Central traction device for rail vehicle

Abstract

The utility model relates to the technical field of railway vehicles, in particular to a central traction device for a railway vehicle, which comprises a central pin, a traction node is mounted in the central pin, a connecting seat is arranged at the top of the traction node, the connecting seat is fixedly connected with a sleeper beam of a vehicle body through a bolt, and a transverse stopper is fixedly connected to the middle of the front side of the central pin through a screw. By means of the arrangement of the locking rods on the rubber stacks, the locking fixation between the locking rods and the locking grooves and the bonding fixation between the supporting plate and the installation base, the installation firmness degree of the rubber stacks is improved, the situation of slipping is avoided, the weight of the rubber stacks is reduced through the design of the weight reduction grooves, and the weight reduction effect is good. And meanwhile, the rubber pad replaces a traditional cast iron traction rod, the conical pipe is arranged to be a hollow part, and a plurality of reinforcing plates are evenly arranged in the conical pipe, so that the total weight of the part is reduced while the structural strength of the part is reduced and guaranteed, and the lightweight design of equipment is achieved.

Description

Technical Field

[0001] This utility model belongs to the field of rail vehicle technology, specifically relating to a central traction device for rail vehicles. Background Technology

[0002] The central traction device is a key component of the bogie of a rail vehicle. It is mainly used to transmit traction and braking forces and allows the carriage to rotate relatively flexibly when traveling on curves. This device is essential to ensuring the safety, smoothness and efficiency of train operation.

[0003] Existing central traction devices typically consist of components such as a center pin, a drawbar, and rubber stacks. The rubber stacks are designed to absorb vibrations and shocks, improving ride comfort, while allowing a certain degree of rotational movement to help vehicles navigate curves. However, existing rubber stacks are mainly connected to the center pin by bonding, resulting in poor connection reliability. Furthermore, existing central traction devices are largely made of cast iron, which, while ensuring structural strength, increases the overall weight of the equipment. Utility Model Content

[0004] The purpose of this utility model is to provide a central traction device for rail vehicles that is simple in structure and reasonably designed in order to solve the above problems.

[0005] This utility model achieves the above objectives through the following technical solutions:

[0006] The central traction device for rail vehicles includes a center pin, a traction node is installed inside the center pin, a connecting seat is provided on the top of the traction node, the connecting seat is fixedly connected to the bolster beam of the car body by bolts, a transverse stop is fixedly connected to the center pin at the front middle by screws, and four rubber stacks are symmetrically installed on the front and rear of the center pin.

[0007] The center pin includes a center sleeve and mounting bases. The mounting bases are symmetrically fixedly connected to the outside of the center sleeve. Each mounting base has a weight-reducing groove, and several reinforcing ribs are evenly fixedly connected inside the weight-reducing groove. Each mounting base has a mounting surface symmetrically arranged front and back, and clearance grooves are symmetrically arranged on the mounting surface. Each mounting base has two insertion grooves symmetrically arranged in the middle front and back, and two limiting grooves are arranged inside each insertion groove. A locking groove is arranged on one side of each limiting groove. A connecting ear plate is fixedly installed on the front side of the middle part of the outside of the center sleeve.

[0008] Preferably, the rubber stack includes a support plate bonded and fixed to the mounting surface of the mounting base. A plug block is fixedly installed in the middle of one side of the support plate. The plug block is movably inserted into the plug groove. Two locking rods are symmetrically fixedly installed on the outside of the plug block. The locking rods are movably engaged in the locking groove.

[0009] Preferably, a rubber damping block is fixedly installed on the other side of the support plate, and a fixing plate is fixedly installed on the side of the rubber damping block away from the support plate. The fixing plate has several fixing holes evenly and symmetrically opened at the top and bottom, and a positioning rod is fixedly installed in the middle of the side of the fixing plate away from the rubber damping block.

[0010] Preferably, the fixing plate is fixedly installed on the frame by bolts, and the edge of the fixing plate away from the rubber shock absorber is chamfered.

[0011] Preferably, the traction node includes an outer sleeve fixedly installed inside the central sleeve, an inner sleeve being provided inside the outer sleeve and a rubber layer inside the rubber layer.

[0012] Preferably, the connecting seat includes a tapered tube fixedly connected to the top of the inner sleeve layer, a plurality of reinforcing plates are uniformly fixedly connected inside the tapered tube, and an mounting plate is fixedly installed on the top of the tapered tube.

[0013] The beneficial effects of this utility model are as follows: By setting a locking rod on the rubber stack, and using the locking and fixing between the locking rod and the locking groove, combined with the adhesive fixing between the support plate and the mounting base, the installation firmness of the rubber stack is improved, and slippage is avoided. In addition, by designing a weight-reducing groove, and using the rubber stack to replace the traditional cast iron traction rod, the total weight of the equipment is greatly reduced. Furthermore, by setting the tapered tube as a hollow part, and evenly setting several reinforcing plates inside it, the total weight of the part is greatly reduced while ensuring the structural strength of the part, thus achieving a lightweight design of the equipment. Attached Figure Description

[0014] Figure 1 This is a three-dimensional view of the overall structure of this utility model;

[0015] Figure 2 This is an exploded view of the overall structure of this utility model;

[0016] Figure 3 This is a perspective view of the center pin of this utility model;

[0017] Figure 4 This is a three-dimensional view of the rubber stack of this utility model;

[0018] Figure 5 This is a three-dimensional view of the traction node of this utility model;

[0019] Figure 6 This is a front sectional view of the connector of this utility model.

[0020] In the diagram: 1. Center pin; 11. Center sleeve; 12. Clearance groove; 13. Mounting base; 14. Insertion groove; 15. Connecting ear plate; 16. Reinforcing rib plate; 17. Weight reduction groove; 18. Limiting groove; 19. Locking groove; 2. Rubber stack; 21. Fixing plate; 22. Positioning rod; 23. Rubber shock absorber block; 24. Insertion block; 25. Locking rod; 26. Support plate; 3. Lateral stop; 4. Connecting base; 41. Mounting plate; 42. Reinforcing plate; 43. Tapered tube; 5. Traction node; 51. Outer layer; 52. Rubber layer; 53. Inner layer. Detailed Implementation

[0021] The present application will now be described in further detail with reference to the accompanying drawings. It should be noted that the following specific embodiments are only used to further illustrate the present application and should not be construed as limiting the scope of protection of the present application. Those skilled in the art can make some non-essential improvements and adjustments to the present application based on the above application content.

[0022] Example

[0023] Please see Figure 1 and Figure 2 The central traction device for rail vehicles includes a center pin 1, a traction node 5 installed inside the center pin 1, a connecting seat 4 on the top of the traction node 5, and the connecting seat 4 is fixedly connected to the bolster beam of the car body by bolts. A transverse stop 3 is fixedly connected to the center pin 1 at the front center by screws, and four rubber stacks 2 are symmetrically installed on the center pin 1. The rubber stacks 2 are used to achieve buffering and shock absorption of the equipment. The center pin 1 is used to fix the rubber stacks 2 and the traction node 5, and the connecting seat 4 is used to connect the bolster beam of the car body.

[0024] Please see Figure 2 and Figure 3 The center pin 1 includes a center sleeve 11 and a mounting base 13. The mounting base 13 is symmetrically fixedly connected to the outside of the center sleeve 11. Both mounting bases 13 are provided with weight reduction grooves 17. Several reinforcing ribs 16 are evenly fixedly connected inside the weight reduction grooves 17. Both mounting bases 13 are provided with mounting surfaces symmetrically front and back. The mounting surfaces are provided with clearance grooves 12 symmetrically on the top and bottom. Both mounting bases 13 are provided with two insertion grooves 14 symmetrically front and back in the middle. Each insertion groove 14 is provided with two limiting grooves 18. Each of the two limiting grooves 18 is provided with a locking groove 19 on one side. A connecting ear plate 15 is fixedly installed on the front side of the middle of the outside of the center sleeve 11.

[0025] The clearance groove 12 is used to avoid interference between the rubber stack 2 and the mounting base 13 during installation. The insertion groove 14, the limiting groove 18 and the locking groove 19 are used to realize the insertion and locking of the rubber stack 2. The weight reduction groove 17 is used to reduce the overall weight of the center pin 1. The reinforcing rib 16 is used to ensure the overall structural strength of the center pin 1. The center sleeve 11 is used to install the traction node 5.

[0026] Please see Figure 2 and Figure 4 The rubber stack 2 includes a support plate 26 bonded to the mounting surface of the mounting base 13. A plug-in block 24 is fixedly installed in the middle of one side of the support plate 26. The plug-in block 24 is movably inserted into the plug-in groove 14. Two locking rods 25 are symmetrically fixedly installed on the outside of the plug-in block 24. The locking rods 25 are movably engaged in the locking groove 19. A rubber damping block 23 is fixedly installed on the other side of the support plate 26. A fixing plate 21 is fixedly installed on the side of the rubber damping block 23 away from the support plate 26. The fixing plate 21 has several fixing holes symmetrically and evenly opened on its upper and lower sides. A positioning rod 22 is fixedly installed in the middle of the side of the fixing plate 21 away from the rubber damping block 23. The fixing plate 21 is fixedly installed on the frame by bolts. The edge of the fixing plate 21 away from the rubber damping block 23 has a chamfer.

[0027] When installing the rubber stack 2, first apply adhesive to the mounting surfaces of the support plate 26 and the mounting base 13. Then, insert the locking rod 25 on the plug block 24 into the limiting groove 18 until the plug block 24 is in contact with the bottom of the plug groove 14. At this time, rotate the fixing plate 21, which will simultaneously drive the rubber shock absorber 23 and the plug block 24 on it to rotate, and then drive the locking rod 25 to rotate until the locking rod 25 is locked into the locking groove 19. At this time, the installation of the rubber stack 2 is completed. The locking rod 25 and the locking groove 19 are locked together. With the adhesive, the installation is more secure than the traditional adhesive installation method.

[0028] Please see Figure 2 and Figure 5 The traction node 5 includes an outer sleeve 51 fixedly installed inside the central sleeve 11. A rubber layer 52 is provided inside the outer sleeve 51, and an inner sleeve 53 is provided inside the rubber layer 52. The outer sleeve 51 is used to be fixedly installed inside the central sleeve 11, the rubber layer 52 is used for buffering between the outer sleeve 51 and the inner sleeve 53, and the inner sleeve 53 is used to fix the connecting seat 4.

[0029] Please see Figure 2 and Figure 6The connecting seat 4 includes a tapered tube 43 fixedly connected to the top of the inner sleeve layer 53. Several reinforcing plates 42 are uniformly fixedly connected inside the tapered tube 43. An mounting plate 41 is fixedly installed on the top of the tapered tube 43. The tapered tube 43 is used for fixed installation with the inner sleeve layer 53. The tapered tube 43 is hollow inside, which greatly reduces its weight. The reinforcing plates 42 are used to enhance the structural strength of the tapered tube 43. The mounting plate 41 is used for connection with the frame.

[0030] It should be noted that, when using the central traction device for rail vehicles, the traction node 5 is first fitted into the center sleeve 11, and then the transverse stop 3 is installed on the outside of the center sleeve 11. The weight reduction groove 17 opened on the mounting seat 13 realizes the overall weight reduction of the center pin 1, and the reinforcing rib 16 improves the overall structural strength of the center pin 1. At this time, adhesive is applied to the support plate 26, and then the installation of the rubber stack 2 is realized by locking the locking rod 25 and the locking groove 19. Then, the connecting seat 4 is fixed to the top of the traction node 5. The connecting seat 4 is used to connect with the bolster beam of the car body, and the rubber stack 2 is used to connect with the frame.

[0031] The embodiments described above are merely examples of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these modifications and improvements all fall within the protection scope of this utility model.

Claims

1. Central traction device for a rail vehicle, comprising a central pin (1), characterized in that: The center pin (1) is internally provided with a traction node (5), the top of the traction node (5) is provided with a connecting seat (4), the connecting seat (4) is fixedly connected with the bolster of the vehicle body through bolts, the front side of the center pin (1) is fixedly connected with a transverse stop (3) through a screw in the middle, and four rubber stacks (2) are symmetrically arranged on the front and back of the center pin (1); The center pin (1) comprises a center sleeve (11) and a mounting seat (13), the mounting seat (13) is fixedly connected to the outside of the center sleeve (11) in a left-right symmetrical manner, a weight reduction groove (17) is formed in each of the two mounting seats (13), a plurality of reinforcing rib plates (16) are fixedly connected in the weight reduction groove (17), a mounting surface is symmetrically arranged on the front and back of each of the two mounting seats (13), an empty slot (12) is formed in the mounting surface in a top-bottom symmetrical manner, two plug-in grooves (14) are symmetrically formed in the middle of each of the two mounting seats (13), two limiting grooves (18) are formed in each of the plug-in grooves (14), a locking groove (19) is formed in one side of each of the two limiting grooves (18), and a connecting lug plate (15) is fixedly installed on the front side of the middle of the outside of the center sleeve (11).

2. Central traction device for a rail vehicle according to claim 1, characterized in that: The rubber stack (2) comprises a supporting plate (26) fixedly connected to the mounting surface of the mounting seat (13), a plug-in block (24) fixedly installed on one side of the middle of the supporting plate (26), the plug-in block (24) is movably plugged into the plug-in groove (14), and two locking rods (25) are fixedly installed on the outside of the plug-in block (24) in a center-symmetrical manner, and the locking rod (25) is movably clamped into the locking groove (19).

3. Central traction device for a rail vehicle according to claim 2, characterized in that: The other side of the supporting plate (26) is fixedly provided with a rubber shock-absorbing block (23), the side of the rubber shock-absorbing block (23) away from the supporting plate (26) is fixedly provided with a fixed plate (21), a plurality of fixed holes are uniformly formed on the fixed plate (21) in a top-bottom symmetrical manner, and a positioning rod (22) is fixedly installed on the middle of the side of the fixed plate (21) away from the rubber shock-absorbing block (23).

4. Central traction device for a rail vehicle according to claim 3, characterized in that: The fixed plate (21) is fixedly installed on the framework through bolts, and a chamfer is formed on the side edge of the fixed plate (21) away from the rubber shock-absorbing block (23).

5. The central traction device for a rail vehicle according to claim 1, characterized in that: The traction node (5) comprises an outer sleeve layer (51) fixedly installed in the center sleeve (11), the outer sleeve layer (51) is internally provided with a rubber layer (52), and the rubber layer (52) is internally provided with an inner sleeve layer (53).

6. Central traction device for a rail vehicle according to claim 4, characterized in that: The connecting seat (4) comprises a conical pipe (43) fixedly connected to the top of the inner sleeve layer (53), a plurality of reinforcing plates (42) are fixedly connected in the conical pipe (43), and an installation plate (41) is fixedly installed on the top of the conical pipe (43).

Images