Couplers for rail transit models

Abstract

The present disclosure relates to the technical field of coupling structures for railway models, specifically a coupler for rail transit models. The coupler comprises two hook bodies, one at the end of each of the two carriages, a snap-fit ​​structure for connecting the two hook bodies, and a stopper structure for limiting relative horizontal swinging of the two hook bodies after connection. The coupler, through the cooperation of its stopper structure and snap-fit ​​structure, effectively prevents movement between the two carriages, significantly reducing the probability of disengagement of the snap-fitting portions of the coupler bodies. This allows the two hook bodies to be more securely connected via the snap-fit ​​structure, achieving a design that more closely resembles a real train and is extremely easy to assemble and disassemble.

Description

Technical Field

[0001] The present disclosure relates to the technical field of coupling structures of railway models, and in particular to a coupler for a rail transit model. Background Art

[0002] As rail transit model technology matures, the structural design of rail transit vehicle models has also begun to subdivide components. Many have reached the point where they can be restored to a certain proportion of real rail transit vehicles. However, due to the limited space in which rail transit models are usually placed, it is impossible to completely restore the use scenarios of real rail transit vehicles. Therefore, rail transit vehicle models need to be able to pass through curves with smaller diameters. The structure that affects the turning radius of rail transit vehicle models is the coupler structure at the connection between two adjacent carriages. Traditional rail transit vehicle model couplers include handshake couplers and close-connected couplers.

[0003] After the handshake hook is installed, the coupler extends too far from the end face of the bus model's windshield, resulting in a large gap between the windshield and the bus model, seriously affecting the viewing effect. When the bus model enters a straight track after turning, there is a possibility that the coupler will not automatically return to a straight position, causing the coupler to unhook and derail.

[0004] When a close-coupled coupling method is used to couple and uncouple multiple passenger car models, the passenger car models need to be removed from the track before the operation can be carried out, which is extremely inconvenient. Summary of the Invention

[0005] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a coupler for a rail transit model.

[0006] The present disclosure provides a coupler for a rail transit model, comprising two hook bodies, respectively arranged at the ends of two carriages;

[0007] A clamping structure for connecting the two hook bodies;

[0008] The limiting structure is used to limit the relative swing of the two hook bodies along the horizontal direction after connection.

[0009] Optionally, the snap-fit ​​structure includes a snap-fit ​​buckle and a snap-fit ​​groove respectively provided on the two hook bodies, and the snap-fit ​​buckle is snap-fitted with the snap-fit ​​groove.

[0010] Optionally, the snap-fit ​​buckle is a snap hook, and the snap-fit ​​groove is a groove. When the snap-fit ​​structure is snapped, the snap hook is located in the groove.

[0011] Optionally, the limiting structure includes two limiting members respectively arranged on the two hook bodies. When the two hook bodies are clamped and fixed by the clamping structure, the side surfaces of the two limiting members are fitted together, and the fitting surfaces of the two limiting members intersect with the plane where the vehicle chassis is located.

[0012] Optionally, both of the two limiting members are limiting plates, and when the two hook bodies are connected by the clamping structure, the side surfaces of the two limiting plates fit together.

[0013] Optionally, when the two hook bodies are connected by the clamping structure, the end of the limiting plate abuts against the end surface of the corresponding structure.

[0014] Optionally, the hook body is connected to the carriage chassis through a connecting mechanism and a swing assembly, so that the hook body is located between the two carriages.

[0015] Optionally, the connecting mechanism includes a connecting shell connected to one end of the hook body and a connecting arm connected to the swing assembly. A through hole is opened on the vehicle chassis, and the bottom end of the connecting arm extends downward through the through hole and is connected to the connecting shell.

[0016] Optionally, the swing assembly includes a swing plate connected to the connecting arm and a slide groove symmetrically arranged on the car chassis, and slide segments extend symmetrically on both sides of the swing plate. When the car turns, the end of one of the slide segments is used as the rotating axis, and the end of the other slide segment slides along the inner wall of the slide groove. When the car completely exits the curve and enters a straight line, the swing plate is reset through the reset assembly.

[0017] Optionally, the reset assembly is a spring structure, one end of the spring structure is connected to the middle part of the swing plate, and the other end is connected to a point on the axis of the vehicle chassis.

[0018] The technical solution provided by the embodiments of the present disclosure has the following advantages over the prior art:

[0019] The present disclosure provides a coupler for a rail transit model, which can effectively avoid movement between couplers through the mutual cooperation of a limiting structure and a clamping structure, greatly reducing the probability of detachment of the clamping part of the coupler hook body, and making the two hook bodies more firmly connected through the clamping structure. This method is closer to a real train, and this design method is very convenient for installation and disassembly. Not only will there be no handshake connecting coupler to create a large gap between the two rail transit model cars, but there is also no need to remove the rail transit model car from the track line before coupling and uncoupling, as with a close-fitting coupler. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0021] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 This is a schematic structural diagram of the bottom portion of the rail transit model according to an embodiment of the present disclosure;

[0023] Figure 2 This is a schematic structural diagram of the rail transit model according to an embodiment of the present disclosure after the bottom cover is removed;

[0024] Figure 3 This is a schematic structural diagram of a carriage chassis for a rail transit model according to an embodiment of the present disclosure;

[0025] Figure 4 This is a schematic structural diagram of the corresponding coupler for the rail transit model according to an embodiment of the present disclosure after being coupled;

[0026] Figure 5 for Figure 4 Top view of .

[0027] Among them, 11. Hook body; 12. Limiting structure; 13. Snap-fit ​​structure; 131. Snap-fit ​​buckle; 132. Snap-fit ​​groove; 2. Swing assembly; 21. Swing plate; 22. Spring structure; 23. Slide groove; 24. Cover plate; 3. Carriage chassis; 4. Connecting mechanism; 41. Connecting shell; 42. Connecting arm; 43. Through hole. DETAILED DESCRIPTION

[0028] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features therein can be combined with each other in the absence of conflict.

[0029] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0030] At present, with the increasing maturity of rail transit model technology, the structural design of rail transit vehicle models has also begun to subdivide components. Many models have even achieved the technology to restore real rail transit vehicles in a certain proportion. However, since the placement space of rail transit models is generally limited, there is no way to truly restore the use scenarios of rail transit vehicles. Therefore, rail transit vehicle models also need to be able to pass through curves with smaller diameters. The structure that affects the turning radius of rail transit vehicle models is the coupler structure at the connection between two adjacent carriages.

[0031] Existing technology primarily uses handshake couplings and close-fitting couplers to connect two carriages. However, after the handshake is installed, the coupler extends too far from the end face of the bus model's windshield, resulting in a large gap between the windshield and the model, seriously affecting the viewing experience. When the model bus enters a straight track after turning, there is a risk that the coupler will not automatically return to its original position, causing it to uncouple and derail. Using close-fitting couplers, coupling and uncoupling multiple bus models requires removing the bus models from the track, which is extremely inconvenient.

[0032] Based on this, the present embodiment provides a coupler for a rail transit model, which can make the connection between the two carriages more stable and secure, and can also enable the carriages to have a smaller turning radius while ensuring their stability, making the carriages more flexible. The following is a detailed description of this through specific embodiments:

[0033] Reference Figures 1 to 4 As shown, the present embodiment provides a coupler for a rail transit model, comprising a hook body 11 , a limiting structure 12 and a clamping structure 13 .

[0034] Among them, the limiting structure 12 is arranged on the hook body 11, and the limiting structure 12 includes two limiting parts respectively arranged on the two hook bodies 11. The two corresponding hook bodies 11 are clamped together by the clamping structure 13 on each other. After the two hook bodies 11 are combined through the clamping structure 13, the side surfaces of the two limiting parts are fitted together, and the fitting surfaces of the two limiting parts intersect with the plane where the vehicle chassis 3 is located.

[0035] Preferably, the two limiting members are both limiting plates, and the two limiting members are staggered on the two hook bodies 11. When the clamping structures 13 of the two hook bodies 11 are combined, the two limiting structures 12 are staggered relative to each other, and the ends are all pressed against the hook bodies 11 on the opposite sides, and the sides are tightly fitted. There is a tolerance in the tight fit, which can be appropriately adjusted according to actual usage. The two limiting plates fix the two hook bodies 11 clamped by the clamping structures 13, and the limiting plates of the two limiting structures 12 can timely resist the hook bodies 11 through the sides that fit each other when the force on the hook bodies 11 is uneven. Eliminating this stress can effectively avoid the movement between the couplers, greatly reducing the probability of the coupling part of the coupler hook body 11 being detached, and making the two hook bodies 11 more firmly connected through the coupling structure 13. This method is closer to the real train, and this design method is very convenient for installation and disassembly. Not only will there be no handshake connecting couplers to create a large gap between the two rail transit model cars, but there is also no need to remove the rail transit model cars from the track line when coupling and uncoupling, as with close-fitting couplers.

[0036] It should be noted that the limiting structure 12 is not limited to the staggered limiting plates, but can also be two opposite plane structures, inclined structures or structures that cooperate with protrusions and grooves when the two hook bodies 11 pass through the snap-fit ​​structure 13. As long as the connecting part of the hook body 11 is disturbed by external force, the two limiting structures 12 can convert the external force that causes the relative displacement of the two hook bodies 11 into internal force and offset it.

[0037] In other words, the limiting structure 12 only needs to ensure that the clamping structure 13 can be firmly clamped during operation, and can turn the clamping structure 13 into a fixed part, and can prevent deflection between the hook bodies 11 when the vehicle chassis 3 is deflected, while also ensuring that it will not affect the connection between the two hook bodies 11.

[0038] Exemplarily, the snap-fit ​​structures 13 on the two hook bodies 11 are arranged relative to each other, and the snap-fit ​​structures 13 include a snap-fit ​​part and a slot part. The two hook bodies 11 are respectively provided with corresponding snap-fit ​​parts and slot parts, and one or more groups of snap-fit ​​structures 13 can be provided on the two hook bodies 11.

[0039] Reference Figure 4 and Figure 5 As shown, the hook body 11 is provided with a snap buckle 131 and a snap groove 132. The snap buckle 131 is a snap hook and the snap groove 132 is a groove. When the snap structure 13 is engaged, the snap hook is in the groove. This arrangement not only enables the two hook bodies 11 to be connected through the snap structure 13, but also avoids the risk of the snap hook slipping out of the snap groove 132 when subjected to force in the direction of movement of the car or in the opposite direction.

[0040] It should be noted that the snap buckle 131 can also be a retractable snap hook with a spring assembly. The snap groove 132 is a groove facing the snap buckle 131 and a snap groove for clamping the snap hook is provided in the groove. The snap buckle 131 is inserted into the groove and the spring assembly is compressed. When the snap hook moves to the slot position, the spring assembly pops open and is clamped in the slot to complete the snap fixation.

[0041] Illustratively, the snap buckles 131 on the two hook bodies 11 are centrally symmetrically distributed, and the snap grooves 132 on the two hook bodies 11 are also centrally symmetrically distributed to cooperate with the snap buckles 131 on the opposite sides. The snap buckle 131 on each hook body 11 completes the snapping work by snapping into the snap groove 132 on the opposite hook body 11, and then the snap structure 13 is stabilized and firmed by the limiting structure 12.

[0042] At the same time, after the two hook bodies 11 are engaged, the limiting structures 12 on the two hook bodies 11 press against the hook bodies 11 on the opposite sides, which is also used to prevent the two hook bodies 11 from moving toward each other, causing the snap buckle 131 to move too far toward the snap groove 132, resulting in loose engagement or even unhooking.

[0043] It should be noted that the clamping structure 13 is not limited to Figures 1 to 5 The structural limitations in the invention only require that when the hook body 11 on one side moves along the track of the rail transit model, the clamping structures 13 on the two hook bodies 11 can both complete the purpose of clamping and combining with the clamping structures 13 on the hook body 11 on the opposite side.

[0044] Reference Figure 1 、 Figure 2 and Figure 3 As shown, the hook body 11 is connected to the car chassis 3 through a connecting mechanism 4 and a swing assembly 2, wherein the connecting mechanism 4 includes a connecting shell 41 fixedly connected to one end of the hook body 11 and a connecting arm 42 fixedly connected to the connecting shell 41, and the connecting arm 42 is connected to the car chassis 3 through the swing assembly 2. A through hole 43 is provided on the car chassis 3, and the bottom end of the connecting arm 42 extends downward through the through hole 43 and is connected to the swing assembly 2. The through hole 43 only needs to provide space for the connecting arm 42 to swing and will not affect the operation of other components. It should be noted that the connecting arm 42 connects the connecting shell 41 to the swing assembly 2. Traditional couplers used in rail transit models are directly connected to the swing assembly 2.

[0045] In this embodiment, it is more preferred that the hook body 11 and the connecting shell 41 are connected by snapping, and a snap is provided at one end of the hook body 11 facing the connecting shell 41, and a slot is provided on the side of the connecting shell 41 facing the hook body 11, and a protruding structure that cooperates with the snap on the hook body 11 is provided in the slot, so that the snap on the hook body 11 can be inserted into the slot on the connecting shell 41 and can be stuck and locked by the protruding structure in the slot, thereby realizing a fixed connection between the hook body 11 and the connecting shell 41. This method is easy to disassemble, and the coupler hook body 11 is deflected upward relative to the snap, which is closer to a real train.

[0046] It should be noted that the hook body 11 and the connecting shell 41 can also be connected by a locking pin. The part of the hook body 11 extending toward one end of the connecting shell 41 is provided with a first plug-in hole in the vertical direction. A slot is provided on the side of the connecting shell 41 facing the hook body 11, and the slot is provided with a second plug-in hole corresponding to the plug-in hole on the hook body 11. After inserting the hook body 11 toward the connecting shell 41 and aligning the first plug-in hole and the second plug-in hole, insert the locking pin from top to bottom, and the lower end of the locking pin passes through the second plug-in hole and the first plug-in hole at one time, and the upper end of the locking pin is provided with a limiting portion larger than the second plug-in hole, thereby completing the connection between the hook body 11 and the connecting shell 41.

[0047] It should be noted that the connecting shell 41 and the hook body 11 can also be connected by other connection methods such as bolt connection, as long as it can ensure that the hook body 11 will not easily fall off from the connecting shell 41 and can facilitate the removal and installation of the hook body 11 on the connecting shell 41.

[0048] In specific implementation, the swing assembly 2 includes a swing plate 21 rotatably connected to the connecting arm 42, a reset assembly connecting the swing plate 21 to the car chassis 3, a slide groove 23 that limits the sliding range of the swing plate 21, and a cover plate 24 that limits the swing plate 21 inside the slide groove 23.

[0049] Among them, the swing plate 21 is a herringbone symmetrical structure, and the protruding end on the axis of the swing plate 21 extends toward the opposite hook body 11 and is fixedly connected to the bottom end of the connecting arm 42. The side of the swing plate 21 away from the opposite hook body 11 has a slide section extending symmetrically on both sides.

[0050] It should be noted that when the car turns, the end of the slide segment close to the inner bend is used as the rotating axis, and the end of the slide segment on the other side slides along the inner wall of the slide groove 23. When the car completely exits the bend and enters a straight line, the swing plate 21 is reset through the reset assembly. After reset, the axis of the swing plate 21 is located on the symmetrical plane of the car chassis 3.

[0051] Among them, the through hole 43 is a symmetrical structure composed of two fan rings. It should be noted that the two fan rings are concentric with the ends of the two slide segments, and the width of the fan ring is greater than the diameter of the connecting arm 42. The setting of the through hole 43 can effectively shorten the length of the end of the swing plate 21 extending to the connecting arm 42, and can provide a larger turning angle while reducing the swing amplitude of the protruding end of the swing plate 21, so that it is less constrained by the car chassis 3 and more flexible.

[0052] It should be noted that when the swing plate 21 is moving, the cover plate 24 supports the slide section on the swing plate 21 so that it does not deviate, can slide along the inner wall of the slide groove 23, and does not fall off the vehicle chassis 3.

[0053] At the same time, since the side of the swing plate 21 away from the hook body 11 is connected to the car chassis 3 through the reset component, the swing plate 21 will be pulled back to its original position to the side away from its corresponding hook body 11 by the reset component, thereby effectively enabling the rail transit model to quickly return to normal when entering a straight line after turning.

[0054] That is to say, when the hook bodies 11 on both sides are connected as a whole through the snap-fit ​​structure 13, and the hook bodies 11 are also connected to the connecting mechanism 4 through the connecting shell 41, when the car chassis 3 on the front side of the rail transit model moves and turns along the track, the hook bodies 11 on the car chassis 3 on both sides will drive the swing plate 21 connected thereto to deflect to one side. At this time, one of the symmetrically extended ends of the swing plate 21 will slide along the slide groove 23, and the cover plate 24 will restrict the swing plate 21 in the slide groove 23, so that the swing plate 21 will not fall off from the car chassis 3.

[0055] In this embodiment, it is more preferred that the reset component is a spring structure 22, which is specifically a tension spring. A small hole that cooperates with the tension spring is opened on the axis of the swing plate 21 on the side away from the hook body 11 on the same side. At the same time, a reset hook is provided on the car chassis 3. One end of the tension spring passes through the small hole opened on the swing plate 21, and the other end is sleeved on the reset hook on the car chassis 3. When the car enters the curve and rotates, the swing plate 21 uses the end of the skateboard section on the inner curve as the rotation axis, and the end of the skateboard section on the other side begins to slide along the slide groove 23, and the tension spring is stretched. When the car chassis 3 exits the curve and before completely entering the straight road, the tension spring uses its own tension to drive the two connected car chassis 3 to quickly return to the center, so that the rail transit model can complete the return and reset work faster when it is about to exit the curve.

[0056] It should be noted that the spring structure 22 can also be a leaf spring, the two ends of which are symmetrically fixed between the car chassis 3 and the swing plate 21, and the center of the leaf spring is fixedly connected to the side of the swing plate 21 away from the hook body 11 on the same side through a center bolt, and the connection between the center bolt and the swing plate 21 is located on the axis of the swing plate 21. At the same time, the reset assembly can also be other components that can connect the swing plate 21 and the car chassis 3. It only needs to be able to apply a force to the swing plate 21 to move the swing plate 21 away from the hook body 11 on the same side when the swing plate 21 is subjected to force and slides in the slide groove 23.

[0057] Reference Figure 1 、 Figure 2 and Figure 3 As shown, the connecting arm 42 is connected to the connecting shell 41 in a fixed connection manner, wherein the connecting arm 42 can be integrally formed with the connecting shell 41, that is, the connecting arm 42 and the connecting shell 41 are integrally formed. At this time, the connecting arm 42 and the end of the swing plate 21 extending toward the hook body 11 on the same side are connected by a fixed connection, or the connecting arm 42 and the swing plate 21 are integrally formed, which can reduce the number of components and effectively reduce production costs.

[0058] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0059] The foregoing description is intended only to provide specific embodiments of the present disclosure, intended to enable those skilled in the art to understand and implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the embodiments described herein, but rather to be construed in the broadest manner consistent with the principles and novel features disclosed herein.

Claims

1. A coupler for a rail transit model, used to connect two carriages, characterized in that: The coupler comprises: Two hook bodies (11) are respectively arranged at the ends of the two carriages; A clamping structure (13) for connecting the two hook bodies (11); A limiting structure (12) for limiting the relative swinging of the two hook bodies (11) along the horizontal direction after connection; The snap-fit ​​structure (13) comprises a snap-fit ​​buckle (131) and a snap-fit ​​groove (132) respectively provided on the two hook bodies (11), and the snap-fit ​​buckle (131) is snap-fitted with the snap-fit ​​groove (132); The limiting structure (12) includes two limiting members respectively arranged on the two hook bodies (11); when the two hook bodies (11) are clamped and fixed by the clamping structure (13), the side surfaces of the two limiting members are in contact with each other, and the contact surfaces of the two limiting members intersect with the plane where the vehicle chassis (3) is located; The hook body (11) is connected to the carriage chassis (3) via a connecting mechanism (4) and a swing assembly (2), so that the hook body (11) is located between the two carriages; The connecting mechanism (4) comprises a connecting shell (41) connected to one end of the hook body (11) and a connecting arm (42) connected to the swing assembly (2); a through hole (43) is provided on the carriage chassis (3); the bottom end of the connecting arm (42) extends downward through the through hole (43) and is connected to the connecting shell (41); The through hole (43) is a symmetrical structure composed of two sections of fan rings. It should be noted that the two sections of fan rings are respectively concentric with the ends of the two slide sections, and the fan ring width is greater than the diameter of the connecting arm (42). In this way, the arrangement of the through hole (43) can effectively shorten the length of the end of the swing plate (21) extending toward the connecting arm (42), and can provide a larger turning angle while also reducing the swing amplitude of the extended end of the swing plate (21), so that it is less constrained by the car chassis (3) and more flexible. The two limiting members are both limiting plates, and when the two hook bodies (11) are connected by the clamping structure (13), the side surfaces of the two limiting plates are in contact with each other; When the two hook bodies (11) are connected by the clamping structure (13), the end of the limiting plate abuts against the end surface of the corresponding hook body (11); The hook body (11) and the clamping structure (13) are integrally arranged.

2. The coupler for a rail transit model according to claim 1, characterized in that: The snap-fit ​​buckle (131) is a snap hook, and the snap-fit ​​groove (132) is a groove. When the snap-fit ​​structure (13) is snap-fitted, the snap hook is located in the groove.

3. The coupler for a rail transit model according to claim 1, characterized in that: The swing assembly (2) comprises a swing plate (21) connected to the connecting arm (42) and a slide groove (23) symmetrically arranged on the carriage chassis (3). Slide segments are symmetrically extended on both sides of the swing plate (21). When the carriage turns, the end of one of the slide segments serves as a rotation axis, and the end of the other slide segment slides along the inner wall of the slide groove (23). When the carriage completely exits the turn and enters a straight line, the swing plate (21) is reset by the reset assembly.

4. The coupler for a rail transit model according to claim 3, characterized in that: The reset component is a spring structure (22), one end of the spring structure (22) is connected to the middle part of the swing plate (21), and the other end is connected to a point on the axis of the vehicle chassis (3).

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