Train head hook and middle coupler fastening tool for motor train unit
By introducing first and second damping mechanisms into the fastening fixtures for the head coupler and intermediate coupler of high-speed trains, and utilizing the sliding connection of damping rods, pistons, and damping fluid, the problems of high labor intensity and inconsistent fastening in the head coupler fastening operation of high-speed trains are solved, achieving a more efficient and safer fastening effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- WUHAN MAIMI TECHNOLOGY CO LTD
- Filing Date
- 2025-06-18
- Publication Date
- 2026-05-19
AI Technical Summary
The existing fastening operations for the head coupler and intermediate coupler of high-speed trains are labor-intensive, inefficient, and have inconsistent fastening torques, making it difficult to guarantee safety and stability. Furthermore, they are difficult to operate in complex spaces, affecting the safety and lifespan of train operations.
A fastening fixture comprising a hook head, hook body, and hook tail was designed. The hook body is equipped with first and second damping mechanisms. Through the sliding connection of the damping rod, piston, and damping cylinder, combined with the damping hole and damping fluid, a triple damping effect is achieved.
It improves the shock absorption and buffering performance when train couplers are connected, ensures the safety and stability of the fastening, and reduces the difficulty of operation and labor intensity.
Smart Images
Figure CN224256663U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of train coupler technology, specifically to fastening fixtures for the head coupler and intermediate coupler of high-speed trains. Background Technology
[0002] In the daily maintenance and repair of high-speed trains, the tightness of the head coupler and intermediate couplers is crucial. As key components connecting train carriages, the tightness of the couplers directly affects the safety and stability of train operation. However, existing coupler tightening operations have many problems. Traditional tightening methods mainly rely on manual operation using tools such as wrenches, which is labor-intensive and inefficient. Furthermore, manual operation makes it difficult to ensure that the tightening torque of each coupler is completely consistent, easily leading to under-tightening or over-tightening. Under-tightening may cause the couplers to loosen during train operation, leading to serious safety accidents such as decoupling; over-tightening may damage coupler components and shorten the coupler's service life. In addition, in some complex coupler structures and confined working spaces, manual operation is extremely difficult, further increasing the difficulty of maintenance work. With the continuous increase in the operating speed and mileage of high-speed trains, higher requirements are placed on the precision and efficiency of coupler tightening operations. At the same time, the high operating speed, numerous carriages, and large impact forces place higher demands on the shock absorption performance of the couplers.
[0003] Therefore, fastening fixtures for the head coupler and intermediate coupler of high-speed trains are developed to address the aforementioned technical issues. Utility Model Content
[0004] The purpose of this utility model is to provide a fastening fixture for the head coupler and intermediate coupler of a high-speed train, so as to solve the problem of vibration reduction effect of the head coupler of the high-speed train mentioned in the background art.
[0005] To achieve the above objectives, this utility model provides the following technical solution: a fastening fixture for the head coupler and intermediate coupler of a high-speed train, comprising a hook head, a hook body and a hook tail, wherein the hook head is connected to the hook tail through the hook body, and the hook body includes a first damping mechanism and a second damping mechanism, wherein the first damping mechanism is connected to the second damping mechanism.
[0006] Preferably, the first damping mechanism includes a first damping rod, a first piston, and a first damping cylinder, wherein the first damping rod is slidably connected to the first damping cylinder via the first piston.
[0007] Preferably, the second damping mechanism includes a second damping rod, a second piston, and a second damping cylinder. The second damping rod is slidably connected to the first damping cylinder via the second piston, and the outer wall of the first damping cylinder is slidably connected to the inner wall of the second damping cylinder.
[0008] Preferably, a first damping spring is provided between the first piston and the second piston, and a second damping spring is fitted onto the second damping rod.
[0009] Preferably, the first piston is provided with a plurality of annularly distributed first damping holes, and the second piston is provided with a plurality of annularly distributed second damping holes.
[0010] Preferably, the first shock absorber cylinder is filled with damping fluid.
[0011] Preferably, the hook head is provided with a protruding hook and a concave hole, wherein the protruding hook of one hook head is engaged with the concave hole of the other hook head.
[0012] Compared with the prior art, the beneficial effects of this utility model are: the hook body includes a first damping mechanism and a second damping mechanism, which can achieve triple damping, further improving the damping effect and improving the buffering effect when the couplers of two train sets are docked. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the structure of this utility model;
[0014] Figure 2 This is a structural diagram of the hook head of this utility model;
[0015] Figure 3 This is a structural diagram of the hook body of this utility model;
[0016] Figure 4 This is a diagram showing the internal structure of the hook body of this utility model;
[0017] Figure 5 This is a structural diagram of the first piston of this utility model;
[0018] Figure 6 This is a structural diagram of the second piston of this utility model;
[0019] Figure 7 and Figure 8 This is a schematic diagram of the splicing state of the two car couplers of this utility model.
[0020] In the diagram: 1. Hook head; 2. Hook body; 3. Hook tail; 101. Protruding hook; 102. Concave hole; 201. First damping mechanism; 202. Second damping mechanism; 203. First damping rod; 204. First piston; 205. First damping cylinder; 206. Second damping rod; 207. Second piston; 208. Second damping cylinder; 209. First damping spring; 210. Second damping spring; 211. First damping hole; 212. Second damping hole. Detailed Implementation
[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0022] like Figures 1 to 8 As shown, the fastening fixture for the head coupler and intermediate coupler of the EMU train includes a hook head 1, a hook body 2 and a hook tail 3. The hook head 1 is connected to the hook tail 3 through the hook body 2. The hook body 2 includes a first damping mechanism 201 and a second damping mechanism 202. The first damping mechanism 201 is connected to the second damping mechanism 202.
[0023] Furthermore, the first damping mechanism 201 includes a first damping rod 203, a first piston 204, and a first damping cylinder 205, wherein the first damping rod 203 is slidably connected to the first damping cylinder 205 through the first piston 204.
[0024] Furthermore, the second damping mechanism 202 includes a second damping rod 206, a second piston 207, and a second damping cylinder 208. The second damping rod 206 is slidably connected to the first damping cylinder 205 through the second piston 207, and the outer wall of the first damping cylinder 205 is slidably connected to the inner wall of the second damping cylinder 208.
[0025] Furthermore, a first damping spring 209 is provided between the first piston 204 and the second piston 207, and a second damping spring 210 is fitted onto the second damping rod 206.
[0026] The adoption of further technical solutions has the following benefits: the first damping spring 209 and the second damping spring 210 improve the damping effect.
[0027] Furthermore, the first piston 204 is provided with a plurality of annularly distributed first damping holes 211, and the second piston 207 is provided with a plurality of annularly distributed second damping holes 212.
[0028] Furthermore, the first shock absorber 205 is filled with damping fluid.
[0029] The following benefits can be obtained by adopting a further technical solution: the first damping orifice 211 and the second damping orifice 212 are used for the flow of damping fluid.
[0030] Furthermore, the hook head 1 is provided with a protruding hook 101 and a concave hole 102, wherein the protruding hook 101 of one hook head 1 is connected to the concave hole 102 of another hook head 1.
[0031] Compared with the prior art, the beneficial effects of this utility model are: the hook body 2 includes a first shock absorption mechanism 201 and a second shock absorption mechanism 202. The first shock absorption mechanism 201 and the second shock absorption mechanism 202 can achieve triple shock absorption, which further improves the shock absorption effect and improves the buffering effect when the couplers of two train sets are connected.
[0032] Working principle: The hook head 1 is connected to the hook tail 3 through the hook body 2. The hook body 2 includes a first shock absorption mechanism 201 and a second shock absorption mechanism 202. The first shock absorption mechanism 201 is connected to the second shock absorption mechanism 202. The first shock absorption rod 203 is slidably connected to the first shock absorption cylinder 205 through the first piston 204. The second shock absorption rod 206 is slidably connected to the first shock absorption cylinder 205 through the second piston 207. The outer wall of the first shock absorption cylinder 205 is slidably connected to the inner wall of the second shock absorption cylinder 208.
[0033] During operation, the two front hooks are connected, and the protruding hooks 101 and concave holes 102 of the two hook heads 1 are engaged together. The first shock absorber rod 203 is slidably connected to the first shock absorber cylinder 205 through the first piston 204. The second shock absorber rod 206 is slidably connected to the first shock absorber cylinder 205 through the second piston 207. The outer wall of the first shock absorber cylinder 205 is slidably connected to the inner wall of the second shock absorber cylinder 208, thereby achieving triple sliding shock absorption and improving the shock absorption and buffering effect.
[0034] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A fastening fixture for the head coupler and intermediate coupler of a high-speed train, characterized in that: It includes a hook head (1), a hook body (2) and a hook tail (3). The hook head (1) is connected to the hook tail (3) through the hook body (2). The hook body (2) includes a first shock-absorbing mechanism (201) and a second shock-absorbing mechanism (202). The first shock-absorbing mechanism (201) and the second shock-absorbing mechanism (202) are connected.
2. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 1, characterized in that: The first damping mechanism (201) includes a first damping rod (203), a first piston (204) and a first damping cylinder (205), wherein the first damping rod (203) is slidably connected to the first damping cylinder (205) through the first piston (204).
3. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 2, characterized in that: The second damping mechanism (202) includes a second damping rod (206), a second piston (207), and a second damping cylinder (208). The second damping rod (206) is slidably connected to the first damping cylinder (205) through the second piston (207). The outer wall of the first damping cylinder (205) is slidably connected to the inner wall of the second damping cylinder (208).
4. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 3, characterized in that: A first damping spring (209) is provided between the first piston (204) and the second piston (207), and a second damping spring (210) is fitted onto the second damping rod (206).
5. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 4, characterized in that: The first piston (204) is provided with a plurality of annularly distributed first damping holes (211), and the second piston (207) is provided with a plurality of annularly distributed second damping holes (212).
6. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 5, characterized in that: The first shock absorber (205) is filled with damping fluid.
7. The fastening fixture for the head coupler and intermediate coupler of a high-speed train as described in claim 1, characterized in that: The hook head (1) is provided with a protruding hook (101) and a concave hole (102), wherein the protruding hook (101) of one hook head (1) is connected to the concave hole (102) of another hook head (1).