WO2016000602A1 - 一种轨道车辆用车钩缓冲器 - Google Patents

一种轨道车辆用车钩缓冲器 Download PDF

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Publication number
WO2016000602A1
WO2016000602A1 PCT/CN2015/082834 CN2015082834W WO2016000602A1 WO 2016000602 A1 WO2016000602 A1 WO 2016000602A1 CN 2015082834 W CN2015082834 W CN 2015082834W WO 2016000602 A1 WO2016000602 A1 WO 2016000602A1
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WIPO (PCT)
Prior art keywords
partition
rotating shaft
coupler
hole
bumper according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2015/082834
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English (en)
French (fr)
Inventor
吴刚
姜晓东
杨庆龙
张晋伟
邓大伟
周卫兵
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qishuyan Institute Co Ltd
CRRC Changzhou Tech Mark Industrial Co Ltd
Original Assignee
CSR Qishuyan Institute Co Ltd
CSR Changzhou Tech Mark Industrial Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by CSR Qishuyan Institute Co Ltd, CSR Changzhou Tech Mark Industrial Co Ltd filed Critical CSR Qishuyan Institute Co Ltd
Priority to CN201580032452.0A priority Critical patent/CN107107926B/zh
Publication of WO2016000602A1 publication Critical patent/WO2016000602A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/18—Details

Definitions

  • the invention belongs to the technical field of a coupler for a rail vehicle, and relates to a coupler bumper for a rail vehicle.
  • the coupler buffer is a key component for transmitting and buffering the traction and impact of the vehicle. It is directly related to the safety and comfort of train operation.
  • the coupler bumper When the vehicle collides, the coupler bumper will absorb energy.
  • the coupler bumper installed at the front end of the cab will be detached and returned to the inside of the vehicle body (ie, overloaded and detached), thereby giving up the space of the head of the vehicle.
  • the form of the coupler bumper used by the rail vehicle is different due to the difference of the buffer medium, and the structural design of the overload detachment is also different.
  • the hook damper has a relatively complicated detachable structure and a poor fatigue life.
  • the coupler bumper is not compact overall; moreover, it lacks good guidance during overload detachment and is prone to offset problems during detachment.
  • One of the objects of the present invention is to provide a coupler bumper for a rail vehicle that is simple in structure and compact.
  • the present invention provides a coupler bumper for a rail vehicle, comprising a mount, at least two energy absorbing members, a drawbar and a locking member, and further comprising:
  • the guiding block being fixed on the mounting seat by an axially disposed breaking member to restrict axial movement of the rotating shaft barrel inside the mounting hole;
  • the baffle is provided with a partition substantially perpendicular to the axial direction, and the drawbar is movably axially passed through the baffle hole of the baffle;
  • the mounting seat is provided with a guiding groove
  • the guiding block is at least partially disposed in the guiding groove, and when the coupler bumper is overloaded, the pulling member is substantially axially broken and at least The drawbar drives the rotating shaft cylinder to guide and move in the guiding groove through the guiding block.
  • Figure 1 is a front elevational view of a coupler bumper for a rail vehicle in accordance with an embodiment of the present invention.
  • Figure 2 is a cross-sectional view along line A-A of the coupler bumper for the rail vehicle of the embodiment shown in Figure 1.
  • Figure 3 is a partial cross-sectional view taken along line B-B of the coupler bumper for the rail vehicle of the embodiment shown in Figure 2;
  • Figure 4 is a left side elevational view of the spindle barrel of the embodiment of Figure 2.
  • Figure 5 is a perspective view of the mounting seat of the coupler bumper for the rail vehicle of the embodiment shown in Figure 1.
  • Figure 6 is a front elevational view of the drawbar of the coupler bumper for the rail vehicle of the embodiment of Figure 1.
  • Figure 7 is a cross-sectional view taken along line C-C of the drawbar of the embodiment shown in Figure 6.
  • Figure 8 is a schematic view showing the compression of the right side elastic body of the coupler bumper for the rail vehicle of the embodiment shown in Figure 2;
  • Figure 9 is a schematic view showing the compression of the left side elastic body of the coupler bumper for the rail vehicle of the embodiment shown in Figure 2;
  • Fig. 10 is a schematic view showing the breaking of the pull-off member of the coupler bumper for the rail vehicle of the embodiment shown in Fig. 2.
  • Figure 11 is a front elevational view of a coupler bumper for a rail vehicle in accordance with still another embodiment of the present invention.
  • the direction in which the central axis of the drawbar is located is defined as the axial direction, and the directions of "left”, “right”, etc., are defined in the axial direction, and “upper” and “lower” are the coupler buffers according to the present invention.
  • the orientation of the device is defined in the normal use; it should be understood that these directional terms are relative concepts, they are used for relative description and clarification, and are not intended to limit the orientation of any embodiment or component of any embodiment. To a specific direction or orientation.
  • FIGS. 1 to 7 are perspective views of a coupler bumper for a rail vehicle according to an embodiment of the present invention.
  • a coupler bumper for a rail vehicle hereinafter simply referred to as a "buffer" according to an embodiment of the present invention will be described with reference to FIGS. 1 to 7.
  • the bumper includes a mount 1 which can be mounted on the vehicle at one end by bolt mounting holes 1-5 on the mount 1 as shown in FIG.
  • the inside of the mount 1 is penetrated in the axial direction and forms a mounting hole 1-1 through which the mounting hole 1-1 passes in the axial direction to form an accommodation space.
  • the damper also mainly includes a drawbar 3, a spindle barrel 5, at least two elastic bodies 2, a lock member 4, a guide block 7, and a pull-off member 6 which are disposed in the axial direction.
  • the rotating shaft barrel 5 is mounted in the mounting hole 1-1 of the mounting seat 1.
  • the rotating shaft barrel 5 includes upper and lower rotating shafts 5-2 disposed on the outer circumference thereof, correspondingly, above and below the rotating shaft barrel 5
  • a guide block 7 is provided, each guide block 7 is provided with a rotary shaft hole 7-1, and the upper and lower rotary shafts 5-2 of the rotary shaft cylinder 5 are respectively rotatably connected to the guide block 7 through the rotary shaft hole 7-1.
  • each of the rotating shafts 5-2 of the rotating shaft cylinder 5 is correspondingly placed in the rotating shaft hole 7-1 of the guiding block 7, and then the guiding block 7 is fixed to the mounting seat 1 by the breaking member 6.
  • the spindle barrel 5 is defined by the guide block 7 and the breaking member 6, thereby restricting the axial movement of the spindle barrel 5 inside the mounting hole 1-1.
  • the breaking member 6 can be specifically, but not limited to, a pull-off bolt, and the pull-off bolt 6 is disposed substantially parallel to the axial direction, so as to be substantially perpendicular to the end faces 1-7 of the mount, and the pull-off bolt 6 can be screwed into the same as shown in FIG.
  • the threaded holes 1-6 of the mount 1 are shown to secure the guide block 7.
  • the upper and lower shafts 5-2 are coaxially disposed in a direction perpendicular to the central axis of the drawbar 3, and the upper and lower shafts 5-2 are opposite to the mount 1 and the guide block 7. It is rotatable about its axis, so that the rotating shaft cylinder 5 can be rotated about its axis by the upper and lower rotating shafts 5-2 under the action of the off-axis force (within the range of the mounting hole 1-1).
  • each of the shafts 5-2 is provided with a shaft bushing 11.
  • two guide grooves 1-2 are provided in the mounting hole 1-1 of the mount 1 (for example, on the inner wall thereof), and the guide groove 1-2 is disposed corresponding to the guide block 7.
  • the guiding block 7 is at least partially placed in the guiding groove 1-2, and when the pulling bolt 6 is not fixed, the guiding block 7 can be guided to the left and right in the guiding groove, so that each of the rotating shafts 5-2 of the rotating shaft 5 is The respective guide grooves 1-2 are slidably fitted.
  • the breaking bolt 6 is broken, the guiding block 7 is movable to the left and right relative to the guiding groove 1-2, and the pulling rod 3 drives the rotating shaft cylinder 5 to guide and move in the guiding groove 1-2 through the guiding block 7.
  • the outer surface of the mounting seat 1 is provided with a dustproof cover 9, and the mounting seat 1 is provided with a dustproof cover hole 1-3 at the rotating shaft 5-2, and the dustproof cover 9 is detachable.
  • the ground cover is placed on the dust cover hole 1-3 of the mounting seat 1 and fixedly connected to the mounting seat 1; the dust cover 9 is provided for easy understanding of the installation state of the guide block 7, and has a dustproof effect.
  • the rotating shaft barrel 5 is provided with a partition 5-3 which is substantially vertically disposed to partition the mounting hole 5-1 corresponding to the internal space of the rotating shaft barrel 5 to the left and right.
  • the partition 5-3 may be disposed on an axis corresponding to the upper and lower rotating shafts 5-2.
  • the central portion of the partition 5-3 is correspondingly provided with a partition hole 5-3-1, and the drawbar 3 can axially pass through the partition hole 5-3-1 (as shown in Fig. 2).
  • the radial dimension of the baffle hole 5-3-1 is relatively larger than the radial dimension of the drawbar 3 such that the drawbar 3 is movable relative to the swivel sleeve 5, for example, the drawbar 3 is in the baffle hole 5-3- 1 moves left and right.
  • the spacer hole 5-3-1 may be, but not limited to, a rectangular hole shape.
  • the upper and lower inner wall surfaces 5-3-2 of the spacer hole 5-3-1 are arranged in a convex arc shape, and That is, the intersection of the upper and lower inner wall faces 5-3-2 with the vertical section passing through the central axis of the rotating shaft cylinder 5 is convexly curved or pointed; the outer circumference of the drawbar 3 is provided with two symmetrical oscillating planes 3 -1 (see Fig. 6), the oscillating plane 3-1 is engaged with the upper and lower inner wall faces 5-3-2; thus, when the damper is under normal load, the drawbar 3 is allowed to swing up and down with respect to the axial direction.
  • the convex arc structure of the upper and lower inner wall faces 5-3-2 makes the drawbar 3 swing more smoothly when moving up and down.
  • the rotating shaft barrel 5 may be substantially cylindrical, and a plurality of process holes (not shown) may be disposed on the wall of the rotating shaft barrel 5, for example, the wall of the left side of the partition 3 There are 2 to 6 process holes on the top, and the process holes are arranged to save material and can be easily handled during handling.
  • the drawbar 3 is disposed in the axial direction, the left end of which can be connected to another vehicle body through other connecting members, the right end of which is provided with a locking member 4, and the drawbar 3 is movably axially passed through the partition of the rotating shaft cylinder 5.
  • a baffle hole 5-3-1 of the plate 5-3 such that a plurality of elastic bodies 2 fitted on the drawbar 3 can be respectively disposed on both sides of the baffle 5-3; in this embodiment, the drawbar 3
  • the left end is fixedly provided with a stopper portion 3-2 with respect to the partition plate 5-3, and the right end of the drawbar 3 is detachably fixedly disposed with respect to the partition plate 5-3.
  • the stopper portion 3-2 It is also detachably fixed to the left end of the drawbar 3; a first space is formed between the stopper 3-2 and the partition 5-3 (ie, the mounting hole 5-1 including the left side of the partition 5-3) Space), a second space is formed between the retaining ring 8 and the partition 5-3 (ie, the mounting hole 5-1 space including the right side of the partition 5-3).
  • the first space accommodates two elastic bodies.
  • the second space accommodates an elastic body 2; when the pull-off bolt 6 is not broken, the rotating shaft cylinder 5 is fixed relative to the mounting seat 1, so that when the drawbar 3 moves to the right (under compression load conditions), One space reduction At the same time, the second space is increased, and the two elastic bodies 2 of the first space are axially squeezed to absorb energy; when the drawbar 3 moves to the left (under tensile load conditions), the first space increases while The second space is reduced and an elastomer 2 of the second space is axially squeezed to absorb energy.
  • the locking member 4 is a member that is detachably fixed (for example, fixed by bolts) at the right end of the drawbar 3, and when locked, the retaining ring 8 is fixed by the locking member 4, from the axial direction of the limiting elastic body 2. Shift.
  • the radial dimension of the stop 3-2 and/or the retaining ring 8 can be smaller than the radial extent of the spindle 5 .
  • the elastic body 2 is an energy absorbing member which can be extruded and deformed in the axial direction to absorb energy.
  • the elastic body 2 can be specifically or not limited to a substantially annular shape in a cross section perpendicular to the axial direction, and the elastic body 2 The specific materials are not limiting and can substantially restore shape without being subjected to pressure.
  • the two elastic bodies 2 as shown in FIG. 2 are first fitted on the drawbar 3, and then the drawbar 3 is passed through the partition hole 5-3-1, and then An elastic body 2 on the right side of the partition 5-3 is fitted over the drawbar 3, and then the retaining ring 8 is mounted, and the locking member 4 is tightened so that the elastic body 2 can be locked.
  • the number of the elastic bodies 2 corresponding to the first space is greater than the number of the elastic bodies 2 corresponding to the second space; in still another embodiment, the number of the elastic bodies 2 corresponding to the first space is smaller than the number of the elastic bodies 2
  • the number of the elastic bodies 2 corresponding to the two spaces is set. That is to say, the number of the elastic bodies 2 in the first space/second space can be set according to the specific working conditions of the compressive load and the tensile load.
  • the number of the elastic bodies 2 is not limited, and the number of the elastic bodies 2 can be set in such a manner as to ensure that the elastic body 2 can sufficiently absorb energy under normal load.
  • the energy absorbing member as a buffer medium is an elastic ring. Under the impact force, the impact energy is mainly absorbed by the shear deformation of the elastic ring and the damping of the material of the elastic ring. Therefore, the impact force during traction and braking acts on the same set of elastic rings as a buffer medium. Above, and mainly in the form of alternating shear action, that is, deformation in the manner of shear deformation, which tends to cause short fatigue life of the elastomer, and it is difficult to meet the user's long-life use requirements.
  • the spacers 5-3 are disposed such that the elastic bodies are respectively placed on the left and right sides thereof, thereby acting on the elastic bodies on the different sides in the traction condition and the braking condition, respectively.
  • the elastic body is compressed and deformed (rather than shear deformation) to absorb the impact energy, which is beneficial to significantly improve the fatigue life of the energy absorbing member as the buffer medium, and the action of the force transmitted by the drawbar 3 on the elastic body 2 is also More reasonable.
  • an intermediate partition 10 is disposed between the two elastomers 2 disposed on the left side of the partition 5-3, and the intermediate partition 10 is capable of separating the two elastic bodies 2, Thereby, the friction of the elastic body 2 is increased and the energy absorbing ability is increased.
  • the two sides of the partition 5-3 have a plurality of limiting holes 5-3-4, correspondingly, the elastic body 2 adjacent to the partition 5-3 has a plurality of limits
  • the limiting protrusion 2-1 of the hole 5-3-4 is matched; the limiting ring 8-1 may also be provided on the retaining ring 8, and correspondingly, the elastic body 2 adjacent to the retaining ring 8 also has a plurality of The limiting protrusion 8-2 is engaged with the limiting protrusion 2-2, so that the rotation of the elastic body 2 can be restricted.
  • the breaking member 6 since the breaking member 6 is disposed substantially parallel to the axial direction, the force of the drawbar 3 can be transmitted to the breaking member 6 through the elastic body 2, the rotating shaft barrel 5, and the guiding block 7 under the load in the left-right direction, Pulling the part 6 to generate a relative tensile force (ie, an axial force), the shape structure and/or material of the breaking part 6 may be set, and the range of the axial force that the breaking part 6 can withstand is predetermined, when an overload condition occurs When the axial force of the coupler bumper exceeds a predetermined range of values (ie, when overloaded), the pull-off member 6 is pulled off, so that at least the drawbar 3 drives the spindle barrel 5 to guide the movement through the guide groove 1-2, and can be guided The slot 1-2 is moved over the length of the slot 1-2 to prevent the rail vehicle bumper from being jammed during the detachment process, thereby achieving smooth detachment of the internal structure of the damper.
  • Fig. 8 is a view showing the compression of the right side elastic body of the coupler bumper for the rail vehicle of the embodiment shown in Fig. 2. Under the tensile load condition, the drawbar 3 is stretched from the left end, the drawbar 3 is moved to the left, and the elastic body 2 on the right side of the partition 5-3 is compressed to absorb energy.
  • Fig. 9 is a view showing the compression of the left side elastic body of the coupler bumper for the rail vehicle of the embodiment shown in Fig. 2.
  • a compressive load condition for example, when colliding or braking
  • the drawbar 3 is moved to the right, and the elastic body 2 on the left side of the partition 5-3 is compressed to absorb energy.
  • Fig. 10 is a perspective view showing the breaking of the pull-off member of the coupler bumper for the rail vehicle of the embodiment shown in Fig. 2.
  • the drawbar 3 taking the drawbar 3 to the right as an example, the axial force of the drawbar 3 is transmitted to the spindle barrel 5, and when overloaded, the pull-off bolt 6 is subjected to a critical impact force greater than it can withstand a substantially axial direction, thereby causing The pull-off bolt 6 is broken, and the drawbar 3 drives the rotary shaft cylinder 5 and the guide block 7 to move right along the guide groove 1-2, so as to realize the internal detachment of the damper, and the guide groove 1-2 can realize the guiding function when overloaded, so that the rotating shaft cylinder 5
  • the offset will not occur when moving to the right, and will not be stuck during the detachment process, ensuring that the rotating shaft barrel 5 can be detached normally.
  • the radial dimension of the retaining portion 3-2 is set to be smaller than the radial dimension of the rotating shaft cylinder 5, and the cylindrical wall of the rotating shaft cylinder 5 does not prevent the axial displacement of the stopping portion 3-2.
  • its load is transmitted substantially completely through the two elastomers 2 to the spindle barrel 5, which in turn is transmitted to the guide block 7 and the pull-off bolt 6, so that it is pulled apart.
  • FIG. 11 is a front elevational view of a coupler bumper for a rail vehicle in accordance with still another embodiment of the present invention.
  • the main difference of the damper of the embodiment shown in FIG. 11 is that the radial dimension of the stop portion 3-2 is set to be larger than the radial dimension of the barrel 5, compared to the damper of the embodiment shown in FIG.
  • the cylinder wall of the barrel 5 can prevent the stop portion 3-2 from axially shifting, at least a part of which is directly transmitted to the shaft barrel 5 through the stop portion 3-2, and the other portion of the load passes
  • the two elastomers 2 are transferred to the spindle 5, which is advantageous in preventing direct compression damage to the elastomer 2 in the event of a very large overload.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

一种轨道车辆用车钩缓冲器，其包括安装座（1）、至少两个吸能部件（2）、牵引杆（3）、锁紧件（4）、安装在安装座的安装孔（1-1）内部的转轴筒（5）、导向块（7）和拉断部件（6）；导向块通过轴向设置的拉断部件固定在安装座上以限制转轴筒在安装孔内部轴向移动；其中，转轴筒内设置有大致垂直于轴向的隔板（5-3），牵引杆从隔板的隔板孔（5-3-1）可活动地轴向穿过；隔板的两侧分别设置至少一个套装在牵引杆上的吸能部件并通过锁紧件锁紧；安装座上设置有导向槽（1-2），导向块至少部分置于导向槽中，在车钩缓冲器过载时拉断部件被大致轴向地拉断，牵引杆带动转轴筒通过导向块在导向槽内导向移动。本车钩缓冲器的过载脱卸结构简单、在脱卸过程中不会偏移卡死，并且整体结构简单、紧凑。

Description

一种轨道车辆用车钩缓冲器 技术领域
本发明属于轨道车辆的车钩技术领域，涉及一种轨道车辆用车钩缓冲器。
背景技术
目前，轨道车辆的被动保护性能越来越受到人们关注，而车钩缓冲器作为传递和缓冲车辆自身牵引力和冲击力的关键部件，直接关系到列车运营的安全性和舒适性。在车辆碰撞时，车钩缓冲器将进行吸能，当载荷过大时安装于司机室前端的车钩缓冲器将被脱卸退回车体内部(即过载脱卸)，从而让出车端头部的空间。
现有技术中，由于缓冲介质的不同造成轨道车辆使用的车钩缓冲器形式多样，在过载脱卸方面的结构设计上也各不相同，车钩缓冲器存在脱卸结构方面相对复杂、使用疲劳寿命差，使得车钩缓冲器整体不紧凑；而且，在过载脱卸时缺乏很好的导向，在脱卸过程中容易导致偏移问题。
发明内容
本发明的目的之一在于，提出一种结构简单、紧凑的轨道车辆用车钩缓冲器。
本发明的还一目的在于，防止轨道车辆用车钩缓冲器在脱卸过程中出现偏移卡死。
本发明的在一目的在于，提高车钩缓冲连接器的使用疲劳寿命。
为实现以上目的或者其他目的，本发明提供一种轨道车辆用车钩缓冲器，包括安装座、至少两个吸能部件、牵引杆和锁紧件，还包括：
转轴筒，其安装在所述安装座的安装孔内；
导向块和拉断部件，所述导向块通过轴向设置的拉断部件固定在所述安装座上以限制所述转轴筒在所述安装孔内部轴向移动；
其中，所述转轴筒内设置有大致垂直于轴向的隔板，所述牵引杆从所述隔板的隔板孔可活动地轴向穿过；
其中，所述隔板的两侧分别设置至少一个套装在所述牵引杆上的 所述吸能部件并通过所述锁紧件锁紧；
其中，所述安装座上设置有导向槽，所述导向块至少部分置于所述导向槽中，在所述车钩缓冲器过载时所述拉断部件被大致轴向地拉断并至少使所述牵引杆带动所述转轴筒通过所述导向块在所述导向槽内导向移动。
附图说明
从结合附图的以下详细说明中，将会使本发明的上述和其他目的及优点更加完整清楚，其中，相同或相似的要素采用相同的标号表示。
图1是按照本发明的一实施例的轨道车辆用车钩缓冲器的主视图。
图2是图1所示实施例轨道车辆用车钩缓冲器的A-A剖视图。
图3是图2所示实施例轨道车辆用车钩缓冲器的局部B-B剖视图。
图4是图2所示实施例的转轴筒的左视图。
图5是图1所示实施例轨道车辆用车钩缓冲器的安装座的立体视图。
图6是图1所示实施例轨道车辆用车钩缓冲器的牵引杆的主视图。
图7是图6所示实施例的牵引杆的C-C剖视图。
图8是图2所示实施例轨道车辆用车钩缓冲器的右侧弹性体的压缩示意图。
图9是图2所示实施例轨道车辆用车钩缓冲器的左侧弹性体的压缩示意图。
图10是图2所示实施例轨道车辆用车钩缓冲器的拉断部件的断裂示意图。
图11是按照本发明的又一实施例的轨道车辆用车钩缓冲器的主视图。
具体实施方式
下面介绍的是本发明的多个可能实施例中的一些，旨在提供对本发明的基本了解，并不旨在确认本发明的关键或决定性的要素或限定所要保护的范围。容易理解，根据本发明的技术方案，在不变更本发明的实质精神下，本领域的一般技术人员可以提出可相互替换的其他实现方式。因此，以下具体实施方式以及附图仅是对本发明的技术方 案的示例性说明，而不应当视为本发明的全部或者视为对本发明技术方案的限定或限制。
下面的描述中，为描述的清楚和简明，并没有对图中所示的所有多个部件进行详细描述。附图中示出了为本领域普通技术人员提供本发明的完全能够实现的多个部件。对于本领域技术人员来说，许多部件的操作都是熟悉而且明显的。
在本文中，牵引杆的中心轴线所在的方向定义为轴向，“左”、“右”等方向属于方向是在轴向上来定义的，“上”、“下”是根据本发明的车钩缓冲器在正常使用时的安装定位来定义的；应当理解到，这些方向性术语是相对的概念，它们用于相对性的描述和澄清，不是要将任何实施方式或任何实施方式的部件的定向限定到具体的方向或定向。
图1所示为按照本发明的一实施例的轨道车辆用车钩缓冲器的立体图。以下结合图1至图7对本发明实施例的轨道车辆用车钩缓冲器(以下简称为“缓冲器”)的具体结构进行示例说明。
如图1-7所示，在该实施例中，缓冲器包括安装座1，其可以通过如图5所示的安装座1上的螺栓安装孔1-5，将缓冲器安装在一端的车体上，安装座1内部在轴向上穿通并形成安装孔1-1，安装孔1-1在轴向方向穿通该安装座1以形成容纳空间。缓冲器还主要地包括在轴向上设置的牵引杆3、转轴筒5、至少两个弹性体2、锁紧件4、导向块7和拉断部件6。转轴筒5安装在安装座1的安装孔1-1内，在该实施例中，转轴筒5包括在其外周设置的上下两个转轴5-2，对应地，转轴筒5的上方和下方各设置一个导向块7，每个导向块7设置有转轴孔7-1，转轴筒5的上下两个转轴5-2分别相应地与导向块7通过转轴孔7-1转动连接。在安装时，如图3所示，转轴筒5的每个转轴5-2对应置于导向块7的转轴孔7-1内，然后，通过拉断部件6将导向块7固定在安装座1的端面1-7上，这样，转轴筒5被导向块7和拉断部件6限定，从而限制转轴筒5在安装孔1-1内部轴向移动。拉断部件6具体可以但不限于为拉断螺栓，拉断螺栓6大致平行于轴向设置，这样大致与安装座的端面1-7垂直设置，拉断螺栓6可以拧入如图3中所示的安装座1的螺纹孔1-6中，从而将导向块7固定。
具体地，如图2所示，上下两个转轴5-2在与牵引杆3中心轴线的垂直的方向上同轴设置，上下两个转轴5-2相对安装座1和导向块7 是可绕其轴线可转动的，这样，转轴筒5在受偏离方向力的作用下，可以通过上下两个转轴5-2绕其轴线转动(在安装孔1-1的范围内)。
为了提高上下两个转轴5-2的耐磨性，每个转轴5-2的外周均套装有转轴衬套11。
参见图2、图3和图5，安装座1的安装孔1-1内(例如在其内壁上)设置有两个导向槽1-2，导向槽1-2是对应导向块7而设置，导向块7至少部分置于导向槽1-2中，并且在没有拉断螺栓6固定时，导向块7可以在导向槽内左右导向移动，这样就使转轴筒5的每个转轴5-2与各自的导向槽1-2滑动配合。在拉断螺栓6断裂时，导向块7相对导向槽1-2是可以左右活动的，牵引杆3带动转轴筒5、通过导向块7在导向槽1-2内导向移动。
参见图1和图3、图5，安装座1的外表面上设置有防尘盖9，安装座1的位于转轴5-2处设有防尘盖孔1-3，防尘盖9可拆卸地盖置在安装座1的防尘盖孔1-3上，并与安装座1固定连接；防尘盖9的设置能方便了解导向块7的安装状态，并且具有防尘效果。
参见图2和图4，转轴筒5设有隔板5-3，隔板5-3大致垂直设置以将转轴筒5的内部空间对应的安装孔5-1左右分隔。隔板5-3可以设置在对应于上下两个转轴5-2的轴线上。隔板5-3上的中部位置对应的设有隔板孔5-3-1，牵引杆3可以轴向地穿过隔板孔5-3-1(如图2所示)。隔板孔5-3-1的径向尺寸相对大于牵引杆3的径向尺寸，从而使牵引杆3相对转轴套筒5是可活动的，例如，牵引杆3在隔板孔5-3-1内左右移动。具体地，隔板孔5-3-1可以但不限于为矩形孔状，尤其地，隔板孔5-3-1的上、下内壁面5-3-2被设置为凸弧形状，也即，上、下内壁面5-3-2与经过转轴筒5的中心轴线的垂直截面的交线呈凸弧形或尖角形；牵引杆3的外周上设有两个相对称的摆动平面3-1(参见图6)，摆动平面3-1与上、下内壁面5-3-2相配合；这样，当缓冲器正常载荷下时，允许牵引杆3相对于轴向作上下小幅度摆动，上、下内壁面5-3-2的凸弧形结构能使牵引杆3上下摆动时更顺畅。
继续参见图2和图4，转轴筒5可以大致为圆筒状，转轴筒5的筒壁上可以设置若干工艺孔(图中未示出)，例如，在隔板3的左侧的筒壁上设有2～6个工艺孔，工艺孔的设置有利于节约材料，并且在搬运过程中可以方便搬运。
参见图2，牵引杆3在轴向上设置，其左端可以通过其他连接部件与另一车体连接，其右端设置锁紧件4，牵引杆3可活动地轴向穿过转轴筒5的隔板5-3的隔板孔5-3-1，这样，在隔板5-3的两侧可以分别设置套装在牵引杆3上的若干弹性体2；在该实施例中，牵引杆3的左端相对隔板5-3而固定设置止挡部3-2，牵引杆3的右端相对隔板5-3而可拆卸地固定设置挡圈8，在其它实施例中，止挡部3-2也可以以可拆卸地固定方式固定在牵引杆3的左端；止挡部3-2与隔板5-3之间形成第一空间(即包括隔板5-3左侧的安装孔5-1空间)，挡圈8与隔板5-3之间形成第二空间(即包括隔板5-3右侧的安装孔5-1空间)，示例地，第一空间中容纳有两个弹性体2，第二空间中容纳有一个弹性体2；在拉断螺栓6未断裂时，转轴筒5相对安装座1固定，从而，在牵引杆3向右移动时(压缩载荷工况下)，第一空间减小的同时第二空间增大，第一空间的两个弹性体2轴向被挤压以吸收能量；在牵引杆3向左移动时(拉伸载荷工况下)，第一空间增大的同时第二空间减小，第二空间的一个弹性体2轴向被挤压以吸收能量。锁紧件4为可拆卸地固定(例如通过螺栓固定)在牵引杆3的右端的部件，其锁紧时，挡圈8被锁紧件4抵住而固定，从限制弹性体2的轴向移位。其中，止挡部3-2和/或挡圈8的径向尺寸可以小于转轴筒5的径向尺寸。
弹性体2为一种吸能部件，其可以在轴向上被挤压变形而吸收能量，弹性体2在垂直于轴向的截面上具体可以但不限于大致为圆环状，弹性体2的具体材料不是限制性的，其可以在不承受压力时基本恢复形状。在安装时，在牵引杆3安装之前，先将如图2所示的两个弹性体2套装在牵引杆3上，然后将牵引杆3穿过隔板孔5-3-1，然后再将隔板5-3右侧的一个弹性体2套装在牵引杆3上，然后安装挡圈8，再拧紧锁紧件4，从而可以锁紧弹性体2。
在一实施例中，第一空间对应设置的弹性体2的数量大于第二空间对应设置的弹性体2的数量；在又一实施例中，第一空间对应设置的弹性体2的数量小于第二空间对应设置的弹性体2的数量。也就是说明，可以根据压缩载荷和拉伸载荷的具体工况来设置第一空间/第二空间中的弹性体2的数量。弹性体2的个数不是限制的，可以以保证在正常载荷时弹性体2能充分吸能为标准来设置弹性体2的个数。
发明人注意到，现有的专利PCT/EP2006/002903所公开揭示的连接 器，其中作为缓冲介质的吸能部件是弹性环。在冲击力作用下，主要是利用弹性环的剪切变形、以及弹性环的材料自身的阻尼来吸收冲击能量，因此，牵引和制动时的冲击力都作用于同一组作为缓冲介质的弹性环上，并且主要是呈交变剪切作用形式，即以剪切形变的方式变形，从而易于造成弹性体疲劳寿命短，难以符合用户长寿命的使用需求。
在以上实施例的缓冲连接器中，隔板5-3的设置使得弹性体分别置于其左右两侧，从而在牵引工况和制动工况时，是分别作用于不同侧的弹性体上，使弹性体压缩形变(而不是剪切形变)来吸收冲击能量，有利于显著提高作为缓冲介质的吸能部件的疲劳寿命，牵引杆3所传递的作用力在弹性体2上的作用形式也更加合理。
继续参见图2，在一实施例中，隔板5-3的左侧设置的两个弹性体2之间还设置有中间隔板10,中间隔板10能够将两个弹性体2隔开，从而增大弹性体2的摩擦力并增加能量吸收能力。
参见图2和图4，隔板5-3的两个侧面上均具有若干限位孔5-3-4，对应地，与隔板5-3相邻的弹性体2上具有若干与限位孔5-3-4配合的限位凸起2-1；挡圈8上也可以设有若干限位孔8-1，对应地，与挡圈8相邻的弹性体2上也具有若干与限位孔8-1配合的限位凸起2-2，这样就可以限制弹性体2的转动。
需要说明的是，由于拉断部件6基本平行于轴向设置，在左右方向的载荷下，牵引杆3的力可以通过弹性体2、转轴筒5、导向块7传递至拉断部件6，对拉断部件6从而产生相对拉力(即轴向力)，可以设置拉断部件6的形状结构和/或材料，预先确定拉断部件6可以承受的轴向力的范围值，在过载状况发生时，车钩缓冲器的轴向力超过预定范围值时(即过载时)拉断部件6被拉断，从而使至少牵引杆3带动转轴筒5通过导向槽1-2导向移动，并且，可以在导向槽1-2的长度范围内移动，防止轨道车辆用车钩缓冲器在脱卸过程中出现偏移卡死，从而实现缓冲器的内部结构顺利脱卸。缓冲器的这种过载脱卸结构简单，并且缓冲器在轴向上的结构紧凑，整体结构简单。
图8所示为图2所示实施例轨道车辆用车钩缓冲器的右侧弹性体的压缩示意图。缓冲器在拉伸载荷工况下，牵引杆3从左端拉伸，牵引杆3向左移动，隔板5-3右侧的弹性体2被压缩以吸收能量。
图9所示为图2所示实施例轨道车辆用车钩缓冲器的左侧弹性体的压缩示意图。缓冲器在压缩载荷工况下(例如碰撞或刹车时)，如图8所示，牵引杆3向右移动，隔板5-3左侧的弹性体2被压缩，从而吸收能量。
图10所示为图2所示实施例轨道车辆用车钩缓冲器的拉断部件的断裂示意图。例如，以牵引杆3向右移动为示例，牵引杆3的轴向力传递至转轴筒5上，在过载时，拉断螺栓6承受大于其能够承受大致轴向的临界冲击力，从而会导致拉断螺栓6断裂，牵引杆3带动转轴筒5和导向块7沿着导向槽1-2右移，实现缓冲器内部脱卸，导向槽1-2在过载时因此可以实现导向功能，使得转轴筒5右移时不会发生偏移，脱卸过程中不会卡死，保证了转轴筒5能正常脱卸。
在图2所示实施例的缓冲器中，设置止挡部3-2的径向尺寸小于转轴筒5的径向尺寸，转轴筒5的筒壁不会阻止止挡部3-2轴向移位，从而在车钩缓冲器过载时，其载荷基本完全通过两个弹性体2传递至转轴筒5，进而传递至导向块7和拉断螺栓6，从而使其被拉断。
图11是按照本发明的又一实施例的轨道车辆用车钩缓冲器的主视图。相比图2所示实施例的缓冲器，图11所示实施例的缓冲器的主要区别在于，止挡部3-2的径向尺寸被设置为大于轴筒5的径向尺寸，这样在车钩缓冲器过载时，轴筒5的筒壁可以阻止止挡部3-2轴向移位，其载荷至少一部分通过止挡部3-2直接传递至所述转轴筒5，其载荷另一部分通过两个弹性体2传递至转轴筒5，这样有利于防止在过载非常大的情况下直接压损破坏弹性体2。
以上例子主要说明了本发明的轨道车辆用车钩缓冲器。尽管只对其中一些本发明的实施方式进行了描述，但是本领域普通技术人员应当了解，本发明可以在不偏离其主旨与范围内以许多其他的形式实施，例如，缓冲器还设置有对中装置和/或支撑装置等。因此，所展示的例子与实施方式被视为示意性的而非限制性的，在不脱离如所附各权利要求所定义的本发明精神及范围的情况下，本发明可能涵盖各种的修改与替换。

Claims (17)

  1. 一种轨道车辆用车钩缓冲器，包括安装座(1)、至少两个吸能部件(2)、牵引杆(3)和锁紧件(4)，其特征在于，还包括：
    转轴筒(5)，其安装在所述安装座(1)的安装孔(1-1)内；
    导向块(7)和拉断部件(6)，所述导向块(7)通过轴向设置的拉断部件(6)固定在所述安装座(1)上以限制所述转轴筒(5)在所述安装孔(1-1)内部轴向移动；
    其中，所述转轴筒(5)内设置有大致垂直于轴向的隔板(5-3)，所述牵引杆(3)从所述隔板(5-3)的隔板孔(5-3-1)可活动地轴向穿过；
    其中，所述隔板(5-3)的两侧分别设置至少一个套装在所述牵引杆(3)上的所述吸能部件(2)并通过所述锁紧件(4)锁紧；
    其中，所述安装座(1)上设置有导向槽(1-2)，所述导向块(7)至少部分置于所述导向槽(1-2)中，在所述车钩缓冲器过载时所述拉断部件(6)被大致轴向地拉断并至少使所述牵引杆(3)带动所述转轴筒(5)通过所述导向块(7)在所述导向槽(1-2)内导向移动。
  2. 如权利要求1所述的车钩缓冲器，其特征在于，所述转轴筒(5)包括筒体(5-4)和设置于筒体(5-4)外周的上、下转轴(5-2)，对应所述上、下转轴(5-2)分别设置与其转动连接的所述导向块(7)。
  3. 如权利要求2所述的车钩缓冲器，其特征在于，所述隔板(5-3)设置在对应于所述上、下转轴(5-2)的轴线上。
  4. 如权利要求2所述的车钩缓冲器，其特征在于，所述上、下转轴(5-2)与所述转轴筒(5)为一体设计，所述导向块(7)上设置有转轴孔(7-1)，所述转轴(5-2)被安装在所述转轴孔(7-1)中以实现所述转动连接，并使所述转轴筒(5)能够绕所述转轴(5-2)的轴线转动。
  5. 如权利要求1所述的车钩缓冲器，其特征在于，所述拉断部件(6)为拉断螺栓。
  6. 如权利要求1所述的车钩缓冲器，其特征在于，对应所述转轴(5-2)的外周套装有转轴衬套(11)。
  7. 如权利要求1所述的车钩缓冲器，其特征在于，所述隔板(5-3)的隔板孔(5-3-1)呈矩形孔状，且隔板孔(5-3-1)上、下内壁面(5-3-2)与过转轴筒(5)的中心轴线的垂直截面的交线呈凸弧形。
  8. 如权利要求1所述的车钩缓冲器，其特征在于，所述隔板(5-3)的隔板孔(5-3-1)呈矩形孔状，且隔板孔(5-3-1)上、下内壁面(5-3-2)与过转轴筒(5)的中心轴线的垂直截面的交线呈凸弧形，所述牵引杆(3)的外周上设有两个相对称的摆动平面(3-1)，两个所述摆动平面(3-1)分别与上、下内壁面(5-3-2)相配合。
  9. 如权利要求1所述的车钩缓冲器，其特征在于，所述隔板(5-3)上设置有至少一个用于限制所述吸能部件(2)转动的限位孔(5-3-4)。
  10. 如权利要求1所述的车钩缓冲器，其特征在于，所述牵引杆(3)的左端相对所述隔板(5-3)而固定设置止挡部(3-2)，所述牵引杆(3)的右端相对所述隔板(5-3)而可拆卸地固定设置挡圈(8)；其中，所述止挡部(3-2)与所述隔板(5-3)之间形成第一空间，所述挡圈(8)与所述隔板(5-3)之间形成第二空间。
  11. 如权利要求10所述的车钩缓冲器，其特征在于，在所述第一空间中容纳两个所述吸能部件(2)，在所述第二空间中容纳有一个所述吸能部件(2)。
  12. 如权利要求10所述的车钩缓冲器，其特征在于，所述止挡部(3-2)的外周径向尺寸小于所述转轴筒(5)的筒体(5-4)的内壁径向尺寸，在所述车钩缓冲器过载时，其载荷通过所述吸能部件(2)传递至所述转轴筒(5)。
  13. 如权利要求10所述的车钩缓冲器，其特征在于，所述止挡部(3-2)的外周径向尺寸大于所述转轴筒(5)的筒体(5-4)的内壁径向尺寸，且不大于所述转轴筒(5)的筒体(5-4)的外周径向尺寸，在所述车钩缓冲器过载时，其载荷至少部分通过所述止挡部(3-2)直接传递至所述转轴筒(5)。
  14. 如权利要求11所述的车钩缓冲器，其特征在于，在两个所述吸能部件(2)部件之间设置有中间隔板(10)。
  15. 如权利要求1所述的车钩缓冲器，其特征在于，所述吸能部件(2)为弹性体。
  16. 如权利要求15所述的车钩缓冲器，其特征在于，所述弹性体 上设置有至少一个用于限制所述吸能部件(2)转动的限位凸起(2-1)。
  17. 如权利要求1所述的车钩缓冲器，其特征在于，还包括防尘盖(9)，所述安装座(1)的位于转轴(5-2)处设有防尘盖孔(1-3)，防尘盖(9)盖置在防尘盖孔(1-3)上并与安装座(1)固定连接。
PCT/CN2015/082834 2014-06-30 2015-06-30 一种轨道车辆用车钩缓冲器 Ceased WO2016000602A1 (zh)

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