Traction rod for rail car

Abstract

The utility model provides a draw bar for a rail car, and belongs to the technical field of rail car accessories. Comprising a mounting frame used for being connected with a rail car, the front face of the mounting frame is rotationally connected with a traction frame, and a connecting ring is arranged at the end of the traction frame; and the auxiliary assembly is used for reducing the pressure borne by the traction frame, the auxiliary assembly is connected with the mounting frame, and the auxiliary assembly comprises two limiting frames symmetrically and fixedly connected to the front face of the mounting frame. By introducing the auxiliary assembly, especially the design of the limiting frame, the extension plate and the linkage rod, when the traction rod bears traction force, part of pressure can be dispersed to the extension plate and the limiting frame. When the rail car moves on a curve or encounters an uneven road surface, torsion and impact force borne by the traction frame can be effectively absorbed and dispersed by sliding of the extension plate and rotation of the linkage rod, and therefore the abrasion degree and the fatigue degree of the traction frame and the installation frame are greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicle accessories, in particular to a traction rod for a rail vehicle. Background Art

[0002] In the field of railcar technology, the drawbar, a key component for connecting and transmitting power, is crucial for its stable and reliable performance. Traditional railcar drawbar designs are relatively simple, primarily connecting to the railcar via a mounting bracket and using the drawbar and connecting ring to tow or pull other vehicles.

[0003] The utility model patent with announcement number CN 220701100 U proposes a rail vehicle traction device, which relates to the field of traction tool technology and includes a sliding plate; through the provided traction frame, limit slider and traction rod, the car body can be towed during use. During traction, rigid components such as the traction head, threaded sleeve, traction rod and limit slider withstand the pulling force, thereby improving the durability of the traction device and effectively increasing the service life of the traction device.

[0004] Although the above case can play a certain buffering effect in actual use, the towing frame is subjected to a large torque when the rail vehicle moves on a curve. During the long-term towing process, wear and fatigue problems of the towing frame and the mounting frame are difficult to avoid, which shortens the service life and reliability of the towing rod. Therefore, the utility model provides a towing rod for a rail vehicle to meet the needs. Utility Model Content

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0006] A traction rod for a rail vehicle comprises a mounting frame for connecting to the rail vehicle, wherein the front of the mounting frame is rotatably connected to a traction frame, and an end of the traction frame is provided with a connecting ring; an auxiliary component, wherein the auxiliary component is used to reduce the pressure on the traction frame, and the auxiliary component is connected to the mounting frame.

[0007] Optionally, the auxiliary component includes two limit frames symmetrically fixedly connected to the front side of the mounting frame, the traction frame is located between the two limit frames, the surface of each limit frame is slidably connected to an extension plate, and the surface of the extension plate is rotatably connected to a linkage rod, and the other ends of the two linkage rods are connected to both sides of the traction frame.

[0008] Optionally, an inner groove is opened inside the limit frame, a guide rod is fixedly connected to the inside of the inner groove, a moving block is fixedly connected to the side of the extension plate facing the inner groove, the moving block is slidably connected to the outside of the guide rod, a No. 2 spring is sleeved on the outside of the guide rod, and the two ends of the No. 2 spring are respectively fixedly connected to one side of the moving block and one side of the inner groove cavity.

[0009] Optionally, the top and bottom of the extension plate facing the limit frame are fixedly connected to limit blocks, and the two limit blocks are respectively adapted to the top and bottom of the limit frame.

[0010] Optionally, the traction frame is in the shape of an "I" character, the inside of both sides of the traction frame are fixedly connected to guide columns, the outside of the guide columns are slidably connected to an "L"-shaped sliding plate, and the other end of the linkage rod is rotatably connected to the surface of the sliding plate.

[0011] Optionally, a No. 1 spring is sleeved on the outside of the guide column, and two ends of the No. 1 spring are respectively fixedly connected to one side of the sliding plate and one end of the traction frame.

[0012] Optionally, mounting holes are provided on the top and bottom of the inner cavity of the mounting bracket.

[0013] Compared with the prior art, the present invention has at least the following beneficial effects:

[0014] By incorporating auxiliary components into the above scheme, particularly the design of the stop frame, extension plate, and linkage rod, the drawbar of the present invention can distribute some of the pressure applied to the extension plate and stop frame when subjected to traction. When the railcar traverses curves or encounters uneven surfaces, the torsional and impact forces applied to the drawbar are effectively absorbed and dispersed by the sliding of the extension plate and the rotation of the linkage rod, significantly reducing wear and fatigue on the drawbar and mounting frame.

[0015] In this solution, the extension plate, guided by the guide rod and the No. 2 spring, can adjust its position to suit varying traction forces and road conditions. This dynamic adaptability ensures greater stability and reliability in complex and changing track environments. The combination of the guide post, sliding plate, and No. 1 spring provides additional support and cushioning for the linkage rod. This design not only enhances the structural strength of the drawbar but also ensures that the drawbar maintains its performance over extended use, thereby extending its service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments of the invention and, together with the description, further serve to explain the principles of the invention and enable those skilled in the relevant art to make and use the invention.

[0017] Figure 1 This is a schematic diagram of the three-dimensional structure of a traction bar for a rail vehicle;

[0018] Figure 2 Schematic diagram of the coordinated three-dimensional structure of the traction rod;

[0019] Figure 3 Schematic diagram of the three-dimensional structure of the extension plate.

[0020] [reference numerals]

[0021] 1. Mounting frame; 101. Mounting hole; 102. Limiting frame; 103. Inner groove; 104. Guide rod; 105. Spring No. 2; 106. Limiting block; 107. Moving block; 2. Traction frame; 3. Connecting ring; 4. Extension plate; 5. Linking rod; 6. Sliding plate; 7. Guide column; 8. Spring No. 1.

[0022] As shown in the figure, in order to clearly implement the structure of the embodiment of the present invention, specific structures and devices are marked in the figure, but this is only for illustrative purposes and is not intended to limit the present invention to the specific structure, devices and environment. According to specific needs, ordinary technicians in this field can adjust or modify these devices and environments. DETAILED DESCRIPTION

[0023] The following describes in detail a railcar drawbar provided by the present invention, with reference to the accompanying drawings and specific embodiments. It is also noted that, to provide a more detailed description, the following embodiments are best and preferred embodiments, and those skilled in the art may employ alternative implementations for certain known technologies. Furthermore, the accompanying drawings are intended only to provide a more detailed description of the embodiments and are not intended to limit the present invention.

[0024] It should be noted that references in the specification to "one embodiment," "an embodiment," "an exemplary embodiment," "some embodiments," etc. indicate that the described embodiments may include specific features, structures, or characteristics, but not every embodiment necessarily includes such specific features, structures, or characteristics. In addition, when specific features, structures, or characteristics are described in conjunction with an embodiment, it is within the knowledge of persons skilled in the relevant art to implement such features, structures, or characteristics in conjunction with other embodiments (whether or not explicitly described).

[0025] In general, terms can be understood, at least in part, from their use in context. For example, depending at least in part on the context, the term "one or more" as used herein can be used to describe any feature, structure, or characteristic in the singular sense, or can be used to describe a combination of features, structures, or characteristics in the plural sense. Additionally, the term "based on" can be understood as not necessarily intended to convey an exclusive set of factors, but can instead, depending at least in part on the context, allow for the presence of other factors that are not necessarily explicitly described.

[0026] It will be understood that the meanings of “on,” “over,” and “above” in the present invention should be interpreted in the broadest manner, so that “on” means not only “directly on” something but also includes the meaning of being “on” something with intervening features or layers, and “on” or “above” means not only “on” or “above” something but also includes the meaning of being “on” or “above” something with no intervening features or layers.

[0027] Additionally, spatially relative terms such as "below," "beneath," "lower," "above," and "upper" may be used herein for descriptive convenience to describe the relationship of one element or feature to another element or features, as illustrated in the accompanying drawings. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the accompanying drawings. The device may be oriented in other ways, and the spatially relative descriptors used herein should be similarly interpreted accordingly.

[0028] like Figures 1 to 3As shown, the embodiment of the present invention provides a traction rod for a rail vehicle, including a mounting frame 1 for connecting to a rail vehicle, the top and bottom of the inner cavity of the mounting frame 1 are provided with mounting holes 101, the front of the mounting frame 1 is rotatably connected to the traction frame 2, and the end of the traction frame 2 is provided with a connecting ring 3; an auxiliary component, the auxiliary component is used to reduce the pressure on the traction frame 2, the auxiliary component is connected to the mounting frame 1, the auxiliary component includes two limit frames 102 symmetrically fixedly connected to the front of the mounting frame 1, the traction frame 2 is located between the two limit frames 102, the surface of each limit frame 102 is slidably connected to an extension plate 4, and the surface of the extension plate 4 is rotatably connected to a linkage rod 5, the other ends of the two linkage rods 5 are connected to both sides of the traction frame 2, An inner groove 103 is provided inside the limit frame 102, and a guide rod 104 is fixedly connected to the inner part of the inner groove 103. A moving block 107 is fixedly connected to the side of the extension plate 4 facing the inner groove 103. The moving block 107 is slidably connected to the outside of the guide rod 104. A second spring 105 is sleeved on the outside of the guide rod 104, and the two ends of the second spring 105 are respectively fixedly connected to one side of the moving block 107 and one side of the inner cavity of the inner groove 103. The top and bottom of the extension plate 4 facing the limit frame 102 are fixedly connected to the limit blocks 106. The two limit blocks 106 are respectively adapted to the top and bottom of the limit frame 102. When the traction rod of the rail vehicle starts working, the mounting frame 1 is firmly connected to the rail vehicle through the mounting hole 101. The traction frame 2 is in the shape of an "I" and is connected to the external traction object through the connecting ring 3 at its end. During the traction process, the traction force is transmitted to the traction frame 2 through the connecting ring 3. As the traction force is applied, the towed vehicle moves on the track. When a curve appears, the traction frame 2 begins to be stressed and attempts to rotate. At this time, the linkage rod 5 connected to both sides of the traction frame 2 begins to play a role. Since the other end of the linkage rod 5 is connected to the surface of the extension plate 4 for rotation, the rotation of the traction frame 2 will drive the linkage rod 5, thereby pushing or pulling the extension plate 4 to slide on the surface of the limit frame 102. The sliding of the extension plate 4 is achieved on the guide rod 104 through the moving block 107 on its back. The guide rod 104 not only provides a stable sliding track for the moving block 107, but also ensures the directionality of the extension plate 4 during the sliding process. At the same time, the No. 2 spring 105 mounted on the outside of the guide rod 104 begins to be compressed, providing a certain buffer and rebound force for the extension plate 4. During the sliding process of the extension plate 4, the top limit block 106 and the bottom limit block 106 respectively contact the top and bottom of the limit frame 102, which plays a role in limiting the sliding range of the extension plate 4.In this way, even if the traction force is large, the extension plate 4 will not slide out of the limit frame 102 excessively, thereby ensuring the overall stability and safety of the traction rod. By introducing auxiliary components such as the extension plate 4, the linkage rod 5 and the No. 2 spring 105, the traction rod of the utility model can effectively absorb and disperse the impact force generated during the traction process, reduce the stress level of the traction frame 2 and the mounting frame 1, and thus improve the buffering performance of the traction rod. The design of the limit frame 102 and the limit block 106 ensures the stability and directionality of the extension plate 4 during the sliding process, and avoids the structural instability problem caused by excessive traction force. Due to the introduction of auxiliary components, the traction rod can better disperse the pressure when it is subjected to traction, reducing the degree of wear of each component, thereby extending the overall service life of the traction rod. The design of the auxiliary components is relatively simple, and the connection method between the components is clear and easy to disassemble, which is convenient for later maintenance and replacement.

[0029] In this embodiment, if Figures 1 to 3As shown, the traction frame 2 is shaped like an I. Guide posts 7 are fixedly connected to the interior of each side of the traction frame 2. An L-shaped sliding plate 6 is slidably connected to the exterior of the guide posts 7. The other end of the linkage rod 5 is rotatably connected to the surface of the sliding plate 6. A spring 8 is sleeved around the exterior of the guide posts 7. The ends of the spring 8 are fixedly connected to one side of the sliding plate 6 and one end of the traction frame 2, respectively. When the traction frame is in operation, the traction frame 2 serves as the primary load-bearing component, and its I-shaped structure provides excellent strength and stability. When external traction is transmitted to the traction frame 2 via the connecting ring 3, the traction frame 2 attempts to rotate about its connection point with the mounting frame 1. At this point, the guide posts 7 fixed to each side of the traction frame 2 come into play. The L-shaped sliding plate 6, slidably connected to the guide posts 7, can slide along the guide posts 7, this sliding being driven by the push or pull of the linkage rod 5. The other end of the linkage rod 5 is pivotally connected to the surface of the sliding plate 6. Therefore, when the traction frame 2 rotates, the linkage rod 5 drives the sliding plate 6 to slide on the guide post 7. Simultaneously, spring 8, which is mounted on the outside of the guide post 7, begins to compress or stretch. With its ends fixed to one side of the sliding plate 6 and one end of the traction frame 2, respectively, spring 8 provides a certain degree of cushioning and resilience for the sliding plate 6. When the traction force increases, spring 8 compresses, absorbing some of the impact. When the traction force decreases or disappears, the elastic force of spring 8 pushes the sliding plate 6 back to its original position. By integrating the guide post 7, sliding plate 6, and spring 8, the traction bar provides enhanced cushioning during traction. The compression and extension of spring 8 absorbs some of the impact force, reducing the stress on the traction frame 2 and mounting frame 1, thereby improving the stability of the traction bar. The "I"-shaped design of the traction frame 2 and the fixed connection to the guide post 7 make the overall structure of the traction bar more rigid and stable. This design better resists the bending and torque generated during traction, extending the service life of the drawbar. The sliding mechanism of the sliding plate 6 on the guide post 7 allows the drawbar to better adapt to traction forces of varying directions and magnitudes. Whether the traction force is horizontal or at an angle, the sliding plate 6 absorbs and distributes the force through sliding and rotating motion. The design of components such as the guide post 7, sliding plate 6, and spring 8 is relatively simple and easy to disassemble, reducing the maintenance cost and difficulty of the drawbar replacement. If a component fails or is severely worn, it can be easily replaced without affecting the overall function of the drawbar.

[0030] The working principle provided by the present invention is that when the rail vehicle starts to work with the traction rod, the mounting frame 1 is firmly connected to the rail vehicle through the mounting hole 101. The traction frame 2 is in the shape of an "I" character and is connected to the external towed object through the connecting ring 3 at its end. During the traction process, the traction force is transmitted to the traction frame 2 through the connecting ring 3. As the traction force is applied, the towed vehicle moves on the track. When a curve appears, the traction frame 2 begins to be stressed and attempts to rotate. At this time, the linkage rod 5 connected to both sides of the traction frame 2 begins to play a role. Since the other end of the linkage rod 5 is connected to the surface of the extension plate 4 for rotation, the rotation of the traction frame 2 will drive the linkage rod 5, thereby pushing or pulling the extension plate 4 to slide on the surface of the limit frame 102. The sliding of the extension plate 4 is achieved on the guide rod 104 through the moving block 107 on its back. The guide rod 104 not only provides a stable sliding track for the moving block 107, but also ensures the directionality of the extension plate 4 during the sliding process. At the same time, the second spring 105, mounted on the exterior of the guide rod 104, begins to compress, providing a certain degree of cushioning and resilience for the extension plate 4. As the extension plate 4 slides, its top and bottom stoppers 106 contact the top and bottom of the stop frame 102, respectively, limiting the sliding range of the extension plate 4. This prevents the extension plate 4 from sliding excessively beyond the stop frame 102, even under significant traction forces. This ensures the overall stability and safety of the traction bar. When the traction bar begins operating, the traction frame 2, acting as the primary load-bearing component, possesses an I-shaped structure that provides excellent strength and stability. When external traction is transmitted to the traction frame 2 via the connecting ring 3, the traction frame 2 attempts to rotate about its connection point with the mounting frame 1. At this point, the guide posts 7 fixed to either side of the traction frame 2 come into play. The L-shaped sliding plate 6, slidably connected to the guide posts 7, can slide along the guide posts 7, driven by the push or pull of the linkage rod 5. The other end of the linkage rod 5 is rotationally connected to the surface of the sliding plate 6, so when the traction frame 2 rotates, the linkage rod 5 will drive the sliding plate 6 to slide on the guide column 7. At the same time, the No. 1 spring 8 mounted on the outside of the guide column 7 begins to be compressed or stretched. The two ends of the No. 1 spring 8 are fixedly connected to one side of the sliding plate 6 and one end of the traction frame 2 respectively, so it can provide a certain buffering and rebound force for the sliding plate 6. When the traction force increases, the No. 1 spring 8 is compressed and absorbs part of the impact force; when the traction force decreases or disappears, the elastic force of the No. 1 spring 8 will push the sliding plate 6 to reset. By introducing components such as the guide column 7, the sliding plate 6 and the No. 1 spring 8, the traction rod can provide a better buffering effect during the traction process.

[0031] This invention encompasses any alternatives, modifications, equivalents, and solutions that do not depart from the spirit and scope of this invention. To provide a thorough understanding of this invention, specific details are described in detail in the following preferred embodiments of this invention, but those skilled in the art will be able to fully understand this invention without these detailed descriptions. Furthermore, to avoid unnecessary confusion regarding the essence of this invention, well-known methods, processes, procedures, components, and circuits are not described in detail.

[0032] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A railcar drawbar, comprising a mounting frame (1) for connection to a railcar, characterized in that: The front side of the mounting frame (1) is rotatably connected to a traction frame (2), and the end of the traction frame (2) is provided with a connecting ring (3); An auxiliary component is used to reduce the pressure on the traction frame (2), the auxiliary component is connected to the mounting frame (1), and the auxiliary component includes two limit frames (102) symmetrically fixedly connected to the front of the mounting frame (1), the traction frame (2) is located between the two limit frames (102), the surface of each limit frame (102) is slidably connected to an extension plate (4), and the surface of the extension plate (4) is rotatably connected to a linkage rod (5), the other ends of the two linkage rods (5) are connected to both sides of the traction frame (2), an inner groove (103) is provided inside the limit frame (102), a guide rod (104) is fixedly connected inside the inner groove (103), a moving block (107) is fixedly connected to the side of the extension plate (4) facing the inner groove (103), and the moving block (107) is fixedly connected to the side of the extension plate (4) facing the inner groove (103). The block (107) is slidably connected to the outside of the guide rod (104), the outside of the guide rod (104) is provided with a No. 2 spring (105), and the two ends of the No. 2 spring (105) are respectively fixedly connected to one side of the moving block (107) and one side of the inner cavity of the inner groove (103), the top and bottom of the extension plate (4) facing the limit frame (102) are fixedly connected to the limit block (106), the two limit blocks (106) are respectively adapted to the top and bottom of the limit frame (102), the shape of the traction frame (2) is an "I" shape, the inside of both sides of the traction frame (2) are fixedly connected to the guide column (7), the outside of the guide column (7) is slidably connected to the "L"-shaped sliding plate (6), and the other end of the linkage rod (5) is rotatably connected to the surface of the sliding plate (6).

2. The rail vehicle drawbar according to claim 1, wherein: A No. 1 spring (8) is sleeved on the outside of the guide column (7), and two ends of the No. 1 spring (8) are fixedly connected to one side of the sliding plate (6) and one end of the traction frame (2) respectively.

3. The rail vehicle drawbar according to claim 1, wherein: Mounting holes (101) are provided at the top and bottom of the inner cavity of the mounting frame (1).

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