阅读说明：本技术 带防侧弯功能的轨道车辆用车钩缓冲连接装置 (Coupler buffer connecting device with side-bending prevention function for railway vehicle ) 是由 张晋伟 吴刚 马桃 周磊 季天莹 于 2020-05-07 设计创作，主要内容包括：本发明提供一种带防侧弯功能的轨道车辆用车钩缓冲连接装置,属于轨道车辆的车钩技术领域。本发明的轨道车辆用车钩缓冲连接装置,其包括安装座、牵引杆、前限位板、后限位板、第一吸能部件和第二吸能部件,其中,所述安装座的左右两侧端分别左右对称地设置有防折弯限位块,所述前限位板的左右两侧端分别左右对称地设置有防折弯支撑块；所述防折弯限位块被构造为,在所述第二吸能部件在被所述前限位板压缩并吸收冲击载荷时,限制所述防折弯支撑块在左右方向上的摆动角度大小并引导所述折弯支撑块所在的所述前限位板在趋于在前后方向上移动。发明的轨道车辆用车钩缓冲连接装置具有良好的防侧弯功能。(The invention provides a railway vehicle coupler buffer connecting device with a side-bending prevention function, and belongs to the technical field of railway vehicle couplers. The coupler buffer connecting device for the rail vehicle comprises an installation seat, a traction rod, a front limiting plate, a rear limiting plate, a first energy absorbing part and a second energy absorbing part, wherein the left side end and the right side end of the installation seat are respectively provided with anti-bending limiting blocks in a bilateral symmetry mode, and the left side end and the right side end of the front limiting plate are respectively provided with anti-bending supporting blocks in a bilateral symmetry mode; the bending prevention stopper is configured to limit the swing angle of the bending prevention support block in the left-right direction and guide the front stopper where the bending support block is located to tend to move in the front-rear direction when the second energy absorbing member is compressed by the front stopper and absorbs an impact load. The coupler buffer connecting device for the railway vehicle has a good lateral bending prevention function.)

1. A coupler buffer connecting device (10) for a railway vehicle comprises an installation seat (120), a draw bar (110), a front limiting plate (140), a rear limiting plate (150), a first energy absorbing part (161) and a second energy absorbing part (162), wherein the first energy absorbing part (161) is sleeved on the draw bar (110), clamped between the rear limiting plate (150) and the installation seat (120) and used for absorbing tensile load, and the second energy absorbing part (162) is sleeved on the draw bar (110), clamped between the front limiting plate (140) and the installation seat (120) and used for absorbing impact load; it is characterized in that the preparation method is characterized in that,

the left side end and the right side end of the mounting seat (120) are respectively provided with anti-bending limiting blocks (121) in a left-right symmetrical mode, and the left side end and the right side end of the front limiting plate (140) are respectively provided with anti-bending supporting blocks (141) in a left-right symmetrical mode;

wherein the bending prevention stopper (121) is configured to limit the magnitude of a swing angle of the bending prevention support block (141) in the left-right direction and guide the front stopper (140) where the bending prevention support block (141) is located to tend to move in the front-rear direction when the second energy absorbing member (162) is compressed by the front stopper (140) and absorbs an impact load.

2. A coupler buffer connecting device (10) for a railway vehicle according to claim 1, wherein the bending prevention stopper (121) is formed by partially integrally extending forward from the mounting seat (120), and a first guide slope (122) facing the bending prevention support block (141) is provided at a front end of the bending prevention stopper (121), and a front and rear guide surface (128) is provided at an inner side of the bending prevention stopper (121);

the first guide slope (122) limits the swing angle of the bending-prevention support block (141) in the left-right direction, the front limit plate (140) is guided to slide from the first guide slope (122) to the front-rear guide surface (128) under an impact load, and the front limit plate (140) is guided to move in the approximately front-rear direction by the front-rear guide surface (128).

3. A coupler cushion connection device (10) for a railway vehicle according to claim 2, wherein the anti-bending support block (141) is integrally formed to partially extend rearward from the front stopper plate (140); the rear end of the anti-bending supporting block (141) is provided with a second guide inclined surface (142) which is approximately opposite to the first guide inclined surface (122).

4. A coupler cushion connection device (10) for a railway vehicle according to claim 3, wherein the bending prevention stopper (121) is provided to extend forward from the mounting seat (120) by such a length that a front end of the bending prevention support block (141) can partially contact the first guide slope (122) in a case where the impact load carried by the second energy-absorbing member (162) is equal to the limit impact load that can be borne by the second energy-absorbing member.

5. A coupler draft coupling device (10) for a railway car according to claim 2 wherein said first guide ramp (122) is angled outwardly relative to said front and rear guide surfaces (128).

6. The coupler buffer connecting device (10) for the railway vehicle as claimed in claim 1, wherein the upper and lower side ends of the mounting seat (120) are respectively provided with an anti-climbing stopper (123) in an up-down symmetrical manner, the front end surface of the anti-climbing stopper (123) is provided with a first anti-climbing tooth (124), the side surfaces of the upper and lower side ends of the front stopper (140) are respectively provided with a second anti-climbing tooth (144) in an up-down symmetrical manner, and the second anti-climbing tooth (144) can be engaged with the first anti-climbing tooth (124).

7. A coupler cushion attachment arrangement (10) for a railway vehicle according to claim 6, wherein a plurality of the first anti-creep teeth (124) and a plurality of the second anti-creep teeth (144) are arranged substantially in parallel in a left-right direction.

8. A coupler cushion connection device (10) for a railway vehicle according to claim 6, wherein the stopper (123) is integrally formed to partially extend forward from the mounting seat (120).

9. A coupler cushion attachment arrangement (10) for a railway vehicle as claimed in claim 8, wherein the length of the anti-creep limit stop (123) extending forwardly from the mounting seat (120) is arranged such that the first anti-creep teeth (124) on the anti-creep limit stop (123) can engage with the second anti-creep teeth (144) on the front limit plate (140) in the event that the impact load carried by the second energy-absorbing member (162) is equal to the limit impact load which it can bear.

10. A coupler cushion attachment device (10) for a railway vehicle according to claim 8, wherein a front end surface of the climb stopper (123) on which the first climb preventing tooth (124) is provided is inclined rearward.

11. A coupler cushion connection arrangement (10) for a railway vehicle as claimed in claim 6, wherein the spacing between the second anti-creep tooth (144) and the first anti-creep tooth (124) is greater than or equal to the maximum compression stroke of the second energy absorbing member (162) without being subjected to tensile or impact loads.

12. A coupler draft gear attachment arrangement (10) for a railway car according to claim 1 further including: and the crushing pipes (180) are arranged along the front and the rear.

13. A coupler draft gear coupling arrangement (10) for a railway car according to claim 1 wherein said mounting block (120) is mounted to said drawbar (110) by means of ball bearings (130).

14. A coupler draft gear attachment arrangement (10) for a railway car according to claim 1 further including: a locker (170) for fixedly mounting the rear limiting plate (150) at the rear end of the drawbar (110).

15. A coupler cushion connection device (10) for a railway vehicle according to claim 1, wherein M second energy absorbing members (162) are provided between the front stopper plate (140) and the mounting seat (120), and only N first energy absorbing members (161) are provided between the rear stopper plate (150) and the mounting seat (120), wherein M, N is an integer and M ≧ N.

16. A coupler cushion connection arrangement (10) for a railway vehicle as claimed in claim 15, wherein an intermediate bulkhead (163) is provided between the two second energy absorbing members (162), the intermediate bulkhead (163) being secured to the drawbar (110).

17. Coupler draft gear connection arrangement (10) for a railway vehicle according to claim 1, characterized in that said coupler draft gear connection arrangement (10) is a semi-permanent coupler draft gear connection arrangement.

18. A railway vehicle, characterized in comprising a coupling buffer coupling (10) for railway vehicles according to any of claims 1-16.

19. Railway vehicle according to claim 18, characterized in that the coupling buffer coupling (10 a) for a railway vehicle of one said railway vehicle is rigidly connected fixedly by means of a snap ring (300) to the coupling buffer coupling (10 b) for a railway vehicle of another railway vehicle.

Technical Field

The invention belongs to the technical field of car couplers of railway vehicles, and relates to a car coupler buffer connecting device with a side-bending prevention function for a railway vehicle and a railway vehicle using the car coupler buffer connecting device.

Background

At present, the passive protection performance of the railway vehicle is more and more concerned, and the coupler buffer connecting device is used as a key part for transmitting and buffering the traction force and the impact force of the vehicle, and is directly related to the safety and the comfort of train operation.

The coupler buffer connecting device is used for realizing mechanical connection between middle rail vehicles such as motor train units and subways, and has the functions of relieving impact load between the vehicles and absorbing collision energy under a collision working condition; for example, a recoverable energy absorbing device and an unrecoverable energy absorbing device (such as a crushing pipe) are generally arranged in the coupler buffer connecting device; the recoverable energy absorption device is used for absorbing impact load and tensile load between vehicles in the running process of the railway vehicles, and the unrecoverable energy absorption device (such as a crushing pipe) is used for absorbing large impact load or impact energy between vehicles under the collision working condition of the railway vehicles.

However, in the actual application process, when the rail vehicles are impacted greatly due to collision and the like, the longitudinal acting force between the rail vehicles generates a vertical and/or transverse movement tendency, when the moment exceeds a critical value, the coupler buffer connecting device can be bent, so that the coupler buffer connecting device can not absorb energy normally through the unrecoverable energy absorption device, and the phenomenon of vehicle climbing or vehicle lateral folding (i.e. lateral bending) is easy to occur.

Disclosure of Invention

The present disclosure is directed to effectively solving or at least alleviating one or more of the above-mentioned problems and/or other problems with existing hook buffer attachments for rail vehicles, thereby providing the following technical solutions.

According to one aspect of the disclosure, a coupler buffer connecting device for a railway vehicle is provided, which comprises a mounting seat, a draw bar, a front limiting plate, a rear limiting plate, a first energy absorbing part and a second energy absorbing part, wherein the first energy absorbing part is sleeved on the draw bar and clamped between the rear limiting plate and the mounting seat and used for absorbing tensile load, and the second energy absorbing part is sleeved on the draw bar and clamped between the front limiting plate and the mounting seat and used for absorbing impact load;

the left side end and the right side end of the mounting seat are respectively provided with anti-bending limiting blocks in a bilateral symmetry mode, and the left side end and the right side end of the front limiting plate are respectively provided with anti-bending supporting blocks in a bilateral symmetry mode;

wherein the bending prevention stopper is configured to limit the swing angle of the bending prevention support block in the left-right direction and guide the front stopper where the bending support block is located to tend to move in the front-rear direction when the second energy absorbing member is compressed by the front stopper and absorbs an impact load.

According to an additional or alternative embodiment, the bending prevention limiting block is formed by partially integrally extending forwards from the mounting seat, a first guide inclined plane facing the bending prevention supporting block is arranged at the front end of the bending prevention limiting block, and a front guide surface and a rear guide surface are arranged on the inner side of the bending prevention limiting block;

the first guide inclined surface is used for limiting the swing angle of the anti-bending supporting block in the left-right direction, the front limiting plate is guided to slide to the front and rear guide surfaces from the first guide inclined surface under the impact load, and the front limiting plate is guided to move in the approximately front-rear direction by the front and rear guide surfaces.

According to an additional or alternative embodiment, the anti-buckling support block is formed integrally extending partially rearward from the front retainer plate; the rear end of the anti-bending supporting block is provided with a second guide inclined plane which is approximately opposite to the first guide inclined plane.

According to an additional or alternative embodiment, the length of the anti-buckling stopper extending forward from the mounting seat is arranged such that the front end of the anti-buckling support block can partially contact the first guiding ramp in the event that the impact load carried by the second energy absorbing member is equal to the limit impact load that it can bear.

According to an additional or alternative embodiment, the first guide ramp is inclined outwardly relative to the front and rear guide surfaces.

According to additional or alternative embodiment, the upper and lower both sides end of mount pad is provided with the anti-climb stopper respectively longitudinal symmetry, be provided with first anti-climb tooth on the preceding terminal surface of anti-climb stopper, be provided with the second on the side at the upper and lower both ends of preceding limiting plate respectively longitudinal symmetry, the second anti-climb tooth can with first anti-climb tooth meshes each other.

According to an additional or alternative embodiment, a plurality of the first anti-creep teeth and a plurality of the second anti-creep teeth are arranged substantially in parallel in the left-right direction.

According to an additional or alternative embodiment, the anti-climb stopper is integrally formed extending partially forward from the mount.

According to an additional or alternative embodiment, the length of the anti-creep limit blocks extending forward from the mounts is arranged such that first anti-creep teeth on the anti-creep limit blocks can engage with second anti-creep teeth on the front limit plates when the impact load carried by the second energy-absorbing component is equal to the limit impact load that the second energy-absorbing component can bear.

According to an additional or alternative embodiment, the front end face of the anti-climbing stopper on which the first anti-climbing teeth are provided is inclined rearward.

According to an additional or alternative embodiment, the spacing between the second anti-creep teeth and the first anti-creep teeth is greater than or equal to a maximum value of a compression stroke of the second energy-absorbing component without being subjected to tensile or impact loads.

According to an additional or alternative embodiment, the coupler buffer connection device for rail vehicles further comprises: and the crushing pipes are arranged approximately along the front and the back.

According to an additional or alternative embodiment, the mounting seat is mounted on the drawbar by means of a ball bearing.

According to an additional or alternative embodiment, the coupler buffer connection device for rail vehicles further comprises: and the locking piece is used for fixedly mounting the rear limiting plate at the rear end of the traction rod.

According to an additional or alternative embodiment, M second energy absorbing members are arranged between the front limiting plate and the mounting seat, and only N first energy absorbing members are arranged between the rear limiting plate and the mounting seat, wherein M, N is an integer and M ≧ N.

According to an additional or alternative embodiment, an intermediate bulkhead is arranged between the two second energy absorption elements, said intermediate bulkhead being fastened to the tow bar.

According to an additional or alternative embodiment, the coupling buffer connection for railway vehicles is a semi-permanent coupling buffer connection.

According to an aspect of the present disclosure, there is provided a rail vehicle comprising a coupler cushion attachment apparatus for a rail vehicle as described in any one of the above.

According to an additional or alternative embodiment, the rail vehicle hook buffer connection of one of the rail vehicles is rigidly connected to the rail vehicle hook buffer connection of the other rail vehicle by means of a snap ring.

The above features, operation and advantages of the present invention will become more apparent from the following description and the accompanying drawings.

Drawings

The above and other objects and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.

Fig. 1 is a front view of a coupler buffer coupling device for a railway vehicle according to an embodiment of the present invention, in which a sectional view of a main structure of the coupler buffer coupling device for a railway vehicle is shown.

Fig. 2 is a plan view of a coupler buffer coupling device for a railway vehicle according to an embodiment of the present invention, in which a sectional view of a main structure of the coupler buffer coupling device for a railway vehicle is shown.

Fig. 3 is a perspective view of a coupler cushion attachment apparatus for a railway vehicle according to an embodiment of the present invention, when used in pairs.

Fig. 4 is a front view illustrating a pair of the hook buffer coupling devices for a railway vehicle according to the embodiment shown in fig. 1.

Fig. 5 is a plan view illustrating a pair of the hook buffer coupling devices for rail vehicles according to the embodiment shown in fig. 1.

Fig. 6 is a schematic view illustrating the operation of the coupler buffer coupling device for railway vehicles of the embodiment shown in fig. 1 used in pairs in a side-bending prevention condition.

Fig. 7 is a schematic view illustrating the operation of the hook buffer coupling device for a railway vehicle of the embodiment shown in fig. 1 used in pairs in an anti-creep working condition.

Description of reference numerals:

10. a coupler buffer connecting device for a railway vehicle, 110, a traction rod, 120, a mounting seat,

121. an anti-bending limit block 122, a first guide inclined plane 123, an anti-climbing limit block,

124. first anti-creep teeth, 128, front and rear guide surfaces, 130, ball bearings,

140. a front limit plate 141, a bending-proof support block 142, a second guide inclined plane,

144. a second anti-climbing tooth 150, a rear limiting plate 161, a first energy absorbing component,

162. a second energy absorbing member, 163, a center spacer, 170, a retaining member,

180. a crushing pipe 300 and a clamping ring.

Detailed Description

The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. This invention may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. The embodiments described above are intended to be illustrative of the full and complete disclosure of this invention, and thus, to provide a more complete and accurate understanding of the scope of the invention.

Terms such as "comprising" and "comprises" mean that, in addition to having components which are directly and explicitly stated in the description and claims, the solution of the invention does not exclude other components which are not directly or explicitly stated.

For convenience of explanation and understanding, the drawing defines the corresponding x direction, y direction and z direction, wherein the direction of the central axis of the traction rod is defined as the axial direction and is defined as the x direction, the up-down height direction of the mounting seat is defined as the z direction, and the y direction is perpendicular to the x direction and the z direction.

In the description herein, "left", "right", "upper", "lower", "front", "rear", and other orientation terms are defined based on the placement orientation of the coupler draft gear coupling for railway cars (hereinafter simply referred to as "draft gear coupling") illustrated in fig. 1 or fig. 2; wherein the "front-rear direction" corresponds to the x-direction, and in the x-direction, the direction pointing from the body of the rail vehicle to the outside thereof defines the "front" direction, and the direction pointing to the inside of the body of the rail vehicle defines the "rear" direction, so that, in the paired use schematic diagrams of fig. 3-7, the cushion linkages 10a and 10b are arranged in opposite directions to each other in the x-direction, the respective "front" directions of them being opposite to each other, and likewise the respective "rear" directions of them being opposite to each other; here, the "left-right direction" corresponds to the y direction, and the "up-down direction" corresponds to the z direction.

The damper coupling 10 is illustrated below as a semi-permanent coupler damper coupling, the semi-permanent damper coupling 10 being of generally rod-like construction and being usable in pairs in tandem railway vehicles (see fig. 3-7).

As shown in fig. 1, the buffering connection device 10 includes a mounting seat 120 and a drawbar 110; the mount 120 may be fixedly mounted on a body of a rail vehicle (not shown in the drawings), which may be specifically configured in a block shape, and may have a mounting hole penetrating in an x-direction in an interior of the mount 120, through which the drawbar 110 may pass in the x-direction; specifically, a ball bearing 130, for example, may be disposed between the drawbar 110 and the mounting hole, so that not only the drawbar 110 may move in the front-rear direction with respect to the mounting seat 120, but also the drawbar 110 may be allowed to swing up and down and/or left and right with respect to the mounting seat 120, thereby contributing to the swing requirement with respect to the vehicle body under normal operating conditions.

As shown in FIGS. 1 and 2, the cushioned connection arrangement 10 further generally includes a front restraint panel 140, a second energy-absorbing member 162, a first energy-absorbing member 161, a rear restraint panel 150, and a retaining member 170 arranged front to rear in the x-direction; wherein, the front limiting plate 140 can be fixed on the traction bar 110, the locking piece 170 fixedly installs the rear limiting plate 150 on the rear end of the traction bar 110, the front limiting plate 140 and the rear limiting plate 150 can act together with the traction bar 110; the first energy absorbing component 161 can be sleeved on the traction rod 110 and clamped between the rear limiting plate 150 and the mounting seat 120, and under a traction working condition, the first energy absorbing component 161 can be used for absorbing tensile load in the x direction; a second energy-absorbing member 162 may be fitted over the drawbar 110 and sandwiched between the front stop plate 140 and the mount 120, and the second energy-absorbing member 162 may be configured to absorb an impact load in the x-direction during an impact condition.

It can be seen that the second energy absorbing member 162 and the first energy absorbing member 161 are respectively disposed on the left and right sides of the mounting base 120, so that under a traction condition and an impact condition (e.g., a braking condition), loads are respectively applied to the energy absorbing members on different sides, the energy absorbing members are compressed and deformed, and different loads are respectively absorbed under different conditions, which is beneficial to significantly improving the fatigue life of the energy absorbing members serving as a buffer medium, and the application form of the acting force transmitted by the drawbar 110 on the energy absorbing members is more reasonable.

Specifically, the first energy absorbing member 161 and the second energy absorbing member 162 can be both deformed by compression in the x direction to absorb energy, they can be energy absorbing members of the same type, such as thermoplastic elastomers, and the first energy absorbing member 161 and the second energy absorbing member 162 can be, but are not limited to, substantially circular rings (such as rubber cakes) in cross section perpendicular to the x direction. It will be appreciated that the specific material and/or shape of the first energy-absorbing component 161 and the second energy-absorbing component 162 are not limiting.

The first energy absorbing member 161 and the second energy absorbing member 162 may be provided in numbers according to the magnitude of the maximum compressive load and the magnitude of the maximum tensile load to be absorbed, respectively, and in a specific embodiment, two second energy absorbing members 162 (e.g., pie-shaped elastic bodies) are provided between the front stopper plate 140 and the mount 120, and only one first energy absorbing member 161 is provided between the rear stopper plate 150 and the mount 120. Optionally, an intermediate bulkhead 163 is disposed between the two second energy absorbing members 162, the intermediate bulkhead 163 being fixed to the tow bar 110 and being movable with the tow bar 110. In other embodiments, there may be more than one first energy-absorbing member 161 between the rear limiting plate 150 and the mounting seat 120, for example, N, and there may be more than two second energy-absorbing members 162 between the front limiting plate 140 and the mounting seat 120, for example, M (M ≧ N), where M is greater than N to ensure that the magnitude of the impact load that can be absorbed by all the second energy-absorbing members 162 is greater than the magnitude of the tensile load that can be absorbed by all the first energy-absorbing members 161.

The above first energy absorbing member 161 or the second energy absorbing member 162 may be regarded as a recoverable energy absorbing member, and in case their limit load is not exceeded, the first energy absorbing member 161 or the second energy absorbing member 162 may be elastically recovered and reused (for example, in a braking process or a traction process). The bumper attachment 10 can also be provided with an unrecoverable energy absorbing member, such as a crush tube 180 disposed in the fore-aft (e.g., x-direction) direction. The crush tubes 180 can absorb impact loads in the direction in which the crush tubes 180 are disposed, such as absorbing large impact loads in the event of a collision, for example.

Continuing to refer to fig. 1, in order to prevent the side bending between the rail vehicles under the collision condition, for example, the left and right ends of the mounting seat 120 are respectively provided with anti-bending limiting blocks 121, wherein the two anti-bending limiting blocks 121 on the left and right sides are bilaterally symmetrical, for example, arranged bilaterally symmetrically along the center plane on the xz plane; correspondingly, the left and right side ends of the front limiting plate 140 are respectively provided with anti-bending supporting blocks 141 in bilateral symmetry; wherein the bending prevention stopper 121 is configured to limit the swing angle magnitude of the bending prevention support block 141 in the left-right direction and guide the front stopper plate 140 (including the drawbar 110) where the bending support block 141 is located, to move in a forward-backward direction (e.g., x-direction) when the second energy absorbing member 162 is compressed by the front stopper plate 140 and absorbs the impact load.

In an embodiment, each anti-bending stopper 121 is formed by partially integrally extending forward from the mounting seat 120, and the front end of each anti-bending stopper 121 has a first guiding inclined surface 122 facing the anti-bending support block 141, the inner side of the anti-bending stopper 121 is provided with a front and rear guiding surface 128 extending from the first guiding inclined surface 122 in a bending manner, specifically, the front and rear guiding surface 128 is arranged substantially along the x direction, the first guiding inclined surface 122 is inclined outward (e.g., leftward or rightward) relative to the front and rear guiding surface 128, and the first guiding inclined surface 122 may be inclined outward relative to the front and rear guiding surface 128 by an angle, which may be greater than or equal to 15 ° and less than or equal to 45 ° (e.g., 30 °). Here, the first guide slope 122 may limit the swing angle of the bending prevention support block 141 in the left-right direction and guide the front stopper plate 140 to slide toward the front and rear guide surfaces 128 under the impact load, and the front stopper plate 140 may be guided to move in the substantially front-rear direction by the front and rear guide surfaces 128.

Thus, the first guiding inclined plane 122 not only allows the buffer connecting device 10 to swing left and right within a normal swing angle range (for example, required by turning during traveling) during actual normal operation of the railway vehicle, but also when the impact load reaches a certain degree (for example, after the impact load in the x direction reaches the limit load that can be borne by the second energy-absorbing component 162), the first guiding inclined plane 122 can limit the horizontal swing angle of the anti-bending supporting block 141 in the y direction from increasing, and guide the bending supporting block 141 to smoothly slide onto the front and rear guiding planes 128 along the first guiding inclined plane 122 and slide along the front and rear guiding planes 128, so that the front limiting plate 140 finally moves substantially in the x direction, and an excessive moment is prevented from being generated in the y direction; even under a large collision impact (for example, the impact load exceeds the limit load which can be borne by the second energy-absorbing part 162, the compression stroke of the second energy-absorbing part 162 rapidly exceeds the maximum value or is damaged by compression), the front limiting plate 140 and the traction rod 110 can be ensured to continuously transmit the impact force approximately along the x direction, the impact load which is not absorbed by the second energy-absorbing part 162 can be mainly transmitted to the crushing pipe 180, and the crushing pipe 180 is triggered to work and effectively absorb the energy, so that the lateral folding tendency between the railway vehicles is effectively inhibited, and the lateral bending prevention function is realized.

Specifically, the bending prevention supporting block 141 is integrally formed by partially extending rearward from the front stopper plate 140; the rear end of the bending prevention supporting block 141 may have a second guide slope 142 facing the first guide slope 122. After the allowable horizontal swing angle reaches the maximum, the second guiding inclined surface 142 will contact the first guiding inclined surface 122 and make the anti-bending supporting block 141 better slide along the first guiding inclined surface 122 under the impact force in the x direction, so that the clamping stagnation is not easy to occur, and the guiding effect is better.

It will be appreciated that the first guide ramp 122 and/or the second guide ramp 142 are not limited to being straight planar surfaces, for example, they may be or include surfaces having a curvature, and may even be or include surfaces having a plurality of serrations.

In order to allow the anti-buckling supporting blocks 141 to at least partially contact the first guide slopes 122 when the compression stroke of the second energy-absorbing member 162 is maximized or is damaged by compression, the length of the anti-buckling stoppers 121 extending forward from the mounting seats 120 may be set such that the front ends of the anti-buckling supporting blocks 141 can partially contact the first guide slopes 122 when the impact load carried by the second energy-absorbing member 162 is equal to the limit impact load that the second energy-absorbing member can bear (which can be previously tested), and thus, the limit load that the second energy-absorbing member 162 cannot absorb can be more reliably ensured to be loaded on the crush tubes 180, and the anti-buckling effect is more reliable.

In still another embodiment, as shown in fig. 2, the buffer connecting device 10 further has an anti-climbing function, for this purpose, the upper and lower side ends of the mounting seat 120 are respectively provided with anti-climbing stoppers 123 in an up-down symmetrical manner, the front end surface of the anti-climbing stopper 123 is provided with a first anti-climbing tooth 124, the side surfaces corresponding to the upper and lower ends of the front stopper 140 are respectively provided with a second anti-climbing tooth 144 in an up-down symmetrical manner (for example, the second anti-climbing teeth 144 of the upper and lower ends are in an up-down symmetrical manner with respect to the center plane of the front stopper 140 on the xy plane), the second anti-climbing tooth 144 faces the first anti-climbing tooth 124, the second anti-climbing tooth 144 can be engaged with the first anti-climbing tooth 124, and particularly, when the compression stroke of the energy-absorbing part 162 of the second energy-absorbing part reaches the maximum value or the second energy-absorbing part 162 is compressed and destroyed, the second anti-climbing tooth 144 can be engaged with the first anti-climbing tooth 124, so that the anti-climbing stopper 123 can be prevented from further increasing the swing angle in the up-climbing stopper 123, the traction rod 110 fixed by the front limiting plate 140 is ensured to continuously and mainly transmit impact force along the direction approximately along the x direction, and the impact load which is not absorbed by the second energy-absorbing part 162 can be mainly transmitted to the crushing pipe 180 to trigger the crushing pipe 180 to work, so that the anti-climbing function is realized.

Specifically, a plurality of first anti-creep teeth 124 and a plurality of the second anti-creep teeth 144 are arranged substantially in parallel in the left-right direction; the anti-climbing stopper 123 may be integrally extended forward from the mount 120 partially, since the strength of the anti-climbing stopper 123 is ensured.

In order to allow the second anti-creep teeth 144 and the first anti-creep teeth 124 to engage with each other when the compression stroke of the second energy-absorbing member 162 reaches a maximum value or the second energy-absorbing member 162 is damaged by compression, the length of the anti-creep stopper 123 extending forward from the mounting seat 120 is set such that the first anti-creep teeth 124 on the anti-creep stopper 123 can automatically engage with the second anti-creep teeth 144 on the front stopper plate 140 in the case where the impact load carried by the second energy-absorbing member 162 is substantially equal to the limit impact load that it can carry. In one embodiment, the distance between the second anti-creep teeth 144 and the first anti-creep teeth 124 (corresponding to the distance in the absence of tensile or impact loads) is greater than or equal to the maximum value of the compression stroke of the second energy-absorbing member 162, such that the presence of the anti-creep limit block 123 and the first anti-creep teeth 124 does not substantially affect the normal swinging motion of the tow bar 110 and the anti-creep limit block 123 within a small swing angle range.

Specifically, the front end surface of the anti-climbing stopper 123, on which the first anti-climbing tooth 124 is disposed, is inclined rearward by an angle, which may be greater than or equal to 1 ° and less than or equal to 8 ° (e.g., 3 °), and which may be correspondingly equal to the amount of the swing angle of the drawbar 110 in the up-and-down direction with respect to the x-direction (e.g., the angle β shown in fig. 7) in the case where the first anti-climbing tooth 124 is engaged with the second anti-climbing tooth 144.

Referring to fig. 3 to 5, the buffer connecting device 10a and the buffer connecting device 10b are buffer connecting devices 10 according to an embodiment of the present invention with corresponding configurations, which are used in pairs in front and rear connected rail vehicles, and specifically, the buffer connecting device 10a and the buffer connecting device 10b can be connected by a snap ring 300, which not only can realize high-strength rigid fixed connection between the buffer connecting devices 10 of different rail vehicles, but also can realize connection between air passages and the like of different rail vehicles.

Referring to fig. 6, taking the impact load in the x direction as an example under a collision condition, which is much larger than the limit impact load that the second energy-absorbing member 162 can bear, assuming that a horizontal transverse movement (in the y direction) trend starts to occur, the horizontal pivot angle in the y direction of the drawbar 110 reaches an angle α as shown in fig. 6, the anti-bending support block 141 and the anti-bending limit block 121 on one side of the mounting seat 120 of the buffer connecting device 10a and the anti-bending support block 141 and the anti-bending limit block 121 on the other side of the mounting seat 120 of the buffer connecting device 10b will cooperate together and prevent the horizontal pivot angle α from increasing further, resulting in an anti-lateral bending effect. The anti-bending limiting blocks 121 of the buffer connecting device 10a and the buffer connecting device 10b are limited by the first guide inclined plane 122 and guided to smoothly slide to the front and rear guide surfaces 128 along the first guide inclined plane 122, so that the front limiting plate 140 and the traction rod 110 tend to move in the x direction, an excessive moment is prevented from being generated in the y direction, triggering and stable energy absorption of the crushing pipe 180 are facilitated, side bending between rail vehicles is prevented, meanwhile, safety of passengers and vehicle bodies of the rail vehicles is protected to the maximum extent, and catastrophic accidents are avoided.

Referring to fig. 7, taking the crash condition as an example, an impact load which is far larger than the limit impact load that the second energy-absorbing member 162 can bear is generated in the x direction, and assuming that a vertical (along the z direction) movement trend is generated, the vertical swing angle in the z direction of the drawbar 110 reaches an angle β shown in fig. 7, the anti-climbing stopper 123 and the second anti-climbing tooth 144 on one side of the mounting seat 120 of the buffer connecting device 10a and the anti-climbing stopper 123 and the second anti-climbing tooth 144 on the other side of the mounting seat 120 of the buffer connecting device 10b cooperate together (the anti-climbing teeth on both sides are engaged) and prevent the horizontal swing angle β from increasing, so as to generate the anti-climbing effect. As shown in fig. 7, after the compression stroke of the second energy-absorbing member 162 reaches the maximum value or the second energy-absorbing member 162 is compressed and damaged, the first anti-climbing teeth 124 and the second anti-climbing teeth 144 of the anti-climbing stopper 123 are engaged to limit the horizontal swing angle β to increase continuously, so that the front stopper 140 and the drawbar 110 tend to move in the x direction, thereby preventing an excessive moment from being generated in the z direction, facilitating the triggering and stable energy absorption of the crushing pipe 180, protecting passengers and the body of the rail vehicle to the maximum while preventing the climbing between the rail vehicles, and facilitating the avoidance of catastrophic accidents.

It will be appreciated that the cushioned connection arrangement 10 of the above example is not limited to application on semi-permanent cushioned connection arrangements, and based on the above exemplary teachings, it will be appreciated that the above structural arrangements directed to the anti-roll and/or anti-creep functions may be equally applied to other types of cushioned connection arrangements and achieve substantially similar anti-roll and/or anti-creep functions.

The above examples mainly describe the coupler cushion coupling device for a railway vehicle according to the present invention and a railway vehicle using the coupler cushion coupling device. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.