Hook buffering device for heavy-load railway wagon
By introducing recording, observation, and lubrication components into the coupler buffer device of heavy-haul railway freight cars, the problems of buffer performance degradation and untimely lubrication have been solved, life warning and automatic lubrication have been realized, and transportation safety and efficiency have been improved.
Patent Information
- Application Number
- CN202511996390.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-26
- Publication Date
- 2026-02-17
AI Technical Summary
The performance degradation of existing heavy-haul railway freight car coupler buffer devices under cyclic impact loads is difficult to predict, and lubrication and maintenance are not timely, affecting service life and transportation safety.
A coupler buffer device for heavy-duty railway freight cars was designed, comprising a recording section, an observation section, and a lubrication section. It can record the number of times the buffer is compressed, automatically lubricate, and visually observe signs of damage, providing lifespan warnings.
It enables the recording of buffer life and early warning of damage, timely lubrication, avoidance of wear, and improvement of transportation safety and efficiency.
Smart Images
Figure CN121536346A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the technical field of coupler buffer devices, specifically relating to a coupler buffer device for heavy-duty railway freight cars. Background Technology
[0002] With the continued growth of global demand for bulk commodity transportation, heavy-haul railway transportation technology is constantly developing towards higher axle loads, larger train formations, and higher density. As a core component connecting locomotives and rolling stock, and between rolling stock themselves, the coupler and buffer device undertakes the crucial tasks of transmitting traction and braking forces, as well as absorbing various longitudinal impact energies during train operation. Its reliability and durability directly affect train operation safety, transportation efficiency, and maintenance costs. However, under harsh cyclic impact loads, the performance degradation of the buffer device, fatigue life prediction, and the lubrication and maintenance of key internal friction pairs have long been technical challenges plaguing the industry.
[0003] First, buffer damage stems from the "large-stroke compression" caused by each train start-up, speed adjustment, and braking, especially emergency braking and collisions from abnormal train formations. However, fixed maintenance cycles (such as every 100,000 kilometers or 1 year) cannot distinguish between trains operating on smooth main lines and those operating on demanding sections with frequent train formations and multiple gradients. A buffer operating under harsh conditions may be severely fatigued before its maintenance period, while another buffer operating under good conditions may be replaced prematurely, resulting in waste. Furthermore, current technology mainly relies on visual inspection or dimensional measurement during disassembly and maintenance to determine failure. This is a "post-mortem assessment" that cannot provide early warning before the device's performance reaches a critical point of rapid degradation.
[0004] Secondly, the lubrication condition inside the buffer device is crucial to its energy absorption efficiency, operational stability, and wear life. The current maintenance method is usually to manually replenish the grease by maintenance personnel during scheduled inspections. However, this method results in long lubrication intervals and cannot guarantee timely replenishment during the period when the buffer experiences multiple high-load impacts and needs lubrication the most. Summary of the Invention
[0005] The purpose of this invention is to provide a coupler buffer device for heavy-duty railway freight cars, which can record the number of times the buffer is compressed to its maximum stroke, and can visually observe whether the buffer's compression stroke has weakened due to damage or aging. It can also automatically release lubricating oil for active lubrication when the buffer is compressed to its maximum stroke, thus avoiding severe wear of the buffer that affects its use.
[0006] The specific technical solution adopted by this invention is as follows: A coupler buffer device for heavy-duty railway freight cars includes: The vehicle has a coupler inside, and a buffer is located on the right side of the coupler. A push block is slidably connected to the inner cavity of the buffer. The buffer section includes a piston rod, which is slidably connected to the inner cavity of the buffer and the push block. Push plates are fixedly connected to both ends of the piston rod. The observation section includes a marker rod that is slidably connected to the outer shell of the buffer, and the outer shell of the buffer has a scale strip. The recording unit includes a button, a slide bar connected to the button, a counter connected to the right end of the slide bar, a trigger button on the right side of the button, and an alarm connected to the trigger button. The lubrication section includes an oil box, an oil pipe inside the oil box, a sealing gasket slidably connected inside the oil pipe, a ejector pin connected to the sealing gasket, and the ejector pin contacting the push plate. When the buffer is compressed to its maximum stroke, the drive button is compressed. The button drives the counter to run and record via the slide bar. At the same time, the buffer drives the push plate to squeeze the ejector pin, which in turn drives the sealing gasket to move and open the oil pipe.
[0007] In a preferred embodiment, an impact seat is fixedly installed in the middle of the vehicle. A coupler is movably sleeved in the inner cavity of the impact seat. A coupler tail frame is rotatably connected to the right end of the coupler. A buffer is provided in the inner cavity of the coupler tail frame. A push block is slidably connected to the inner cavity of the buffer. A front follower plate is fixedly connected to one end of the push block that extends out of the buffer. The front follower plate is in contact with the right side of the impact seat.
[0008] In a preferred embodiment, the buffer section further includes multiple sets of rubber stacks A, all of which are fixedly connected to the right side of the push block, and the right end of the rubber stacks A is fixedly connected to the right side of the inner cavity of the buffer. Multiple sets of rubber stacks B are fixedly connected to the left end of the push block located in the inner cavity of the buffer, and the left end of the multiple sets of rubber stacks B is fixedly connected to the left side of the inner cavity of the buffer.
[0009] In a preferred embodiment, the inner cavity of the push block and the inner cavity of the buffer are each provided with three sets of circular grooves. Three sets of piston rods are slidably connected in the circular grooves. The two ends of the piston rods are movably sleeved in the circular grooves of the inner cavities of the push block and the buffer, and the two ends of the piston rods are fixedly connected to push plates, which are slidably connected in the circular grooves. One end of the push block that extends into the inner cavity of the buffer is fixedly connected to a spring A, and the other end of the spring A is fixedly connected to the right side of the inner cavity of the buffer. The spring A is sleeved on the outer ring of the three sets of piston rods.
[0010] In a preferred embodiment, the indicator rod is fixedly connected to the middle right side of the front plate, and the right end of the indicator rod is movably sleeved in the middle of the outer shell of the buffer. A pointer is fixedly connected to the right end of the indicator rod. A strip groove is provided in the middle of the buffer at the position of the indicator rod, and the pointer is slidably connected in the strip groove. A scale bar is provided above the strip groove.
[0011] In a preferred embodiment, a through slot is provided in the middle of the outer shell of the buffer, and a transparent plate is fixedly connected in the through slot.
[0012] In a preferred embodiment, a protrusion is provided in the middle of the inner cavity of the buffer, and a groove is formed on the protrusion. A button is slidably connected in the groove. A slide rod is fixedly connected to the right end of the button. The slide rod is slidably connected in the middle of the inner cavity of the buffer. A counter is fixedly connected to the inner cavity of the buffer at the rear side of the transparent plate. The pressing part of the counter is close to the right end of the slide rod. A limiting ring with a diameter larger than the slide rod is provided on the outer ring of the middle section of the slide rod. A spring B is fixedly connected to the right side of the limiting ring. The right end of the spring B is fixedly connected to the right side of the inner cavity of the buffer. A spring C is fixedly connected to the right end of the button. The right end of the spring C is fixedly connected to the right side of the inner cavity of the buffer.
[0013] In a preferred embodiment, a trigger button is fixedly connected to the center of the protruding inner cavity of the buffer. The trigger button's left trigger portion is close to the right end of the button. The right end of the trigger button is electrically connected to a wire, and the other end of the wire is electrically connected to an alarm. The alarm is fixedly connected to the center of the outer side of the buffer.
[0014] In a preferred embodiment, the oil box is located on the left side of the inner cavity of the push block and the right side of the inner cavity of the buffer, and both the push block and the buffer have an inlet at their upper ends. An oil pipe is fixedly connected to the lower end of the inner cavity of the oil box, and the outlet of the oil pipe extends into the circular groove of the inner cavity of the push block and the buffer.
[0015] In a preferred embodiment, a movable rod is slidably connected to the inner cavity of the oil pipe, and sealing gaskets are fixedly connected to both ends of the movable rod. The sealing gaskets are in contact with the inner cavity of the oil pipe. A spring D is fixedly connected to the middle of the inner cavity of the oil pipe, and the other end of the spring D is fixedly connected to the middle of the sealing gasket near the oil pipe outlet. A ejector pin is fixedly connected to the middle of the sealing gasket near the oil pipe outlet, and the ejector pin extends into the circular groove of the inner cavity of the push block and the buffer.
[0016] The technical effects achieved by this invention are as follows: The recording unit of this invention can record the number of times the buffer is compressed to its maximum stroke, thereby facilitating maintenance personnel to determine the service life of the buffer. When the buffer is compressed to its maximum stroke during use, the push block will push the button to move, and the button will drive the slide bar to move, causing the right end of the slide bar to trigger the counter, which will record a number once. Thus, it can count each time the buffer is compressed to its maximum stroke, and the counter can record the number of times the buffer is compressed to its maximum stroke. The observation section of this invention can directly observe whether the compression stroke of the buffer has been weakened due to damage or aging, making it convenient for maintenance personnel to judge the condition of the buffer. During use, the indicator rod will move synchronously with the compression of the buffer. When performing maintenance, after controlling the buffer to be unaffected by the force and resetting it, observe the position of the indicator rod on the scale bar to see if the buffer has been damaged and the compression process has been reduced. It can also be combined with the data recorded by the counter to determine the service life of the buffer. The lubrication part of the present invention can automatically release lubricating oil for active lubrication when the buffer is compressed to its maximum stroke, so as to avoid severe wear of the buffer affecting its use. When the buffer is compressed to its maximum stroke, the piston rod and the push plate will contact the ejector pin, and the ejector pin will drive the sealing gasket to move, thereby opening the oil pipe and allowing the lubricating oil in the oil box to flow out to lubricate the piston rod and the push plate. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram showing the position of the coupler in this invention; Figure 3 This is an exploded schematic diagram of the coupler and buffer in this invention; Figure 4 This is a cross-sectional schematic diagram of the buffer in this invention; Figure 5 This is a cross-sectional schematic diagram of the buffer section in this invention; Figure 6 This is a schematic diagram showing the position of the observation section in this invention; Figure 7 This is a schematic diagram showing the position of the recording unit in this invention; Figure 8 This is a cross-sectional schematic diagram of the recording section in this invention; Figure 9 This is a schematic diagram showing the position of the trigger button in this invention; Figure 10 This is a schematic diagram showing the position of the wire in this invention; Figure 11 This is a schematic diagram showing the location of the lubrication part in this invention; Figure 12 This is a cross-sectional schematic diagram of the lubrication part in this invention.
[0018] The attached diagram lists the components represented by each number as follows: 10. Vehicle; 11. Impact seat; 12. Coupler; 13. Coupler tail frame; 14. Buffer; 15. Push block; 16. Front axle plate; 20. Buffer section; 21. Rubber stack A; 22. Rubber stack B; 23. Piston rod; 24. Push plate; 25. Spring A; 30. Observation section; 31. Marker rod; 32. Pointer; 33. Scale bar; 34. Transparent plate; 40. Recording section; 41. Button; 42. Slide rod; 43. Counter; 44. Spring B; 45. Spring C; 46. Trigger button; 47. Wire; 48. Alarm; 50. Lubrication section; 51. Oil box; 52. Oil pipe; 53. Moving rod; 54. Sealing gasket; 55. Spring D; 56. Ejector pin. Detailed Implementation
[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
[0020] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.
[0021] Secondly, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in a preferred embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that mutually excludes other embodiments.
[0022] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.
[0023] Please see the appendix Figures 1 to 6 , Figures 8 to 9 , Figures 11 to 12 As shown, this embodiment provides a coupler buffer device for heavy-duty railway freight cars, including: Vehicle 10, with a coupler 12 inside the vehicle 10, a buffer 14 on the right side of the coupler 12, and a push block 15 slidably connected to the inner cavity of the buffer 14. The buffer section 20 includes a piston rod 23, which is slidably connected to the inner cavity of the buffer 14 and the push block 15. Push plates 24 are fixedly connected to both ends of the piston rod 23. The observation section 30 includes a marker rod 31, which is slidably connected to the outer shell of the buffer 14. A scale strip 33 is provided on the outer shell of the buffer 14. The recording unit 40 includes a button 41, a slide bar 42 connected to the button 41, a counter 43 connected to the right end of the slide bar 42, a trigger button 46 on the right side of the button 41, and an alarm 48 connected to the trigger button 46. The lubrication unit 50 includes an oil box 51, an oil pipe 52 is provided inside the oil box 51, a sealing gasket 54 is slidably connected inside the oil pipe 52, and a ejector pin 56 is connected to the sealing gasket 54. The ejector pin 56 contacts the push plate 24. When the buffer 14 is compressed to its maximum stroke, the drive button 41 is compressed. The button 41 drives the counter 43 to run and record through the slide bar 42. At the same time, the buffer 14 drives the push plate 24 to squeeze the ejector pin 56 and drives the sealing gasket 54 to move and open the oil pipe 52.
[0024] It should be noted that, in order to ensure the normal operation of the device, a rear beam should be provided at the rear end of the buffer 14 so that when the coupler 12 is subjected to impact force, the force can be transmitted to the rear beam of the vehicle 10 through the buffer 14.
[0025] In this embodiment, when the coupler 12 is subjected to a pulling force during use, the coupler 12 transmits the force to the rear end of the buffer 14, and then to the push block 15, until it is guided to the front beam of the vehicle 10. The buffer 14 thus buffers the pulling force of the coupler 12 on the front beam of the vehicle 10. When the coupler 12 is subjected to an impact force, it transmits the force to the push block 15 and the buffer 14, and then to the rear beam of the vehicle 10. The buffer 14 thus buffers the impact of the coupler 12 on the rear beam of the vehicle 10. Impact force: During the operation of the buffer 14, if the buffer 14 is compressed to its maximum stroke, the push block 15 will push the button 41 to move, causing the slide rod 42 to move and triggering the counter 43. At this time, the counter 43 can record the number of times the buffer 14 is compressed to its maximum stroke. Simultaneously, the piston rod 23 and push plate 24, which are compressed to their maximum stroke, will contact the ejector pin 56, causing the sealing gasket 54 to move and open the oil pipe 52, allowing the lubricating oil in the oil box 51 to flow out and lubricate the piston rod 23 and push plate 24. When the buffer 14 is under maintenance, first control the buffer 14 to be unaffected by the force, and after resetting, observe the position of the indicator rod 31 on the scale bar 33. This will allow you to check whether the buffer 14 has been damaged, resulting in a reduced compression process. This data can be combined with the data recorded by the counter 43 to determine the service life of the buffer 14.
[0026] Secondly, please refer to it again. Figures 1 to 4 An impact seat 11 is fixedly installed in the middle of the vehicle 10. A coupler 12 is movably sleeved in the inner cavity of the impact seat 11. The right end of the coupler 12 is rotatably connected to a hook tail frame 13 via a bearing. A buffer 14 is provided in the inner cavity of the hook tail frame 13. A push block 15 is slidably connected in the inner cavity of the buffer 14. A front follower plate 16 is fixedly connected to one end of the push block 15 that extends out of the buffer 14. The front follower plate 16 is in contact with the right side of the impact seat 11.
[0027] It should be noted that the coupler 12 can be connected to the front axle plate 16 so that when the coupler 12 is subjected to an impact, the force can be transmitted to the buffer 14 and the rear beam of the vehicle 10 through the front axle plate 16.
[0028] In this embodiment, when in use, the tensile force on the coupler 12 is transmitted to the buffer 14 through the coupler tail frame 13, and then the buffer 14 distributes the force to the push block 15 and the front axle plate 16, and then the front axle plate 16 transmits it to the impact seat 11. When the coupler 12 is subjected to an impact force, it transmits the force to the front axle plate 16 and the push block 15, and then distributes it to the load-bearing structure of the rear beam of the vehicle 10 through the buffer 14.
[0029] Secondly, please refer to it again. Figures 4 to 5 The buffer section 20 also includes multiple sets of rubber stacks A21, which are all fixedly connected to the right side of the push block 15, and the right end of the rubber stack A21 is fixedly connected to the right side of the inner cavity of the buffer 14. Multiple sets of rubber stacks B22 are fixedly connected to the left end of the push block 15 located in the inner cavity of the buffer 14, and the left end of the multiple sets of rubber stacks B22 is fixedly connected to the left side of the inner cavity of the buffer 14. The inner cavity of the push block 15 and the inner cavity of the buffer 14 are each provided with three sets of circular grooves. Three sets of piston rods 23 are slidably connected in the circular grooves. The two ends of the piston rods 23 are respectively movably sleeved in the circular grooves of the inner cavities of the push block 15 and the buffer 14. The two ends of the piston rods 23 are fixedly connected to push plates 24, which are slidably connected in the circular grooves. One end of the push block 15 that extends into the inner cavity of the buffer 14 is fixedly connected to a spring A25. The other end of the spring A25 is fixedly connected to the right side of the inner cavity of the buffer 14. The spring A25 is respectively sleeved on the outer ring of the three sets of piston rods 23.
[0030] It should be noted that damping pads are fixedly connected to both ends of spring A25 to reduce damage to push block 15 and buffer 14 caused by spring A25. A gap is reserved between spring A25 and rubber stack A21 to avoid affecting the extension and retraction process of spring A25; An air hole is provided in the middle of the push plate 24 to avoid inconsistent pressure on both sides of the circular groove, which would affect the operation of the push plate 24.
[0031] In this embodiment, when the buffer 14 is compressed, the pusher block 15 moves into the inner cavity of the buffer 14. At this time, the rubber pile B22 at the left end of the pusher block 15 is compressed, and the rubber pile A21 is pulled. Simultaneously, the pusher block 15 drives the piston rod 23 to slide within the circular groove of the buffer 14, and the spring A25, which is sleeved on the outer ring of the piston rod 23, is also compressed. The elastic deformation of the rubber pile A21, the rubber pile B22, and the spring A25 collectively absorbs and buffers the impact force. When the external force disappears, the rubber pile A21, the rubber pile B22, and the spring A25 release their elastic potential energy, pushing the pusher block 15 and the piston rod 23 to reset, so that the buffer 14 returns to its initial state.
[0032] Secondly, please refer to it again. Figure 6The marker rod 31 is fixedly connected to the middle right side of the front plate 16, and the right end of the marker rod 31 is movably sleeved in the middle of the outer shell of the buffer 14. The right end of the marker rod 31 is fixedly connected to the pointer 32. A strip groove is opened in the middle of the buffer 14 at the position of the marker rod 31, and the pointer 32 is slidably connected in the strip groove. A scale bar 33 is opened above the strip groove. The buffer 14 has a through groove in the middle of its outer shell, and a transparent plate 34 is fixedly connected in the through groove.
[0033] It should be noted that the origin is set in the middle of the scale bar 33, and the origin marks the initial position of the pointer 32 after the buffer 14 is reset. The position of the pointer 32 on the scale bar 33 can be checked to determine whether there is any damage after the buffer 14 is reset. If there is damage, it will affect the reset stroke, and the pointer 32 will definitely deviate from the origin of the scale bar 33. The transparent panel 34 is made of a transparent material, such as tempered glass or acrylic sheet, and in this embodiment, it is preferably an acrylic sheet.
[0034] In this embodiment, the indicator rod 31 moves along with the front follower plate 16 during use. During maintenance, after the buffer 14 has fully reset, observe the position of the pointer 32 on the scale bar 33. If the pointer 32 accurately points to the origin of the scale bar 33, it indicates that the buffer 14 has reset normally and the internal structure has not been permanently deformed or damaged due to impact. If the pointer 32 deviates from the origin and shifts to the left or right by a certain scale, it indicates that the buffer 14 may have experienced problems such as component damage, spring fatigue, or rubber aging during the previous buffering process, resulting in a change in the reset stroke. In this case, the buffer 14 needs to be further disassembled and inspected, and the damaged components should be replaced in time to ensure its buffering performance.
[0035] Please refer to it again. Figures 7 to 10 The inner cavity of the buffer 14 has a protrusion in the middle, and a groove is formed in the protrusion. A button 41 is slidably connected in the groove. A slide rod 42 is fixedly connected to the right end of the button 41. The slide rod 42 is slidably connected in the middle of the inner cavity of the buffer 14. A counter 43 is fixedly connected in the inner cavity of the buffer 14 behind the transparent plate 34. The pressing part of the counter 43 is close to the right end of the slide rod 42. A limiting ring with a diameter larger than the slide rod 42 is provided on the outer ring of the middle section of the slide rod 42. A spring B44 is fixedly connected to the right side of the limiting ring. The right end of the spring B44 is fixedly connected to the right side of the inner cavity of the buffer 14. A spring C45 is fixedly connected to the right end of the button 41. The right end of the spring C45 is fixedly connected to the right side of the inner cavity of the buffer 14. A trigger button 46 is fixedly connected to the middle of the protruding inner cavity of the buffer 14. The trigger part of the left end of the trigger button 46 is close to the right end of the button 41. The right end of the trigger button 46 is electrically connected to a wire 47. The other end of the wire 47 is electrically connected to an alarm 48. The alarm 48 is fixedly connected to the middle of the outer side of the buffer 14.
[0036] It should be noted that the left side of the protruding part in the middle of the buffer 14 is the farthest distance that the right end of the push block 15 can reach when the buffer 14 is compressed to the maximum stroke. This is intended to ensure that the right end of the push block 15 can touch the button 41 and trigger it every time the buffer 14 is compressed to the maximum stroke. At the same time, the counter 43 records the number of times the buffer 14 is compressed to the maximum stroke, thereby determining the service life of the buffer 14 so that it can be replaced and maintained in a timely manner. The counter 43 is a device that records data by pressing (e.g., a jump rope, a people flow pressing counting device; this structure is a common technical structure in the prior art, and will not be described in detail here), and the trigger end of the counter 43 faces the right end of the slide bar 42 and is attached to the right end of the slide bar 42. The left end of the trigger button 46 is close to the right end of the button 41, and when the button 41 is fully pressed and triggered, it will come into contact with the trigger button 46. Here, the alarm 48 is triggered by pressing the trigger button 46 for a certain period of time (for example, the trigger button 46 is pressed continuously for 30 seconds or 60 seconds, preferably 30 seconds in this embodiment), so that an alarm can be issued to the staff when the buffer 14 maintains the maximum compression stroke for thirty seconds, thereby determining whether there is overload or a malfunction of the vehicle behind. A battery compartment is located at the lower center of the alarm 48 for battery replacement.
[0037] In this embodiment, when the buffer 14 is compressed to its maximum stroke, the pusher 15 will push the button 41 to slide to the right along the slide groove. At this time, the spring C45 at the right end of the button 41 is compressed, and the slide bar 42 moves synchronously with the button 41. Its right end will squeeze the pressing part of the counter 43, triggering the counter 43 to complete one counting operation. When the button 41 continues to move to the right until it contacts the trigger button 46 and remains in a squeezed state, the trigger button 46 transmits a signal to the alarm 48 through the wire 47. If this squeezed state lasts for 30 seconds, the alarm 48 will sound an alarm to alert the staff that the vehicle 10 may be overloaded or that the vehicle behind it may have a malfunction. When the external force disappears and the buffer 14 resets, the springs B44 and C45 will release their elastic potential energy, pushing the button 41 and the slide bar 42 to move to the left and return to their initial positions, preparing for the next counting and alarm triggering.
[0038] Please refer to it again. Figures 11 to 12Oil box 51 is located on the left side of the inner cavity of push block 15 and the right side of the inner cavity of buffer 14. Both push block 15 and buffer 14 have inlets at their upper ends. Oil pipe 52 is fixedly connected to the lower end of the inner cavity of oil box 51. The outlet of oil pipe 52 extends into the circular groove of the inner cavity of push block 15 and buffer 14. A movable rod 53 is slidably connected to the inner cavity of the oil pipe 52. Both ends of the movable rod 53 are fixedly connected to sealing gaskets 54. The sealing gaskets 54 are in contact with the inner cavity of the oil pipe 52. A spring D55 is fixedly connected to the middle of the inner cavity of the oil pipe 52. The other end of the spring D55 is fixedly connected to the middle of the sealing gasket 54 near the outlet of the oil pipe 52. A ejector pin 56 is fixedly connected to the middle of the sealing gasket 54 near the outlet of the oil pipe 52. The ejector pin 56 extends into the circular groove of the inner cavity of the push block 15 and the buffer 14.
[0039] It should be noted that the oil box 51 contains lubricating oil, and the upper inlets of the push block 15 and the buffer 14 are provided with sealing plugs, and the sealing plugs should not affect the normal use of the buffer 14. The inner cavity of the oil pipe 52 is provided with two sets of sealing rings, and the distance between the two sets of sealing gaskets 54 is greater than the distance between the two sets of sealing rings, so that only one set of sealing gaskets 54 can contact the sealing rings. Here, once the buffer 14 is compressed to its maximum stroke, the push plate 24 can trigger the ejector pin 56 to push the sealing gasket 54 to move. At this time, the inner sealing gasket 54 is disengaged from the sealing ring, while the outer sealing gasket 54 moves inward to contact the outer sealing ring, leaving some lubricating oil between the two sets of sealing rings. When the buffer 14 is reset, both sets of sealing gaskets 54 are reset. At this time, the lubricating oil between the two sets of sealing rings will flow into the circular groove of the push block 15 and the inner cavity of the buffer 14 to lubricate the push plate 24 and the piston rod 23. Preferably, the maximum amount of lubricating oil that can be stored between the two sets of sealing rings should be less than 2ml. During a normal compression stroke, if the oil is reset in time (not maintaining the maximum compression stroke), the amount of oil flowing out of the oil pipe 52 during a single maximum compression stroke should be less than 0.5ml. This is to avoid over-lubrication and to prevent excessive accumulation of lubricating oil, which would affect the buffering operation.
[0040] In this embodiment, when the buffer 14 is compressed to its maximum stroke, the push plates 24 at both ends of the piston rod 23 will touch the ejector pin 56 and push the ejector pin 56 into the oil pipe 52, causing the sealing gasket 54 to slide synchronously. At this time, the sealing gasket 54 near the outlet of the oil pipe 52 compresses the spring D55 under the push of the ejector pin 56, while the sealing gasket 54 on the other side moves away from the inner sealing ring under the action of the moving rod 53. When the sealing gasket 54 moves to a preset position between the two sets of sealing rings, a gap is formed between the inner sealing ring and the sealing gasket 54, and the lubricating oil in the oil box 51 flows into the cavity between the two sets of sealing rings through this gap. When the buffer 14 begins to reset, the pressure of the push plate 24 on the ejector pin 56 disappears, the spring D55 releases its elastic potential energy, and pushes the sealing gasket 54 and the ejector pin 56 to move in opposite directions until the rear sealing gasket 54 re-contacts and seals with the inner sealing ring. At this time, the lubricating oil stored between the two sets of sealing rings will slowly flow into the circular groove inside the push block 15 and the buffer 14 through the outlet of the oil pipe 52, lubricating the sliding surface of the piston rod 23 and the contact part of the push plate 24, reducing the frictional loss of the components during the reciprocating motion.
[0041] The working principle of this invention is as follows: When in use, the pulling force of the coupler 12 is transmitted to the buffer 14 through the coupler tail frame 13. The buffer 14 then distributes the force to the push block 15 and the front axle plate 16, and then the front axle plate 16 transmits it to the impact seat 11. When the coupler 12 is subjected to an impact force, the force is transmitted to the front axle plate 16 and the push block 15, and then distributed to the load-bearing structure of the rear beam of the vehicle 10 through the buffer 14. When the buffer 14 is compressed, the push block 15 moves into the inner cavity of the buffer 14. At this time, the rubber pile B22 at the left end of the push block 15 is compressed, and the rubber pile A21 is pulled. At the same time, the push block 15 drives the piston rod 23 to slide in the circular groove of the buffer 14, and the spring A25 sleeved on the outer ring of the piston rod 23 is also compressed. The elastic deformation of the rubber pile A21, the rubber pile B22 and the spring A25 absorbs and buffers the impact force. Once the buffer 14 is compressed to its maximum stroke, the push block 15 will push the button 41 to slide to the right along the slide groove. At this time, the spring C45 at the right end of the button 41 is compressed, and the slide rod 42 moves synchronously with the button 41. Its right end will squeeze the pressing part of the counter 43, triggering the counter 43 to complete one counting operation. When the button 41 continues to move to the right until it contacts the trigger button 46 and remains in a squeezed state, the trigger button 46 transmits a signal to the alarm 48 through the wire 47. If the squeezed state lasts for 30 seconds, the alarm 48 will sound an alarm to alert the staff that the vehicle 10 may be overloaded or that the vehicle behind it may have a malfunction. At the same time, the push plates 24 at both ends of the piston rod 23 will touch the ejector pin 56 and push the ejector pin 56 to move into the oil pipe 52, causing the sealing gasket 54 to slide synchronously, so that a gap is formed between the inner sealing ring and the sealing gasket 54. The lubricating oil in the oil box 51 flows into the cavity between the two sets of sealing rings through this gap. When the buffer 14 begins to reset, the lubricating oil stored between the two sets of sealing rings will then slowly flow into the circular groove of the push block 15 and the inner cavity of the buffer 14 through the outlet of the oil pipe 52, lubricating the sliding surface of the piston rod 23 and the contact part of the push plate 24.
[0042] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention. Structures, devices, and operating methods not specifically described or explained in this invention are implemented according to conventional methods in the art unless otherwise specified or limited.
Claims
1. A coupler buffer device for heavy-duty railway freight cars, characterized in that: include: The vehicle has a coupler inside, and a buffer is located on the right side of the coupler. A push block is slidably connected to the inner cavity of the buffer. The buffer section includes a piston rod, which is slidably connected to the inner cavity of the buffer and the push block. Push plates are fixedly connected to both ends of the piston rod. The observation section includes a marker rod that is slidably connected to the outer shell of the buffer, and the outer shell of the buffer has a scale strip. The recording unit includes a button, a slide bar connected to the button, a counter connected to the right end of the slide bar, a trigger button on the right side of the button, and an alarm connected to the trigger button. The lubrication section includes an oil box, an oil pipe inside the oil box, a sealing gasket slidably connected inside the oil pipe, a ejector pin connected to the sealing gasket, and the ejector pin contacting the push plate. When the buffer is compressed to its maximum stroke, the drive button is compressed. The button drives the counter to run and record via the slide bar. At the same time, the buffer drives the push plate to squeeze the ejector pin, which in turn drives the sealing gasket to move and open the oil pipe.
2. The coupler buffer device for heavy-duty railway freight cars according to claim 1, characterized in that: An impact seat is fixedly installed in the middle of the vehicle. A coupler is movably sleeved in the inner cavity of the impact seat. A coupler tail frame is rotatably connected to the right end of the coupler. A buffer is installed in the inner cavity of the coupler tail frame. A push block is slidably connected to the inner cavity of the buffer. A front follower plate is fixedly connected to one end of the push block that extends out of the buffer. The front follower plate is in contact with the right side of the impact seat.
3. The coupler buffer device for heavy-duty railway freight cars according to claim 2, characterized in that: The buffer section also includes multiple sets of rubber stacks A, which are all fixedly connected to the right side of the push block. The right end of the rubber stack A is fixedly connected to the right side of the inner cavity of the buffer. Multiple sets of rubber stacks B are fixedly connected to the left end of the push block located in the inner cavity of the buffer. The left end of the multiple sets of rubber stacks B is fixedly connected to the left side of the inner cavity of the buffer.
4. The coupler buffer device for heavy-duty railway freight cars according to claim 2, characterized in that: The inner cavity of the push block and the inner cavity of the buffer are each provided with three sets of circular grooves. Three sets of piston rods are slidably connected in the circular grooves. The two ends of the piston rods are movably sleeved in the circular grooves of the inner cavities of the push block and the buffer, and the two ends of the piston rods are fixedly connected to push plates, which are slidably connected in the circular grooves. One end of the push block that extends into the inner cavity of the buffer is fixedly connected to spring A. The other end of spring A is fixedly connected to the right side of the inner cavity of the buffer, and spring A is sleeved on the outer ring of the three sets of piston rods.
5. The coupler buffer device for heavy-duty railway freight cars according to claim 2, characterized in that: The marker rod is fixedly connected to the middle right side of the front plate, and the right end of the marker rod is movably sleeved in the middle of the buffer housing. A pointer is fixedly connected to the right end of the marker rod. A strip groove is opened in the middle of the buffer at the position of the marker rod, and the pointer is slidably connected in the strip groove. A scale bar is opened above the strip groove.
6. The coupler buffer device for heavy-duty railway freight cars according to claim 1, characterized in that: The buffer housing has a through slot in the middle, and a transparent plate is fixedly connected inside the through slot.
7. The coupler buffer device for heavy-duty railway freight cars according to claim 6, characterized in that: The buffer has a protrusion in the middle of its inner cavity, and a groove is formed in the protrusion. A button is slidably connected in the groove. A slide rod is fixedly connected to the right end of the button. The slide rod is slidably connected in the middle of the buffer's inner cavity. A counter is fixedly connected to the inner cavity of the buffer behind the transparent plate. The pressing part of the counter is close to the right end of the slide rod. A limiting ring with a diameter larger than the slide rod is set on the outer ring of the middle section of the slide rod. A spring B is fixedly connected to the right side of the limiting ring. The right end of the spring B is fixedly connected to the right side of the buffer's inner cavity. A spring C is fixedly connected to the right end of the button. The right end of the spring C is fixedly connected to the right side of the buffer's inner cavity.
8. The coupler buffer device for heavy-duty railway freight cars according to claim 7, characterized in that: A trigger button is fixedly connected to the center of the protruding inner cavity in the middle of the buffer. The trigger button's left trigger part is close to the right end of the button. The right end of the trigger button is electrically connected to a wire, and the other end of the wire is electrically connected to an alarm. The alarm is fixedly connected to the center of the outer side of the buffer.
9. The coupler buffer device for heavy-duty railway freight cars according to claim 4, characterized in that: The oil box is located on the left side of the inner cavity of the push block and the right side of the inner cavity of the buffer. The upper end of both the push block and the buffer has an inlet. The lower end of the inner cavity of the oil box is fixedly connected to an oil pipe, and the outlet of the oil pipe extends into the circular groove of the inner cavity of the push block and the buffer.
10. The coupler buffer device for heavy-duty railway freight cars according to claim 9, characterized in that: The inner cavity of the oil pipe is slidably connected to a moving rod. Both ends of the moving rod are fixedly connected to sealing gaskets, which are in contact with the inner cavity of the oil pipe. A spring D is fixedly connected to the middle of the inner cavity of the oil pipe. The other end of the spring D is fixedly connected to the middle of the sealing gasket near the oil pipe outlet. A ejector pin is fixedly connected to the middle of the sealing gasket near the oil pipe outlet. The ejector pin extends into the circular groove of the inner cavity of the push block and the buffer.