a buffer device is usually connected between the carriage and the coupler. The traditional buffer device generally includes a traction component for connecting the coupler, and buffer springs are provided on both the side of the traction component close to the coupler and the side close to the carriage. However, in actual applications, especially during emergency braking of the train, the buffer spring on the side close to the carriage often bears the impact forces generated by both the carriage and the buffer spring on the side close to the coupler simultaneously. This causes the deformation amount of the buffer spring on the carriage side to often be too large, seriously affecting its service life, and ultimately leading to the problem of short service life of the buffer device. Summary of the Invention
[0003] The purpose of the present invention is to provide a buffer device for railway freight cars, aiming to solve the problem of short service life of the buffer device involved in the background art.
[0004] To achieve the above purpose, the technical solution adopted by the present invention is: to provide a buffer device for railway freight cars, including: A cylinder body, with a first cover and a second cover respectively provided at both ends of the cylinder body, and a connecting component for connecting the carriage is provided on the second cover; A movable plug, slidably arranged inside the cylinder body, dividing the inner cavity of the cylinder body into a first chamber and a second chamber. The first chamber is located between the first cover and the movable plug, and the second chamber is located between the second cover and the movable plug; A traction rod, slidably passing through the movable plug. The first end of the traction rod penetrates through the first chamber and the first cover and extends to the outside of the cylinder body for connecting with the coupler. The second end of the traction rod is located in the second chamber, and a limiting portion for restricting its passing through the movable plug is provided on the second end of the traction rod; A first buffer spring, arranged in the first chamber and connected between the first cover and the movable plug for buffering the traction force of the coupler; A second buffer spring, arranged in the second chamber, between the second end of the traction rod and the second cover, for buffering the impact force of the carriage; The slow-release component is arranged in the second chamber and located between the movable plug and the second cover. When the train brakes, the slow-release component is used to restrict or slow down the movement of the movable plug to avoid the superposition of the elastic force of the first buffer spring and the impact force of the carriage.
[0005] In a possible implementation manner, a connecting sleeve is provided on the second cover. The connecting sleeve is located in the second chamber. There is an annular groove between the outer side wall of the connecting sleeve and the inner side wall of the cylinder body. An annular plug is slidably arranged in the annular groove. There is a liquid storage chamber between the annular plug and the bottom of the annular groove. The annular plug is connected to the movable plug through a connecting rod. The slow-release component is damping oil arranged in the liquid storage chamber.
[0006] In a possible implementation manner, the liquid storage chamber is communicated with the first chamber through a liquid guide pipe.
[0007] In a possible implementation manner, a limiting sleeve is provided at one end of the movable plug close to the first cover. The traction rod is located inside the limiting sleeve. The first buffer spring is sleeved on the limiting sleeve. The limiting sleeve restricts the compression amount of the first buffer spring by restricting the moving distance of the movable plug towards the first cover.
[0008] In a possible implementation manner, a through hole is provided in the middle of the movable plug. The traction rod is inserted into the through hole. A widened diameter section is provided at one end of the through hole close to the second chamber. The limiting part is a bulged part arranged on the traction rod and adapted to the widened diameter section.
[0009] In a possible implementation manner, the cross-sectional area of the widened diameter section gradually becomes larger towards the end of the second chamber.
[0010] In a possible implementation manner, a guide rod is provided at the second end of the traction rod. The guide rod penetrates through the second cover and extends to the outside of the cylinder body. The guide rod is slidably connected to the second cover. The second buffer spring is sleeved on the guide rod.
[0011] In a possible implementation manner, a sealing assembly is provided between the through hole and the traction rod.
[0012] In a possible implementation, the liquid guide tube includes a long tube disposed along the length of the cylinder body. The first end of the long tube is connected to the first chamber through a first short tube, and the second end of the long tube is connected to the liquid storage chamber through a second short tube. An extension section is provided at the second end of the long tube, and a plug pin is slidably disposed in the extension section. One end of the plug pin is located outside the extension section and is provided with a mass ball. A third spring is provided between the mass ball and the extension section. When the train brakes, the mass ball drives the plug pin to move towards the inside of the long tube by inertia, blocking between the long tube and the second short tube and restricting the flow of the damping oil in the liquid storage chamber.
[0013] In a possible implementation, the second cover is integrally formed with the cylinder body.
[0014] The beneficial effect of a buffer device for railway freight cars provided by the present invention is as follows: Compared with the prior art, in the buffer device for railway freight cars of the present invention, by providing a slow-release component to restrict or slow down the movement of the movable plug, it is possible to avoid the superposition of the elastic force of the first buffer spring and the impact force of the carriage when the train brakes. Furthermore, the deformation amount of the second buffer spring after being impacted can be reduced, and excessive deformation of the second buffer spring can be avoided, thereby extending the service life of the second buffer spring and enhancing the service life of the buffer device. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.
[0016] Figure 1 It is a schematic cross-sectional structure diagram of a buffer device for railway freight cars provided by an embodiment of the present invention when the train stops; Figure 2 It is a schematic cross-sectional structure diagram of a buffer device for railway freight cars provided by an embodiment of the present invention when the train starts; Figure 3 It is a schematic cross-sectional structure diagram of a buffer device for railway freight cars provided by an embodiment of the present invention when the train brakes; Figure 4 For Figure 1 the enlarged structure diagram at M in
[0017] Description of the reference numerals: 1. Cylinder body; 101. First chamber; 102. Second chamber; 103. Liquid storage chamber; 11. First cover; 12. Second cover; 13. Connecting column; 14. Connecting sleeve; 2. Movable plug; 201. Wide diameter section; 21. Annular plug; 22. Connecting rod; 23. Limiting sleeve; 3. Towing rod; 31. Bulging part; 32. Guide rod; 4. First buffer spring; 5. Second buffer spring; 6. Damping oil; 7. Liquid guide pipe; 71. Long pipe; 711. Extension section; 72. First short pipe; 73. Second short pipe; 8. Plugging pin; 81. Mass ball; 9. Third spring; Detailed implementation mode In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clear and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.
[0018] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.
[0019] It should be understood that the orientation or positional relationship indicated by terms such as "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.
[0020] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, "a plurality" means two or more, unless otherwise specifically defined.
[0021] Please refer to Figures 1 to 3, a buffer device for railway freight cars provided by the present invention will be described hereinafter. The buffer device for railway freight cars includes a cylinder body 1, a movable plug 2, a drawbar 3, a first buffer spring 4, a second buffer spring 5 and a slow-release component. Among them, a first cover 11 and a second cover 12 are respectively provided at both ends of the cylinder body 1. The first cover 11 can be fixed to the cylinder body 1 by threaded connection or bolt connection. A connecting component for connecting the carriage is provided on the second cover 12. Preferably, to ensure the structural strength among the second cover 12, the cylinder body 1 and the connecting component, the second cover 12 and the cylinder body 1 are integrally formed. In application, the connecting component can be a connecting column 13 provided on the circumferential direction of the end face of the second cover 12, and the connecting column 13 is fixed to the carriage by welding or bolt connection. The movable plug 2 is slidably arranged inside the cylinder body 1, dividing the inner cavity of the cylinder body 1 into a first chamber 101 and a second chamber 102. The first chamber 101 is located between the first cover 11 and the movable plug 2, and the second chamber 102 is located between the second cover 12 and the movable plug 2. The drawbar 3 slidably penetrates through the movable plug 2. The first end of the drawbar 3 penetrates through the first chamber 101 and the first cover 11 and extends to the outside of the cylinder body 1 for connecting with a coupler. The second end of the drawbar 3 is located inside the second chamber 102, and a limiting portion for restricting its penetration through the movable plug 2 is provided on the second end of the drawbar 3. The above-mentioned first buffer spring 4 is arranged in the first chamber 101 and is connected between the first cover 11 and the movable plug 2 for buffering the traction force of the coupler. In application, the coupler applies a traction force to the drawbar 3, and the drawbar 3 transmits the traction force to the movable plug 2 by means of the above-mentioned limiting portion. The movable plug 2 then transmits the traction force to the cylinder body 1 through the first buffer spring 4 and further drives the carriage to move by means of the connecting column 13. The second buffer spring 5 is arranged in the second chamber 102 and is located between the second end of the drawbar 3 and the second cover 12 for buffering the impact force of the carriage. In application, when the train brakes, due to inertia, the carriage will continue to move forward and impact the drawbar 3. The impact force of the carriage is transmitted to the housing through the connecting column 13 and then from the housing to the drawbar 3 through the second buffer spring 5. The above-mentioned slow-release component is arranged in the second chamber 102 and is located between the movable plug 2 and the second cover 12. In application, when the train brakes, the traction force of the coupler will disappear, and the cylinder body 1 will continue to move forward under the influence of inertia along with the carriage. The second cover 12 and the drawhook approach each other, compressing the second buffer spring 5. During this process, the slow-release component can make the elastic force of the first buffer spring 4 remain unchanged in a short time by restricting or slowing down the movement of the movable plug 2, thereby avoiding the superposition of the elastic force of the first buffer spring 4 and the impact force of the carriage, which is equivalent to reducing the overall impact force that the second buffer spring 5 needs to bear. Furthermore, the deformation amount of the second buffer spring 5 can be relatively reduced, avoiding excessive deformation of the second buffer spring 5, thereby improving the service life of the second buffer spring 5 and extending the service life of this device.
[0022] A buffer device for railway freight cars provided by the present invention, compared with the prior art, can limit or slow down the movement of the movable plug 2 by setting a slow-release component, so that when the train brakes, the elastic force of the first buffer spring 4 and the impact force of the carriage can be prevented from being superimposed, and further, the deformation amount of the second buffer spring 5 after being impacted can be reduced, and excessive deformation of the second buffer spring 5 can be avoided, so that the service life of the second buffer spring 5 can be extended and the service life of the buffer device can be improved.
[0023] In some embodiments, please refer to Figures 1 to 3 , a connecting sleeve 14 is provided on the second cover 12. The connecting sleeve 14 is located in the second chamber 102. There is an annular groove between the outer side wall of the connecting sleeve 14 and the inner side wall of the cylinder 1. An annular plug 21 is slidably arranged in the annular groove. There is a liquid storage chamber 103 between the annular plug 21 and the bottom of the annular groove. The annular plug 21 is connected to the movable plug 2 through a connecting rod 22. In this embodiment, the number of connecting rods 22 is multiple, and the multiple connecting rods 22 are uniformly arranged on the circumference of the end face of the sliding plug. The above-mentioned slow-release component is damping oil 6 arranged in the liquid storage chamber 103, and the liquid storage chamber 103 is communicated with the first chamber 101 through a liquid guide pipe 7, so that the first chamber 101 is also filled with damping oil 6. In this embodiment, the flow area of the liquid guide pipe 7 is much smaller than the cross-sectional areas of the first chamber 101 and the liquid storage chamber 103. In application, with the help of the connecting rod 22, the movable plug 2 and the annular plug 21 can move synchronously. When the movable plug 2 moves, the damping oil 6 can flow between the first chamber 101 and the liquid storage chamber 103 through the liquid guide pipe 7. The frictional force generated by the flow of the damping oil 6 consumes the kinetic energy of the movable plug 2 and forms a buffer for the movable plug 2. When the train starts, the movable plug 2 squeezes the damping oil 6 to flow from the first chamber 101 to the liquid storage chamber 103, and the damping oil 6 buffers the movable plug 2, which is superimposed on the action of the first buffer spring 4, improving the buffer effect when the drawbar 3 pulls the movable plug 2, equivalent to reducing the working burden of the first buffer spring 4 and improving the service life of the first buffer spring 4. Similarly, when the train brakes, the movable plug 2 moves towards the second cover 12 under the action of the first buffer spring 4, driving the annular plug 21 to squeeze the damping oil 6 to flow from the liquid storage chamber 103 to the first chamber 101. The damping oil 6 buffers the annular plug 21 and the movable plug 2, restricting the moving speed of the movable plug 2 and preventing the elastic force of the first buffer spring 4 from being released too quickly, so that the elastic force of the first buffer spring 4 and the impact force of the carriage can be prevented from being superimposed.
[0024] In some embodiments, please refer to Figures 1 to 4, the above-mentioned liquid guide tube 7 includes a long tube 71 arranged along the length of the cylinder 1. The first end of the long tube 71 is connected to the first chamber 101 through a first short tube 72, and the second end of the long tube 71 is connected to the liquid storage chamber 103 through a second short tube 73. An extension section 711 is provided at the second end of the long tube 71. A plugging pin 8 is slidably arranged in the extension section 711. One end of the plugging pin 8 is located outside the extension section 711 and is provided with a mass ball 81. A third spring 9 is arranged between the mass ball 81 and the extension section 711. When the train brakes, the mass ball 81 drives the plugging pin 8 to move towards the inside of the long tube 71 by inertia, compressing the third spring 9, so that the plugging pin 8 plugs between the long tube 71 and the second short tube 73, which is equivalent to closing the liquid storage chamber 103 and restricting the flow of the damping oil 6 in the liquid storage chamber 103. In this way, the movement of the annular plug 21 and the movable plug 2 can be restricted, so that the elastic potential energy stored in the first buffer spring 4 cannot be quickly released when the train brakes, thereby avoiding the superposition of the elastic force of the first buffer spring 4 and the impact force of the carriage.
[0025] Optionally, in order to reduce the damping effect of the damping oil 6 in the long tube 71 on the plugging pin 8, a conical head is provided at the end of the plugging pin 8 facing the long tube 71.
[0026] In some embodiments, please refer to Figures 1 to 3 , a limit sleeve 23 is provided at one end of the above-mentioned movable plug 2 close to the first cover 11. The traction rod 3 is located inside the limit sleeve 23. The first buffer spring 4 is sleeved on the limit sleeve 23. The limit sleeve 23 can play a role in positioning and fixing the first buffer spring 4. In this embodiment, the limit sleeve 23 has a certain length. In application, when the train starts, under the action of the traction force, the traction rod 3 drives the movable plug 2 to move towards the first cover 11 side, compressing the first buffer spring 4. When the first buffer spring 4 is compressed to a certain extent, the limit sleeve 23 abuts against the first cover 11, and the limit sleeve 23 restricts the movement of the movable plug 2 towards the first cover 11, avoiding excessive compression of the first buffer spring 4.
[0027] In some embodiments, please refer to Figures 1 to 3, a through hole is provided in the middle of the movable plug 2, the traction rod 3 is inserted into the through hole, and a sealing assembly is provided between the through hole and the traction rod 3. The sealing assembly is usually set as a sealing rubber ring. In this embodiment, a wide-diameter section 201 is provided at one end of the through hole close to the second chamber 102. The limiting part provided on the second end of the traction rod 3 is a bulging part 31 provided on the traction rod 3, and the shape of the bulging part 31 is adapted to that of the wide-diameter section 201. In application, the wide-diameter section 201 can be set as a tapered section with a gradually increasing cross-sectional area towards one end of the second chamber 102. Similarly, the bulging part 31 is set as a cone. By setting the bulging part 31 as a cone, on the one hand, the contact area between the bulging block and the wide-diameter section 201 can be increased, making the force on the movable plug 2 more uniform. On the other hand, the connection of the bulging block on the traction rod 3 has an obtuse angle transition, which can avoid stress concentration here and reduce the risk of the traction rod 3 breaking.
[0028] In some embodiments, please refer to Figures 1 to 3 , a guide rod 32 is provided at the second end of the traction rod 3. In this embodiment, one end of the guide rod 32 is connected to the large-end end of the bulging part 31, the other end of the guide rod 32 penetrates through the second cover 12 and extends to the outside of the cylinder body 1, the guide rod 32 is slidably connected to the second cover 12, and the second buffer spring 5 is sleeved on the guide rod 32. The guide rod 32 is used to guide the moving direction of the traction rod 3 on the one hand and to limit the position of the second buffer spring 5 on the other hand.
[0029] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.
Claims
1. A buffer device for railway freight cars, characterized in that: include: A cylinder (1), wherein two ends of the cylinder (1) are respectively provided with a first cover (11) and a second cover (12), and the second cover (12) is provided with a connecting component for connecting to a carriage; a movable stopper (2) slidably disposed inside the cylinder (1) to divide the inner cavity of the cylinder (1) into a first chamber (101) and a second chamber (102), wherein the first chamber (101) is located between the first cover (11) and the movable stopper (2), and the second chamber (102) is located between the second cover (12) and the movable stopper (2); a traction rod (3) slidably penetrated on the movable plug (2); a first end of the traction rod (3) penetrates the first chamber (101) and the first cover (11) and extends to the outside of the cylinder (1) for connection with the vehicle coupler; a second end of the traction rod (3) is located in the second chamber (102); a limiting portion for limiting the traction rod (3) from passing through the movable plug (2) is provided on the second end of the traction rod (3); A first buffer spring (4), arranged in the first chamber (101) and connected between the first cover (11) and the movable plug (2), for buffering the traction force of the coupler; A second buffer spring (5) is arranged in the second chamber (102), located between the second end of the traction rod (3) and the second cover (12), and is used to buffer the impact force of the carriage; A slow-release component is arranged in the second chamber (102) and is located between the movable plug (2) and the second cover (12). When the train brakes, the slow-release component is used to limit or slow down the movement of the movable plug (2) to avoid the superposition of the elastic force of the first buffer spring (4) and the impact force of the carriage.
2. A buffer device for railway freight cars as claimed in claim 1, characterized in that: The second cover (12) is provided with a connecting sleeve (14), the connecting sleeve (14) is located in the second chamber (102), an annular groove is provided between the outer wall of the connecting sleeve (14) and the inner wall of the cylinder (1), an annular plug (21) is slidably provided in the annular groove, a liquid storage chamber (103) is provided between the annular plug (21) and the bottom of the annular groove, the annular plug (21) is connected to the movable plug (2) via a connecting rod (22), and the slow-release component is a damping oil (6) arranged in the liquid storage chamber (103).
3. A buffer device for railway freight cars as claimed in claim 2, characterized in that: The liquid storage cavity (103) is connected to the first chamber (101) via a liquid conduit (7).
4. A buffer device for railway freight cars as claimed in claim 1, characterized in that: A limiting sleeve (23) is provided at one end of the movable plug (2) close to the first sealing cover (11); the traction rod (3) is located inside the limiting sleeve (23); the first buffer spring (4) is sleeved on the limiting sleeve (23); the limiting sleeve (23) limits the compression amount of the first buffer spring (4) by limiting the distance that the movable plug (2) moves toward the first sealing cover (11).
5. A buffer device for railway freight cars as claimed in claim 1, characterized in that: A through hole is provided in the middle of the movable plug (2), the traction rod (3) is inserted into the through hole, a wide diameter section (201) is provided at one end of the through hole close to the second chamber (102), and the limiting portion is an enlarged portion (31) provided on the traction rod (3) and adapted to the wide diameter section (201).
6. A buffer device for railway freight cars as claimed in claim 5, characterized in that: The cross-sectional area of the wide-diameter section (201) gradually increases toward one end of the second chamber (102).
7. A buffer device for railway freight cars as claimed in claim 6, characterized in that: A guide rod (32) is provided at the second end of the traction rod (3), and the guide rod (32) passes through the second cover (12) and extends to the outside of the cylinder (1). The guide rod (32) is slidably connected to the second cover (12), and the second buffer spring (5) is sleeved on the guide rod (32).
8. A buffer device for railway freight cars as claimed in claim 5, characterized in that: A sealing component is provided between the through hole and the traction rod (3).
9. A buffer device for railway freight cars as claimed in claim 3, characterized in that: The liquid guide tube (7) comprises a long tube (71) arranged along the length of the cylinder (1); the first end of the long tube (71) is connected to the first chamber (101) through a first short tube (72); the second end of the long tube (71) is connected to the liquid storage chamber (103) through a second short tube (73); the second end of the long tube (71) is provided with an extension section (711); a blocking pin (8) is slidably arranged in the extension section (711); one end of the blocking pin (8) is located outside the extension section (711) and is provided with a mass ball (81); a third spring (9) is arranged between the mass ball (81) and the extension section (711); when the train brakes, the mass ball (81) drives the blocking pin (8) to move into the long tube (71) through inertia, blocks between the long tube (71) and the second short tube (73), and restricts the flow of the damping oil (6) in the liquid storage chamber (103).
10. A buffer device for railway freight cars according to any one of claims 1 to 9, characterized in that: The second sealing cover (12) is integrally formed with the cylinder body (1).