Rail transit vehicle traction and buffering device

Abstract

The utility model particularly relates to a traction and buffering device for a rail transit vehicle. The traction and buffering device comprises a first barrel, a second barrel and a third barrel. The second barrel is located between the first barrel and the third barrel, a bearing column is arranged in the first barrel in a left-right moving mode and penetrates through the second barrel in a left-right moving mode, and the right end of the bearing column is located in the third barrel in a left-right moving mode; clamping plates capable of moving up and down are symmetrically arranged at the upper end and the lower end in the second barrel correspondingly, the upper surface and the lower surface of the right end of the bearing column protrude outwards, and the clamping plates are clamped at the outwards-protruding connecting positions of the right end of the bearing column in an up-down moving mode; according to the utility model, quick connection and quick disassembly between two carriers can be realized, and the connection effect on the carriers can be realized only by moving the bearing columns when the carriers are connected; and during disassembly, the limiting effect on the bearing columns can be relieved only by rotating the threaded rods, then the bearing columns are moved outwards, disassembly between the two carriers can be achieved, and use is easy and convenient.

Description

Technical Field

[0001] This utility model patent belongs to the technical field of rail transit traction equipment, and particularly relates to the draw-gear device of rail transit vehicles. Background Art

[0002] Rail transit vehicles are characterized by safety, comfort, speed, environmental protection, large transport capacity and low energy consumption, and have become an important part of public transportation. Rail vehicles are often connected through couplers at the connection points. The coupler device is one of the most basic and important components of the vehicle. It is used to connect each carriage so that the vehicle forms a whole. The coupler buffer device is a vehicle component used to connect vehicles to each other, locomotives or multiple units, transmit traction force, braking force and buffer longitudinal impact force. It consists of a coupler, a buffer, a coupler yoke, a draft gear plate, etc. to form a whole and is installed in the draft beam at the end of the car body frame.

[0003] For example, a rail transit vehicle draw-gear device with the patent application number CN202210184193.5 discloses that "it includes a fixed part and a movable part. A fixed hook groove plate is arranged in the middle of the inner cavity of the fixed part, and a movable hook body is arranged in the movable part. The movable hook body is embedded and positioned in the fixed hook groove plate. A stroke control component is arranged inside the fixed part. The stroke control component includes a stroke part corresponding to the movable hook body in the inner cavity of the fixed part and a cylinder arranged at the top of the inner cavity of the fixed part. The stroke part controls the operation of the cylinder through a control module. When the movable part of one side carriage is connected to the fixed part of the other side carriage, the movable hook body acts on the stroke part of the stroke control component, and the stroke part starts the action of the cylinder and controls the cooperation and positioning of the movable hook body and the fixed hook groove plate. The present invention does not require manual operation during the connection process, reduces the safety hazards during connection, and the shapes of the movable hook body and the fixed hook groove plate can independently select appropriate shapes, sizes and strengths, and have good adaptability to various types of rail transit vehicles." Although the above structure can realize the connection and traction between adjacent carriers, a large amount of manual operation is still required to realize the connection of adjacent carriers during use, and it is extremely complex and inconvenient to use; and a large amount of manual operation is still required to realize the disassembly of adjacent carriers; and there is no buffering effect during the collision connection of adjacent carriers, which is easy to cause damage to parts.

[0004] In order to solve the above problems, we provide a rail transit vehicle draw-gear device that can realize the connection of adjacent vehicles, is convenient for disassembly, is convenient to use and has a buffering effect. Content of the Utility Model

[0005] The purpose of this utility model patent is to overcome the deficiencies in the prior art and provide a rail transit vehicle draw-gear device.

[0006] Implementation method of this utility model patent: A traction and buffering device for rail transit vehicles, comprising a first cylinder, a second cylinder, and a third cylinder; the second cylinder is located between the first cylinder and the third cylinder. A bearing column is movably arranged in the first cylinder in the left-right direction, and the bearing column penetrates through the second cylinder in the left-right direction, and the right end of the bearing column is located in the third cylinder in the left-right direction. At the upper and lower ends in the second cylinder, clamping plates that can move up and down are symmetrically arranged respectively. The upper and lower surfaces of the right end of the bearing column protrude outwards, and the clamping plates can move up and down to be clamped at the connection where the right end of the bearing column protrudes outwards.

[0007] Further, a first spring is arranged on the outer side surface of the clamping plate, and a moving plate is arranged at the outer end of the first spring. The moving plate can move up and down in the second cylinder.

[0008] Further, the outer end of the moving plate is rotatably connected with a rotating rod. The rotating rod penetrates through the second cylinder, and the rotating rod is in threaded connection with the second cylinder. By rotating the rotating rod, the moving plate is driven to move up and down.

[0009] Further, a chamfered slope is provided on the left side surface of the clamping plate.

[0010] Further, chamfered slopes are provided at the upper and lower sides of the right end of the bearing column.

[0011] Further, a buffer plate is movably arranged in the third cylinder in the left-right direction. A second spring is arranged at the right end of the buffer plate, and the right end of the second spring is connected to the inside of the third cylinder.

[0012] Further, the front end of the clamping plate protrudes from the front side surface of the bearing column.

[0013] Further, two limiting plates that can move up and down are symmetrically arranged in the second cylinder, and the two limiting plates are located between the two clamping plates.

[0014] Further, a threaded rod is rotatably arranged in the second cylinder. The threaded rod penetrates through the two limiting plates, and the thread directions of the upper and lower parts of the threaded rod are opposite. The two limiting plates are respectively in threaded connection with the upper and lower parts of the threaded rod.

[0015] When the utility model patent is in use, the bearing column is connected to one of the carriers, and the third cylinder is connected to the carrier to be connected. When it is necessary to connect two carriers, the bearing column is moved into the first cylinder. When it continues to move into the second cylinder, the chamfered surface at the front end of the bearing column squeezes the chamfered surface on the clamping plate, causing the two clamping plates to separate and the first spring to be compressed. When the front end of the bearing column completely penetrates the second cylinder, the front end of the bearing column fits with the buffer plate in the third cylinder. The bearing column continues to move forward, and the buffer plate is squeezed and moves to the right, compressing the second spring. The elastic force of the second spring on the buffer plate exerts a squeezing force on the bearing column to the left, which is used to buffer the power of the bearing column moving to the right, preventing the bearing column from moving too far to the right and causing a hard collision between the bearing column and the inner side surface of the third cylinder, resulting in damage to the components.

[0016] When the right end of the bearing column moves to the right into the third cylinder, the inner end surface of the clamping plate disengages from the upper and lower surface limits of the right part of the bearing column. Under the elastic force of the first spring, the clamping plate moves towards the bearing column, and the upper and lower clamping plates are stuck at the position connection where the right part of the bearing column protrudes, preventing the right part of the bearing column from moving to the left and realizing the limiting effect on the position of the right part of the bearing column. By rotating the rotating rod, the squeezing force of the moving plate on the first spring can be adjusted, thereby changing the squeezing force of the clamping plate on the bearing column.

[0017] When it is necessary to release the limit between the bearing column and the second cylinder, by rotating the threaded rod, since the thread connection directions between the threaded rod and the upper and lower limit plates are opposite, when the threaded rod is rotated, the two limit plates move in opposite directions respectively. When the limit plates move outwards, they drive the clamping plates to move outwards. When the clamping plates move outwards, the clamping plates are disengaged from the limit of the bearing column, and the bearing column can move freely to the left, thereby disengaging from the third cylinder, the second cylinder, and the first cylinder. This operation realizes the release of the limit on the bearing column and completes the disconnection between the two carriers. After the disconnection is completed, the threaded rod is reset to repeat the above steps to realize the connection between the carriers again.

[0018] Beneficial effects: This application can achieve the rapid connection and rapid disassembly between two carriers. When connecting the carriers, the connection of the carriers can be realized only by moving the bearing column; when disassembling, the limit on the bearing column can be released only by rotating the threaded rod, and then moving the bearing column outwards can realize the disassembly between the two carriers. It is simple and convenient to use. At the same time, a buffer plate and a second spring are provided to achieve the buffering effect between the two carriers, preventing the right end of the bearing column from directly colliding with the inside of the third cylinder. Description of the Drawings

[0019] Figure 1 It is a schematic structural diagram of the utility model patent.

[0020] Figure 2 It is a schematic partial structural diagram of the utility model patent.

[0021] Figure 3 It is a partial structural sectional view of a utility model patent.

[0022] Figure 4 It is a schematic diagram of the structure of the bearing column of a utility model patent.

[0023] Explanation of reference numerals:

[0024] 1. Bearing column, 2. First cylinder, 3. Second cylinder, 4. Rotating rod, 5. Threaded rod, 6. Third cylinder, 7. Moving plate, 8. First spring, 9. Clamping plate, 10. Limiting plate, 11. Buffer plate, 12. Second spring. Detailed implementation manners

[0025] Example 1, as shown in Figure 1 —4, the detailed implementation manners of the utility model patent: The traction and buffering device of a rail transit vehicle includes a first cylinder 2, a second cylinder 3, and a third cylinder 6; the second cylinder 3 is located between the first cylinder 2 and the third cylinder 6, and the first cylinder 2, the second cylinder 3, and the third cylinder 6 are fixedly connected in sequence, and are in the same through connection inside; a bearing column 1 is movably arranged left and right in the first cylinder 2, the bearing column 1 penetrates through the second cylinder 3 movably left and right, and the right end of the bearing column 1 is movably located inside the third cylinder 6; clamping plates 9 that can move up and down are symmetrically arranged at the upper and lower ends inside the second cylinder 3 respectively, the upper and lower surfaces of the right end of the bearing column 1 bulge outwards, and the clamping plates 9 can move up and down and are stuck at the connection where the right end of the bearing column 1 bulges outwards.

[0026] A first spring 8 is arranged on the outer side surface of the clamping plate 9, a moving plate 7 is arranged at the outer end of the first spring 8, the moving plate 7 is movably located inside the second cylinder 3 and can move up and down, the outer end of the moving plate 7 is rotatably connected with a rotating rod 4, the outer end of the rotating rod 4 penetrates through the second cylinder 3, and the rotating rod 4 is in threaded connection with the second cylinder 3. By rotating the rotating rod 4, the moving plate 7 is driven to move up and down. The left side surface of the clamping plate 9 is provided with an inclined chamfer. Inclined chamfers are provided at the upper and lower sides of the right end of the bearing column 1. The provision of the inclined chamfers can enable the right end of the bearing column 1 to push open the clamping plate 9; a buffer plate 11 is movably arranged left and right inside the third cylinder 6, a second spring 12 is arranged at the right end of the buffer plate 11, and the right end of the second spring 12 is connected to the inside of the third cylinder 6. The front end of the clamping plate 9 protrudes from the front side surface of the bearing column 1.

[0027] Two limiting plates 10 that can move up and down are symmetrically arranged inside the second cylinder 3, and the two limiting plates 10 are located between the two clamping plates 9. The inner outer surface of the limiting plate 10 is attached to the outer inner surface of the clamping plate 9 to enable the limiting plate 10 to drive the clamping plate 9 to move outwards; a threaded rod 5 is rotatably arranged inside the second cylinder 3, the threaded rod 5 penetrates through the two limiting plates 10, the thread directions of the upper and lower parts of the threaded rod 5 are opposite, and the two limiting plates 10 are respectively in threaded connection with the upper and lower parts of the threaded rod 5.

[0028] When the utility model patent is in use, the bearing column 1 is connected to one of the carriers, and the third cylinder 6 is connected to the carrier to be connected. When it is necessary to connect two carriers, the bearing column 1 is moved into the first cylinder 2. When it continues to move into the second cylinder 3, the chamfered surface at the front end of the bearing column 1 squeezes the chamfered surface on the clamping plate 9, causing the two clamping plates 9 to separate and the first spring 8 to be compressed. When the front end of the bearing column 1 completely penetrates the second cylinder 3, the front end of the bearing column 1 fits with the buffer plate 11 in the third cylinder 6. The bearing column 1 continues to move forward, the buffer plate 11 is squeezed and moves to the right, and the second spring 12 is compressed. The elastic force of the second spring 12 on the buffer plate 11 exerts a squeezing force on the bearing column 1 to the left, which is used to buffer the rightward power of the bearing column 1 and prevent the bearing column 1 from moving too far to the right, resulting in a hard collision between the bearing column 1 and the inner side surface of the third cylinder 6 and causing damage to the components.

[0029] When the right end of the bearing column 1 moves to the right into the third cylinder 6, the inner end surface of the clamping plate 9 is disengaged from the upper and lower surface limits of the right part of the bearing column 1. Under the elastic force of the first spring 8, the clamping plate 9 moves towards the bearing column 1, and the upper and lower two clamping plates 9 are stuck at the position connection of the protrusion on the right part of the bearing column 1, preventing the right part of the bearing column 1 from moving to the left and realizing the limiting effect on the position of the right part of the bearing column 1. By rotating the rotating rod 4, the squeezing force of the moving plate 7 on the first spring 8 can be adjusted, and thus the squeezing force of the clamping plate 9 on the bearing column 1 can be changed.

[0030] When it is necessary to release the limit between the bearing column 1 and the second cylinder 3, by rotating the threaded rod 5, since the thread connection directions between the threaded rod 5 and the upper and lower two limiting plates 10 are opposite, when the threaded rod 5 is rotated, the two limiting plates 10 move in opposite directions respectively. When the limiting plates 10 move outwards, they drive the clamping plate 9 to move outwards. When the clamping plate 9 moves outwards, the clamping plate 9 is disengaged from the limit of the bearing column 1, and the bearing column 1 can move freely to the left, and then disengage from the third cylinder 6, the second cylinder 3, and the first cylinder 2. The limit on the bearing column 1 is released, and the disconnection between the two carriers is completed. After the disconnection is completed, the threaded rod 5 is reset, and the above steps can be repeated to realize the connection between the carriers.

[0031] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the utility model patent and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0032] The above are only the preferred embodiments of the utility model patent, and are not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included within the protection scope of the utility model.

Claims

1. A rail transit vehicle deceleration device, comprising a cylinder body 1, a cylinder body 2, and a cylinder body 3; the cylinder body 2 is located between the cylinder body 1 and the cylinder body 3, and is characterized in that: A load-bearing column is arranged in the cylinder body one and can be moved left and right. The load-bearing column penetrates the cylinder body two and can be moved left and right. The right end of the load-bearing column can be moved left and right and is located in the cylinder body three. A clamping plate that can be moved up and down is symmetrically arranged at the upper and lower ends of the cylinder body two. The upper and lower surfaces of the right end of the load-bearing column protrude outward, and the clamping plate can be moved up and down and clamped at the connection protruding outward at the right end of the load-bearing column.

2. The rail transit vehicle deceleration device according to claim 1, characterized in that: A spring 1 is arranged on the outer side of the clamping plate, a movable plate is arranged on the outer end of the spring 1, and the movable plate is movable up and down and is located in the cylinder 2.

3. The rail transit vehicle deceleration device according to claim 2, characterized in that: The outer end of the movable plate is rotatably connected with a rotating rod, the outer end of the rotating rod passes through the second cylinder, the rotating rod and the second cylinder are threadedly connected, and the movable plate is driven to move up and down by the rotation of the rotating rod.

4. The rail transit vehicle deceleration device according to claim 1, characterized in that: The left side of the clamping plate is provided with an inclined chamfer.

5. The rail transit vehicle deceleration device according to claim 4, characterized in that: The upper and lower sides of the right end of the bearing column are provided with inclined chamfers.

6. The rail transit vehicle deceleration device according to claim 3, characterized in that: A buffer plate is arranged inside the cylinder body 3 so as to be movable leftward and rightward, a spring 2 is arranged at the right end of the buffer plate, and the right end of the spring 2 is connected to the inside of the cylinder body 3.

7. The rail transit vehicle deceleration device according to claim 6, characterized in that: The front end of the clamping plate protrudes from the front side of the bearing column.

8. The rail transit vehicle deceleration device according to claim 7, characterized in that: Two limit plates are symmetrically arranged in the cylinder body 2 and can move up and down, and the two limit plates are located between the two clamping plates.

9. The rail transit vehicle deceleration device according to claim 8, characterized in that: A threaded rod is rotatably arranged in the second cylinder body, and the threaded rod passes through the two limit plates. The threads of the upper and lower parts of the threaded rod have opposite rotation directions, and the two limit plates are respectively threadedly connected to the upper and lower parts of the threaded rod.

Images