Railcar coupling device

Abstract

The application relates to a rail car connecting device and belongs to the technical field of traffic machinery. The rail car connecting device comprises two groups of connecting assemblies and a buffer assembly arranged between the two groups of connecting assemblies. The buffer assembly comprises a pull rod joint, a front car pull rod which is arranged in the pull rod joint and is movably connected with the other group of connecting assemblies, and an elastic element arranged on the front car pull rod. The pull rod joint is provided with a sliding channel for the front car pull rod to slide. The elastic element comprises a first spring and a second spring. The first spring is sleeved on the front car pull rod and is located outside the sliding channel. The pull rod joint is provided with an abutting groove for one end of the first spring to abut against. The second spring is sleeved on the front car pull rod and is located in the sliding channel. The inner wall of the sliding channel is provided with an abutting surface for one end of the second spring to abut against. The application has the effect of buffering the impact load generated by the inertia of the connecting device of the rail car and the cargo bucket car.

Description

Technical Field

[0001] This application relates to the field of rail transit machinery technology, and in particular to a rail vehicle connection device. Background Technology

[0002] Transportation systems consisting of railcars and freight cars are widely used in material transport, such as port cargo handling and raw material conveying in metallurgical plants. The connecting device between the railcar and the freight car is a core component ensuring synchronized operation and stable load-bearing capacity. Its reliability and ease of assembly / disassembly directly affect transportation efficiency, operational safety, and long-term equipment maintenance costs. With the increasing demands for efficiency in heavy material transport in modern industry and the shortening of equipment maintenance cycles, the industry has set higher standards for the practicality and adaptability of connecting devices.

[0003] Currently, railcars and freight cars mostly adopt rigid connection structures, with common forms including flange rigid connection, bolt rigid connection, and pin rigid locking. Taking flange rigid connection as an example, the connecting ends of the railcar and the freight car are respectively pre-set with flanges with bolt holes. Multiple sets of high-strength bolts pass through the corresponding holes of the two sets of flanges, and then the nuts are tightened to make the flanges fit tightly, forming a rigid fixation without relative displacement.

[0004] Regarding the aforementioned technologies, rigid connection structures lack buffer adjustment space. When railcars transport heavy materials, they turn or accelerate, and the impact load is directly transmitted to the rigid connection structure. Long-term use can easily lead to damage to the connection parts. Utility Model Content

[0005] In order to buffer the impact load generated by the inertia of the connection device between the railcar and the freight car, this application provides a railcar connection device.

[0006] The railcar connecting device provided in this application adopts the following technical solution: A railcar connection device includes two sets of connection components for connecting a railcar and a cargo car respectively, and a buffer assembly disposed between the two sets of connection components. The buffer assembly includes a tie rod joint movably connected to the connection components, a front tie rod slidably disposed on the tie rod joint and movably connected to the other set of connection components, and an elastic element disposed on the front tie rod. The tie rod joint has a sliding groove for the front tie rod to slide. The elastic element includes a first spring and a second spring. The first spring is sleeved on the front vehicle tie rod and located outside the sliding groove. The tie rod joint has an abutment groove for one end of the first spring to abut. The second spring is sleeved on the front vehicle tie rod and located inside the sliding groove. The inner wall of the sliding groove has an abutment surface for one end of the second spring to abut.

[0007] By adopting the above technical solution, two sets of connecting components are respectively connected to the railcar and the cargo car, and the elastic connection between the railcar and the cargo car is realized through the buffer component. When the railcar accelerates, the second spring is compressed by the inner wall of the sliding groove to buffer the backward impact load of the tie rod joint. When the railcar decelerates, the first spring is compressed by the inner wall of the abutting groove to buffer the forward impact load of the tie rod joint, realizing bidirectional buffering and effectively alleviating the damage of rigid impact to the connection part.

[0008] Optionally, the front vehicle tie rod includes a sliding portion for slidingly mounting the tie rod joint, a threaded portion disposed at the end of the sliding portion, and a fixed clamp disposed on the threaded portion for movably connecting with the connecting assembly.

[0009] By adopting the above technical solution, the sliding part realizes the sliding fit between the front vehicle tie rod and the tie rod joint, providing space for the buffer action of the elastic element; the threaded part provides stable support for the installation of the threaded part and the fixed clamp; the fixed clamp provides an interface for the movable connection of the connecting assembly, making the connection between the front vehicle tie rod and the connecting assembly stable and easy to disassemble and assemble, improving the compatibility between components and the rationality of the structure.

[0010] Optionally, the threaded portion is threaded with a fixing nut, and the sliding portion is fitted with a spring fixing seat at the end of the fixing nut away from the fixing clamp for the end of the first spring to abut against.

[0011] By adopting the above technical solution, the position of the spring fixing seat can be adjusted by fixing the nut, thereby adjusting the preload of the first spring to adapt to the buffering requirements under different loads or impact conditions; the spring fixing seat provides a stable contact surface for the first spring, ensuring that the first spring is subjected to uniform force during compression and reset, thereby improving the stability and reliability of the buffer.

[0012] Optionally, the connecting assembly includes a connecting plate and a press-fit pin. The connecting plate is symmetrically provided with an extension block along the axis of the front vehicle tie rod, and the extension block has an installation through hole for installing the press-fit pin.

[0013] By adopting the above technical solution, the connecting plate achieves a fixed connection with the railcar and the cargo car through the cooperation of the extension block and the pressing pin. The symmetrically arranged extension blocks ensure that the connection is evenly stressed, avoiding loosening or deformation of the connecting plate caused by unilateral stress. The pressing pin facilitates quick disassembly and assembly, improving the maintenance efficiency of the connecting device.

[0014] Optionally, the side wall of the pressing pin is provided with an elastic plunger, which is a spring plunger ball assembly in the prior art.

[0015] By adopting the above technical solution, when the pressing pin passes through the mounting through hole, the plunger ball head pops out under the action of the plunger spring and forms a limiting structure with the outer hole wall of the extension block, preventing the pressing pin from accidentally coming out and ensuring the connection stability of the connecting component and the buffer component; during disassembly, simply pressing the plunger ball head can release the lock, which is convenient to operate and takes into account both connection reliability and disassembly efficiency.

[0016] Optionally, the fixing clamp and the connecting plate, as well as the pull rod connector and the connecting plate, are all movably connected by the pressing pin.

[0017] By adopting the above technical solution, a unified press-fit pin is used to realize the movable connection between the fixed clamp, the pull rod connector and the connecting plate, which standardizes the connection structure of the connecting device and facilitates the universal interchangeability and maintenance of the components; at the same time, the unified use of the press-fit pin also simplifies the disassembly and assembly operation and improves the overall ease of use.

[0018] Optionally, both the fixing clamp and the tie rod connector are provided with mounting slots for arranging the connecting plate.

[0019] By adopting the above technical solution, the mounting slot provides space for the connecting plate, making the connection between the connecting plate and the fixing clamp and tie rod joint more compact, reducing the gap between components. The two side walls of the mounting slot abut against the connecting plate, improving the stability of the connection and the compactness of the overall structure.

[0020] Optionally, the connecting plate is provided with a pin and a hanging rope. One end of the pin and hanging rope is fixedly connected to the connecting plate by a bolt, and the other end of the pin and hanging rope is provided with a first connecting ring. The pressing pin is provided with a second connecting ring that is connected to the first connecting ring.

[0021] By adopting the above technical solution, the pin hanging rope can connect the press pin to the connecting plate, preventing the press pin from being lost after disassembly and improving the convenience of component management; the bolt connection method also facilitates the disassembly and replacement of the pin hanging rope.

[0022] Optionally, the sliding part is equipped with an abutment plate at the end away from the spring fixing seat for the second spring to abut against, and the abutment plate has a mounting hole for the sliding part to be interference-fitted into.

[0023] By adopting the above technical solution, the abutment plate provides a stable abutment surface for the second spring, ensuring that the second spring is subjected to uniform force during compression and reset; the interference fit installation method makes the connection between the abutment plate and the sliding part firm, avoiding the abutment plate from loosening or falling off due to buffering impact.

[0024] In summary, this application includes at least one of the following beneficial technical effects: 1. Through the bidirectional buffer design of the first and second springs, the impact load caused by inertia during the acceleration and deceleration of the railcar is effectively mitigated, avoiding damage to the connection parts due to rigid impact, extending the service life of the connection device, and solving the defects of traditional rigid connection. 2. The connection structure of the press-fit pin and the elastic plunger allows for quick assembly and disassembly of the connection components while ensuring connection stability. The pin hanging rope prevents the press-fit pin from being lost, improving the ease of maintenance and the efficiency of component management. 3. The segmented structure of the front tie rod, together with the spring fixing seat and the abutment plate, makes the preload of the elastic element adjustable and the buffer force uniform, adapting to different working conditions and improving the adaptability and buffer reliability of the device. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application.

[0026] Figure 2 This is a schematic diagram of the structure of the buffer component in the embodiments of this application.

[0027] Figure 3 This is a schematic diagram of the structure of the elastic element in the embodiments of this application.

[0028] Figure 4 This is a schematic diagram of the structure of the connecting component in an embodiment of this application.

[0029] Figure 5 This is an embodiment of the present application. Figure 4 Enlarged view of point A in the middle.

[0030] Figure 6 This is a schematic diagram of the active connection between the buffer component and the connection component in an embodiment of this application.

[0031] Figure 7 This is a schematic diagram of the structure of the insertion pin and hanging rope in an embodiment of this application.

[0032] Explanation of reference numerals in the attached drawings: 1. Connecting assembly; 11. Connecting plate; 111. Second through hole; 12. Pressing pin; 121. Elastic plunger; 122. Second connecting ring; 13. Extension block; 131. Mounting through hole; 2. Buffer assembly; 21. Pull rod joint; 211. Sliding through groove; 212. Abutment groove; 213. Abutment surface; 214. First through hole; 215. Mounting through groove; 22. Front pull rod; 221. Sliding part; 222. Threaded part; 223. Fixing clamp; 2231. Threaded hole; 224. Spring fixing seat; 225. Abutment plate; 2251. Mounting hole; 226. Fixing nut; 23. Elastic element; 231. First spring; 2311. First abutment ring; 232. Second spring; 2321. Second abutment ring; 3. Pin hanging rope; 31. First connecting ring. Detailed Implementation

[0033] The following is in conjunction with the appendix Figure 1-7 This application will be described in further detail.

[0034] This application discloses a railcar connection device.

[0035] Reference Figure 1 The railcar connection device includes two sets of connection components 1 for connecting the railcar and the cargo car respectively, and a buffer component 2 disposed between the two sets of connection components 1.

[0036] Reference Figure 2 The buffer assembly 2 includes a pull rod connector 21, a front vehicle pull rod 22, and an elastic element 23. The pull rod connector 21 is generally a cuboid with a rectangular cross-section, and is movably connected to a set of connecting assemblies 1 on the side away from the front vehicle pull rod 22. The front vehicle pull rod 22 includes a sliding portion 221 that slides and engages with the pull rod connector 21, a threaded portion 222 at the end of the sliding portion 221, and a fixed clamp 223 provided on the threaded portion 222 for movably connecting with another set of connecting assemblies 1. One end of the pull rod connector 21 has a through hole through which the sliding portion 221 passes, and the pull rod connector 21 has a sliding through groove 211 that communicates with the through hole and allows the sliding portion 221 to slide.

[0037] Reference Figure 3 The elastic element 23 includes a first spring 231 and a second spring 232. The first spring 231 is sleeved on the sliding part 221 and located outside the sliding groove 211. The second spring 232 is also sleeved on the sliding part 221 and located inside the sliding groove 211. An abutment groove 212 is provided on the outer wall of the end of the pull rod joint 21 for one end of the first spring 231 to abut. The first spring 231 has a first abutment ring 2311 that abuts against the abutment groove 212. A spring fixing seat 224 is fixed at the end of the sliding part 221 for the other end of the first spring 231 to abut. An abutment surface 213 is provided on the inner wall of the sliding groove 211 for one end of the second spring 232 to abut. The second spring 232 has a second abutment ring 2321 that abuts against the abutment surface 213. An abutment plate 225 for the other end of the second spring 232 to abut is installed at the end of the sliding part 221 away from the spring fixing seat 224. Both the first abutting ring 2311 and the second abutting ring 2321 can slide on the sliding part 221. The abutting plate 225 has a mounting hole 2251 for the sliding part 221 to be inserted. The abutting plate 225 is installed on the sliding part 221 by interference fitting, and the sliding part 221 can drive the abutting plate 225 to slide in the sliding groove 211.

[0038] When the railcar accelerates, the second spring 232 is compressed by the inner wall of the sliding groove 211 and the abutment plate 225, buffering the impact load on the tie rod joint 21 in the opposite direction to the railcar's movement. When the railcar decelerates, the first spring 231 is compressed by the inner wall of the abutment groove 212 and the spring fixing seat 224, buffering the impact load on the front tie rod 22 in the opposite direction to the railcar's movement. The design of the buffer assembly 2 can effectively alleviate the damage to the connection parts caused by rigid impacts, achieving bidirectional buffering.

[0039] Reference Figure 4 and Figure 5 The connecting assembly 1 includes a connecting plate 11 and a pressing pin 12. The connecting plate 11 is generally L-shaped. Extension blocks 13 are symmetrically arranged at both ends of the connecting plate 11 along the axis of the buffer assembly 2, and the extension blocks 13 are integrally formed with the connecting plate 11. The extension blocks 13 have mounting through holes 131 for installing the pressing pin 12. An elastic plunger 121 is symmetrically installed on the pressing pin 12 along its axis. The elastic plunger 121 is a spring-plunger ball assembly in the prior art. When the pressing pin 12 is inserted into the mounting through hole 131, the plunger ball head is squeezed into the plunger groove by the inner wall of the mounting through hole 131. After passing through the mounting through hole 131, under the elastic recovery of the plunger spring, part of the plunger ball head will pop out of the mounting groove, reducing the probability of the pressing pin 12 dislodging.

[0040] When the pressing pin 12 tends to detach from the extension block 13 due to the impact load, the pressing pin 12 forms an abutment with the extension block 13 through the plunger ball head of the elastic plunger member 121, reducing the risk of the pressing pin 12 detaching from the extension block 13.

[0041] Reference Figure 6 The fixed clamp 223 and connecting plate 11, as well as the tie rod joint 21 and connecting plate 11, are all movably connected by a pressing pin 12. Both the fixed clamp 223 and tie rod joint 21 have a first through hole 214 for the pressing pin 12 to pass through, and the connecting plate 11 has a second through hole 111 corresponding to the first through hole 214 and for the pressing pin 12 to pass through. Both the fixed clamp 223 and tie rod joint 21 have an installation groove 215 for the connecting plate 11 to be arranged. The installation groove 215 has a U-shaped cross-section, and its inner walls abut against the connecting plate 11 on both sides, improving the stability of the connection between the connecting assembly 1 and the buffer assembly 2. When the railcar turns, the connecting plate 11 rotates around the axis of the pressing pin 12 within the installation groove 215, allowing the railcar to smoothly drive the freight car to turn.

[0042] The fixed chuck 223 has a threaded hole 2231 that mates with the threaded part 222, and the threaded hole 2231 communicates with the mounting through slot 215. A fixing nut 226 is threaded onto one end of the threaded part 222 near the spring fixing seat 224. The fixing nut 226 can adjust the position of the spring fixing seat 224, thereby adjusting the preload of the first spring 231 to accommodate different loads or impacts.

[0043] Reference Figure 7 The connecting plate 11 is equipped with a number of pin hanging ropes 3 corresponding to the number of pressing pins 12. One end of the pin hanging rope 3 is fixedly connected to the connecting plate 11 by bolts, and the other end of the pin hanging rope 3 is equipped with a first connecting ring 31. The pressing pins 12 are equipped with a second connecting ring 122 that is connected to the first connecting ring 31. The pin hanging ropes 3 can connect the pressing pins 12 to the connecting plate 11, making it convenient for operators to store the pressing pins 12 after disassembly.

[0044] The implementation principle of a railcar connecting device according to an embodiment of this application is as follows: The sliding part 221 of the front car tie rod 22 is inserted into the sliding groove 211, and the second spring 232 and the abutment plate 225 are sequentially installed on the sliding part 221. Then, the first spring 231, spring fixing seat 224, fixing nut 226, and fixing clamp 223 are sequentially installed on the front car tie rod 22 located outside the sliding groove 211, completing the installation of the buffer assembly 2. Two sets of pressing pins 12 are respectively connected to the buffer assembly 2 and the connecting assembly 1 through the fixing clamp 223, the first through hole 214 of the tie rod joint 21, and the second through hole 111 of the connecting plate 11. Finally, four sets of pressing pins 12 are inserted into the corresponding four sets of extension blocks 13 and the connecting parts of the railcar and the freight car, achieving an elastic connection between the railcar and the freight car. The railcar is started, and the connecting device drives its movement for material transportation.

[0045] When the railcar accelerates, the first spring 231 slides along with the front tie rod 22, and the tie rod joint 21 generates an impact load opposite to the direction of the railcar's movement due to inertia. The second spring 232 is compressed by the inner wall of the sliding groove 211 and the abutment plate 225, buffering the impact load on the tie rod joint 21. When the railcar decelerates, the second spring 232 slides along with the front tie rod 22 within the sliding groove 211, and the front tie rod 22 generates an impact load opposite to the direction of the railcar's movement due to inertia. The first spring 231 is compressed by the inner wall of the abutment groove 212 and the spring fixing seat 224, buffering the impact load generated by the front tie rod 22.

[0046] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A railcar connecting device, comprising two sets of connecting components (1) for respectively connecting a railcar and a freight car, and a buffer component (2) disposed between the two sets of connecting components (1), characterized in that, The buffer assembly (2) includes a pull rod joint (21) movably connected to the connecting assembly (1), a front vehicle pull rod (22) slidably disposed on the pull rod joint (21) and movably connected to another set of the connecting assemblies (1), and an elastic element (23) disposed on the front vehicle pull rod (22). The pull rod joint (21) is provided with a sliding through groove (211) for the front vehicle pull rod (22) to slide. The elastic element (23) includes a first spring (231) and a second spring (232). The first spring (231) is sleeved on the front vehicle tie rod (22) and located outside the sliding through groove (211). The tie rod joint (21) has an abutment groove (212) for one end of the first spring (231) to abut. The second spring (232) is sleeved on the front vehicle tie rod (22) and located inside the sliding through groove (211). The inner wall of the sliding through groove (211) is provided with an abutment surface (213) for one end of the second spring (232) to abut.

2. The railcar connecting device according to claim 1, characterized in that, The front vehicle tie rod (22) includes a sliding part (221) that slides in conjunction with the tie rod joint (21), a threaded part (222) provided at the end of the sliding part (221), and a fixed clamp (223) provided at the threaded part (222) and used for movably connecting with the connecting assembly (1).

3. The railcar connecting device according to claim 2, characterized in that, The threaded part (222) is threaded with a fixing nut (226), and the sliding part (221) has a spring fixing seat (224) installed at the end of the fixing nut (226) away from the fixing clamp (223) for the end of the first spring (231) to abut.

4. The railcar connecting device according to claim 3, characterized in that, The connecting assembly (1) includes a connecting plate (11) and a press pin (12). The connecting plate (11) is symmetrically provided with an extension block (13) along the axis of the front vehicle tie rod (22). The extension block (13) has an installation through hole (131) for the press pin (12) to be installed.

5. A railcar connecting device according to claim 4, characterized in that, The side wall of the pressing pin (12) is provided with an elastic plunger (121), which is a spring plunger ball assembly in the prior art.

6. A railcar connecting device according to claim 5, characterized in that, The fixed clamp (223) and the connecting plate (11), as well as the pull rod joint (21) and the connecting plate (11), are all movably connected by the pressing pin (12).

7. A railcar connecting device according to claim 6, characterized in that, Both the fixed clamp (223) and the pull rod joint (21) are provided with mounting slots (215) for the connection plate (11) to be arranged.

8. A railcar connecting device according to claim 7, characterized in that, The connecting plate (11) is provided with a pin hanging rope (3). One end of the pin hanging rope (3) is fixedly connected to the connecting plate (11) by a bolt. The other end of the pin hanging rope (3) is provided with a first connecting ring (31). The pressing pin (12) is provided with a second connecting ring (122) connected to the first connecting ring (31).

9. A railcar connecting device according to claim 3, characterized in that, The sliding part (221) has an abutment plate (225) installed at the end away from the spring fixing seat (224) for the second spring (232) to abut. The abutment plate (225) has a mounting hole (2251) for the sliding part (221) to be inserted into.

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