A wheel drive system comprising a wheel-side reducer with a frame (4), a torque tube (6) connected to a wheel and a sealing structure provided between the frame (4) and the torque tube (6), wherein the sealing structure comprises a static ring (15) fixed to the frame (4) and a moving ring (16) disposed opposite to the static ring (15) and fixed to the torque tube (6); a plurality of annular rings (15-1) are provided on an end face of the static ring (15) in the radial direction from outside to inside, and a throttle ring (21) and an oil seal (22) are tightly assembled on the inner circle of the innermost annular ring; the moving ring (16) comprises a lower edge inner ring (16-7), wherein an outer circle of the lower edge inner ring (16-7) forms an oil sealing (C) by contacting the oil seal (22), and forms a throttle ring sealing (D) at the position opposite to the throttle ring (21).
B60S 1/68 - Autres accessoires sur véhicules pour le nettoyage pour nettoyer l'extérieur du véhicule pour enlever les corps étrangers des roues ou des pneus, p. ex. grattoirs de roues
The present application provides a composite brake disc, the preparation method thereof and a friction stir tool. The composite brake disc comprises: an aluminum alloy base layer, and an aluminum matrix composite layer, where the aluminum alloy base layer and the aluminum matrix composite layer are bonded with each other through metallurgical bonding. A transition layer is formed at the boundary surface where the aluminum alloy base layer and the aluminum matrix composite layer are bonded with each other. A reinforced structure connecting the aluminum alloy base layer and the aluminum matrix composite layer is formed in the transition layer. The solutions according to the present application can increase the volume fraction of reinforcement particles in the aluminum matrix composite layer, thus increasing wear resistance, can avoid further addition of ceramic particles into the aluminum alloy base layer, thus increasing the strength and elongation of the aluminum alloy base layer, reducing the failure risk, and increasing the thermal conductivity of the aluminum alloy base layer, so that the heat generated by the friction layer is transferred to the air, thus reducing the overall temperature rise of the brake disc. In addition, the aluminum matrix composite layer in the solutions plays the role of a wear-resistant layer, and a transition layer is formed between the aluminum matrix composite layer and the aluminum alloy base layer through metallurgical bonding. The transition layer can prevent the volume fraction of ceramic particles between the aluminum matrix composite layer and the aluminum alloy base layer from changing instantly, thus reducing the stress difference between the aluminum matrix composite layer and the aluminum alloy base layer due to cold and hot fatigue, and increasing the bonding force between the aluminum matrix composite layer and the aluminum alloy base layer, so as to reduce the failure risk due to cracking between the aluminum matrix composite layer and the aluminum alloy base layer as a result of cold and hot fatigue and so on.
F16D 65/12 - DisquesTambours pour freins à disques
B23K 20/12 - Soudage non électrique par percussion ou par une autre forme de pression, avec ou sans chauffage, p. ex. revêtement ou placage la chaleur étant produite par frictionSoudage par friction
B22D 1/00 - Traitement des métaux en fusion dans la poche ou dans les chenaux de coulée avant le moulage
4.
ABRASIVE BLOCK MOUNTING AND DISMOUNTING ASSEMBLY, MOUNTING AND DISMOUNTING METHOD, WHEEL TREAD CLEANER AND RAILWAY VEHICLE
B60S 1/68 - Autres accessoires sur véhicules pour le nettoyage pour nettoyer l'extérieur du véhicule pour enlever les corps étrangers des roues ou des pneus, p. ex. grattoirs de roues
The present invention relates to the technical field of rail transit, and relates to a vibration excitation tamping apparatus. The apparatus comprises a liftable tamping frame, a hydraulic vibration excitation oil cylinder hinged to the middle of the tamping frame, at least one connecting plate hinged to a piston rod end of the hydraulic vibration excitation oil cylinder, double-end telescopic clamping oil cylinders fixedly connected to the two sides of the connecting plate respectively, and a pair of tamping arms hinged to the two sides of the tamping frame respectively and having upper ends hinged to the corresponding double-end telescopic clamping oil cylinders respectively. According to the present invention, the stress at the upper ends of a pair of tamping picks is equal in opposite directions, such that the stress is balanced, and actions are symmetrical, which can ensure centering and clamping, and the structure is very compact. In addition, since a vibration excitation drive is centralized and reasonably separated from a clamping drive, the number of vibration excitation devices is halved, such that the cost is significantly reduced; moreover, since two groups of tamping picks along the length direction of a sleeper are mounted on different tamping arms, when the compactness of two ballasts at corresponding positions is inconsistent, uniform dense clamping can be achieved.
The present disclosure provides a gearbox of a rail vehicle, which belongs to the technical field of gear transmission. The gearbox of the present disclosure comprises a driving shaft, a driven shaft, a first bearing seat and a second bearing seat; the gearbox further comprises: a first roller bearing, a ball bearing, a bearing inner retaining ring and a bearing outer retaining ring for drainage, which are arranged between the first bearing seat and the driving shaft; wherein, the bearing inner retaining ring and the bearing outer retaining ring are provided between the first roller bearing and the ball bearing along an axial direction of the driving shaft, and a first drainage channel is provided on the bearing outer retaining ring, a second drainage channel is provided on the first bearing seat; wherein, the lubricating oil can be guided into the first roller bearing and the ball bearing from the outside of the first bearing seat through the second drainage channel and the first drainage channel in sequence. The present disclosure can greatly improve the lubricating performance of the first roller bearing and the ball bearing on the driving shaft of the gearbox, and is particularly suitable for low-temperature working conditions.
F16H 57/02 - Boîtes de vitessesMontage de la transmission à l'intérieur
B61C 9/38 - Systèmes de transmission des locomotives ou des automotrices pour propulsion par moteur électrique
F16C 33/66 - Pièces ou détails particuliers pour la lubrification
F16H 1/06 - Transmissions à engrenages pour transmettre un mouvement rotatif sans engrenages à mouvement orbital comportant uniquement deux organes engrenés dont les axes sont parallèles
F16H 57/021 - Structures de support d'arbres, p. ex. parois de séparation, orifices de logement de paliers, parois de carter ou couvercles avec paliers
F16H 57/029 - Boîtes de vitessesMontage de la transmission à l'intérieur caractérisés par des moyens pour rendre hermétiques les boîtes de vitesses, p. ex. pour améliorer l'étanchéité à l'air
F16H 57/04 - Caractéristiques relatives à la lubrification ou au refroidissement
F16H 57/031 - Boîtes de vitessesMontage de la transmission à l'intérieur caractérisés par des couvercles pour les boîtes de vitesses
7.
COMPOSITE MATERIAL BRAKE ROTOR, PREPARATION METHOD THEREFOR, AND FRICTION STIR TOOL
A composite material brake rotor, a preparation method therefor, and a friction stir tool. The composite material brake rotor comprises: an aluminum alloy substrate layer (110) and an aluminum-based composite layer (120), the aluminum alloy substrate layer (110) and the aluminum-based composite layer (120) are bonded together by a metallurgical bonding means, a transition layer (130) is produced at an interface where the aluminum alloy substrate layer (110) and the aluminum-based composite layer (120) are bonded together, and a reinforcement structure connecting the aluminum alloy substrate layer (110) and the aluminum-based composite layer (120) are formed in the transition layer (130).
B23P 15/00 - Fabrication d'objets déterminés par des opérations non couvertes par une seule autre sous-classe ou un groupe de la présente sous-classe
B23K 20/12 - Soudage non électrique par percussion ou par une autre forme de pression, avec ou sans chauffage, p. ex. revêtement ou placage la chaleur étant produite par frictionSoudage par friction
C22C 1/02 - Fabrication des alliages non ferreux par fusion
C22C 1/06 - Fabrication des alliages non ferreux avec utilisation d'agents spéciaux d'affinage ou de désoxygénation
C22C 32/00 - Alliages non ferreux contenant entre 5 et 50% en poids d'oxydes, de carbures, de borures, de nitrures, de siliciures ou d'autres composés métalliques, p. ex. oxynitrures, sulfures, qu'ils soient soient ajoutés comme tels ou formés in situ
B22D 1/00 - Traitement des métaux en fusion dans la poche ou dans les chenaux de coulée avant le moulage
B22D 18/04 - Coulée basse pression, c.-à-d. utilisant une pression de quelques bars au maximum pour remplir le moule
F16D 65/12 - DisquesTambours pour freins à disques
A hydraulic shock absorber, comprising: a fluid storage cylinder (110); a hydraulic cylinder (120) sleeved in the fluid storage cylinder (110); and a piston rod component (130) passing through the fluid storage cylinder (110) and provided with the hydraulic cylinder (120), wherein a first end (130a) of the piston rod component (130) is provided outside the fluid storage cylinder (110), and a second end (130b) of the piston rod component (130) is provided in the hydraulic cylinder (120), and is driven to perform reciprocating motion along the length direction of the hydraulic cylinder (120); a piston component (140) is provided on the second end (130b) of the piston rod component (130), and divides the hydraulic cylinder (120) into a first chamber (120c) and a second chamber (120d); the piston component (140) comprises a first damping valve group and a second damping valve group; the first damping valve group is driven by pressure to control the one-way stepped on-off from the first chamber (120c) to the second chamber (120d); the second damping valve group is driven by pressure to control the one-way stepped on-off from the second chamber (120d) to the first chamber (120c). The shock absorber brings better shock absorbing effect. The present invention also relates to a railway vehicle.
F16F 9/516 - Dispositifs particuliers de réglage automatique de l'amortisseur aboutissant à des effets d'amortissement à la compression différents des effets d'amortissement à l'extension
F16F 9/19 - Dispositifs à un ou plusieurs organes, p. ex. des pistons, des aubes, se déplaçant en va-et-vient dans des chambres et utilisant un effet d'étranglement comportant uniquement un déplacement rectiligne des parties travaillant avec un cylindre fermé et un piston déterminant, à l’intérieur de ce cylindre, plusieurs espaces de travail avec un seul cylindre
Provided is an induction heating-type normalisation machine, relating to the technical field of railway engineering machinery. The normalisation machine of the present disclosure comprises an open-close induction coil apparatus and a clamping centring apparatus, the clamping centring apparatus being used for simultaneously clamping section material at front and rear positions of a welding joint of the section material and adapting to the clamped section material for centring; the clamping centring apparatus comprises a rigid retainer and clamping arm pairs mounted on the rigid retainer, a front clamping arm pair and a rear clamping arm pair respectively being rotatably mounted on the rigid retainer in the front-back direction, the displacement of a front clamping arm pair and a rear clamping arm pair in the front-back direction being limited by means of the rigid retainer; the open-close induction coil apparatus has a coil used for enveloping the section material and is configured such that the coil is mounted on the basis of the positioning provided by the clamping centring apparatus. The normalisation machine of the present disclosure has a compact structure and good normalisation effects, the section material not easily deforming during normalisation, and can particularly adapt to the normalisation requirements of steel rails in different road conditions such as curves.
The present disclosure belongs to the technical field of railway engineering machinery and discloses a normalizing machine. The normalizing machine comprises: an open and close-type induction coil device, which is configured to perform induction heating of a welded joint between section steels to achieve a normalizing treatment; a clamping and centering device, which is configured to clamp the section steels simultaneously at front and rear positions of the welded joint and perform centering relative to the clamped section steels; and a coil opening, closing and translating device, which is configured to drive the open and close-type induction coil device mounted thereon to make opening and closing movements, and move the induction coil device parallel to the section steels in a front or rear direction of the welded joint, so as to align the induction coil device with a weld seam of the welded joint. The clamping and centering device, after having clamped the section steels and performed centering, allows positioning of the coil opening, closing and translating device and, on the basis of said positioning, drives the induction coil device to move in a front or rear direction of the welded joint. The normalizing machine of the present disclosure achieves a high precision of alignment of a coil relative to a weld seam and good normalizing treatment.
An abrasive block mounting and dismounting assembly (100), a mounting and dismounting method, a wheel tread cleaning device, and a railway vehicle, the abrasive block mounting and dismounting assembly (100) comprising: a mounting pin (110), which comprises a base portion (111) and a pin portion (112) extending and protruding from the base portion (111), wherein the size of the pin portion (112) in an extending direction thereof is less than the size of the base portion (111); and the pin portion (112) is used for passing from a first side to a second side of a mounting cavity (220) of a brake head (200), and the base portion (111) is used for abutting against the first side of the mounting cavity (220) of the brake head (200); a mounting pin receiving portion, which is provided with a first mounting hole, receiving the pin portion (112) to be inserted therein; and the mounting pin receiving portion is used for receiving the pin portion (112) on the second side of the mounting cavity (220) of the brake head (200); and a mounting pin locking member detachably locking the pin portion (112) of the mounting pin (110) to the mounting pin receiving portion and restricting movement of the pin portion (112) in the extending direction thereof.
B60S 1/68 - Autres accessoires sur véhicules pour le nettoyage pour nettoyer l'extérieur du véhicule pour enlever les corps étrangers des roues ou des pneus, p. ex. grattoirs de roues
12.
END COVER ASSEMBLY, AIR CYLINDER, TREAD SWEEPER AND RAILWAY VEHICLE
An end cover assembly, an air cylinder, a tread sweeper and a railway vehicle. The end cover assembly (100) is used for sealing an air inlet end of an air cylinder (200) of a tread sweeper (300), and comprises a cylinder cover (110), wherein a first external thread column body (111) extending and protruding is arranged on an inner side end face (110a) of the cylinder cover (110), and is mounted matching the air cylinder (200); a second external thread column body (112) extending and protruding is arranged on an outer side end face (110b) of the cylinder cover (110); and the cylinder cover (110) is provided with a through mounting hole (113), and the mounting hole (113) extends to penetrate the first external thread column body (111) and the second external thread column body (112) and is used for arranging an air core (230) and an elastic pull rod (240); and a gland (120), wherein a threaded hole (121) matching the second external thread column body (112) is provided on an inner side end face (120a) of the gland (120); a throttle air vent hole (122) is provided between the threaded hole (121) and an outer side end face (120b) of the gland (120); a first mounting groove (123) is further provided between the inner side end face (120a) of the gland (120) and the threaded hole (121); and in an assembled state, the inner side end face of the gland (120) abuts against the outer side end face (110b) of the cylinder cover (110), and sealing is provided by means of sealing rings (130, 140 and 150) arranged inside the first mounting groove (123).
B60S 1/68 - Autres accessoires sur véhicules pour le nettoyage pour nettoyer l'extérieur du véhicule pour enlever les corps étrangers des roues ou des pneus, p. ex. grattoirs de roues
A wheel drive system, comprising a wheel-side reducer. The wheel-side reducer comprises a frame (4), a torsion tube (6) connected to a wheel and a sealing structure provided between the frame (4) and the torsion tube (6); the sealing structure comprises a static ring (15) fixed to the frame (4) and a moving ring (16) that is disposed opposite to the static ring (15) and is fixed to the torsion tube (6); an end surface of the static ring (15) is provided with multiple rings (15-1) in the radial direction from outside to inside, and an inner circle of the innermost ring is tightly fitted with a throttle ring (21) and a framework oil seal (22); and the moving ring (16) comprises a lower inner ring (16-7), an outer circle of the lower inner ring (16-7) is in contact with the framework oil seal (22) to form a framework oil seal (C) and form a throttle ring seal (D) at a position opposite to the throttle ring (21).
F16H 57/029 - Boîtes de vitessesMontage de la transmission à l'intérieur caractérisés par des moyens pour rendre hermétiques les boîtes de vitesses, p. ex. pour améliorer l'étanchéité à l'air
B60K 7/00 - Disposition du moteur dans ou jouxtant une roue motrice
B60B 11/06 - Roues avec plusieurs jantes montées sur un seul corps de roue
B60B 30/06 - Moyens pour maintenir les roues ou leurs éléments en prise avec le corps de la roue, p. ex. avec la jante
B60B 27/04 - Moyeux adaptés pour tourner sur l'essieu renfermant des dispositifs d'entraînement, p. ex. pignons à chaînes
F16J 15/16 - Joints d'étanchéité entre deux surfaces mobiles l'une par rapport à l'autre
A drum gear comprises a sleeve (21), an extension portion (22), and a drum tooth portion (23). The extension potion extends from an end of the sleeve to another end of the sleeve, and an annular gap (24) having an opening is formed between the extension portion and the sleeve. The drum tooth portion is disposed at a peripheral surface of the extension portion, and is engaged with an inner tooth portion in a drum coupling. An arc-shaped surface (211) is provided at a peripheral surface of the sleeve, and is engaged with an annular seal portion in the drum coupling. The gear is used to resolve the issue in the prior art in which drum gear couplings wear and vibrate easily during operation.
F16D 3/02 - Accouplements extensibles, c.-à-d. avec moyens permettant le mouvement entre parties accouplées durant leur entraînement adaptés à des fonctions particulières
15.
AUXILIARY COUPLING DEVICE FOR TRANSITION COUPLER, TRANSITION COUPLER FOR RAIL VEHICLE, AND RAIL VEHICLE
An auxiliary coupling device (100) for a transition coupler, comprising: a rotary hook assembly (110) comprising a cylinder (111) and a plurality of auxiliary hooks (112a, 112b); a support (120) comprising a first through-hole (121) and second through holes (122a, 122b); a rotary shaft (130) comprising a shaft body (131) and a positioning groove (132); and a locking mechanism (140) provided within the second through holes (122a, 122b) of the support (120) and pressing against the rotary shaft (130); the locking mechanism (140) has a base portion fixedly connected to the second through holes (122a, 122b) and a positioning portion capable of reciprocating in a radial direction relative to the base portion; when in a locking position, the positioning portion presses against the positioning groove (132), and when in an unlocking position, the positioning portion presses against the shaft body (131), and when switching from the locked position to the unlocked position, the rotary hook assembly (110) is applied with a force not less than a preset value, and the rotary shaft (130) linked to the rotary hook assembly pushes, from the positioning groove (132), the positioning portion of the locking mechanism (140) so as to press against the shaft body (131). The auxiliary coupling device is reliable and easy to switch. Also disclosed are a transition coupler for a rail vehicle, and a rail vehicle.
A gearbox for a railway vehicle, comprising a driving shaft (120), a driven shaft (180), a first bearing seat (169) and a second bearing seat (183). The gearbox further comprises a first roller bearing (150) provided between the first bearing seat (169) and the driving shaft (120), a ball bearing (130), a bearing inner retaining ring (149) and a bearing outer retaining ring (140) for drainage. The bearing inner retaining ring (149) and the bearing outer retaining ring (140) are provided between the first roller bearing (150) and the ball bearing (130) along the axial direction of the driving shaft (120), a first drainage channel is provided on the bearing outer retaining ring (140), and a second drainage channel (162) is provided on the first bearing seat (169). A lubricant can sequentially pass through the second drainage channel (162) and the first drainage channel and be guided from the outside of the first bearing seat (169) into the first roller bearing (150) and the ball bearing (130). The gearbox can greatly improve the lubrication performance on the first roller bearing and the ball bearing on the driving shaft, and is particularly suitable for a low temperature working condition.
F16H 57/021 - Structures de support d'arbres, p. ex. parois de séparation, orifices de logement de paliers, parois de carter ou couvercles avec paliers
F16H 1/04 - Transmissions à engrenages pour transmettre un mouvement rotatif sans engrenages à mouvement orbital comportant uniquement deux organes engrenés
F16H 57/04 - Caractéristiques relatives à la lubrification ou au refroidissement
F16H 57/02 - Boîtes de vitessesMontage de la transmission à l'intérieur
B61C 9/38 - Systèmes de transmission des locomotives ou des automotrices pour propulsion par moteur électrique
17.
DRUM-SHAPED GEAR COUPLING AND GEAR DRIVE SYSTEM PROVIDED WITH SAME
Provided are a drum-shaped gear coupling and a gear drive system provided with same. The drum-shaped gear coupling comprises: a sleeve (10), the sleeve (10) comprising a sleeve body (11) and an inner toothed portion (12) arranged on an inner peripheral face of the sleeve body (11); a drum-shaped gear (20), wherein at least part of the drum-shaped gear (20) is arranged in a cavity of the sleeve (10), the drum-shaped gear (20) comprises a sheath body (21), an extension portion (22) and a drum-shaped toothed portion (23), the extension portion (22) extends from a first end of the sheath body (21) to a second end of the sheath body (21), a ring-shaped gap (24) provided with an opening is formed between the extension portion (22) and the sheath body (21), the drum-shaped toothed portion (23) is arranged on an outer peripheral face of the extension portion (22), the drum-shaped toothed portion (23) meshes with the inner toothed portion (12), the drum-shaped gear (20) can swing and axially move relative to the sleeve (10), and an outer peripheral face of the sheath body (21) is provided with a first arc-shaped face (211) protruding outwards; and a ring-shaped sealing portion (50), wherein the ring-shaped sealing portion (50) is sheathed on the outer peripheral face of the sheath body (21), a first end of the ring-shaped sealing portion (50) is in contact with the first arc-shaped face (211), and a second end of the ring-shaped sealing portion (50) is directly or indirectly connected to the sleeve body (11). The solution can solve the problem of the poor sealing performance of the drum-shaped gear coupling.
F16D 3/18 - Joints universels dans lesquels la flexibilité est réalisée par pivots ou organes de liaisons coulissants ou roulants les pièces d'accouplement comportant des dents d'engrènement coulissant
18.
OPENING AND CLOSING APPARATUS FOR STREAMLINED DOME FOR RAIL VEHICLE AND A FORWARD NOSE ASSEMBLY
An Opening and closing apparatus for a streamlined dome (1) for a rail vehicle and a forward nose assembly. The Opening and closing apparatus comprises a pivoting arm (2) and a driving device (3) for driving the pivoting arm (2) to pivot with respect to a base (4). The driving device (3) comprises a driving body (36) and a driving rod (31); a first end of the driving rod (31) enters the driving body (36), and the driving rod (31) can move under the driving force provided by the driving body (36) to perform the pivoting of the pivoting arm (2) with respect to the base (4); a second end of the driving rod (31) is pivotally connected to the pivoting arm (2); and the driving body (36) is pivotally mounted on the base (4).
Provided is a brake cylinder (100) with a parking function. The brake cylinder comprises: a brake cylinder assembly (110), wherein a thrust sleeve component (6) is dynamically coupled and connected to an adjusting shaft component (5), a first end of a lever component (14) abuts against a brake piston (3), a second end thereof abuts against the thrust sleeve component (6), and a thrust supporting component (7) is connected to the thrust sleeve component (6); and a parking cylinder assembly (120), wherein a parking elastic piece (9) is elastically connected between a parking piston (11) and a parking cover plate (15), a parking transmission rod component is connected to the parking piston (11) and a parking amplifying mechanism (8), and the parking amplifying mechanism (8) is connected to the thrust supporting component (7). Further provided is a railway vehicle having the brake cylinder (100) with a parking function.
Provided is an elastic wheel (10) for a rail vehicle, the elastic wheel comprising a wheel hoop (110), a wheel core (140), and a vibration damping element (120) located between the wheel hoop (110) and the wheel core (140), wherein the wheel core (140) is provided with annular grooves (149), which are inwardly recessed relative to side faces (111a, 111b) of the wheel hoop (110) in an axial direction and are used for accommodating and mounting a wheel-mounted brake disc (200).
The present disclosure relates to a brake cylinder, a brake caliper unit and a rail vehicle. The brake cylinder includes a cylinder block and a cylinder head fixedly sleeved over one end of the cylinder block, the cylinder block being provided therein with a piston, a guide spring, a guide nut, a taper sleeve, an adjusting shaft assembly, a thrust sleeve and a gap adjusting nut assembly; wherein the gap adjusting nut assembly includes a gap adjusting nut, a gap adjusting sleeve and a gap adjusting spring, and a groove extending along an axial direction of the gap adjusting sleeve is formed on an outer circumferential surface of the gap adjusting sleeve, in which groove a release gap adjusting unit is provided. The thrust sleeve spring of the brake cylinder of the present disclosure can recognize excessive elastic deformation of the external lever to prevent the gap adjustment triggered by the excessive elastic deformation of the external lever, ensuring that the release gap of the disc is constant.
B60T 17/08 - Cylindres de freins autres que les cylindres d'action terminale
B60T 8/44 - Dispositions pour adapter la force de freinage sur la roue aux conditions propres au véhicule ou à l'état du sol, p. ex. par limitation ou variation de la force de freinage selon une condition de vitesse, p. ex. accélération ou décélération comportant un régulateur de pression fluidique répondant à une condition de vitesse coopérant avec un servo-moteur associé à un maître-cylindre pour commander le relâchement ou la réapplication de la pression de freinage par une interaction avec le servo-moteur
B60T 15/40 - Autres dispositifs de commandes ou valves caractérisés par des fonctions définies pour amorçage immédiat et freinage puissant, p. ex. avec réservoir auxiliaire pour éviter les temps morts avec cylindres distincts d'amorçage et d'application
B60T 17/22 - Dispositifs pour surveiller ou vérifier les systèmes de freinsDispositifs de signalisation
22.
SHAFT-MOUNTED BRAKE DISC DEVICE FOR RAILWAY VEHICLE
A shaft-mounted brake disc device for a railway vehicle comprises: a disc body (1), a hub (2), a spacer ring (3), an elastic sleeve (4), and a fastener (5). An inner wall of the disc body (1) is provided with a disc body connection claw (1-1), and each disc body connection claw (1-1) is provided with a connection claw bolt hole. A front side of the hub (2) is provided with a flange (2-2), and the flange (2-2) is provided with a first fastener hole corresponding to the connection claw bolt hole. The spacer ring (3) is spaced apart from the flange (2-2) to hold the disc body connection claw (1-1), and the spacer ring (3) is provided with a second fastener hole corresponding to the connection claw bolt hole. The elastic sleeve (4) is disposed in the connection claw bolt hole. The fastener (5) passes through the first fastener hole, an inner hole (4-1) of the elastic sleeve (4), and the second fastener hole to fix the disc body (1) onto the hub (2).
An elastic floating brake pad comprises a mounting plate (1) and a plurality of friction blocks (2) provided on the mounting plate (1), the mounting plate (1) being composed of a left plate (1-1) and a right plate (1-2), the left plate (1-1) and the right plate (1-2) being fitted together along the edges of the friction blocks (2) to form a polyline (G); one side of each friction base (2-1-2) is provided with a stopper (1-3) fixed on the mounting plate (1) for limiting the rotation angle of the friction base (2-1-2), and the height of the stopper (1-3) does not exceed the height of the friction base (2-1-2).
F16D 65/092 - Bandes, sabots ou patinsPivots ou leurs organes de support pour freins à engagement axial, p. ex. freins à disques
24.
HIGH STRENGTH AND HIGH TOUGHNESS SPHEROIDIZING GRAPHITE CAST IRON AT LOW TEMPERATURE OF -40ºC AND PREPARATION METHOD THEREOF AND RAILWAY LOCOMOTIVE PARTS
Dsiclosed are a high strength and high toughness spheroidizing graphite cast iron at a low temperature of -40ºC and a preparation method thereof and railway locomotive parts, wherein the chemical ingredients of the spheroidizing graphite cast iron and weight percents thereof are as follows: 3.6％-3.9％ of C, 1.9％-2.1％ of Si, ＜0.2％ of Mn, ＜0.03％ of P, 0.003％-0.012％ of S, 0.35％-0.5％ of Cu, 1.1％-1.5％ of Ni, ≤0.03％ of Re, 0.025％-0.05％ of Mg, and the balance being iron and inevitable impurities.
A brake disc (100) comprises: a disc body (10), wherein the disc body (10) is provided with a disc body hole (11), a plurality of disc connection claws (12) extending inwardly are disposed on the peripheral wall of the disc body hole (11), and a first disc piercing hole (13) is disposed in the disc connection claw (12); a disc hub (20), wherein a flange (24) of the disc hub (20) is provided with a plurality of hub key slots (21), and each of the hub key slots (21) is provided with a hub piercing hole (22); a spacing ring (30), provided with a plurality of spacing ring piercing holes (31); and a plurality of first fasteners (40), wherein each of the first fasteners (40) correspondingly pass through the hub piercing hole (22), the first disc piercing hole (13), and the spacing ring piercing hole (31), to fasten the disc body (10), the disc hub (20), and the spacing ring (30). The present invention further relates to a rail transit vehicle comprising the brake disc (100).
A cast steel, a preparation method for the cast steel and a part used in the railway field prepared using the cast steel. The cast steel comprises, by mass percentage: 0.12% to 0.22% of carbon, 0.3% to 0.6% of silicon, 0.8% to 1.1% of manganese, less than or equal to 0.020% of phosphorus, less than or equal to 0.020% of sulfur, 0.3% to 0.5% of chromium, 0.35% to 0.5% of nickel, 0.02% to 0.06% of niobium, the balance being iron and unavoidable impurities.
A brake pad support assembly, a brake pad assembly, a braking device, and a rail vehicle are provided. The brake pad support assembly comprises: a brake pad support (20), wherein a first side of the brake pad support (20) is provided with a mounting surface matching and mounted on a brake pad (10); a brake pad stopping block (30) capable of extending into a through groove (23), wherein two ends of the brake pad stopping block (30) are located on a second side of the brake pad support (20), and the brake pad stopping block (30) is provided with a first limiting position extending into the through groove (23) to limit movement of the brake pad (10) and a first clearance position; and a drop prevention mechanism (40), wherein the drop prevention mechanism (40) comprises a drop prevention pin shaft (41). The drop prevention pin shaft (41) is movably disposed on the second side of the brake pad support (20). The drop prevention pin shaft (41) is provided with a second limiting position for stopping movement of the brake pad stopping block (30) and a second clearance position for allowing movement of the brake pad stopping block (30). When the drop prevention pin shaft (41) is at the second limiting position, the drop prevention pin shaft (41) passes through the brake pad stopping block (30) or abuts one side, away from the brake pad (10), of the brake pad stopping block (30). The present invention solves the technical problem in which the brake pad (10) is prone to drop from the brake pad support (20).
A brake cylinder (1), a brake clamp unit and a rail vehicle, the brake cylinder (1) comprising: a cylinder body (101) and a cylinder head (102) sleeved on one end of the cylinder body (101) in a fixed manner, the cylinder body (101) being internally provided with a piston (103), a guide spring (1012), a guide nut (1013), a conical sleeve (1014), an adjusting shaft assembly (108), a thrust sleeve (1023) and a gap adjusting nut assembly; the gap adjusting nut assembly comprises a gap adjusting nut (1019), a gap adjusting sleeve (1018) and a gap adjusting spring (1021), a groove extending along an axial direction of the gap adjusting sleeve (1018) being formed on an outer circumferential surface of the gap adjusting sleeve (1018); and a release gap adjusting unit (1017) is arranged in the groove. A thrust sleeve spring (1015) of the brake cylinder (1) may identify elastic deformation of an external lever component (8), avoid gap adjustment triggered by excessive elastic deformation of the external lever component (8), and ensure that a disc relieves a gap fixing.
Disclosed are a brake cylinder clearance adjustment mechanism and a brake cylinder, belonging to the technical field of vehicle braking. The inner end of a piston pipe (122) embedded in an inner cavity of a cylinder cover pipe (113) of the mechanism is axially and fixedly connected to a piston (121). The outer end of the piston pipe (122) is fixedly connected to a guide resistance adjusting device body (141), and a square key groove and a mounting groove for a wedge-shaped adjusting block (115) are axially formed in the cylinder cover pipe (113). A cone sleeve (145) and a guide nut (143), having end faces thereof engaged with each other, are mounted in the guide resistance adjusting device body (141); and one end, away from the engagement, of the cone sleeve (145) and of the guide nut (143) respectively abut against a resistance adjusting spring (147) and a guide spring (144). An adjusting lead screw shaft (152) with an adjusting nut (131) screwed thereon is arranged in an inner hole of the guide nut (143), and a conical-toothed sliding sleeve (132) is arranged outside the adjusting nut (131). The outer circle of the conical-toothed sliding sleeve (132) is fixedly connected to a square key (198) extending radially from the square key groove on the cylinder cover pipe (113); a wedge-shaped adjusting block (115) with an adjustable radial position is mounted in the mounting groove for the wedge-shaped adjusting block (115) of the cylinder cover pipe (113); and the adjacent ends of the square key (198) and the wedge-shaped adjusting block (115) are respectively provided with an outer wedge-shaped face and an inner wedge-shaped face. By means of the brake cylinder clearance adjustment mechanism, the adjustability of the maximum adjustment-free stroke value of a brake cylinder is achieved, and the stability of a clearance adjusting amount is ensured.
Disclosed are a brake cylinder clearance adjustment mechanism, a guide resistance adjusting module and a brake cylinder, belonging to the technical field of vehicle braking. The inner end of a piston pipe (122) embedded in an inner cavity of a cylinder cover pipe (113) of the mechanism is axially and fixedly connected to a piston (121). The outer end of the piston pipe (122) is fixedly connected to a guide resistance adjusting device body (141), and a square key groove and a mounting groove for a wedge-shaped adjusting block (115) are axially formed in the cylinder cover pipe (113). A cone sleeve (145) and a guide nut (143), having end faces thereof engaged with each other, are mounted in the guide resistance adjusting device body (141); and one end, away from the engagement, of the cone sleeve (145) and of the guide nut (143) respectively abut against a resistance adjusting spring (147) and a guide spring (144). An adjusting lead screw shaft (152) with an adjusting nut (131) screwed thereon is arranged in an inner hole of the guide nut (143), and a conical-toothed sliding sleeve (132) is arranged outside the adjusting nut (131). The outer circle of the conical-toothed sliding sleeve (132) is fixedly connected to a square key (198) in the square key groove on the cylinder cover pipe (113); a wedge-shaped adjusting block (115) with an adjustable radial position is mounted in the mounting groove for the wedge-shaped adjusting block (115) of the cylinder cover pipe (113); and the adjacent ends of the square key (198) and the wedge-shaped adjusting block (115) are respectively provided with an outer wedge-shaped face and an inner wedge-shaped face. By means of the brake cylinder clearance adjustment mechanism and the guide resistance adjusting module, the adjustability of the maximum adjustment-free stroke value of a brake cylinder is achieved, and the stability of a clearance adjusting amount is ensured.
Provided are a low alloy cast steel, a smelting method and a heat treatment method therefor and railway locomotive parts, belonging to the technical field of alloy steels. The components of the low alloy cast steel and the weight percentages thereof relative to the total weight of the low alloy cast steel are: 0.23-0.28% of carbon, 0.20-0.40% of silicon, 0.80-1.00% of manganese, less than or equal to 0.020% of phosphorus, less than or equal to 0.020% of sulphur, 0.45-0.55% of chromium, 0.50-0.60% of nickel, 0.15-0.25% of molybdenum, 0.02-0.06% of aluminium, 0.02-0.10% of tungsten and 0.01-0.05% of niobium, wherein 0.04% ≤ tungsten + niobium ≤ 0.12% must be satisfied; and the balance of iron and other unavoidable elements. The low alloy cast steel contains tungsten and niobium used in certain proportions, can serve as an E-grade steel after undergoing a heat treatment, and has a superior weldability, a good plasticity and impact toughness and a good stability in mechanical properties.
A low alloy cast steel, and a smelting method and heat treatment thereof, and a railway locomotive part of same. The low alloy cast steel comprises the following components in the respective weight percentages: 0.19-0.25% of carbon, 0.30-0.50% of silicon, 0.90-1.15% of manganese, ≤ 0.030% of phosphorus, ≤ 0.030% of sulfur, 0.19-0.29% of chromium, 0.13-0.19% of molybdenum, 0.02-0.06% of aluminum, 0.02-0.10% of tungsten, and 0.01-0.05% of niobium, wherein 0.04% ≤ tungsten + niobium ≤ 0.12%; and a remainder of iron and other unavoidable elements. After heat treatment, the steel can be used as a Grade B+ steel.
Provided is a low alloy cast steel, and the components of the low alloy cast steel and the weight percentages thereof relative to the total weight of the low alloy cast steel are as follows: 0.20-0.30% of carbon, 0.20-0.40% of silicon, 0.95-1.05% of manganese, less than or equal to 0.020% of phosphorus, less than or equal to 0.020% of sulphur, 0.45-0.55% of chromium, 0.50-0.60% of nickel, 0.35-0.45% of molybdenum, 0.02-0.06% of aluminium, 0.01-0.05% of niobium and less than or equal to 0.20% of copper, wherein 0.03% ≤ aluminium + niobium ≤ 0.09% must be satisfied; and the balance of iron and other unavoidable elements. The properties of the low alloy cast steel having undergone a normalizing treatment and a tempering treatment are: a tensile strength of ≥ 931 MPa, a yield strength of ≥ 793 MPa, an elongation of ≥ 14%, a reduction of area of ≥ 30%, a Charpy V impact work at -40ºC of ≥ 35 J and a hardness range of 288-325 HBW. The low alloy cast steel has a superior weldability, can be generally used in the manufacture of railway locomotive vehicle parts, such as a car coupler body, a coupler knuckle and a coupler yoke, and can also be used for other parts with equivalent mechanical property requirements.
Disclosed is a brake clamp device, comprising a clamp body mechanism (2) and an oil cylinder (1). The clamp body mechanism (2) comprises: a first plate-like clamp body (22), a second plate-like clamp body (23) and a pair of brake linings, wherein the first plate-like clamp body (22) and the second plate-like clamp body (23) are arranged approximately symmetrically in parallel in the left-right direction, and are fixedly mounted together via a connector therebetween. The oil cylinder (1) is fixedly mounted on the outer side of the first plate-like clamp body (22) / the second plate-like clamp body (23); an adjustment shaft (6) of the oil cylinder (1) can penetrate the first plate-like clamp body (22) / the second plate-like clamp body (23) to directly output a braking force to any brake lining (24) of the pair of brake linings; and the oil cylinder (1) is a passive oil cylinder. Further provided is a vehicle comprising the brake clamp device. The brake clamp device has a simple and compact structure and a small volume.
F16D 55/226 - Freins à surfaces de freinage substantiellement radiales pressées l'une contre l'autre dans une direction axiale, p. ex. freins à disques avec disques ou patins déplaçables selon l'axe pressés contre des organes en rotation situés dans l'axe par serrage entre des organes mobiles de freinage, p. ex. des disques ou des patins de freins mobiles avec un organe d'actionnement commun pour les organes de freinage les organes de freinage étant des patins de freins dans lesquels l'organe d'actionnement commun se déplace axialement
F16D 55/225 - Freins à surfaces de freinage substantiellement radiales pressées l'une contre l'autre dans une direction axiale, p. ex. freins à disques avec disques ou patins déplaçables selon l'axe pressés contre des organes en rotation situés dans l'axe par serrage entre des organes mobiles de freinage, p. ex. des disques ou des patins de freins mobiles avec un organe d'actionnement commun pour les organes de freinage les organes de freinage étant des patins de freins
F16D 65/22 - Mécanismes d'actionnement pour freinsMoyens pour amorcer l'opération de freinage à une position prédéterminée disposés dans, ou sur le frein adaptés pour séparer les organes par pression
F16D 65/092 - Bandes, sabots ou patinsPivots ou leurs organes de support pour freins à engagement axial, p. ex. freins à disques
F16D 121/06 - Pression de fluide agissant sur un actionneur du type piston, p. ex. pour pression de liquide pour relâcher un frein normalement appliqué par défaut
Disclosed are a cylinder and a brake clamp device including same, belonging to the field of basic braking technology. The cylinder is provided with a cylinder body (13), which is internally installed with a piston (1), a reset piston (2), a spring base (12) and a first elastic member (16) located between the reset piston (2) and the spring base (12), and further comprises an adjusting screw (6), a screw sleeve (5), an end face toothed ring clutch (7), a reset piston end cover (8), an adjusting spring (10), an adjusting spring end cover (11), a guide rod (3) and a second elastic member (17) which are arranged in the axial direction. The cylinder has a simple internal structure, a small volume and low costs, is easy and convenient to assemble, and the brake clamp device including the cylinder can automatically adjust a gap.
A lever mechanism (3) and a brake clamp device comprising same. The lever mechanism (3) comprises a lever body (3-1), the lever body (3-1) being mounted on a housing (1) of a brake clamp device pivotally. Moreover, the lever mechanism (3) further comprises: an ejection block assembly (23) mounted pivotally relative to the lever body (3-1) on a first end, corresponding to an output shaft of a brake cylinder (2) of the brake clamp device, of the lever body (3-1), the ejection block assembly (23) being, at least, used for keeping in fit with the output shaft of the brake cylinder (2). The lever mechanism (3) is high in transfer efficiency of a brake force output by the output shaft of the brake cylinder (2).
The present invention relate to the field of involute gears. Disclosed are a gear-cutting hob and a designing method therefor, and a non-fully-symmetric involute gear and a machining method therefor. In an axial tooth profile of a gear-cutting hob (100), an involute segment AB and an involute segment FE are non-fully symmetric about an axis III, the radius of curvature of a tooth-root curving segment is not equal to the radius of curvature of a tooth-root curving segment EG, and the tooth-root curving segment BG and the tooth-root curving segment EG are asymmetrically arranged about the axis III. In a rolling-cut gear (390) and a non-fully-symmetric involute gear (300) manufactured by machining using the gear-cutting hob (100), left and right tooth-root curving segments of a tooth profile of an end-face tooth space of the gears also have different radii of curvature and are asymmetrically arranged about the axis III. Different high tooth-root curvature strengths can be obtained at left and right sides of teeth of the non-fully-symmetric involute gear (300), and the non-fully-symmetric involute gear (300) is quite suitable for respectively meshing with two different gears by means of left and right tooth surfaces.
B23F 5/20 - Fabrication de dents d'engrenage droites, impliquant le déplacement d'un outil par rapport à la pièce à usiner avec un mouvement de roulage ou d'enveloppement par rapport aux dents à réaliser par fraisage
38.
NON-FULLY-SYMMETRIC INVOLUTE GEAR AND MACHINING METHOD THEREFOR
A non-fully-symmetric involute gear and a machining method and machining tool therefor. A tooth profile of an end-face tooth space of the non-fully-symmetric involute gear comprises an involute segment AB and an arc segment BC of a first-side tooth profile and an involute segment FE and an arc segment DE of a second-side tooth profile, wherein a point B is the starting point of the involute segment of the first-side tooth profile of the end-face tooth space of the non-fully-symmetric involute gear and the diameter of the involute segment at the starting point is rb, a point E is the starting point of the involute segment of the second-side tooth profile of the end-face tooth space of the non-fully-symmetric involute gear and the diameter the involute segment at the starting point is re, and rb≠re, so that the involute segment AB and the involute segment FE are non-fully symmetric about an axis III, and different tooth-root curvature strengths can be obtained at the two sides of teeth of the non-fully-symmetric involute gear.
An integrative transmission chain of hybrid-drive wind turbine and a gearbox used by the transmission chain, comprising a front housing body, a rear housing body, a main shaft and a planet carrier, and further comprising: an inner ring gear on the main shaft, N intermediate gears (N≥3), N planet gear shafts provided with a first stage planet gear and a second stage planet gear, an output shaft, and a sun gear; wherein the inner ring gear, the intermediate gear and the first stage planet gear form a first stage fixed shaft transmission pair, and the second stage planet gear and the sun gear form a second stage fixed shaft transmission pair; and wherein an upwind end of the output shaft is axially rotatably disposed on the planet carrier and a downwind end of the output shaft protrudes outside the rear housing body; the downwind end which protrudes outside is connected to an upwind end of the rotor of the generator so as to drive the rotor of the generator in rotation, and a downwind end of the rotor of the generator is supported in an inner hole of the stator of the generator via a generator stator main bearing. The transmission chain according to the invention has a high integration level, a simple structure, a light weight, a short axial length, and a high transmission ratio, etc., and is very suitable for a high power wind power generating apparatus.
F16H 1/28 - Transmissions à engrenages pour transmettre un mouvement rotatif avec engrenages à mouvement orbital
F16H 1/36 - Transmissions à engrenages pour transmettre un mouvement rotatif avec engrenages à mouvement orbital à deux engrenages centraux couplés par des engrenages orbitaux
F03D 80/70 - Dispositions de roulement ou de graissage
F03D 9/25 - Mécanismes moteurs à vent caractérisés par l’appareil entrainé l’appareil étant un générateur électrique
F03D 15/10 - Transmission de l’énergie mécanique utilisant un engrenage non limité à un mouvement rotatif, p. ex. comportant des organes oscillants ou à mouvement alternatif
F16H 57/08 - Parties constitutives générales des transmissions des transmissions à organes à mouvement orbital
A vehicle brake device, and integrated vehicle transmission-brake device comprising the same. The vehicle brake device comprises a full-contact-disk multi-plate friction pair, a cylinder (5-2) axially provided at one side of the friction pair, and a travelling piston (5-5) and a parking piston (5-6) axially provided in the cylinder (5-2). The parking piston (5-6) is at least partially inserted in a piston hole of the travelling piston (5-5), and has a sleeve structure having an axial hole. In the integrated vehicle transmission-brake device, a retarder (6) passes through the axial hole of the parking piston (5-6) of the vehicle brake device and is at least partially provided in the axial hole of the parking piston (5-6). The vehicle brake device and the integrated vehicle transmission-brake device have a compact structure and a small volume.
F16D 55/224 - Freins à surfaces de freinage substantiellement radiales pressées l'une contre l'autre dans une direction axiale, p. ex. freins à disques avec disques ou patins déplaçables selon l'axe pressés contre des organes en rotation situés dans l'axe par serrage entre des organes mobiles de freinage, p. ex. des disques ou des patins de freins mobiles avec un organe d'actionnement commun pour les organes de freinage
F16D 65/14 - Mécanismes d'actionnement pour freinsMoyens pour amorcer l'opération de freinage à une position prédéterminée
B60T 1/06 - Aménagements des éléments de freinage, c.-à-d. des parties de ceux-ci dans lesquelles se produit l'effet de freinage en agissant par retardement des roues par action autre que sur la bande de roulement, p. ex. par action sur une jante, un tambour, un disque ou sur la transmission
41.
HIGH ABRASION-RESISTANCE AIR-COOLED MEDIUM CARBON SILICOMANGANESE STEEL
A high abrasion-resistance air-cooled medium carbon silicomanganese, wherein its components in percentage by mass are as follows: 0.35-0.45 percent of C, 1.51-2.18 percent of Si, 1.52-1.99 percent of Mn, 1.13-1.62 percent of Cr, 0.15-0.29 percent of Mo, 0.02-0.07 percent of Al, 0.025-0.10 percent of Nb, and it necessarily satisfies 0.05％≤Nb+Al≤0.15％; the balance being iron and other inevitable impurities. The steel is obtained by smelting, thermal processing and forming, austenitizing, air-cooling and a tempering treatment.
A high-strength wear-resistant steel for railway frog and a manufacturing method therefor, wherein the composition of the wear-resistant steel is: 0.29%-0.45% of C, 0.20%-0.59% of Si, 0.90%-1.51% of Mn, P≤0.015％, S≤0.010％, 1.52%-1.79% of Cr, 1.01%-1.49% of Ni, 0.29%-0.59% of Mo, 0.02%-0.07% of Al, 0.025%-0.10% of Nb, 0.05％≤Nb+Al≤0.15％, [O]≤20 ppm, [N]≤100 ppm and [H]≤0.50 ppm, with the balance being iron and unavoidable impurities.
A buffer apparatus comprises: a sleeve (7), a buffer (3) and an elastic absorption component (6) disposed within the sleeve (7). The buffer (3) comprises a housing (3-1) and a piston rod (3-3) in a telescopic relation to the housing (3-1), an annular projection (3-2) is disposed on a back end of the housing (3-1), a rotation stop portion is disposed on the annular projection (3-2). The buffer apparatus has a simple structure and an easy assembling method. Also disclosed is a coupler buffer system of a railway vehicle.
A Railway vehicle buffer apparatus and assembling method and buffer system thereof relate to the technical field of railway vehicle buffer. The railway vehicle buffer apparatus comprises: a sleeve (7), an annular stopper (4) having an external thread, a buffer (3) and an elastic absorption component (6) disposed within the sleeve (7), the buffer (3) being used for absorbing impact load energy from external compression, and the elastic absorption component (6) being used for absorbing impact load energy from external stretching; a preloading component (5), abutting a front end of the elastic absorption component (6) and configured to apply a pre-load on the elastic absorption component (6) in the process of connecting and mounting the thread of the annular stopper (4) to the front end of the sleeve (7).
An air hose coupling for a tight lock coupler comprises: a valve body (6) comprising a valve hole seat (6-1) and an uncoupling pipe connection portion disposed on the lower part of the valve hole seat (6-1), a valve hole (6-3) being provided in the valve hole seat (6-1); a valve head (2) having a barrel (2-1) that extends towards the valve body (6); a tappet (8), a tappet body of the tappet (8) slidably fitting the valve hole (6-3) of the valve body (6); a first elastic element (5), disposed between the valve head (2) and the valve body (6); a first valve port sealing element (1), mounted at one end of the valve head (2) away from the valve body (6); and a tappet sealing element (7), the tappet sealing element (7) being mounted on a tappet head of the tappet (8) and being in on/off fit with a port of the valve hole (6-3). An air hose coupling component for a tight lock coupler comprises the air hose coupling for a tight lock coupler. The air hose coupling for a tight lock coupler implements reliable connection between air hoses of the coupler, has a simple sealing structure, has high component and part universality, is convenient to maintain, and has high reliability.
F16L 29/04 - Raccords comportant des moyens pour couper le courant de fluide comportant un obturateur dans chacune des deux extrémités de tuyau, les obturateurs s'ouvrant automatiquement lors de l'accouplement
A compacted graphite iron alloy, a rail vehicle brake disk and a casting method for same, the chemical composition of the compacted graphite iron alloy being: C: 3.3% to 3.5％, Si: 2.3% to 2.5％, Mn: 0.4% to 0.7％, Cu: 0.6% to 1.0％, Mo: 0.2% to 0.6％, Ni: 0.6% to 1.0％, P≤0.07％, S≤0.02％, the remainder being Fe. The compacted graphite iron alloy of the present invention shows excellent thermal conductivity, strength, abrasion resistance, and similar physical properties. Rail vehicle brake discs prepared using the alloy are less prone to thermal cracking and thermal cracks are less likely to expand.
Provided is a superposition-preventing valve, used for vehicle braking and comprising a valve body (1); the valve body (1) is internally provided with a service brake air supply path (1-a); a parking brake air supply path (1-b); a slider chamber (1-c) capable of communication with the service brake air supply path (1-a) and the parking brake air supply path (1-b); a brake air supply extension path (1-e), the first end of which is provided with an air inlet (1-c-2) in communication with the slider chamber (1-c), and the second end of which is provided with an air outlet (1-e-1), said air outlet (1-e-1) being located on the outer surface of the valve body (1); and a slider (2) capable of moving between the first end section and the second end section of the slider chamber (1-c); when the slider (2) is located at the first end section, the brake air supply extension path (1-e) is capable of communication only with the parking brake air supply path (1-b), and the brake air supply extension path (1-e) is isolated from the service brake air supply path (1-a); when the slider (2) is located at the second end section, the brake air supply extension path (1-e) is capable of communication only with the service brake air supply path (1-a), and the brake air supply extension path (1-e) is isolated from the parking brake air supply path (1-b). Also disclosed is a superposition-preventing valve brake cylinder assembly and brake control method thereof. The superposition-preventing valve effectively solves the problem of a train driver releasing the compressed gas in the parking brake cylinder early owing to improper operation or error, and avoids the superposition of the force of the service brake and the force of the parking brake, ensuring the safe operation of the vehicle and improving the service life of the basic braking apparatus.
B60T 15/02 - Valves d'application et de relâchement des freins
B61H 11/06 - Emploi ou aménagements des freins ou des appareils ralentisseurs non prévus ailleursCombinaisons d'appareils de genres ou de types différents de freins hydrostatiques, hydrodynamiques, ou aérodynamiques
48.
COUPLER BUFFER CONNECTOR FOR RAIL VEHICLE AND BUFFER CONNECTING SYSTEM USING SAME
Disclosed are a coupler buffer connector for a rail vehicle and a buffer connecting system using the same, the coupler buffer connector comprising a mounting seat (1), at least two energy absorbing components (2), a traction rod (3) and a locking member (4), and further comprising a rotary shaft cylinder (5) mounted inside a first mounting hole (1-1) of the mounting seat (1) and restricting the axial movement of the rotary shaft cylinder (5) inside the first mounting hole (1-1) by means of a cutting component (6), wherein the rotary shaft cylinder (5) has a second mounting hole (5-1), the second mounting hole (5-1) is internally provided with a baffle board (5-3) approximately perpendicular to the axial direction, and the traction rod (3) movably and axially passes through a baffle hole (5-3-1) of the baffle board (5-3); two sides of the baffle board (5-3) are respectively provided with at least one energy-absorbing component (2) sheathed on the traction rod (3); and the rotary shaft cylinder (5) is provided with a guiding groove (5-4), a guiding pin (18) fixed relative to the mounting seat (1) at least partly extends into the guiding groove (5-4), and when the coupler buffer connector is overloaded, the cutting component (6) is approximately axially cut off and enables at least the traction rod (3) to move the rotary shaft cylinder (5) in a guided manner by means of the guiding groove (5-4). The coupler buffer connector has a simple overload detaching structure, and will not be offset or jammed during the detaching process, and the overall structure is simple and compact.
A coupler buffer for a railway vehicle. The coupler buffer comprises a mounting base (1), at least two energy-absorbing components (2), a draw bar (3), locking members (4), a rotating shaft barrel (5) mounted in a mounting hole (1-1) of the mounting base (1), a guide block (7), and snap components (6). The guide block is fixed to the mounting base by means of the axially disposed snap components to limit the axial movement of the rotating shaft barrel in the mounting hole. The rotating shaft barrel is provided with a partition (5-3) approximately perpendicular to the axial direction. The draw bar movably and axially passes through a partition hole (5-3-1) of the partition. Two sides of the partition are each provided with at least one energy-absorbing component that is sleeved on the draw bar and locked by the locking members. The mounting base is provided with a guide groove (1-2), and the guide block is at least partially disposed in the guide groove. When the coupler buffer is overloaded, the snap components are snapped approximately in the axial direction, and the draw bar drives the rotating shaft barrel to be guided by the guide block and move in the guide groove. The coupler buffer has a simple overload detachment structure, is not offset or stuck during the detachment, and is simple and compact in overall structure.
A carburized alloy steel and a method for preparing same. The elements of the alloy are present in the following mass percentages: C: 0.15%-0.25%, Si: ≤0.30%, Mn: 0.30%-1.20%, P: ≤ 0.015%, S: ≤ 0.010%, Cr: 0.30%-1.50%, Ni: 2.80%-3.80%, Mo: 0.30%-1.00%, Al: 0.01%-0.08%, and at least one of V: 0.05%-0.15% and Nb: 0.025%-0.10%, the remainder being Fe and unavoidable impurities; and the mass percentage content of V, Nb and Al satisfies V+Nb+Al≤0.30%. The carburized alloy steel is obtained by means of smelting, blank casting, normalizing/tempering treatment, and quenching/tempering treatment. The quenching treatment involves increasing the temperature of a blank to 800°C-860°C, maintaining the temperature for 0.8h-1.5h, then placing into a rapid quench oil to cool to the temperature of the rapid quench oil.
A semi-direct-drive wind turbine transmission chain and a gear box used thereby comprise a front box body (6), a rear box body (14), a main shaft (5) and a planet carrier (10), and also comprise: an inner teeth ring (7) on the main shaft (5), N dielectric wheels (8), N planetary wheel axles (13) arranged with planetary wheels of a first level and planetary wheels of a second level, an output shaft (21) and a sun wheel (17). The inner teeth ring (7), the dielectric wheels (8) and the planetary wheels of the first level comprise a fixed shaft transmission pair of a first level, and the planetary wheels of the second level and the sun wheel comprise a fixed shaft transmission pair of a second level. An upwind end of the output shaft (21) is arranged on the planet carrier (10) in an axial rotation way and a downwind end thereof extends out of the rear box body (14), the downwind end that extends out is connected to an upwind end of a generator rotor (22) to drive the generator rotor to rotate, and a downwind end of the generator rotor (22) is supported on an inner hole of a generator stator through a main bearing of the generator stator. The transmission chain of a such structure has features of high integration, a simple structure, a light weight, a short axial length, a high transmission ratio and the like.
An asymmetric sectional grooved steel rail (G) flash welder (10); a central hinged shaft (15) of the flash welder is provided with a shaft sleeve (17) thereon; positioning blocks (21, 31) are fixedly disposed in the lower portion of the shaft sleeve; the lower clamping positioning surfaces (210, 310) of the positioning blocks comprise a middle pressure surface disposed corresponding to a rail head tread (G6), and a relatively convex side pressure surface disposed corresponding to a rail lip tread (G4) on at least one of the two sides of the middle pressure surface; the height difference (H) between the side pressure surface and the middle pressure surface equals the height difference between the rail head tread and the rail lip tread. A first jaw (131) and a second jaw (141) of the flash welder at least partially conform to the shape of a narrow mouth (G2) of the steel rail web. The flash welder does not need to turn or to change directions when welding an asymmetric sectional grooved steel rail, thus saving time and labor.
B21K 11/04 - Fabrication d'articles de coutellerieFabrication d'outils de jardin ou outils similaires de cuillersFabrication d'articles de coutellerieFabrication d'outils de jardin ou outils similaires de fourchettes
53.
BEAD REMOVING TOOL AND ASYMMETRICAL SECTIONAL GROOVED STEEL RAIL FLASH WELDER USING SAME
The present invention relates to the technical field of rail flash welding. Disclosed are a bead removing tool (18) and asymmetrical sectional grooved steel rail flash welder (10) using the same. The bead removing tool (18) comprises a first cutter body (181), a second cutter body (182), a third cutter body (183), a fourth cutter body (184), and a locking mechanism (185); the first cutter body (181) and the second cutter body (182) are hingedly connected via a first hinged shaft (X1); the second cutter body (182) and the third cutter body (183) are hingedly connected via a second hinged shaft (X2); and the third cutter body (183) and the fourth cutter body (184) are hingedly connected via a third hinged shaft (X3); and the second hinged shaft (X2) is disposed at a position where the third cutter body (183) is allowed to freely engage or disengage the narrow mouth (G2)of the steel rail (G) web relative to the rotation of the second cutter body (182) after the second cutter body (182) is fixed into the rail groove (G5) of the steel rail (G) for positioning. The bead removing tool (18) can remove beads from the asymmetrical sectional grooved steel rail (G).
E01B 31/18 - Remise en état ou réparation sur place de parties usagées ou endommagées, p. ex. application de pièces intercalées, reconstruction des rails par soudageChauffage ou refroidissement sur place des parties, p. ex. pour réduire les intervalles des joints, pour durcir les rails
B23D 79/06 - Machines ou dispositifs de raclage à outil de coupe à mouvement alternatif
B23K 37/00 - Dispositifs ou procédés auxiliaires non spécialement adaptés à un procédé couvert par un seul des autres groupes principaux de la présente sous-classe
F15B 15/14 - Dispositifs actionnés par fluides pour déplacer un organe d'une position à une autreTransmission associée à ces dispositifs caractérisés par la structure de l'ensemble moteur le moteur étant du type à cylindre droit
54.
OVERLAP REMOVING OIL CYLINDER, AND FLASH BUTT WELDER HAVING ASYMMETRIC-CROSS-SECTION TROUGH-TYPE RAIL AND USING SAME
An overlap removing oil cylinder (19). The overlap removing oil cylinder (19) is provided with a dual-cavity cylindrical structure comprising a first cavity and a second cavity, a piston rod (196) of the overlap removing oil cylinder (19) runs through the first cavity and the second cavity, the first cavity is partitioned into a first sub-cavity (C1) and a second sub-cavity (C2) by a first piston (194) fixedly disposed on the piston rod (196) of the overlap removing oil cylinder (19), and the second cavity is partitioned into a third sub-cavity (C3) and a fourth sub-cavity (C4) by a second piston (195) fixedly disposed on the piston rod (196). In addition, the first sub-cavity (C1) and the third cavity (C3) have parallel oil inlets/oil outlets, and the second sub-cavity (C3) and the fourth sub-cavity (C4) have parallel oil outlets/oil inlets. Also disclosed is a flash butt welder (10) having an asymmetric-cross-section trough-type rail (G) and using the overlap removing oil cylinder (19). The thrust output of the overlap removing oil cylinder can be enhanced without increasing the diameter of the oil cylinder, so that overlaps of an asymmetric-cross-section trough-type rail are successfully removed and sheared, and difficulties in structural design and layout of a flash butt welder are overcome.
F15B 15/14 - Dispositifs actionnés par fluides pour déplacer un organe d'une position à une autreTransmission associée à ces dispositifs caractérisés par la structure de l'ensemble moteur le moteur étant du type à cylindre droit
brevets
