Railway vehicle coupler buffer device
By employing a multi-stage buffer mechanism and multiple buffering methods, the problem of vibration and impact intensity in traditional coupler buffer devices during train operation has been solved, achieving effective buffering and safety assurance under different working conditions.
Patent Information
- Application Number
- CN202511420810.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-30
- Publication Date
- 2025-11-21
AI Technical Summary
Traditional coupler buffer devices suffer from metal fatigue and damage due to vibration during train operation, and the buffering effect is easily saturated. Furthermore, the impact intensity increases during train start-up and braking, posing safety hazards.
A multi-stage buffer mechanism was designed, including a primary buffer mechanism to mitigate vibrations during normal driving, a secondary buffer mechanism to mitigate impacts during braking and collisions, and a tertiary buffer mechanism for energy absorption under extreme conditions. Combining multiple buffering methods such as elastic deformation, friction damping, and hydraulic damping, the mechanism achieves rapid switching between different impact forces through the cooperation of the piston rod and friction block.
It effectively buffers impact forces under different working conditions, improves the smoothness and safety of train operation, avoids metal fatigue of the buffer structure and saturation of the buffer effect, and ensures safety under extreme conditions.
Smart Images
Figure CN120986484A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of rail vehicle connecting buffer device, in particular to a rail vehicle coupler buffer device. BACKGROUND
[0002] The coupler buffer device is an important part of connecting train vehicles, which realizes the mutual connection of vehicles, transmits traction force and absorbs impact energy.
[0003] Traditional buffers rely on single or fixed combination of energy absorption methods such as springs, friction plates or hydraulic dampers. Although they can alleviate longitudinal impact to some extent during train starting, braking, shunting and running, they still have obvious shortcomings: When the train is running normally, vibration will always occur at the coupler connection. The traditional damping method will have a rigid connection, and long-term vibration will cause metal fatigue and damage to the coupler and the rigid damping components. When the train starts and brakes, the impact strength of the coupler will increase rapidly. Single buffer will have the problem that the energy absorption and buffering effect is easy to saturate, leading to buffer failure or error causing the crushing pipe to work, causing subsequent safety hazards and increasing work intensity.
[0004] In view of this, we propose a rail vehicle coupler buffer device. SUMMARY
[0005] The purpose of the present application is to provide a rail vehicle coupler buffer device which solves the problems raised in the background art.
[0006] To achieve the above purpose, the present application provides the following technical scheme: A rail vehicle coupler buffer device, comprising, a coupler, which is composed of a hook head and a hook body fixedly connected; a buffer seat, which is slidingly connected between the hook body surface and the hook body; a primary buffer mechanism connected to the hook body for buffering the vibration during normal connection of the coupler; a secondary buffer mechanism connected to the primary buffer mechanism for buffering the vibration generated during braking and collision; a crushing mechanism connected to the secondary buffer mechanism and controlled by the primary buffer mechanism for buffering and absorbing energy when the coupler derails or is severely impacted.
[0007] Preferably, the primary buffer mechanism comprises a buffer rod fixedly installed at one end of the hook body, a primary buffer pipe slidingly connected to the surface of the buffer rod, and a main spring fixedly connected to the end of the buffer rod close to the primary buffer pipe.
[0008] Preferably, the primary buffer pipe is fixedly connected with a mounting seat at one end away from the buffer rod, a plurality of arc-shaped friction plates are detachably connected to the mounting seat, and a friction block is slidingly installed in the mounting seat and fixedly connected with the main spring.
[0009] Preferably, the buffer seat is slidingly installed with a piston rod one on both sides, the piston rod one is fixedly connected with the buffer rod, and the piston rod one is slidingly connected with a piston seat at one end.
[0010] Preferably, the secondary buffer mechanism includes a secondary buffer pipe fixedly connected with the mounting seat, a buffer inner pipe sleeved in the secondary buffer pipe and fixedly connected with the mounting seat, a piston rod two fixedly installed on the friction block, a wedge slidingly installed on the surface of the piston rod two, and a secondary spring installed between the wedge and the friction block.
[0011] Preferably, an annular friction plate is fixedly installed in the buffer inner pipe, and the wedge is adapted to the annular friction plate.
[0012] Preferably, a buffer cavity is formed between the secondary buffer pipe and the buffer inner pipe, a piston block is fixedly installed on the piston rod two and penetrating through the buffer inner pipe, and the piston block is in contact with the inner wall between the piston rod two and the secondary buffer pipe.
[0013] Preferably, the crushing mechanism includes a clamping block fixedly connected with the secondary buffer pipe, a crushing pipe sleeved on the clamping block, and the inner diameter of the crushing pipe is smaller than the outer diameter of the secondary buffer pipe.
[0014] Preferably, a pin is inserted into the surface of the clamping block on both sides, an arresting lever is fixedly installed on the surface of the piston rod one, and a tension spring is fixedly installed on the end of the pin away from the clamping block.
[0015] Preferably, the arresting lever is slidingly connected with the pin, and the piston rod one is not in contact with the pin.
[0016] By the above technical solution, the rail vehicle coupler buffer device provided by the application has at least the following beneficial effects: (1) The multi-stage buffer mechanism is provided, the primary buffer mechanism is used for buffering the impact and vibration generated during normal running of the train, the impact is buffered by spring deformation and compressed air, and the vibration during normal running avoids affecting the metal strength of the coupler, the car body and the buffer structure; The secondary buffer mechanism is used for buffering the impact generated during starting and stopping of the train, the impact is effectively absorbed by triple buffering of double elastic deformation, friction damping and hydraulic damping of the impact force, and the train operation is more stable; The third buffer mechanism is used for extreme conditions, i.e. train derailment or coupling break, and through the displacement distance of the coupling, the crush pipe and the buffer seat are released from the limitation, so that the crush pipe can work, and the safety is ensured.
[0017] (2), the present application sets up friction block and arc friction piece, through the static friction force of friction block and arc friction piece, the impact force is limited, through piston rod, pole and pin, the length of pole is used to limit the maximum impact force, the mechanical structure is used to buffer different impact forces, so that the quick and accurate switching of different impact forces is realized, and various working environments can be adapted, and it is more reliable. BRIEF DESCRIPTION OF DRAWINGS
[0018] The drawings described herein are used to provide further understanding of the present application and constitute a part of the application: Figure 1 It is a structural schematic diagram of the present application; Figure 2 It is a structural schematic diagram of the present application; Figure 3 It is a structural schematic diagram of the present application; Figure 4 It is a structural schematic diagram of the present application; Figure 5 It is a structural schematic diagram of the present application; Figure 6 It is a structural schematic diagram of the present application; Figure 7 It is a structural schematic diagram of the present application.
[0019] In the drawing: 1, hook head; 2, hook body; 3, buffer seat; 4, first buffer mechanism; 5, second buffer mechanism; 6, crush mechanism; 41, buffer rod; 42, first buffer pipe; 43, main spring; 44, mounting seat; 45, arc friction piece; 46, friction block; 47, piston rod; 48, piston seat; 51, second buffer pipe; 52, buffer inner pipe; 53, buffer cavity; 54, piston rod; 55, piston block; 56, auxiliary spring; 57, wedge block; 58, annular friction piece; 61, clamping block; 62, crush pipe; 63, pole; 64, pin; 65, tension spring. DETAILED DESCRIPTION
[0020] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.
[0021] Please refer to Figures 1-7 A rail vehicle coupler buffer device, comprising a coupler, the coupler is composed of a hook head 1 and a hook body 2 fixedly connected, the coupler is preferably a Jan coupler, which is used to realize the stable connection between carriages or between a carriage and a locomotive, which can be realized by the connection between the hook heads 1. And the hook body 2 is a hollow structure as a whole, which is used to reduce the self-weight and facilitate subsequent buffering of the coupler.
[0022] Please refer to Figure 1 And Figure 2 Further comprising a buffer seat 3, the buffer seat 3 is sleeved on the surface of the hook body 2 and is in sliding connection with the hook body 2, which is used to limit the displacement of the hook body 2, so as to avoid the occurrence of deviation force caused by the non-axial displacement of the hook body 2, thereby affecting the buffering effect of the coupler.
[0023] Please refer to Figure 3 And Figure 4 A first-stage buffer mechanism 4 is arranged between the hook body 2 and the buffer seat 3, which is used to buffer the small longitudinal vibration of the train caused by track irregularity during normal coupling or operation. The first-stage buffer mechanism 4 comprises a buffer rod 41, which is fixedly installed at one end of the hook body 2. The buffer rod 41 can be synchronously displaced with the hook body 2, and the hook body 2 is in an integral molding structure, so as to enhance the structural strength and avoid the fracture at the connection.
[0024] The cross section of the buffer rod 41 is in a "T" shape structure, and a first-stage buffer tube 42 is sleeved on the surface of the buffer rod 41, so that the buffer rod 41 can be axially displaced along the first-stage buffer tube 42.
[0025] In the embodiment, a mounting seat 44 is fixedly connected to the end of the first-stage buffer tube 42 away from the buffer rod 41. A plurality of arc-shaped friction plates 45 are detachably connected to the mounting seat 44. The detachable connection modes include but are not limited to screw rods, pins and buckles. Through the detachable connection mode, the arc-shaped friction plates 45 can be quickly replaced and the static friction force of the arc-shaped friction plates 45 can be adjusted, so as to adapt to different working conditions.
[0026] Further, the friction block 46 is slidingly installed in the mounting seat 44, and is fixedly connected between the main spring 43 and in contact with the arc-shaped friction plate 45, so that when the main spring 43 is stressed, the force can only push the friction block 46 to displace along the arc-shaped friction plate 45 when the force is greater than the static friction force between the friction block 46 and the arc-shaped friction plate 45, so that the impact force within a certain limit of the car coupler can only drive the main spring 43 to deform for buffering.
[0027] In the embodiment, the piston rod one 47 is slidingly installed on both sides of the buffer seat 3, and is fixedly connected between the piston rod one 47 and the buffer rod 41, so that the piston rod one 47 can displace synchronously with the buffer rod 41, and the buffer seat 3 is slidingly connected with the piston rod one 47, so that the piston rod one 47 is more stable when displacing and cannot be longitudinally deflected.
[0028] Further, the piston rod one 47 is slidingly connected with the piston seat 48 at one end, and the piston seat 48 is filled with compressed gas, so that the piston rod one 47 can compress the gas when displacing to buffer the impact force.
[0029] In summary, when the car coupler has a small impact, the elastic deformation of the main spring 43 and the compression of the gas by the piston rod one 47 can quickly buffer the impact force of the car coupler, thereby relieving the longitudinal small vibration of the train caused by track irregularities during normal coupling or operation.
[0030] Please refer to Figure 5 and Figure 6 The primary buffer pipe 42 is connected with the secondary buffer mechanism 5 through the mounting seat 44, and the secondary buffer mechanism 5 is used to buffer the impact generated when the front and rear cars collide slightly during emergency braking of the train, or when the derailed vehicle collides with the adjacent car at a low speed.
[0031] In the embodiment, the mounting seat 44 is fixedly connected with the buffer inner pipe 52 at the end away from the primary buffer pipe 42, and the buffer inner pipe 52 is in communication with the primary buffer pipe 42, so that the friction block 46 can displace along the axis of the primary buffer pipe 42 and the buffer inner pipe 52. At the same time, the friction block 46 is fixedly connected with the piston rod two 54 at the end away from the primary buffer pipe 42, so that the friction block 46 can drive the piston rod two 54 to displace synchronously when displacing.
[0032] Further, the wedge block 57 is surface slidingly installed on the piston rod two 54, the annular friction plate 58 is fixedly installed on the inner wall of the buffer inner tube 52, the wedge block 57 is a circular truncated cone structure, and the maximum diameter is greater than the inner diameter of the annular friction plate 58, so that when the piston rod two 54 is displaced, the wedge block 57 is synchronously displaced, so that the wedge block 57 and the annular friction plate 58 are in contact, and the impact is buffered through the friction force between the wedge block 57 and the annular friction plate 58. At the same time, the secondary spring 56 is installed between the wedge block 57 and the friction block 46, and when the piston rod two 54 is displaced, the wedge block 57 is displaced, the wedge block 57 is clamped on the annular friction plate 58 through the friction force, and the secondary spring 56 can be deformed to buffer the impact.
[0033] It should be noted that the annular friction plate 58 is made of elastic material, such as high wear-resistant rubber, so that when the wedge block 57 is displaced, the annular friction plate 58 is extruded until the wedge block 57 is completely clamped into the annular friction plate 58. Moreover, the buffer inner tube 52 is sleeved with the secondary buffer tube 51, the secondary buffer tube 51 is fixedly connected between the mounting seat 44 and the buffer inner tube 52, the secondary buffer tube 51 and the buffer inner tube 52 are provided with a buffer cavity 53, and the buffer cavity 53 is filled with damping liquid. The buffer cavity 53 plays the role of the damping tube of the hydraulic damper, and the piston block 55 is fixedly installed on the piston rod two 54 penetrating through the buffer inner tube 52, the piston block 55 is in contact with the inner wall between the piston rod two 54 and the secondary buffer tube 51, and the piston rod two 54, the piston block 55 and the buffer cavity 53 constitute a hydraulic damper as a whole. When the piston rod two 54 is displaced, the impact is buffered through the damper.
[0034] In summary, the secondary buffer mechanism 5 starts to work when the elastic deformation of the main spring 43 generates a spring force greater than the static friction force of the friction block 46 and the arc-shaped friction plate 45. The spring force of the main spring 43 makes the friction block 46 slide to drive the piston rod two 54 to displace, on the one hand, the piston rod two 54 displaces to drive the piston block 55 to displace along the buffer cavity 53 to buffer the impact through liquid damping; on the other hand, the piston rod two 54 drives the wedge block 57 to be clamped in the annular friction plate 58, so that the wedge block 57 is fixed by the friction force of the annular friction plate 58, and the piston rod two 54 is displaced to make the secondary spring 56 deform to buffer the impact. The impact is buffered through the hydraulic damping, friction damping and elastic deformation of the primary buffer mechanism 4, which is used for buffering the impact generated by the slight collision of the front and rear trains during the emergency braking of the train, or the impact generated by the train off the track at a low speed.
[0035] Please refer to Figure 7The rail vehicle coupler buffer device further comprises a crushing mechanism 6 for single buffering when a derailed vehicle hits a neighboring vehicle at a high speed or when a train rear-end collision speed is large. The crushing mechanism 6 comprises a clamping block 61 fixedly connected between the secondary buffer pipe 51, and the clamping block 61 is sleeved with a crushing pipe 62. The clamping block 61 is a circular cone mechanism, which is equivalent to a drill bit for destructive extrusion of the crushing pipe 62 in operation, so that the crushing pipe 62 is deformed to absorb energy.
[0036] In addition, the clamping block 61 is inserted with a pin 64 on both sides of the surface, and the pin 64 is used for fixing the clamping block 61 and the crushing pipe 62 to avoid deformation of the crushing pipe 62 under low pressure, which leads to failure of the crushing pipe 62. The piston rod 47 is fixedly installed with a stop lever 63 on the surface, and the pin 64 is fixedly installed with a tension spring 65 at the end away from the clamping block 61. The stop lever 63 and the pin 64 are clamped, so that the stop lever 63 can fix the pin 64 to avoid disengagement. The length of the stop lever 63 is fixed, so that after the piston rod 47 is displaced by a certain distance, the stop lever 63 is disengaged from the pin 64, and the pin 64 is disengaged from the clamping block 61 under the action of the tension spring 65, so that the crushing pipe 62 can work.
[0037] It should be noted that the crushing pipe 62 is fixedly connected with the vehicle body, the buffer seat 3 is slidingly connected with the vehicle body, and the arc-shaped friction plate 45 fixes the mounting seat 44 and the buffer seat 3. When the pin 64 is fixed, the crushing pipe 62 is fixedly connected with the buffer seat 3, and the buffer seat 3 cannot slide. When the pin 64 is disengaged, the buffer seat 3 resumes sliding, and under the action of a large impact force, the buffer seat 3 slides synchronously with the primary buffer pipe 42 and the secondary buffer pipe 51 to impact the crushing pipe 62, and the crushing pipe 62 deforms to absorb the impact force.
[0038] A rail vehicle coupler buffer device, the working principle of which is as follows: When the impact force is small, only the normal coupling of the train or the displacement of the hook head 1 drives the hook body 2 to displace along the buffer seat 3, and the hook body 2 drives the buffer rod 41 to displace along the primary buffer pipe 42, and the elastic deformation of the main spring 43 buffers the impact.
[0039] When the impact force is large, greater than the elastic deformation of the main spring 43, the elastic force is greater than the static friction force of the friction block 46 and the arc-shaped friction plate 45, the secondary buffer mechanism 5 works, the elastic force of the main spring 43 will make the friction block 46 slide to drive the piston rod two 54 to displace, on the one hand, the piston rod two 54 will drive the piston block 55 to displace along the buffer cavity 53, and the impact is buffered through the liquid damping; on the other hand, the piston rod two 54 drives the wedge block 57 to be clamped in the annular friction plate 58, so that the wedge block 57 is fixed by the friction force of the annular friction plate 58, and the displacement of the piston rod two 54 will make the secondary spring 56 deform to buffer the impact. The impact is buffered by hydraulic damping, friction damping and elastic deformation in cooperation with the primary buffer mechanism 4, which is used for buffering the impact generated by the slight collision of the front and rear trains during the emergency braking of the train, or the impact generated by the train at a low speed.
[0040] When the extreme working condition occurs, that is, the train derails or the train impacts the front train at a high speed, the displacement distance of the buffer rod 41 drives the shift lever 63 to be large, so that the shift lever 63 is separated from the pin 64, the pin 64 is separated from the clamping block 61 under the action of the tension spring 65, so that the overall limiting is released. At this time, since the displacement of the buffer rod 41 is large, the wedge block 57 and the annular friction plate 58 are tightly clamped and stuck, the buffer rod 41 and the piston rod two 54 are not displaced, and the buffer seat 3 is released from the limiting, so that the buffer seat 3 is displaced, and then the buffer seat 3 drives the primary buffer pipe 42 and the secondary buffer pipe 51 to displace, the clamping block 61 and the secondary buffer pipe 51 extrude the crush pipe 62, and the impact is absorbed through the plastic deformation of the crush pipe 62.
[0041] It should be noted that, in the present text, the relationship terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, method, article or equipment.
[0042] Although the embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to the embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the appended claims and their equivalents.
Claims
1. A coupler buffer device for rail vehicles, characterized in that, include: The coupler is composed of a hook head (1) and a hook body (2) fixedly connected; Buffer seat (3), the buffer seat (3) is sleeved on the surface of the hook body (2) and slidably connected to the hook body (2); The primary buffer mechanism (4) is connected to the hook body (2) and is used to buffer the vibration during normal coupling of the car coupler; The secondary buffer mechanism (5) is connected to the primary buffer mechanism (4) and is used to buffer the vibrations generated during braking and collision. The crushing mechanism (6) is connected to the secondary buffer mechanism (5) and controlled by the primary buffer mechanism (4). It is used to buffer and absorb energy when the coupler derails or is severely impacted.
2. The rail vehicle coupler buffer device according to claim 1, characterized in that, The primary buffer mechanism (4) includes a buffer rod (41), which is fixedly installed at one end of the hook body (2). A primary buffer tube (42) is slidably connected to the surface of the buffer rod (41), and a main spring (43) is fixedly connected to one end of the buffer rod (41) near the primary buffer tube (42).
3. A rail vehicle coupler buffer device according to claim 2, characterized in that, The first-stage buffer tube (42) is fixedly connected to a mounting base (44) at one end away from the buffer rod (41). Multiple arc-shaped friction plates (45) are detachably connected to the mounting base (44). A friction block (46) is slidably installed inside the mounting base (44). The friction block (46) is fixedly connected to the main spring (43).
4. A rail vehicle coupler buffer device according to claim 3, characterized in that, Piston rods (47) are slidably installed on both sides of the buffer seat (3). The piston rods (47) are fixedly connected to the buffer rod (41). One end of the piston rods (47) is slidably connected to a piston seat (48).
5. A rail vehicle coupler buffer device according to claim 3, characterized in that, The secondary buffer mechanism (5) includes a secondary buffer tube (51), which is fixedly connected to the mounting base (44). A buffer inner tube (52) is sleeved inside the secondary buffer tube (51), which is fixedly connected to the mounting base (44). A piston rod (54) is fixedly installed on the friction block (46), and a wedge (57) is slidably installed on the surface of the piston rod (54). A secondary spring (56) is installed between the wedge (57) and the friction block (46).
6. A rail vehicle coupler buffer device according to claim 5, characterized in that, An annular friction plate (58) is fixedly installed inside the buffer inner tube (52), and the wedge (57) is adapted to the annular friction plate (58).
7. A rail vehicle coupler buffer device according to claim 6, characterized in that, A buffer cavity (53) is provided between the secondary buffer tube (51) and the inner buffer tube (52). The piston rod (54) passes through the inner buffer tube (52) and a piston block (55) is fixedly installed thereon. The piston block (55) is in contact with the inner wall of the secondary buffer tube (51).
8. A rail vehicle coupler buffer device according to claim 4, characterized in that, The crushing mechanism (6) includes a locking block (61), which is fixedly connected to the secondary buffer tube (51). A crushing tube (62) is sleeved on the locking block (61), and the inner diameter of the crushing tube (62) is smaller than the outer diameter of the secondary buffer tube (51).
9. A rail vehicle coupler buffer device according to claim 8, characterized in that, Pins (64) are inserted into both sides of the surface of the locking block (61), a stop bar (63) is fixedly installed on the surface of the piston rod (47), and a tension spring (65) is fixedly installed on the end of the pin (64) away from the locking block (61).
10. A rail vehicle coupler buffer device according to claim 9, characterized in that, The stop lever (63) is slidably connected to the pin (64), and the piston rod (47) is not in contact with the pin (64).