WO2018233212A1 - 一种窄轨距漏斗车 - Google Patents

一种窄轨距漏斗车 Download PDF

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Publication number
WO2018233212A1
WO2018233212A1 PCT/CN2017/113241 CN2017113241W WO2018233212A1 WO 2018233212 A1 WO2018233212 A1 WO 2018233212A1 CN 2017113241 W CN2017113241 W CN 2017113241W WO 2018233212 A1 WO2018233212 A1 WO 2018233212A1
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WO
WIPO (PCT)
Prior art keywords
hopper car
hook
fixedly connected
buffer
frame
Prior art date
Application number
PCT/CN2017/113241
Other languages
English (en)
French (fr)
Inventor
陈传彬
黎焕先
计强
王刚强
马瑞卿
彭长福
江太宏
王毅
徐华
Original Assignee
中车资阳机车有限公司
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Filing date
Publication date
Application filed by 中车资阳机车有限公司 filed Critical 中车资阳机车有限公司
Publication of WO2018233212A1 publication Critical patent/WO2018233212A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D7/00—Hopper cars
    • B61D7/02—Hopper cars with discharge openings in the bottoms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/18—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating axially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/18—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating axially
    • B61G1/20—Operating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/28—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with vertical bolt or pin

Definitions

  • the invention relates to the technical field of hopper cars for railway freight transportation, in particular to a narrow gauge hopper car suitable for small-lot cargo transportation.
  • the hopper car In the railway freight transportation, for the transportation of coal, ore and other goods, the hopper car is used for transportation.
  • the existing hopper car adopts a standard gauge with a gauge of 1435 mm.
  • the hopper car with this standard gauge has a large volume, and has high requirements for running lines and tracks, resulting in a relatively high construction cost of the track;
  • the area occupied by the transportation process is also large, and the minimum curve radius of the vehicle body is correspondingly increased, thereby also limiting the maneuverability of the vehicle body; in addition, the existing hopper car has a larger volume.
  • the corresponding cargo load is also large, which is very suitable for the transportation of large quantities of goods.
  • the transportation cost is increased, which is not conducive to energy saving and cost saving.
  • the technical problem to be solved by the present invention is that, in view of the problems existing in the prior art, a narrow gauge hopper car is provided, which reduces the occupied area and the track construction cost.
  • a narrow gauge hopper car including a running device, a car and a frame, the top of the frame is fixedly connected to the car, and the bottom of the frame is fixedly connected to the walking device,
  • the running gear comprises a wheel and an axle, the wheel axle is mounted on opposite ends, and the wheel on the same axle of the running gear forms a gauge less than a standard gauge.
  • the wheel on the same axle of the running gear forms a gauge of 580 mm.
  • a traction buffer device is further included, the traction buffer device comprising a buffer and a hanging device, the frame being fixedly connected to the buffer, the buffer being connected to the connecting device.
  • the connecting device comprises a drawbar, and one end of the drawbar forms a U-shaped open slot and a connecting hole, the connecting hole penetrates the U-shaped open slot, and the other end forms a connecting card slot; A through hole is opened, and one end of the buffer is inserted into the U-shaped open slot, and an active connection is formed between the buffer and the drawbar through the pin through the connecting hole and the through hole.
  • the connecting device further comprises a snap ring, and the snap ring has a slit groove.
  • the hanging device comprises a hook body, a knuckle, a decoupling rod and a return spring, and the hook end forms a hook groove and a hook pin at the same end, and the knuckle is located between the hook groove and the hook pin and the hook body
  • the detachable hook is fixedly connected to the knuckle, and the opposite ends of the return spring are respectively connected with the hook body and the detaching hook, and the knuckle is controlled to rotate relative to the hook pin by the unhooking lever, and is automatically activated by the elastic force of the return spring. Reset.
  • a fixed connection is formed between the car and the upper seat, a socket is formed at the bottom of the upper seat, and the lower seat is fixedly connected to the frame, and the lower end is inserted into the insertion slot at the bottom of the upper seat, under A threaded hole is formed in the seat, and the upper seat and the lower seat are fixed by a connecting bolt.
  • the car and the upper seat are fixedly connected by a bracket
  • the bracket is an inverted L-shaped structural bracket, and the opposite sides thereof are fixedly connected with the car and the upper seat respectively, and a triangular space is formed between the bracket and the car.
  • the connecting groove at the bottom of the upper seat is fixedly connected with the cushion, and the wear ring is fixedly connected to the outer side of the cushion.
  • the cargo compartment is provided with a unloading mechanism
  • the unloading mechanism comprises a plurality of bottom doors and an opening and closing door mechanism, and each of the two bottom doors opens or closes the bottom door by an opening and closing door mechanism.
  • the invention has the beneficial effects that the area occupied by the narrow gauge hopper car can be reduced, and the axle weight can be greatly reduced, thereby greatly reducing the requirements for line construction and track.
  • the corresponding track construction cost is greatly reduced, which is especially suitable for the transportation of small batches of goods or the freight demand of a small cargo area, so that the transportation cost of goods can be effectively reduced, which is conducive to energy saving and cost saving.
  • Figure 1 is a front elevational view of a narrow gauge hopper car of the present invention.
  • Figure 2 is a bottom plan view of a narrow gauge hopper car of the present invention.
  • Figure 3 is a side elevational view of a narrow gauge hopper car of the present invention.
  • Figure 4 is a partial enlarged view of a portion A in Figure 3.
  • Fig. 5 is an enlarged view of the structure of the upper seat shown in Fig. 4.
  • Figure 6 is a front elevational view of the buffer of Figure 1 or Figure 2.
  • Fig. 7 is a plan view of the damper shown in Fig. 6.
  • Figure 8 is a cross-sectional view taken along line B-B of Figure 7.
  • Fig. 9 is a schematic structural view (front view) of the drawbar cushioning device.
  • Figure 10 is a schematic view (explosion diagram) of the drawbar attachment device.
  • Figure 11 is a schematic view showing the construction of the drawbar cushioning device connected to each other (manual type continuous buffer structure).
  • Figure 12 is a cross-sectional view taken along line C-C of Figure 11;
  • Figure 13 is a cross-sectional view of the snap ring of Figure 11;
  • Figure 14 is a cross-sectional view of the drawbar of Figure 11 .
  • Fig. 15 is a schematic structural view (main view) of the coupler cushioning device.
  • Figure 16 is a schematic view (top view) of the coupler cushioning device.
  • Fig. 17 is a schematic view showing the construction of the coupler cushioning device connected to each other (semi-automatic type continuous buffer structure).
  • Figure 18 is a cross-sectional view of the coupler of Figure 17 .
  • Figure 19 is a schematic view of the coupler of Figure 17 in a locked state.
  • Figure 20 is a schematic view of the coupler of Figure 17 in a state of being disengaged from each other.
  • the narrow gauge hopper car shown in FIG. 1 , FIG. 2 and FIG. 3 specifically includes an anti-derailing device 1 , a running device 2 , and a car 9 and a frame 10 .
  • the car 9 has a funnel shape and is made of stainless steel.
  • the outer side of the car body of 9 is provided with criss-crossing grooved steel, which forms a mesh structure and is welded with the car body, effectively increasing the rigidity of the car 9.
  • the corrugated board 8 is fixedly connected to the outer sides of the opposite ends of the entrance portion of the compartment 9 respectively. When a plurality of sections of the car 9 are connected in series, the cargo can be prevented from falling to the adjacent two compartments by the corrugated board 8 during loading. 9 in the gap between.
  • the unloading mechanism is arranged on the carriage 9, and the unloading mechanism comprises a plurality of bottom doors 11 and an opening and closing door mechanism. As shown in FIG. 1 and FIG. 2, six bottom doors 11 and three sets of opening and closing mechanisms can be arranged at the bottom of the car 9.
  • the opening and closing door mechanism is mounted on the lower part of the frame 10, and includes a handle, a transmission shaft, a double link 12, a first jack 13 and a second jack 14, and the double link 12 passes through the transmission shaft and the carriage 9
  • An active connection is formed between the two ends of the double link 12 and the first One end of one of the ejector pins 13 and one end of the second ram 14 form a movable hinge, and the other end of the first ram 13 and the other end of the second ram 14 respectively form a living hinge with the independent bottom door 11, respectively.
  • a movable hinge is formed between the door 11 and the car 9; the handle controls the double link 12 to rotate relative to the car 9, so that the bottom door 11 can be opened or closed with respect to the car 9, and each of the two bottom doors 11 is opened and closed.
  • the door mechanism opens or closes the bottom door 11.
  • the opening angle of the bottom door 11 with respect to the compartment 9 is preferably 42 degrees, as shown in Fig. 1, to maximize the unloading area and reduce the unloading time.
  • the frame 10 is mainly composed of two side beams, two front and rear traction beams, and two middle beams fixedly connected to form a "mesh" structure.
  • the side beams and beams are all box-shaped, and the side beams are in the form of fish belly to effectively improve the rigidity of the frame 10.
  • the car 9 is fixedly attached to the top of the frame 10, and the angle of repose formed between the car 9 and the frame 10 is 56 degrees, as shown in FIG. 1, to facilitate quick unloading of the car 9.
  • the left and right sides of the compartment 9 and the space above the frame 10 can be used for the pipe and the wiring.
  • Two diagonal braces 7 are respectively disposed between the front and rear ends of the carriage 9 and the frame 10 to effectively reduce the deformation of the carriage 9 in the heavy load state.
  • the bottom of the frame 10 is fixedly connected to the running device 2 via the axle housing 201.
  • the running device 2 mainly includes a wheel 202 and an axle 203.
  • the opposite ends of the axle 203 are mounted with wheels 202, and wheels on the same axle 203.
  • the gauge formed by 202 is smaller than the standard gauge; preferably, the wheel 202 on the same axle 203 of the running gear 2 forms a gauge of 580 mm. Since the gauge is only 580mm, it is much smaller than the standard gauge of 1435mm. Therefore, the area occupied by the narrow gauge hopper can be greatly reduced, and the axle weight can be greatly reduced. Even the axle weight is only 10t. Therefore, The line construction and track requirements have been greatly reduced, and the corresponding track construction costs have also been greatly reduced.
  • a spring is disposed on the axle housing 201.
  • the spring on the axle housing 201 is preferably a rubber spring.
  • the running device 2 and the frame 10 are directly connected together by a spring on the axle housing 201, that is, the running device 2 is to adopt the frame 10 carrying manner, so that the weight of the vehicle body is transmitted to the wheel pair through the rubber spring on the axle box body 201, and each locomotive and the vehicle are usually provided with two wheel pairs.
  • the running gear 2 may further comprise a traction motor 17, the power output shaft of which is an axle 203, thereby simplifying the hopper car structure.
  • an anti-derailing device 1 is fixedly mounted on a lower portion of each axle housing 201.
  • the anti-derailing device 1 includes a stabilizing wheel 101, a support shaft 102 and a mounting bracket 103, and the mounting bracket 103 is preferably
  • a box type cymbal is used, one end of which is fixedly connected to the shaft box body 201 by bolts, the other end is fixedly connected to one end of the support shaft 102, and the other end of the support shaft 102 is fixedly connected with the stabilizing wheel 101, and the stabilizing wheel 101 and the rail are mounted.
  • a vertical gap smaller than the rim height of the wheel 202 is provided between 23.
  • the vertical gap between the stabilizing wheel 101 and the rail mounting jaw 23 is set to be 10 mm to 20 mm. Since the derailment of the wheel 202 occurs, there must be a process of climbing the wheel 202. That is, the rim of the wheel 202 climbs up the upper plane of the rail, and the rim height of the wheel 202 is usually 25 mm. When the vertical gap between the stabilizing wheel 101 and the rail mounting cymbal 23 is smaller than the rim height of the wheel 202, it can effectively Prevent vehicle derailment accidents.
  • the movable connection structure can be formed between the car 9 and the frame 10 through a plurality of movable mounts as shown in FIGS. 3 and 4. specifically,
  • the movable mount includes an upper seat 16, a lower seat 15 and a connecting bolt 6.
  • the car 9 and the upper seat 16 form a fixed connection, and a socket is formed at the bottom of the upper seat 16, and the lower seat 15 is fixedly connected to the frame 10.
  • the end of the lower seat 15 is inserted into the insertion slot at the bottom of the upper seat 16, and a threaded hole is formed in the lower seat 15.
  • the end of the connecting bolt 6 penetrates the upper seat 16 to form a threaded movable connection with the threaded hole on the lower seat 15. Therefore, the upper seat 16 and the lower seat 15 can be connected and fixed by the connecting bolts 6.
  • the upper seat 16 defines a through hole communicating with the bottom insertion groove.
  • the one end of the connecting bolt 6 penetrates the through hole in the upper seat 16 and forms a threaded movable connection with the threaded hole on the lower seat 15 to improve the carriage 9
  • the assembly efficiency with the frame 10 ensures a reliable connection between the carriage 9 and the frame 10.
  • the carriage 9 and the upper seat 16 are fixedly connected by a bracket 18, and the bracket 18 is formed.
  • the opposite sides of the two sides form a fixed connection with the carriage 9 and the upper seat 16, respectively.
  • the bracket 18 is an inverted L-shaped structural bracket, and a triangular space is formed between the bracket 18 and the compartment 9.
  • the insertion groove at the bottom of the upper seat 16 is a tapered groove
  • the end of the lower seat 15 is a tapered boss structure
  • the mating surface formed between the upper seat 16 and the lower seat 15 is a tapered surface
  • the taper of the tapered mating surface formed between the upper seat 16 and the lower seat 15 is set to 15-20 degrees.
  • the shock absorbing pad 19 is fixedly connected to the insertion groove at the bottom of the upper seat 16, and the damper pad 19 is preferably a butyl cyanide rubber pad; the wear ring is fixedly connected to the outer side of the damper pad 19. 20.
  • the wear ring 20 is preferably a steel ring.
  • the cushion 19 and the wear ring 20 are integrally formed with a vulcanization structure to ensure the connection reliability between the cushion 19 and the wear ring 20.
  • the traction buffer device mainly includes a buffer 3 and a connecting device 4 which are connected to each other, and the bumper 3 is fixedly connected to the frame 10 by bolts.
  • the bumper 3 is mounted within the draw beam of the frame 10 to reduce impact in the longitudinal direction of the vehicle.
  • the movable connection between the buffer 3 and the connecting device 4 can be formed by the pin 5 relative to the pin 5 to facilitate the connection and traction between the vehicles and to make the structure of the traction buffer device simpler. ,reliable.
  • the buffer 3 includes a front panel 35, a rear panel 33, and a connecting spring 34 and a connecting member 36.
  • One end of the connecting member 36 penetrates the front panel 35 and is connected.
  • the spring 34 and the rear panel 33 are connected to the nut 31, and the other end is formed with a through hole 37, and the connecting spring 34 is located between the front panel 35 and the rear panel 33.
  • the buffer 3 further includes a cushion 38, which is preferably a rubber pad, and forms a fixed connection structure with the front panel 35 by bolts and washers. Due to its own gravity, the connecting device 4 usually lowers its connecting end downwards, and the cushioning pad 38 can be used to support the connecting device 4 to prevent the connecting device 4 from lowering and affecting the connection between the vehicles. Hanging work efficiency.
  • a manual type connecting buffer structure as shown in FIG. 11 may be adopted, and the manual type connecting buffer is used.
  • the structure comprises a drawbar buffer device comprising a buffer 3 and a connecting device 4, the connecting device 4 comprising a drawbar 40, the drawbar 40 having the structure shown in Figure 14 and having one end open
  • the connecting hole 41 and the U-shaped opening groove are penetrated, and the connecting hole 41 penetrates the U-shaped opening groove, and the other end of the drawbar 40 forms a connecting card groove 42.
  • one end of the connecting member 36 of the buffer 3 opens the connecting hole 37, when one end of the connecting member 36 on the bumper 3 is inserted into the U-shaped opening groove at one end of the drawbar 40, the connecting hole is penetrated through the pin 5 through the connecting hole. 41. Even if the through hole 37 is hung, an active connection can be formed between the buffer 3 and the drawbar 40, as shown in FIGS. 9 and 12. Further, after the pin 5 passes through the connecting hole 41 and the through hole 37, the split pin 22 can be connected to the pin 5, and the split pin 22 is located outside the drawbar 40, as shown in FIG. The pin 22 can effectively prevent the pin 5 from coming off.
  • the above-mentioned drawbar buffering device is usually fixedly mounted at opposite ends of the vehicle.
  • two adjacent vehicles need to be connected, as shown in FIG. 10, after the adjacent two vehicles approach each other to a suitable distance, Generally, the ends of the two adjacent drawbars 40 are in contact with each other, and the two snap rings 21 are respectively connected to the connecting slots 42 of the adjacent two drawbars 40 from the opposite sides of the upper and lower sides.
  • a grooving groove is formed in the snap ring 21, and as shown in FIG. 13, the snap ring 21 can be engaged with each other by a flange portion on both sides of the kerf slot and a connecting card slot 42 on the drawbar 40.
  • the two connecting bolts 6 are respectively inserted through the corresponding connecting through holes at the ends of the two opposite snap rings 21, so that the two opposite snap rings 21 are connected in series, and the connecting bolts 6 and the snap rings are connected.
  • a washer 32 may be disposed between 21; finally, the nut 31 and the connecting bolt 6 are engaged with each other, so that the two opposite snap rings 21 are hooped between the adjacent two drawbars 40 until the snap ring 21 and the drawbar 40 are
  • the two fixed rods 40 are connected to each other in a fixed manner, as shown in FIGS. 11 and 12 .
  • a through hole may be formed in the bottom of the connecting bolt 6.
  • the through hole of the bottom of the bolt 6 is penetrated by the split pin 22 outside the nut 31.
  • the split pin 22 is fixedly connected to the connecting bolt 6 to prevent loosening between the connecting bolt 6 and the nut 31, and to improve the reliability of the connection between the adjacent two drawbars 40.
  • the above-mentioned drawbar buffering device has the advantages of simple structure and high manufacturability, and the weight of the drawbar device (including the drawbar 40, the snap ring 21, the washer 32, the connecting bolt 6 and the nut) is only one quarter of the weight of the common coupler. Up to about one-sixth, and the drawbar device can easily realize the connection and disengagement between two adjacent vehicles by means of a simple auxiliary tool, which is not only simple in operation but also highly reliable. Therefore, the drawbar device has a short production cycle and a low implementation cost.
  • the slit groove on the snap ring 21 is a tapered groove having an opening angle of 40-60 degrees, preferably 45 degrees, as shown in FIG.
  • the connecting slot 42 of one end of the drawbar 40 also adopts a tapered slot; further, the inclination of the engaging surface 421 of the connecting slot 42 is greater than the inclination of the working surface 422, preferably, The angle between the engaging surface 421 on the connecting card slot 42 and the processing surface 422 is 110-120 degrees.
  • the processing of the snap ring 21 and the drawbar 40 is facilitated, and the mechanical strength of the snap ring 21 and the drawbar 40 is improved, thereby not only improving the efficiency of the connection between adjacent vehicles. And it is beneficial to improve the reliability of the connection between adjacent vehicles when the vehicle is running.
  • the manual type continuous hanging buffer structure is adopted, although the connection between the vehicles can be realized, but the corresponding manpower is required to be put into manual operation in time, and therefore, the continuous operation is relatively time consuming and laborious.
  • a coupler buffer device as shown in FIGS. 15 and 16 may be employed.
  • the coupler buffer device includes a buffer 3 and a connecting device 4, and the structure of the connecting device 4
  • the utility model mainly comprises a hook body 43, a hook tongue 45, a decoupling rod 47 and a return spring 48.
  • One end of the hook body 43 defines a connecting hole 41 and a U-shaped opening slot, and the connecting hole 41 penetrates the U An open groove, the other end of the hook body 43 is formed into a concave tapered structure
  • the hook groove 44 and the hook pin 46 of the convex tapered structure Since one end of the connecting member 36 of the buffer 3 opens the connecting hole 37, when one end of the connecting member 36 on the bumper 3 is inserted into the U-shaped opening groove at one end of the hook body 43, the connecting hole is penetrated through the pin 5 41. Even if the through hole 37 is hung, the movable connection between the bumper 3 and the hook body 43 can be formed, as shown in FIGS. 15 and 16.
  • the hook tongue 45 has a semicircular structure and is located between the hook groove 44 and the hook pin 46.
  • the hook tongue 45 forms an active connection with the hook body 43, and the unhooking rod 47 is fixedly connected with the hook tongue 45.
  • the opposite ends of the return spring 48 are respectively connected with the hook body 43 and the unhooking rod 47.
  • the hooking lever 47 can control the hook tongue 45 to rotate relative to the hook pin 46 within a certain angle of rotation. Under the elastic force of the return spring 48, The hook 45 can be automatically reset relative to the hook pin 46.
  • the above-mentioned coupler buffering device is usually fixedly mounted on opposite ends of the vehicle, and when two adjacent vehicles need to be connected, the adjacent two vehicles are kept relatively close to each other, and when one of the vehicle ends is in the coupler After the hook pin 46 on the body 43 is inserted into the hook groove 44 on the hook body 43 of the other end of the vehicle, the inner side of the hook pin 46 on the hook body 43 of one of the vehicle ends is pressed against the other side.
  • the knuckle 45 in the coupler body 43 of the vehicle end is rotated a certain angle in the clockwise direction, typically 40 degrees, so that the return spring 48 is continuously stretched until the opposite two hook bodies 43 on the adjacent two-section vehicle
  • the connection between the two opposite hook bodies 43 is in contact with each other, and the two hooks 45 are respectively restored to their original positions under the elastic force of the respective return springs 48, and one of the vehicle ends
  • the hook pin 46 on the hook body 43 of the portion is engaged with the hook groove 44 on the hook body 43 of the other end of the vehicle, as shown in FIG. 17 and FIG. 19, that is, on two adjacent vehicles.
  • the opposite two coupler buffers are locked between And the two adjacent vehicles are connected to each other.
  • the operator only needs to pull the decoupling lever 47 to cause the return spring 48 to be stretched again, and the knuckle 45 connected to the unhooking lever 47 will rotate clockwise.
  • the angle is usually also 40 degrees; the adjacent two vehicles are kept relatively separated, when the hook pin 46 on the hook body 43 of one of the vehicle ends is completely separated from the hook body 43 of the other vehicle end.
  • the groove 44 is hooked, as shown in Fig. 20, the two adjacent coupler cushioning devices on the adjacent two vehicles are in an unlocked state, so that the adjacent two vehicles are disengaged from each other.
  • the return springs 48 in the respective coupler cushioning devices are again reset, and the hook body 43 is restored to the natural state as shown in FIG.
  • the hook has a simpler structure, smaller size and lighter weight under the premise of maintaining basic hooking and unhooking functions, so that not only is the implementation cost lower. And its operation is also convenient, it is suitable for models with higher weight requirements.
  • the semi-automatic continuous buffer structure shown in FIG. 17 can be used, and the operator can quickly and reliably realize the tool without the aid of a simple auxiliary tool.
  • the interconnection and disengagement between the adjacent two vehicles not only makes operation and maintenance more convenient, but also improves the efficiency of the continuous operation, and saves the labor input cost, and is especially suitable for the connection between the motor car and the motor car.

Abstract

一种窄轨距漏斗车，包括走行装置（2）、车厢（9）和车架（10），在车架（10）顶部固定连接车厢（9），车架（10）底部固定连接走行装置（2），走行装置（2）包括车轮（202）和轮轴（203），在轮轴（203）相对两端安装车轮（202），且走行装置（2）的同一根轮轴（203）上的车轮（202）所形成的轨距小于标准轨距。该窄轨距漏斗车能够降低漏斗车的轴重和运输时所占用的面积，降低轨道建设成本。

Description

一种窄轨距漏斗车 技术领域
本发明涉及铁路货运用的漏斗车技术领域，尤其是涉及适于小批量货物运输的一种窄轨距漏斗车。
背景技术
在铁路货物运输中，对于煤炭、矿石等货物的运输，多采用漏斗车进行运输。现有的漏斗车采用轨距为1435mm的标准轨距，采用这种标准轨距的漏斗车，其自身体积庞大，对运行线路和轨道的要求都较高，导致轨道的建设成本相应较高；同时，其在运输过程中所占用的面积也较大，车体通过的最小曲线半径也相应地增加，由此也限制了车体的机动灵活性；另外，现有的漏斗车虽然容积较大，其相应的载货量也大，很适合于大批量货物的运输，但是，对于小批量的货物运输，或者是面积较小的货运场地，就会造成漏斗车的能源浪费，同时也使货物的运输成本提高，从而不利于节能降耗和节约成本。
发明内容
本发明要解决的技术问题是：针对现有技术存在的问题，提供一种窄轨距漏斗车，降低其占用面积和轨道建设成本。
本发明要解决的技术问题采用以下技术方案来实现：一种窄轨距漏斗车，包括走行装置、车厢和车架，所述车架顶部固定连接车厢，车架底部固定连接走行装置，所述走行装置包括车轮和轮轴，所述轮轴相对两端安装车轮，所述走行装置的同一根轮轴上的车轮所形成的轨距小于标准轨距。
优选地，所述走行装置的同一根轮轴上的车轮所形成的轨距为580mm。
优选地，还包括牵引缓冲装置，所述牵引缓冲装置包括缓冲器和连挂装置，所述车架与缓冲器固定连接，所述缓冲器与连挂装置连接。
优选地，所述连挂装置包括牵引杆，所述牵引杆一端形成U形开口槽和连接孔，所述连接孔贯通所述U形开口槽，另一端形成连接卡槽；所述缓冲器一端开设连挂通孔，所述缓冲器一端插接到所述U形开口槽中，并通过销轴贯穿连接孔、连挂通孔使缓冲器与牵引杆之间形成活动连接。
优选地，所述连挂装置还包括卡环，所述卡环上开设切口槽。
优选地，所述连挂装置包括车钩体、钩舌、脱钩杆和复位弹簧，所述车钩体同一端形成钩槽和钩销，所述钩舌位于钩槽与钩销之间且与车钩体活动连接，所述脱钩杆与钩舌固定连接，所述复位弹簧相对两端分别与车钩体、脱钩杆连接，通过脱钩杆控制钩舌相对于钩销转动，且在复位弹簧弹性力作用下自动复位。
优选地，所述车厢与上座之间形成固定连接，在上座底部形成插接槽，所述车架上固定连接下座，所述下座端部插接到上座底部的插接槽中，在下座上开设螺纹孔，且上座与下座之间通过连接螺栓连接固定。
优选地，所述车厢与上座之间通过支架形成固定连接，所述支架为倒L形结构支架，其相对两侧分别与车厢、上座固定连接，在支架与车厢之间形成三角形空间。
优选地，所述上座底部的插接槽中固定连接减震垫，在减震垫外侧面上固定连接耐磨环。
优选地，所述车厢上设置卸货机构，所述卸货机构包括若干底门和开闭门机构，每两扇底门通过一个开闭门机构将底门打开或者关闭。
与现有技术相比，本发明的有益效果是：可以降低窄轨距漏斗车运输时所占用的面积，同时使其轴重得以大幅度降低，由此大幅降低了对线路建设和轨道的要求，使得相应的轨道建设成本大幅度降低，尤其适合于小批量货物的运输或者面积较小的货运场地的货运需求，使货物运输成本得以有效地降低，有利于节能降耗和节约成本。
附图说明
图1为本发明一种窄轨距漏斗车的主视图。
图2为本发明一种窄轨距漏斗车的仰视图。
图3为本发明一种窄轨距漏斗车的侧视图。
图4为图3中A处的局部放大图。
图5为图4所示上座构造的放大图。
图6为图1或者图2中的缓冲器的主视图。
图7为图6所示的缓冲器的俯视图。
图8为图7中B-B向的剖视图。
图9为牵引杆缓冲装置的构造示意图(主视图)。
图10为牵引杆连挂装置的构造示意图(爆炸图)。
图11为牵引杆缓冲装置相互连挂(手动型连挂缓冲结构)的构造示意图。
图12为图11中C-C向的剖视图。
图13为图11中的卡环的剖视图。
图14为图11中的牵引杆的剖视图。
图15为车钩缓冲装置的构造示意图(主视图)。
图16为车钩缓冲装置的构造示意图(俯视图)。
图17为车钩缓冲装置相互连挂(半自动型连挂缓冲结构)的构造示意图。
图18为图17中的车钩的剖视图。
图19为图17中的车钩处于相互锁紧状态时的示意图。
图20为图17中的车钩处于相互脱开状态时的示意图。
图中标记：1-防脱轨装置，2-走行装置，3-缓冲器，4-连挂装置，5-销轴，6-连接螺栓，7-斜撑，8-波纹渡板，9-车厢，10-车架，11-底门，12-双联杆，13-第一顶杆，14-第二顶杆，15-下座，16-上座，17-牵引电机，18-支架，19-减震垫，20-耐磨环，21-卡环，22-开口销，23-钢轨安装粱，31-螺母，32-垫圈，33-后丛板，34-连接弹簧，35-前丛板，36-连接件，37-连挂通孔，38-缓冲垫，40-牵引杆，41-连接孔，42-连接卡槽，43-车钩体，44-钩槽，45-钩舌，46-钩销，47-脱钩杆，48-复位弹簧，421-卡接面，422-加工面，101-稳定轮，102-支撑轴，103-安装架，201-轴箱体，202-车轮，203-轮轴。
具体实施方式
为了使本发明的目的、技术方案及优点更加清楚明白，下面结合附图和具体实施例对本发明进行详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。
如图1、图2、图3所示的窄轨距漏斗车，具体包括防脱轨装置1、走行装置2以及车厢9和车架10，所述车厢9呈漏斗形，采用不锈钢制造，在车厢9的厢体外面设有纵横交错的折弯槽钢，所述折弯槽钢形成网状结构，且与厢体焊接在一起，有效地增加了车厢9的刚度。在车厢9入口部的相对两端外侧分别固定连接波纹渡板8，当若干节车厢9串接起来后，在装货时，通过波纹渡板8可以防止货物掉落到相邻的两节车厢9之间的间隙中。
在车厢9上设置卸货机构，所述卸货机构包括若干底门11和开闭门机构，如图1、图2所示，可以在车厢9底部设置6扇底门11和3套开闭门机构，所述的开闭门机构安装在车架10下部，包括手柄、传动轴、双联杆12、第一顶杆13和第二顶杆14，所述双联杆12通过传动轴与车厢9之间形成活动连接，且双联杆12相对两端分别与第 一顶杆13一端、第二顶杆14一端形成活动铰接，所述第一顶杆13的另一端、第二顶杆14的另一端分别与独立的底门11形成活动铰接，所述的底门11与车厢9之间形成活动铰接；所述手柄控制双联杆12相对于车厢9转动，从而使底门11可以相对于车厢9张开或者关闭，每两扇底门11通过一个开闭门机构将底门11打开或者关闭。在车厢9进入货场卸货区时，通常是采用碰撞方式，通过开闭门机构也可以依次将底门11打开。所述底门11相对于车厢9的张角最好是42度，如图1所示，以尽量增大卸货面积，减小卸货时间。
所述的车架10主要由两根边梁、前后两根牵引梁、中间两根横梁固定连接而构成“目”字结构。其中的边梁、横梁都采用箱型结构，且边梁采用鱼腹形式，以有效提高车架10的刚度。在车架10顶部固定连接车厢9，且车厢9与车架10之间所形成的安息角是56度，如图1所示，以便于车厢9的快速卸货。所述车厢9的左右两边、车架10上部的空间，可以用于走管、走线。在车厢9前后两端与车架10之间分别设置两根斜撑7，以有效地减小车厢9在重载状态下的变形。
所述车架10底部通过轴箱体201固定连接走行装置2，所述走行装置2主要包括车轮202和轮轴203，所述轮轴203的相对两端安装车轮202，位于同一根轮轴203上的车轮202所形成的轨距小于标准轨距；优选地，所述走行装置2的同一根轮轴203上的车轮202所形成的轨距为580mm。由于轨距只有580mm，其比标准轨距1435mm小很多，因此，可以大幅度降低窄轨距漏斗车运输占用的面积，而且也能大幅度降低轴重，甚至其轴重只有10t，因此，对线路建设和轨道要求大幅降低，相应的轨道建设成本也大幅度降低。在轴箱体201上设置弹簧，所述轴箱体201上的弹簧优选采用橡胶弹簧，所述走行装置2与车架10之间通过轴箱体201上的弹簧直接连接在一起，即走行装置2是采用车架10承载方式，以使车体的重量通过轴箱体201上的橡胶弹簧传递到轮对上，每个机车、车辆通常配置2个轮对。另外，所述走行装置2还可以包括牵引电机17，所述牵引电机17的动力输出轴为轮轴203，从而简化了漏斗车结构。
如图1、图3所示，在每个轴箱体201下部固定安装防脱轨装置1，所述的防脱轨装置1包括稳定轮101、支撑轴102和安装架103，所述安装架103优选采用箱型粱，其一端通过螺栓与轴箱体201固定连接，另一端与支撑轴102一端固定连接，所述支撑轴102另一端与稳定轮101固定连接，所述稳定轮101与钢轨安装粱23之间设置小于车轮202轮缘高度的垂向间隙。优选地，所述稳定轮101与钢轨安装粱23之间的垂向间隙设置为10mm-20mm。由于车轮202脱轨的发生必有一个车轮202爬轨的过程， 即车轮202轮缘爬上钢轨上平面，而车轮202轮缘高度通常为25mm，在稳定轮101与钢轨安装粱23之间的垂向间隙小于车轮202轮缘高度的情况下，就能够有效地防止车辆发生脱轨事故。
在实际应用过程中，由于矿物等货物是与车厢9直接接触而没有与车架10直接接触，因此，导致车厢9比车架10的磨损、腐蚀更为严重，其使用寿命也比车架10要短很多。在不更换车架10的前提下，为了更加方便车厢9的更换，所述车厢9与车架10之间可以通过若干如图3、图4所示的活动安装座来形成活动连接结构。具体地，
所述的活动安装座包括上座16、下座15和连接螺栓6，所述车厢9与上座16之间形成固定连接，在上座16底部形成插接槽，在车架10上固定连接下座15，所述下座15端部插接到上座16底部的插接槽中，在下座15上开设螺纹孔，利用连接螺栓6一端贯穿上座16后与下座15上的螺纹孔形成螺纹活动连接，从而使得上座16与下座15之间可以通过连接螺栓6连接固定。优选地，所述上座16上开设与其底部插接槽相通的通孔，所述连接螺栓6一端贯穿上座16上的通孔后与下座15上的螺纹孔形成螺纹活动连接，以提高车厢9与车架10之间的装配效率，并确保车厢9与车架10之间连接可靠。
为了降低车厢9运行中的振动，并有利于提高整个活动安装座的使用寿命，如图4、图5所示，所述车厢9与上座16之间通过支架18形成固定连接，所述支架18的相对两侧分别与车厢9、上座16形成固定连接。优选地，所述支架18为倒L形结构支架，且支架18与车厢9之间形成三角形空间。另外，所述上座16底部的插接槽为锥形槽，所述下座15端部为锥形凸台结构，所述上座16与下座15之间形成的配合面是锥形面；优选地，所述上座16与下座15之间形成的锥形配合面的锥度设置为15-20度。采用这样的结构设计后，可以使车厢9的横向、纵向和垂向的振动都能通过活动安装座传递到车架10上，因此，使得连接螺栓6的受力较小，从而有利于提高整个活动安装座的使用寿命。
进一步地，如图5所示，在上座16底部的插接槽中固定连接减震垫19，所述减震垫19优选丁氰橡胶垫；在减震垫19外侧面上固定连接耐磨环20，所述耐磨环20优选钢圈。优选地，所述的减震垫19与耐磨环20之间是硫化一体成型结构，以保证减震垫19与耐磨环20之间的连接可靠性。通过采用上述结构设计，一方面可以实现车厢9的减震，一方面可以减少上座16与下座15之间的摩擦损耗，并提高了整个活动安装座的耐候性能和抗冲击性能。
在运输过程中，动车与拖车之间、拖车与拖车之间、甚至是动车与动车之间，都是通过牵引缓冲装置来实现连挂。如图1、图2所示，所述的牵引缓冲装置主要包括相互连接的缓冲器3和连挂装置4，所述缓冲器3通过螺栓固定连接在车架10上。优选地，所述缓冲器3安装在车架10的牵引梁内，以减小车辆纵向方向上的冲击。优选地，所述缓冲器3与连挂装置4之间可以通过销轴5形成绕销轴5相对转动的活动连接，以方便车辆之间的连接、牵引，并使牵引缓冲装置的结构更加简单、可靠。
如图6、图7、图8所示，所述的缓冲器3包括前丛板35、后丛板33以及连接弹簧34和连接件36，所述连接件36一端贯穿前丛板35、连接弹簧34、后丛板33后与螺母31连接，另一端上形成连挂通孔37，且连接弹簧34位于前丛板35与后丛板33之间。优选地，所述缓冲器3还包括缓冲垫38，所述缓冲垫38优选橡胶垫，且通过螺栓、垫圈与前丛板35形成固定连接结构。所述连挂装置4由于自身重力作用，其连接端部通常会向下低头，通过设置缓冲垫38可以用于支撑连挂装置4，以防止连挂装置4发生低头而影响车辆之间的连挂作业效率。
对于车辆之间的连挂，包括动车与拖车之间、拖车与拖车之间、动车与动车之间，可以采用如图11所示的手动型连挂缓冲结构，所述的手动型连挂缓冲结构包括牵引杆缓冲装置，所述牵引杆缓冲装置包括缓冲器3和连挂装置4，所述连挂装置4包括牵引杆40，所述牵引杆40的结构如图14所示，其一端开设连接孔41和U形开口槽，且所述连接孔41贯通所述U形开口槽，牵引杆40另一端形成连接卡槽42。由于缓冲器3上的连接件36一端开设连挂通孔37，当缓冲器3上的连接件36一端插接到牵引杆40一端的U形开口槽中之后，再通过销轴5贯穿连接孔41、连挂通孔37，就可以使缓冲器3与牵引杆40之间形成活动连接，如图9、图12所示。进一步地，在销轴5贯穿连接孔41、连挂通孔37后，可以在销轴5上连接开口销22，所述开口销22位于牵引杆40外侧，如图9所示，通过设置开口销22，可以有效地防止销轴5的脱落。
上述的牵引杆缓冲装置通常固定安装在车辆的相对两端，当相邻的两节车辆需要进行连挂作业时，如图10所示，在相邻的两节车辆相互靠近到合适距离后，通常是相邻的两根牵引杆40的端部相互接触，再采用两个卡环21分别从上、下相对两侧方向分别搭接在相邻的两根牵引杆40上的连接卡槽42之间；所述卡环21上开设切口槽，如图13所示，所述卡环21可以通过位于切口槽两侧的凸缘部与牵引杆40上的连接卡槽42相互卡接到位，然后，利用两根连接螺栓6分别贯穿相对而立的两个卡环21端部的相互对应的连接通孔，使相对而立的两个卡环21串接起来，在连接螺栓6与卡环 21之间可以设置垫圈32；最后，通过螺母31与连接螺栓6相互配合，使相对而立的两个卡环21箍紧相邻的两根牵引杆40，直至卡环21与牵引杆40之间相互固定连接成一体，从而实现了相邻的两根牵引杆40之间的相互连挂，如图11、图12所示。另外，如图10所示，可以在连接螺栓6底部开设通孔，当卡环21与牵引杆40之间相互固定连接到位后，在螺母31外侧利用开口销22贯穿连接螺栓6底部的通孔，使开口销22与连接螺栓6连接固定，以防止连接螺栓6与螺母31之间发生松脱，提高相邻的两根牵引杆40之间的连挂可靠性。当车辆之间需要解除相互连挂状态时，作业人员只需要借助简单的辅助工具拆卸掉连接螺栓6及与其配合的螺母31，就能实现相邻两节车辆之间的脱开。
上述的牵引杆缓冲装置结构简单，工艺性较高，其中的牵引杆装置(包括牵引杆40、卡环21、垫圈32、连接螺栓6及螺母)的自重仅为普通车钩自重的四分之一到六分之一左右，而且该牵引杆装置借助简单的辅助工具，就能容易地实现相邻两节车辆之间的连挂与脱开，不仅操作简单，而且可靠性高。因此，该牵引杆装置的生产周期较短，其实施成本也较低廉。
在采用上述的牵引杆缓冲装置后，在车辆之间产生纵向拉伸时，可以通过卡环21与牵引杆40之间的接触面受力；而在车辆之间产生纵向压缩时，可以通过相邻的两根牵引杆40端部的接触面受力，两者均能把力很好地传递到缓冲器3上，从而可以确保机车的运行安全。优选地，所述卡环21上的切口槽是锥形槽，其张角为40-60度，优选为45度，如图13所示。优选地，所述牵引杆40一端的连接卡槽42也采用锥形槽；进一步地，所述连接卡槽42的卡接面421的倾斜度大于加工面422的倾斜度，优选地，所述连接卡槽42上的卡接面421与加工面422之间的夹角为110-120度。采用这样的结构设计，既方便了卡环21、牵引杆40的加工制造，又有利于提高卡环21、牵引杆40的机械强度，从而不仅可以提高相邻的车辆之间的连挂作业效率，而且有利于提高车辆运行时的相邻车辆之间的连挂可靠性。
采用上述的手动型连挂缓冲结构，虽然可以实现车辆之间的连挂，但是需要相应的人力及时投入手动操作，因此，其连挂作业比较费时、费力。为了节省人力投入，并提高连挂作业效率，可以采用如图15、图16所示的车钩缓冲装置，所述车钩缓冲装置包括缓冲器3和连挂装置4，所述连挂装置4的结构如图18所示，主要包括车钩体43、钩舌45、脱钩杆47和复位弹簧48，所述车钩体43一端开设连接孔41和U形开口槽，且所述连接孔41贯通所述U形开口槽，车钩体43另一端形成凹锥形结构的 钩槽44和凸锥形结构的钩销46。由于缓冲器3上的连接件36一端开设连挂通孔37，当缓冲器3上的连接件36一端插接到车钩体43一端的U形开口槽中之后，再通过销轴5贯穿连接孔41、连挂通孔37，就可以使缓冲器3与车钩体43之间形成活动连接，如图15、图16所示。进一步地，在销轴5贯穿连接孔41、连挂通孔37后，可以在销轴5上连接开口销22，所述开口销22位于车钩体43外侧，如图15所示，通过设置开口销22，可以有效地防止销轴5的脱落。所述的钩舌45呈半圆结构，且位于钩槽44与钩销46之间，所述钩舌45与车钩体43之间形成活动连接，所述脱钩杆47与钩舌45固定连接，所述的复位弹簧48相对两端分别与车钩体43、脱钩杆47连接，通过脱钩杆47可以控制钩舌45相对于钩销46在一定转角范围内转动，在复位弹簧48的弹性力作用下，所述钩舌45可以相对于钩销46自动复位。
上述的车钩缓冲装置通常固定安装在车辆的相对两端，在相邻的两节车辆需要进行连挂作业时，使相邻的两节车辆保持相对靠近运动，当其中一节车辆端部的车钩体43上的钩销46插接入另一节车辆端部的车钩体43上的钩槽44中之后，通过其中一节车辆端部的车钩体43上的钩销46内侧面压迫另一节车辆端部的车钩体43中的钩舌45沿顺时针方向转动一定角度，通常是40度，使复位弹簧48不断被拉伸，直至该相邻两节车辆上的相对的两个车钩体43之间连接到位，此时，该相对的两个车钩体43的连接面相互接触，其中的两个钩舌45在各自复位弹簧48的弹性力作用下各自恢复原位，且其中一节车辆端部的车钩体43上的钩销46与另一节车辆端部的车钩体43上的钩槽44相互卡接配合到位，如图17、图19所示，即相邻的两节车辆上的相对的两个车钩缓冲装置之间处于锁紧状态，从而使相邻的两节车辆实现了相互连挂。
当相邻的两节车辆之间需要解除相互连挂状态时，作业人员只需要扳动脱钩杆47，使复位弹簧48再次被拉伸，与脱钩杆47相连的钩舌45将顺时针方向转动一定角度，通常也是40度；使相邻的两节车辆保持相对分开运动，当其中一节车辆端部的车钩体43上的钩销46完全脱离另一节车辆端部的车钩体43上的钩槽44时，如图20所示，即相邻的两节车辆上的相对的两个车钩缓冲装置之间处于解锁状态，从而使相邻的两节车辆实现了相互脱开。在相邻的两节车辆上的相对的两个车钩缓冲装置相互脱开之后，各自车钩缓冲装置中的复位弹簧48再次复位，车钩体43恢复到如图18所示的自然状态。
由此可见，在将上述的车钩缓冲装置固定安装在车辆的相对两端之后，通过两个相对的车钩缓冲装置之间的相互卡接，从而形成了如图17所示的半自动型连挂缓冲结 构，其中，连挂操作可以自动实现，而脱钩功能则需要手动操作实现。在相邻的两节车辆连挂到位后，由于相对的两个车钩之间的连接是紧密连接，没有间隙，在列车纵向牵引或者制动时，可以减小车辆之间的纵向冲击力，因而更加安全、可靠。另外，与现有的密接式车钩结构相比较，本车钩在保持基本的连挂、脱钩功能的前提下，其结构更简单、体积更小、重量也更轻，因此，不仅其实施成本更低廉，而且其操作也比较方便，很适合于对重量要求比较高的车型。与上述如图11所示的手动型连挂缓冲结构相比较，采用如图17所示的半自动型连挂缓冲结构之后，操作人员可以不需要借助简单的辅助工具，即可快捷、可靠地实现相邻两节车辆之间的相互连挂和脱开，不仅操作、维护更加方便，提高了连挂作业效率，而且节省了人力投入成本，尤其适用于动车与动车之间的连挂。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，应当指出的是，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种窄轨距漏斗车，包括走行装置(2)、车厢(9)和车架(10)，所述车架(10)顶部固定连接车厢(9)，车架(10)底部固定连接走行装置(2)，所述走行装置(2)包括车轮(202)和轮轴(203)，所述轮轴(203)相对两端安装车轮(202)，其特征在于：所述走行装置(2)的同一根轮轴(203)上的车轮(202)所形成的轨距小于标准轨距。
  2. 根据权利要求1所述的一种窄轨距漏斗车，其特征在于：所述走行装置(2)的同一根轮轴(203)上的车轮(202)所形成的轨距为580mm。
  3. 根据权利要求1或者2所述的一种窄轨距漏斗车，其特征在于：还包括牵引缓冲装置，所述牵引缓冲装置包括缓冲器(3)和连挂装置(4)，所述车架(10)与缓冲器(3)固定连接，所述缓冲器(3)与连挂装置(4)连接。
  4. 根据权利要求3所述的一种窄轨距漏斗车，其特征在于：所述连挂装置(4)包括牵引杆(40)，所述牵引杆(40)一端形成U形开口槽和连接孔(41)，所述连接孔(41)贯通所述U形开口槽，另一端形成连接卡槽(42)；所述缓冲器(3)一端开设连挂通孔(37)，所述缓冲器(3)一端插接到所述U形开口槽中，并通过销轴(5)贯穿连接孔(41)、连挂通孔(37)使缓冲器(3)与牵引杆(40)之间形成活动连接。
  5. 根据权利要求4所述的一种窄轨距漏斗车，其特征在于：所述连挂装置(4)还包括卡环(21)，所述卡环(21)上开设切口槽。
  6. 根据权利要求3所述的一种窄轨距漏斗车，其特征在于：所述连挂装置(4)包括车钩体(43)、钩舌(45)、脱钩杆(47)和复位弹簧(48)，所述车钩体(43)同一端形成钩槽(44)和钩销(46)，所述钩舌(45)位于钩槽(44)与钩销(46)之间且与车钩体(43)活动连接，所述脱钩杆(47)与钩舌(45)固定连接，所述复位弹簧(48)相对两端分别与车钩体(43)、脱钩杆(47)连接，通过脱钩杆(47)控制钩舌(45)相对于钩销(46)转动，且在复位弹簧(48)弹性力作用下自动复位。
  7. 根据权利要求1或者2所述的一种窄轨距漏斗车，其特征在于：所述车厢(9)与上座(16)之间形成固定连接，在上座(16)底部形成插接槽，所述车架(10)上固定连接下座(15)，所述下座(15)端部插接到上座(16)底部的插接槽中，在下座(15)上开设螺纹孔，且上座(16)与下座(15)之间通过连接螺栓(6)连接固定。
  8. 根据权利要求7所述的一种窄轨距漏斗车，其特征在于：所述车厢(9)与上座(16)之间通过支架(18)形成固定连接，所述支架(18)为倒L形结构支架，其 相对两侧分别与车厢(9)、上座(16)固定连接，在支架(18)与车厢(9)之间形成三角形空间。
  9. 根据权利要求7所述的一种窄轨距漏斗车，其特征在于：所述上座(16)底部的插接槽中固定连接减震垫(19)，在减震垫(19)外侧面上固定连接耐磨环(20)。
  10. 根据权利要求1或者2所述的一种窄轨距漏斗车，其特征在于：所述车厢(9)上设置卸货机构，所述卸货机构包括若干底门(11)和开闭门机构，每两扇底门(11)通过一个开闭门机构将底门(11)打开或者关闭。
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