Traction device and grinding system based on railway vehicle synchronous grinding trolley

Abstract

The invention discloses a traction device based on a rail vehicle synchronous grinding trolley and a grinding system, relates to the technical field of rail grinding, and can solve the inherent defects that an existing steel rail grinding trolley system is high in manufacturing cost, limited in running time and the like. The traction device comprises a first connecting beam used for being connected with the railway vehicle, a second connecting beam used for being connected with the grinding trolley, and a traction rod assembly with the two ends rotationally connected with the first connecting beam and the second connecting beam correspondingly. The traction rod assembly comprises a first traction rod, a second traction rod and a tensioning pull rod, the first traction rod is rotationally connected with the first connecting beam, the second traction rod is rotationally connected with the second connecting beam, one end of the tensioning pull rod is inserted into the first traction rod and fixedly connected with the first traction rod, and the other end of the tensioning pull rod is inserted into the second traction rod and slidably connected with the second traction rod.

Description

Technical Field

[0001] This invention relates to the field of track grinding technology, specifically to a traction device and grinding system based on a synchronous grinding trolley for rail vehicles. Background Technology

[0002] Rail grinding is a crucial and primary method of rail maintenance in rail transit. In rail transit, vehicles achieve traction through the friction between the wheels and rails. Therefore, a constant wheel-rail force, or creep force, exists throughout the vehicle's operation. Under the influence of creep force, rails may develop defects such as side wear, thickened edges, collapse, and corrugation during long-term operation. These defects affect the vehicle's running condition, significantly reducing its smoothness and stability, and even threatening operational safety. Rail grinding is the solution to these rail defects. Conventional rail grinding technology uses a high-speed rotating grinding wheel to remove the defects. Currently, rail grinding technology has evolved from manual grinding to a rail grinding trolley system, representing a mature rail maintenance technology that effectively removes rail defects.

[0003] The rail grinding trolley system includes a complete rail grinding work vehicle and a grinding trolley mounted on the rail vehicle. The rail grinding work vehicle mainly consists of a power generation unit, a power unit, a traction unit, a bogie, and a car body. The grinding trolley mainly consists of a trolley frame, a hydraulic system, a grinding motor, and grinding wheels. The rail grinding work vehicle only plays an auxiliary traction role; the rail grinding function is performed by the grinding trolley. However, the manufacturing cost of the rail grinding work vehicle accounts for approximately 80% of the cost of the rail grinding trolley system, while the manufacturing cost of the grinding trolley only accounts for 20%. This significant cost-benefit imbalance results in a high manufacturing cost for the rail grinding trolley system and also increases the amount of maintenance work required.

[0004] Furthermore, in actual rail transit systems, rail vehicles operate continuously, and rail grinding can generally only be carried out during maintenance windows. These maintenance windows, during which rail grinding is performed but normal operations are suspended, compress the normal operating time of rail vehicles, preventing them from operating around the clock. At the same time, excessively high grinding frequency increases grinding operating costs; conversely, insufficient grinding frequency necessitates increasing the amount of material removed per pass to improve the grinding effect, which can easily lead to additional grinding damage and reduce the service life of the rails.

[0005] Based on the above background, the inventors designed a traction device and grinding system based on a synchronous grinding trolley for rail vehicles, and reconstructed the rail grinding trolley system. Therefore, this application is hereby filed. Summary of the Invention

[0006] The purpose of this application is to provide a traction device and grinding system based on a synchronous grinding trolley for rail vehicles. By reconstructing the existing rail grinding trolley system, the inherent defects of the existing rail grinding trolley system, such as high manufacturing cost and limited operating time, are solved.

[0007] To address the above problems, this application provides the following technical solution: On the one hand, this application provides a traction device based on a synchronous grinding trolley for rail vehicles, including a traction rod assembly with both ends respectively used for rotatably connecting to a first connecting beam of the rail vehicle and a second connecting beam of the grinding trolley; The traction rod assembly includes a first traction rod and a second traction rod arranged coaxially, as well as a tension rod; The first traction rod is rotatably connected to the first connecting beam, the second traction rod is rotatably connected to the second connecting beam, one end of the tensioning rod is inserted into the first traction rod and fixedly connected thereto, and the other end of the tensioning rod is inserted into the second traction rod and slidably connected thereto.

[0008] Optionally, a buffer cavity is provided at the end of the second traction rod near the first traction rod; The tensioning rod includes an integrally fixedly connected tensioning rod body and a tensioning rod piston head; The tensioning rod body is disposed through the end cap and slidably connected thereto, and the tensioning rod piston head is located in the buffer cavity; It also includes a first spring and a second spring disposed in the buffer cavity, and an end cap, which is fastened to the end of the second traction rod near the first traction rod; The first spring is fitted onto the tension rod body, with one end close to or pressing against the end cap and the other end close to or pressing against the tension rod piston head; One end of the second spring is close to or presses against the piston head of the tension rod, and the other end is close to or presses against the bottom of the buffer chamber.

[0009] Optionally, the end cap is threaded onto the second traction rod; The end cap is provided with several external vent holes for communicating the buffer chamber with the external atmospheric environment. The tension rod piston head is provided with several internal vent holes for communicating with the area where the first spring and the area where the second spring are located in the buffer chamber. The first spring, the second spring, the outer vent, and the inner vent constitute a composite buffer structure for the second traction rod during the acceleration or deceleration process of the rail vehicle.

[0010] Optionally, the end of the first traction rod near the second traction rod is provided with a connection socket; The end of the tensioning rod body away from the tensioning rod piston head is inserted and fixed in the connecting hole.

[0011] Optionally, the tensioning rod may further include an anti-loosening plate integrally and fixedly connected to the tensioning rod body; The traction rod assembly also includes a connecting plate welded and fixed to the first traction rod, and a connecting screw welded and fixed to the anti-loosening plate. The connecting screw passes through the connecting plate and is fixedly connected to the connecting plate by a nut provided on the connecting screw.

[0012] Optionally, the first connecting beam is provided with a first connecting flange; It also includes a first support that is rotatably connected to the first traction rod, and the first support is detachably and fixedly connected to the first connecting flange; It also includes a first buffer pad disposed between the first connecting flange and the first support.

[0013] Optionally, the first support includes two first ear plates arranged side by side; The end of the first traction rod away from the second traction rod is provided with a first connector; It also includes a first connecting component for connecting the first connector and the first support; The first connecting assembly includes a first connecting shaft, a first joint bearing, and two first limiting baffles; The first joint bearing is mounted on the first connecting shaft and located inside the first connector. The first connector is located between the two first ear plates. The first connecting shaft passes through the first ear plate and the first joint bearing along its axial direction. The two first limiting baffles are located on both sides of the two first ear plates and are both locked onto the first connecting shaft.

[0014] Optionally, a second connecting flange is provided on the second connecting beam; It also includes a second support that is rotatably connected to the second traction rod, and the second support is detachably and fixedly connected to the second connecting flange; It also includes a second buffer pad disposed between the second connecting flange and the second support.

[0015] Optionally, the second support includes two second ear plates arranged side by side; The second traction rod has a second connector at the end furthest from the first traction rod; It also includes a second connection component for connecting the second connector and the second support; The second connecting assembly includes a second connecting shaft, a second joint bearing, and two second limiting baffles; The second joint bearing is mounted on the second connecting shaft and located inside the second connecting head. The second connecting head is located between the two second ear plates. The second connecting shaft passes through the second ear plates and the second joint bearing along its axial direction. The two second limiting baffles are located on both sides of the two second ear plates and are both locked onto the second connecting shaft.

[0016] On the other hand, this application provides a grinding system, including any of the above-described traction devices based on a synchronous grinding trolley of a rail vehicle, and also including a grinding trolley and a rail vehicle; The rail vehicle includes a first connecting beam for rotatably connecting to a first traction rod of a traction rod assembly; The grinding carriage includes a second connecting beam for rotatably connecting to a second traction rod of the traction rod assembly.

[0017] The beneficial effects of this invention are: First, the traction device designed in this application connects simultaneously with the first connecting beam of the rail vehicle and the second connecting beam of the grinding trolley, thus completely reconstructing the original rail grinding trolley system. Using the rail vehicle as the power source for the grinding trolley, compared to the original system, the grinding trolley no longer requires additional traction power, instead directly utilizing the rail vehicle as its traction power, eliminating the need for the original rail grinding work vehicle. This reduces the overall system manufacturing cost by over 80%. Furthermore, the grinding trolley in this application can follow the rail... The vehicle performs all-weather, real-time, and synchronous rail grinding, completely eliminating the window period of the original rail grinding trolley system. This application enables the rail grinding work to be carried out synchronously with the operation of the rail vehicle. Due to the high frequency of rail vehicle operation, there are more rail grinding cycles that can be selected, thereby reducing the amount of grinding per cycle and reducing the probability of rail grinding damage. In addition, it provides a structural basis for the grinding trolley to monitor the dynamic characteristics of the rail vehicle in real time, thus providing a basic condition for predicting rail defects, making the implemented rail grinding method more targeted.

[0018] Second, this application provides a first spring and a second spring in the buffer cavity of the second traction rod, and the end cap fastened to the end of the first traction rod is provided with an external vent hole, and the piston head of the tension rod extending into the buffer cavity is provided with an internal vent hole. This allows this application to form a composite buffer structure based on the first spring, the second spring, the external vent hole, and the internal vent hole. During the acceleration or deceleration process of the rail vehicle, there is an action delay between the first traction rod and the second traction rod based on this composite buffer structure. Furthermore, a portion of the energy can be released by the compression and release of air in the buffer cavity, reducing the impact intensity on the second traction rod and the grinding trolley it pulls, and improving the stability of the second traction rod in pulling the grinding trolley.

[0019] Third, this application not only sets up a composite buffer structure consisting of a first spring, a second spring, an outer vent, and an inner vent within the traction rod assembly, but also sets up a first buffer pad between the first connecting beam and the first support, and a second buffer pad between the second connecting beam and the second support. Furthermore, the two ends of the traction rod assembly are rotatably connected to the first support and the second support, respectively. This allows this application to form a triple buffer system along the traction force transmission path. That is, the first buffer pad forms the first layer of buffer, the composite buffer structure forms the second layer of buffer, and the second buffer pad forms the third layer of buffer. This can greatly improve the stability of the grinding operation of the grinding trolley in this application, and can form three layers of isolation in the vibration transmission path between the rail vehicle and the grinding trolley, preventing the grinding operation of the grinding trolley from affecting the running stability of the rail vehicle. Attached Figure Description

[0020] Figure 1 This is a three-dimensional exploded structure diagram of Embodiment 1 of this application.

[0021] Figure 2 This is a three-dimensional structural diagram of Embodiment 1 of this application.

[0022] Figure 3 This is a side view of the structure of Embodiment 1 of this application.

[0023] Figure 4 for Figure 3 A schematic diagram of the cross-sectional structure of AA.

[0024] Figure 5 for Figure 4 A magnified view of a portion of point A in the middle.

[0025] Figure 6 This is a head-up view of the structure of Embodiment 1 of this application.

[0026] Figure 7 for Figure 6 Schematic diagram of the cross-sectional structure of BB.

[0027] Figure 8 for Figure 7 A magnified view of a portion of point B in the middle.

[0028] Explanation of reference numerals in the attached figures: 11-First connecting beam, 111-First connecting flange, 12-Second connecting beam, 121-Second connecting flange, 21-First support, 211-First ear plate, 22-Second support, 221-Second ear plate, 3-Traction rod assembly, 31-First traction rod, 311-First connector, 312-Connecting socket, 32-Second traction rod, 321-Second connector, 322-Buffer chamber, 33-Tensioning rod, 330-Internal vent, 33 1-Tensioning rod body, 332-Tensioning rod piston head, 333-Anti-loosening plate, 34-End cap, 341-External vent, 35-Connecting screw, 36-First spring, 37-Second spring, 38-Connecting plate, 41-First connecting assembly, 411-First connecting shaft, 412-First limiting baffle, 413-First spherical bearing, 42-Second connecting assembly, 421-Second connecting shaft, 422-Second limiting baffle, 423-Second spherical bearing. Detailed Implementation

[0029] The present invention will be further described in detail below with reference to the embodiments and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0030] Example 1: like Figures 1 to 8 As shown, this embodiment provides a traction device based on a synchronous grinding trolley for rail vehicles, including a traction rod assembly 3 with both ends rotatably connected to a first connecting beam 11 of the rail vehicle and a second connecting beam 12 of the grinding trolley; The traction rod assembly 3 includes a first traction rod 31 and a second traction rod 32 arranged coaxially, and a tension rod 33; The first traction rod 31 is rotatably connected to the first connecting beam 11, the second traction rod 32 is rotatably connected to the second connecting beam 12, one end of the tension rod 33 is inserted into the first traction rod 31 and fixedly connected thereto, and the other end of the tension rod 33 is inserted into the second traction rod 32 and slidably connected thereto.

[0031] The traction device designed in this embodiment connects simultaneously to the first connecting beam 11 of the rail vehicle and the second connecting beam 12 of the grinding trolley. This allows for a complete reconstruction of the original rail grinding trolley system, using the rail vehicle as the power source for the grinding trolley. Compared to the original rail grinding trolley system, firstly, the grinding trolley no longer requires additional traction power, but directly utilizes the rail vehicle as the traction power, eliminating the need for the original rail grinding work vehicle. The manufacturing cost of the entire system can be reduced by more than 80%. Secondly, the grinding trolley in this embodiment can... This method allows for all-weather, real-time rail grinding following the rail vehicle, completely eliminating the window period of the original rail grinding trolley system. This embodiment enables the rail grinding work to be carried out synchronously with the operation of the rail vehicle. Due to the high frequency of rail vehicle operation, there are more rail grinding cycles that can be selected, thereby reducing the amount of grinding per cycle and the probability of rail damage. In addition, it provides a structural basis for the grinding trolley to monitor the dynamic characteristics of the rail vehicle in real time, thus providing a basic condition for predicting rail defects, making the implemented rail grinding method more targeted.

[0032] In this embodiment, a buffer cavity 322 is provided at the end of the second traction rod 32 near the first traction rod 31; The tensioning rod 33 includes an integrally fixedly connected tensioning rod body 331 and tensioning rod piston head 332; The tensioning rod body 331 is disposed through the end cap 34 and slidably connected thereto, and the tensioning rod piston head 332 is located in the buffer chamber 322; It also includes a first spring 36 and a second spring 37 disposed in the buffer cavity 322, and an end cap 34, which is fastened to the end of the second traction rod 32 near the first traction rod 31; The first spring 36 is fitted onto the tension rod body 331, with one end close to or pressing against the end cap 34 and the other end close to or pressing against the tension rod piston head 332; One end of the second spring 37 is close to or presses against the tension rod piston head 332, and the other end is close to or presses against the bottom of the buffer chamber 322.

[0033] In this embodiment, by setting a first spring 36 and a second spring 37, the first spring 36 and the second spring 37 in the second traction rod 32 can play a certain buffering role when the rail vehicle is accelerating or decelerating, so as to avoid the grinding trolley from suddenly accelerating or decelerating.

[0034] In this embodiment, the end cap 34 is detachably connected to the second traction rod 32, so that the first spring 36 and the second spring 37 in the buffer cavity 322 can be replaced. This allows the buffering performance of the traction device in this embodiment to be adjusted according to the characteristics of the operating vehicle by adjusting the stiffness of the first spring 36 and the second spring 37, thereby mitigating the impact of sudden speed changes during acceleration and deceleration of different rail vehicles on the grinding work.

[0035] In this embodiment, the end cap 34 is threadedly connected to the second traction rod 32; The end cap 34 is provided with a plurality of external vent holes 341 for communicating the buffer cavity 322 with the external atmospheric environment; The tensioning rod piston head 332 is provided with a plurality of internal vent holes 330 for communicating with the area where the first spring 36 and the area where the second spring 37 are located in the buffer cavity 322. The first spring 36, the second spring 37, the outer vent 341 and the inner vent 330 constitute a composite buffer structure for the second traction rod 32 during the acceleration or deceleration process of the rail vehicle.

[0036] In this embodiment, the acceleration process of the rail vehicle includes the acceleration process at startup and the acceleration process during operation, and the deceleration process includes the deceleration process at stop and the deceleration process during operation.

[0037] In this embodiment, a first spring 36 and a second spring 37 are provided in the buffer cavity 322 of the second traction rod 32, and an external vent hole 341 is provided on the end cap 34 fastened to the end of the first traction rod 31. An internal vent hole 330 is provided on the tension rod piston head 332 that extends into the buffer cavity 322. This embodiment can form a composite buffer structure based on the first spring 36, the second spring 37, the external vent hole 341, and the internal vent hole 330. During the acceleration or deceleration of the rail vehicle, there is an action delay between the first traction rod 31 and the second traction rod 32 based on this composite buffer structure. Furthermore, some energy can be released in the buffer cavity 322 by compressing and releasing air, reducing the impact intensity of the second traction rod 32 and the grinding trolley it pulls, and improving the stability of the second traction rod 32 in pulling the grinding trolley.

[0038] In this embodiment, as Figure 5 and Figure 8 As shown, the first traction rod 31 has a connection socket 312 at one end near the second traction rod 32; The end of the tension rod body 331 away from the tension rod piston head 332 is inserted and fixed in the connecting hole 312. In some embodiments, an internal thread can be provided in the connecting hole 312 and an external thread can be provided on the tension rod body 331, so that the tension rod body 331 is threadedly connected to the connecting hole 312 after being inserted into it, thereby improving the connection stability between the first traction rod 31 and the tensioning rod 33.

[0039] In this embodiment, the tensioning rod 33 also includes an anti-loosening plate 333 that is integrally and fixedly connected to the tensioning rod body 331; The traction rod assembly 3 further includes a connecting plate 38 welded and fixed to the first traction rod 31, and a connecting screw 35 welded and fixed to the anti-loosening plate 333. The connecting screw 35 passes through the connecting plate 38 and is fixedly connected to the connecting plate 38 by a nut provided on the connecting screw 35.

[0040] In this embodiment, by setting up structures such as the anti-loosening plate 333, the connecting screw 35, and the connecting plate 38, the connection stability between the first traction rod 31 and the tensioning rod 33 can be further improved.

[0041] In this embodiment, the first connecting beam 11 is provided with a first connecting flange 111; It also includes a first support 21 rotatably connected to the first traction rod 31, and the first support 21 is detachably and fixedly connected to the first connecting flange 111; It also includes a first buffer pad disposed between the first connecting flange 111 and the first support 21. In this embodiment, the first buffer pad itself is a conventional structure, which will not be described in detail here. The first support 21 is detachably connected to the first connecting flange 111 on the first connecting beam 11, which can facilitate the maintenance of the subsequent traction device and grinding trolley.

[0042] In this embodiment, the first support 21 includes two first ear plates 211 arranged side by side; The first traction rod 31 is provided with a first connector 311 at the end away from the second traction rod 32; It also includes a first connection assembly 41 for connecting the first connector 311 and the first support 21; The first connecting assembly 41 includes a first connecting shaft 411, a first spherical bearing 413, and two first limiting baffles 412; The first joint bearing 413 is fitted onto the first connecting shaft 411 and located inside the first connector 311. The first connector 311 is disposed between the two first ear plates 211. The first connecting shaft 411 is disposed through the first ear plate 211 and the first joint bearing 413 along its axial direction. The two first limiting baffles 412 are respectively located on both sides of the two first ear plates 211 and are both locked onto the first connecting shaft 411.

[0043] By setting two first limit baffles 412, the first connecting shaft 411 can be prevented from loosening due to running vibration.

[0044] In this embodiment, by using a first joint bearing 413 to connect with a first connecting shaft 411, the mutual influence between the rail vehicle and the grinding trolley can be further reduced.

[0045] In this embodiment, a second connecting flange 121 is provided on the second connecting beam 12; It also includes a second support 22 rotatably connected to the second traction rod 32, and the second support 22 is detachably and fixedly connected to the second connecting flange 121; It also includes a second buffer pad disposed between the second connecting flange 121 and the second support 22.

[0046] In this embodiment, the second support 22 includes two second ear plates 221 arranged side by side; The second traction rod 32 is provided with a second connector 321 at the end away from the first traction rod 31; It also includes a second connection assembly 42 for connecting the second connector 321 and the second support 22; The second connecting assembly 42 includes a second connecting shaft 421, a second spherical bearing 423, and two second limiting baffles 422; The second joint bearing 423 is fitted onto the second connecting shaft 421 and located inside the second connector 321. The second connector 321 is disposed between the two second ear plates 221. The second connecting shaft 421 is disposed through the second ear plate 221 and the second joint bearing 423 along its axial direction. The two second limiting baffles 422 are respectively located on both sides of the two second ear plates 221 and are both locked onto the second connecting shaft 421.

[0047] By setting two second limit baffles 422, the second connecting shaft 421 can be prevented from becoming loose due to running vibration.

[0048] In this embodiment, by using a second joint bearing 423 to connect with a second connecting shaft 421, the mutual influence between the rail vehicle and the grinding trolley can be further reduced.

[0049] Example 2: This embodiment provides a grinding system, including the traction device based on the synchronous grinding trolley of the rail vehicle as described in Embodiment 1 above, and also includes the grinding trolley and the rail vehicle; The rail vehicle includes a first connecting beam 11 for rotatably connecting to a first traction rod 31 of the traction rod assembly 3; The grinding carriage includes a second connecting beam 12 for rotatably connecting to the second traction rod 32 of the traction rod assembly 3, and the central axis of the second connecting beam 12 coincides with the central axis of the grinding carriage, thus eliminating the influence of traction bending moment on the grinding work.

[0050] The grinding trolley and rail vehicle in this embodiment are existing devices and will not be described in detail here.

[0051] The remaining structures in this embodiment are the same as those in Embodiment 1 above, and will not be described again here.

[0052] It is understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present invention, and the present invention is not limited thereto. For those skilled in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A traction device based on a synchronous grinding trolley for rail vehicles, characterized in that, It includes a traction rod assembly (3) with both ends for rotatably connecting to the first connecting beam (11) of the rail vehicle and the second connecting beam (12) of the grinding trolley. The traction rod assembly (3) includes a first traction rod (31) and a second traction rod (32) arranged coaxially, as well as a tension rod (33). The first traction rod (31) is rotatably connected to the first connecting beam (11), the second traction rod (32) is rotatably connected to the second connecting beam (12), one end of the tension rod (33) is inserted into the first traction rod (31) and fixedly connected to it, and the other end of the tension rod (33) is inserted into the second traction rod (32) and slidably connected to it.

2. The traction device based on a synchronous grinding trolley of a rail vehicle according to claim 1, characterized in that, The second traction rod (32) has a buffer cavity (322) at one end near the first traction rod (31); The tension rod (33) includes an integrally fixedly connected tension rod body (331) and tension rod piston head (332). The tension rod body (331) is disposed through the end cap (34) and slidably connected thereto, and the tension rod piston head (332) is located in the buffer chamber (322); It also includes a first spring (36) and a second spring (37) disposed in the buffer cavity (322), and an end cap (34) which is fastened to the end of the second traction rod (32) near the first traction rod (31); The first spring (36) is fitted onto the tension rod body (331), with one end close to or pressing against the end cap (34) and the other end close to or pressing against the tension rod piston head (332); One end of the second spring (37) is close to or presses against the piston head (332) of the tension rod, and the other end is close to or presses against the bottom of the buffer chamber (322).

3. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 2, characterized in that, The end cap (34) is threaded onto the second traction rod (32); The end cap (34) is provided with several external vent holes (341) for communicating the buffer cavity (322) with the external atmospheric environment. The tension rod piston head (332) is provided with a plurality of internal vent holes (330) for communicating with the area where the first spring (36) and the area where the second spring (37) are located in the buffer chamber (322). The first spring (36), the second spring (37), the outer vent (341) and the inner vent (330) form a composite buffer structure for the second traction rod (32) during the acceleration or deceleration process of the rail vehicle.

4. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 2, characterized in that, The first traction rod (31) has a connection socket (312) at one end near the second traction rod (32); The end of the tension rod body (331) away from the tension rod piston head (332) is inserted and fixed in the connecting hole (312).

5. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 4, characterized in that, The tensioning rod (33) also includes an anti-loosening plate (333) that is integrally and fixedly connected to the tensioning rod body (331). The traction rod assembly (3) further includes a connecting plate (38) welded and fixed to the first traction rod (31), and a connecting screw (35) welded and fixed to the anti-loosening plate (333). The connecting screw (35) passes through the connecting plate (38) and is fixedly connected to the connecting plate (38) by a nut provided on the connecting screw (35).

6. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 1, characterized in that, The first connecting beam (11) is provided with a first connecting flange (111); It also includes a first support (21) rotatably connected to the first traction rod (31), and the first support (21) is detachably and fixedly connected to the first connecting flange (111); It also includes a first buffer pad disposed between the first connecting flange (111) and the first support (21).

7. The traction device based on a synchronous grinding trolley of a rail vehicle according to claim 6, characterized in that, The first support (21) includes two first ear plates (211) arranged side by side; The first traction rod (31) is provided with a first connector (311) at the end away from the second traction rod (32); It also includes a first connection component (41) for connecting the first connector (311) and the first support (21); The first connecting assembly (41) includes a first connecting shaft (411), a first joint bearing (413), and two first limiting baffles (412). The first joint bearing (413) is fitted onto the first connecting shaft (411) and located inside the first connector (311). The first connector (311) is located between two first ear plates (211). The first connecting shaft (411) passes through the first ear plate (211) and the first joint bearing (413) along its axial direction. Two first limiting baffles (412) are located on both sides of the two first ear plates (211) and are both locked onto the first connecting shaft (411).

8. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 1, characterized in that, The second connecting beam (12) is provided with a second connecting flange (121); It also includes a second support (22) rotatably connected to the second traction rod (32), and the second support (22) is detachably and fixedly connected to the second connecting flange (121); It also includes a second buffer pad disposed between the second connecting flange (121) and the second support (22).

9. The traction device based on a synchronous grinding trolley for rail vehicles according to claim 8, characterized in that, The second support (22) includes two second ear plates (221) arranged side by side; The second traction rod (32) has a second connector (321) at the end away from the first traction rod (31); It also includes a second connection component (42) for connecting the second connector (321) and the second support (22); The second connecting assembly (42) includes a second connecting shaft (421), a second spherical bearing (423), and two second limiting baffles (422). The second joint bearing (423) is fitted onto the second connecting shaft (421) and located inside the second connector (321). The second connector (321) is positioned between two second ear plates (221). The second connecting shaft (421) passes through the second ear plate (221) and the second joint bearing (423) along its axial direction. Two second limiting baffles (422) are located on both sides of the two second ear plates (221) and are both locked onto the second connecting shaft (421).

10. A polishing system, characterized in that, The traction device based on a synchronous grinding trolley of a rail vehicle as described in any one of claims 1-9, further includes the grinding trolley and the rail vehicle; The rail vehicle includes a first connecting beam (11) for rotatably connecting with a first traction rod (31) of the traction rod assembly (3). The grinding carriage includes a second connecting beam (12) for rotatably connecting with a second traction rod (32) of the traction rod assembly (3).

Images