阅读说明：本技术 一种带板式刚度调节结构的复合连接车钩 (Composite connection coupler with plate type rigidity adjusting structure ) 是由 柳禄泱 刘文松 林胜 董永 曾慧 于 2020-04-20 设计创作，主要内容包括：一种带板式刚度调节结构的复合连接车钩,复合连接车钩包括前车钩、后车钩、橡胶关节和金属关节,橡胶关节安装在前车钩中,金属关节安装在橡胶关节中,金属关节中设置有销轴,后车钩铰接在所述的销轴上。橡胶关节包括端板、中间隔板和橡胶体,中间隔板包括竖隔板和横隔板,且竖隔板和横隔板一体成型,在横隔板的上方和下方都设置有端板,横隔板与端板之间通过橡胶体硫化成一个整体。辅助环内壁与中间板组成存在间隙,在间隙消失前产品提供小刚度的性能,便于车辆正常运行。当车辆启动制动时,间隙消失,提供大刚度。车辆挂钩时,间隙消失,能够承受冲击载荷。(The composite connection coupler with the plate type rigidity adjusting structure comprises a front coupler, a rear coupler, a rubber joint and a metal joint, wherein the rubber joint is arranged in the front coupler, the metal joint is arranged in the rubber joint, a pin shaft is arranged in the metal joint, and the rear coupler is hinged on the pin shaft. The rubber joint comprises an end plate, an intermediate diaphragm and a rubber body, the intermediate diaphragm comprises a vertical diaphragm and a transverse diaphragm which are integrally formed, the end plate is arranged above and below the transverse diaphragm, and the transverse diaphragm and the end plate are vulcanized into a whole through the rubber body. The inner wall of the auxiliary ring and the middle plate form a gap, and a product has low rigidity before the gap disappears, so that the vehicle can normally run conveniently. When the vehicle starts to brake, the gap disappears, providing a large stiffness. When the vehicle is hooked, the gap disappears, and the impact load can be borne.)

1. The composite connection coupler with the plate type rigidity adjusting structure is characterized by comprising a front coupler, a rear coupler, a rubber joint and a metal joint, wherein the rubber joint is arranged in the front coupler, the metal joint is arranged in the rubber joint, a pin shaft is arranged in the metal joint, and the rear coupler is hinged on the pin shaft.

2. The composite connection coupler with the plate type rigidity adjusting structure is characterized in that the rubber joint comprises end plates, intermediate partition plates and a rubber body, the intermediate partition plates comprise vertical partition plates and transverse partition plates, the vertical partition plates and the transverse partition plates are integrally formed, the end plates are arranged above and below the transverse partition plates, and the transverse partition plates and the end plates are vulcanized into a whole through the rubber body.

3. The composite connection coupler with the plate type rigidity adjusting structure according to claim 2, characterized in that a gap is left between the outer side of the vertical partition plate and the end plate, a partition plate through hole penetrating through the vertical partition plate is formed in the middle of the vertical partition plate, and the metal joint is installed in the partition plate through hole.

4. The composite connection coupler with the plate type rigidity adjusting structure as claimed in claim 2 or 3, wherein the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, the auxiliary ring is further arranged on the outer side of the diaphragm plate, a gap is reserved between the auxiliary ring and the diaphragm plate, and the auxiliary ring is of a split structure.

5. The composite connection coupler with the plate type rigidity adjusting structure is characterized in that the metal joint comprises a joint outer ring, a joint inner ring and a pin shaft, the joint outer ring is sleeved on the joint inner ring, an inner ring through hole penetrating through the joint inner ring is formed in the middle of the joint inner ring, and the pin shaft is embedded in the inner ring through hole.

6. The composite connection coupler with the plate type rigidity adjusting structure as claimed in claim 2, wherein the end plate above the diaphragm plate is an upper end plate, the end plate below the diaphragm plate is a lower end plate, and both the upper end plate and the lower end plate are hollow circular rings; the rubber body comprises an upper rubber body and a lower rubber body, and the upper rubber body and the lower rubber body are both hollow circular rings; the diaphragm plate and the end plate are vulcanized into a whole through a rubber body, and the integral vulcanization is as follows: the diaphragm plate and the upper end plate are vulcanized together through the upper rubber body, and the diaphragm plate and the lower end plate are vulcanized together through the lower rubber body.

7. The composite connection coupler with the plate type rigidity adjusting structure as claimed in claim 5, wherein the front coupler comprises a front coupler body and a front coupler bottom plate, the front coupler bottom plate is seamlessly connected below the front coupler body, a front coupler cavity penetrating through the front coupler body is formed in the front coupler body, a front base plate hole penetrating through the front coupler bottom plate is formed in the front coupler bottom plate, and the size of the front base plate hole in the radial direction is smaller than that of the front coupler cavity.

8. The composite connection coupler with the plate type rigidity adjusting structure according to claim 7, characterized in that the composite connection coupler further comprises a pressing plate, a plate body through hole penetrating through the pressing plate is formed in the middle of the pressing plate, the rubber joint is installed in the front hook cavity in an interference fit manner, the pressing plate covers the rubber joint, and the bolt penetrates through the pressing plate and the front hook body to press the rubber joint in the front hook cavity.

9. The composite coupling coupler with the plate type rigidity adjusting structure according to claim 8, wherein the rear coupler includes a rear coupler body and a rear coupler end plate, a rear coupler hole penetrating the rear coupler body is formed at one side of the rear coupler body, so that rear coupler end plates are formed above and below the rear coupler hole, and shaft mounting holes penetrating the rear coupler end plate are formed at outer sides of the upper and lower rear coupler end plates.

10. The composite connection coupler with the plate type rigidity adjusting structure according to claim 9, characterized in that a pin shaft is arranged in the metal joint, the pin shaft comprises an ear plate and a shaft body, the ear plate is integrally formed at the upper end of the shaft body, and the lower end of the shaft body is provided with a through hole; the pin shaft sequentially penetrates through a shaft mounting hole of the upper rear hook end plate, a plate body through hole, an inner ring through hole and a shaft mounting hole of the lower rear hook end plate from top to bottom; and a cotter pin penetrates through a through hole at the lower end of the shaft body, so that the rear coupler is hinged on a pin shaft of the metal joint.

Technical Field

The invention relates to the field of rail transit, in particular to a rigidity adjusting coupler in a coupler between two adjacent carriages in a rail vehicle.

Background

In the manufacturing process of the railway locomotive at present, two adjacent carriages are widely connected by a coupler, and the coupler is used as a key part of the locomotive and has important influence on the dynamic performance and the running quality of the locomotive. Along with the implementation of railway speed-raising and heavy-load strategies, the car coupler has the defects that the car coupler lacks variable rigidity, the fatigue damage of a rubber part affects the running performance of a locomotive, the running stability of the locomotive is poor, and hidden dangers are caused to the running safety.

The existing coupler has rigid connection and poor buffering performance. Some car couplers have a buffering structure, but are single in rigidity adjustment, lack variable rigidity, and are difficult to meet the requirement that the car is started with small rigidity under a large load to have good buffering performance; and the variable rigidity can be generated during emergency braking or turning, so that the rigidity of the car coupler is greatly increased, and the stability of the car is ensured.

The following patents are found to have similarities with the present invention through domestic search: the invention discloses a coupling device of a rack rail traction train, which is called as a coupling device of a rack rail traction train with the application number of 201910323609.5, and solves the problem that the conventional coupler in the prior art cannot transmit vertical force to cause the coupler to be crushed or fall off so as to lose the coupling effect; and the low floor hinge bears a small load and cannot be competent for the traction and connection between the sightseeing trains with the toothed rail traction function. The invention comprises a left framework, a right framework and a shaft ball connecting piece; the axle ball connecting piece includes the traction axle and connects the rolling ball, and left framework is outstanding to have left framework linkage segment, and the ball articulated elements is established to left framework linkage segment, connects the rolling ball and articulates in the ball articulated elements, and right framework is outstanding to have right framework linkage segment, and the axle sleeve connecting piece is established to right framework linkage segment, and the both ends of traction axle cup joint respectively in two axle sleeve connecting pieces that pull. The invention has low manufacturing cost, can simultaneously transmit longitudinal force and vertical force, bears the maximum vertical load capacity of 250kN, is suitable for a tooth rail traction function tourism sightseeing train with the train mass of 50 tons, and can effectively reduce the use cost.

The invention discloses a tight-lock coupler mounting and buffering device which is CN201110326801.3 and is named as a tight-lock coupler mounting and buffering device. The invention has simple structure, easy manufacture, low cost, convenient installation, reliability and flexibility, is suitable for rolling stock needing to be provided with a plurality of sets of car couplers, and meets the coupling performance requirement of a general subway shunting locomotive for rescuing the subway rolling stock.

Although the above patents also relate to a buffer structure in a coupler, the structure of the buffer structure is not a structure for adjusting the rigidity in the radial direction and adjusting the radial rigidity through a plate-type annular rubber body, nor is a metal joint installed in a rubber joint and assembled into a composite joint, so that the composite joint can rotate at a large angle flexibly, and the rigidity in the radial direction can be adjusted through the annular rubber body in the radial direction.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: how to enable the composite joint to provide large-angle deflection and simultaneously meet the dynamic performance requirements of small-rigidity starting and large-rigidity braking of a vehicle.

In order to solve the problems, the technical scheme provided by the invention is as follows: the composite connection coupler with the plate type rigidity adjusting structure comprises a front coupler, a rear coupler, a rubber joint and a metal joint, wherein the rubber joint is arranged in the front coupler, the metal joint is arranged in the rubber joint, a pin shaft is arranged in the metal joint, and the rear coupler is hinged on the pin shaft.

Preferably, the rubber joint comprises an end plate, a middle partition plate and a rubber body, the middle partition plate comprises a vertical partition plate and a transverse partition plate, the vertical partition plate and the transverse partition plate are integrally formed, the end plate is arranged above and below the transverse partition plate, and the transverse partition plate and the end plate are vulcanized into a whole through the rubber body.

Preferably, a gap is reserved between the outer side of the vertical partition plate and the end plate, a partition plate through hole penetrating through the vertical partition plate is formed in the middle of the vertical partition plate, and the metal joint is installed in the partition plate through hole.

Preferably, the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, the auxiliary ring is further arranged on the outer side of the diaphragm plate, a gap is reserved between the auxiliary ring and the diaphragm plate, and the auxiliary ring is of a split structure.

Preferably, the metal joint comprises a joint outer ring, a joint inner ring and a pin shaft, the joint outer ring is sleeved on the joint inner ring, an inner ring through hole penetrating through the joint inner ring is formed in the middle of the joint inner ring, and the pin shaft is embedded in the inner ring through hole.

Preferably, the end plate above the diaphragm plate is an upper end plate, the end plate below the diaphragm plate is a lower end plate, and the upper end plate and the lower end plate are both hollow circular rings; the rubber body comprises an upper rubber body and a lower rubber body, and the upper rubber body and the lower rubber body are both hollow circular rings; the diaphragm plate and the end plate are vulcanized into a whole through a rubber body, and the integral vulcanization is as follows: the diaphragm plate and the upper end plate are vulcanized together through the upper rubber body, and the diaphragm plate and the lower end plate are vulcanized together through the lower rubber body.

Preferably, the front coupler comprises a front coupler body and a front coupler bottom plate, the front coupler bottom plate is seamlessly connected below the front coupler body, a front coupler cavity penetrating through the front coupler body is formed in the front coupler body, a front bottom plate hole penetrating through the front coupler bottom plate is formed in the front coupler bottom plate, and the size of the front bottom plate hole in the radial direction is smaller than that of the front coupler cavity.

Preferably, the composite connection coupler further comprises a pressing plate, a plate body through hole penetrating through the pressing plate is formed in the middle of the pressing plate, the rubber joint is installed in the front hook cavity in an interference fit mode, the pressing plate covers the rubber joint, and the bolt penetrates through the pressing plate and the front hook body to tightly press the rubber joint in the front hook cavity.

Preferably, the rear coupler comprises a rear coupler body and a rear coupler end plate, a rear coupler hole penetrating through the rear coupler body is formed in one side of the rear coupler body, so that a rear coupler end plate is formed above and below the rear coupler hole, and shaft mounting holes penetrating through the rear coupler end plate are formed in the outer sides of the rear coupler end plate above and below the rear coupler hole.

Preferably, a pin shaft is arranged in the metal joint, the pin shaft comprises an ear plate and a shaft body, the ear plate is integrally formed at the upper end of the shaft body, and the lower end of the shaft body is provided with a through hole; the pin shaft sequentially penetrates through a shaft mounting hole of the upper rear hook end plate, a plate body through hole, an inner ring through hole and a shaft mounting hole of the lower rear hook end plate from top to bottom; and a cotter pin penetrates through a through hole at the lower end of the shaft body, so that the rear coupler is hinged on a pin shaft of the metal joint.

The beneficial technical effects of the invention are as follows: the inner wall of the auxiliary ring and the middle plate form a gap, and a product has low rigidity before the gap disappears, so that the vehicle can normally run conveniently. When the vehicle starts to brake, the gap disappears, providing a large stiffness. When the vehicle is hooked, the gap disappears, and the impact load can be borne. The vertical direction can bear large load, can keep the stability of the vehicle body, and can support the weight of the whole vehicle body in extreme. And the vertical symmetrical structure is adopted, so that the fluctuation of the upper load and the lower load of the product can be formed by two sections.

The metal joint is arranged in the composite joint, so that the radial and axial bearing capacity of the vehicle is large, the deflection rigidity is small, and the metal joint adopts interference press-fitting, so that the capability of a product passing through a curve can be improved, the floating of a vehicle body is adapted, and the vehicle dynamic performance is better matched. The radial and axial requirements can be met, the performance of small deflection and torsion rigidity can be provided, and the undersized curve capability of the vehicle is facilitated.

When the vehicle body floats up and down, the metal joint provides an obstacle-free deflection angle, when the vehicle body passes through a curve, the metal joint can provide obstacle-free rotation, when the vehicle starts braking and hangs, large load can be provided, and when the vehicle body normally runs, the rubber can provide small rigidity, so that the comfort is better. Vertical direction loads can provide significant. The composite joint can provide better dynamic requirements, has lower derailment coefficient, operates on a small curve, and can reduce the abrasion of wheel sets and steel rails.

Drawings

FIG. 1 is a schematic overall structure diagram according to a first embodiment;

FIG. 2 is a schematic structural view of the coupler and the pin of FIG. 1 with the rear coupler and the pin removed;

FIG. 3 is a schematic structural view of the coupler and metal knuckle of FIG. 1 with the rear coupler and metal knuckle removed;

FIG. 4 is a schematic illustration of the front coupler and compression plate of FIG. 2 with the front coupler and compression plate removed;

FIG. 5 is a schematic structural view of a rubber joint according to the first embodiment;

FIG. 6 is a schematic structural view of a front coupler according to an embodiment I;

FIG. 7 is a schematic view of a platen according to an embodiment;

FIG. 8 is a schematic structural view of a metal joint according to a first embodiment;

FIG. 9 is a schematic structural view of a rear coupler in accordance with a first embodiment;

in the figure: the front coupler comprises a rubber joint 1, an upper end plate 11, a lower end plate 12, an upper rubber body 13, a lower rubber body 14, a vertical partition plate 15, a transverse partition plate 16, a partition plate through hole 17, an auxiliary ring 18, a joint outer ring 21, a joint inner ring 22, a joint inner ring 221 through hole 23, a pin shaft 231, an ear plate 232, a shaft body 24, a front coupler 31, a front coupler body 311, a front coupler bottom plate 312, a front coupler cavity 313, a front coupler bottom plate hole 314, a rear coupler 32, a rear coupler body 321, a rear coupler end plate 322, a rear coupler hole 323, a shaft mounting hole 324, a pressing plate 33 and a plate body through hole 331.

Detailed Description

The invention is further described with reference to the following examples and figures: