CN113911161B - Vehicle-end traction connecting device for rescue - Google Patents
Vehicle-end traction connecting device for rescue Download PDFInfo
- Publication number
- CN113911161B CN113911161B CN202111098463.2A CN202111098463A CN113911161B CN 113911161 B CN113911161 B CN 113911161B CN 202111098463 A CN202111098463 A CN 202111098463A CN 113911161 B CN113911161 B CN 113911161B
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- rod piece
- piece
- stop
- sliding sleeve
- flange
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/04—Draw-gear combined with buffing appliances
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/20—Details; Accessories
Abstract
The invention discloses a vehicle end traction connecting device for rescue, which comprises a front rod piece, a rear rod piece and an elastic piece which are positioned on the same axis, and further comprises a sleeving component fixed at the front end of the rear rod piece, wherein the sleeving component comprises a sliding sleeve at the front end, a pipe hole of the sliding sleeve is a through rod hole, and the sliding sleeve is sleeved on the periphery of the rear section of the front rod piece through the through rod hole and can axially slide on the periphery of the rear section of the front rod piece; the elastic piece is sleeved on the periphery of the front rod piece in front of the sliding sleeve, the stop plate sleeved on the periphery of the front rod piece is arranged in front of the elastic piece, the elastic piece between the sliding sleeve and the stop plate is in an axial prepressing state, and the rear rod piece can further compress the elastic piece forwards through the fixedly connected sleeving assembly and the sliding sleeve; the rear end of the front rod piece is provided with a stop component, when the elastic piece is in a pre-pressing state, the stop component limits the backward retreat of the sliding sleeve, and the front rod piece can rigidly transfer traction force with the rear rod piece through the sleeving component.
Description
Technical Field
The invention relates to a temporary traction device, in particular to a vehicle-end traction connecting device for rescue, and belongs to the technical field of vehicle rescue traction.
Background
The intelligent rail train runs on urban ground roads, the lengths of the train sections are short, the number of the train sections is only 3-5, the requirement on the strength of a traction device is far lower than that of a traction coupler of the rail train when the intelligent rail train breaks down and needs to be pulled, and the intelligent rail train can also be pulled by a rod body with a not large diameter.
Because the intelligent rail train runs on the urban ground road, the turning radius of the urban ground road is far smaller than that of the rail train, so that the traction connecting device is required to adapt to the road condition, and the traction connecting device can rotate around one or two (such as one at each of two ends of a traction rod body) vertical pin shafts.
The intelligent rail train runs on urban ground roads, the urban ground roads are complex in road conditions, emergency braking can be implemented at any time in the traction running process, at the moment, the pressure instantaneously exerted on a traction connecting device between the rescue vehicle and the intelligent rail train is much larger than the pulling force exerted during starting acceleration, and if the intelligent rail train cannot be controlled, the structure related to the traction connecting device on the intelligent rail train is damaged due to overlarge impact load, and even accidents occur.
However, the control of the excessive pressure instantaneously suffered by the traction connection device cannot influence the tension transmitted by the traction connection device to the smart rail train during starting and accelerating. Otherwise, the start acceleration of the smart rail train is caused to lag behind the preceding rescue train.
Therefore, how to relieve the excessive pressure instantaneously suffered by the traction connecting device during emergency braking and simultaneously not affect the transmission of traction (pulling force) to the intelligent rail train during starting acceleration becomes a problem which needs to be solved by the invention.
By retrieving: the patent application No. 201811346086.8 discloses a lightning protection vehicle buffer type traction rod, which comprises a front traction beam, a rear traction beam, a compression spring, a spring connecting sleeve, a connecting pin, a split pin and a high-energy rubber buffer sleeve; the method is characterized in that: the front end of the front traction beam is provided with a strip-shaped hole sliding chute, the front end of the front traction beam is inserted into the rear traction beam and is connected through a connecting pin through a perforation, and a cotter pin penetrates through the connecting pin through the perforation and is locked, so that the front traction beam can slide in the rear traction beam and limit limiting; the compression springs are positioned in the rear traction beam, and in order to increase the buffering capacity, two standard compression springs are adopted and are connected and transited by a spring connecting sleeve; the high-energy rubber buffer sleeve is fixed on the square end face of the front traction beam through a countersunk screw, and under the emergency braking condition of the rescue lightning protection vehicle, the buffer type traction rod can absorb the huge inertia forward force of the rescue lightning protection vehicle, so that the traction rod and the vehicle traction part are protected to be connected through the front traction beam and the rear traction beam, a metal spring is arranged in the rear traction beam, and the huge inertia forward force of the rescue lightning protection vehicle is absorbed through the compression metal spring. Simultaneously, through set up the bar hole spout in the front of the draw beam, in the front draw beam front end inserted the back draw beam, link to each other through the connecting pin perforation, reuse split pin penetrates the interior locking of connecting pin trompil for preceding draw beam can slide and limit spacing in the back draw beam, when really being that rescue lightning protection car pulls forward by rescue lightning protection car, the buffering formula traction lever can directly transmit traction force, is delayed in rescue lightning protection car by rescue lightning protection car when avoiding starting to accelerate.
The technical solution of the above mentioned reference seems to solve the problem to be solved by the present invention as well. However, since the weight and the operation kinetic energy of the train with the intelligent rail to be rescued are far larger than those of the lightning protection train to be rescued, when the buffer type draw bar in the above-mentioned comparison document is applied between the rescue vehicle and the train with the intelligent rail to carry out rescue traction, the following defects exist:
1. the front traction beam is sleeved in the rear traction beam, the spring is arranged in the rear traction beam in a built-in mode, the rear traction beam is arranged in a hollow mode, the mechanical strength of the rear traction beam is weakened, and the rear traction beam cannot bear overlarge impact load. If mechanical properties with corresponding strength are to be obtained, the section size of the rear traction beam must be increased, which increases the material consumption.
2. The spring is arranged in the rear traction beam and is limited by the sectional dimension of the rear traction beam, a large-rigidity spring or a rubber body is difficult to be arranged, and the manufactured traction connecting device cannot meet the buffering requirement that the weight and the running kinetic energy are far larger than those of an intelligent rail train of a rescued mine car during emergency braking.
If the rubber body with a large diameter is arranged in the rear traction beam, a bulging space for the rubber body to expand when being pressed is also reserved between the rubber body and the inner wall of the inner hole space of the rear traction beam, which causes the rear traction beam to be larger in size.
Aiming at the defects, the technical problems to be solved by the invention are as follows: the intelligent rail train emergency braking device has the advantages that the impact load suffered instantaneously when the intelligent rail train is braked emergently is large enough, the problem that how to make a traction connecting device smaller in size and less in material consumption is solved while the starting acceleration of the dragged intelligent rail train lags behind a front rescue vehicle is solved.
Disclosure of Invention
Aiming at the problems, the technical scheme provided by the invention is as follows:
a vehicle end traction connecting device for rescue comprises a front rod piece, a rear rod piece and an elastic piece which are positioned on the same axis, and further comprises a sleeving component fixed at the front end of the rear rod piece, wherein the sleeving component comprises a sliding sleeve at the front end, a pipe hole of the sliding sleeve is a through rod hole, and the sliding sleeve is sleeved on the periphery of the rear section of the front rod piece through the through rod hole and can slide axially on the periphery of the rear section of the front rod piece; the elastic piece is sleeved on the periphery of the front rod piece in front of the sliding sleeve, the stop disc sleeved on the periphery of the front rod piece is arranged in front of the elastic piece, the elastic piece between the sliding sleeve and the stop disc is in an axial prepressing state, and the rear rod piece can further compress the elastic piece forwards through the fixedly connected sleeving assembly and the sliding sleeve thereof; the rear end of the front rod piece is provided with a stop component, when the elastic piece is in a pre-pressing state, the stop component limits the backward retreat of the sliding sleeve, and the front rod piece can rigidly transfer traction force with the rear rod piece through the sleeving component.
Furthermore, the sleeving component also comprises a fixed connection pipe at the rear end, and the front end and the rear end of the fixed connection pipe are respectively provided with a second flange and a third flange;
the rear end of the sliding sleeve is provided with a first flange; the first flange is fixedly connected with the second flange, and the third flange is fixedly connected with the front end of the rear rod piece.
Furthermore, the first flange and the second flange are fixed by oppositely clamping the first flange and the second flange through two clamping hoops with flange clamping grooves.
Further, the pipe hole of the fixing pipe is an assembly hole, and the aperture of the assembly hole is larger than that of the through rod hole.
Further, the stop component comprises a stop nut, the middle and rear parts of the rear section of the front rod piece are positioned in the assembling hole, the periphery of the rear section of the front rod piece is provided with an external thread, and the stop nut is sleeved in the middle of the rear section of the front rod piece through the external thread.
Furthermore, a gasket is arranged at the front end of the stop nut, and the stop nut is forwards abutted against the rear end of the sliding sleeve through the gasket; the rear end of the stop nut is provided with a stop pin transversely penetrating through the front rod piece, and the rear end of the stop nut is contacted with the stop pin.
Furthermore, the front end of the rear rod piece is provided with a tripod in the shape of an isosceles triangle, and the tripod is composed of a bottom beam perpendicular to the rear rod piece and isosceles beams on two sides; the vertex angle formed by the intersection of the equal waist beams at the two sides and the front end of the rear rod piece are integrally formed; and the outer sides of two bottom angles formed by the bottom beams and the isosceles beams on the two sides are respectively provided with a connecting seat, and the two connecting seats are fixedly connected with the flange III of the fixed connecting pipe through bolts.
Furthermore, the middle part of the front side of the bottom beam is provided with a conical rubber stop with the front diameter smaller than the rear diameter, a gap is reserved between the front end of the conical rubber stop and the rear end of the front rod piece, when the elastic piece is compressed close to the limit, the front end of the conical rubber stop is contacted with the rear end of the front rod piece, and along with the further propulsion of the rear rod piece relative to the front rod piece, the conical rubber stop reaches the compression limit before the elastic piece.
Further, the elastic piece is a rubber body with an axial through hole.
Furthermore, the front end of the front rod piece and the rear end of the rear rod piece are provided with vertical pin shaft holes.
Has the advantages that:
1. the traction connecting device has smaller volume and less material consumption, and needs two sets of the reference files and
compared with the traction rod pieces arranged in the row, the traction connection can be realized only by one set of traction rod pieces.
Because the elastic part is sleeved on the periphery of the front rod part and is provided with the sleeving component, the short slide is adopted
The sleeve is sleeved on the rear section of the front rod piece, so that the hollow arrangement is not needed to be made by increasing the section size of the front rod piece or the rear rod piece.
2. Impact load suffered by a stress structure associated with the traction connecting device on the intelligent rail train due to braking of the front rescue vehicle can be greatly reduced; meanwhile, the intelligent rail train and the rescue vehicle which are dragged can be synchronously started and accelerated.
When the intelligent rail train traction device is applied, only the front end of the traction connecting device needs to be installed at the rear end of the rescue vehicle, and the rear end of the traction connecting device is installed at the front end of the intelligent rail train to be towed. When the rescue vehicle brakes, the intelligent rail train pulled behind pushes the rear rod piece forwards under the action of inertia, so that the rear rod piece can further compress the elastic piece forwards through the sliding sleeve pipe of the fixedly connected sleeve assembly, and the elastic piece can absorb a large amount of running kinetic energy of the intelligent rail train caused by running, thereby greatly reducing the impact load of a stress structure associated with the traction connecting device on the intelligent rail train caused by braking. When the rescue vehicle starts with higher speed, because the stop part can restrict the sliding sleeve pipe from moving backwards, the front rod piece can rigidly transmit traction force with the rear rod piece through the sleeve joint assembly, so that the dragged intelligent rail train can be started with higher speed synchronously with the rescue vehicle.
Drawings
FIG. 1 is a schematic top view of the hitch coupler;
FIG. 2 is a sectional (partial) view taken along line A of FIG. 1;
FIG. 3 is a schematic view of the bushing assembly of FIG. 2;
fig. 4 is a partial schematic view of fig. 2.
In the figure: 1. a front bar member; 2. a rear bar member; 3. a socket component; 31. sliding the sleeve; 311. a through rod hole; 312. a first flange; 313. a platen; 32. fixing the connecting pipe; 321. an assembly hole; 322. a second flange; 323. a third flange; 33. clamping a hoop; 4. an elastic member; 5. a stop disc; 6. a stop nut; 7. a gasket; 8. a stop pin; 9. a tripod; 91. a bottom beam; 92. the two sides are equal waist beams; 93. a connecting seat; 10. a conical rubber stop; 11. the pin shaft hole.
Detailed Description
The invention is further described with reference to the accompanying drawings in which:
as shown in fig. 1-4, a rescue vehicle end traction connecting device comprises a front rod member 1, a rear rod member 2, an elastic member 4 and a sleeve component 3 fixed at the front end of the rear rod member 2.
The sleeve component 3 comprises a sliding sleeve 31 at the front end, the tube hole of the sliding sleeve 31 is a through rod hole 311, and the sliding sleeve 31 is sleeved on the rear section periphery of the front rod member 1 through the through rod hole 311 and can slide axially on the rear section periphery of the front rod member 1. Preferably, the method comprises the following steps: the middle section and the rear section of the front rod piece 1 are cylinders, and the sliding sleeve 31 is a circular tube. The aperture of the through rod hole 311 is slightly larger than the diameter of the rear section of the front rod member 1, so that the front rod member 1 is prevented from shaking in the through rod hole 311 on the premise that the sliding sleeve 31 can slide on the periphery of the rear section of the front rod member 1.
The elastic piece 4 is sleeved on the periphery of the front rod piece 1 in front of the sliding sleeve 31. In front of the elastic element 4, there is a stop disc 5 sleeved on the periphery of the front rod element 1 for preventing the elastic element 4 from sliding forwards.
The elastic element 4 located between the sliding sleeve 31 and the stop disk 5 is in an axially preloaded state. That is, the completely assembled traction coupling is pressed forward by the sliding sleeve 31 with a set pressure or compression stroke against the elastic member 4 to ensure a compact integrity of the entire traction coupling.
A stop part is arranged at the rear end of the front rod piece 1, and when the elastic piece 4 is in a pre-pressing state, the stop part limits the backward retreat of the sliding sleeve 31.
When the intelligent rail train traction device is used, the front end of the traction connecting device is installed at the rear end of the rescue vehicle, and the rear end of the traction connecting device is installed at the front end of the intelligent rail train to be towed. When the rescue vehicle brakes, the intelligent rail train pulled behind pushes the rear rod piece 2 forwards under the action of inertia, so that the rear rod piece 2 can further compress the elastic piece 4 forwards through the fixedly connected sleeve component 3 and the sliding sleeve 31 thereof, and the elastic piece 4 can absorb a large amount of running kinetic energy of the intelligent rail train caused by driving, thereby greatly reducing the impact load suffered by a stress structure associated with the traction connecting device on the intelligent rail train caused by braking. When the rescue vehicle is started and accelerated, the sliding sleeve 31 can be limited to retreat backwards by the stop component, and the front rod piece 1 can rigidly transmit traction force with the rear rod piece 2 through the sleeve component 3, so that the dragged intelligent rail train can be started and accelerated synchronously with the rescue vehicle.
Because elastic component 4 is the periphery of cover member 1 in the front to and set up and cup joint subassembly 3, adopt the back end of short sliding sleeve pipe 31 cover member 1 in the front, like this, just need not increase the cross-sectional dimension of member 1 or back member 2 before, thereby make draw connecting device volume littleer, the consumptive material still less, only need a set of device just can realize drawing the connection moreover.
The sleeve component 3 further comprises a fixed connection pipe 32 at the rear end, and the front end and the rear end of the fixed connection pipe 32 are respectively provided with a second flange 322 and a third flange 323; the rear end of the sliding sleeve 31 is provided with a first flange 312; the first flange 312 is fixedly connected with the second flange 322, and the third flange 323 is fixedly connected with the front end of the rear rod member 2.
The first flange 312 and the second flange 322 are fixed by two clamps 33 with flange clamping grooves, and the first flange 312 and the second flange 322 are clamped together in an opposite direction.
The pipe hole of the fixing pipe 32 is a fitting hole 321, the aperture of the fitting hole 321 is larger than that of the through rod hole 311, and the rear end of the front rod and the stop part arranged on the rear end of the front rod are located in the fitting hole 321.
The stop component comprises a stop nut 6, the middle and rear parts of the rear section of the front rod piece 1 are positioned in the assembling hole 321, the periphery of the rear section of the front rod piece is provided with an external thread, and the stop nut 6 is sleeved in the middle of the rear section of the front rod piece 1 through the external thread.
The front end of the stop nut 6 is provided with a gasket 7, and the stop nut 6 is propped against the rear end of the sliding sleeve 31 forwards through the gasket 7; the rear end of the stop nut 6 is provided with a stop pin 8 transversely penetrating through the front rod piece 1, and the rear end of the stop nut 6 is in contact with the stop pin 8 to prevent the stop nut 6 from withdrawing backwards and provide stop assistance for the stop nut 6.
The front end of the rear rod piece 2 is provided with a tripod 9 in the shape of an isosceles triangle, and the tripod 9 consists of a bottom beam 91 perpendicular to the rear rod piece 2 and equal waist beams 92 at two sides; the vertex angle formed by the intersection of the equal-waist beams 92 at the two sides is integrally connected with the front end of the rear rod piece 2; and the outer sides of two bottom corners formed by the bottom beam 91 and the equal-waist beams 92 on the two sides are respectively provided with a connecting seat 93, the connecting seats 93 and the flange III 323 are respectively provided with bolt holes, and the two connecting seats 93 are fixedly connected with the flange III 323 of the fixed connection pipe 32 through bolts.
The middle part of the front side of the bottom beam 91 is provided with a conical rubber stop 10 with the front diameter smaller than the rear diameter, a gap is arranged between the front end of the conical rubber stop 10 and the rear end of the front rod piece 1, when the elastic piece 4 is close to the limit compression, the front end of the conical rubber stop 10 is contacted with the rear end of the front rod piece 1, and the conical rubber stop 10 reaches the compression limit before the elastic piece 4 is further pushed along with the rear rod piece 2 relative to the front rod piece. The compression of the tapered rubber stopper 10 is a non-linear stiffening stopper. When the tapered rubber stopper 10 reaches the compression limit, the rear rod member 2 cannot be further pushed forward relative to the front rod member 1.
The elastic member 4 is a rubber body having an axial through hole. For better pressing of the spring 4, a pressure plate 313 similar to a flange is provided at the front end of the sliding sleeve 31.
The rubber body can buffer impact load, can convert part of impact load kinetic energy into heat energy to be released, and plays a role in longitudinal vibration reduction.
The front end of the front rod piece 1 and the rear end of the rear rod piece 2 are provided with vertical pin shaft holes 11. Convenient front rescue vehicle and
the rear intelligent rail train forms a horizontal included angle on the curve.
The above-described embodiments are intended to illustrate the invention more clearly and should not be construed as limiting the scope of the invention covered thereby, any modification of the equivalent should be considered as falling within the scope of the invention covered thereby.
Claims (10)
1. The utility model provides a rescue is with car end traction connecting device, includes preceding member (1), back member (2) that are in the same axis, elastic component (4), its characterized in that: the telescopic rod is characterized by further comprising a sleeving component (3) fixed at the front end of the rear rod piece (2), wherein the sleeving component (3) comprises a sliding sleeve (31) at the front end, a tube hole of the sliding sleeve (31) is a through rod hole (311), the sliding sleeve (31) is sleeved on the periphery of the rear section of the front rod piece (1) through the through rod hole (311) and can axially slide on the periphery of the rear section of the front rod piece (1); the elastic piece (4) is sleeved on the periphery of the front rod piece (1) in front of the sliding sleeve (31), the stop disc (5) sleeved on the periphery of the front rod piece (1) is arranged in front of the elastic piece (4), the elastic piece (4) positioned between the sliding sleeve (31) and the stop disc (5) is in an axial pre-pressing state, and the rear rod piece (2) can further compress the elastic piece (4) forwards through the fixedly connected sleeving component (3) and the sliding sleeve (31) thereof; the rear end of the front rod piece (1) is provided with a stop part, when the elastic piece (4) is in a pre-pressing state, the stop part limits the sliding sleeve (31) to retreat backwards, and the front rod piece (1) can rigidly transfer traction force with the rear rod piece (2) through the sleeving assembly (3).
2. The rescue vehicle-end traction connection device according to claim 1, characterized in that: the sleeving component (3) further comprises a fixed connecting pipe (32) at the rear end, and the front end and the rear end of the fixed connecting pipe (32) are respectively provided with a second flange (322) and a third flange (323); the rear end of the sliding sleeve (31) is provided with a first flange (312); the first flange (312) is fixedly connected with the second flange (322), and the third flange (323) is fixedly connected with the front end of the rear rod piece (2).
3. The rescue vehicle-end traction connection device according to claim 2, characterized in that: the first flange (312) and the second flange (322) are fixed by matching two clamping bands (33) with flange clamping grooves and oppositely clamping the first flange (312) and the second flange (322).
4. The rescue vehicle-end traction connection device as claimed in claim 2, wherein: the pipe hole of the fixing pipe (32) is an assembly hole (321), and the aperture of the assembly hole (321) is larger than that of the through rod hole (311).
5. The rescue vehicle-end traction connection device according to claim 4, characterized in that: the stop component comprises a stop nut (6), the middle and rear parts of the rear section of the front rod piece (1) are positioned in the assembling hole (321), the periphery of the rear section of the front rod piece is provided with an external thread, and the stop nut (6) is sleeved in the middle of the rear section of the front rod piece (1) through the external thread.
6. The rescue vehicle-end traction connection device as claimed in claim 5, wherein: a gasket (7) is arranged at the front end of the stop nut (6), and the stop nut (6) is forwards abutted against the rear end of the sliding sleeve (31) through the gasket (7); the rear end of the stop nut (6) is provided with a stop pin (8) transversely penetrating through the front rod piece (1), and the rear end of the stop nut (6) is in contact with the stop pin (8).
7. The rescue vehicle-end traction connection device according to claim 4, characterized in that: the front end of the rear rod piece (2) is provided with a tripod (9) in an isosceles triangle shape, and the tripod (9) is composed of a bottom beam (91) perpendicular to the rear rod piece (2) and equal waist beams (92) at two sides; the top angle formed by the intersection of the equal waist beams (92) at the two sides and the front end of the rear rod piece (2) are integrally formed; and the outer sides of two bottom corners formed by the bottom beam (91) and the equal-waist beams (92) on the two sides in an intersecting manner are respectively provided with a connecting seat (93), and the two connecting seats (93) are fixedly connected with a flange III (323) of the fixed connecting pipe (32) through bolts.
8. The rescue vehicle-end traction connection device as claimed in claim 7, wherein: the middle part of the front side of the bottom beam (91) is provided with a conical rubber stop (10) of which the front diameter is smaller than the rear diameter, a gap is reserved between the front end of the conical rubber stop (10) and the rear end of the front rod piece (1), when the elastic piece (4) is compressed close to the limit, the front end of the conical rubber stop (10) is contacted with the rear end of the front rod piece (1), and the conical rubber stop (10) reaches the compression limit before the elastic piece (4) is pushed further along with the rear rod piece (2) relative to the front rod piece.
9. The rescue vehicle end traction connection device according to any one of claims 1 to 8, wherein: the elastic piece (4) is a rubber body with an axial through hole.
10. The rescue vehicle end traction connection device according to any one of claims 1 to 8, wherein: the front end of the front rod piece (1) and the rear end of the rear rod piece (2) are provided with vertical pin shaft holes (11).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111098463.2A CN113911161B (en) | 2021-09-18 | 2021-09-18 | Vehicle-end traction connecting device for rescue |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111098463.2A CN113911161B (en) | 2021-09-18 | 2021-09-18 | Vehicle-end traction connecting device for rescue |
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| Publication Number | Publication Date |
|---|---|
| CN113911161A CN113911161A (en) | 2022-01-11 |
| CN113911161B true CN113911161B (en) | 2022-09-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111098463.2A Active CN113911161B (en) | 2021-09-18 | 2021-09-18 | Vehicle-end traction connecting device for rescue |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB326218A (en) * | 1928-09-07 | 1930-03-07 | Otho Cromwell Duryea | Improvements in railway car construction |
| US3144101A (en) * | 1960-03-09 | 1964-08-11 | Le Rapide Sarl | Inertia trailer brake actuator |
| EP1086870A2 (en) * | 1999-09-17 | 2001-03-28 | DWA Deutsche Waggonbau GmbH | Traction-compression device for a drawbar |
| CN101985302A (en) * | 2010-10-14 | 2011-03-16 | 南车戚墅堰机车车辆工艺研究所有限公司 | Central buffering connector |
| CN106740966A (en) * | 2016-12-15 | 2017-05-31 | 中车山东机车车辆有限公司 | A kind of vehicle buffer connecting rods and its application |
| CN207579876U (en) * | 2014-12-26 | 2018-07-06 | 中车戚墅堰机车车辆工艺研究所有限公司 | Rail vehicle buffer unit and buffer system |
| CN111452823A (en) * | 2020-05-28 | 2020-07-28 | 常州大千科技股份有限公司 | Novel car coupler buffer mechanism |
-
2021
- 2021-09-18 CN CN202111098463.2A patent/CN113911161B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB326218A (en) * | 1928-09-07 | 1930-03-07 | Otho Cromwell Duryea | Improvements in railway car construction |
| US3144101A (en) * | 1960-03-09 | 1964-08-11 | Le Rapide Sarl | Inertia trailer brake actuator |
| EP1086870A2 (en) * | 1999-09-17 | 2001-03-28 | DWA Deutsche Waggonbau GmbH | Traction-compression device for a drawbar |
| CN101985302A (en) * | 2010-10-14 | 2011-03-16 | 南车戚墅堰机车车辆工艺研究所有限公司 | Central buffering connector |
| CN207579876U (en) * | 2014-12-26 | 2018-07-06 | 中车戚墅堰机车车辆工艺研究所有限公司 | Rail vehicle buffer unit and buffer system |
| CN106740966A (en) * | 2016-12-15 | 2017-05-31 | 中车山东机车车辆有限公司 | A kind of vehicle buffer connecting rods and its application |
| CN111452823A (en) * | 2020-05-28 | 2020-07-28 | 常州大千科技股份有限公司 | Novel car coupler buffer mechanism |
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| Publication number | Publication date |
|---|---|
| CN113911161A (en) | 2022-01-11 |
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