WO2015058634A1 - 一种铁路货车车钩缓冲器 - Google Patents

一种铁路货车车钩缓冲器 Download PDF

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Publication number
WO2015058634A1
WO2015058634A1 PCT/CN2014/088547 CN2014088547W WO2015058634A1 WO 2015058634 A1 WO2015058634 A1 WO 2015058634A1 CN 2014088547 W CN2014088547 W CN 2014088547W WO 2015058634 A1 WO2015058634 A1 WO 2015058634A1
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Prior art keywords
traction
buffer unit
coupler
compression
buffering
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PCT/CN2014/088547
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English (en)
French (fr)
Inventor
王晓龙
陈龙
孟庆民
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齐齐哈尔轨道交通装备有限责任公司大连研发中心
齐齐哈尔轨道交通装备有限责任公司
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Application filed by 齐齐哈尔轨道交通装备有限责任公司大连研发中心, 齐齐哈尔轨道交通装备有限责任公司 filed Critical 齐齐哈尔轨道交通装备有限责任公司大连研发中心
Priority to AU2014339483A priority Critical patent/AU2014339483B2/en
Publication of WO2015058634A1 publication Critical patent/WO2015058634A1/zh

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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
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs

Definitions

  • the invention relates to the technical field of railway freight car production and manufacture, in particular to a railway freight car coupler bumper.
  • the coupler bumper is an important part of the railway rolling stock. It connects the railway wagons and the locomotives, composes the trains, and transmits and buffers the traction generated by the train vehicles during operation or shunting operations. And impact.
  • the coupler buffer Since the traction and impact forces generated during train operation or shunting operations need to be buffered, this requires the coupler buffer to have a two-way buffer function.
  • the structure of the coupler bumper having the two-way buffer function is as shown in FIG. 1.
  • the coupler 01 is connected to the hook frame 07.
  • the hook frame 07 is provided with a slave plate 03 and a traction buffer unit 04 that abuts the slave plate 03.
  • the bottom of the tail frame 07 is in contact with the compression buffer unit 05.
  • the traction buffer of the vehicle is completed in the following manner, the traction force is transmitted from the coupler 01 to the hook frame 07, the bottom of the hook frame 07 compresses the traction buffer unit 04, and the traction buffer unit 04 pushes forward from the plate 03, and causes the slave plate 03 to The front part fixedly connected to the carriage is in contact with the base 02, thereby realizing the traction buffer of the railway truck coupler.
  • the compression buffer of the vehicle is completed in the following manner, the compression force is transmitted from the coupler 01 to the slave plate 03, and the traction buffer unit 04 is compressed from the plate 03. After the traction buffer unit 04 is compressed, the force is transmitted to the hook frame 07, and the hook frame 07 continues.
  • the compression buffer unit 05 is compressed, and the compression buffer unit 05 is brought into contact with the board seat 06 to realize compression buffering of the railway truck coupler.
  • the current traction buffer unit is generally composed of a round steel spring, a rubber sheet, an elastic damping element, and the like.
  • the traction buffer unit is susceptible to lateral movement while being compressed in the longitudinal direction (ie, the moving direction of the vehicle), which is liable to cause instability of the coupler bumper and may cause damage to the coupler bumper in severe cases.
  • the present invention provides a railway freight train coupler bumper to prevent lateral movement of the coupler bumper while moving longitudinally, thereby avoiding damage to the coupler bumper.
  • a traction reinforcing plate fixedly connected to the traction buffering unit is further disposed between two adjacent pairs of the traction buffering cells.
  • the cross-sectional area of the traction buffering monomer from the end which is in contact with the other traction buffering monomer to the other end is gradually increased.
  • each pair of the traction buffering cells is provided with a deformation groove corresponding to a central position of the mutual contact faces.
  • the first positioning protrusion is a frustum-shaped positioning protrusion.
  • the traction buffering monomer is made of a thermosetting elastomer.
  • the compression buffer unit comprises a plurality of bead compression buffering monomers that are sleeved on the guiding rod.
  • a compression reinforcing plate is disposed between any two adjacent bead compression buffering cells.
  • a side of the beaded compression buffering monomer that is in contact with the compression reinforcing plate is provided with a second positioning groove, and the compression reinforcing plate is provided with the second positioning The groove is adapted to the second positioning projection.
  • the material of the bead compression buffering monomer is a thermoplastic elastomer.
  • a traction buffer unit is disposed inside the hook frame of the railway truck coupler buffer disclosed in the present invention, the bottom of the hook frame is connected with the compression buffer unit, and the traction buffer unit comprises a plurality of pairs of traction buffering units arranged in a superposed manner.
  • a first positioning groove and a first positioning protrusion that cooperate with each other are disposed on the contact surface of the traction buffer unit in each pair of buffer cells.
  • the traction buffer unit Since the traction buffer unit is in a compressed state when buffering, the first positioning protrusion on the traction buffer unit will be embedded in the first positioning groove during the compression, which causes the traction buffer between the monomers Lateral motion cannot be produced, thus allowing the entire buffer unit to move only in the longitudinal direction. This effectively prevents the traction unit of the coupler bumper from moving laterally while moving longitudinally, thereby effectively protecting the coupler bumper from being damaged.
  • Figure 1 is a schematic view showing the internal structure of a coupler bumper
  • FIG. 2 is a schematic structural view of a traction buffer unit in a railway truck coupler bumper according to an embodiment of the present invention
  • FIG. 3 is a schematic structural diagram of a compression buffer unit in a railway truck coupler bumper according to an embodiment of the present invention.
  • 11 is a traction buffering unit
  • 12 is a traction reinforcing plate
  • 13 is a first positioning protrusion
  • 14 is a deformation groove
  • 21 is a bead compression buffering unit
  • 22 is a compression reinforcing plate
  • 23 is a second positioning protrusion
  • 24 is a second positioning groove
  • 25 is a guiding rod.
  • the invention provides a railway freight train coupler bumper to prevent lateral displacement of the traction buffer unit in the coupler bumper while moving longitudinally, thereby avoiding damage of the coupler bumper Bad.
  • the railroad truck coupler bumper provided by the invention comprises a coupler, a hook frame fixedly connected with the coupler, a traction buffer unit disposed inside the hook frame and a compression buffer unit connected to the bottom of the hook frame, the railway wagon hook
  • the traction buffer unit comprises a plurality of pairs of traction buffering units 11 arranged in a superposed manner, and the contact surfaces of the traction buffering units 11 in each pair of traction buffering units 11 are provided with The first positioning groove and the first positioning protrusion 13 that cooperate with each other.
  • the traction buffer unit is mainly used to buffer the impact force between the carriages during the traction process.
  • the entire buffering process is realized by the following method: the traction force is transmitted from the coupler to the hook frame, the bottom of the hook frame is compressed by the traction buffer unit, and the traction buffer unit is pushed.
  • the plate is moved forward from the plate, and the front plate is in contact with the front plate seat fixedly connected with the car, thereby realizing the traction buffer of the railway truck coupler.
  • the longitudinal movement mentioned in the above embodiment refers to the movement of the coupler bumper in the traveling direction of the vehicle or the extending direction of the rail.
  • Each pair of traction buffering cells 11 in the above embodiment may be provided with only a pair of first positioning grooves and first positioning protrusions 13 which are matched with each other, or a plurality of pairs of first positioning grooves and first positioning protrusions 13 may be provided.
  • the plurality of first positioning protrusions 13 may be disposed on one traction buffer unit 11 or may be respectively disposed in two different traction buffers.
  • each pair of traction buffering monomers in this embodiment Specifically, two first positioning protrusions 13 are disposed on the first traction protrusions 11 , and correspondingly, the first positioning grooves that are matched with the first positioning protrusions 13 are also respectively disposed in two. Different traction buffer cells 11 are on.
  • the material of the traction buffering unit 11 in this embodiment is a thermosetting elastomer and is between two adjacent pairs of traction buffering units 11 .
  • a traction reinforcing plate 12 fixedly connected to the traction buffering unit 11 is also provided.
  • the traction reinforcing plates 12 on the outer sides of the traction buffering unit 11 at both ends should also be fixedly disposed.
  • the edge of the traction reinforcing plate 12 is provided for the adjacent traction.
  • the traction buffer unit has high strength and stability. After the compression amount of the traction buffer unit reaches the maximum compression amount, the adjacent traction reinforcing plates 12 will abut each other, thereby making the entire traction buffer unit a rigid body, and transmitting the load beyond the allowable load range of the traction buffer unit. The role.
  • the preferred design of the traction buffer unit 11 in this embodiment In the form of a gradually increasing cross-sectional area from the end which is in contact with the other traction buffering unit 11 to the other end thereof, as described in FIG. 2, the entire traction buffering unit 11 is in the shape of a truncated cone. And the two traction buffering cells 11 of any one of the pair of traction buffering units 11 are small ends that are in contact with each other.
  • a deformation groove 14 is also formed on the mutual contact surface of each pair of traction buffering cells 11, and the deformation groove 14 is preferably opened in the traction buffering unit.
  • the middle position of 11 is correspondingly set in the deformation groove 14 in the same pair of traction buffering cells 11, as shown in FIG.
  • the shape of the first positioning protrusion 13 can be variously selected, for example, a square shape, a circular shape, or the like.
  • the shape of the first positioning protrusion 13 in this embodiment is preferably a frustum-shaped positioning protrusion, as shown in FIG. 2, correspondingly,
  • the first positioning groove adapted to the first positioning projection 13 also needs to be provided in a truncated cone shape.
  • the compression buffer unit of the road truck coupler bumper specifically includes a plurality of bead compression buffer cells 21 sleeved on the guide rod 25, as shown in FIG.
  • the compression buffer unit is mainly used for buffering the impact force between the cars when the opposite movement is generated, and the entire buffering process is realized by the following method: the compression force is transmitted from the coupler to the slave plate, the plate is pulled to the traction buffer unit, and the traction buffer unit is compressed. The force is transmitted to the hook frame, and the hook frame continues to compress the compression buffer unit, and the compression buffer unit is in contact with the plate seat, thereby realizing the compression buffer of the railway truck coupler.
  • the bead compression buffer unit 21 can only move longitudinally along the guide bar 25, and can not produce lateral movement, which effectively avoids lateral movement of the compression buffer unit of the coupler bumper while moving longitudinally, so that The entire coupler bumper is capable of stable longitudinal movement, further protecting the coupler bumper from damage.
  • a compression reinforcing plate 22 is further disposed between the adjacent two bead compression buffering cells 21, and in order to further improve the stability of the compression buffer unit, the beads may also be
  • a second positioning groove 24 is disposed on a side of the compression buffering unit 21 in contact with the compression reinforcing plate 22, and a second positioning protrusion 25 for fitting with the second positioning groove 24 is disposed on the compression reinforcing plate 22.
  • the second positioning groove 24 is an annular groove distributed along the circumferential direction of the bead compression buffer unit 21, and the corresponding second positioning protrusion 23 is adapted to the annular groove. Annular protrusion.
  • the bead compression buffering unit 21 in this embodiment is made of a thermoplastic elastomer, and both the thermoplastic elastomer and the thermosetting elastomer have good cushioning properties, and both are resistant to aging and have green color. , environmentally friendly, recyclable features, and can meet the temperature requirements of -50 ° C -70 ° C, with good adaptability, of course, bead pressure
  • the shrink buffer monomer 21 can also be made of an elastic material such as natural rubber or synthetic rubber.

Abstract

本发明公开了一种铁路货车车钩缓冲器，包括车钩、与所述车钩固定相连的钩尾框、设置于所述钩尾框内部的牵引缓冲单元以及与所述钩尾框底部相接的压缩缓冲单元，并且所述牵引缓冲单元包括多对叠合的牵引缓冲单体，且每对牵引缓冲单体中的牵引缓冲单体的接触面上均设置有相互配合的第一定位凹槽和第一定位突起。由于牵引缓冲单元在起缓冲作用时是处于压缩状态的，而在压缩的过程中牵引缓冲单体上的第一定位突起将嵌入到第一定位凹槽中，这就使得牵引缓冲单体之间无法产生横向运动，因而使得整个缓冲单元只能够沿纵向移动。这就有效避免了车钩缓冲器的牵引缓冲单元在纵向移动的同时产生横向移动，从而有效保护了车钩缓冲器不被破坏。

Description

一种铁路货车车钩缓冲器
本申请要求于2013年10月25日提交中国专利局、申请号为201310521115.0、发明名称为“一种铁路货车车钩缓冲器”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及铁路货车生产制造技术领域，尤其涉及一种铁路货车车钩缓冲器。
背景技术
车钩缓冲器是铁路机车车辆的重要组成部分，通过它使铁路货车车厢之间、以及与机车之间实现连接，编组成列车，并传递和缓冲列车车辆在运行或者调车编组作业时产生的牵引力和冲击力。
由于需要对列车运行或者调车编组作业时产生的牵引力和冲击力进行缓冲，这就要求车钩缓冲器具有双向缓冲功能。目前具有双向缓冲功能的车钩缓冲器的结构如图1中所示，车钩01与钩尾框07相连，钩尾框07中设置有从板03以及与从板03相抵的牵引缓冲单元04，钩尾框07的底部与压缩缓冲单元05相接触。
车辆的牵引缓冲通过以下方式完成，牵引力由车钩01传递到钩尾框07，钩尾框07的底部压缩牵引缓冲单元04，牵引缓冲单元04推动从板03向前运动，并使从板03与和车厢固定相连的前从板座02相接触，从而实现铁路货车车钩的牵引缓冲。
车辆的压缩缓冲通过以下方式完成，压缩力由车钩01传递到从板03，从板03压缩牵引缓冲单元04，牵引缓冲单元04受到压缩之后将力传递到钩尾框07，钩尾框07继续压缩压缩缓冲单元05，压缩缓冲单元05与后从板座06相接触，从而实现铁路货车车钩的压缩缓冲。
目前的牵引缓冲单元一般由圆钢弹簧、橡胶片、弹性阻尼元件等构 成，但是牵引缓冲单元受到压缩在纵向(即车辆的移动方向)移动的同时容易发生横向移动，这容易造成车钩缓冲器的失稳，严重时可能对车钩缓冲器造成破坏。
因此，如何能够防止车钩缓冲器的牵引缓冲单元在纵向移动的同时发生横向移动，是目前本领域技术人员亟需解决的技术问题。
发明内容
本发明提供了一种铁路货车车钩缓冲器，以防止车钩缓冲器在纵向移动的同时发生横向移动，从而避免车钩缓冲器的损坏。
为解决上述现有技术问题，本发明所提供的铁路货车车钩缓冲器，包括车钩、与所述车钩固定相连的钩尾框、设置于所述钩尾框内部的牵引缓冲单元以及与所述钩尾框底部相接的压缩缓冲单元，并且所述牵引缓冲单元包括多对叠合设置的牵引缓冲单体，且每对牵引缓冲单体的接触面上均设置有相互配合的第一定位凹槽和第一定位突起。
优选的，相邻两对所述牵引缓冲单体之间还设置有与所述牵引缓冲单体固定连接的牵引加强板。
优选的，所述牵引缓冲单体由其与另一个牵引缓冲单体相接触的一端向另一端的横截面面积逐渐增大。
优选的，每对所述牵引缓冲单体均在相互接触面的中部位置对应开设有变形槽。
优选的，所述第一定位突起为锥台形定位突起。
优选的，所述牵引缓冲单体材质为热固性弹性体。
优选的，所述压缩缓冲单元包括多个套设在导向杆上的珠状压缩缓冲单体。
优选的，任意相邻两个所述珠状压缩缓冲单体之间均设置有压缩加强板。
优选的，所述珠状压缩缓冲单体与所述压缩加强板相接触的一面上均设置有第二定位凹槽，所述压缩加强板上设置有用于与所述第二定位 凹槽适配的第二定位突起。
优选的，所述珠状压缩缓冲单体的材质为热塑性弹性体。
本发明中所公开的铁路货车车钩缓冲器中钩尾框内部设置有牵引缓冲单元，钩尾框的底部和压缩缓冲单元相接，并且牵引缓冲单元包括多对叠合设置的牵引缓冲单体，每对缓冲单体中的牵引缓冲单体接触面上均设置有相互配合的第一定位凹槽和第一定位突起。
由于牵引缓冲单元在起缓冲作用时是处于压缩状态的，而在压缩的过程中牵引缓冲单体上的第一定位突起将嵌入到第一定位凹槽中，这就使得牵引缓冲单体之间无法产生横向运动，因而使得整个缓冲单元只能够沿纵向移动。这就有效避免了车钩缓冲器的牵引单元在纵向移动的同时产生横向移动，从而有效保护了车钩缓冲器不被破坏。
附图说明
图1为车钩缓冲器的内部结构示意图；
图2为本发明实施例中所提供的铁路货车车钩缓冲器中牵引缓冲单元的结构示意图；
图3为本发明实施例中所提供的铁路货车车钩缓冲器中压缩缓冲单元的结构示意图。
其中，11为牵引缓冲单体，12为牵引加强板，13为第一定位突起，14为变形槽；
21为珠状压缩缓冲单体，22为压缩加强板，23为第二定位突起，24为第二定位凹槽，25为导向杆。
具体实施方式
本发明提供了一种铁路货车车钩缓冲器，以防止车钩缓冲器中的牵引缓冲单元在纵向移动的同时发生横向移动，从而避免车钩缓冲器的损 坏。
为了使本技术领域的人员更好地理解本发明的方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
本发明所提供的铁路货车车钩缓冲器中包括车钩、与车钩固定相连的钩尾框、设置在钩尾框内部的牵引缓冲单元和与钩尾框底部相接的压缩缓冲单元，该铁路货车车钩缓冲器相对于现有技术的改进点在于，牵引缓冲单元包括多对叠合设置的牵引缓冲单体11，并且每对牵引缓冲单体11中的牵引缓冲单体11的接触面上均设置有相互配合的第一定位凹槽和第一定位突起13。
牵引缓冲单元主要用于缓冲车厢之间在牵引过程中的冲击力，其整个缓冲过程通过以下方式实现，牵引力由车钩传递到钩尾框，钩尾框的底部压缩牵引缓冲单元，牵引缓冲单元推动从板向前运动，并使从板与和车厢固定相连的前从板座相接触，从而实现铁路货车车钩的牵引缓冲。
由以上的牵引缓冲过程中可以看出，在牵引缓冲单元发挥缓冲作用时，其本身是处于压缩状态的，而在压缩的过程中牵引缓冲单体11上的第一定位突起13将嵌入到第一定位凹槽中，这就使得牵引缓冲单体11之间无法产生横向运动，因而使得整个牵引缓冲单元只能够沿纵向移动。如图2中所示，这就有效避免了车钩缓冲器的牵引缓冲单元在纵向移动的同时产生横向移动，使得整个车钩缓冲器能够稳定的进行纵向移动，从而有效保护了车钩缓冲器不被破坏。
需要进行说明的是，上述实施例中所提到的纵向移动是指车钩缓冲器沿车辆行驶方向或者说是铁轨的延伸方向上的移动。
上述实施例中的每对牵引缓冲单体11中可以仅设置有一对相互配合的第一定位凹槽和第一定位突起13，也可以设置有多对第一定位凹槽和第一定位突起13，当第一定位凹槽和第一定位突起13设置有多对时，可以将多个第一定位突起13均设置在一个牵引缓冲单体11上，也可以分别设置在两个不同的牵引缓冲单体11上，如图2中所示，为了使每个牵引缓冲单体11的缓冲性能趋于一致，本实施例中每对牵引缓冲单体 11中具体设置有两个第一定位突起13，并且分别设置在不同的牵引缓冲单体11上，相应的，与第一定位突起13适配的第一定位凹槽也分别设置在了两个不同的牵引缓冲单体11上。
为了保证牵引缓冲单元既具有良好的缓冲性能，又具有良好的传力性能，本实施例中的牵引缓冲单体11的材质为热固性弹性体，并且在相邻两对牵引缓冲单体11之间还设置有与牵引缓冲单体11固定相连的牵引加强板12，当然，两端的牵引缓冲单体11外侧也应固定设置有牵引加强板12，牵引加强板12的边缘设置有用于与相邻牵引加强板12的相抵的折边，如图2中所示，牵引加强板12采用高强度的金属材料制作，并且其与牵引缓冲单体11通过整体硫化技术粘接成为一体式结构，从而保证了牵引缓冲单元具有较高的强度和稳定性能。当牵引缓冲单元的压缩量达到最大压缩量之后，相邻的牵引加强板12将相互抵接，从而使整个牵引缓冲单元成为一个刚性体，起到传递超过牵引缓冲单元允许载荷范围之外的载荷的作用。
进一步的，为了实现牵引缓冲单元弹性模量的变化，使得随着压缩量的增大，牵引缓冲单元在相同压力下的压缩变形量越小，本实施例中优选的将牵引缓冲单体11设计为由其与另一个牵引缓冲单体11相接触的一端向其另一端的横截面面积逐渐增大的形式，如图2中所述，这就使得整个牵引缓冲单体11呈锥台状，并且任意一对牵引缓冲单体11中的两个牵引缓冲单体11，均是小端相互接触。
为了给牵引缓冲单体11预留足够的变形空间，本实施例中还在每对牵引缓冲单体11的相互接触面上开设了变形槽14，并且变形槽14优选的开设在牵引缓冲单体11的中部位置，同一对牵引缓冲单体11中的变形槽14对应设置，如图2中所示。
第一定位突起13的形状可以有多种选择，例如方形、圆形等，本实施例中的第一定位突起13的形状优选的为锥台形定位突起，如图2中所示，相应的，与第一定位突起13适配的第一定位凹槽也需设置为锥台形。
为了进一步优化上述实施例中的技术方案，本实施例中所提供的铁 路货车车钩缓冲器的压缩缓冲单元具体包括多个套设在导向杆25上的珠状压缩缓冲单体21，如图3中所示。
压缩缓冲单元主要用于缓冲车厢之间在产生相向运动时的冲击力，其整个缓冲过程通过以下方式实现，压缩力由车钩传递到从板，从板压缩牵引缓冲单元，牵引缓冲单元受到压缩之后将力传递到钩尾框，钩尾框继续压缩压缩缓冲单元，压缩缓冲单元与后从板座相接触，从而实现铁路货车车钩的压缩缓冲。
由以上的压缩缓冲过程中可以看出，在压缩缓冲单元发挥缓冲作用时，其本身也是处于压缩状态，而由于压缩缓冲单元中的珠状压缩缓冲单体21均套设在导向杆25上，因而在压缩过程中珠状压缩缓冲单体21仅能沿导向杆25进行纵向移动，而不能产生横向移动，这就有效避免了车钩缓冲器的压缩缓冲单元在纵向移动的同时产生横向移动，使得整个车钩缓冲器能够稳定的进行纵向移动，从而进一步保护了车钩缓冲器不被破坏。
为了进一步提高压缩缓冲单元的性能，本实施例中在相邻两个珠状压缩缓冲单体21之间还设置了压缩加强板22，同时为了进一步提高压缩缓冲单元的稳定性，还可以在珠状压缩缓冲单体21与压缩加强板22相接触的一面上设置有第二定位凹槽24，并且在压缩加强板22上设置有用于与第二定位凹槽24适配的第二定位突起25，如图3中所示，其中第二定位凹槽24为沿珠状压缩缓冲单体21的周向分布的环状凹槽，相应的第二定位突起23为与环状凹槽适配的环状突起。
由于珠状压缩缓冲单体21中部的横截面积最大，而由中部向其两端的横截面积逐渐变小，因而其具有在同等压力下，随着压缩量的增大变形量逐渐减小的特点。
为了提高整个压缩缓冲单元的弹性性能，本实施例中的珠状压缩缓冲单体21采用热塑性弹性体制成，热塑性弹性体和热固性弹性体均具有良好的缓冲性能，并且均抗老化，同时具有绿色、环保、可回收的特点，且能够满足-50℃-70℃的温度要求，具有良好的适应性，当然，珠状压 缩缓冲单体21还可以采用天然橡胶、合成橡胶等弹性材料制成。
本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (10)

  1. 一种铁路货车车钩缓冲器，包括车钩、与所述车钩固定相连的钩尾框、设置于所述钩尾框内部的牵引缓冲单元以及与所述钩尾框底部相接的压缩缓冲单元，其特征在于，所述牵引缓冲单元包括多对叠合设置的牵引缓冲单体(11)，且每对所述牵引缓冲单体(11)的接触面上均设置有相互配合的第一定位凹槽和第一定位突起(13)。
  2. 根据权利要求1所述的铁路货车车钩缓冲器，其特征在于，相邻两对所述牵引缓冲单体(11)之间还设置有与所述牵引缓冲单体(11)固定连接的牵引加强板(12)。
  3. 根据权利要求2所述的铁路货车车钩缓冲器，其特征在于，所述牵引缓冲单体(11)由其与另一个牵引缓冲单体(11)相接触的一端向其另一端的横截面面积逐渐增大。
  4. 根据权利要求1所述的铁路货车车钩缓冲器，其特征在于，每对所述牵引缓冲单体(11)均在相互接触面的中部位置对应开设有变形槽(14)。
  5. 根据权利要求1所述的铁路货车车钩缓冲器，其特征在于，所述第一定位突起(13)为锥台形定位突起。
  6. 根据权利要求1所述的铁路货车车钩缓冲器，其特征在于，所述牵引缓冲单体(11)材质为热固性弹性体。
  7. 根据权利要求1-6任意一项所述的铁路货车车钩缓冲器，其特征在于，所述压缩缓冲单元包括多个套设在导向杆(25)上的珠状压缩缓冲单体(21)。
  8. 根据权利要求7所述的铁路货车车钩缓冲器，其特征在于，任意相邻两个所述珠状压缩缓冲单体(21)之间均设置有压缩加强板(22)。
  9. 根据权利要求8所述的铁路货车车钩缓冲器，其特征在于，所述珠状压缩缓冲单体(21)与所述压缩加强板(22)相接触的一面上均设置有第二定位凹槽(24)，所述压缩加强板(22)上设置有用于与所述第二定位凹槽(24)适配的第二定位突起(23)。
  10. 根据权利要求7所述的铁路货车车钩缓冲器，其特征在于，所述珠状压缩缓冲单体(21)的材质为热塑性弹性体。
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