Railway wagon energy-saving traction device

By designing auxiliary components and limit components in the energy-saving traction device of railway trucks, the problem of inconvenient calibration of position deviation during connection is solved, and the effect of automatic calibration and convenient connection is achieved.

CN222875989UActive Publication Date: 2025-05-16LANZHOU JIAOTONG UNIV
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Patent Information

Application Number
CN202421843668.8
Authority / Receiving Office
CN · China
Patent Type
Utility models(China)
Current Assignee / Owner
Filing Date
2024-08-01
Publication Date
2025-05-16
Estimated Expiration
2034-08-01

AI Technical Summary

Technical Problem

The existing energy-saving traction devices of railway trucks are not convenient to assist in calibration of position deviations generated during connection, resulting in less convenient and time-consuming connection.

Method used

A device including an energy-saving pull head body, an auxiliary assembly and a limit assembly is designed. The auxiliary assembly can impact and calibrate the position deviation pull rod after being pushed through the combination of L-shaped block, impact rod and spring; the limit assembly is designed with the cross-shaped slide groove and pull plate to ensure that the auxiliary assembly does not detach from position after storage.

Benefits of technology

Automatic calibration of the traction bar position through the impact and rebound force of the auxiliary components simplifies the connection process and reduces the need for manual reset; the limiting component ensures the correct storage of the auxiliary components, avoids disengagement problems, and improves the convenience and efficiency of the overall device.

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Abstract

The utility model discloses an energy-saving traction device for a rail wagon, which belongs to the technical field of rail wagon traction and is characterized by comprising an energy-saving traction head body, auxiliary components are rotatably connected to two sides of the energy-saving traction head body, and limiting components are in contact with the front sides of the auxiliary components. The top of the limiting assembly is fixedly connected to the bottom of the energy-saving traction head body, and the interior of the energy-saving traction head body is movably connected with a traction rod. The auxiliary assembly comprises L-shaped blocks, the L-shaped blocks are fixedly connected to the two sides of the energy-saving traction head body, the inner walls of the other ends of the L-shaped blocks are slidably connected with impact rods, one ends of the impact rods are fixedly connected with impact blocks, and the surfaces of the impact rods are sleeved with first springs. The problems that an existing energy-saving traction device of the railway wagon cannot conveniently conduct auxiliary calibration on position deviation generated during connection, so that connection of the energy-saving traction device of the railway wagon is inconvenient, and time and labor are wasted are solved.
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Description

Technical Field

[0001] The utility model relates to the technical field of railway freight car traction, in particular to an energy-saving traction device for railway freight cars. Background Art

[0002] In railway freight, traction devices play a vital role, and the energy-saving traction device for railway freight cars is one of them. It reduces energy consumption through the cooperation of sensors, controllers and a series of systems.

[0003] However, the existing energy-saving traction device for railway freight cars is not convenient for auxiliary calibration of the position deviation generated during connection, which makes the connection of the energy-saving traction device for railway freight cars inconvenient, time-consuming and labor-intensive.

[0004] To this end, an energy-saving traction device for railway freight cars is proposed. Utility Model Content

[0005] The purpose of the utility model is to provide an energy-saving traction device for railway freight cars, which can solve the problem that the existing energy-saving traction device for railway freight cars is not convenient for auxiliary calibration of position deviations generated during connection, thereby causing the connection of the energy-saving traction device for railway freight cars to be inconvenient, time-consuming and labor-intensive.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an energy-saving traction device for a railway freight car, comprising an energy-saving traction head body, both sides of the energy-saving traction head body are rotatably connected with auxiliary components, the front side of the auxiliary components contacts a limit component, the top of the limit component is fixedly connected to the bottom of the energy-saving traction head body, and the interior of the energy-saving traction head body is movably connected with a traction rod;

[0007] The auxiliary component includes an L-shaped block, which is fixedly connected to both sides of the energy-saving traction head body, and the inner wall of the other end of the L-shaped block is slidably connected to a collision rod, one end of the collision rod is fixedly connected to the collision block, and the surface of the collision rod is sleeved with a first spring, one end of the first spring is fixedly connected to the side opposite to the L-shaped block, and the other end of the first spring is fixedly connected to a matching block, and the side of the matching block close to the first spring is fixedly connected to the other end of the collision rod.

[0008] Preferably, the limiting assembly includes a bar block, with cross-shaped slide grooves on both sides of the bar block, the cross-shaped slide grooves pass through both sides of the bar block and extend to the inner wall of the bar block, and a square groove is opened on the front side of the bar block, and the square groove is connected to the cross-shaped slide groove.

[0009] Preferably, the inner wall of the cross-shaped slide groove is slidably connected with a cross-shaped block, the rear side of the cross-shaped block contacts the front side of the L-shaped block, one end of the cross-shaped block is fixedly connected with a second spring, and the other end of the second spring is fixedly connected to the side opposite to the inner wall of the cross-shaped slide groove.

[0010] Preferably, a pull plate is fixedly connected to the front side of the cross-shaped block, the surface of the pull plate is slidably connected to the inner wall of the square groove, and a rubber sleeve used in conjunction with the pull plate is fixedly connected to the surface of the pull plate.

[0011] Preferably, a reinforcement pad is fixedly connected to a side of the impact block away from the impact rod, and the reinforcement pad is made of stainless steel.

[0012] Preferably, a protective pad is fixedly connected to a side of the matching block away from the first spring, and two protective pads are provided.

[0013] Preferably, a hydraulic buffer is fixedly connected to the rear side of the energy-saving traction head body, and a mounting plate is fixedly connected to the rear side of the hydraulic buffer. There are two mounting plates in total, and the other mounting plate is located at the front side of the traction rod.

[0014] Preferably, the front sides of the two mounting plates are each provided with a mounting hole, and there are eight mounting holes in total.

[0015] Compared with the prior art, the beneficial effects of the utility model are:

[0016] 1. The present application sets an auxiliary component so that after being pushed, it can impact the traction rod with position deviation, and calibrate the position of the traction rod by impact, and after being pushed, it can be reset by its own rebound force, so that the staff does not need to reset it manually;

[0017] 2. The present application sets a limit component to limit the auxiliary component after storage, thereby preventing the auxiliary component from being separated from the storage position after storage. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is the overall structural diagram of the energy-saving traction device for railway freight cars of the utility model;

[0019] Figure 2 For this utility model Figure 1 Bottom view of

[0020] Figure 3 This is a schematic diagram of the connection between the energy-saving traction head body and the traction rod in the utility model;

[0021] Figure 4 It is a structural schematic diagram of the auxiliary components in the utility model;

[0022] Figure 5 It is a structural schematic diagram of the limit assembly in the utility model.

[0023] In the figure, 1. Energy-saving traction head body; 2. Auxiliary component; 201. L-shaped block; 202. Impact rod; 203. Impact block; 204. First spring; 205. Matching block; 3. Limiting component; 301. Bar block; 302. Cross-shaped slide groove; 303. Square groove; 304. Cross-shaped block; 305. Second spring; 306. Pull plate; 4. Traction rod; 5. Rubber sleeve; 6. Reinforcement pad; 7. Protective pad; 8. Hydraulic buffer; 9. Mounting plate; 10. Mounting hole. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0025] See also Figure 1-5 , the utility model provides a technical solution:

[0026] A railway freight car energy-saving traction device comprises an energy-saving traction head body 1, auxiliary components 2 are rotatably connected to both sides of the energy-saving traction head body 1, the front side of the auxiliary component 2 contacts a limit component 3, the top of the limit component 3 is fixedly connected to the bottom of the energy-saving traction head body 1, and a traction rod 4 is movably connected inside the energy-saving traction head body 1;

[0027] The auxiliary component 2 includes an L-shaped block 201, which is fixedly connected to both sides of the energy-saving traction head body 1. The inner wall of the other end of the L-shaped block 201 is slidably connected with a collision rod 202, and one end of the collision rod 202 is fixedly connected with a collision block 203. The surface of the collision rod 202 is sleeved with a first spring 204, and one end of the first spring 204 is fixedly connected to the side opposite to the L-shaped block 201. The other end of the first spring 204 is fixedly connected with a matching block 205, and the side of the matching block 205 close to the first spring 204 is fixedly connected to the other end of the collision rod 202.

[0028] In this embodiment: by setting the energy-saving traction head body 1, the auxiliary component 2, the limit component 3 and the traction rod 4, the energy-saving traction head body 1 can be connected to the traction rod 4, and the auxiliary component 2 and the limit component 3 can be fixed. The auxiliary component 2 can be set so that after it is rotated and pulled, it can hit the traction rod 4 with a position deviation, so that the position of the traction rod 4 can be calibrated. The limit component 3 can be set so that the auxiliary component 2 can be limited after being stored to prevent the auxiliary component 2 from being separated from the storage position. The traction rod 4 can be set so that after it is connected to the energy-saving traction head body 1, it can achieve traction of the railway freight car.

[0029] Specifically, Figure 5 As shown, the limiting assembly 3 includes a bar 301, and cross-shaped slide grooves 302 are opened on both sides of the bar 301. The cross-shaped slide grooves 302 pass through both sides of the bar 301 and extend to the inner wall of the bar 301. A square groove 303 is opened on the front side of the bar 301, and the square groove 303 is connected to the cross-shaped slide groove 302.

[0030] Specifically, Figure 5 As shown, the inner wall of the cross-shaped slide groove 302 is slidably connected with a cross-shaped block 304, the rear side of the cross-shaped block 304 contacts the front side of the L-shaped block 201, one end of the cross-shaped block 304 is fixedly connected with a second spring 305, and the other end of the second spring 305 is fixedly connected to the side opposite to the inner wall of the cross-shaped slide groove 302.

[0031] Specifically, Figure 5 As shown, a pull plate 306 is fixedly connected to the front side of the cross block 304 , the surface of the pull plate 306 is slidably connected to the inner wall of the square groove 303 , and a rubber sleeve 5 used in conjunction with the pull plate 306 is fixedly connected to the surface of the pull plate 306 .

[0032] In this embodiment: by pulling the pull plate 306, the pull plate 306 can drive the cross block 304 to move, and when the pull plate 306 moves, the square groove 303 can be used to limit its own sliding position, and under the limitation of the cross groove, the sliding position of the cross block 304 will not be offset, and when the cross block 304 moves, the second spring 305 can be squeezed, and then when the cross block 304 is pulled into the cross groove, the limitation of the L-shaped block 201 can be released, and under the protection of the rubber sleeve 5, it can be avoided that the user is injured when the pull plate 306 is pulled.

[0033] Specifically, Figure 4 As shown, a reinforcement pad 6 is fixedly connected to one side of the impact block 203 away from the impact rod 202, and the reinforcement pad 6 is made of stainless steel.

[0034] Specifically, Figure 4 As shown, a protective pad 7 is fixedly connected to one side of the matching block 205 away from the first spring 204 , and two protective pads 7 are provided.

[0035] In this embodiment: the impact surface of the impact block 203 can be reinforced by the reinforcement pad 6 to avoid damage to the impact surface due to long-term impact, and the setting of the protective pad 7 can protect the matching block 205 to avoid damage to its contact surface when the matching block 205 is impacted.

[0036] Specifically, Figure 1 , Figure 2 , Figure 3 As shown, a hydraulic buffer 8 is fixedly connected to the rear side of the energy-saving traction head body 1, and a mounting plate 9 is fixedly connected to the rear side of the hydraulic buffer 8. There are two mounting plates 9 in total, and the other mounting plate 9 is located at the front side of the traction rod 4.

[0037] Specifically, Figure 1 , Figure 2 , Figure 3 As shown, the front sides of the two mounting plates 9 are each provided with mounting holes 10 , and there are eight mounting holes 10 in total.

[0038] In this embodiment: by setting the hydraulic buffer 8, it can achieve a buffering effect by cooperating with the energy-saving traction head body 1 during train operation, and with the setting of the mounting plate 9 and the mounting hole 10, it is convenient to install the device at the required position on the railway freight car through the mounting plate 9 and the mounting hole 10.

[0039] Working principle: when the connection position of the traction rod 4 deviates, the pull plate 306 on the required side can be pulled, and then when the pull plate 306 is pulled, the cross block 304 can be driven to move, and when the pull plate 306 moves, the square groove 303 can be used to limit the movement position of the pull plate 306, and when the cross block 304 moves, the cross groove can be used to limit the sliding position of the cross block 304, and then when the cross block 304 moves, the second spring 305 can be squeezed, and then when the cross block 304 enters the cross groove, the limit of the L-shaped block 201 can be released, and then the L-shaped block 201 can be rotated to the same horizontal plane of the traction rod 4, and then the pull plate 306 is released, so that the rebound force of the second spring 305 can reset the cross block 304, and then Then, by using an external object or pressing the matching block 205, the matching block 205 can drive the impact rod 202 to move, and then the impact block 203 can impact the traction rod 4 through the drive of the impact rod 202, and when the matching block 205 moves, the first spring 204 can be squeezed, and then the rebound force of the first spring 204 can make the matching block 205 drive the impact rod 202 to reset, so as to facilitate the next impact, and then after the position of the traction rod 4 is calibrated, the energy-saving traction head body 1 can be started, so that the energy-saving traction head body 1 can drop the internal connecting parts, thereby realizing the connection with the traction rod 4, and then during the operation of the train, the energy-saving traction head body 1 can be matched with the hydraulic buffer 8, so that the energy-saving traction head body 1 can achieve buffering and energy saving through its own internal sensors, controllers and a series of systems.

[0040] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An energy-saving traction device for a railway freight car, comprising an energy-saving traction head body (1), characterized in that: The energy-saving traction head body (1) is rotatably connected to auxiliary components (2) on both sides, the front side of the auxiliary components (2) contacts the limit component (3), the top of the limit component (3) is fixedly connected to the bottom of the energy-saving traction head body (1), and the energy-saving traction head body (1) is movably connected to a traction rod (4) inside; The auxiliary component (2) comprises an L-shaped block (201), wherein the L-shaped block (201) is fixedly connected to both sides of the energy-saving traction head body (1), the inner wall of the other end of the L-shaped block (201) is slidably connected to a striking rod (202), one end of the striking rod (202) is fixedly connected to a striking block (203), a first spring (204) is sleeved on the surface of the striking rod (202), one end of the first spring (204) is fixedly connected to a side opposite to the L-shaped block (201), the other end of the first spring (204) is fixedly connected to a matching block (205), and the matching block (205) is fixedly connected to the other end of the striking rod (202) on a side close to the first spring (204).

2. The energy-saving traction device for railway freight cars according to claim 1, characterized in that: The limiting assembly (3) comprises a bar (301), and cross-shaped sliding grooves (302) are provided on both sides of the bar (301), and the cross-shaped sliding grooves (302) pass through both sides of the bar (301) and extend to the inner wall of the bar (301), and a square groove (303) is provided on the front side of the bar (301), and the square groove (303) is connected to the cross-shaped sliding groove (302).

3. The energy-saving traction device for railway freight cars according to claim 2, characterized in that: The inner wall of the cross-shaped slide groove (302) is slidably connected to a cross-shaped block (304), the rear side of the cross-shaped block (304) is in contact with the front side of the L-shaped block (201), one end of the cross-shaped block (304) is fixedly connected to a second spring (305), and the other end of the second spring (305) is fixedly connected to a side opposite to the inner wall of the cross-shaped slide groove (302).

4. The energy-saving traction device for railway freight cars according to claim 3, characterized in that: A pull plate (306) is fixedly connected to the front side of the cross-shaped block (304), the surface of the pull plate (306) is slidably connected to the inner wall of the square groove (303), and a rubber sleeve (5) used in conjunction with the pull plate (306) is fixedly connected to the surface of the pull plate (306).

5. The energy-saving traction device for railway freight cars according to claim 1, characterized in that: A reinforcing pad (6) is fixedly connected to a side of the impact block (203) away from the impact rod (202), and the reinforcing pad (6) is made of stainless steel.

6. The energy-saving traction device for railway freight cars according to claim 1, characterized in that: A protective pad (7) is fixedly connected to the side of the matching block (205) away from the first spring (204), and two protective pads (7) are provided in total.

7. The energy-saving traction device for railway freight cars according to claim 1, characterized in that: A hydraulic buffer (8) is fixedly connected to the rear side of the energy-saving traction head body (1), and a mounting plate (9) is fixedly connected to the rear side of the hydraulic buffer (8). Two mounting plates (9) are provided, and the other mounting plate (9) is located at the front side of the traction rod (4).

8. The energy-saving traction device for railway freight cars according to claim 7, characterized in that: The front sides of the two mounting plates (9) are each provided with a mounting hole (10), and a total of eight mounting holes (10) are provided.