Damper coupler mounting structure for rail transit

Abstract

The utility model discloses a rail transit damper car coupler installation structure which comprises a car frame beam, supports are detachably connected to the car frame beam, a damper is arranged between the supports, hook heads are arranged at the two ends of the damper, the hook heads are hinged to the supports, the rail transit damper car coupler installation structure is convenient to install, and the strength of the car frame beam is reliable.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transit vehicles, and in particular relates to a rail transit damper coupler mounting structure. Background Art

[0002] The hook is a key component used for mechanical connection between rail transit vehicles, enabling multiple carriages or trains to connect and form a complete train. The hook primarily consists of a connecting portion and an energy-absorbing section. Current damper couplers often have complex structures, making them difficult to install and inefficient to connect. Furthermore, the connection between the frame beam and the hook is poorly designed, easily causing deformation and impacting vehicle stability.

[0003] A utility model patent, publication number CN 204605839U, published on September 2, 2015, discloses a hook connection assembly and a rail vehicle. The hook connection assembly includes a first hook and a second hook; the hook head of the first hook is connected to the hook head of the second hook, and the hook tails of the first hook and the second hook are connected to the first and second cars, respectively. The difference between the minimum distance between the traction curve of the first hook's tongue and the tongue's push-up plane, and the minimum distance between the traction curve of the second hook's tongue and the tongue's push-up plane, is no greater than 4.5 mm in absolute value; and the difference between the minimum distance between the traction curve of the second hook's tongue and the tongue's push-up plane, and the minimum distance between the traction curve of the first hook's tongue and the tongue's push-up plane, is no greater than 4.5 mm in absolute value. This hook connection assembly also fails to resolve the aforementioned technical problems. Utility Model Content

[0004] The purpose of the utility model is to address the deficiencies of the prior art and to provide a rail transit damper coupler installation structure which is easy to install and has reliable frame beam strength.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] The rail transit damper coupler mounting structure comprises a frame beam, a bracket is detachably connected to the frame beam, a damper is arranged between the brackets, and hooks are provided at both ends of the damper, and the hooks are hinged to the brackets.

[0007] A connecting plate is provided between the frame beam and the bracket, a reinforcing plate is provided inside the frame beam, and a bolt is provided at the end of the bracket, and the bolt passes through the connecting plate, the frame beam and the reinforcing plate.

[0008] The damper includes a cylinder and a piston rod, and the hook head includes a first hook head and a second hook head. A first flange is provided at one end of the first hook head, and a second flange is provided at one end of the piston rod. A clamping ring is provided on the outside of the first flange and the second flange, and the clamping ring presses the first flange and the second flange. The second hook head is provided at the end of the cylinder.

[0009] A reinforcing rib is provided in the frame beam, the top of the reinforcing rib is in an L-shaped structure, and a welding hole is provided on the top of the frame beam, and the welding hole is located above the reinforcing plate and the reinforcing rib.

[0010] The frame beam is formed by welding sheet metal, and the edge of the reinforcement plate contacts the inner side of the frame beam.

[0011] Both ends of the clamping ring are connected with fastening bolts, and the fastening bolts are arranged in pairs.

[0012] The reinforcing plate and the middle part of the reinforcing rib are both provided with weight-reducing holes.

[0013] The technical effects of the utility model are as follows: the rail transit damper coupler installation structure of the utility model is adopted to simplify the installation structure of the existing rail vehicle damper coupler, reduce the number of connecting parts, and improve the assembly efficiency. Through the use of the clamping ring, the operational difficulty of the docking installation between carriages is reduced, and the frame beam structure is strengthened, which has the advantages of light weight and simple structure, improves the connection reliability between the bracket and the frame beam, reduces the deformation effect of the frame beam, and ensures the driving stability and safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] This manual includes the following drawings, which show the following contents:

[0015] Figure 1 This is a schematic diagram of the rail transit damper coupler installation structure of the utility model;

[0016] Figure 2 It is a structural diagram of the frame beam of the utility model;

[0017] Figure 3 This is a schematic diagram of the internal structure of the frame beam of the utility model;

[0018] Figure 4 This is a schematic diagram of the installation of the clamping ring of the utility model;

[0019] Figure 5 This is a schematic diagram of the installation of the reinforcement plate of the utility model;

[0020] Figure 6 It is a schematic diagram of the installation of the reinforcing rib of the present invention.

[0021] The markings in the figure are: 1. Frame beam; 11. Bracket; 12. Connecting plate; 13. Reinforcement plate; 14. Reinforcement rib; 15. Welding hole; 16. Bolt; 17. Weight-reducing hole; 2. Damper; 21. Cylinder; 22. Piston rod; 23. Hook; 24. First hook; 25. Second hook; 26. First flange; 27. Second flange; 3. Snap ring; 31. Fastening bolt. DETAILED DESCRIPTION

[0022] The following is a further detailed description of the specific implementation methods of the present invention by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention and to facilitate their implementation.

[0023] like Figure 1 As shown, the rail transit damper coupler mounting structure includes a frame beam 1, a bracket 11 is detachably connected to the frame beam 1, a damper 2 is arranged between the brackets 11, and hooks 23 are provided at both ends of the damper 2, and the hooks 23 are hinged to the brackets 11.

[0024] Damper 2 is the energy-absorbing component between the cars. It absorbs impact energy during vehicle startup and braking. Through its smooth and rapid response, damper 2 ensures passenger comfort. Damper 2 can utilize electromagnetic damping buffers, electronic damping buffers, or eddy current damping buffers to meet application requirements in different environments. It connects to the vehicle's control system to achieve automatic fine control, enhancing the automation and intelligence level of the overall system. Hook 23 is the connecting component between the cars. Turning and cornering are achieved through the articulation of hook 23 and bracket 11. Hook 23 is mounted on damper 2, reducing the use of connectors, achieving a component-less development approach, and improving installation efficiency.

[0025] A connecting plate 12 is provided between the frame beam 1 and the bracket 11. A reinforcement plate 13 is provided within the frame beam 1. Bolts 16 are provided at the ends of the bracket 11, passing through the connecting plate 12, the frame beam 1, and the reinforcement plate 13. The connecting plate 12 increases the contact area between the bracket 11 and the frame beam 1, distributing the tightening force of the bolt 16, ensuring the flatness of the bracket 11 installation and, in turn, the reliable function of the hook head 23 and the damper 2. The reinforcement plate 13 is perpendicular to the end plate of the frame beam 1. After passing through the reinforcement plate 13, the bolt 16 can penetrate the frame beam 1 and be tightened on the other end plate of the frame beam 1 using a nut. The reinforcement plate 13 stabilizes the position of the bolt 16, ensuring a reliable connection.

[0026] like Figure 1 and Figure 4As shown, the damper 2 includes a cylinder 21 and a piston rod 22. The hook 23 includes a first hook 24 and a second hook 25. The first hook 24 is provided with a first flange 26 at one end, and the piston rod 22 is provided with a second flange 27 at one end. A snap ring 3 is provided on the outside of the first and second flanges 26, 27, which press the first and second flanges 26, 27. The second hook 25 is provided at the end of the cylinder 21. The provision of hooks 23 at both ends of the damper 2 allows the bracket 11 to be pre-installed on the frame rail 1. The two hooks 23 are then hingedly connected to the bracket 11, reducing installation difficulty. When the hooks 23 are used to dock and install between two carriages, the first hook 24 and the piston rod 22 are finally installed using the snap ring 3. This avoids the bracket 11 being installed last, close to the frame rail 1, which would cause installation difficulties due to limited space.

[0027] like Figure 3 As shown, the frame beam 1 is provided with a reinforcing rib 14, the top of which is L-shaped. Welding holes 15 are provided in the top of the frame beam 1, located above the reinforcing plate 13 and the reinforcing rib 14. The top of the reinforcing rib 14 is bent into an L-shape, creating a flat contact surface with the inside of the frame beam 1. This increases the welding area and ensures the precise positioning of the reinforcing rib 14 and the reinforcing plate 13. The provision of welding holes 15 in the top of the frame beam 1 facilitates welding operations, integrating the reinforcing rib 14, the reinforcing plate 13, and the frame beam 1, significantly enhancing the strength of the frame beam 1. The welding holes 15 are evenly spaced, corresponding to the length of the reinforcing plate 13 and the reinforcing rib 14.

[0028] like Figure 3 As shown, the frame rail 1 is constructed of welded sheet metal, with the edges of the reinforcement plate 13 contacting the inner side of the frame rail 1. Formed by sheet metal welding, the frame rail 1 is hollow and lightweight. The reinforcement plate 13 is square, with its four edges contacting the inner side of the frame rail 1. During the splicing and welding process of the frame rail 1, the reinforcement plate 13 serves as a positioning reference for the sheet metal, maintaining the relative distance between the sheets and ensuring tight and reliable welding between components.

[0029] like Figure 4 As shown, the two ends of the clamping ring 3 are connected with fastening bolts 31, and the fastening bolts 31 are arranged in pairs. The clamping ring 3 is a split clamping ring 3 arranged opposite to each other. Figure 4 Only the lower half of the snap ring 3 is shown. The fastening bolt 31 is connected in the Z direction. There is no interference from other components at the connection position, which is suitable for the final installation process of the damper coupler. The first hook head 24 and the piston rod 22 are detachable, which is convenient for later maintenance and replacement.

[0030] like Figure 3 As shown, the middle of the reinforcing plate 13 and the reinforcing rib 14 are provided with a weight-reducing hole 17. The middle of the bracket 11 and the connecting plate 12 are also weight-reduced. The above structure reduces the overall weight of the frame rail 1 and its connecting parts, achieving a lightweight design.

[0031] The installation process of the rail transit damper coupler is as follows: the reinforcing rib 14 and the reinforcing rib 14 plate are welded to the inside of the frame beam 1, and then the frame beam 1 sheet metal is welded into a whole, and the bolts 16 are used to pass through the bracket 11 and the connecting plate 12 to fix the two to the end plate of the frame beam 1, and the first hook head 24 and the damper 2 are respectively hingedly installed on the bracket 11 of the two carriages. Finally, the first hook head 24 and the flange of the piston rod 22 are clamped with the clamping ring 3, and tightened with the fastening bolt 31 to complete the installation process.

[0032] The rail transit damper coupler installation structure simplifies the installation structure of the existing rail vehicle damper coupler, reduces the number of connecting parts, and improves assembly efficiency. Through the use of the clamping ring 3, the operational difficulty of the docking installation between carriages is reduced, and the structure of the frame beam 1 is strengthened. It has the advantages of light weight and simple structure, improves the connection reliability between the bracket 11 and the frame beam 1, reduces the deformation effect of the frame beam 1, and ensures the driving stability and safety of the vehicle.

[0033] The above description of the present invention is provided as an example, in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any application of the above-described concepts and technical solutions of the present invention to other situations without modification, are all within the scope of protection of the present invention.

Claims

1. A rail transit damper coupler mounting structure, characterized by: The invention comprises a frame beam (1), a bracket (11) being detachably connected to the frame beam (1), a damper (2) being provided between the brackets (11), hooks (23) being provided at both ends of the damper (2), and the hooks (23) being hinged to the brackets (11).

2. The rail transit damper coupler mounting structure according to claim 1, characterized in that: A connecting plate (12) is provided between the frame beam (1) and the bracket (11), a reinforcing plate (13) is provided inside the frame beam (1), and a bolt (16) is provided at the end of the bracket (11), and the bolt (16) passes through the connecting plate (12), the frame beam (1) and the reinforcing plate (13).

3. The rail transit damper coupler mounting structure according to claim 2, characterized in that: The damper (2) includes a cylinder (21) and a piston rod (22), and the hook head (23) includes a first hook head (24) and a second hook head (25). One end of the first hook head (24) is provided with a first flange (26), and one end of the piston rod (22) is provided with a second flange (27). The first flange (26) and the second flange (27) are provided with a clamping ring (3) on the outside, and the clamping ring (3) presses the first flange (26) and the second flange (27). The second hook head (25) is provided at the end of the cylinder (21).

4. The rail transit damper coupler mounting structure according to claim 3, characterized in that: A reinforcing rib (14) is provided in the frame beam (1), the top of the reinforcing rib (14) is in an L-shaped structure, and a welding hole (15) is provided on the top of the frame beam (1), and the welding hole (15) is located above the reinforcing plate (13) and the reinforcing rib (14).

5. The rail transit damper coupler mounting structure according to claim 4, characterized in that: The frame beam (1) is formed by sheet metal welding, and the edge of the reinforcing plate (13) contacts the inner side of the frame beam (1).

6. The rail transit damper coupler mounting structure according to claim 3, characterized in that: Both ends of the clamping ring (3) are connected with fastening bolts (31), and the fastening bolts (31) are arranged in pairs.

7. The rail transit damper coupler mounting structure according to claim 5, characterized in that: The reinforcing plate (13) and the reinforcing rib (14) are both provided with weight-reducing holes (17) in the middle.

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