CN214728814U - Coupler and railway wagon with same - Google Patents

Abstract

The utility model provides a coupling and have its railway freight car, include: a coupler body; the car lock is arranged in the car coupler body and is provided with a locking position and an unlocking position; the lock holder is pivotally arranged on the coupler body; the lock safety rod is pivotally arranged on the vehicle lock and is provided with a first rod section in butt fit with the lock support and a second rod section in butt fit with the vehicle lock, the lock support is in butt fit with the first rod section under the condition that the lock support is subjected to external force, and the second rod section is in butt fit with the vehicle lock so that the vehicle lock is located at a locking position; and the stop block is pivotally arranged on the first rod section and provided with a recovery position and a stop position, when the stop block is positioned at the recovery position, the stop block is not in contact with the coupler body, and when the stop block is positioned at the stop position, the stop block is abutted against the top wall of the coupler body. The technical scheme of the utility model can effectively solve the problem that the CA-3 type car hook in the correlation technique is easy to unhook when being used with the tipper.

Description

Coupler and railway wagon with same

Technical Field

The utility model relates to a railway transportation field particularly, relates to a coupling and have its railway freight car.

Background

Currently, railway freight cars typically use CA-3 type couplers. The CA-3 type coupler generally includes a coupler body having a coupler cavity therein and a lock disposed in a bottom wall of the coupler body. The car lock is of an eccentric structure with large mass, and can be stably placed in a car coupler cavity of the car coupler body by means of self gravity. The car lock is provided with a locking position and an unlocking position, wherein part of the locking position extends out of the car coupler cavity, and the unlocking position is completely positioned in the car coupler cavity.

In the related art, the railway freight car generally needs to be unloaded by a tippler when unloading. The tipper is a large-scale upset machinery, and rail wagon can go on the tipper, carries out 180 upsets through the tipper to unload the goods in the rail wagon carriage, because of this kind of discharge mode is efficient, the present application is extensive. However, when a railway wagon adopting the CA-3 type coupler is turned over, the lock is of an eccentric structure with large mass, the lock can fall back into the cavity of the coupler under the action of gravity, and the transmission structure in the cavity of the coupler can deviate from the existing position under the action of gravity to unlock the coupler, so that two connected carriages are unhooked, and the carriages are easy to fall off the tipper.

SUMMERY OF THE UTILITY MODEL

The utility model mainly aims to provide a coupler and have its rail wagon to solve the problem that CA-3 type coupler cooperation tipper among the prior art is easy to be unhook when using.

In order to achieve the above object, according to an aspect of the present invention, there is provided a coupler, including: the coupler comprises a coupler body, wherein a coupler cavity is formed in the coupler body; the car lock is arranged in the car coupler body and is provided with a locking position partially extending out of the car coupler cavity and an unlocking position fully positioned in the car coupler cavity; the lock holder is pivotally arranged on the coupler body; the lock safety rod is pivotally arranged on the vehicle lock and is provided with a first rod section in butt fit with the lock support and a second rod section in butt fit with the vehicle lock, the lock support is in butt fit with the first rod section under the condition that the lock support is subjected to external force, and the second rod section is in butt fit with the vehicle lock so that the vehicle lock is located at a locking position; and the stop block is pivotally arranged on the first rod section and provided with a recovery position and a stop position, when the stop block is positioned at the recovery position, the stop block is not in contact with the coupler body, and when the stop block is positioned at the stop position, the stop block is abutted against the top wall of the coupler body.

Further, the stop block is of an eccentric structure and can move between the recovery position and the stop position under the action of self gravity.

Further, the stop block comprises a connecting section connected with the first rod section and a counterweight section arranged at an angle with the connecting section, and the mass of the counterweight section is greater than that of the connecting section.

Furthermore, be provided with the limit structure of spacing stop block on the lock bumper, limit structure includes first spacing face and the spacing face of second, and when the stop block and first spacing face butt, the stop block is located the recovery position, and when the stop block and the spacing face butt of second, the stop block is located the backstop position.

Furthermore, the limiting structure comprises a first limiting protrusion arranged on the side wall of the lock bumper, the first limiting surface is located on the first limiting protrusion, and the first limiting surface supports the stop block under the condition that the stop block is located at the recovery position.

Furthermore, the limiting structure comprises a second limiting protrusion arranged on the side wall of the lock safety lever, the pivot shaft of the stop block is positioned between the first limiting protrusion and the second limiting protrusion, and a second limiting surface is formed on the surface, close to the stop block, of the second limiting protrusion.

Further, the distance from the second limiting surface to the center point of the pivot shaft of the stop block is larger than the distance from the end surface, close to the second limiting surface, of the stop block to the center point of the pivot shaft of the stop block.

Further, when the stop block is in the recovery position, the highest point of the stop block is lower than the highest point of the lock safety lever; or when the stop block is located at the recovery position, the highest point of the stop block is equal to or higher than the highest point of the lock safety lever, and the distance between the highest point of the stop block and the highest point of the lock safety lever is between 0mm and 12 mm.

Further, when the stopper is located at the recovery position, the lowest point of the stopper is higher than the lower surface of the lock safety lever; alternatively, the lowest point of the stopper is lower than or flush with the lower surface of the lock safety lever when the stopper is in the recovery position, and the vertical distance between the lowest point of the stopper and the lower surface of the lock safety lever is between 0mm and 15 mm.

According to the utility model discloses an on the other hand provides a railway freight car, include: a carriage; and the coupler is arranged on the carriage and is the coupler.

Use the technical scheme of the utility model, this internal coupler chamber that has of coupling, the lock sets up in the coupling originally internally. After the coupler is turned through, the bottom of the lock has a tendency to rotate toward the coupler cavity, and because the lock bumper is disposed on the lock, the lock can drive the lock bumper together toward the coupler cavity. However, the first rod section of the locking safety rod is provided with the stop block, after the coupler is turned 180 degrees, the stop block can move to the stop position from the recovery position, the stop block can be clamped between the locking safety rod and the top wall of the coupler body, the top wall of the coupler body can support the stop block to stop the locking safety rod, the locking safety rod transmits the stop force of the stop block to the lock, and therefore the lock is prevented from moving to the coupler cavity, and the lock is stable at the locking position. The structure is slightly modified on the basis of the original safety lever, so that a new assembly consisting of the lock safety lever and the stop block can be installed in the existing CA-3 type coupler, the low-cost modification of the coupler is realized, and the problem that the existing CA-3 type coupler is easy to unhook when being overturned for unloading is solved.

Drawings

The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a schematic longitudinal cross-sectional view of a prior art coupler with the lock in a locked position;

FIG. 2 is a schematic longitudinal cross-sectional view of a prior art coupler with the lock in an unlocked position;

fig. 3 shows a schematic longitudinal section of an exemplary embodiment of a coupler according to the invention; wherein FIG. 3 shows the lock in the locked position and the stop block in the retracted position;

FIG. 4 is a schematic longitudinal cross-sectional view of the coupler of FIG. 3 after being turned 180; wherein FIG. 4 shows the lock in the locked position and the stop block in the stop position;

FIG. 5 illustrates a front view of the lock safety lever and the stop block of the coupler of FIG. 3 with the stop block in a retracted position; and

fig. 6 shows a front view of the lock bumper and the stop of the coupler of fig. 3, with the stop in an unlocked position.

Wherein the figures include the following reference numerals:

1. a coupler cavity; 10. a coupler body; 20. a vehicle lock; 30. a lock holder; 40. a lock bumper; 41. a first pole segment; 42. a second pole segment; 50. a stopper block; 51. a connecting section; 52. a counterweight segment; 60. a limiting structure; 61. a first limit protrusion; 611. a first limiting surface; 62. a second limit bulge; 621. a second limiting surface; 80. locking and lifting pins; 90. and (6) locking and lifting.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The current CA-3 type automatic coupler has three action forms of a free state, a coupling state and a to-be-decomposed state.

In the free state, the lock 20 and the lock holder 30 of the coupler freely extend out of the coupler cavity 1 of the coupler body 10, and the rear end of the lock bumper is not blocked by the rear end of the lock holder. The lock 20 is now pushed into the coupler cavity 1 and the lock 20 is free to return to its extended state out of the coupler cavity 1.

In a coupled state, as shown in fig. 1, the lock 20 extends out of the coupler cavity 1 of the coupler body 10, and the lock holder 30 enters the coupler cavity 1 under compression of the opposite lock; and the rear end of the lock bracket 30 blocks the rear end of the lock bumper, the lock 20 cannot be compressed into the coupler cavity 1.

The coupler can be disassembled as long as one of the two coupled couplers is in a state to be disassembled. Specifically, as shown in fig. 2, the unlocking process of the coupler is as follows: rotating the lock lifting pin 80, wherein the lock lifting pin 80 drives the lock lifting pin 90 to rotate; the lock handle 90 will kick the lock safety lever after rotation until the rear end of the lock safety lever is not blocked by the rear end of the lock bracket 30. At this time, the lock 20 can freely extend out of the coupler cavity 1, but the lock holder 30 is limited by the lock of the opposite coupler and cannot freely move. The lock lifting pin 80 and the lock lifting handle 90 are continuously rotated, the lock lifting handle 90 contacts with the anti-falling angle of the lock holder 30, the lock safety lever is driven to continuously rotate after the lock holder 30 is lifted and bypasses the anti-falling angle of the lock holder 30, and when the lock safety lever rotates a certain angle (about 19 degrees), the lock lifting handle 90 contacts with the vehicle lock 20; further turning of the lock handle 90 pushes the lock 20 back into the coupler cavity 1, which may open the coupler. When the lock lifting pin is loosened, the lock safety rod and the lock lifting rod can automatically fall back by means of gravity, and the lock can be prevented from returning to a locking position by means of the anti-falling angle contact of the lock lifting rod and the lock support.

When a railway wagon assembled with a CA-3 type is matched with a tippler to unload, a lock holder and a lock safety rod in the coupler deviate from the existing positions under the action of gravity. The car lock is further provided with an avoiding hole avoiding the lock lifting pin, when the car coupler is turned, the hole wall of the avoiding hole of the car lock is in contact with the lock lifting pin, the lock lifting pin forms a fulcrum supporting the car lock to be suspended, and after the car lock 20 is turned, the bottom of the car lock 20 rotates towards the car coupler cavity 1, so that the whole car lock 20 returns to the unlocking position in the car coupler cavity 1. The application aims at improving the original CA-3 type coupler so as to solve the problem that the CA-3 type coupler in the prior art is easy to unhook after being turned over.

As shown in fig. 3 and 4, the coupler of the present application includes: coupler body 10, lock 20, lock bracket 30, lock safety lever 40, and stop 50. The coupler body 10 is internally provided with a coupler cavity 1; the lock 20 is arranged in the coupler body 10, and the lock 20 has a locking position partially extending out of the coupler cavity 1 and an unlocking position fully located in the coupler cavity 1; the lock holder 30 is pivotally arranged on the coupler body 10; the lock safety lever 40 is pivotally arranged on the vehicle lock 20, the lock safety lever 40 is provided with a first lever section 41 which is in butt fit with the lock holder 30 and a second lever section 42 which is in butt fit with the vehicle lock 20, under the condition that the lock holder 30 is subjected to external force, the lock holder 30 is in butt fit with the first lever section 41, and the second lever section 42 is in butt fit with the vehicle lock 20 so that the vehicle lock 20 is located at a locking position; the stopper 50 is pivotally disposed on the first rod section 41, and the stopper 50 has a retracted position and a stopping position, wherein when the stopper 50 is located at the retracted position, the stopper 50 is not in contact with the coupler body 10, and when the stopper 50 is located at the stopping position, the stopper 50 abuts against the top wall of the coupler body 10.

By applying the technical scheme of the embodiment, the coupler body 10 is provided with the coupler cavity 1, and the lock 20 is arranged in the coupler body 10. After the coupler has been turned 180 deg., the lock 20 has a tendency to turn towards the coupler cavity 1, and since the lock safety lever 40 is arranged on the lock 20, the lock 20 can bring the lock safety lever 40 together towards the coupler cavity 1. However, since the stop block 50 is disposed on the first rod section 41 of the lock safety lever 40, after the coupler is turned 180 °, the stop block 50 can move from the recovery position to the stop position, at this time, the stop block 50 will be caught between the lock safety lever 40 and the top wall of the coupler body 10, the top wall of the coupler body 10 can support the stop block 50 to stop the lock safety lever 40, and the lock safety lever 40 transmits the stop force of the stop block 50 to the lock 20, so that the lock 20 is prevented from moving into the coupler cavity 1, and the lock 20 is stabilized at the locking position. The structure is slightly modified on the basis of the original lock safety rod, so that a new assembly consisting of the lock safety rod 40 and the stop block 50 can be installed in the existing CA-3 type coupler, the low-cost modification of the coupler is realized, and the problem that the existing CA-3 type coupler is easy to unhook when being overturned for unloading is solved.

It should be noted that the "locking position" mentioned above refers to a position where the lock 20 is located to ensure that the coupler is in a locked state. I.e., lock 20 is in the locked position prior to uncoupling of the coupler. In practice, even if the stop 50 is provided, it is possible that the lock 20 will move a small distance into the coupler cavity 1 after the coupler has been turned 180 °, but this distance does not allow the lock to be disengaged and the coupler will remain locked.

As shown in fig. 3 to 6, in the present embodiment, the stopper 50 has an eccentric structure, and the stopper 50 can move between the recovery position and the stop position under the action of its own weight. In the structure, when the coupler is not turned over, the stop block 50 can move to the recovery position under the action of self gravity, and at the moment, the stop block 50 is far away from the top wall of the coupler body 10, so that the locking and unlocking of the coupler cannot be influenced. When the coupler is turned 180 degrees, the stop block 50 can move to the stop position under the action of self gravity, and at the moment, the stop block 50 is clamped between the lock safety lever 40 and the top wall of the coupler body 10 to stop the movement of the lock 20. In this way, the stop block 50 can automatically move between the recovery position and the stop position, so that the stop block 50 is prevented from being manually adjusted by a user before the coupler is turned over, and the loading and unloading efficiency of the railway wagon is improved.

As shown in fig. 3 to 6, in the present embodiment, the stopper 50 includes a connecting section 51 connected to the first rod section 41 and a weight section 52 disposed at an angle to the connecting section 51, and the weight section 52 has a mass greater than that of the connecting section 51. In the above structure, the connecting section 51 and the weight section 52 are at an angle with each other, and the weight section 52 has a large mass and receives a large gravity, so that the connecting section 51 can be pulled to move, and the stop block 50 can be flexibly switched between the recovery position and the stop position.

As shown in fig. 3 to 6, in the present embodiment, the lock safety lever 40 is provided with a position limiting structure 60 for limiting the position of the stop block 50, and the position limiting structure 60 includes a first position limiting surface 611 and a second position limiting surface 621, when the stop block 50 abuts against the first position limiting surface 611, the stop block 50 is located at the recovery position, and when the stop block 50 abuts against the second position limiting surface 621, the stop block 50 is located at the stop position. In the above structure, on one hand, the limiting structure 60 can limit the moving range of the stop block 50, so as to prevent the stop block 50 from interfering with other structures in the coupler cavity 1, and thus the coupler cannot be normally locked or unlocked. On the other hand, the limit structure can accurately move the stopper 50 to the recovery position and the stop position, so that the stopper 50 has a better stop effect on the lock 20.

As shown in fig. 3 to 6, in the present embodiment, the position limiting structure 60 includes a first position limiting protrusion 61 provided on a side wall of the lock safety lever 40, the first position limiting surface 611 is located on the first position limiting protrusion 61, and the first position limiting surface 611 supports the stopper 50 in a state where the stopper 50 is located at the withdrawing position. In the above structure, the first limiting protrusion 61 has a simple structure and is convenient to process. When the coupler is not turned over, the stop block 50 can be lapped on the first limiting protrusion 61 under the action of self gravity, and at the moment, the stop block 50 is far away from the top wall of the coupler body 10, so that the locking and unlocking of the coupler cannot be influenced.

As shown in fig. 3 to 6, in the present embodiment, the position-limiting structure 60 includes a second position-limiting protrusion 62 disposed on a side wall of the lock safety lever 40, the pivot axis of the stop block 50 is located between the first position-limiting protrusion 61 and the second position-limiting protrusion 62, and a surface of the second position-limiting protrusion 62 adjacent to the stop block 50 forms a second position-limiting surface 621. In the above structure, the second limit protrusion 62 has a simple structure and is convenient to process. After the coupler is turned by 180 degrees, the stop block 50 can fall off under the action of self gravity, and at the moment, the second limiting surface 621 can stop the stop block 50, so that the stop block 50 is clamped between the lock safety lever 40 and the top wall of the coupler body 10, and the stop block 50 is prevented from rotating over the position to influence the stop effect on the car lock 20.

As shown in fig. 3 to 6, in the present embodiment, the distance from the second limiting surface 621 to the center point of the pivot axis of the stopper 50 is greater than the distance from the end surface of the stopper 50 close to the second limiting surface 621 to the center point of the pivot axis of the stopper 50. In actual production, after long-term research, the inventor finds that in order to improve the stopping effect of the stop block 50 on the vehicle lock 20, the axis of the connecting section 51 of the stop block 50 may form a certain included angle with the vertical direction. This enables the stop block 50 to form a support for the lock safety lever 40, thereby further increasing the stopping effect of the stop block 50. In this embodiment, a certain distance is provided between the end surface of the stop block 50 close to the second limiting surface 621 and the second limiting surface 621, and since the stop block 50 is an eccentric structure, when the stop block 50 is stopped by the second limiting surface 621, an included angle formed between the axis of the connecting section 51 and the vertical direction can meet the requirement of supporting the lock safety lever 40. Preferably, the axis of the connecting section 51 is angled between 5 ° and 15 ° from the vertical.

As shown in fig. 3 and 4, in the present embodiment, when the stopper 50 is located at the withdrawing position, the highest point of the stopper 50 is equal to or higher than the highest point of the lock safety lever 40, and the distance between the highest point of the stopper 50 and the highest point of the lock safety lever 40 is between 0mm and 12 mm. The above structure prevents the stop block 50 from interfering with other structures in the coupler cavity 1, thereby enabling the coupler to be normally locked and unlocked.

Preferably, the highest point of the stopper 50 is lower than the highest point of the lock safety lever 40 when the stopper 50 is located at the recovery position.

As shown in fig. 3 and 4, in the present embodiment, when the stopper 50 is located at the withdrawing position, the lowest point of the stopper 50 is lower than the lower surface of the lock safety lever 40 or flush with the lower surface of the lock safety lever 40, and the vertical distance between the lowest point of the stopper 50 and the lower surface of the lock safety lever 40 is between 0mm and 15 mm. The above structure prevents the stop block 50 from interfering with other structures in the coupler cavity 1, thereby enabling the coupler to be normally locked and unlocked.

Preferably, the lowest point of the stopper 50 is higher than the lower surface of the lock safety lever 40 when the stopper 50 is located at the recovery position.

The application further provides a railway wagon, and the embodiment of the railway wagon comprises a carriage and a coupler. The car coupler is arranged on the carriage and is the car coupler. The coupler has the advantage that the coupler is not easy to unhook after being turned over, so the railway wagon with the coupler also has the advantages.

It should be noted that the coupler of the present application can also be applied to other freight devices that need to be turned over, and is not limited to railway wagons.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A coupler, comprising:

the coupler comprises a coupler body (10), wherein a coupler cavity (1) is arranged in the coupler body (10);

the car lock (20) is arranged in the coupler body (10), and the car lock (20) is provided with a locking position partially extending out of the coupler cavity (1) and an unlocking position fully located in the coupler cavity (1);

the lock holder (30) is pivotally arranged on the coupler body (10);

the lock safety lever (40) is pivotally arranged on the vehicle lock (20), the lock safety lever (40) is provided with a first lever section (41) which is in butt fit with the lock support (30) and a second lever section (42) which is in butt fit with the vehicle lock (20), under the condition that the lock support (30) is subjected to external force, the lock support (30) is in butt fit with the first lever section (41), and the second lever section (42) is in butt fit with the vehicle lock (20) so that the vehicle lock (20) is located at the locking position;

the stop block (50) is pivotally arranged on the first rod section (41), the stop block (50) is provided with a recovery position and a stop position, when the stop block (50) is located at the recovery position, the stop block (50) is not in contact with the coupler body (10), and when the stop block (50) is located at the stop position, the stop block (50) is abutted to the top wall of the coupler body (10).

2. Coupler according to claim 1, characterized in that the stop block (50) is an eccentric structure, the stop block (50) being movable between the retracted position and the stop position under the effect of its own weight.

3. Coupler according to claim 2, characterized in that the stop block (50) comprises a connecting section (51) connected to the first rod section (41) and a weight section (52) arranged at an angle to the connecting section (51), the weight section (52) having a greater mass than the connecting section (51).

4. Coupler according to claim 1, characterized in that a limiting structure (60) is arranged on the lock bumper (40) for limiting the stop block (50), the limiting structure (60) comprises a first limiting surface (611) and a second limiting surface (621), when the stop block (50) abuts against the first limiting surface (611), the stop block (50) is located at the recovery position, and when the stop block (50) abuts against the second limiting surface (621), the stop block (50) is located at the stop position.

5. Coupler according to claim 4, characterized in that the stop structure (60) comprises a first stop projection (61) arranged on a side wall of the lock safety lever (40), the first stop surface (611) being located on the first stop projection (61), the first stop surface (611) supporting the stop block (50) with the stop block (50) in the retracted position.

6. Coupler according to claim 5, characterized in that the limit structure (60) comprises a second limit projection (62) arranged on a side wall of the lock safety lever (40), the pivot axis of the stop block (50) is located between the first limit projection (61) and the second limit projection (62), and the surface of the second limit projection (62) close to the stop block (50) forms the second limit surface (621).

7. Coupler according to claim 6, characterized in that the stop block (50) is an eccentric structure, and the distance from the second limiting surface (621) to the center point of the pivot axis of the stop block (50) is greater than the distance from the end surface of the stop block (50) close to the second limiting surface (621) to the center point of the pivot axis of the stop block (50).

8. The coupler according to claim 1, wherein when the stop block (50) is in the retracted position, the highest point of the stop block (50) is lower than the highest point of the lock safety lever (40); or, when the stopper (50) is located at the recovery position, the highest point of the stopper (50) is equal to or higher than the highest point of the lock safety lever (40), and the distance between the highest point of the stopper (50) and the highest point of the lock safety lever (40) is between 0mm and 12 mm.

9. Coupler according to claim 1, characterized in that the lowest point of the stop block (50) is higher than the lower surface of the lock safety lever (40) when the stop block (50) is in the retracted position; or when the stopping block (50) is located at the recovery position, the lowest point of the stopping block (50) is lower than the lower surface of the lock safety lever (40) or is flush with the lower surface of the lock safety lever (40), and the vertical distance between the lowest point of the stopping block (50) and the lower surface of the lock safety lever (40) is between 0mm and 15 mm.

10. A railway wagon, comprising:

a carriage;

a coupler provided in the car, characterized in that the coupler is the coupler according to any one of claims 1 to 9.

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