High-stability railway vehicle buffering and shock absorbing device

Abstract

The invention relates to the field of vehicle protection structures, and discloses a high-stability railway vehicle buffering and shock absorbing device which comprises mounting adaptation mechanisms located at the four side ends of a fixing frame and used for adapting to mounting of a vehicle speed change structure. The buffering and damping mechanism is located on the installation adaptation mechanism and matched with the linkage base and the fixing plate to be used for relieving vibration of the vehicle speed change structure and an axle. The concentrated heat absorption mechanism is located on the fixing frame and used for absorbing and relieving heat of the vehicle speed change structure. By using the four groups of independent buffering and damping mechanisms and combining with the main fixing mechanism and the mounting adaptive mechanism, inertia force and vibration generated by unit operation can be effectively absorbed and dispersed, the stability of the axle and the speed change structure during operation is ensured by the design, the service life of equipment is prolonged, and the service life of the equipment is prolonged. According to the design, the unit is allowed to be effectively arranged in a limited space, and the innovation of the design lies in that all parts of the unit can be accurately matched and cooperatively work, so that the overall performance is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle protection structures, in particular to a high-stability railway vehicle buffering and shock-absorbing device. Background Art

[0002] The axle is one of the most critical components of a railway vehicle, serving as the pivotal point for wheelset rotation. Its condition is directly linked to the train's operational safety. Because it is located at the bottom of the train and exposed to the elements, axles are inevitably subject to impact from track sand and ballast during operation. Due to the high speeds of high-speed trains, axle impacts are common during operation. Damage to axles caused by these impacts significantly impacts the safe operation and maintenance of the train, forcing axles to be scrapped when damage exceeds the maintenance limit.

[0003] Traditional axle structures are often unable to effectively absorb and cushion inertial forces and vibrations, resulting in noticeable vibration and discomfort during vehicle operation, affecting ride comfort. Traditional designs lack effective heat dissipation and management mechanisms, causing the axle and transmission structure to overheat easily during long-term operation, thereby affecting performance and service life. Some traditional axle structures are deficient in load-bearing capacity and stability, which can easily lead to displacement or instability under complex track conditions. Traditional axle structures are often accompanied by loud noises during operation, affecting the passenger experience, especially in environments such as urban rail transit. Traditional structures are often insufficiently adaptable to different types of axles or transmission systems, making it difficult to meet diverse application requirements and limiting design flexibility. Some traditional designs are structurally complex, making maintenance and replacement processes cumbersome, increasing maintenance costs and time. Traditional structures fail to fully consider comprehensive shock absorption, thermal management, and structural support, and cannot effectively respond to the challenges brought by various operating conditions. Summary of the Invention

[0004] In response to the shortcomings of the existing technology, the present invention provides a high-stability railway vehicle buffer and shock-absorbing device, which solves the problems of traditional axle structures such as poor shock absorption effect, insufficient thermal management, low load-bearing capacity, high noise, poor adaptability, and complex maintenance, which affect the comfort and safety of the vehicle.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: A high-stability railway vehicle buffer shock absorbing device, comprising:

[0006] Fixed frame, used for fixing and installing the axle safety protection mechanism structure of railway vehicles;

[0007] The base plate is located under the fixed frame and is used to assist in bearing the shock-absorbing structure;

[0008] The support beam is located on the bearing platform and is used to place the vehicle transmission structure;

[0009] The bearing platform is located on the fixed frame and is used to fix and install the support beam;

[0010] The fixing cavity is located on the fixing frame and is used to install the side-mounted heat-absorbing structure;

[0011] The mounting adapter mechanism is located at the four side ends of the fixed frame and is used to adapt to the installation of the vehicle's speed change structure;

[0012] The buffer shock absorption mechanism is located on the mounting adapter mechanism and cooperates with the link seat and the fixing plate to alleviate the vibration of the vehicle's transmission structure and axle;

[0013] The centralized heat absorption mechanism is located on the fixed frame and is used to absorb and relieve the heat of the vehicle's transmission structure.

[0014] Preferably, the base plate is arranged directly below the fixed frame, the fixed frame is a frame structure with openings on both sides, the support beams are evenly arranged horizontally and fixedly connected to the inner wall of the bearing platform, the bearing platform is fixedly connected to the bottom wall inside the fixed frame, the bearing platform is a frame structure, and a group of fixed cavities are provided in the center of the side walls of the fixed frame. The installation adapter mechanism is four groups distributed on the side walls of the fixed frame, the buffering and shock-absorbing mechanism is provided on the side walls of the installation adapter mechanism away from the fixed frame, the buffering and shock-absorbing mechanism is distributed on the four side corners of the fixed frame, and the concentrated heat absorption mechanism is two groups, which are relatively arranged on the side walls of the fixed frame.

[0015] Preferably, the installation adapter mechanism includes a link seat and a support leg, the link seat is fixedly connected to a hinge page 1 on one side facing the fixing frame of the main fixing mechanism, the hinge page 1 is rotatably connected to a hinge page 2 on the other side, the hinge page 2 is fixedly connected to the fixing frame of the main fixing mechanism, a positioning damping rod is connected between the side wall of the link seat and the fixing frame of the main fixing mechanism, and the support leg is fixedly connected to the bottom of the fixing plate.

[0016] The axle up and down groove at two ends embeds respectively in two guide rails up and down of being made up of the groove on the attachment piece, and the tooth on the attachment piece is meshed with tooth on upper sprocket wheel, the lower sprocket. The lower sprocket. The lower sprocket. The lower sprocket. The lower sprocket. The lower sprocket. The lower sprocket.

[0017] Preferably, the centralized heat absorption mechanism includes an inlay seat and a heat absorption plate, the lower middle portion of the inlay seat is fixedly connected to a U-shaped heat absorption tube 1, the upper middle portion of the U-shaped heat absorption tube 1 is fixedly connected to a U-shaped heat absorption tube 2, the input end of the U-shaped heat absorption tube 1 is connected to the output end of the U-shaped heat absorption tube 2 through a U-shaped butt joint pipe, the output end of the U-shaped heat absorption tube 1 is connected to the input end of the U-shaped heat absorption tube 2 through a butt elbow pipe, and the heat absorption plate is arranged on the base plate.

[0018] Preferably, a group of docking plates are fixedly connected to the four side corners of the bottom wall of the fixed frame, and a group of fixing plates are fixedly connected to the four side corners of the top wall of the base plate.

[0019] Preferably, a ball slot seat is fixedly connected to the left side of the top of the fixing frame, and the top of the ball slot seat is slidably connected to the bottom of the buffer damping rod.

[0020] Preferably, the upper middle portion of the buffer damping rod extends to the inside of the retaining spring, and the front and rear side walls of the fixing frame are rotatably connected to a group of secondary linkage rods through a main rotating shaft seat.

[0021] Preferably, the front and rear ends of the first linkage shaft are respectively fixedly connected with a group of secondary linkage rods, and the front and rear ends of the second linkage shaft are respectively fixedly connected with a group of main linkage rods.

[0022] Preferably, vertically arranged heat absorbing side plates are fixedly connected to both sides of the heat absorbing plate, and the heat absorbing side plates are affixed to both sides of the fixing frame.

[0023] Working principle: First, install the speed change structure of the railway vehicle into the fixed frame, and use the load-bearing platform set inside the fixed frame to fix the axle and the speed change structure inside the fixed frame, and use multiple groups of support beams at the bottom of the fixed frame to carry out the load, and use the installation adapter mechanism installed on the four ends of both sides of the main fixing mechanism to cooperate with the load. The buffer and shock-absorbing mechanism is fixed on the link seat included in the installation adapter mechanism as a whole. The link seat can use the relative rotation relationship between the hinge page one and the hinge page two, and cooperate with the positioning damping rod installed between the link seat and the main fixing mechanism fixed frame to form steering ability, so as to achieve independent expansion between each buffer and shock-absorbing mechanism, so as to cooperate with the installation of different axle structures, and the support feet included in the installation adapter mechanism set on the four sides. It is installed on the shaft of the operating axle and operates along with the buffer and shock-absorbing mechanism. When the vehicle speed change structure is running, inertia force will be generated and transmitted to the base plate, and the inertia force will make the base plate swing together, and the axle will also be synchronized. The movement of the base plate will drive the buffer and shock-absorbing mechanisms fixed on the four sides of the top to operate. The fixed plate included in the buffer and shock-absorbing mechanism will follow the swing because it is fixed on the base plate, and the buffer damping rod installed inside the fixed frame through the rotation of the main rotating shaft seat will start to operate and retract the hydraulic output rod accordingly, and the rotating end block installed on the top of the hydraulic output rod of the buffer damping rod will drive the linkage frame installed by it to be retracted, and the movement of the linkage frame and the rotation of the added secondary linkage rod and the main linkage rod will make the linkage frame only realize vertical Movement, and the retaining spring installed on the buffer damping rod cooperates with the buffer damping rod to form a damping buffer effect, so that the inertial force is buffered and eliminated, and cannot reach the fixed frame fixed by the linkage frame through the bottom docking plate, so that the axle and the speed change structure installed on the fixed frame will not be affected by the inertial force, and at the same time, the support legs included in the installation adapter mechanism follow the operation of the buffer shock absorption mechanism to achieve comprehensive damping and shock absorption protection during operation. Four independent buffer shock absorption mechanisms are installed on the main fixing mechanism fixing frame through correspondingly configured installation adapter mechanisms. A group of fixed cavities are respectively provided on the front and rear sides of the fixing frame, and the centralized heat absorption mechanisms respectively installed in the two groups of fixed cavities provide heat absorption and shock absorption protection functions for the axle and the speed change structure. The inlay seat included in the centralized heat absorption mechanism is fixed on the fixed The fixed cavity is used to install U-shaped heat absorption tube 1, U-shaped heat absorption tube 2, U-shaped butt joint tube and butt elbow. The U-shaped heat absorption tube 1 and the U-shaped heat absorption tube 2 are evenly laid on the inlay seat, and the input end of the U-shaped heat absorption tube 1 is connected to the output end of the U-shaped heat absorption tube 2 through the U-shaped butt joint tube, and the output end of the U-shaped heat absorption tube 1 is connected to the input end of the U-shaped heat absorption tube 2 through the butt elbow, forming a group of flat and cyclically expandable heat absorption pipes. The heat absorption pipes are made of copper, and the inner parts of the two groups of concentrated heat absorption mechanisms are in direct contact with the axle and the speed change structure fixed inside the fixed frame. At the same time, the heat absorption plate on the base plate and the heat absorption side plates on both sides of the fixed frame continuously absorb heat in a fitted form, while the outer part passes through the fixed cavity along the outside of the fixed frame.When the axle and transmission mechanism generate heat during prolonged operation, the heat is absorbed by two sets of centralized heat absorption mechanisms. These two sets of centralized heat absorption mechanisms then absorb the heat independently through the parts extending out of the fixed frame. Together with the multiple sets of support beams installed at the bottom of the fixed frame, a hollow ventilation structure is formed to provide heat absorption and shock absorption protection for the axle and transmission mechanism.

[0024] The present invention provides a high-stability railway vehicle buffer and shock-absorbing device, which has the following beneficial effects:

[0025] 1. The present invention has efficient shock-absorbing and vibration-proof performance: by using four independent buffer and shock-absorbing mechanisms, combined with the main fixing mechanism and the installation adapter mechanism, it can effectively absorb and disperse the inertial force and vibration generated by the operation of the unit. This design ensures the stability of the axle and the speed change structure during operation, thereby extending the service life of the equipment.

[0026] 2. Flexible Installation and Adaptability: By installing an adapter mechanism and a rotatable link seat, this solution can accommodate axles and axle transmission structures of varying shapes and sizes, providing high installation flexibility. This design allows for efficient unit layout within limited space while also facilitating future maintenance and upgrades. The use of a positioning damping rod and main rotating shaft seat enhances the unit's structural stability and dynamic response. The innovation of this design lies in its ability to achieve precise coordination and coordinated operation of all unit components, thereby optimizing overall performance.

[0027] 3. The present invention has an optimized heat control function: the solution integrates a specially designed centralized heat absorption mechanism and adopts a heat absorption pipe made of copper material, which effectively reduces the heat generated during operation. Through reasonable buffering and shock absorption design, it can reduce the potential safety hazards caused by inertia force and improve overall safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A three-dimensional schematic diagram of the main structure of the present invention Figure 1 ;

[0029] Figure 2 A three-dimensional schematic diagram of the main structure of the present invention Figure 2 ;

[0030] Figure 3 A three-dimensional schematic diagram of the main structure of the present invention Figure 3 ;

[0031] Figure 4 A three-dimensional schematic diagram of the main structure of the present invention Figure 4 ;

[0032] Figure 5 A half-section diagram of the main structure of the present invention Figure 1 ;

[0033] Figure 6 A half-section diagram of the main structure of the present invention Figure 2 ;

[0034] Figure 7 A half-section diagram of the main structure of the present invention Figure 3 ;

[0035] Figure 8 Schematic diagram of the buffer shock absorption mechanism structure of the present invention Figure 1 ;

[0036] Figure 9 Schematic diagram of the buffer shock absorption mechanism structure of the present invention Figure 2 .

[0037] Among them, 1. Fixed frame; 2. Base plate; 3. Support beam; 4. Load-bearing platform; 5. Fixed cavity; 6. Installation adapter mechanism; 7. Buffering and shock-absorbing mechanism; 8. Centralized heat absorption mechanism; 61. Link seat; 62. Hinge page 1; 63. Hinge page 2; 64. Positioning damping rod; 65. Support foot; 66. Double-end wheel; 71. Fixed plate; 72. Fixed frame; 73. Ball slot seat; 74. Buffering and damping rod; 75. Auxiliary Rotating shaft seat; 76, main linkage rod; 77, main rotating shaft seat; 78, auxiliary linkage rod; 79, linkage frame; 710, retaining spring; 711, rotating end block; 712, docking plate; 713, linkage shaft one; 714, linkage shaft two; 81, inlay seat; 82, U-shaped heat absorption tube one; 83, U-shaped heat absorption tube two; 84, U-shaped docking tube; 85, docking elbow; 86, heat absorption plate; 87, heat absorption side plate. DETAILED DESCRIPTION

[0038] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0039] Please see the attached Figure 1 -Attached Figure 3, an embodiment of the present invention provides a high-stability railway vehicle buffer shock absorbing device, comprising: a fixed frame 1, used for fixing and installing the railway vehicle axle safety protection mechanism structure, a base plate 2 is located under the fixed frame 1, used to assist in bearing the shock absorbing structure, a support beam 3 is located on the bearing platform 4, used to place the vehicle speed change structure, the bearing platform 4 is located on the fixed frame 1, used for fixing and installing the support beam 3, a fixed cavity 5 is located on the fixed frame 1, used for installing a side-attached heat absorption structure, the base plate 2 is arranged directly below the fixed frame 1, the fixed frame 1 is a frame structure with openings on both sides, the support beams 3 are evenly arranged horizontally and fixedly connected to the inner wall of the bearing platform 4, the bearing platform 4 is fixedly connected to the bottom wall of the fixed frame 1, the bearing platform 4 is a frame structure, and the center of the side wall of the fixed frame 1 is evenly A group of fixed cavities 5 are provided, and four groups of mounting adapter mechanisms 6 are distributed on the side walls of the fixed frame 1. The buffering and shock-absorbing mechanisms 7 are provided on the side walls of the mounting adapter mechanisms 6 away from the fixed frame 1. The buffering and shock-absorbing mechanisms 7 are distributed on the four side corners of the fixed frame 1. There are two groups of concentrated heat absorption mechanisms 8, which are relatively arranged on the side walls of the fixed frame 1. The vehicle transmission structure is installed in the fixed frame 1, and the bearing platform 4 provided inside the fixed frame 1 is used to fix the axle and the transmission structure inside the fixed frame 1, and the support is provided by multiple groups of support beams 3 at the bottom of the fixed frame 1, and the mounting adapter mechanisms 6 installed on the four ends on both sides of the fixed frame 1 of the main fixing mechanism are used to cooperate in the support. The buffering and shock-absorbing mechanism 7 is fixed as a whole on the link seat 61 included in the mounting adapter mechanism 6.

[0040] Please see the attached Figure 1 -Attached Figure 7 , the installation adapter mechanism 6 is located at the four side ends of the fixed frame 1, which is used to adapt to the installation of the vehicle transmission structure. The installation adapter mechanism 6 includes a link seat 61 and a support leg 65. The link seat 61 is fixedly connected to a hinge page 1 62 on one side of the main fixing mechanism fixing frame 1, and the other side of the hinge page 1 62 is rotatably connected to a hinge page 2 63. The hinge page 2 63 is fixedly connected to the main fixing mechanism fixing frame 1. A positioning damping rod 64 is connected between the side wall of the link seat 61 and the main fixing mechanism fixing frame 1. The support leg 65 is fixedly connected to the bottom of the fixing plate 71, and the buffer The shock absorbing mechanism 7 is fixed as a whole on the link seat 61 included in the installation adapter mechanism 6. The link seat 61 can utilize the relative rotation relationship between the hinge page 1 62 and the hinge page 2 63, and cooperate with the positioning damping rod 64 installed between the link seat 61 and the main fixing mechanism fixing frame 1 to form a steering ability, thereby achieving independent expansion between each buffer shock absorbing mechanism 7, thereby cooperating with the installation of different axle structures. The support legs 65 included in the installation adapter mechanism 6 set on the four sides are installed on the shaft of the operating axle and follow the operation of the buffer shock absorbing mechanism 7.

[0041] Please see the attached Figure 1 -Attached Figure 9The buffer and shock absorbing mechanism 7 is located on the installation adapter mechanism 6, and cooperates with the link seat 61 and the fixing plate 71 to alleviate the vibration of the vehicle's transmission structure and axle. The buffer and shock absorbing mechanism 7 includes a fixing plate 71, which is fixedly connected to the top of the corresponding link seat 61. The top of the fixing plate 71 is fixedly connected to a fixing frame 72. The middle and lower parts of the front and rear side walls of the fixing frame 72 are rotatably connected to a group of secondary rotating shaft seats 75. The front and rear side walls of the fixing frame 72 are rotatably connected to a group of main linkage rods 76 through a group of secondary rotating shaft seats 75. The middle and upper part of the fixing frame 72 is rotatably connected to the main rotating shaft seat 77. The middle part of the main rotating shaft seat 77 is fixedly connected to a buffer damping rod 74. The front and rear ends of the main rotating shaft seat 77 are fixedly connected to a group of secondary linkage rods 78. The middle and lower parts of the buffer damping rod 74 A retaining spring 710 is fixedly connected, and the output end of the top of the buffer damping rod 74 is fixedly connected to a rotating end block 711. The other side end of the retaining spring 710 is fixedly connected to the bottom of the rotating end block 711. The top of the rotating end block 711 is rotatably connected to a linkage frame 79, and the bottom end of the linkage frame 79 is fixedly connected to a docking plate 712. The upper and middle parts of the linkage frame 79 are rotatably connected to a linkage shaft 1 713, and the lower and middle parts of the linkage frame 79 are rotatably connected to a linkage shaft 2 714. The four side corners of the bottom wall of the fixed frame 1 are fixedly connected to a group of docking plates 712, and the four side corners of the top wall of the base plate 2 are respectively fixedly connected to a group of fixed plates 71. The left side of the top of the fixed frame 72 is fixedly connected to a ball groove seat 73. The top of the ball groove seat 73 is slidably connected to the bottom of the buffer damping rod 74. The upper and middle parts of the buffer damping rod 74 extend To the inside of the retaining spring 710, the front and rear side walls of the fixing frame 72 are respectively connected to a group of secondary linkage rods 78 through the main rotating shaft seat 77, the front and rear ends of the linkage shaft 1 713 are respectively fixedly connected to a group of secondary linkage rods 78, and the front and rear ends of the linkage shaft 2 714 are respectively fixedly connected to a group of main linkage rods 76. When the vehicle speed change structure is running, an inertial force is generated and transmitted to the base plate 2, and the inertial force causes the base plate 2 to swing together. The movement of the base plate 2 will drive the buffer shock-absorbing mechanism 7 fixed on the four sides of the top to operate. The fixed plate 71 included in the buffer shock-absorbing mechanism 7 is fixed on the base plate 2 and will swing along with it, and the buffer damping rod 74 installed inside the fixing frame 72 through the rotation of the main rotating shaft seat 77 will start to operate and correspondingly retract the hydraulic output. The rod is output, and the rotating end block 711 installed on the top of the hydraulic output rod of the buffer damping rod 74 will drive the rotating linkage frame 79 installed thereon to be retracted, and the movement of the linkage frame 79 and the rotation of the installed secondary linkage rod 78 and the main linkage rod 76 will enable the linkage frame 79 to only achieve vertical movement, and the retaining spring 710 installed on the buffer damping rod 74 cooperates with the buffer damping rod 74 to form a damping buffering effect, so that the inertial force is buffered and eliminated, and cannot reach the fixed frame 1 fixed by the bottom docking plate 712 of the linkage frame 79, so that the axle and the speed change structure installed on the fixed frame 1 will not be affected by the inertial force, and at the same time, the support leg 65 included in the installation adapter mechanism 6 follows the operation of the buffer shock absorbing mechanism 7 to achieve comprehensive damping and shock absorption protection during operation.

[0042] Please see the attached Figure 1 -Attached Figure 7 The centralized heat absorption mechanism 8 is located on the fixed frame 1 and is used to absorb and relieve the heat of the vehicle transmission structure. The centralized heat absorption mechanism 8 includes an inlay seat 81 and a heat absorption plate 86. The lower middle part of the inlay seat 81 is fixedly connected to a U-shaped heat absorption tube 1 82, and the upper middle part of the U-shaped heat absorption tube 1 82 is fixedly connected to a U-shaped heat absorption tube 2 83. The input end of the U-shaped heat absorption tube 1 82 is connected to the output end of the U-shaped heat absorption tube 2 83 through a U-shaped butt joint pipe 84, and the output end of the U-shaped heat absorption tube 1 82 is connected to the input end of the U-shaped heat absorption tube 2 83 through a butt elbow 85. The heat absorption plate 86 is arranged on the base plate 2, and vertically arranged heat absorption side plates 87 are fixedly connected on both sides of the heat absorption plate 86. The heat absorption side plates 87 are affixed to both sides of the fixed frame 1.

[0043] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A high-stability railway vehicle buffer shock absorbing device, characterized in that: include: A fixing frame (1) is used for fixing and installing the structure of the axle safety protection mechanism of a railway vehicle; The base plate (2) is located under the fixed frame (1) and is used to assist in supporting the shock-absorbing structure; The support beam (3) is located on the bearing platform (4) and is used to place the vehicle transmission structure; The bearing platform (4) is located on the fixed frame (1) and is used for fixing and installing the support beam (3); The fixing cavity (5) is located on the fixing frame (1) and is used for installing the side-mounted heat absorption structure; The mounting adapter mechanism (6) is located at the four side ends of the fixed frame (1) and is used to adapt to the installation of the vehicle speed change structure; The buffer shock absorbing mechanism (7) is located on the mounting adapter mechanism (6) and cooperates with the link seat (61) and the fixing plate (71) to alleviate the vibration of the vehicle speed change structure and the axle; The concentrated heat absorption mechanism (8) is located on the fixed frame (1) and is used to absorb and relieve the heat of the vehicle transmission structure.

2. A high-stability railway vehicle buffer and shock-absorbing device according to claim 1, characterized in that: The base plate (2) is arranged directly below the fixed frame (1); the fixed frame (1) is a frame-type structure with openings on both sides; the support beams (3) are evenly arranged transversely and fixedly connected to the inner wall of the bearing platform (4); the bearing platform (4) is fixedly connected to the inner bottom wall of the fixed frame (1); the bearing platform (4) is a frame-type structure; a group of fixed cavities (5) are provided at the center of the side walls of the fixed frame (1); the mounting adapter mechanism (6) is four groups distributed on the side walls of the fixed frame (1); the buffering and shock absorbing mechanism (7) is provided on the side wall of the mounting adapter mechanism (6) away from the fixed frame (1); the buffering and shock absorbing mechanism (7) is distributed at the four side corners of the fixed frame (1); the concentrated heat absorption mechanism (8) is two groups, and is relatively arranged on the side walls of the fixed frame (1).

3. The high-stability railway vehicle buffer and shock-absorbing device according to claim 1, characterized in that: The mounting adapter mechanism (6) includes a link seat (61) and a support leg (65), wherein the link seat (61) is fixedly connected to a hinge leaf (62) on one side facing the main fixing mechanism fixing frame (1), and the other side of the hinge leaf (62) is rotatably connected to a hinge leaf (63), and the hinge leaf (63) is fixedly connected to the main fixing mechanism fixing frame (1). A positioning damping rod (64) is connected between the side wall of the link seat (61) and the main fixing mechanism fixing frame (1), and the support leg (65) is fixedly connected to the bottom of the fixing plate (71).

4. The high-stability railway vehicle buffer and shock-absorbing device according to claim 1, characterized in that: The buffer shock absorbing mechanism (7) comprises a fixed plate (71), the fixed plate (71) is fixedly connected to the top of the corresponding link seat (61), the top of the fixed plate (71) is fixedly connected to a fixed frame (72), the middle and lower parts of the front and rear side walls of the fixed frame (72) are rotatably connected to a group of auxiliary rotating shaft seats (75), the front and rear side walls of the fixed frame (72) are respectively rotatably connected to a group of main linkage rods (76) through a group of auxiliary rotating shaft seats (75), the middle and upper part of the fixed frame (72) is rotatably connected to a main rotating shaft seat (77), the middle part of the main rotating shaft seat (77) is fixedly connected to a buffer damping rod (74), and the main rotating shaft seat (77) is fixedly connected to the buffer damping rod (74). ) The front and rear ends are fixedly connected to a group of secondary linkage rods (78); the middle and lower parts of the buffer damping rod (74) are fixedly connected to a retaining spring (710); the top output end of the buffer damping rod (74) is fixedly connected to a rotating end block (711); the other side end of the retaining spring (710) is fixedly connected to the bottom of the rotating end block (711); the top of the rotating end block (711) is rotatably connected to a linkage frame (79); the bottom end of the linkage frame (79) is fixedly connected to a docking plate (712); the middle and upper parts of the linkage frame (79) are rotatably connected to a linkage shaft 1 (713); and the middle and lower parts of the linkage frame (79) are rotatably connected to a linkage shaft 2 (714).

5. The high-stability railway vehicle buffer and shock-absorbing device according to claim 1, characterized in that: The centralized heat absorption mechanism (8) comprises an inlay seat (81) and a heat absorption plate (86); a U-shaped heat absorption tube 1 (82) is fixedly connected to the lower middle portion of the inlay seat (81); a U-shaped heat absorption tube 2 (83) is fixedly connected to the upper middle portion of the U-shaped heat absorption tube 1 (82); an input end of the U-shaped heat absorption tube 1 (82) is connected to an output end of the U-shaped heat absorption tube 2 (83) via a U-shaped butt joint pipe (84); and an output end of the U-shaped heat absorption tube 1 (82) is connected to an input end of the U-shaped heat absorption tube 2 (83) via a butt joint elbow pipe (85); and the heat absorption plate (86) is arranged on the base plate (2).

6. The high-stability railway vehicle buffer and shock-absorbing device according to claim 4, characterized in that: The four side corners of the bottom wall of the fixed frame (1) are fixedly connected to a group of docking plates (712), and the four side corners of the top wall of the base plate (2) are respectively fixedly connected to a group of fixing plates (71).

7. The high-stability railway vehicle buffer and shock-absorbing device according to claim 4, characterized in that: A ball slot seat (73) is fixedly connected to the left side of the top of the fixing frame (72), and the top of the ball slot seat (73) is slidably connected to the bottom of the buffer damping rod (74).

8. The high-stability railway vehicle buffer and shock-absorbing device according to claim 4, characterized in that: The upper middle portion of the buffer damping rod (74) extends into the interior of the clamping spring (710), and the front and rear side walls of the fixing frame (72) are rotatably connected to a group of secondary linkage rods (78) via a main rotating shaft seat (77).

9. The high-stability railway vehicle buffer and shock-absorbing device according to claim 4, characterized in that: The front and rear ends of the linkage shaft 1 (713) are respectively fixedly connected to a group of secondary linkage rods (78), and the front and rear ends of the linkage shaft 2 (714) are respectively fixedly connected to a group of main linkage rods (76).

10. The high-stability railway vehicle buffer and shock-absorbing device according to claim 5, characterized in that: The heat absorbing plate (86) is fixedly connected to two sides thereof with vertically arranged heat absorbing side plates (87), and the heat absorbing side plates (87) are attached to two sides of the fixing frame (1).

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