阅读说明：本技术 一种板式复合关节的刚度调节方法 (Rigidity adjusting method of plate type composite joint ) 是由 董永 柳禄泱 曹广如 曾慧 张志强 张胜发 于 2020-04-20 设计创作，主要内容包括：一种板式复合关节的刚度调节方法,在橡胶关节中安装金属关节,并在橡胶关节中设置端板、中间隔板和橡胶体,让橡胶体将中间隔板和端板硫化成一个整体,使得金属关节在径向方向挤压中间隔板时,橡胶体会产生形变从而缓冲金属关节在径向方向的移动。中间隔板包括竖隔板和横隔板,让竖隔板和横隔板一体成型,将横隔板设置为圆环状,将竖隔板设置为空心圆管状,并将横隔板无缝连接在竖隔板的外侧。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。复合关节中设置金属关节,能让车辆的径向和轴向承载能力大,偏扭刚度小。(A metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction. The intermediate baffle comprises a vertical baffle and a transverse baffle, the vertical baffle and the transverse baffle are integrally formed, the transverse baffle is arranged into a circular ring shape, the vertical baffle is arranged into a hollow circular tube shape, and the transverse baffle is connected to the outer side of the vertical baffle in a seamless mode. 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 metal joint is arranged in the composite joint, so that the radial and axial bearing capacity of the vehicle is large, and the deflection rigidity is small.)

1. A rigidity adjusting method of a plate type composite joint is characterized in that a metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction.

2. The rigidity adjusting method of the plate-type composite joint according to claim 1, wherein the intermediate 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 transverse partition plate is arranged in a circular ring shape, the vertical partition plate is arranged in a hollow circular tube shape, and the transverse partition plate is connected to the outer side of the vertical partition plate in a seamless manner; the rubber body vulcanizes the diaphragm plate and the end plate into a whole, so that the rigidity of the composite joint in the radial direction is adjusted.

3. The stiffness adjusting method of a plate-type composite joint according to claim 2, wherein the end plates include an upper end plate and a lower end plate, the upper end plate is disposed above the diaphragm, and the upper end plate and the diaphragm are vulcanized together by a rubber body, thereby being capable of adjusting the stiffness in the radial direction above the diaphragm.

4. The stiffness adjusting method of a plate-type composite joint according to claim 3, wherein a lower end plate is provided below the diaphragm, and the lower end plate and the diaphragm are also vulcanized into a whole by a rubber body, thereby being capable of adjusting the stiffness in the radial direction below the diaphragm.

5. The stiffness adjusting method of a plate-type composite joint according to claim 4, wherein a gap is left between the vertical partition plate and the end plate, so that when the middle partition plate moves in the radial direction relative to the end plate, the rubber body is deformed to provide linear stiffness; when the middle partition plate gradually moves towards the end plate until the vertical partition plate is propped against the end plate, the end plate generates a damping force for preventing the middle partition plate from moving, and at the moment, the rubber joint generates rigidity.

6. The stiffness adjusting method of a plate-type composite joint according to claim 4, wherein the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, and the auxiliary ring is further arranged outside the diaphragm plate; a gap is reserved between the vertical partition plate and the end plate, a gap is also reserved between the auxiliary ring and the transverse partition plate, and the distance between the auxiliary ring and the transverse partition plate is smaller than the distance between the vertical partition plate and the end plate.

7. The stiffness adjusting method of a plate type composite joint according to claim 6, wherein the auxiliary ring is made of an elastic material, when the middle partition plate moves in a radial direction relative to the end plate, the rubber body is deformed to provide linear stiffness, and when the diaphragm plate gradually moves towards the auxiliary ring until the diaphragm plate abuts against the auxiliary ring and gradually presses the auxiliary ring, the auxiliary ring acts as a stop to prevent the middle partition plate from further moving, and the rubber joint is deformed to be rigid.

Technical Field

The invention relates to a buffer device and a buffer method of a vehicle, in particular to a composite joint installed in a car coupler.

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 damping type coupler with the application number of CN201611127572.1 and the name of 'damping type coupler' and relates to a damping type coupler which comprises a base, a bearing seat, a pin shaft seat, a middle shaft, a knuckle bearing, a limiting block, two buffering components and two fixing seats, wherein the two fixing seats are fixedly connected with the base, sliding holes are formed in the fixing seats, two ends of the bearing seat are respectively connected with the sliding holes of the fixing seats, the two ends of the bearing seat are respectively provided with the buffering components, the knuckle bearing is connected with the bearing seat, the pin shaft seat is connected with the knuckle bearing through the middle shaft, the base is provided with a limiting hole, a limiting end extending into the limiting hole is arranged on the bearing seat, and the two limiting blocks are respectively arranged on two. The invention is used for connecting adjacent carriages, and can complete angular displacement in all directions along with the vehicle body, so that passengers can ride comfortably.

The invention discloses a traction device of a combined car for public and railway, which is named as a traction device of a combined car for public and railway and comprises a linear guide rail module, a traction seat, a center pin, a traction rod, a transverse stop and a vertical stop, wherein the traction seat is fixedly connected with the linear guide rail module, the traction seat is provided with an installation space, the center pin penetrates through the installation space and is axially fixed on the traction seat, one end of the traction rod is rotatably installed on a center pin body positioned in the installation space through a joint bearing, the other end of the traction rod extends out of the installation space and is provided with a car coupler connecting plate used for connecting a car coupler, the transverse stop and the vertical stop are fixed in the installation space of the traction seat, and a rod body of the traction rod can be in contact with the transverse stop and the vertical stop. The invention can ensure that the road-rail vehicle can safely pass through the road-rail vehicle in a straight line, curve or slope advancing way.

Although the above patents also relate to a buffer structure in a coupler, the method of buffering does not adopt the method of vulcanizing the upper end plate and the lower end plate with the transverse partition plate, and keeping a certain gap between the upper end plate, the upper rubber body, the lower end plate and the lower rubber body and the vertical partition plate to adjust the rigidity and buffer in the radial direction.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: how to change the buffer structure in the car coupler of the car so as to adjust the rigidity of the composite joint in the car coupler and meet the requirement of increasing dynamic performance of the car.

In order to solve the problems, the technical scheme provided by the invention is as follows: a metal joint is installed in a rubber joint, an end plate, a middle partition plate and a rubber body are arranged in the rubber joint, the middle partition plate and the end plate are vulcanized into a whole by the rubber body, and when the middle partition plate is extruded by the metal joint in the radial direction, the rubber body can deform to buffer the movement of the metal joint in the radial direction.

Preferably, 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 transverse partition plate is arranged in a circular ring shape, the vertical partition plate is arranged in a hollow circular tube shape, and the transverse partition plate is connected to the outer side of the vertical partition plate in a seamless mode; the rubber body vulcanizes the diaphragm plate and the end plate into a whole, so that the rigidity of the composite joint in the radial direction is adjusted.

Preferably, the end plate includes an upper end plate and a lower end plate, the upper end plate is disposed above the diaphragm plate, and the upper end plate and the diaphragm plate are vulcanized together by a rubber body, so that rigidity in the radial direction above the diaphragm plate can be adjusted.

Preferably, the lower end plate is arranged below the diaphragm plate, and the lower end plate and the diaphragm plate are vulcanized into a whole by using a rubber body, so that the rigidity of the lower part of the diaphragm plate in the radial direction can be adjusted.

Preferably, a gap is reserved between the vertical partition plate and the end plate, so that when the middle partition plate moves relative to the end plate in the radial direction, the rubber body deforms to provide linear rigidity; when the middle partition plate gradually moves towards the end plate until the vertical partition plate is propped against the end plate, the end plate generates a damping force for preventing the middle partition plate from moving, and at the moment, the rubber joint generates rigidity.

Preferably, the rubber joint further comprises an auxiliary ring, the auxiliary ring is arranged between the upper end plate and the lower end plate, and the auxiliary ring is further arranged on the outer side of the diaphragm plate; a gap is reserved between the vertical partition plate and the end plate, a gap is also reserved between the auxiliary ring and the transverse partition plate, and the distance between the auxiliary ring and the transverse partition plate is smaller than the distance between the vertical partition plate and the end plate.

Preferably, the auxiliary ring is made of an elastic material, when the intermediate partition plate moves in the radial direction relative to the end plate, the rubber body is deformed to provide linear rigidity, and when the diaphragm plate gradually moves towards the auxiliary ring until the diaphragm plate abuts against the auxiliary ring and gradually presses the auxiliary ring, the auxiliary ring can play a role in stopping to prevent the intermediate partition plate from further moving, and at the moment, the rubber joint can be deformed and stiffened.

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 view of the overall structure of a composite joint according to the first embodiment;

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

FIG. 3 is a schematic view showing the overall structure of a rubber joint according to the first embodiment;

in the figure: 1 rubber joint, 11 upper end plates, 12 lower end plates, 13 upper rubber bodies, 14 lower rubber bodies, 15 vertical partition plates, 16 transverse partition plates, 17 partition plate through holes, 18 auxiliary rings, 21 joint outer rings, 22 joint inner rings, 221 inner ring through holes and 23 pin shafts.

Detailed Description

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