WO2016101925A1

WO2016101925A1 - Buffer, railway vehicle buffer apparatus, and buffer system thereof

Info

Publication number: WO2016101925A1
Application number: PCT/CN2015/099146
Authority: WO
Inventors: 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: 2014-12-26
Filing date: 2015-12-28
Publication date: 2016-06-30
Also published as: WO2016101924A1

Abstract

A buffer apparatus comprises: a sleeve (7), a buffer (3) and an elastic absorption component (6) disposed within the sleeve (7). The buffer (3) comprises a housing (3-1) and a piston rod (3-3) in a telescopic relation to the housing (3-1), an annular projection (3-2) is disposed on a back end of the housing (3-1), a rotation stop portion is disposed on the annular projection (3-2). The buffer apparatus has a simple structure and an easy assembling method. Also disclosed is a coupler buffer system of a railway vehicle.

Description

Buffer, rail vehicle buffer and its buffer system

Technical field

The invention belongs to the technical field of rail vehicle buffering, and relates to a buffer, a rail vehicle buffer device, a buffer system using the same, and more particularly to a tension and pressure independent buffer device.

Background technique

In order to improve the ride comfort of rail vehicles such as EMUs and subway vehicles, and to reduce the longitudinal impact force transmitted by the couplers between the rail cars, the vehicle end connections of high-speed EMUs and subway vehicles are generally pursued. Performance buffer.

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. In the rail vehicle cushioning device, 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. Therefore, under the tensile impact condition, 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.

Also, 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. 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. Thus, 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. For example, 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.

In view of this, it is necessary to propose a new type of rail vehicle buffer device.

Summary of the invention

The object of the invention is at least to make the structure of the rail vehicle cushioning device simpler and more compact.

In order to achieve the above object or other objects, the present invention provides the following technical solutions.

According to an aspect of the invention, a damper (3) is provided, comprising a housing (3-1) and a piston rod (3-3) having a telescopic function relative to the housing (3-1), the housing The rear end of (3-1) is provided with an annular boss (3-2), and the annular boss (3-2) is provided with a rotation preventing portion.

According to still another aspect of the present invention, there is provided a damper (3) disposed in a sleeve (7) of a rail vehicle cushioning device, the damper (3) including a housing (3-1) and a relative The housing (3-1) has a piston rod (3-3) having a telescopic function, and one end of the piston rod (3-3) abuts against an inner end wall surface (7-5) of the sleeve (7); The rear end of the casing (3-1) is provided with an annular boss (3-2), and the annular boss (3-2) is provided with a first rotation stop portion;

Wherein, a second rotation stop portion corresponding to the first rotation stop portion is disposed on the inner cylinder wall of the sleeve (7), and the first rotation stop portion and the sleeve (7) The two anti-rotation portions are axially slidably fitted and prevent the damper (3) from rotating relative to the sleeve (7).

According to still another aspect of the present invention, there is provided a rail vehicle cushioning device comprising a sleeve (7), a buffer (3) disposed in the sleeve (7), and a resilient energy absorbing member (6), The damper (3) is for absorbing external compressive impact load energy, the elastic energy absorbing portion (6) for absorbing external tensile impact load energy;

The damper (3) includes a housing (3-1) and a piston rod (3-3) having a telescopic function relative to the housing (3-1), one end of the piston rod (3-3) The inner end wall surface (7-5) of the sleeve (7) abuts; the rear end of the housing (3-1) is provided with an annular boss (3-2) on the annular boss (3-2) Providing a first rotation stop portion;

Wherein, a second rotation stop portion corresponding to the first rotation stop portion is disposed on the inner cylinder wall of the sleeve (7), and the first rotation stop portion and the sleeve (7) The second rotation stop axially slides and prevents the buffer (3) from rotating relative to the sleeve (7);

Wherein, under the condition of tensile impact, the tensile impact load is transmitted to the elastic energy absorbing member (6) through the annular boss (3-2) of the damper (3).

According to still another aspect of the present invention, a coupler cushioning system is provided, comprising a coupler and the coupler cushioning device of any of the above.

The above features and functions of the present invention will become more apparent from the following description and drawings.

DRAWINGS

The above and other objects and advantages of the present invention will be more fully understood from the aspects of the appended claims.

1 is a schematic view showing the assembly structure of a rail vehicle cushioning device according to an embodiment of the present invention.

2 is a perspective view showing the structure of a rail vehicle cushioning device according to an embodiment of the present invention.

3 is a block diagram showing the structure of a buffer in accordance with 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.

9 is a schematic view showing the assembly structure of a prior art rail vehicle cushioning device.

detailed description

The following is a description of some of the various possible embodiments of the invention, which are intended to provide a basic understanding of the invention and are not intended to identify key or critical elements of the invention or the scope of the invention. It is to be understood that, in accordance with the technical aspects of the present invention, those skilled in the art can suggest other alternatives that are interchangeable without departing from the spirit of the invention. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the embodiments of the invention, and are not intended to

The 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 vary accordingly depending on the change in the orientation in which the rail vehicle cushioning device is placed. Also, in the present context, "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" The opposite direction is defined as "post". In the following description, 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.

Referring to FIGS. 1 through 3, 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. In this embodiment, 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.

In this embodiment, 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; When installed in 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 an annular boss 3-2 is provided. The outer diameter is such that it can reciprocate within the second partial barrel wall 7-4 of the sleeve 7. Thus, 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.

Specifically, the 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.

In this embodiment, 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.

Specifically, corresponding to the rear end of the annular spring 6, there is further provided a stopper 10 which is mounted in the sleeve 7, specifically mounted on the casing 3-1 of the damper 3 and the first partial cylinder wall 7-3 of the sleeve 7. The rear end of the annular spring 6 abuts against the stopper 10, and the rear end of the stopper 10 abuts against the step 7-1 of the sleeve 7, wherein the outer diameter of the annular boss 3-2 is larger than the inner diameter of the stopper 10. The rear end of the stopper 10 may also partially abut against the annular boss 3-2. Thus, under the conditions of the tensile impact condition, 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.

In yet another alternative embodiment, 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.

In another alternative embodiment, 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. Correspondingly, the inner tubular wall of the sleeve 7 may not be provided with a step as shown in FIG. 7-1, one end of the retaining sleeve having a larger opening abuts against the inner end wall surface 7-5 of the sleeve 7; 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 end is The annular boss 3-2 of the bumper abuts; the bumper 3 can be inserted from the end of the retainer having a larger opening.

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. Tube And moving together with the retaining cylinder to the front end, compressing the annular spring 6, the outer wall surface of the retaining cylinder is slidingly engaged with the inner cylinder wall of the sleeve.

Referring to FIGS. 1 to 3 and 6 to 7, in an embodiment, 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. Therefore, 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. Applying a certain pre-pressure (for example, about 70 kN) to the annular spring 6 from the front end of the annular spring 6, the pre-pressure can be provided by an external device, which can act on the cylindrical front portion 5-1 of the pre-press sleeve 5. On the front end.

In the example shown in Fig. 7, the pre-press sleeve 5 is integrally formed, which may be an integral collar structure.

In yet another example of Figure 8, the pre-clamp 5 can be formed from a combination of two half-loop structures.

With continued reference to Figures 1 to 3, Figures 6 to 7, in one embodiment, 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. 1). After the annular stop 4 is tightened, 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 On the front portion 5-1, 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.

Therefore, during the installation of the annular stop 4, due to the introduction of the pre-pressure sleeve 5, there is substantially no interaction force between the annular spring 6 and the annular stop 4 (or the interaction force is greatly reduced), that is, 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.

Further, in a preferred embodiment, in order to more easily apply the pre-pressure, the pre-press sleeve 5 The cylindrical front portion 5-1 partially protrudes beyond the front end of the annular stop 4, so that the external pre-stress easily acts on the cylindrical front portion 5-1.

Further, in a preferred embodiment, in order to more easily apply the pre-pressure, improve the sealing performance, and reduce the wear of the annular spring 6 and the damper 3, 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).

Continuing with FIG. 1 to FIG. 3, 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. In this embodiment, the first rotation stop portion is specifically an anti-rotation groove 3-2-1 disposed on the annular boss 3-2, and the second rotation stop portion is specifically a second partial tube fixedly mounted on the sleeve 7. The anti-rotation strip 9 on the wall 7-4, the anti-rotation strip 9 can be axially slidably engaged with the anti-rotation groove 3-2-1.

In still another alternative embodiment, 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. Compared with the embodiment, the anti-rotation groove 3-2-1 and the anti-rotation bar 9 of the above embodiment are easier and processed, and the realization cost is low. For example, 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. Not limited to this example, it can also be fixed by, for example, other fixed positioning members such as bolts; 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.

In an embodiment, 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. CN200957821 Y.

The working principle of the buffer device according to the embodiment of the present invention will be described in detail below with reference to FIG. 4 and FIG. 5.

As shown in FIG. 4, under compression shock conditions, 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. At this time, 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.

As shown in FIG. 5, under the condition of tensile impact, an external tensile impact load can be applied to the snap ring 1 and further applied to the buffer 3, and the prior art is not required as shown in FIG. The structurally complex, bulky drawbar 210 applies a tensile impact load to the bumper 3, and under the tensile shock load condition of the bumper 3, the housing 3-1 moves axially forward, and the annular boss 3-2 will The tensile impact load is further transmitted to the stopper 10 and further to the annular spring 6, and the annular spring 6 is compressed to achieve energy absorption for the tensile impact load. At this time, 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 forward That is, it 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.

Hereinafter, a method of assembling the buffer device according to the embodiment of the present invention will be described with reference to FIGS. 1 and 7.

First, 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.

Further, the 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.

Further, 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.

Further, the annular stopper 4 is screwed and fixed to the front end of the sleeve 7 under the condition that a predetermined preload is applied to the annular spring 6 by the pre-pressing member 5.

Finally, the pre-pressure applied to the pre-compression member 5 is unloaded.

It should also be noted that 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 connected to the coupler, and the rear end of the coupler cushioning device is directly or indirectly connected to the vehicle body.

The above examples mainly illustrate the rail vehicle cushioning device of the present invention and the assembling method thereof. Although only a few of the embodiments of the present invention have been described, it will be understood by those skilled in the art that the invention may be practiced in many other forms without departing from the spirit and scope of the invention. Accordingly, the present invention is to be construed as illustrative and not restrictive, and the invention may cover various modifications without departing from the spirit and scope of the invention as defined by the appended claims With replacement.

Claims

A damper (3), characterized in that the damper (3) comprises a housing (3-1) and a piston rod (3-3) having a telescopic function relative to the housing (3-1), The rear end of the casing (3-1) is provided with an annular boss (3-2), and the annular boss (3-2) is provided with a rotation preventing portion.
A damper (3) is provided in a sleeve (7) of a rail vehicle cushioning device, characterized in that the damper (3) comprises a housing (3-1) and an opposite housing (3) -1) a piston rod (3-3) having a telescopic function, one end of the piston rod (3-3) abutting against an inner end wall surface (7-5) of the sleeve (7); the housing (3- The rear end of 1) is provided with an annular boss (3-2), and the annular boss (3-2) is provided with a first rotation stop portion;

Wherein, a second rotation stop portion corresponding to the first rotation stop portion is disposed on the inner cylinder wall of the sleeve (7), and the first rotation stop portion and the sleeve (7) The two anti-rotation portions are axially slidably fitted and prevent the damper (3) from rotating relative to the sleeve (7).
The damper (3) according to claim 2, wherein the first rotation stop is an anti-rotation groove (3-2-1), and the second rotation stop is fixedly mounted on the sleeve An anti-rotation strip (9) on the inner cylinder wall of the cylinder (7), the anti-rotation strip (9) is axially slidingly engaged with the anti-rotation groove (3-2-1).
A rail vehicle cushioning device comprising a sleeve (7), a buffer (3) disposed in the sleeve (7), and a resilient energy absorbing member (6) for absorbing the exterior Compressing impact load energy, the elastic energy absorbing member (6) is for absorbing external tensile impact load energy;

The damper (3) includes a housing (3-1) and a piston rod (3-3) having a telescopic function relative to the housing (3-1), one end of the piston rod (3-3) The inner end wall surface (7-5) of the sleeve (7) abuts; the rear end of the housing (3-1) is provided with an annular boss (3-2) on the annular boss (3-2) Providing a first rotation stop portion;

Wherein, a second rotation stop portion corresponding to the first rotation stop portion is disposed on the inner cylinder wall of the sleeve (7), and the first rotation stop portion and the sleeve (7) The second rotation stop axially slides and prevents the buffer (3) from rotating relative to the sleeve (7);

Wherein, under the condition of tensile impact, the tensile impact load is transmitted to the elastic energy absorbing member (6) through the annular boss (3-2) of the damper (3).
A rail vehicle cushioning device according to claim 4, wherein said slowing down The flushing device also includes:

Annular stop with external thread (4);

a pre-pressing member (5) that abuts against a front end of the elastic energy absorbing member (6) and is used to elastically attach the ring nut to a front end of the sleeve (7) The pre-stress is applied to the energy absorbing member (6).
The rail vehicle cushioning device according to claim 4 or 5, wherein the first rotation stop portion is an anti-rotation groove (3-2-1), and the second rotation stop portion is fixedly mounted on the An anti-rotation strip (9) on the inner cylinder wall of the sleeve (7), the anti-rotation strip (9) is axially slidingly engaged with the anti-rotation groove (3-2-1).
A rail vehicle cushioning device according to claim 6, characterized in that the anti-rotation strip (9) is fixed to the inner cylinder wall of the sleeve (7) by a fixing positioning member.
A rail vehicle cushioning device according to claim 4 or 5, characterized in that the housing (3-1) of the buffer (3) is at least partially inserted in the sleeve (7) and with the sleeve The sleeve (7) is slidably engaged, and the elastic energy absorbing member (6) is an annular spring (6) which is fitted on the housing (3-1) of the damper (3) and juxtaposed Between the sleeve (7) and the housing (3-1) of the buffer (3).
The rail vehicle cushioning device according to claim 8, characterized in that the inner cylinder wall of the sleeve (7) is provided with a step (7-1), and the step (7-1) places the sleeve The inner cylinder wall of (7) is divided into a first partial cylinder wall (7-3) and a second partial cylinder wall (7-4) having different inner diameters, and the sleeve (7) is further provided with a stopper (10) Or a retaining ring mounted between the housing (3-1) of the bumper (3) and the first partial barrel wall (7-3) of the sleeve (7), the annular spring (6) The rear end of the stop is offset by the stop (10) or the retaining ring, and the rear end of the stop (10) or the retaining ring abuts against the step (7-1) of the sleeve (7).
The rail vehicle cushioning device according to claim 9, wherein an outer diameter of the annular boss (3-2) is larger than an inner diameter of the stopper (10) or the retaining ring, wherein the tensile impactor In the condition, the annular boss (3-2) at least partially abuts against the rear end of the stopper (10) or the retaining ring to transmit a tensile impact load to the annular spring (6).
A rail vehicle cushioning device according to claim 4 or 5, characterized in that the annular boss (3-2) on the casing (3-1) of the buffer (3) and the casing (3-1) is made in one piece, or is screwed or welded together.
A rail vehicle cushioning device according to claim 4 or 5, wherein said elastic energy absorbing member (6) is an annular spring (6), and both ends of said annular spring (6) are divided It is not defined by the preloading member (5) and the stopper (10) or the retaining ring provided in the sleeve (7) in the axial direction.
A rail vehicle cushioning device according to claim 5, wherein said preloading member (5) is a pre-pressing sleeve, and said pre-pressing sleeve is fitted in a casing (3-1) of said buffer (3) The pre-clamping sleeve comprises a cylindrical front portion (5-1) and a convex annular rear portion (5-2), the annular stop (4) being fitted in front of the cylindrical shape of the pre-pressing sleeve On the portion (5-1), the rear end of the annular stop (4) abuts against the convex annular rear portion (5-2) of the pre-pressure sleeve (5).
A rail vehicle cushioning device according to claim 13, characterized in that the cylindrical front portion (5-1) of the pre-pressure sleeve (5) partially protrudes at the front end of the annular stop (4) Outside.
A rail vehicle cushioning device according to claim 13, wherein the cylindrical front portion (5-1) of the pre-pressure sleeve (5) extends beyond the front end of the annular stop (4), and The cylindrical front portion (5-1) is provided with a seal ring.
A rail vehicle cushioning device according to any one of claims 13 to 15, wherein the pre-pressing sleeve is an integral collar structure.
The rail vehicle cushioning device according to any one of claims 13 to 15, characterized in that the pre-pressing sleeve (5) is formed by a combination of two half-ring structures.
A rail vehicle cushioning device according to claim 4 or 5, characterized in that the buffer (3) is a gas liquid buffer or a glue buffer.
A rail vehicle cushioning device according to claim 4 or 5, wherein said cushioning device further comprises a snap ring (1), a joint (2) and a rubber ball bearing (8), said rubber ball bearing (8) Mounted at the rear end of the sleeve (7), the front end of the housing (3-1) of the buffer (3) is fixedly connected to the joint (2), and the snap ring (1) is mounted on the joint The front part of (2).
A coupler cushioning system includes a coupler and a coupler cushioning device according to any one of claims 4 to 19.