WO2016101924A1 - 轨道车辆缓冲装置及其组装方法、缓冲系统 - Google Patents

轨道车辆缓冲装置及其组装方法、缓冲系统 Download PDF

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Publication number
WO2016101924A1
WO2016101924A1 PCT/CN2015/099141 CN2015099141W WO2016101924A1 WO 2016101924 A1 WO2016101924 A1 WO 2016101924A1 CN 2015099141 W CN2015099141 W CN 2015099141W WO 2016101924 A1 WO2016101924 A1 WO 2016101924A1
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WO
WIPO (PCT)
Prior art keywords
sleeve
rail vehicle
annular
cushioning device
buffer
Prior art date
Application number
PCT/CN2015/099141
Other languages
English (en)
French (fr)
Inventor
张晋伟
吴刚
马桃
胡小山
杜利清
Original Assignee
中车戚墅堰机车车辆工艺研究所有限公司
常州南车铁马科技实业有限公司
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.)
Filing date
Publication date
Priority claimed from CN201420840608.0U external-priority patent/CN204383491U/zh
Priority claimed from CN201410824547.3A external-priority patent/CN104554329B/zh
Application filed by 中车戚墅堰机车车辆工艺研究所有限公司, 常州南车铁马科技实业有限公司 filed Critical 中车戚墅堰机车车辆工艺研究所有限公司
Priority to CN201590001217.2U priority Critical patent/CN207579876U/zh
Publication of WO2016101924A1 publication Critical patent/WO2016101924A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof

Definitions

  • the invention belongs to the technical field of rail vehicle buffering, and relates to a rail vehicle buffering device and an assembling method thereof, in particular to a tension and pressure independent type buffering device.
  • the buffer is a common component of the high-performance buffer device, and mainly includes a rubber buffer, a glue buffer, a gas-liquid buffer, an elastomer buffer, etc., wherein the gas-liquid buffer has the characteristics of large capacity, small volume, and light weight. Widely used in rail vehicles.
  • the impact load externally transmitted to the rail vehicle buffer device mainly includes a tensile impact load and a compression impact load; wherein the tension and pressure independent buffer device comprises two buffering energy absorbing members of a ring spring and a buffer, and the tensile impact load is a ring spring.
  • the buffer energy is absorbed, and the compression shock load is buffered to realize the buffer energy absorption. Therefore, it is called a “pull-pressure independent” buffer device.
  • FIG. 9 is a schematic view showing the assembly structure of a prior art rail vehicle buffer device.
  • the rail vehicle cushioning device mainly includes a drawbar 210, a bumper 220, a nut 230, an annular spring 240, a sleeve 250, a rubber ball bearing 260, and the like, wherein an anti-rotation strip 270 is disposed inside the sleeve 250.
  • the drawbar 210 is provided with an inner sleeve 212 for accommodating the damper 220, and corresponding to the anti-rotation strip 270, an anti-rotation is provided on the boss of the inner sleeve 212 of the drawbar 210 on the vehicle body side. Slot 211.
  • the tensile force is transmitted from the boss on the vehicle body side of the drawbar 210 to the annular spring 240, and the tensile shock load energy is absorbed by the annular spring 240; under the compression shock condition, the compressive force It is directly transmitted from the coupler side of the drawbar 210 to the buffer 220, and absorbs the compressive load energy through the buffer 220; during the above work, the drawbar 210 and the inner sleeve 212 of the drawbar 210, the buffer 220, and the annular spring 240 are sleeved.
  • the longitudinal movement of the barrel 250 is relatively constant, and the anti-rotation strip 270 and the anti-rotation groove 211 on the drawbar 210 prevent their circular movement relative to the sleeve 250. Therefore, the prior art rail vehicle buffer device must be specifically designed and set for the buffer 220.
  • the drawbar 210 such as the drawbar 210, must have an inner sleeve 212 so that the structure is complicated and the volume of the sleeve 250 or the like is increased and the mass is also large.
  • the rail vehicle cushioning device shown in FIG. 9 is screwed with the nut 230 to the inner wall of the sleeve 250, thereby restraining the annular spring 240 in the space between the drawbar 210 and the sleeve 250.
  • the ring spring 240 Since in the initial state (without external impact load conditions), the ring spring 240 must be subjected to a certain preload, that is, the spring 240 maintains a certain compressive load, and therefore, when assembling, particularly when mounting the nut 230, At the same time, a pre-pressure is applied to the annular spring 240 by the nut 230, which is increased during the step of tightening the nut 230, and finally reaches a certain pre-pressure value.
  • the process of tightening the nut 230 becomes more and more difficult, and the rail vehicle cushioning device is easily damaged during the assembly process.
  • the surface of the nut 230 and the ring spring 240 is easily scratched, and the ring spring 240 is also easy. Being driven to rotate. Therefore, the assembly process of the prior art rail vehicle buffer device is complicated and difficult to operate, that is, has the disadvantage of poor assembly process.
  • the present invention provides the following technical solutions.
  • a rail vehicle cushioning device comprising a sleeve (7), an annular stop (4) having an external thread, a damper (3) disposed in the sleeve (7), and an elastic An energy absorbing member (6) for absorbing external compressive impact load energy, said elastic energy absorbing member (6) for absorbing external tensile impact load energy;
  • said rail vehicle buffer device also includes:
  • a pre-pressing member (5) that abuts against a front end of the elastic energy absorbing member (6) and is used in the process of screwing the annular stop (4) to the front end of the sleeve (7) A pre-pressure is applied to the elastic energy absorbing member (6).
  • a method of assembling the above-described rail vehicle cushioning device wherein a preload is applied to the elastic energy absorbing member (6) by the preloading member (5), and The annular stop (4) is screwed to the front end of the sleeve (7) under pre-stress conditions.
  • a coupler cushioning system comprising a coupler and the coupler cushioning device of any of the above.
  • FIG. 1 is a schematic view showing the assembly structure of a rail vehicle cushioning device according to an embodiment of the present invention.
  • FIG. 2 is a perspective view showing the structure of a rail vehicle cushioning device according to an embodiment of the present invention.
  • FIG 3 is a schematic structural view of a buffer of a rail vehicle buffer device according to an embodiment of the present invention.
  • Figure 4 is a schematic illustration of the rail vehicle cushioning device of the embodiment of Figure 1 in a compressed state.
  • Figure 5 is a schematic illustration of the rail vehicle cushioning device of the embodiment of Figure 1 in a stretched state.
  • Fig. 6 is an enlarged schematic view showing a portion I of the rail vehicle cushioning device of the embodiment shown in Fig. 1.
  • Figure 7 is an exploded perspective view of the annular stop, preloading member and annular spring of the rail vehicle cushioning device of the embodiment of Figure 1 prior to assembly into the sleeve.
  • Figure 8 is a perspective view showing another example of a pre-pressure sleeve used in the rail vehicle cushioning device of the embodiment shown in Figure 1.
  • FIG. 9 is a schematic view showing the assembly structure of a prior art rail vehicle cushioning device.
  • orientation terminology used herein is defined based on the orientation in which the rail vehicle cushioning device is placed in the drawings, and it should be understood that these directional terms are relative concepts that are used for relative description and clarification, It can be placed according to the rail vehicle buffer The change in orientation changes accordingly.
  • front and rear are defined relative to the direction of the external compression impact force received by the cushioning device under normal operating conditions, wherein the direction of the externally compressing impact force is defined as “front”
  • post is defined as "post”.
  • each component may define a corresponding "front end” and “back end” according to the definitions of the "front” and “rear” directions above, wherein the "back end” of each component is closer to the rail vehicle than the "front end” The body of the vehicle on which the cushioning device is mounted.
  • the rail vehicle cushioning device of the embodiment of the present invention mainly includes a damper 3, an annular stopper 4, a ring spring 6, a sleeve 7, and a preload member, and further includes a rubber ball bearing 8.
  • the rear end of the sleeve 7 can be pivotally connected to the vehicle body or other components on the vehicle body via the rubber ball bearing 8.
  • the sleeve 7 is specifically opened in a direction opposite to the side of the vehicle body, that is, the mouth is provided at the front end thereof, and the sleeve 7 is for accommodating mounting of at least components such as the damper 3, the annular stopper 4, and the annular spring 6.
  • the inner cylinder wall of the sleeve 7 comprises a first partial barrel wall 7-3 and a second partial barrel wall 7-4, the second partial barrel wall 7-4 having a smaller relative to the first partial barrel wall 7-3
  • the inner diameter has a second partial cylindrical wall 7-4 having a step 7-1 with respect to the first partial cylindrical wall 7-3, that is, the inner cylindrical wall of the sleeve 7 is divided into the first partial cylindrical wall 7-3 by the step 7-1 And a second partial barrel wall 7-4.
  • the damper 3 includes a housing 3-1 and a piston rod 3-3 having a telescopic function, and the rear end of the piston rod 3-3 abuts against the inner end wall surface 7-5 of the sleeve 7;
  • the front end of the housing of the damper 3 is exposed, and can be, but is not limited to, connected to the outer snap ring 1 through the joint 2, so that connection with the outer coupler can be realized; at the same time, the shell of the damper 3
  • the rear end of the body 3-1 is provided with an annular boss 3-2, and the outer diameter of the annular boss 3-2 is provided to enable it to reciprocate within the second partial wall 7-4 of the sleeve 7.
  • the annular spring 6 can be fitted over the bumper 3 and placed between the first partial barrel wall 7-3 of the sleeve 7 and the housing 3-1 of the bumper 3.
  • annular boss 3-2 on the housing 3-1 of the bumper 3 can be integrally formed with the housing 3-1, optionally between the annular boss 3-2 and the housing 3-1. They can also be joined together by screwing or soldering.
  • the annular spring 6 is used as an elastic energy absorbing member, which may be specifically, but not limited to, formed by a series of inner and outer rings stacked on its conical surface.
  • the annular spring 6 is fitted over the housing 3-1 of the damper 3 and placed between the sleeve 7 and the housing 3-1 of the damper 3.
  • a stopper 10 is further disposed, which is installed in the sleeve
  • the cylinder 7 is specifically mounted between the casing 3-1 of the damper 3 and the first partial cylinder wall 7-3 of the sleeve 7, and the rear end of the annular spring 6 abuts against the stopper 10, and the rear end of the stopper 10 is
  • the step 7-1 of the sleeve 7 abuts, wherein the outer diameter of the annular boss 3-2 is larger than the inner diameter of the stopper 10, and the rear end of the stopper 10 can also partially abut against the annular boss 3-2.
  • the tensile impact load can be transmitted to the stopper 10 through the annular boss 3-2 of the damper 3, and the tensile shock load can be transmitted to the annular spring 6.
  • the main function of the annular spring 6 is to absorb the external tensile impact load energy, thereby reducing the tensile impact on the vehicle body.
  • the specific type of the elastic energy absorbing member is not limited to the ring spring 6 of the above embodiment, and those skilled in the art can selectively set the energy absorbing requirements as needed.
  • the stop 10 can also be provided as a retaining ring that fits within the sleeve and is placed between the annular boss 3-2 and the rear end of the annular spring 6.
  • the stop 10 (or the retaining ring) and the step 7-1 can be replaced by providing a retaining cylinder, the axial section of the retaining sleeve being substantially two upper and lower oppositely disposed L-shaped portions spaced apart by a certain distance therebetween.
  • the length of the retaining cylinder in the axial direction may be substantially equal to or slightly larger than the length of the second partial tubular wall 7-4 of the embodiment of FIG. 1.
  • the inner tubular wall of the sleeve 7 may not be provided with a step as shown in FIG.
  • one end of the stopper having a larger opening abuts against the inner end wall surface 7-5 of the sleeve 7, and the front end surface of the other narrow end end abuts against the rear end of the annular spring 6, and the rear end surface of the other narrow end
  • the annular boss 3-2 of the damper is abutted; the damper 3 can be inserted from the end of the retainer having a larger opening.
  • the annular boss 3-2 of the damper 3 When the impact condition is compressed, the annular boss 3-2 of the damper 3 is moved to the rear end to be slidably engaged with the inner wall surface of the retaining cylinder; when the tensile impact condition is applied, the annular boss 3-2 of the damper 3 is resisted.
  • the cylinder moves toward the front end together with the retaining cylinder to compress the annular spring 6, and the outer wall surface of the retaining cylinder is slidably engaged with the inner cylinder wall of the sleeve.
  • the pre-pressing member 5 may specifically but not limited to a pre-pressing sleeve 5, and the pre-pressing sleeve 5 includes a cylindrical front portion 5-1 and a convex portion.
  • Annular rear portion 5-2 (see Fig. 7), annular stop 4 is fitted over the cylindrical front portion 5-1 of the pre-sleeve, the rear end of the annular stop 4 and the convex annular rear portion 5 of the pre-pressure sleeve 5 -2 is offset.
  • the inner diameter of the pre-press sleeve 5 is set such that it can be fitted over the housing 3-1 of the damper 3.
  • the pre-pressing sleeve 5, the housing 3-1 of the bumper 3, the first partial cylindrical wall 7-3 of the sleeve 7, and the stopper 10 form a substantially closed space for mounting the annular spring 6, and the pre-pressing sleeve 5 is used.
  • the pre-press sleeve 5 is integrally formed, which may be an integral collar structure.
  • the pre-clamp 5 can be formed from a combination of two half-loop structures.
  • the annular stop 4 is fitted over the cylindrical front portion 5-1 of the pre-pressure sleeve 5, the inner diameter of the annular stop 4 More than the outer diameter of the cylindrical front portion 5-1 of the pre-press sleeve 5, the inner ring of the annular stop 4 is not provided with an internal thread, but the annular stop 4 is provided with an external thread, and correspondingly, the first portion of the sleeve 7
  • the front end portion of the cylinder wall 7-3 is provided with an internal thread, so that under the condition that the preloading member 5 applies a certain preload to the annular spring 6, the annular stopper 4 can be screwed into the sleeve 7, thereby achieving screw connection fixing, thereby preventing The ring spring 6 moves to the front (left side shown in Fig.
  • the convex annular rear portion 5-2 of the pre-pressure sleeve 5 is sandwiched between the annular stop 4 and the front end of the annular spring 6, and the annular stop 4 is fitted over the cylindrical shape of the pre-sleeve
  • the cylindrical front portion 5-1 of the pre-pressure sleeve 5 is placed between the housing 3-1 of the damper 3 and the annular stop 4, the rear end of the annular stop 4 and the pre-pressure sleeve
  • the convex annular rear portion 5-2 of 5 is offset.
  • the annular stop 4 is substantially free of the reaction force from the annular spring 6, which becomes very easy to screw into the sleeve 3, and does not cause the annular stop 4 to be scratched by the annular spring 6, nor the annular spring 6 nor the annular stop 4
  • the twisting action drives the rotation, and the assembly process is greatly improved.
  • the cylindrical front portion 5-1 of the pre-sleeve 5 partially protrudes beyond the front end of the annular stop 4 such that the external pre-stress It is easy to act on the cylindrical front portion 5-1.
  • the cylindrical front portion 5-1 of the pre-press sleeve 5 may partially protrude
  • the front end of the annular stop 4 is outside, and the cylindrical front portion 5-1 is correspondingly provided with a sealing ring (not shown).
  • the annular boss 3-2 of the buffer 3 is provided with a first rotation stop portion, and the second partial cylinder wall 7-4 of the sleeve 7 is disposed corresponding to the first rotation stop portion.
  • the second rotation stop portion cooperates with the second rotation stop portion to prevent the damper 3 from rotating relative to the sleeve 7.
  • the first rotation stop portion is specifically an anti-rotation groove 3-2-1 disposed on the annular boss 3-2
  • the second rotation stop portion is specifically a second partial tube fixedly mounted on the sleeve 7.
  • Anti-rotation strip on wall 7-4 9 The anti-rotation strip 9 can be axially slidably engaged with the anti-rotation groove 3-2-1.
  • the first rotation stop portion may be a convex strip disposed on the annular boss 3-2, and correspondingly, the second rotation stop portion may be the second partial cylindrical wall 7 of the sleeve 7.
  • the slot provided on the 4, the rib can be axially slidably engaged in the slot.
  • the anti-rotation groove 3-2-1 and the anti-rotation bar 9 of the above embodiment are easier to process, and the realization cost is low.
  • the anti-rotation strip 9 can be specifically fixed to the second partial cylindrical wall 7-4 of the sleeve 7 by screws 11 (the second partial cylindrical wall 7-4 can be provided with corresponding holes), and the anti-rotation strip 9 is fixed.
  • the anti-rotation bar 9 can be independently machined compared to the notch at the second partial cylindrical wall 7-4, which is easy to implement and prevent The assembly of the strip 9 is not complicated.
  • the buffer 3 may be a gas-liquid buffer.
  • the specific internal structure of the gas-liquid buffer is not limited. For example, it may be disclosed in Chinese Patent Publication No. CN2321975Y, entitled “Gas-Liquid Buffer”.
  • the gas-liquid damper structure may be, for example, a structure disclosed in Chinese Patent Publication No. CN200957821Y.
  • an external compressive impact load can be applied to the snap ring 1 and further applied to the bumper 3 through the joint 2 fixed to the bumper 3, which is not required at this time.
  • the prior art has a complicated and bulky drawbar 210 as shown in FIG. 9 to apply a compressive impact load to the damper 3, and the damper 3 moves axially backwards under the condition of a compressive impact load, thereby Achieve energy absorption for compression shock loads.
  • the anti-rotation groove 3-2-1 is axially slidable between the anti-rotation groove 3-2-1 and the anti-rotation bar 9 under the guiding action of the anti-rotation bar 9, for example, the distance moved backward That is, it corresponds to the compression stroke shown in FIG.
  • the anti-rotation groove 3-2-1 is under the guiding action of the anti-rotation bar 9, the anti-rotation groove 3-2-1 and the anti-rotation groove
  • the strip 9 is axially slidable relative to each other, for example, the distance moved forward corresponds to the stretching stroke as shown in FIG.
  • the buffer 3 of the embodiment of the present invention is improved in the structure of the casing 3-1 thereof, for example, an annular boss 3-2 is provided on the casing 3-1 thereof, and the anti-rotation groove 3-2-1 is provided. It is disposed on the annular boss 3-2. Therefore, it is no longer necessary to provide the conventionally constructed and bulky drawbar 210 as shown in FIG. 9.
  • the inner diameter and the volume of the sleeve 7 can be made smaller and buffered.
  • the overall structure of the device is simple, small in size, light in weight, and low in cost.
  • the damper 3 is loaded into the sleeve 7, and the anti-rotation bar 9 is correspondingly placed in the anti-rotation groove 3-2-1 of the annular boss 3-2.
  • stopper 10 and the annular spring 6 are sequentially loaded into the sleeve 7, which are placed between the first partial cylindrical wall 7-3 of the sleeve 7 and the housing 3-1 of the damper 3.
  • the pre-pressing member 5 is loaded into the sleeve 7, and a certain pre-pressure is applied to the pre-pressing member 5 (the pre-pressure can be applied by an external device), and the pre-pressure is, for example, about 70 kN, so that the pre-pressing member 5 is oriented
  • the annular spring 6 applies this pre-pressure.
  • annular stopper 4 is screwed and fixed in the sleeve 7 under the condition that a predetermined preload is applied to the annular spring 6 by the pre-pressing member 5.
  • the rail vehicle cushioning device of the above embodiment can be applied to a coupler cushioning system including a coupler and the coupler cushioning device of the above embodiment, the front end of the coupler cushioning device is coupled to the coupler, and the coupler cushioning device is The rear end is connected directly or indirectly to the vehicle body.

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Abstract

一种轨道车辆缓冲装置及其组装方法、缓冲系统，属于轨道车辆缓冲技术领域。所述轨道车辆缓冲装置包括：套筒（7）、具有外螺纹的环形止挡（4）、设置在所述套筒（7）中的缓冲器（3）和弹性吸能部件（6），所述缓冲器（3）用于吸收外部的压缩冲击荷载能量，所述弹性吸能部件（6）用于吸收外部的拉伸冲击荷载能量；预压部件（5），其与所述弹性吸能部件（6）的前端相抵，并用于在将所述环形止挡（4）螺纹连接安装在所述套筒（7）的前端的过程中向所述弹性吸能部件（6）施加预压力。

Description

轨道车辆缓冲装置及其组装方法、缓冲系统 技术领域
本发明属于轨道车辆缓冲技术领域，涉及一种轨道车辆缓冲装置及其组装方法，尤其涉及一种拉压独立式的缓冲装置。
背景技术
为了提高诸如动车组、地铁车辆等轨道车辆的乘坐舒适性，减小各个轨道车之间由车钩传导过来的纵向冲击力，目前高速动车组、地铁车辆等轨道车辆的车端连接普遍追求采用高性能缓冲装置。
缓冲器是高性能缓冲装置的常用部件，其主要有橡胶缓冲器、胶泥缓冲器、气液缓冲器、弹性体缓冲器等，其中气液缓冲器以其容量大、体积小、重量轻的特点在轨道车辆中得到广泛应用。
外部传导至轨道车辆缓冲装置的冲击载荷主要包括拉伸冲击载荷和压缩冲击载荷；其中，拉压独立式缓冲装置包括环形弹簧和缓冲器两种缓冲吸能部件，拉伸冲击载荷由环形弹簧来实现缓冲吸能，压缩冲击载荷由缓冲器来实现缓冲吸能，因此，称之为“拉压独立式”缓冲装置。
图9所示为现有技术的轨道车辆缓冲装置的组装结构示意图。该轨道车辆缓冲装置主要地包括牵引杆210、缓冲器220、螺母230、环形弹簧240、套筒250及橡胶球轴承260等，其中，在套筒250内部设置有防转条270。在该轨道车辆缓冲装置中，牵引杆210设置内套筒212来容纳缓冲器220，对应该防转条270，在牵引杆210的内套筒212的车体侧的凸台上设置有防转槽211。从而，在拉伸冲击工况下，拉伸力从牵引杆210的车体侧的凸台传递至环形弹簧240，通过环形弹簧240吸收拉伸冲击载荷能量；在压缩冲击工况下，压缩力从牵引杆210的车钩侧直接传递至缓冲器220，通过缓冲器220吸收压缩载荷能量；以上工作过程中，牵引杆210以及牵引杆210的内套筒212、缓冲器220、环形弹簧240在套筒250内纵向相对运动，防转条270和牵引杆210上的防转槽211可以防止它们相对套筒250圆周运动。因此，现有技术的轨道车辆缓冲装置必须针对缓冲器220专门设计并设置相应的 牵引杆210，例如牵引杆210必须具有内套筒212，从而结构复杂，并且套筒250等的体积得到增加，质量也较大。
并且，图9所示的轨道车辆缓冲装置采用螺母230与套筒250内壁螺纹紧固，从而将环形弹簧240限位在牵引杆210与套筒250之间的空间中。由于在初始状态下(无外部冲击载荷条件下)，环形弹簧240必须被施加一定的预压力，也即弹簧240保持一定的压缩载荷，因此，在组装时，特别是在安装螺母230时，必须同时通过螺母230对环形弹簧240施加预压力，该预压力在螺母230逐步拧紧的过程中增加，最后达到一定的预压力值。这样，在螺母230拧紧的过程将变得越来越困难，并且组装过程中容易对轨道车辆缓冲装置产生损坏，例如，螺母230与环形弹簧240之间容易产生表面划伤，环形弹簧240也容易被带动转动。因此，现有技术的轨道车辆缓冲装置组装工艺复杂且难以操作，也即具有组装工艺差的缺点。
有鉴于此，有必要提出一种新型的轨道车辆缓冲装置。
发明内容
本发明的目的在于，改善轨道车辆缓冲装置的组装工艺性。
为达成以上至少一个目的，本发明提供以下技术方案。
按照本发明一方面，提供一种轨道车辆缓冲装置，包括套筒(7)、具有外螺纹的环形止挡(4)、设置在所述套筒(7)中的缓冲器(3)和弹性吸能部件(6)，所述缓冲器(3)用于吸收外部的压缩冲击载荷能量，所述弹性吸能部件(6)用于吸收外部的拉伸冲击载荷能量；所述轨道车辆缓冲装置还包括：
预压部件(5)，其与所述弹性吸能部件(6)的前端相抵，并用于在将所述环形止挡(4)螺纹连接安装在所述套筒(7)的前端的过程中向所述弹性吸能部件(6)施加预压力。
按照本发明的又一方面，提供一种以上所述轨道车辆缓冲装置的组装方法，其中，通过所述预压部件(5)向所述弹性吸能部件(6)施加预压力，并在该预压力条件下将所述环形止挡(4)螺纹连接安装在所述套筒(7)的前端。
按照本发明的再一方面，提供一种车钩缓冲系统，包括车钩以及以上任一所述的车钩缓冲装置。
根据以下描述和附图本发明的以上特征和其功能将变得更加显而易见。
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是按照本发明一实施例的轨道车辆缓冲装置的组装结构示意图。
图2是按照本发明一实施例的轨道车辆缓冲装置的立体结构示意图。
图3是按照本发明一实施例的轨道车辆缓冲装置的缓冲器的结构示意图。
图4是图1所示实施例的轨道车辆缓冲装置在压缩状态的示意图。
图5是图1所示实施例的轨道车辆缓冲装置在拉伸状态的示意图。
图6是图1所示实施例的轨道车辆缓冲装置的I部放大示意图。
图7是图1所示实施例的轨道车辆缓冲装置的环形止挡、预压部件和环形弹簧在组装进套筒前的分解示意图。
图8是图1所示实施例的轨道车辆缓冲装置使用的另一示例预压套的立体结构示意图。
图9是现有技术的轨道车辆缓冲装置的组装结构示意图。
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。
本文中使用的方位术语是基于轨道车辆缓冲装置在附图中所置放的方位来定义的，并且，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，其可以根据轨道车辆缓冲装置所置放 的方位的变化而相应地发生变化。并且，在本文中，“前”与“后”是相对与缓冲装置在正常工作条件下所接收的外部压缩冲击力的方向来定义的，其中，面向外部压缩冲击力的方向定义为“前”，相反的另一方向定义为“后”。以下描述中，根据以上“前”与“后”方向的定义，每个部件可以定义相应的“前端”和“后端”，其中每个部件的“后端”相对“前端”更靠近轨道车辆缓冲装置所安装的车辆的车体。
参见图1至图3，本发明实施例的轨道车辆缓冲装置主要地包括缓冲器3、环形止挡4、环形弹簧6、套筒7和预压部件，并且还包括橡胶球轴承8。套筒7的后端通过橡胶球轴承8可以与车体或车体上的其他部件枢转连接。套筒7具体的朝与车体侧相反的方向开口，也即筒口设置在其前端，套筒7用于容纳安装至少诸如缓冲器3、环形止挡4和环形弹簧6等部件。在该实施例中，套筒7的内筒壁包括第一部分筒壁7-3和第二部分筒壁7-4，第二部分筒壁7-4相对第一部分筒壁7-3具有较小的内径，具有第二部分筒壁7-4相对第一部分筒壁7-3具有台阶7-1，也即通过台阶7-1将套筒7的内筒壁划分为第一部分筒壁7-3和第二部分筒壁7-4。
在该实施例中，缓冲器3包括壳体3-1以及具有伸缩功能的活塞杆3-3，活塞杆3-3的后端与套筒7的内端壁面7-5相抵；缓冲器3安装在套筒7内时，缓冲器3的壳体的前端外露，并可以但不限于通过接头2与外部的卡环1连接，从而可以实现与外部的车钩连接；同时，缓冲器3的壳体上3-1的后端设置有环形凸台3-2，设置环形凸台3-2的外径以使其能够在套筒7的第二部分筒壁7-4内往返运动。这样，环形弹簧6可以套装在缓冲器3上并置于套筒7的第一部分筒壁7-3与缓冲器3的壳体3-1之间。
具体地，缓冲器3的壳体3-1上的环形凸台3-2可以与壳体3-1是一体制成，可选地，环形凸台3-2与壳体3-1之间也可以采用螺纹连接或焊接方式连接在一起。
在该实施例中，环形弹簧6是用作弹性吸能部件，其具体可以但不限于为由一系列内环和外环依靠其锥面叠积在一起形成的。环形弹簧6套装在缓冲器3的壳体3-1上并置于套筒7与缓冲器3的壳体3-1之间。
具体地，对应环形弹簧6的后端，还设置有挡块10，其安装在套 筒7中，具体安装在缓冲器3的壳体3-1和套筒7的第一部分筒壁7-3之间，环形弹簧6的后端与挡块10相抵，挡块10的后端与套筒7的台阶7-1相抵，其中，环形凸台3-2的外径大于挡块10的内径，挡块10的后端也可以部分地与环形凸台3-2相抵。这样，在拉伸冲击工况条件下，通过缓冲器3的环形凸台3-2可以向挡块10传递拉伸冲击载荷，进而向环形弹簧6传递拉伸冲击载荷。环形弹簧6的主要作用就是在于吸收外部的拉伸冲击载荷能量，从而减小对车体的拉伸冲击。弹性吸能部件具体类型并不限于以上实施例的环形弹簧6，本领域技术人员可以根据需要缓冲吸能要求来选择地设置。
在又一替换实施例中，挡块10也可以设置为挡圈，其安装在套筒内并置于环形凸台3-2与环形弹簧6的后端之间。
在另一替换实施例中，可以通过设置挡筒来替换挡块10(或挡圈)和台阶7-1，挡筒的轴向剖面大致为中间相隔一定距离的上下2个相对设置的L形。挡筒在轴向的长度可以基本等于或稍大于图1实施例的第二部分筒壁7-4的长度，对应的，套筒7的内筒壁内可以不设置如图1所示的台阶7-1，挡筒的具有较大开口的一端与套筒7的内端壁面7-5相抵，；另一窄口端的前端面与环形弹簧6的后端相抵，另一窄口端的后端面与缓冲器的环形凸台3-2相抵；缓冲器3可以从挡筒的所述具有较大开口的一端插入。
压缩冲击工况时，缓冲器3的环形凸台3-2向后端移动，与挡筒的内壁面滑动配合；拉伸冲击工况时，缓冲器3的环形凸台3-2抵住挡筒并带着挡筒一起向前端移动，压缩环形弹簧6，挡筒的外壁面与套筒的内筒壁滑动配合。
进一步参见图1至图3、图6至图7，在一实施例中，预压部件5具体可以但不限于为预压套5，预压套5包括圆筒形前部5-1和凸环形后部5-2(参见图7)，环形止挡4套装在预压套的圆筒形前部5-1上，环形止挡4的后端与预压套5的凸环形后部5-2相抵。预压套5的内径被设置为可以使其套装在缓冲器3的壳体3-1上。因此，预压套5、缓冲器3的壳体3-1、套筒7的第一部分筒壁7-3、挡块10之间形成大致封闭空间用来安装环形弹簧6，预压套5用于从环形弹簧6的前端施加一定的预压力(例如约70kN)于环形弹簧6上，该预压力可以通过外部设备提供，其可以作用在预压套5的圆筒形前部5-1的前端上。
在图7所示示例中，预压套5是一体形成的，其可以为一体套环结构。
在图8的又一示例中，预压套5可以由2个半套环结构组合形成。
继续参见图1至图3、图6至图7，在一实施例中，环形止挡4是套装在预压套5的圆筒形前部5-1上，环形止挡4的内圈直径大于预压套5的圆筒形前部5-1的外径，环形止挡4的内圈不设置内螺纹，但是，环形止挡4设置有外螺纹，相应地，套筒7的第一部分筒壁7-3的前端部分设置有内螺纹，这样，在预压部件5向环形弹簧6施加一定预压力的条件下，环形止挡4可以拧进套筒7，实现螺纹连接固定，从而阻止环形弹簧6向前方(图1中所示左边)移动。环形止挡4拧紧后，预压套5的凸环形后部5-2夹置于环形止挡4与环形弹簧6的前端之间，并且，环形止挡4套装在预压套的圆筒形前部5-1上，预压套5的圆筒形前部5-1置于缓冲器3的壳体3-1与环形止挡4之间，环形止挡4的后端与预压套5的凸环形后部5-2相抵。
因此，环形止挡4的安装过程中，由于预压套5的引入，环形弹簧6与环形止挡4之间基本不存在相互作用力(或者相互作用力大大减小)，也即环形止挡4基本不受来自环形弹簧6的反作用力，拧入套筒3中变得非常轻松，也不会造成环形止挡4被环形弹簧6划伤，环形弹簧6也不会被环形止挡4的拧转动作而带动转动，组装工艺性大大提高。
进一步，在一优选实施例中，为了更方便地施加预压力，预压套5的圆筒形前部5-1部分地伸出在环形止挡4的前端之外，这样，外部的预压力容易作用在圆筒形前部5-1上。
进一步，在一优选实施例中，为了更方便地施加预压力、提高密封性能，减少环形弹簧6和缓冲器3的磨损，预压套5的圆筒形前部5-1可以部分地伸出环形止挡4的前端之外，并且圆筒形前部5-1对应套装有密封圈(图中未示出)。
继续如图1至图3所示，缓冲器3的环形凸台3-2上设置有第一止转部，在套筒7的第二部分筒壁7-4上对应第一止转部设置第二止转部，第一止转部与第二止转部相配合以防止缓冲器3相对套筒7转动。在该实施例中，第一止转部具体为设置在环形凸台3-2上的防转槽3-2-1，第二止转部具体为固定安装在套筒7的第二部分筒壁7-4上的防转条 9，防转条9可以与防转槽3-2-1轴向滑动配合。
在又一替换实施例中，第一止转部可以为环形凸台3-2上外凸设置的凸条，相应地，第二止转部可以为套筒7的第二部分筒壁7-4上设置的槽口，该凸条可以在该槽口内轴向滑动配合。相比于该实施例，以上实施例的防转槽3-2-1、防转条9更容易加工，实现成本低。例如，防转条9具体可以通过螺钉11固定在套筒7的第二部分筒壁7-4上(第二部分筒壁7-4可以设置相应的孔)，防转条9的固定方式并不限于该示例，还例如可以通过螺栓等其他固定定位部件来固定；相比于在第二部分筒壁7-4开槽口，防转条9可以独立地机加工形成，实现容易、并且防转条9的组装不复杂。
在一实施例中，缓冲器3具体可以是气液缓冲器，气液缓冲器具体内部结构不是限制性的，具体例如可以采用中国专利公开号为CN2321975Y、名称为“气液缓冲器”所公开的气液缓冲器结构，例如，也可以采用也可以采用中国专利文献CN200957821Y所公开的结构。
以下结合图4和图5对本发明实施例的缓冲装置的工作原理进行详细说明。
如图4所示，在压缩冲击工况条件下，外部的压缩冲击载荷可以施加在卡环1上，进一步通过与缓冲器3固连的接头2施加在缓冲器3上，此时并不需要现有技术如图9所示的结构复杂、体积庞大的牵引杆210来向缓冲器3施加压缩冲击载荷，缓冲器3在压缩冲击载荷条件下，壳体3-1轴向向后移动，从而实现对压缩冲击载荷的能量吸收。此时，防转槽3-2-1在防转条9的导向作用下，防转槽3-2-1和防转条9二者之间相互轴向滑动动作，例如向后移动的距离即对应如图4所示的压缩行程。
如图5所示，在拉伸冲击工况条件下，外部的拉伸冲击载荷可以施加在卡环1上，进一步施加在缓冲器3上，此时并不需要现有技术如图9所示的结构复杂、体积庞大的牵引杆210来向缓冲器3施加拉伸冲击载荷，缓冲器3在拉伸冲击载荷条件下，壳体3-1轴向向前移动，环形凸台3-2将拉伸冲击载荷进一步传递至挡块10上、进而传递至环形弹簧6上，环形弹簧6被压缩，从而实现对拉伸冲击载荷的能量吸收。此时，防转槽3-2-1在防转条9的导向作用下，防转槽3-2-1和防 转条9二者之间相互轴向滑动动作，例如向前移动的距离即对应如图5所示的拉伸行程。
本发明实施例的缓冲器3对其壳体3-1的结构进行了改进，例如，在其壳体3-1上设置了环形凸台3-2，并且将防转槽3-2-1设置在环形凸台3-2上，因此，不再需要设置现有技术如图9所示的结构复杂、体积庞大的牵引杆210，套筒7的内径和体积均可以做得更小，缓冲装置整体的结构简单、体积小、重量轻，并且成本也降低。
以下进一步结合图1和图7对本发明实施例的缓冲装置的组装方法进行说明。
首先，将缓冲器3装入套筒7中，防转条9对应置于环形凸台3-2的防转槽3-2-1中。
进一步，在将挡块10、环形弹簧6依次装入套筒7中，二者置于套筒7的第一部分筒壁7-3与缓冲器3的壳体3-1之间。
进一步，将预压部件5装入套筒7，并向预压部件5施加一定的预压力(可以通过外部设备施加该预压力)，预压力大小例如约为70kN，这样，预压部件5向环形弹簧6施加该预压力。
进一步，在以上通过预压部件5向环形弹簧6施加一定预压力的条件下，将环形止挡4螺纹固定安装在套筒7内。
最后，卸载该施加至该预压部件5的预压力。
还需要揭示的是，以上实施例的轨道车辆缓冲装置可以应用于车钩缓冲系统中，该车钩缓冲系统包括车钩以及上述实施例的车钩缓冲装置，车钩缓冲装置的前端与车钩连接，车钩缓冲装置的后端与车体直接或间接地连接。
以上例子主要说明了本发明的轨道车辆缓冲装置及其组装方法。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。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 (23)

  1. 一种轨道车辆缓冲装置，包括套筒(7)、具有外螺纹的环形止挡(4)、设置在所述套筒(7)中的缓冲器(3)和弹性吸能部件(6)，所述缓冲器(3)用于吸收外部的压缩冲击载荷能量，所述弹性吸能部件(6)用于吸收外部的拉伸冲击载荷能量；其特征在于，所述轨道车辆缓冲装置还包括：
    预压部件(5)，其与所述弹性吸能部件(6)的前端相抵，并用于在将所述环形止挡(4)螺纹连接安装在所述套筒(7)的前端的过程中向所述弹性吸能部件(6)施加预压力。
  2. 如权利要求1所述的轨道车辆缓冲装置，其特征在于，所述预压部件(5)为预压套，所述预压套套装在所述缓冲器(3)的壳体(3-1)上，所述预压套包括圆筒形前部(5-1)和凸环形后部(5-2)，所述环形止挡(4)套装在所述预压套的圆筒形前部(5-1)上，所述环形止挡(4)的后端与预压套(5)的凸环形后部(5-2)相抵。
  3. 如权利要求2所述的轨道车辆缓冲装置，其特征在于，所述预压套(5)的圆筒形前部(5-1)部分地伸出在所述环形止挡(4)的前端之外。
  4. 如权利要求2所述的轨道车辆缓冲装置，其特征在于，所述预压套(5)的圆筒形前部(5-1)伸出环形止挡(4)的前端之外，且所述圆筒形前部(5-1)对应套装有密封圈。
  5. 如权利要求2至4中任一项所述的轨道车辆缓冲装置，其特征在于，所述预压套是一体的套环结构。
  6. 如权利要求2至4中任一项所述的轨道车辆缓冲装置，其特征在于，所述预压套(5)是由2个半套环结构组合形成。
  7. 如权利要求1至4中任一项所述的轨道车辆缓冲装置，其特征在于，所述缓冲器(3)的壳体(3-1)至少部分地插装在套筒(7)中且与所述套筒(7)滑动配合，所述弹性吸能部件(6)为环形弹簧(6)，所述环形弹簧(6)套装在所述缓冲器(3)的壳体(3-1)上并置于所述套筒(7)与所述缓冲器(3)的壳体(3-1)之间；
    其中，所述缓冲器(3)的壳体(3-1)的后端设置有环形凸台(3-2)， 所述环形凸台(3-2)与所述套筒(7)的部分内筒壁轴向滑动配合；
    其中，在拉伸冲击工况条件下，通过所述缓冲器(3)的环形凸台(3-2)向所述环形弹簧(6)传递拉伸冲击载荷。
  8. 如权利要求7所述的轨道车辆缓冲装置，其特征在于，在所述环形凸台(3-2)上设置有第一止转部，在所述套筒(7)的内筒壁上设置有与所述第一止转部对应的第二止转部，所述第一止转部与所述第二止转部轴向滑动配合并且防止所述缓冲器(3)相对所述套筒(7)转动。
  9. 如权利要求8所述的轨道车辆缓冲装置，其特征在于，所述第一止转部为防转槽(3-2-1)，所述第二止转部为固定安装在所述套筒(7)的内筒壁上的防转条(9)，所述防转条(9)与所述防转槽(3-2-1)轴向滑动配合。
  10. 如权利要求9所述的轨道车辆缓冲装置，其特征在于，所述防转条(9)通过固定定位部件固定在所述套筒(7)的内筒壁上。
  11. 如权利要求7所述的轨道车辆缓冲装置，其特征在于，所述套筒(7)的内筒壁上设置有台阶(7-1)，所述台阶(7-1)将所述套筒(7)的内筒壁划分为具有不同内径的第一部分筒壁(7-3)和第二部分筒壁(7-4)，所述套筒(7)中还设置有挡块(10)或挡圈，其安装在所述缓冲器(3)的壳体(3-1)和所述套筒(7)的第一部分筒壁(7-3)之间，所述环形弹簧(6)的后端与所述挡块(10)或挡圈相抵，所述挡块(10)或挡圈的后端与所述套筒(7)的台阶(7-1)相抵。
  12. 如权利要求11所述的轨道车辆缓冲装置，其特征在于，所述环形凸台(3-2)的外径大于所述挡块(10)或挡圈的内径，其中，在拉伸冲击工况条件下，所述环形凸台(3-2)通过与所述挡块(10)的后端至少部分地相抵以向所述环形弹簧(6)传递拉伸冲击载荷。
  13. 如权利要求7或8所述的轨道车辆缓冲装置，其特征在于，所述缓冲器(3)的壳体(3-1)上的所述环形凸台(3-2)与所述壳体(3-1)是一体制成、或者是螺纹连接或焊接连接在一起。
  14. 如权利要求1所述的轨道车辆缓冲装置，其特征在于，所述弹性吸能部件(6)为环形弹簧(6)，所述环形弹簧(6)的两端分别被所述预压部件(5)与所述套筒(7)内设置的挡块(10)或挡圈在轴向所限定。
  15. 如权利要求14所述的轨道车辆缓冲装置，其特征在于，所述缓冲器(3)穿过所述环形弹簧(6)而插装在所述套筒(7)中且与所述套筒(7)轴向滑动配合。
  16. 如权利要求1所述的轨道车辆缓冲装置，其特征在于，所述套筒(7)的前端设置有内螺纹。
  17. 如权利要求1或2或7所述的轨道车辆缓冲装置，其特征在于，所述缓冲器(3)包括壳体(3-1)和具有伸缩功能的活塞杆(3-3)，所述活塞杆(3-3)的后端与所述套筒(7)的内端壁面(7-5)相抵。
  18. 如权利要求1或2或7所述的轨道车辆缓冲装置，其特征在于，所述缓冲器(3)为气液缓冲器或者胶泥缓冲器。
  19. 如权利要求1或2或7所述的轨道车辆缓冲装置，其特征在于，所述缓冲装置还包括卡环(1)、接头(2)和橡胶球轴承(8)，所述橡胶球轴承(8)安装于所述套筒(7)的后端，所述缓冲器(3)的壳体(3-1)的前端与接头(2)固定连接，所述卡环(1)装在所述接头(2)的前部。
  20. 一种如权利要求1所述的轨道车辆缓冲装置的组装方法，其特征在于，通过所述预压部件(5)向所述弹性吸能部件(6)施加预压力，并在该预压力条件下将所述环形止挡(4)螺纹连接安装在所述套筒(7)的前端。
  21. 如权利要求20所述的组装方法，其特征在于，包括步骤：
    将所述弹性吸能部件(6)装入所述套筒(7)中；
    将所述预压部件(5)装入所述套筒(7)并向所述预压部件(5)施加外部的预压力；
    在所述预压部件(5)向所述环形弹簧(6)施加所述预压力的条件下将所述环形止挡(4)螺纹连接安装在所述套筒(7)的前端；以及
    卸载外部的所述预压力。
  22. 如权利要求21所述的组装方法，其特征在于，在将所述弹性吸能部件(6)装入所述套筒(7)前，还将挡块(10)或挡圈装入所述套筒(7)中，其中装入所述套筒(7)后的所述弹性吸能部件(6)的后端与所述挡块(10)或挡圈相抵。
  23. 一种车钩缓冲系统，包括车钩以及如权利要求1至19中任一项所述的车钩缓冲装置。
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