Integrated buffer device and coupler

Abstract

This utility model provides an integrated buffer device, relating to the field of rail transit technology. The integrated buffer device includes: a housing; a housing comprising: a mounting part slidably connected to the housing along its axial direction; a sleeve part connected to the mounting part, the sleeve part being hollow inside and open at one end; a traction rod disposed at the open end of the housing and axially slidably connected to the sleeve part; a buffer element disposed in the sleeve part and connected to the traction rod; a piston rod, one end of which abuts against the buffer element, and the other end of which is fixedly connected to the housing; and an elastic element disposed on the mounting part. In this utility model, by setting an integrated housing, two types of buffers are integrated, eliminating conventional ring springs, retaining rings, and other structures, greatly reducing its length, weight, and volume. At the same time, when the traction rod is subjected to compressive load, the elastic element and the buffer element can achieve stepped energy absorption, meeting the low-intensity, high-capacity energy absorption requirements of monorail trains.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit technology, and in particular relates to an integrated buffer device and a coupler. Background Technology

[0002] With the rapid development of urban rail transit, monorail trains, trams, and APM trains have gained increasing popularity in more and more countries and cities due to their relative economy, energy efficiency, and environmental friendliness, and their applications are becoming more and more widespread. Monorail trains typically do not have very high body strength, but require couplers with significant energy absorption capabilities while occupying minimal space.

[0003] Due to limitations in car body space and coupler length, current stock couplers only include one type of buffer. However, monorail trains have higher energy absorption requirements, and neither a single clay buffer nor an EFG buffer can meet these requirements.

[0004] To provide greater energy absorption capacity, some technologies combine clay and rubber buffers in series, connected by articulated structures such as shackles or pins. However, the clay and rubber buffers operate independently, and when switching stiffness via the articulated structure, the buffering force jumps abruptly from the low stiffness of the rubber to the high stiffness of the clay (the stiffness jump point), which can easily cause passengers to feel a noticeable impact. Furthermore, the articulated structure increases the axial length and height of the coupler, resulting in a larger footprint. This is not conducive to weight-bearing designs and cannot be adapted to the narrow spaces under the vehicle. Utility Model Content

[0005] This utility model aims to solve one of the aforementioned technical problems by proposing an integrated buffer device and coupler. This integrated buffer device combines two types of buffers into one integrated housing, resulting in a simple and compact structure. It enables stepped energy absorption, significantly improving energy absorption capacity. Simultaneously, it effectively shortens the axial dimension and reduces the overall weight, better meeting the low-intensity, high-capacity energy absorption requirements of monorail trains.

[0006] To achieve the above objectives, this utility model provides an integrated buffer device, comprising:

[0007] An outer casing, wherein an accommodating space is defined within the outer casing;

[0008] The housing is a one-piece structure, and the housing includes:

[0009] The mounting part is slidably connected to the receiving space along the axial direction of the housing;

[0010] A sleeve portion is connected to the mounting portion, and the sleeve portion is hollow inside and open at one end;

[0011] A traction rod is provided at the opening of the housing and is axially slidably connected to the sleeve portion. The traction rod defines an installation space and has an opening and a closing portion, with the opening extending into the sleeve portion.

[0012] A buffer element is disposed in the sleeve portion and is connected to the traction rod;

[0013] A piston rod, one end of which abuts against the buffer element, and the other end of which is fixedly connected to the housing or to the sealing part;

[0014] An elastic element is mounted on the mounting portion;

[0015] When the traction rod is subjected to a compressive load, the traction rod pushes the housing to compress the elastic element through the buffer element and the piston rod. When the compressive load exceeds a set value, the buffer element is compressed to absorb energy together.

[0016] In this technical solution, by integrating the buffer element and the elastic element into the housing, the buffer device integrates two types of buffers. When the coupler is subjected to compressive load, it can achieve stepped energy absorption, thereby better utilizing the buffering characteristics of the two types of buffers to better meet the low-intensity, high-capacity energy absorption requirements of monorail trains, improving the comfort of monorail train operation and the energy absorption capacity of monorail trains. At the same time, the housing design eliminates conventional ring springs, retaining rings, and other structures, making full use of the internal space of the housing, greatly saving the space and length required for the coupler, and reserving more variable interface dimensions for the coupler, thus adapting to different vehicles.

[0017] In some embodiments, the integrated buffer device further includes a pad fixed in the sleeve portion, with one end of the piston rod away from the buffer element connected to the pad for fixed connection to the housing via the pad.

[0018] In this technical solution, by setting a pad, the piston rod is fixed to the sleeve through the pad, which disperses the stress at the end of the piston rod and prevents the piston rod from being crushed locally when the traction rod is subjected to compressive load.

[0019] In some embodiments, a weight-reducing hole is formed within the mounting portion.

[0020] In this technical solution, by setting weight-reducing holes, excess material in the shell is removed, reducing the weight of the entire buffer device and meeting the train's requirement for lightweight design.

[0021] In some embodiments, the integrated buffer device further includes a vertical support assembly connected to the bottom of the mounting portion via a locating pin for supporting the housing, the locating pin being embedded in the weight-reducing hole.

[0022] This technical solution embeds the positioning pin at the top of the vertical support component into the weight reduction hole inside the housing, using the internal space of the housing to raise the vertical support component, reducing the space occupied by the vertical support component, and can better adapt to the narrow space under the vehicle.

[0023] In some embodiments, a portion of the buffer element is located within the mounting space, the buffer element abutting against the piston rod and the end of the sleeve portion away from the opening, and the weight reduction hole communicates with the internal space of the sleeve portion to provide space for the piston rod to travel.

[0024] In this technical solution, the housing can provide space for the piston rod's travel stroke, i.e., the energy absorption of the buffer element, thus saving more of the length of the coupler where the buffer device is located.

[0025] In some embodiments, a guide band is provided between the traction rod and the housing, the guide band being mounted on the inner peripheral wall of the sleeve portion and located near the opening of the traction rod.

[0026] In this technical solution, a guide belt is installed to prevent friction between the traction rod and the sleeve, thereby extending the service life.

[0027] In some embodiments, a limiting part is protruding on the outer peripheral wall of the traction rod, and a stop structure is detachably connected to the inner peripheral wall of the sleeve portion. The stop structure is adapted to and engaged with the limiting part to restrict the traction rod from disengaging from the sleeve portion.

[0028] When the traction rod is subjected to a tensile load, the traction rod pulls the housing to compress the elastic element and absorb energy.

[0029] In this technical solution, a mechanical lock is formed by the cooperation of the limiting part and the stop structure to prevent the traction rod from disengaging from the sleeve part and avoid train separation accidents. The stop structure is detachable, facilitating quick disassembly of the traction rod during maintenance.

[0030] In some embodiments, the stop structure includes:

[0031] An end ring is fitted over the outside of the traction rod, and one end of the end ring is connected to the limiting part;

[0032] A stop is fitted onto the outside of the traction rod from one end away from the housing and threaded onto the inner circumferential wall of the housing. The stop abuts against the other end of the end ring to lock the end ring.

[0033] In this technical solution, the impact wear between the limiting part and the stop can be reduced by setting the end ring, and the preload can be finely adjusted by setting the threaded stop to adapt to the anti-detachment requirements under different working conditions.

[0034] In some embodiments, the integrated buffer device further includes a mounting base for connecting to the vehicle body, the housing being connected to the mounting base via a pivot; and / or, a receiving groove is provided on the outer peripheral surface of the mounting portion, and the elastic element is mounted in the receiving groove.

[0035] In this technical solution, the cooperation between the shaft and the mounting base allows the outer shell to rotate relative to the car body, buffering the lateral force when the train goes through a curve and avoiding limiting the train's steering flexibility.

[0036] In some embodiments, the cushioning element is a clay core, and the elastic element is a rubber block.

[0037] In this technical solution, the configuration of the clay core and the rubber block enables the buffer device to integrate the clay buffer and the EFG buffer. Under full stroke conditions, it can absorb higher energy and can well meet the low-intensity, high-capacity energy absorption requirements of monorail trains.

[0038] Another aspect of this application provides a coupler that includes the integrated buffer device described in any of the above-mentioned technical solutions.

[0039] In this technical solution, the integrated buffer device eliminates the use of conventional ring springs, connecting shackles, and other structures, and uses a one-piece housing structure, saving the space required for connecting shackles and connecting joints. This greatly reduces the length, weight, volume, and cost of the coupler, while improving the energy absorption capacity of the coupler. Attached Figure Description

[0040] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0041] Figure 1 This is a schematic diagram of the structure of an integrated buffer device according to an embodiment of the present invention;

[0042] Figure 2 This is a cross-sectional view of an integrated buffer device according to an embodiment of the present invention;

[0043] Figure 3 This is a schematic diagram of the shell structure in one embodiment of the present invention;

[0044] Figure 4 This is an assembly cross-sectional view of the shell and the vertical support assembly in one embodiment of the present invention;

[0045] Figure 5 This is a cross-sectional view of an integrated buffer device according to another embodiment of the present invention;

[0046] Figure 6 This is a schematic diagram of the piston rod's motion state when the traction rod is subjected to a compressive load in another embodiment of the present invention.

[0047] In the above figures: integrated buffer device 100; outer shell 1; upper shell 11; lower shell 12; limiting groove 13; weight reduction hole 14; shell 2; sleeve part 21; groove 211; mounting part 22; receiving groove 221; traction rod 3; installation space 31; sealing part 32; limiting part 34; buffer element 41; elastic element 42; piston rod 43; pad 44; stop structure 5; end ring 51; stop part 52; guide belt 6; vertical support assembly 7; rotating shaft 8; upper shaft 81; lower shaft 82; mounting base 9; positioning pin 10. Detailed Implementation

[0048] The technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0049] In the description of this utility model, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0050] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0051] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0052] To better understand the above technical solution, the following detailed description is provided in conjunction with the accompanying drawings and specific implementation methods.

[0053] refer to Figures 1-6 In one illustrative embodiment of the integrated buffer device 100 provided by this utility model, the integrated buffer device 100 includes a housing 1, a shell 2, a traction rod 3, a buffer element 41, a piston rod 43, and an elastic element 42.

[0054] The front end of the integrated buffer device 100 is connected to the hook head, and the rear end of the integrated buffer device 100 is connected to the car body. That is to say, the hook head is connected to the car body through the integrated buffer device 100, which can buffer the impact force of the hook head during the hooking process. When two cars are connected together by the coupler, the integrated buffer device 100 can reduce the vibration transmission between the cars, reduce noise, and improve the smoothness and reliability of the transmission between the cars.

[0055] refer to Figure 3 , Figure 4 The housing 2 is an integral structure. The housing 2 includes a mounting part 22 and a sleeve part 21 connected to each other. The housing 1 defines an accommodating space. The mounting part 22 is slidably connected to the accommodating space along the axial direction of the housing 2. The sleeve part 21 is hollow inside and one end of the sleeve part 21 is open.

[0056] The traction rod 3 is located at the opening of the housing 2, and is axially slidably connected to the sleeve portion 21. The traction rod 3 has an internal installation space 31, and has an opening and a closing portion 32 in its axial direction. The opening of the traction rod 3 extends into the sleeve portion 21.

[0057] It should be noted that the end of the tow bar 3 located outside the sleeve portion 21 is connected to the hook head of the coupler to transmit the impact force received by the vehicle to the buffer device.

[0058] refer to Figure 2 The buffer element 41 is disposed in the sleeve portion 21, and one end of the buffer element 41 is connected to the traction rod 3. The buffer element 41 can be a clay core.

[0059] In some embodiments of this application, reference is made to Figure 2 The piston rod 43 is disposed in the sleeve portion 21. One end of the piston rod 43 abuts against the buffer element 41, and the other end of the piston rod 43 is fixedly connected to the housing 2. When the piston rod 43 moves toward the housing 1, it pushes the housing 2 to move toward the housing 1.

[0060] In some embodiments of this application, the elastic element 42 is mounted on the mounting portion 22. (See reference...) Figure 3 , Figure 4The mounting part 22 has a receiving groove 221 on its outer peripheral surface, and the elastic element 42 is disposed in the receiving groove 221.

[0061] Specifically, a receiving groove 221 is formed on the outer peripheral surface of the traction rod 3, and a limiting groove 13 can be formed on the inner peripheral wall of the outer casing 1. The receiving groove 221 and the limiting groove 13 are arranged opposite to each other.

[0062] The elastic element 42 is located between the outer shell 1 and the traction rod 3, with one part of the elastic element 42 located in the receiving groove 221 and the other part located in the limiting groove 13. Thus, not only can the elastic element 42 be used to connect the traction rod 3 and the outer shell 1, but the compression deformation of the elastic element 42 can also be used to buffer the force between the traction rod 3 and the outer shell 1.

[0063] The outer casing 1 is fitted onto the outside of the mounting part 22. The limiting groove 13 on the inner circumferential surface of the outer casing 1 is an annular groove surrounding the axis of the traction rod 3. The receiving groove 221 on the outer circumferential surface of the traction rod 3 is also an annular groove surrounding the axis of the traction rod 3. The limiting groove 13 and the receiving groove 221 are opposite each other along the radial direction of the traction rod 3. The elastic element 42 is disposed between the inner circumferential surface of the outer casing 1 and the outer circumferential surface of the traction rod 3. A part of the elastic element 42 is embedded in the limiting groove 13, and a part of the elastic element 42 can also extend into the receiving groove 221.

[0064] Since the inner peripheral wall of the outer casing 1 is spaced apart from the outer peripheral wall of the traction rod 3, a portion of the elastic element 42 is located between the outer casing 1 and the traction rod 3. That is, this portion is neither located in the limiting groove 13 nor in the receiving groove 221.

[0065] In this embodiment, the elastic element 42 can be a rubber block. When the traction rod 3 is not in motion (the hook is not moving), the limiting groove 13 is opposite to the receiving groove 221, and the rubber block maintains its original shape. When the traction rod 3 is in motion (the hook moves), for example, when the traction rod 3 moves towards the outer shell 1, the traction rod 3 and the outer shell 1 are misaligned in the axial direction, the rubber block deforms, and plays a buffering role in the movement of the traction rod 3. That is, the deformation of the rubber block achieves buffering and absorption of the kinetic energy of the traction rod 3.

[0066] When the traction rod 3 is subjected to a compressive load, the traction rod 3 pushes the housing 2 to compress the elastic element 42 through the buffer element 41 and the piston rod 43. When the compressive load exceeds the set value, the buffer element 41 is compressed to absorb energy together. When the traction rod 3 is subjected to a tensile load, the traction rod 3 pulls the housing 2 to compress the elastic element 42 to absorb energy.

[0067] In this embodiment, by integrating the buffer element 41 and the elastic element 42 into the housing 2, the buffer device integrates two types of buffers. When the coupler is subjected to compressive load, it can achieve stepped energy absorption, thereby better utilizing the buffering characteristics of the two types of buffers to better meet the low-intensity, high-capacity energy absorption requirements of monorail trains, improve the comfort of monorail train operation, and enhance the energy absorption capacity of monorail trains.

[0068] Meanwhile, the housing 2 adopts an integrated structure, eliminating conventional ring springs, snap rings and other structures, making full use of the internal space of the housing 2, greatly saving the space and length required for the coupler, and reserving more variable interface sizes for the coupler, so as to adapt to different vehicles.

[0069] refer to Figure 2 In some embodiments of this application, the integrated buffer device 100 further includes a pad 44. The pad 44 is fixed in the sleeve portion 21. The end of the piston rod 43 away from the buffer element 41 is connected to the pad 44. That is, referring to... Figure 2 The piston rod 43 is located in the sleeve portion 21, and the piston rod 43 abuts between the pad 44 and the buffer element 41.

[0070] In this technical solution, by setting a pad 44, the piston rod 43 is fixed to the sleeve part 21 through the pad 44. This not only disperses the stress at the end of the piston rod 43 and prevents the piston rod 43 from being crushed locally when the traction rod 3 is subjected to compressive load, but also allows the end of the piston rod 43 away from the pad 44 to move inside the buffer element 41 to compress the buffer element 41 and absorb energy.

[0071] In some embodiments of this application, a weight-reducing hole 14 is formed within the mounting portion 22. (See reference...) Figure 4 The weight reduction hole 14 is located between the sleeve part 21 and the receiving groove 221.

[0072] In this embodiment, a weight-reducing hole 14 is formed inside the housing 2 through processing, which removes excess material from the housing 2, reduces the weight of the entire buffer device, and meets the train's requirement for lightweighting.

[0073] Further reference Figure 2 , Figure 4 The integrated buffer device 100 may further include a vertical support assembly 7, which is connected to the bottom of the mounting portion 22 via a positioning pin 10, and is used to support the housing 2. The vertical support assembly 7 can be used to adjust the deflection angle of the housing 2 in the vertical direction (up and down direction), and thus to adjust the horizontal height of the hook head. The height of the vertical support assembly 7 itself is adjustable.

[0074] refer to Figure 4 In some embodiments of this application, the positioning pin 10 may be embedded in the weight reduction hole 14.

[0075] In this embodiment, the positioning pin 10 on the upper part of the vertical support component 7 is embedded into the weight reduction hole 14 inside the housing 2. The vertical support component 7 is raised by utilizing the internal space of the housing 2, thereby reducing the space occupied by the vertical support component 7 and better adapting to the narrow space under the vehicle.

[0076] It should be noted that the structure of the vertical support component 7 is well known to those skilled in the art, and will not be described in detail here.

[0077] In other embodiments of this application, reference is made to Figure 5 One end of the piston rod 43 abuts against the buffer element 41, and the other end of the piston rod 43 is connected to the sealing part 32. At this time, the buffer element 41 abuts against the end of the piston rod 43 and the sleeve part 21 away from the opening.

[0078] When the compressive load exceeds the set value, the traction rod 3 compresses the piston rod 43, causing the piston rod 43 to move inside the buffer element 41, compressing the internal buffer medium. The buffer element 41 is compressed and the elastic element 42 absorbs energy together.

[0079] Continue to refer to Figure 5 Part of the buffer element 41 is located within the mounting space 31 to reduce the axial length of the integrated buffer device 100.

[0080] Furthermore, a weight-reducing hole 14 is formed within the mounting portion 22. The weight-reducing hole 14 is located between the sleeve portion 21 and the receiving groove 221, and is connected to the internal space of the sleeve portion 21 to provide space for the piston rod 43 to travel. It is understood that in this embodiment, the positioning pin 10 at the top of the vertical support assembly 7 will not be embedded in the weight-reducing hole 14 to avoid interfering with the movement of the piston rod.

[0081] Specifically, when the compressive load exceeds the set value, the traction rod 3 compresses the piston rod 43, causing the piston rod 43 to move inside the buffer element 41, compressing the internal buffer medium to absorb energy. At this time, reference... Figure 6 The compressed portion of the piston rod 43 passes through the buffer element 41 and enters the weight reduction hole 14 inside the housing 2, perfectly utilizing the space of the weight reduction hole 14 inside the housing 2 to complete the travel stroke, thereby making the coupler with the integrated buffer device 100 shorter in the length direction.

[0082] In some embodiments of this application, a guide belt 6 is provided between the traction rod 3 and the housing 2. The guide belt 6 is installed on the inner peripheral wall of the sleeve portion 21 and is located near the opening of the traction rod 3.

[0083] For example, both the housing 2 and the traction rod 3 can be metal parts, which effectively improves their structural strength.

[0084] In this embodiment, by providing the guide belt 6, friction between the traction rod 3 and the sleeve portion 21 can be effectively prevented, extending the service life of the traction rod 3 and the housing 2. Additionally, the guide belt 6 can also provide axial guidance for the traction rod 3.

[0085] refer to Figure 4 In some embodiments, a groove 211 is provided on the inner peripheral wall of the sleeve portion 21, and the guide belt 6 is fixed to the groove 211. The groove 211 is provided to provide installation space 31 for the guide belt 6, which facilitates the installation and fixing of the guide belt 6.

[0086] In some embodiments of this application, a limiting part 34 is protruding on the outer peripheral wall of the traction rod 3, and a stop structure 5 is detachably connected to the inner peripheral wall of the sleeve part 21. The stop structure 5 is adapted to engage with the limiting part 34 to restrict the traction rod 3 from disengaging from the sleeve part 21.

[0087] When the traction rod 3 is subjected to tensile load, the traction rod 3 is connected to the limiting part 34 through the stop structure 5, which pulls the housing 2 to compress the elastic element 42 to absorb energy.

[0088] In this embodiment, the limiting part 34 and the stop structure 5 cooperate to form a mechanical lock, preventing the traction rod 3 from disengaging from the sleeve part 21 and avoiding train separation accidents. The stop structure 5 is detachable, facilitating quick disassembly of the traction rod 3 during maintenance.

[0089] Further reference Figure 1 , Figure 2 The stop structure 5 includes an end ring 51 and a stop member 52. The end ring 51 is sleeved on the outside of the traction rod 3, and one end of the end ring 51 is connected to the limiting part 34.

[0090] The stop 52 is sleeved on the outside of the traction rod 3 from the end of the traction rod 3 away from the housing 2, and the stop 52 is threaded to the inner peripheral wall of the housing 2. The stop 52 abuts against the other end of the end ring 51 to lock the end ring 51.

[0091] In this embodiment, by setting the end ring 51, the impact wear between the limiting part 34 and the stop part 52 can be reduced. By setting the threaded stop part 52, the preload can be finely adjusted to adapt to the anti-detachment requirements under different working conditions.

[0092] For example, the stop 52 can be a nut with external threads. In this embodiment, the nut is chosen to cooperate with the end ring 51, which allows the traction rod 3 to be relatively thin. Specifically, the nut is installed after the traction rod 3 is installed. The nut is slipped onto the front end of the traction rod 3 until the thread is tightened at the opening of the sleeve portion 21. Therefore, the inner diameter of the nut is larger than the maximum outer diameter of the front end of the traction rod 3 to ensure that the nut can be smoothly inserted.

[0093] If the stop structure 5 is a one-piece structure, the clearance between the stop structure 5 and the traction rod 3 will be too large, affecting the coaxiality. The entire traction rod 3 needs to be thickened to ensure there is no gap between the traction rod 3 and the one-piece stop structure 5. In this embodiment, a split stop structure 5 is used, effectively solving the above-mentioned technical problem. In some embodiments of this application, the integrated buffer device 100 also includes a mounting base 9 connected to the vehicle body. The outer shell 1 is connected to the mounting base 9 via a rotating shaft 8.

[0094] In this embodiment, the cooperation between the rotating shaft 8 and the mounting base 9 allows the outer shell 1 to rotate relative to the vehicle body, buffering the lateral force when the train goes through a curve and avoiding limiting the train's steering flexibility.

[0095] In some embodiments of this application, the buffer element 41 is a clay core, and the elastic element 42 is a rubber block. The configuration of the clay core and the rubber block allows the buffer device to integrate a clay buffer and an EFG buffer, which can absorb higher energy under full stroke conditions, and can well meet the low-intensity, high-capacity energy absorption requirements of monorail trains.

[0096] Furthermore, such as Figure 2 As shown, the outer casing 1 may include an upper casing 11 and a lower casing 12, which cover each other and fit over the outside of the mounting portion 22. The elastic element 42 may include multiple parts arranged around the traction rod 3. For example, the elastic element 42 may include two, three, or four parts arranged around the traction rod 3, thereby facilitating the installation of the elastic element 42 and improving assembly efficiency. Furthermore, the elastic element 42 may consist of only one element, or it may include multiple elements, which may be arranged at intervals along the axial direction of the traction rod 3. By providing multiple elastic elements 42, the buffering effect of the integrated buffer device 100 can be further improved.

[0097] Combination Figure 2 Limiting grooves 13 are formed on the inner circumferential surfaces of the upper shell 11 and the lower shell 12. The limiting grooves 13 include two that are spaced apart along the axial direction of the traction rod 3, and the cross-section of the limiting grooves 13 is U-shaped.

[0098] The mounting portion 22 of the traction rod 3 has two receiving grooves 221 arranged axially at intervals. The receiving grooves 221 are annular around the axis of the traction rod 3, and the cross section of the receiving grooves 221 is also U-shaped. The elastic element 42 is arranged around the traction rod 3.

[0099] The elastic element 42 includes two parts, namely the limiting grooves 13 located on the upper shell 11 and the lower shell 12 respectively. During the installation process, the elastic element 42 is installed in the receiving groove 221 on the traction rod 3, and then the upper shell 11 and the lower shell 12 are covered. Then, the upper shell 11 and the lower shell 12 are fixedly connected together by bolts.

[0100] Continue to refer to Figure 2 The rotating shaft 8 may include an upper shaft 81 and a lower shaft 82. The rotation axis 8 of both the upper shaft 81 and the lower shaft 82 extends vertically, and the upper shaft 81 and lower shaft 82 are coaxial. The upper shaft 81 and lower shaft 82 are rotatably mounted on the mounting base 9. The upper shaft 81 is relatively fixedly connected to the upper shell 11, and the lower shaft 82 is relatively fixedly connected to the lower shell 12. The outer shell 1 can rotate relative to the mounting base 9 via the upper shaft 81 and lower shaft 82, that is, rotate around the rotation axis 8 of the upper shaft 81 and lower shaft 82.

[0101] In another aspect of this application, a coupler is also provided, which includes the integrated buffer device 100 described in any of the above embodiments.

[0102] In this embodiment, by setting the integrated buffer device 100 with the shell 2 using the above-mentioned one-piece structure, the space required for the connecting ring and the connecting joint is effectively saved. At the same time, the length, weight, volume and cost of the coupler are greatly reduced, while the energy absorption capacity of the coupler is improved, which can better meet the actual operation needs of monorail trains.

Claims

1. An integrated cushioning device, characterized by, include: An outer casing, wherein an accommodating space is defined within the outer casing; The housing is a one-piece structure, and the housing includes: The mounting part is slidably connected to the receiving space along the axial direction of the housing; A sleeve portion is connected to the mounting portion, and the sleeve portion is hollow inside and open at one end; A traction rod is provided at the opening of the housing and is axially slidably connected to the sleeve portion. The traction rod defines an installation space and has an opening and a closing portion, with the opening extending into the sleeve portion. A buffer element is disposed in the sleeve portion and is connected to the traction rod; A piston rod, one end of which abuts against the buffer element, and the other end of which is fixedly connected to the housing or to the sealing part; An elastic element is disposed on the mounting portion; When the traction rod is subjected to a compressive load, the traction rod pushes the housing to compress the elastic element through the buffer element and the piston rod. When the compressive load exceeds a set value, the buffer element is compressed to absorb energy together.

2. The integrated cushioning device of claim 1, wherein, It also includes a pad fixed in the sleeve portion, and the end of the piston rod away from the buffer element is connected to the pad so as to be fixedly connected to the housing through the pad.

3. The integrated cushioning device of claim 1, wherein, Weight reduction holes are formed inside the mounting section.

4. The integrated cushioning device of claim 3, wherein, It also includes a vertical support assembly, which is connected to the bottom of the mounting part via a locating pin to support the housing, the locating pin being embedded in the weight reduction hole.

5. The integrated cushioning device of claim 3, wherein, Part of the buffer element is located within the mounting space. The buffer element abuts against the piston rod and the end of the sleeve portion away from the opening. The weight reduction hole communicates with the internal space of the sleeve portion to provide space for the piston rod to travel.

6. The integrated cushioning device of claim 1, wherein, A guide belt is provided between the traction rod and the housing. The guide belt is installed on the inner peripheral wall of the sleeve and is located near the opening of the traction rod.

7. The integrated cushioning device of claim 1, wherein, A limiting part is protruding on the outer peripheral wall of the traction rod, and a stop structure is detachably connected to the inner peripheral wall of the sleeve. The stop structure is adapted to and engaged with the limiting part to prevent the traction rod from coming out of the sleeve. When the traction rod is subjected to a tensile load, the traction rod pulls the housing to compress the elastic element and absorb energy.

8. The integrated cushioning device of claim 7, wherein, The stop structure includes: An end ring is fitted over the outside of the traction rod, and one end of the end ring is connected to the limiting part; A stop is fitted onto the outside of the traction rod from one end away from the housing and threaded onto the inner circumferential wall of the housing. The stop abuts against the other end of the end ring to lock the end ring.

9. The integrated cushioning device of claim 1, wherein, It also includes a mounting base for connecting to the vehicle body, the housing being connected to the mounting base via a pivot; and / or, a receiving groove is provided on the outer peripheral surface of the mounting part, and the elastic element is installed in the receiving groove.

10. A vehicle coupling, characterised in that Includes the integrated buffer device as described in any one of claims 1 to 9.

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