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GB/T 4549.4-2004Railway vehicle vocabulary - Part 4: Coupler, draft gear and vestibule diaphragm (English PDF)

铁道车辆词汇第4部分:车钩缓冲及风挡装置

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Issued by

AQSIQ; SAC

Level / Type

National · Recommended

Issue date

June 11, 2004

Implementation date

December 1, 2004

Scope

GB/T 4549.4-2004 is the English-translated version of 铁道车辆词汇第4部分:车钩缓冲及风挡装置.

GB/T 4549.4-2004 is Part 4 of the Chinese railway vehicle vocabulary and defines the terms for couplers, draft gear and vestibule diaphragms, each given in Chinese with its English equivalent and a definition.

Clause 2 covers coupler types and functions - automatic and non-automatic, rotary, interlock, rigid and tight-lock couplers, the No. 13 and No. 15 couplers and their A-type reduced-slack versions, the three states of coupler operation and the locking, unlocking and full open positions; clause 3 covers draft gear types (friction, rubber, hydraulic, elastomer), preload, impedance force, rated and maximum travel and the capacities measured in the drop hammer test; clauses 4 and 5 cover the vestibule diaphragm and the coupler components and yoke.

Normative Annex A gives reference figures of the coupler and draft gear, tight-lock coupler, coupler body, knuckle, lock, knuckle thrower, lock lifts, yoke, rubber vestibule diaphragm and draft gear, with equivalent terms for their portions, followed by Chinese and English indexes.

It applies to standards, technical documents and scientific and technical publications on railway vehicles, and replaces GB/T 4549.4-1984: component names formerly shown only by leader lines on figures are now defined terms, new terms and the annex have been added, and the indexes are new.

Issued on 11 June 2004 by AQSIQ and SAC, in force since 1 December 2004. Classification: ICS 01.040.45; 45.060.20, CCS S 50. The document runs to 35 pages, delivered complete in English translation.

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Document preview — GB/T 4549.4-2004

National Standard of the People's Republic of China

ICS: 01.040.45; 45.060.20
Classification: S 50
Replacing: GB/T 4549.4-1984

Issued by: General Administration of Quality Supervision, Inspection and Quarantine; Standardization Administration of the PRC

ForewordIII
1 Scope1
2 Coupler1
3 Draft gear3
4 Vestibule diaphragm5
5 Coupler components and yoke6
Annex A (normative) Equivalent terms for coupler, draft gear and vestibule diaphragm8
Chinese index22
English index26

Foreword

GB/T 4549 Railway vehicle vocabulary is divided into eleven parts:

- Part 1: Basic vocabulary;

- Part 2: Running gear;

- Part 3: Brake equipment;

- Part 4: Coupler, draft gear and vestibule diaphragm;

- Part 5: Car body;

- Part 6: Doors, windows and their operating devices;

- Part 7: Heating, ventilation and air-conditioning equipment;

- Part 8: Water supply and drainage equipment;

- Part 9: Electrical equipment;

- Part 10: Passenger car accessories;

- Part 11: Special freight car accessories.

This part is Part 4 of GB/T 4549 Railway vehicle vocabulary.

This part replaces GB/T 4549.4-1984 Railway vehicle nomenclature and terminology - Coupler, draft gear and vestibule diaphragm.

Compared with GB/T 4549.4-1984, the main changes in this part are as follows:

- the names of components, formerly indicated by leader lines on figures, are now given as terms;

- new terms have been added to make the content of the standard more complete;

- an annex has been added in which the names of the various portions of the components are explained by labelled figures;

- a Chinese index and an English index have been added.

Annex A of this part is normative. Annex A gives reference figures of the following components, with the related equivalent terms and their English equivalents:

- coupler and draft gear;

- tight-lock coupler;

- coupler body;

- knuckle;

- lock;

- knuckle thrower;

- lower lock lift, lower lock lift body, lower lock lift hook;

- upper lock lift, upper lock lift lever;

- yoke;

- rubber vestibule diaphragm;

- draft gear.

This part was proposed by the Ministry of Railways of the People's Republic of China.

This part is under the jurisdiction of the Standards and Metrology Research Institute of the Ministry of Railways.

Drafting organisations of this part: Qiqihar Railway Rolling Stock (Group) Co., Ltd., Changchun Passenger Car Works, Standards and Metrology Research Institute of the Ministry of Railways, Sifang Rolling Stock Research Institute, Beijing Erqi Rolling Stock Works.

Main drafters of this part: Wang Jin, Wang Zhigang, Zhang Xiufen, Shi Guirong, Zhang Wei, Sun Yan, Qi Bing.

This part was first issued in July 1984; this is its first revision.

1 Scope

This part defines the terms for couplers, draft gear and vestibule diaphragms of railway vehicles.

This part applies to standards, technical documents, and scientific and technical publications relating to railway vehicles.

2 Coupler

2.1 Coupler and draft gear

A device that connects one vehicle to another (or to a locomotive), transmits traction and cushions the impact forces arising in train operation. It comprises the coupler, the draft gear, the yoke, the follower plates, and the mounting and suspension parts.

2.2 Coupler contour

The external dimensions of the coupling portion of the coupler.

2.3 Coupler

A component that connects one vehicle to another (or to a locomotive), allows them to be uncoupled, and transmits the traction and impact forces.

2.4 Automatic coupler

A coupler that couples automatically.

2.5 Non-automatic coupler

A coupler that can be coupled and uncoupled only by manual operation with a tool; a coupler without the three states of coupler operation.

2.6 Rotary coupler

A coupler that can rotate through 360° relative to the yoke about the longitudinal centre line of the coupler.

2.7 Non-rotary coupler

A coupler that cannot rotate about the longitudinal centre line of the coupler.

2.8 Interlock coupler

A coupler in which, once two couplers are coupled, an interlock is formed by the interlock lug and the interlock socket, limiting the relative up-and-down and left-and-right movement of the two couplers to a given range.

2.9 Rigid coupler

A coupler whose coupling faces, once two couplers are coupled, cannot move relative to each other in any direction.

2.10 Non-rigid coupler

A coupler whose coupling faces, once two couplers are coupled, can move relative to each other only in the vertical direction.

2.11 Tight-lock coupler

A coupler whose longitudinal clearance, when the vehicles are coupled, is kept within a very small range (1 mm to 2 mm).

2.12 Full automatic tight-lock coupler

A tight-lock coupler that couples and uncouples the mechanical, air pipe and electrical connections of the train automatically.

2.13 Semi-automatic tight-lock coupler

A tight-lock coupler that couples and uncouples the mechanical and air pipe connections of the train automatically, while the electrical connections have to be coupled and uncoupled manually.

2.14 Screw coupling

A coupler that uses a metal chain link and a fixed hook as the traction device of the vehicle, whose length is adjustable, and which is used together with disc-type side buffers.

2.15 Top operation coupler

A coupler whose uncoupling device is located above the coupler and which is uncoupled through the upper lock lift hole in the coupler body.

2.16 Bottom operation coupler

A coupler whose uncoupling device is located below the coupler and which is uncoupled through the lower lock lift hole in the coupler body.

2.17 No. 13 coupler

An automatic coupler for freight cars or locomotives whose coupler contour conforms to the automatic coupler contour for locomotives and cars, and in which the rear kick face of the lock drives the knuckle thrower to turn horizontally, throwing the knuckle out to the full open position.

2.18 No. 13 A type coupler

A coupler for freight cars or locomotives derived from the No. 13 coupler, in which the clearance between the coupler contour faces is reduced so as to improve the longitudinal dynamic performance of the vehicle. Also called the No. 13 reduced-slack coupler.

2.19 No. 15 coupler

An automatic coupler for passenger cars whose coupler contour conforms to the automatic coupler contour for locomotives and cars, and in which the thrower-acting face of the lock drives the knuckle thrower to rotate vertically about its pivot face on the coupler body, throwing the knuckle out to the full open position.

2.20 No. 15 A type coupler

A coupler for passenger cars derived from the No. 15 coupler, in which the clearance between the coupler contour faces and the fit clearance between the coupler tail pin hole and the coupler tail pin are reduced so as to improve the longitudinal dynamic performance of the vehicle. Also called the No. 15 reduced-slack coupler.

2.21 Uncoupling device

The device that releases the locked state of the coupler.

2.22 Coupling line

The line of intersection of the pulling face of the knuckle and the knuckle nose with the longitudinal vertical plane of the car body.

2.23 Coupler center line

The horizontal straight line at half the height of the cross-section of the coupler shank.

2.24 Three states of coupler operation

The function of a coupler of having the three positions (states) locked, unlocked and full open.

2.25 Locking position of coupler

The position in which the front seating face of the lock rests on the lock seat of the knuckle, or the rear seating face of the lock rests on the seating face of the knuckle thrower, so that the lock is at its lowest position and blocks the tail of the knuckle, preventing the knuckle from turning out.

2.26 Uncoupling position of coupler

The position in which the unlocking seating face of the lock rests on the seating face of the knuckle thrower, leaving enough space below the lock for the knuckle to turn out freely.

2.27 Full open position of coupler

The position, after the knuckle has turned out, at which the perpendicular distance from the knuckle nose to the inner side face of the guard arm reaches its maximum.

2.28 Anticreep

The property that prevents the coupler from opening by itself as a result of the lock and the upper (lower) lock lift jumping under vibration.

2.29 Pulling lug

The mating projections on the knuckle and on the coupler body that transmit the traction force.

2.30 Buffing shoulder

The mating projections on the knuckle and on the coupler body that transmit the impact force.

2.31 Anticreep ledge

A ledge on the coupler body that prevents the coupler lock from jumping up under vehicle vibration and so causing the couplers to separate.

2.32 Coupler neck

The portion of the coupler body within 50 mm from the coupler shoulder towards the coupler tail.

3 Draft gear

3.1 Draft gear

A component that cushions the longitudinal impacts and vibration between the vehicles of a train and absorbs the energy of longitudinal impacts.

3.2 Characteristic curve

The curve, in Cartesian coordinates, of the impedance force of the draft gear against the corresponding travel.

3.3 Friction draft gear

Draft gear whose energy-absorbing elements consist of elements such as metal friction pairs.

3.4 Rubber draft gear

Draft gear whose energy-absorbing elements consist of rubber and metal plates.

3.5 Hydraulic draft gear

Draft gear whose energy-absorbing elements consist of elements such as hydraulic oil.

3.6 Elastomer draft gear

Draft gear whose energy-absorbing elements consist of elements such as elastomer (elastic putty).

3.7 Preload

The pre-compression force of the cushioning elements after the draft gear has been assembled.

3.8 Impedance force

The reaction force of the draft gear after it has undergone a given amount of travel.

3.9 Rated impedance force

The impedance force that the draft gear should reach when it reaches its rated travel in the drop hammer test.

3.10 Maximum impedance force

The impedance force of the draft gear when it reaches its maximum travel.

3.11 Draft gear travel

The maximum deformation of the draft gear under load.

3.12 Rated travel

The travel specified in the design of the draft gear; or, in the drop hammer test, the travel at which the mean impedance force produced by two consecutive free drops from the same drop height reaches the rated impedance force corresponding to the draft gear capacity.

3.13 Maximum travel

In a drop hammer test on a 12 t drop hammer testing machine, the travel of the draft gear at which two consecutive free drops from the same drop height produce a mean impedance force of 0.96 MN, 1.2 MN, 2.28 MN or 3.63 MN, or the travel at which the draft gear is 0.25 mm short of going solid, whichever occurs first.

3.14 Draft gear capacity

The total work done by the applied force over the travel of the draft gear during full compression.

3.15 Formal capacity

The capacity of the draft gear when it reaches its rated travel in a drop hammer test carried out according to the "formal capacity" procedure.

3.16 Maximum capacity

The capacity of the draft gear when it reaches its maximum travel in the test continued immediately after the formal capacity test.

3.17 Original capacity

The capacity reached by a newly manufactured draft gear, not yet run in, in a drop hammer test carried out according to the "original capacity" test procedure.

......
This preview omits tables, figures, formulas and parts of the technical clauses. The complete document — 35 pages — is available in the English PDF.

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