Railway vehicle traction connection device and method of use

Abstract

This application discloses a traction connection device and its usage method for rail vehicles, relating to the field of rail vehicle technology. The traction connection device and its usage method include a traction fixing seat, fixedly installed on the side beam of the car body. The traction fixing seat has a U-shaped groove-shaped mounting interface for detachably installing a hoisting device or shunting device, enabling hoisting or shunting operations of the vehicle even when it is not powered. A traction rod, one end connected to the bogie, and the other end detachably connected to the traction fixing seat via fasteners, has a stop boss. The stop boss engages with the U-shaped groove structure of the mounting interface to limit longitudinal displacement and allow longitudinal loads to be transmitted through the stop boss, preventing the fasteners from bearing longitudinal shear forces. This solves the technical problem of existing traction connection devices having a single function and being unable to integrate trailer and hoisting functions while simultaneously achieving traction force transmission.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and in particular to a rail vehicle traction connection device and its usage method. Background Technology

[0002] During operation, rail vehicles require a traction coupling device to transmit the driving force from the bogie to the car body, enabling acceleration and braking. As a crucial force-transmitting component between the car body and the bogie, the reliability of the traction coupling device and the ease of its installation directly impact the safety of vehicle operation and maintenance efficiency. For rail vehicles with a large amount of equipment located in the central area of ​​the bogie, the installation space for the traction coupling device is severely limited, and the traditional central placement method is no longer sufficient to meet operational and maintenance needs.

[0003] In existing technologies, some rail vehicles place the traction coupling device on the side of the car body to avoid equipment interference in the middle of the bogie. This type of side-mounted traction coupling device usually only has a single traction transmission function. When the vehicle is in a non-powered state after manufacturing, if it needs to be transported, transferred, or shunted, it cannot be directly towed and lifted using the existing structure. It requires additional dedicated trailer equipment and lifting points, resulting in more auxiliary structures on the side of the vehicle, increased space occupation, and increased manufacturing costs.

[0004] Existing traction connection devices suffer from a single-function technical problem, failing to integrate trailer and lifting functions while simultaneously transmitting traction force. This forces vehicles to rely on additional auxiliary devices for relocation and transportation operations when they are not powered, increasing structural complexity and operating costs. Summary of the Invention

[0005] In view of this, this application provides a rail vehicle traction connection device and its usage method, which solves the technical problem that the existing traction connection devices have a single function and cannot integrate trailer and lifting functions while realizing traction force transmission.

[0006] To achieve the above objectives, this application provides a traction connection device for rail vehicles and a method of using it, comprising: A traction mounting base is fixedly installed on the side beam of the vehicle body. The traction mounting base is provided with a U-shaped groove mounting interface for detachable installation of lifting devices or shunting devices. The tow bar is connected to the bogie at one end and detachably connected to the tow fixing seat at the other end via fasteners. The tow bar is provided with a stop boss, which engages with the U-shaped structure of the mounting interface to limit the longitudinal displacement of the vehicle body and allow the longitudinal load to be transmitted through the stop boss.

[0007] The aforementioned rail vehicle traction connection device integrates traction force transmission, vehicle lifting, and shunting by using a U-shaped mounting interface on the traction mounting base. This allows the same interface to be used both to connect the traction rod for traction force transmission and to install lifting or shunting equipment after the traction rod is disassembled. The locking boss and the U-shaped groove structure engage in a concave-convex fit, directly transmitting longitudinal loads through the concave-convex surfaces, preventing fasteners from bearing longitudinal shear forces and improving connection reliability.

[0008] Preferably, the traction fixing seat includes four units, which are rectangularly mounted on the bottom of the vehicle body to achieve balanced traction on both sides of the vehicle.

[0009] The four traction mounting brackets are arranged in a rectangular pattern, which allows the traction force to be evenly distributed on both sides of the vehicle. This helps to prevent the vehicle body from tilting during traction and improves the stability of traction.

[0010] Preferably, the traction fixing seat is fixed to the side beam by a limiting block and a connecting member. The side beam has a cavity, the limiting block is embedded in the cavity, and the connecting member passes through the traction fixing seat and is connected to the limiting block.

[0011] The limiting block is embedded inside the cavity of the side beam, and the connecting piece passes through the traction fixing seat from one side and is fastened to the limiting block. There is no need to operate the nut on the other side of the side beam, which realizes one-way installation from the side of the vehicle, making installation and disassembly more convenient.

[0012] Preferably, an installation adjustment plate is provided between the traction fixing seat and the mounting contact surface of the side beam, and the installation adjustment plate is used to adjust the longitudinal installation position of the traction fixing seat relative to the side beam in the vehicle driving direction.

[0013] The installation adjustment plate can compensate for manufacturing and assembly errors in the longitudinal direction of the vehicle, allowing the installation position of the traction mounting bracket to be finely adjusted according to actual needs, thus reducing the assembly precision requirements between the car body and the bogie.

[0014] Preferably, the traction fixing seat is further provided with an anti-detachment mounting hole, which is used to install an anti-detachment rope. The other end of the anti-detachment rope is connected to the bogie or the traction rod to prevent the traction connection device from falling onto the track after detachment due to failure.

[0015] When the traction fixing seat and traction rod accidentally separate due to malfunction, the anti-detachment rope can catch the detached parts and prevent them from falling onto the track and causing a safety accident, thus playing a secondary protective role.

[0016] Preferably, the traction rod includes a traction arm and a traction rod. One end of the traction rod is connected to the bogie via a spherical bearing, and the other end is connected to the traction arm via a spherical bearing and a center pin. The traction arm is detachably connected to the traction mounting base.

[0017] The drawbar adopts a segmented structure, with the drawbar arm and the drawbar connected by a spherical bearing and a center pin. This allows the drawbar to adapt to the vertical and lateral sway of the bogie relative to the car body, avoiding the drawbar from bearing additional bending loads.

[0018] Preferably, the lifting device includes a sling positioning fixture and a lifting fixing bolt. The sling positioning fixture is fixed in the U-shaped groove of the traction fixing seat by the lifting fixing bolt, and the sling positioning fixture has an arc surface adapted to the lifting sling to prevent damage and slippage of the lifting sling.

[0019] The curved surface of the sling positioning fixture is adapted to the curved shape of the lifting sling, which increases the contact area between the sling and the fixture, reduces local stress concentration on the sling when under stress, and lowers the risk of sling damage. At the same time, the curved surface structure can limit the sling and prevent it from slipping during lifting.

[0020] Preferably, the shunting device includes a trailer lug and a fastening bolt. The trailer lug is fixed to the traction mounting seat by the fastening bolt. The trailer lug has a trailer hole, and the axial direction of the trailer hole forms an angle of 15° to 20° with the lateral direction of the vehicle.

[0021] The trailer hole axis is at a certain angle to the vehicle's lateral direction, so that when the engineering shunting equipment tows the vehicle, the direction of the tension of the trailer rope is closer to the axis of the trailer hole, which reduces the lateral bending moment borne by the trailer hoist lug and helps prevent the fastening bolts from loosening and the trailer hoist lug from deforming.

[0022] Preferably, both the hoisting device and the shunting device are embedded in the U-shaped groove of the traction fixing seat, and the seat body of the traction fixing seat forms a concave-convex limiting structure, so that the hoisting device and the shunting device can transmit the load through the concave-convex limiting structure under stress, thereby avoiding the fastening bolts from bearing shear force.

[0023] A method of using a rail vehicle traction connection device, applied to the rail vehicle traction connection device, includes the following steps: When the vehicle is powered, one end of the control traction rod is connected to the bogie, and the other end is connected to the traction fixed seat, so that the vehicle can transmit traction force through the traction connection device; When the vehicle is in a non-powered state and lifting operations are required, disconnect the connection between the towing rod and the towing fixed seat, install the lifting device in the U-shaped groove mounting interface of the towing fixed seat, and connect the lifting sling through the lifting device to the lifting equipment to achieve the lifting of the entire vehicle; When the vehicle is in a powerless state and shunting operations are required, the connection between the towing rod and the traction mounting base is removed, the shunting device is installed on the U-shaped groove mounting interface of the traction mounting base, and the hook of the engineering shunting equipment is connected to the shunting device to achieve passive towing of the entire vehicle.

[0024] The above-described method makes full use of the mounting interface of the traction mounting base. When the vehicle is powered, traction force is transmitted through the towing rod. When the vehicle is not powered, lifting or towing is achieved by switching the installation of the hoisting device or the shunting device. There is no need to set up separate lifting and towing points on the vehicle body, which simplifies the side structure of the vehicle, reduces manufacturing costs, and makes the operation switching under different working conditions more convenient. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 This is a three-dimensional structural diagram of the device used to connect the car body and the bogie. Figure 2 A three-dimensional structural diagram of the traction rod and the traction fixing seat. Figure 3 A schematic diagram showing the brake boss on the pull rod; Figure 4 An exploded 3D view of the traction fixing seat; Figure 5 This is a schematic diagram of the hoisting equipment in use; Figure 6 This is a schematic diagram showing the hoisting device installed on the traction mounting base. Figure 7 This is a schematic diagram of the shunting equipment.

[0027] The components include: 1. Car body; 11. Side beam; 2. Traction mounting seat; 21. Mounting interface; 22. Limiting block; 23. Connecting piece; 24. Mounting adjustment plate; 25. Anti-detachment mounting hole; 3. Traction rod; 31. Stop boss; 32. Fastener; 33. Traction arm; 34. Traction rod; 35. Spherical bearing; 4. Lifting device; 41. Lifting strap positioning fixture; 42. Lifting fixing bolt; 43. Lifting strap; 5. Shunting device; 51. Trailer lifting lug; 52. Fastening bolt; 53. Trailer hole; 6. Bogie. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] Please refer to Figures 1 to 7 The rail vehicle traction connection device provided in this application embodiment mainly includes a traction fixing seat 2 and a traction rod 3.

[0031] The traction mounting base 2 is fixedly installed on the side beam 11 of the vehicle body 1. The traction mounting base 2 is provided with a U-shaped groove mounting interface 21 for detachable installation of the hoisting device 4 or the shunting device 5, so that the vehicle can be hoisted or shunted in the absence of power. The traction rod 3 is connected to the bogie 6 at one end and detachably connected to the traction fixing seat 2 at the other end via fastener 32. The traction rod 3 is provided with a stop boss 31, which engages with the U-shaped structure of the mounting interface 21 to limit longitudinal displacement and transmit longitudinal load through the stop boss 31, thereby preventing the fastener 32 from bearing longitudinal shear force.

[0032] The traction mounting base 2 is fixedly installed on the side beam 11 of the car body 1, serving as an intermediate load-bearing component for transmitting traction force from the bogie 6 to the car body 1. The traction mounting base 2 has a U-shaped mounting interface 21, which is the main structure for the entire device to achieve multiple functions. It should be noted that the U-shaped groove refers to a slot with an open end on the base of the traction mounting base 2, the slot having a U-shaped cross-section and opposing side walls on both sides. This structure provides a positioning reference for the installation of the towing rod 3 and also reserves installation space for the subsequent installation of the hoisting device 4 or the shunting device 5.

[0033] For example, the towing fixing seat 2 can be forged from high-strength alloy steel, and its U-shaped groove can be formed by milling or wire cutting. The groove width and depth are determined according to the fitting dimensions of the end of the towing rod 3. Optionally, the towing fixing seat 2 can also be integrally formed by casting. The casting material can be cast steel or ductile iron, and necessary heat treatment is performed after casting to improve strength. The overall shape of the towing fixing seat 2 can be approximately rectangular block-shaped. Its upper surface that contacts the side beam 11 of the vehicle body 1 is flat so as to fit tightly with the lower surface of the side beam 11. The U-shaped groove is opened in the lower part of the towing fixing seat 2, with the opening facing the lateral outer side or lower part of the vehicle to facilitate the operator to perform disassembly and assembly operations from the side of the vehicle.

[0034] One end of the drawbar 3 is connected to the bogie 6, and the other end is detachably connected to the traction mounting base 2 via a fastener 32. The fastener 32 can be a bolt, stud, or stud with a nut. Preferably, a high-strength bolt is used as the fastener 32, passing through the side or bottom of the traction mounting base 2 to press the end of the drawbar 3 into a U-shaped groove. Due to the detachable connection, when the vehicle is in a de-powered state and lifting or shunting operations are required, the drawbar 3 can be removed from the traction mounting base 2 simply by loosening the fastener 32, without needing to disassemble the connection at the bogie 6 end, making the operation simple.

[0035] The tow bar 3 is equipped with a retaining boss 31, which engages with the U-shaped groove structure of the mounting interface 21 to limit longitudinal displacement and transmit longitudinal loads through the retaining boss 31, thus preventing the fastener 32 from bearing longitudinal shear forces. Specifically, the retaining boss 31 can be a stepped structure protruding outward from the end of the tow bar 3, and its shape matches the inner contour of the U-shaped groove. When the end of the tow bar 3 is inserted into the U-shaped groove, the side of the retaining boss 31 forms a tight concave-convex mating surface with the inner sidewall of the U-shaped groove. During vehicle traction or braking, the longitudinal force acts along the driving direction, and this longitudinal force is directly transmitted to the traction fixing seat 2 through the contact surface between the retaining boss 31 and the sidewall of the U-shaped groove, and then to the vehicle body 1. The main function of the fastener 32 is to press and fix the tow bar 3 in the U-shaped groove, bearing axial tension rather than longitudinal shear forces, thereby improving the reliability and service life of the connection.

[0036] For example, the stop boss 31 can be configured as having one boss on each side of the end of the traction rod 3, or it can be configured as an annular flange surrounding the end of the traction rod 3. Corresponding grooves or steps can be formed on the inner walls of both sides of the U-shaped groove to mate with the stop boss 31, so that the stop boss 31 is embedded therein. This concave-convex fit relationship can form a limit in both the longitudinal and vertical directions, ensuring that the traction rod 3 will not come out of the U-shaped groove when subjected to force.

[0037] When the vehicle is not powered, after removing the tow bar 3, the U-shaped mounting interface 21 of the towing mounting base 2 is idle. At this time, the lifting device 4 or the shunting device 5 can be detachably installed on this interface to realize the lifting or shunting operation of the vehicle. This feature allows the same towing mounting base 2 to play different roles under different working conditions, eliminating the need to set up an additional independent lifting seat or trailer seat on the vehicle body 1, reducing the number of auxiliary components on the side of the vehicle, and saving installation space.

[0038] Please refer to Figure 1 Based on any of the above embodiments, the traction fixing seat 2 includes four units, which are installed in a rectangular shape at the bottom of the vehicle body 1 to achieve balanced traction on both sides of the vehicle.

[0039] Four traction fixing seats 2 are respectively arranged at the front and rear ends and the left and right sides of the vehicle body 1, roughly at the four corner points of a rectangle. Specifically, two traction fixing seats 2 are arranged at each of the first and second ends of the vehicle, with the two traction fixing seats 2 at each end located below the left and right side beams 11 of the vehicle body 1, respectively. This rectangular distribution allows the traction force to be symmetrically transmitted to the vehicle body 1 through four points. Compared with single-sided or single-point traction, balanced traction on both sides can make the force on the vehicle body 1 more even, avoiding twisting or tilting of the vehicle body 1 during traction.

[0040] For example, the four traction mounting brackets 2 can be arranged symmetrically in pairs, that is, the two traction mounting brackets 2 on the left and the two traction mounting brackets 2 on the right are mirror-symmetrical on both sides of the vehicle's longitudinal axis. The structural dimensions of the four traction mounting brackets 2 can be exactly the same to improve the commonality of parts. Optionally, depending on the specific structural differences of the front and rear bogies 6 of the vehicle, the two traction mounting brackets 2 located at the front of the vehicle and the two traction mounting brackets 2 located at the rear of the vehicle can differ in installation angle or size to adapt to the interface requirements of different bogies 6.

[0041] It should be noted that the number of traction fixing seats 2 is not limited to four. For rail vehicles with shorter length or smaller tonnage, two traction fixing seats 2 can be used, respectively arranged in the middle of both sides of the car body 1, to achieve dual-sided traction. For extra-long or extra-heavy rail vehicles, six or more traction fixing seats 2 can be used, evenly distributed along the longitudinal direction of the car body 1, to further disperse the traction force. In this embodiment, the preferred arrangement of four traction fixing seats 2 in a rectangular distribution is a balanced choice determined considering the size and force requirements of most rail vehicles.

[0042] Based on any of the above embodiments, the traction fixing seat 2 is fixed to the side beam 11 by the limiting block 22 and the connecting piece 23. The side beam 11 is provided with a cavity, the limiting block 22 is embedded in the cavity, and the connecting piece 23 passes through the traction fixing seat 2 and is connected to the limiting block 22.

[0043] Side beam 11 is the longitudinal load-bearing beam of the chassis 1, typically made of extruded aluminum alloy or steel profiles, with a longitudinally extending cavity inside. The cavity can be a rectangular cross-section or a cross-sectional shape with T-slots or C-slots. A through hole is formed on the lower surface of side beam 11, communicating with the interior of the cavity.

[0044] During installation, the limiting block 22 is inserted into the cavity through the end or side opening of the side beam 11, allowing it to slide along the cavity to the predetermined installation position. The limiting block 22 has pre-machined threaded holes. The connecting piece 23, such as a bolt, passes through the through hole on the traction fixing seat 2 from below the side beam 11 and is then screwed into the threaded hole of the limiting block 22. When the connecting piece 23 is tightened, the upper surface of the limiting block 22 fits against the inner top surface of the cavity, and the upper surface of the traction fixing seat 2 fits against the lower surface of the side beam 11, thereby clamping and fixing the traction fixing seat 2 onto the side beam 11. The advantage of this installation method is that the operator only needs to operate the connecting piece 23 from the side or below of the vehicle body 1, without needing to enter the cavity of the side beam 11 or reach above the side beam 11, achieving unidirectional installation from one side.

[0045] For example, the limiting block 22 can be a rectangular steel block with a width slightly smaller than the cavity width, so that it can slide within the cavity but lock into the cavity sidewall after tightening to prevent rotation. The length direction of the limiting block 22 can be consistent with the cavity extension direction to increase the contact area with the cavity inner wall. The connecting member 23 can be a high-strength bolt with a flange face on the bolt head to increase the contact area with the traction fixing seat 2. Optionally, multiple threaded holes can be provided on the limiting block 22, corresponding to multiple connecting members 23, to improve the fixing strength. Alternatively, a T-slot nut can be used as the limiting block 22, with its two side wings embedded in the T-slot of the cavity, providing better resistance to pull-out.

[0046] It should be noted that the fixing method between the traction fixing seat 2 and the side beam 11 is not limited to the form of limiting block 22 plus connecting piece 23. Where the structure of the side beam 11 allows, threaded bushings or welded nuts can also be pre-embedded on the side beam 11, and then the traction fixing seat 2 can be directly fixed to the side beam 11 with bolts. However, the method of embedding the limiting block 22 into the cavity utilizes the existing structure of the side beam 11, eliminating the need for additional welding or tapping processes on the side beam 11, minimizing the impact on the structural integrity of the side beam 11 body, and allowing the limiting block 22 to be adjusted longitudinally within the cavity as needed, thus providing better adaptability.

[0047] Please refer to Figure 4 Based on any of the above embodiments, an installation adjustment plate 24 is provided between the installation contact surface of the traction fixing seat 2 and the side beam 11. The installation adjustment plate 24 is used to adjust the longitudinal installation position of the traction fixing seat 2 relative to the side beam 11 in the vehicle driving direction.

[0048] The mounting adjustment plate 24 is a plate-shaped shim with different thicknesses, which can be used in one or more stacked pieces. During the manufacturing and assembly process, there may be millimeter-level errors in the relative positions of the car body 1 and the bogie 6. By adding, removing or replacing mounting adjustment plates 24 of different thicknesses, the actual installation position of the traction fixing seat 2 in the longitudinal direction of the vehicle can be changed, so that it is aligned with the connection point of the traction rod 3 at the end of the bogie 6, thus compensating for manufacturing and assembly errors.

[0049] For example, the mounting adjustment plate 24 can be made of thin stainless steel sheet, with thicknesses including 0.5 mm, 1 mm, 2 mm, etc., to achieve the required adjustment amount through different thickness combinations. The planar shape of the mounting adjustment plate 24 is consistent with the upper surface contour of the traction fixing seat 2, and it has through holes corresponding to the connecting member 23. During installation, the mounting adjustment plate 24 is placed between the traction fixing seat 2 and the lower surface of the side beam 11, and the connecting member 23 passes through the traction fixing seat 2 and the mounting adjustment plate 24 in sequence before connecting to the limiting block 22.

[0050] Alternatively, the adjusting plate 24 can also adopt a wedge-shaped structure, where one side of the adjusting plate is thinner and the other side is thicker. Continuous adjustment of the longitudinal position can be achieved by changing the insertion direction and depth of the wedge-shaped adjusting plate, without the need to replace shims of different thicknesses. This wedge-shaped adjustment method is more flexible, but it requires the provision of corresponding wedge-shaped mating surfaces on the traction fixing seat 2 or the side beam 11.

[0051] It should be noted that the installation adjustment plate 24 is not mandatory. When the manufacturing precision of the car body 1 and the bogie 6 is high enough, and the installation positions of the traction fixing seat 2 and the traction rod 3 can be directly aligned, the installation adjustment plate 24 can be omitted, and the traction fixing seat 2 can be directly attached to the lower surface of the side beam 11.

[0052] Please refer to Figure 4 Based on any of the above embodiments, the traction fixing seat 2 is also provided with an anti-detachment mounting hole 25. The anti-detachment mounting hole 25 is used to install an anti-detachment rope. The other end of the anti-detachment rope is connected to the bogie 6 or the traction rod 3 to prevent the traction connection device from falling onto the track after detachment due to failure.

[0053] The anti-derailment mounting hole 25 can be a through hole or threaded hole opened on the side of the traction fixing seat 2, and its axial direction can be horizontal or inclined. The anti-derailment rope can be a flexible connector 23 with sufficient tensile strength, such as a steel wire rope, nylon braided rope, or chain.

[0054] For example, one end of the anti-derailment rope is connected to the anti-derailment mounting hole 25 via a shackle or hook, and the other end is connected to a fixing point on the bogie 6 frame or to the traction rod 3. The length of the anti-derailment rope should be slightly greater than the distance between the traction fixing seat 2 and the traction rod 3 in the normal connection state, so that the anti-derailment rope is in a slack state under normal working conditions and does not affect the normal movement of the traction connection device. When the traction fixing seat 2 and the traction rod 3 are accidentally separated due to the breakage of the fastener 32 or other malfunctions, the anti-derailment rope is straightened, hooking the detached part to prevent it from falling onto the track and threatening the safety of vehicle operation.

[0055] Optionally, two anti-derailment ropes can be provided, connected to the bogie 6 and the traction rod 3 respectively, forming double protection. The number of anti-derailment mounting holes 25 can also be two, located on both sides of the traction fixing seat 2. Further optionally, a buffer spring or rubber buffer block can be connected in series on the anti-derailment rope to absorb impact energy at the moment the anti-derailment rope is stretched taut, reducing the impact load on the anti-derailment mounting holes 25 and the connection points.

[0056] It should be noted that the anti-detachment mounting hole 25 and the anti-detachment rope are safety protection measures, not essential for the traction connection device to achieve basic traction function. In application scenarios or testing scenarios where safety requirements are not high, the anti-detachment rope may not be required.

[0057] Please refer to Figure 2 and Figure 3 Based on any of the above embodiments, the traction rod 3 includes a traction arm 33 and a traction rod 34. One end of the traction rod 34 is connected to the bogie 6 through a spherical bearing 35, and the other end is connected to the traction arm 33 through a spherical bearing 35 and a center pin. The traction arm 33 is detachably connected to the traction fixing seat 2.

[0058] The traction rod 3 adopts a segmented structure, dividing it into two parts: the traction arm 33, which is directly connected to the traction fixed seat 2, and the traction tie rod 34, which is directly connected to the bogie 6.

[0059] The connection between the traction arm 33 and the traction rod 34 is achieved through a spherical plain bearing 35 and a center pin. The spherical plain bearing 35 is a type of spherical plain bearing with an outer spherical surface on its inner ring and an inner spherical surface on its outer ring, allowing the inner ring to swing relative to the outer ring within a certain angular range. The center pin passes through the inner ring bore of the spherical plain bearing 35 and the mounting hole on the traction arm 33, hinged together. The presence of the spherical plain bearing 35 allows for relative angular deflection between the traction arm 33 and the traction rod 34, thereby accommodating the vertical runout and lateral sway of the bogie 6 during operation and preventing the traction rod 3 from bearing additional bending stress.

[0060] The connection between the traction rod 34 and the bogie 6 frame is also achieved through a spherical bearing 35. The end of the traction rod 34 is equipped with a mounting seat for the spherical bearing 35. The outer ring of the spherical bearing 35 is pressed into the mounting seat, and the center pin passes through the inner ring of the spherical bearing 35 and the support hole on the bogie 6 frame before being secured. This structure, with spherical bearings 35 at both ends, forms a floating connection system. While transmitting longitudinal force, the traction rod 3 does not restrict the vertical and lateral movement of the bogie 6 relative to the car body 1.

[0061] For example, the traction arm 33 can be made of forged steel, with an insertion section at one end that mates with the U-shaped groove of the traction fixing seat 2, and a stop boss 31 on the insertion section; the other end has a double-ear structure for mounting the spherical bearing 35. The traction rod 34 can be made of round or rectangular steel tube welded with spherical bearing 35 mounting seats, with one spherical bearing 35 mounting seat at each end. The center pin can be made of alloy steel, with threads at both ends, and is secured with nuts and cotter pins for anti-loosening.

[0062] Optionally, the length of the traction rod 34 can be fixed or adjustable. The adjustable traction rod 34 has a threaded adjustment section in the middle. By rotating the adjusting nut, the total length of the traction rod 34 can be changed, thereby fine-tuning the longitudinal distance between the bogie 6 and the car body 1.

[0063] It should be noted that the drawbar 3 is not limited to being divided into two sections: a drawbar arm 33 and a drawbar tie rod 34. In applications where the relative movement between the bogie 6 and the car body 1 is relatively small, the drawbar 3 can also be a one-piece structure, i.e., a single rod directly connecting the traction mounting base 2 and the bogie 6. The one-piece drawbar 3 has a simpler structure and fewer parts, but its ability to adapt to the swaying of the bogie 6 is poorer. Although the segmented drawbar 3 has a slightly more complex structure, it can better adapt to dynamic deformation during operation through the adjustment of the spherical bearing 35.

[0064] Please refer to Figure 5 and Figure 6 Based on any of the above embodiments, the lifting device 4 includes a sling positioning fixture 41 and a lifting fixing bolt 42. The sling positioning fixture 41 is fixed in the U-shaped groove of the traction fixing seat 2 by the lifting fixing bolt 42, and the sling positioning fixture 41 has an arc surface adapted to the lifting sling 43 to prevent the lifting sling 43 from being damaged or slipping.

[0065] The sling positioning fixture 41 is an auxiliary component that is temporarily installed when the vehicle needs to be lifted. When the vehicle is in a non-powered state and needs to be lifted as a whole, the tow bar 3 is first removed from the tow fixing seat 2, and then the sling positioning fixture 41 is placed into the U-shaped groove and secured in the U-shaped groove with the lifting fixing bolts 42.

[0066] The curved shape of the sling positioning fixture 41 matches the natural curve of the lifting sling 43 when it bends under stress. The lifting sling 43 will bend and deform under the weight of the vehicle. If the contact surface between the sling and the fixture is a sharp angle, severe stress concentration will occur at the angle when the sling is under tension, potentially causing the sling fibers to break. The curved design increases the contact area between the sling and the fixture, making the stress on the sling more even and reducing the risk of damage. At the same time, the inwardly concave shape of the curved surface can limit the sling, preventing it from slipping laterally off the fixture during lifting.

[0067] For example, the sling positioning fixture 41 can be made of steel, with a rectangular base at the bottom that mates with a U-shaped groove and an arc-shaped bearing surface at the top. The radius of curvature of the arc surface can be determined according to the specifications of commonly used lifting slings 43, generally between 50 mm and 150 mm. The number of lifting fixing bolts 42 can be two or four, symmetrically distributed on both sides of the sling positioning fixture 41 to ensure balanced force distribution.

[0068] Optionally, the curved surface of the sling positioning fixture 41 can be polished or covered with a flexible padding material such as nylon or rubber to further reduce frictional damage to the sling. The sling positioning fixture 41 can also be designed as a replaceable curved pad, allowing for the replacement of the appropriate pad according to the different widths and thicknesses of the sling.

[0069] It should be noted that the lifting device 4 is only used when the vehicle needs to be lifted, and is a temporary tool. During normal vehicle operation, the lifting device 4 is not installed on the towing mounting seat 2, but is stored separately as a vehicle tool. This separate temporary installation method ensures that it does not increase the unsprung mass of the vehicle under normal circumstances, nor does it occupy long-term space on the side of the vehicle.

[0070] Please refer to Figure 7 Based on any of the above embodiments, the shunting device 5 includes a trailer hoist 51 and a fastening bolt 52. The trailer hoist 51 is fixed to the traction mounting seat 2 by the fastening bolt 52. The trailer hoist 51 has a trailer hole 53, and the axial direction of the trailer hole 53 forms an angle of 15° to 20° with the lateral direction of the vehicle.

[0071] The shunting device 5 is a component that is temporarily installed when a vehicle needs to be towed by engineering shunting equipment while it is in a state of no power.

[0072] The main body of the trailer lug 51 is a lug plate machined from a thick steel plate. One end is the mounting end, which is fixed to the U-shaped groove of the traction mounting seat 2 by fastening bolts 52. The other end is the lug end, which has a trailer hole 53. The trailer hole 53 is a through hole for inserting the hook or shackle of the engineering shunting equipment. The angle between the axis of the trailer hole 53 and the lateral direction of the vehicle is set in the range of 15° to 20°. This is to take into account that in actual shunting operations, the engineering shunting equipment is usually located diagonally in front of or diagonally behind the vehicle, and there is a natural angle between the trailer rope and the lateral direction of the vehicle. By presetting the axis of the trailer hole 53 to be consistent with this natural angle, the direction of the tension of the trailer rope is as coincident as possible with the axis of the trailer hole 53. The trailer lug 51 mainly bears the tension along the axial direction, while the lateral bending moment it bears is relatively small.

[0073] For example, the trailer lug 51 can be made of Q345 or higher strength structural steel, and the diameter of the trailer hole 53 is determined according to the hook specifications of the engineering shunting equipment, generally between 30 mm and 60 mm. The fastening bolts 52 can be high-strength bolts, and there should be no fewer than two, to prevent the trailer lug 51 from rotating under load.

[0074] Optionally, the angle between the axis of the trailer hitch 53 and the lateral direction of the vehicle can be selected within the range of 15° to 20°, depending on the specific vehicle model and usage scenario. For example, for scenarios where shunting equipment typically tows from a larger angle, an angle close to 20° can be selected. Alternatively, two trailer hitches 53 at different angles can be provided on the trailer lug 51 to accommodate towing needs in different directions.

[0075] It should be noted that the shunting device 5, similar to the hoisting device 4, is also an auxiliary tooling temporarily installed under specific working conditions. During normal vehicle operation, the shunting device 5 is not installed on the traction mounting base 2. The shunting device 5 and the hoisting device 4 can share the same mounting holes on the traction mounting base 2, or they can use different mounting holes respectively.

[0076] Based on any of the above embodiments, the hoisting device 4 and the shunting device 5 are both embedded in the U-shaped groove of the traction fixing seat 2, and the seat body of the traction fixing seat 2 forms a concave-convex limiting structure so that the hoisting device 4 and the shunting device 5 can transmit the load through the concave-convex limiting structure under stress, thereby avoiding the fastening bolt 52 from bearing shear force.

[0077] The bottom of the lifting sling positioning fixture 41 of the lifting device 4 and the mounting end of the trailer hoist lug 51 of the shunting device 5 have external dimensions that are compatible with the inner contour of the U-shaped groove. During installation, they are inserted into the U-shaped groove in an embedded manner.

[0078] After the hoisting device 4 or shunting device 5 is inserted into the U-shaped groove, its outer surface forms a surface contact with the inner wall of the U-shaped groove. During the lifting or towing process, the horizontal component of the lifting or towing force is transmitted through the outer surface of the hoisting device 4 or shunting device 5 to the side wall of the U-shaped groove, and then to the traction fixing seat 2. The fastening bolt 52 mainly bears the axial tension force, pressing the hoisting device 4 or shunting device 5 into the U-shaped groove, without directly bearing the shear force. This is consistent with the cooperation principle of the stop boss 31 of the traction rod 3 and the U-shaped groove, both of which use the contact of the concave and convex mating surfaces to transmit the main working load and protect the fastener 32.

[0079] For example, the bottom width of the sling positioning fixture 41 can be 0.1 mm to 0.3 mm smaller than the width of the U-shaped groove, forming a clearance fit to facilitate installation and disassembly. Under stress, the minute gaps are eliminated, and the bottom and sides of the fixture fit tightly against the U-shaped groove. The mounting end of the trailer lug 51 can also be configured as a rectangular cross-section that matches the inner contour of the U-shaped groove.

[0080] It should be noted that the specific form of the concave-convex limiting structure can vary. For example, raised keys or ribs can be provided at the bottom or side wall of the U-shaped groove, and grooves can be provided at corresponding positions of the hoisting device 4 and the shunting device 5. The limiting effect is further enhanced by the cooperation of the keys and grooves. Alternatively, steps can be provided in the U-shaped groove so that the bottom surfaces of the hoisting device 4 and the shunting device 5 rest on the steps, increasing the vertical bearing area.

[0081] A method for using a traction coupling device for rail vehicles, applicable to a traction coupling device for rail vehicles, includes the following steps: When the vehicle is powered, one end of the control traction rod 3 is connected to the bogie 6 and the other end is connected to the traction fixed seat 2, so that the vehicle can transmit traction force through the traction connection device. When the vehicle is in a powerless state and lifting operations are required, disconnect the connection between the tow bar 3 and the tow fixing seat 2, install the lifting device 4 into the U-shaped groove mounting interface 21 of the tow fixing seat 2, and pass the lifting sling 43 through the lifting device 4 and connect it to the lifting equipment to achieve the lifting of the entire vehicle. When the vehicle is in a powerless state and shunting operations are required, disconnect the towing rod 3 from the towing fixed seat 2, install the shunting device 5 on the U-shaped groove mounting interface 21 of the towing fixed seat 2, and connect the hook of the engineering shunting equipment to the shunting device 5 to achieve passive towing of the whole vehicle.

[0082] When the vehicle is powered, the traction motor of the bogie 6 drives the wheels to rotate, and the resulting traction force needs to be transmitted to the car body 1 through the traction connection device. At this time, one end of the control traction rod 3 is connected to the bogie 6, and the other end is connected to the traction fixing seat 2. Specifically, the end of the traction rod 34 of the traction rod 3 is hinged to the support on the bogie 6 frame through the spherical bearing 35 and the center pin. The end of the traction arm 33 of the traction rod 3 is inserted into the U-shaped groove of the traction fixing seat 2, so that the stop boss 31 and the inner wall of the U-shaped groove form a concave-convex fit. Then, the traction arm 33 is pressed and fixed in the U-shaped groove by the fastener 32. After the connection is completed, the traction force of the bogie 6 is transmitted to the side beam 11 of the car body 1 in sequence through the traction rod 34, spherical bearing 35, center pin, traction arm 33, stop boss 31, and traction fixing seat 2, and finally drives the vehicle to run. During braking, the braking force is transmitted in the opposite direction through the same path.

[0083] When a vehicle is in a non-powered state and lifting operations are required, such as lifting and transferring a vehicle after manufacturing or lifting a whole vehicle during maintenance, the connection between the tow bar 3 and the tow mounting base 2 is removed, and the tow bar 3 is taken off the tow mounting base 2. The bogie 6 end of the tow bar 3 can remain connected and move with the bogie 6, or it can be removed together as needed. Then, the lifting device 4 is installed in the U-shaped groove mounting interface 21 of the tow mounting base 2, specifically by placing the sling positioning fixture 41 into the U-shaped groove and tightening it with the lifting fixing bolts 42. After the lifting sling 43 passes through the arc area of ​​the sling positioning fixture 41, both ends of the sling are connected to the hook of the lifting equipment. When the lifting equipment lifts, the sling bends on the arc surface of the sling positioning fixture 41 and bears the weight of the entire vehicle, and the vehicle is lifted smoothly. After the lifting is completed, the lifting device 4 can be removed, the connection of the tow bar 3 can be restored, or the lifting device 4 can be retained as needed for subsequent processes.

[0084] When a vehicle is without power and requires shunting operations, such as transferring a vehicle between different workstations within a factory area, disconnect the tow bar 3 from the tow block 2. Install the shunting device 5 onto the U-shaped mounting interface 21 of the tow block 2. Specifically, insert the mounting end of the trailer lug 51 into the U-shaped groove and tighten it with the fastening bolt 52. Insert the hook or shackle of the engineering shunting equipment into the trailer hole 53 of the trailer lug 51 and lock it. After the engineering shunting equipment is started, pull the trailer lug 51 with the tow rope or tow bar. The towing force is transmitted to the vehicle body 1 through the tow block 2, and the entire vehicle is passively towed to the target position. After shunting is completed, remove the shunting device 5 and reconnect the tow bar 3.

[0085] During use, if the vehicle is equipped with an anti-derailment rope, after the tow bar 3 is connected to the tow fixing seat 2, one end of the anti-derailment rope should be connected to the anti-derailment mounting hole 25 of the tow fixing seat 2, and the other end should be connected to the bogie 6 or the tow bar 3. When the tow connection device accidentally separates due to a malfunction, the anti-derailment rope can catch the detached part in time to prevent safety accidents.

[0086] It should be noted that the lifting device 4 and the shunting device 5 can be flexibly selected according to actual operational needs. In a complete vehicle manufacturing and transfer process, the tow bar 3 can be used to connect and enable the vehicle to run autonomously on the test line. After the test is completed, the tow bar 3 can be removed and the lifting device 4 can be installed to lift and load the entire vehicle. After reaching the destination, the lifting device 4 can be removed again and the shunting device 5 can be installed for short-distance transfer within the factory. Finally, the tow bar 3 can be restored. This series of operations is all completed on the same mounting interface 21 of the traction fixing seat 2, which reflects the multi-scenario adaptability of the device.

[0087] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A traction connection device for rail vehicles, characterized in that, include: The traction fixing seat (2) is fixedly installed on the side beam (11) of the car body (1). The traction fixing seat (2) is provided with a U-shaped groove mounting interface (21) for detachable installation of the hoisting device (4) or the shunting device (5). The traction rod (3) is connected to the bogie (6) at one end and detachably connected to the traction fixing seat (2) at the other end via a fastener (32). The traction rod (3) is provided with a stop boss (31). The stop boss (31) is in concave-convex fit with the U-shaped structure of the mounting interface (21) to limit the longitudinal displacement of the vehicle body and transmit the longitudinal load through the stop boss (31).

2. The rail vehicle traction connection device according to claim 1, characterized in that, The traction fixing seat (2) includes four units, which are rectangularly mounted on the bottom of the vehicle body (1) to achieve balanced traction on both sides of the vehicle.

3. The rail vehicle traction connection device according to claim 2, characterized in that, The traction fixing seat (2) is fixed to the side beam (11) by a limiting block (22) and a connector (23). The side beam (11) has a cavity. The limiting block (22) is embedded in the cavity. The connector (23) passes through the traction fixing seat (2) and is connected to the limiting block (22).

4. The rail vehicle traction connection device according to claim 3, characterized in that, An installation adjustment plate (24) is provided between the installation contact surface of the traction fixing seat (2) and the side beam (11). The installation adjustment plate (24) is used to adjust the longitudinal installation position of the traction fixing seat (2) relative to the side beam (11) in the vehicle driving direction.

5. The rail vehicle traction connection device according to claim 1, characterized in that, The traction fixing seat (2) is also provided with an anti-detachment mounting hole (25), which is used to install an anti-detachment rope. The other end of the anti-detachment rope is connected to the bogie (6) or the traction rod (3) to prevent the traction connection device from falling onto the track after detachment due to failure.

6. The rail vehicle traction connection device according to claim 1, characterized in that, The traction rod (3) includes a traction arm (33) and a traction rod (34). One end of the traction rod (34) is connected to the bogie (6) through a spherical bearing (35), and the other end is connected to the traction arm (33) through a spherical bearing (35) and a center pin. The traction arm (33) is detachably connected to the traction fixing seat (2).

7. The rail vehicle traction connection device according to claim 1, characterized in that, The hoisting device (4) includes a sling positioning fixture (41) and a lifting fixing bolt (42). The sling positioning fixture (41) is fixed in the U-shaped groove of the traction fixing seat (2) by the lifting fixing bolt (42). The sling positioning fixture (41) has an arc surface that is compatible with the lifting sling (43) to prevent the lifting sling (43) from being damaged or slipping.

8. The rail vehicle traction connection device according to claim 1, characterized in that, The shunting device (5) includes a trailer lug (51) and a fastening bolt (52). The trailer lug (51) is fixed to the traction mounting base (2) by the fastening bolt (52). The trailer lug (51) has a trailer hole (53). The axial direction of the trailer hole (53) forms an angle of 15° to 20° with the lateral direction of the vehicle.

9. The rail vehicle traction connection device according to claim 1, characterized in that, The hoisting device (4) and the shunting device (5) are both embedded in the U-shaped groove of the traction fixing seat (2) and form a concave-convex limiting structure through the seat body of the traction fixing seat (2) so that the hoisting device (4) and the shunting device (5) can transmit load through the concave-convex limiting structure under stress, and avoid the fastening bolt (52) from bearing shear force.

10. A method of using a rail vehicle traction coupling device, applied to the rail vehicle traction coupling device according to any one of claims 1 to 9, characterized in that, Includes the following steps: When the vehicle is powered, one end of the control traction rod (3) is connected to the bogie (6), and the other end is connected to the traction fixing seat (2), so that the vehicle can transmit traction force through the traction connection device; When the vehicle is in a state of no power and needs to be lifted, the connection between the towing rod (3) and the towing fixed seat (2) is removed, the lifting device (4) is installed in the U-shaped groove installation interface (21) of the towing fixed seat (2), and the lifting sling (43) is passed through the lifting device (4) and connected to the lifting equipment to achieve the lifting of the whole vehicle; When the vehicle is in a powerless state and needs to be shunted, the connection between the towing rod (3) and the towing fixed seat (2) is removed, the shunting device (5) is installed on the U-shaped groove mounting interface (21) of the towing fixed seat (2), and the hook of the engineering shunting equipment is connected to the shunting device (5) to achieve passive towing of the whole vehicle.

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