CN111532306A - Rigidity adjusting method of plate type composite joint - Google Patents
Rigidity adjusting method of plate type composite joint Download PDFInfo
- Publication number
- CN111532306A CN111532306A CN202010313088.8A CN202010313088A CN111532306A CN 111532306 A CN111532306 A CN 111532306A CN 202010313088 A CN202010313088 A CN 202010313088A CN 111532306 A CN111532306 A CN 111532306A
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- plate
- partition plate
- end plate
- joint
- rubber
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/10—Buffers with combined rubber and metal springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/18—Details
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
Abstract
A metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction. The intermediate baffle comprises a vertical baffle and a transverse baffle, the vertical baffle and the transverse baffle are integrally formed, the transverse baffle is arranged into a circular ring shape, the vertical baffle is arranged into a hollow circular tube shape, and the transverse baffle is connected to the outer side of the vertical baffle in a seamless mode. The inner wall of the auxiliary ring and the middle plate form a gap, and a product has low rigidity before the gap disappears, so that the vehicle can normally run conveniently. When the vehicle starts to brake, the gap disappears, providing a large stiffness. When the vehicle is hooked, the gap disappears, and the impact load can be borne. The metal joint is arranged in the composite joint, so that the radial and axial bearing capacity of the vehicle is large, and the deflection rigidity is small.
Description
Technical Field
The invention relates to a buffer device and a buffer method of a vehicle, in particular to a composite joint installed in a car coupler.
Background
In the manufacturing process of the railway locomotive at present, two adjacent carriages are widely connected by a coupler, and the coupler is used as a key part of the locomotive and has important influence on the dynamic performance and the running quality of the locomotive. Along with the implementation of railway speed-raising and heavy-load strategies, the car coupler has the defects that the car coupler lacks variable rigidity, the fatigue damage of a rubber part affects the running performance of a locomotive, the running stability of the locomotive is poor, and hidden dangers are caused to the running safety.
The existing coupler has rigid connection and poor buffering performance. Some car couplers have a buffering structure, but are single in rigidity adjustment, lack variable rigidity, and are difficult to meet the requirement that the car is started with small rigidity under a large load to have good buffering performance; and the variable rigidity can be generated during emergency braking or turning, so that the rigidity of the car coupler is greatly increased, and the stability of the car is ensured.
The following patents are found to have similarities with the present invention through domestic search: the invention discloses a damping type coupler with the application number of CN201611127572.1 and the name of 'damping type coupler' and relates to a damping type coupler which comprises a base, a bearing seat, a pin shaft seat, a middle shaft, a knuckle bearing, a limiting block, two buffering components and two fixing seats, wherein the two fixing seats are fixedly connected with the base, sliding holes are formed in the fixing seats, two ends of the bearing seat are respectively connected with the sliding holes of the fixing seats, the two ends of the bearing seat are respectively provided with the buffering components, the knuckle bearing is connected with the bearing seat, the pin shaft seat is connected with the knuckle bearing through the middle shaft, the base is provided with a limiting hole, a limiting end extending into the limiting hole is arranged on the bearing seat, and the two limiting blocks are respectively arranged on two. The invention is used for connecting adjacent carriages, and can complete angular displacement in all directions along with the vehicle body, so that passengers can ride comfortably.
The invention discloses a traction device of a combined car for public and railway, which is named as a traction device of a combined car for public and railway and comprises a linear guide rail module, a traction seat, a center pin, a traction rod, a transverse stop and a vertical stop, wherein the traction seat is fixedly connected with the linear guide rail module, the traction seat is provided with an installation space, the center pin penetrates through the installation space and is axially fixed on the traction seat, one end of the traction rod is rotatably installed on a center pin body positioned in the installation space through a joint bearing, the other end of the traction rod extends out of the installation space and is provided with a car coupler connecting plate used for connecting a car coupler, the transverse stop and the vertical stop are fixed in the installation space of the traction seat, and a rod body of the traction rod can be in contact with the transverse stop and the vertical stop. The invention can ensure that the road-rail vehicle can safely pass through the road-rail vehicle in a straight line, curve or slope advancing way.
Although the above patents also relate to a buffer structure in a coupler, the method of buffering does not adopt the method of vulcanizing the upper end plate and the lower end plate with the transverse partition plate, and keeping a certain gap between the upper end plate, the upper rubber body, the lower end plate and the lower rubber body and the vertical partition plate to adjust the rigidity and buffer in the radial direction.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: how to change the buffer structure in the car coupler of the car so as to adjust the rigidity of the composite joint in the car coupler and meet the requirement of increasing dynamic performance of the car.
In order to solve the problems, the technical scheme provided by the invention is as follows: a metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction.
Preferably, the middle partition plate comprises a vertical partition plate and a transverse partition plate, the vertical partition plate and the transverse partition plate are integrally formed, the transverse partition plate is arranged in a circular ring shape, the vertical partition plate is arranged in a hollow circular tube shape, and the transverse partition plate is connected to the outer side of the vertical partition plate in a seamless mode; the rubber body vulcanizes the diaphragm plate and the end plate into a whole, so that the rigidity of the composite joint in the radial direction is adjusted.
Preferably, the end plate includes an upper end plate and a lower end plate, the upper end plate is disposed above the diaphragm plate, and the upper end plate and the diaphragm plate are vulcanized together by a rubber body, so that rigidity in the radial direction above the diaphragm plate can be adjusted.
Preferably, the lower end plate is arranged below the diaphragm plate, and the lower end plate and the diaphragm plate are vulcanized into a whole by using a rubber body, so that the rigidity of the lower part of the diaphragm plate in the radial direction can be adjusted.
Preferably, a gap is reserved between the vertical partition plate and the end plate, so that when the middle partition plate moves relative to the end plate in the radial direction, the rubber body deforms to provide linear rigidity; when the middle partition plate gradually moves towards the end plate until the vertical partition plate is propped against the end plate, the end plate generates a damping force for preventing the middle partition plate from moving, and at the moment, the rubber joint generates rigidity.
Preferably, the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, and the auxiliary ring is further arranged on the outer side of the diaphragm plate; a gap is reserved between the vertical partition plate and the end plate, a gap is also reserved between the auxiliary ring and the transverse partition plate, and the distance between the auxiliary ring and the transverse partition plate is smaller than the distance between the vertical partition plate and the end plate.
Preferably, the auxiliary ring is made of an elastic material, when the intermediate partition plate moves in the radial direction relative to the end plate, the rubber body is deformed to provide linear rigidity, and when the diaphragm plate gradually moves towards the auxiliary ring until the diaphragm plate abuts against the auxiliary ring and gradually presses the auxiliary ring, the auxiliary ring can play a role in stopping to prevent the intermediate partition plate from further moving, and at the moment, the rubber joint can be deformed and stiffened.
The beneficial technical effects of the invention are as follows: the inner wall of the auxiliary ring and the middle plate form a gap, and a product has low rigidity before the gap disappears, so that the vehicle can normally run conveniently. When the vehicle starts to brake, the gap disappears, providing a large stiffness. When the vehicle is hooked, the gap disappears, and the impact load can be borne. The vertical direction can bear large load, can keep the stability of the vehicle body, and can support the weight of the whole vehicle body in extreme. And the vertical symmetrical structure is adopted, so that the fluctuation of the upper load and the lower load of the product can be formed by two sections.
The metal joint is arranged in the composite joint, so that the radial and axial bearing capacity of the vehicle is large, the deflection rigidity is small, and the metal joint adopts interference press-fitting, so that the capability of a product passing through a curve can be improved, the floating of a vehicle body is adapted, and the vehicle dynamic performance is better matched. The radial and axial requirements can be met, the performance of small deflection and torsion rigidity can be provided, and the undersized curve capability of the vehicle is facilitated.
When the vehicle body floats up and down, the metal joint provides an obstacle-free deflection angle, when the vehicle body passes through a curve, the metal joint can provide obstacle-free rotation, when the vehicle starts braking and hangs, large load can be provided, and when the vehicle body normally runs, the rubber can provide small rigidity, so that the comfort is better. Vertical direction loads can provide significant. The composite joint can provide better dynamic requirements, has lower derailment coefficient, operates on a small curve, and can reduce the abrasion of wheel sets and steel rails.
Drawings
FIG. 1 is a schematic view of the overall structure of a composite joint according to the first embodiment;
FIG. 2 is a schematic structural view of FIG. 1 with the pin removed;
FIG. 3 is a schematic view showing the overall structure of a rubber joint according to the first embodiment;
in the figure: 1 rubber joint, 11 upper end plates, 12 lower end plates, 13 upper rubber bodies, 14 lower rubber bodies, 15 vertical partition plates, 16 transverse partition plates, 17 partition plate through holes, 18 auxiliary rings, 21 joint outer rings, 22 joint inner rings, 221 inner ring through holes and 23 pin shafts.
Detailed Description
The invention is further described with reference to the following examples and figures:
example one
As shown in fig. 1 and 3, the composite joint includes a rubber joint 1 and a metal joint, wherein the rubber joint 1 includes an end plate, a middle spacer, a rubber body, and an auxiliary ring 18. The middle partition board comprises a vertical partition board 15 and a transverse partition board 16, and a partition board through hole 17 penetrating through the vertical partition board 15 is formed in the middle of the vertical partition board 15, so that the vertical partition board 15 is in a hollow round pipe shape. The diaphragm plate 16 is integrally formed on the outer side of the vertical diaphragm plate 15, and the diaphragm plate 16 is hollow and annular. When the middle partition plate is cut along the vertical direction, the cross section of the middle partition plate is two transverse T-shaped cross sections which are distributed oppositely.
An upper end plate 11 is arranged above the diaphragm plate 16, and the diaphragm plate 16 and the upper end plate 11 are vulcanized into a whole through an upper rubber body 13. A lower end plate 12 is provided below the diaphragm 16, and the diaphragm 16 and the lower end plate 12 are integrally vulcanized by a lower rubber body 14. The upper end plate 11, the upper rubber body 13, the lower end plate 12 and the lower rubber body 14 are all hollow circular rings, a gap S1 with a certain distance is reserved between the upper end plate 11, the upper rubber body 13, the lower end plate 12 and the lower rubber body 14 and the vertical partition plate 15, the transverse partition plate 16 penetrates through the gap S1, and the transverse partition plate 16 divides the gap into an upper hollow circular ring-shaped gap S1 and a lower hollow circular ring-shaped gap S1.
The auxiliary ring 18 is disposed between the upper end plate 11 and the lower end plate 12, and the auxiliary ring 18 is further disposed outside the diaphragm plate 16, so that the auxiliary ring 18 is not preferably disposed as an annular whole for facilitating auxiliary assembly. In this embodiment, the auxiliary ring 18 may be made of an elastic material, and the auxiliary ring 18 may be a rubber and a metal vulcanized together, wherein the rubber is disposed inside the auxiliary ring 18 and the metal is disposed outside the auxiliary ring 18. The auxiliary ring 18 is of a split structure, and the number of the lobes of the auxiliary ring 18 is 2, and the 2 lobes of the auxiliary ring 18 are abutted between the upper end plate 11 and the lower end plate 12, so that a gap S2 with a certain distance is always reserved between the auxiliary ring 18 and the diaphragm 16 in the radial direction. In this embodiment, the gap S2 between the auxiliary ring 18 and the diaphragm plate 16 is slightly smaller than or equal to the gaps between the upper end plate 11 and the lower end plate 12 and the diaphragm plate 16.
The end plate, the intermediate partition plate and the rubber body are vulcanized into a whole, and the rubber joint 1 is assembled after the auxiliary ring 18 is assembled. The metal joint and the rubber joint 1 can be combined into a composite joint by installing the metal joint in the partition plate through hole 17 of the vertical partition plate 15 in an interference fit manner. The composite knuckle may then be installed in the coupler in an interference fit such that the outer sides of the secondary ring 18, the upper end plate 11, and the lower end plate 12 all abut the inner side of the coupler.
As shown in fig. 1 and 2, the metal joint includes a joint outer ring 21 and a joint inner ring 22, the joint outer ring 21 is sleeved on the joint inner ring 22, an inner ring through hole 221 penetrating through the joint inner ring 22 is formed in the middle of the joint inner ring 22, and the pin shaft 23 is installed in the inner ring through hole 221 in an interference fit manner. The outer side surface of the joint inner ring 22 is a spherical surface, and the inner side surface of the joint outer ring 21 is a spherical surface matched with the outer side surface of the joint inner ring 22, so that the pin shaft 23 can drive the joint inner ring 22 to rotate relative to the joint outer ring 21 when rotating.
As shown in fig. 1 to 3, the metal joint in the composite joint of the present embodiment mainly provides large-angle deflection capability and small deflection rigidity in the axial direction, while the rubber joint 1 in the composite joint mainly provides good radial damping performance and small radial rigidity. For example: the composite joint of the embodiment is arranged in one coupler, the other coupler is hinged at two ends of the pin shaft 23, the two couplers can rotate relatively when the vehicle turns, and the metal joint is arranged in the composite joint, so that the vehicle can turn in a small radius. And the rubber joint 1 in the composite joint can provide good buffering performance during the starting and braking of the vehicle under a large load.
Specifically, when the coupler of the rear car is hinged on the pin 23 and the composite knuckle is installed in the coupler of the front car, the good damping performance provided by the rubber knuckle 1 when the vehicle is emergently braked under a large load is realized by the following principle: the rear car will push the pin 23 forward through the rear coupler 32 due to inertia, causing the metal knuckle to push the intermediate deck forward. At this time, since the outer sides of the auxiliary ring 18, the upper end plate 11, and the lower end plate 12 all abut against the inner side of the front coupler 31 of the front car, the metal knuckle moves relative to the rubber knuckle 1 in the radial direction. During the relative movement, firstly, the upper rubber body 13 and the lower rubber body 14 generate shearing deformation to provide damping force, so as to play a role of buffering. As the metal knuckle moves further relative to the rubber knuckle 1, the outer side of the diaphragm 16 abuts against the auxiliary ring 18, and since the auxiliary ring 18 is made of an elastic material, when the diaphragm 16 presses the auxiliary ring 18 forward, the auxiliary ring 18 deforms to provide a damping force, and further plays a role in buffering. However, since the auxiliary ring 18 abuts against the inner side of the front coupler 31, the auxiliary ring 18 is difficult to be further compressed after being compressed to a certain extent, and at this time, the auxiliary ring 18 and the front coupler 31 form a hard stop function together, so that the composite knuckle has variable rigidity, the rigidity is greatly improved, and the metal knuckle can be prevented from moving forward relative to the rubber knuckle 1.
Example two
The difference from the first embodiment is that in this embodiment, the auxiliary ring 18 is not provided, and the rubber body is deformed to provide linear rigidity when the intermediate diaphragm moves in the radial direction relative to the end plate. When the middle partition plate gradually moves towards the end plate until the vertical partition plate 15 is abutted against the end plate, the end plate generates a damping force for preventing the middle partition plate from moving, and at the moment, the rubber joint 1 generates rigidity. The damping performance of the composite joint of the embodiment in the radial direction is poorer than that of the embodiment, but the embodiment can also be applied to the working condition that the requirement on the damping performance of the vehicle is not high and the requirement on the vehicle turning with small curvature is high.
It will be apparent that modifications and variations are possible without departing from the principles of the invention as set forth herein.
Claims (7)
1. A rigidity adjusting method of a plate type composite joint is characterized in that a metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction.
2. The rigidity adjusting method of the plate-type composite joint according to claim 1, wherein the intermediate partition plate comprises a vertical partition plate and a transverse partition plate, the vertical partition plate and the transverse partition plate are integrally formed, the transverse partition plate is arranged in a circular ring shape, the vertical partition plate is arranged in a hollow circular tube shape, and the transverse partition plate is connected to the outer side of the vertical partition plate in a seamless manner; the rubber body vulcanizes the diaphragm plate and the end plate into a whole, so that the rigidity of the composite joint in the radial direction is adjusted.
3. The stiffness adjusting method of a plate-type composite joint according to claim 2, wherein the end plates include an upper end plate and a lower end plate, the upper end plate is disposed above the diaphragm, and the upper end plate and the diaphragm are vulcanized together by a rubber body, thereby being capable of adjusting the stiffness in the radial direction above the diaphragm.
4. The stiffness adjusting method of a plate-type composite joint according to claim 3, wherein a lower end plate is provided below the diaphragm, and the lower end plate and the diaphragm are also vulcanized into a whole by a rubber body, thereby being capable of adjusting the stiffness in the radial direction below the diaphragm.
5. The stiffness adjusting method of a plate-type composite joint according to claim 4, wherein a gap is left between the vertical partition plate and the end plate, so that when the middle partition plate moves in the radial direction relative to the end plate, the rubber body is deformed to provide linear stiffness; when the middle partition plate gradually moves towards the end plate until the vertical partition plate is propped against the end plate, the end plate generates a damping force for preventing the middle partition plate from moving, and at the moment, the rubber joint generates rigidity.
6. The stiffness adjusting method of a plate-type composite joint according to claim 4, wherein the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, and the auxiliary ring is further arranged outside the diaphragm plate; a gap is reserved between the vertical partition plate and the end plate, a gap is also reserved between the auxiliary ring and the transverse partition plate, and the distance between the auxiliary ring and the transverse partition plate is smaller than the distance between the vertical partition plate and the end plate.
7. The stiffness adjusting method of a plate type composite joint according to claim 6, wherein the auxiliary ring is made of an elastic material, when the middle partition plate moves in a radial direction relative to the end plate, the rubber body is deformed to provide linear stiffness, and when the diaphragm plate gradually moves towards the auxiliary ring until the diaphragm plate abuts against the auxiliary ring and gradually presses the auxiliary ring, the auxiliary ring acts as a stop to prevent the middle partition plate from further moving, and the rubber joint is deformed to be rigid.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313088.8A CN111532306A (en) | 2020-04-20 | 2020-04-20 | Rigidity adjusting method of plate type composite joint |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313088.8A CN111532306A (en) | 2020-04-20 | 2020-04-20 | Rigidity adjusting method of plate type composite joint |
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| CN111532306A true CN111532306A (en) | 2020-08-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010313088.8A Pending CN111532306A (en) | 2020-04-20 | 2020-04-20 | Rigidity adjusting method of plate type composite joint |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3906868A (en) * | 1973-08-28 | 1975-09-23 | Bergische Stahlindustrie | Articulating system for a central buffer coupling |
| CN1422317A (en) * | 2000-04-05 | 2003-06-04 | 钟渊化学工业株式会社 | Vibration damper composition |
| CN201442584U (en) * | 2009-06-30 | 2010-04-28 | 中国北车集团大连机车研究所有限公司 | Elastic hinging device for hinging urban low-floor railway vehicles |
| CN103693063A (en) * | 2013-12-30 | 2014-04-02 | 南车长江车辆有限公司 | Rigidity-variable positioning device for bogie axle box of railway vehicle |
| CN105584497A (en) * | 2014-10-22 | 2016-05-18 | 株洲时代新材料科技股份有限公司 | Manufacturing and assembling method for variable-rigidity traction rubber pile and rigidity varying method |
| JP2017193229A (en) * | 2016-04-19 | 2017-10-26 | 新日鐵住金株式会社 | Shock absorber for railroad vehicle |
-
2020
- 2020-04-20 CN CN202010313088.8A patent/CN111532306A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3906868A (en) * | 1973-08-28 | 1975-09-23 | Bergische Stahlindustrie | Articulating system for a central buffer coupling |
| CN1422317A (en) * | 2000-04-05 | 2003-06-04 | 钟渊化学工业株式会社 | Vibration damper composition |
| CN201442584U (en) * | 2009-06-30 | 2010-04-28 | 中国北车集团大连机车研究所有限公司 | Elastic hinging device for hinging urban low-floor railway vehicles |
| CN103693063A (en) * | 2013-12-30 | 2014-04-02 | 南车长江车辆有限公司 | Rigidity-variable positioning device for bogie axle box of railway vehicle |
| CN105584497A (en) * | 2014-10-22 | 2016-05-18 | 株洲时代新材料科技股份有限公司 | Manufacturing and assembling method for variable-rigidity traction rubber pile and rigidity varying method |
| JP2017193229A (en) * | 2016-04-19 | 2017-10-26 | 新日鐵住金株式会社 | Shock absorber for railroad vehicle |
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Application publication date: 20200814 |