Traction connecting piece for rail transit

Abstract

The utility model discloses a traction connecting piece for rail transit, which comprises a first connecting rod and a second connecting rod, a movable component is arranged between the first connecting rod and the second connecting rod, the other end of the first connecting rod and the other end of the second connecting rod are respectively provided with a buffer seat, and the outer sides of the buffer seats are respectively connected with a buffer connecting rod. When a train travels on a bent rail or an inclined rail, the movable assembly can be flexibly adjusted, connection steering between the connecting piece and the train is ensured, connection interruption or instability caused by rail shape changes is avoided, and under the cooperative use of a buffer hydraulic rod and a buffer spring in the buffer cavity, the buffer hydraulic rod is not prone to falling off. Impact or vibration energy borne by a train in the running process is absorbed and dispersed, so that the whole connecting piece is effectively prevented from being abraded, abrasion and fatigue between parts of the train can be reduced, the service life of the train and the parts of the train can be prolonged, and the comfort level of passengers can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of traction equipment, in particular to a traction connecting piece for rail transportation. Background Art

[0002] Traction connectors for rail transit play a vital role in train operation and are one of the key components to ensure the safe and smooth operation of trains. Traction connectors can transmit the traction force during train operation and ensure that the train can run continuously and smoothly.

[0003] In the prior art, since the track has curved sections and ramps, the horizontality of the connectors cannot be guaranteed when rail vehicles pass through, resulting in uneven force on the connectors, which in turn causes wear of the connectors during the tilting and bending process, seriously affecting the life cycle of the connectors. The existing traction connectors are inconvenient to adjust their own height during installation, which makes the operation more difficult during installation, especially at the train connection. Due to the inconvenience of height adjustment, the installation process takes a long time and the installation quality is affected: it is difficult to ensure the perfect match between the traction connector and the train connection. Therefore, we propose a traction connector for rail transit. Utility Model Content

[0004] The purpose of the present utility model is to provide a traction connector for rail transportation to solve the problems raised in the above background technology.

[0005] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0006] A traction connector for rail transit includes a first connecting rod and a second connecting rod, a movable component is provided between the first connecting rod and the second connecting rod, a buffer seat is provided at the other end of each of the first connecting rod and the second connecting rod, a buffer connecting rod is connected to the outside of each of the buffer seats, a mounting seat is provided at the other end of each of the buffer connecting rods, and a support adjustment component is provided at the bottom of each of the buffer connecting rods.

[0007] As a preferred solution of the present invention, the movable assembly includes a first movable seat, a second movable seat is arranged inside the first movable seat, and a movable shaft is connected between the first movable seat and the second movable seat.

[0008] As a preferred solution of the present invention, a buffer cavity is provided inside the buffer seat, and a plurality of buffer pressure rods are provided inside the buffer cavity.

[0009] As a preferred solution of the present invention, a plurality of buffer pressure rods are each sheathed with a buffer spring.

[0010] As a preferred solution of the present invention, a limiting connection block is provided at one end of the buffer connecting rod and is located in the buffer cavity and fixedly connected to the buffer hydraulic rod.

[0011] The technical effect of adopting the above-mentioned further scheme is: by connecting the buffer connecting rod with the buffer hydraulic rod, when the train is subjected to impact or vibration during operation, the buffer hydraulic rod and the buffer spring can work together to absorb and disperse the impact energy. By absorbing and dispersing the impact energy, the buffer hydraulic rod and the buffer spring can reduce the wear and fatigue between the various components of the train, thereby extending the service life of the train and its components.

[0012] As a preferred solution of the present invention, the support adjustment assembly includes an adjusting bolt, the adjusting bolt is threadedly connected to the buffer connecting rod, and a supporting foot is provided at the bottom of the adjusting bolt.

[0013] As a preferred solution of the present invention, a connecting seat is provided on the top of the supporting foot, and a movable block is movably connected in the connecting seat.

[0014] As a preferred solution of the present invention, the movable block is fixedly connected to one end of the bottom of the adjusting bolt, and a buffer connecting rod is extended from one end of the top of the adjusting bolt and a handle is connected to the top of the rod.

[0015] The technical effect of adopting the above further solution is: by rotating the handle, the adjusting bolt connected to the handle rotates, and when the adjusting bolt rotates, the movable block in the connecting seat at the top of the supporting foot is driven to rotate, thereby moving the supporting foot up and down.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] 1. In the present invention, when a train runs on a curved track or an inclined track, the movable component can be flexibly adjusted to ensure the connection between the connector and the train is turned, avoiding connection interruption or instability due to changes in the track shape, and with the coordinated use of the buffer hydraulic rod and the buffer spring in the buffer cavity, the impact or vibration energy received by the train during operation is absorbed and dispersed, thereby effectively preventing the wear of the entire connector, which can not only reduce the wear and fatigue between the various components of the train, extend the service life of the train and its components, but also improve the comfort of passengers.

[0018] 2. In the present invention, the design of the support adjustment component facilitates the adjustment of its own height during installation, so that the traction connector can be quickly and accurately adjusted to the required height during the installation process, greatly shortening the installation time and improving work efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the overall structure of the traction connector for rail transit provided by the utility model;

[0020] Figure 2This is a schematic diagram of the planar structure of the movable components of the traction connector for rail transit provided by the utility model;

[0021] Figure 3 This is a schematic top view of the internal structure of the buffer seat of the rail transit traction connector provided by the utility model;

[0022] Figure 4 This is a schematic diagram of the planar internal structure of the support and adjustment assembly of the traction connector for rail transit provided by the utility model.

[0023] Legend: 1. First connecting rod; 2. Second connecting rod; 3. Movable assembly; 301. First movable seat; 302. Second movable seat; 303. Movable shaft; 4. Buffer seat; 401. Buffer cavity; 402. Buffer hydraulic rod; 4021. Buffer spring; 5. Buffer connecting rod; 501. Limit connecting block; 6. Mounting seat; 7. Support adjustment assembly; 701. Adjusting bolt; 702. Support foot; 7021. Connecting seat; 7022. Movable block; 703. Handle. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the embodiments of the present invention.

[0025] Example 1

[0026] like Figure 1-3 As shown, the utility model provides a technical solution: a traction connecting piece for rail transit, comprising a first connecting rod 1 and a second connecting rod 2, a movable component 3 is arranged between the first connecting rod 1 and the second connecting rod 2, the other ends of the first connecting rod 1 and the second connecting rod 2 are both provided with a buffer seat 4, the outside of the buffer seat 4 is connected to a buffer connecting rod 5, the other end of the buffer connecting rod 5 is provided with a mounting seat 6, the movable component 3 comprises a first movable seat 301, a second movable seat 302 is arranged inside the first movable seat 301, a movable shaft 303 is connected between the first movable seat 301 and the second movable seat 302, when the train travels on a curved track or an inclined track, the movable component 3 can be flexibly adjusted to ensure that the connection between the connecting piece and the train The connection steering can avoid connection interruption or instability caused by changes in track shape. Buffer springs 4021 are sleeved on the periphery of multiple buffer hydraulic rods 402. A limiting connection block 501 is provided at one end of the buffer connecting rod 5 and is located in the buffer cavity 401 and fixedly connected to the buffer hydraulic rod 402. It is connected to the buffer hydraulic rod 402 through the buffer connecting rod 5. When the train is impacted or vibrated during operation, the buffer hydraulic rod 402 and the buffer spring 4021 can work together to absorb and disperse the impact energy. By absorbing and dispersing the impact energy, the buffer hydraulic rod 402 and the buffer spring 4021 can reduce wear and fatigue between various components of the train, thereby extending the service life of the train and its components.

[0027] Example 2

[0028] like Figure 1-3 As shown, the traction connector for rail transit and the bottom of the buffer connecting rod 5 are both provided with a support adjustment component 7, which includes an adjusting bolt 701, which is threadedly connected to the buffer connecting rod 5, and a support foot 702 is provided at the bottom of the adjusting bolt 701, and a connecting seat 7021 is provided at the top of the supporting foot 702. A movable block 7022 is movably connected in the connecting seat 7021, and the movable block 7022 is fixedly connected to one end of the bottom of the adjusting bolt 701. One end of the top of the adjusting bolt 701 extends out of the top of the buffer connecting rod 5 and is connected to a handle 703. By turning the handle 703, the adjusting bolt 701 connected to the handle 703 is rotated. When the adjusting bolt 701 rotates, the movable block 7022 in the connecting seat 7021 at the top of the supporting foot 702 is driven to rotate, so that the supporting foot 702 is moved up and down, which is convenient for adjusting its own height during installation, so that the traction connector can be quickly and accurately adjusted to the required height during the installation process, greatly shortening the installation time and improving work efficiency.

[0029] The working process of the utility model is as follows: when using a traction connector for rail transit, it includes a first connecting rod 1 and a second connecting rod 2, a movable component 3 is provided between the first connecting rod 1 and the second connecting rod 2, the movable component 3 includes a first movable seat 301, a second movable seat 302 is provided inside the first movable seat 301, and a movable shaft 303 is connected between the first movable seat 301 and the second movable seat 302. When the train travels on a curved track or an inclined track, the movable component 3 can be flexibly adjusted to ensure the connection between the connector and the train is turned, and to avoid connection interruption or instability caused by changes in the shape of the track. The first connecting rod 1 and the second connecting rod 2 are connected. The other end of the rod 2 is provided with a buffer seat 4, the outside of the buffer seat 4 is connected to a buffer connecting rod 5, the other end of the buffer connecting rod 5 is provided with a mounting seat 6, the buffer seat 4 is provided with a buffer cavity 401, the buffer cavity 401 is provided with a plurality of buffer hydraulic rods 402, the periphery of the plurality of buffer hydraulic rods 402 is provided with a buffer spring 4021, one end of the buffer connecting rod 5 is provided with a limited connection block 501 and is located in the buffer cavity 401 and fixedly connected with the buffer hydraulic rod 402, and is connected to the buffer hydraulic rod 402 through the buffer connecting rod 5. When the train is impacted or vibrated during operation, the buffer hydraulic rod 402 and the buffer spring The spring 4021 can work together to absorb and disperse the impact energy. By absorbing and dispersing the impact energy, the buffer hydraulic rod 402 and the buffer spring 4021 can reduce the wear and fatigue between the various components of the train, thereby extending the service life of the train and its components. The bottom of the buffer connecting rod 5 is provided with a support adjustment component 7, which includes an adjusting bolt 701. The adjusting bolt 701 is threadedly connected to the buffer connecting rod 5. The bottom of the adjusting bolt 701 is provided with a supporting foot 702, and the top of the supporting foot 702 is provided with a connecting seat 7021. The connecting seat 7021 is movably connected with a movable block 7022. The movable block 702 2 is fixedly connected to the bottom end of the adjusting bolt 701, and the top end of the adjusting bolt 701 extends out of the buffer connecting rod 5, and the top is connected to the handle 703. By rotating the handle 703, the adjusting bolt 701 connected to the handle 703 is rotated. When the adjusting bolt 701 rotates, the movable block 7022 in the connecting seat 7021 at the top of the supporting foot 702 is driven to rotate, thereby moving the supporting foot 702 up and down. The design of the support adjustment component 7 is convenient for adjusting its own height during installation, so that the traction connection can be quickly and accurately adjusted to the required height during the installation process, greatly shortening the installation time and improving work efficiency.

[0030] The above-described embodiments merely represent several implementation methods of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the spirit of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of this utility model patent shall be determined by the appended claims.

Claims

1. A traction connector for rail transit, comprising a first connecting rod (1) and a second connecting rod (2), characterized in that: A movable component (3) is provided between the first connecting rod (1) and the second connecting rod (2); a buffer seat (4) is provided at the other end of each of the first connecting rod (1) and the second connecting rod (2); a buffer connecting rod (5) is connected to the outside of each of the buffer seats (4); a mounting seat (6) is provided at the other end of each of the buffer connecting rods (5); and a support adjustment component (7) is provided at the bottom of each of the buffer connecting rods (5).

2. The rail transit traction connector according to claim 1, characterized in that: The movable assembly (3) comprises a first movable seat (301), a second movable seat (302) is arranged inside the first movable seat (301), and a movable shaft (303) is connected between the first movable seat (301) and the second movable seat (302).

3. The rail transit traction connector according to claim 1, characterized in that: A buffer cavity (401) is provided inside each of the buffer seats (4), and a plurality of buffer hydraulic rods (402) are provided inside the buffer cavity (401).

4. The rail transit traction connector according to claim 3, characterized in that: A plurality of buffer pressure rods (402) are each sheathed with a buffer spring (4021) on their peripheries.

5. The rail transit traction connector according to claim 3, characterized in that: One end of each buffer connecting rod (5) is provided with a limiting connection block (501) and is located in the buffer cavity (401) and fixedly connected to the buffer hydraulic rod (402).

6. The rail transit traction connector according to claim 1, characterized in that: The support adjustment assembly (7) comprises an adjustment bolt (701), the adjustment bolt (701) is threadedly connected to the buffer connecting rod (5), and a support foot (702) is provided at the bottom of the adjustment bolt (701).

7. The rail transit traction connector according to claim 6, characterized in that: A connecting seat (7021) is provided on the top of the supporting foot (702), and a movable block (7022) is movably connected inside the connecting seat (7021).

8. The rail transit traction connector according to claim 7, characterized in that: The movable block (7022) is fixedly connected to one end of the bottom of the adjusting bolt (701), and a buffer connecting rod (5) is extended from one end of the top of the adjusting bolt (701), and a handle (703) is connected to the top of the handle.

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