Interlock structure for self-driving and traction driving of power supply vehicle

Abstract

The present application belongs to the field of self-driving and traction interlocking, and relates to a self-driving and traction interlocking structure for an airplane ground energy storage power supply vehicle. The gear box is internally provided with two gears, namely, a neutral gear and an electric driving gear. The end of the gear handle extending into the gear box is fixedly connected with a pull wire I and a pull wire II, respectively. The end of the pull wire I away from the gear box is fixedly connected with a rotating box limiting mechanism, and the end of the pull wire II away from the gear box is fixedly connected with a speed reducer switch mechanism. When the handle is hung from the electric driving gear to the neutral gear, the pull wire I and the pull wire II are simultaneously tightened, the rotating box limiting mechanism of the pull wire I is disabled, the rotating box and the handle can rotate relative to the traction rod, and the traction ring blocked by the handle is exposed. At the same time, the pull wire II drives the speed reducer switch mechanism to act, and the transmission connection between the speed reducer and the motor is automatically disconnected. The present application solves the problems of dragging difficulty and easy damage to the motor when the energy storage power supply vehicle without self-driving and traction interlocking is used.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of self-driving and traction interlocking, and particularly relates to a self-driving and traction interlocking structure for an airplane ground energy storage power supply vehicle. BACKGROUND

[0002] When the self-driving and traction integrated energy storage power supply vehicle supplies power to an airplane, there are generally two ways to move the power supply vehicle to the vicinity of the airplane to supply power to the airplane, one of which is to move to the vicinity of the airplane through the self-driving function of the power supply vehicle, and the other is to tow the power supply vehicle to the vicinity of the airplane through a towing vehicle.

[0003] The self-driving function of the power supply vehicle is generally driven by a driving motor to drive the power supply vehicle, and when the power supply vehicle is towed by the towing vehicle, the power transmission between the driving motor and the power supply vehicle must be disconnected. The power supply vehicle is provided with a gear lever, and the gear lever is hung to neutral to disconnect the power connection between the driving motor and the power supply vehicle. However, sometimes the ground crew may forget to hang the gear lever to neutral and directly tow through the towing vehicle, which will cause towing difficulty and damage to the driving motor.

[0004] In view of this technical defect, the self-driving and traction integrated power supply vehicle which cannot be interlocked is easy to cause damage to the driving motor during use. SUMMARY

[0005] The present application is to solve the above technical problems, and provides a power supply vehicle self-driving and traction interlocking structure to solve the problem that directly towing in the self-driving gear position of the gear lever may cause damage to the motor. The present application is realized by adopting the following technical solutions:

[0006] A power supply vehicle self-driving and traction interlocking structure, comprising: a towing rod, a gear box and a driving rear axle, the driving rear axle is fixedly installed with a motor and a speed reducer, the gear box is movably installed with a gear handle, the towing rod is a square column with a hollow structure inside, the end of the towing rod away from the power supply vehicle is fixedly installed with a towing ring, the upper surface of the towing rod is rotatably installed with a rotating box, the operating handle and the rotating box are fixedly connected, the position of the operating handle corresponds to the towing ring, the inside of the gear box is provided with two gears of neutral gear and electric driving gear, the end of the gear handle extending into the inside of the gear box is fixedly connected with a pull wire I and a pull wire II respectively, the end of the pull wire I away from the gear box is fixedly connected with a rotating box limiting mechanism, and the end of the pull wire II away from the gear box is fixedly connected with a speed reducer switch mechanism. When the operating handle is hung from the electric driving gear to the neutral gear, the pull wire I and the pull wire II are simultaneously tightened, the rotating box limiting mechanism of the pull wire I is disabled, the rotating box and the operating handle can rotate relative to the towing rod, and the towing ring blocked by the operating handle is exposed; at the same time, the pull wire II drives the speed reducer switch mechanism to act, and the transmission connection between the speed reducer and the motor is automatically disconnected.

[0007] Preferably, the rotation box limiting mechanism comprises a clamping plate support fixedly installed in the cavity of the traction rod and an interlocking clamping plate rotatably installed on the clamping plate support, the upper part of the interlocking clamping plate extending into the interior of the rotation box.

[0008] Preferably, the clamping plate support is composed of a bottom plate and a side plate fixedly connected at the edge position to form an L-shaped structure I, two L-shaped structures II fixedly connected at the edge position by a support plate and a mounting plate, the two L-shaped structures II being reversely symmetrically installed on the side plate, a through hole V being formed in the middle position of the bottom plate, a through hole IV being formed in the end of the support plate away from the side plate, a channel I being formed between the pair of support plates for the rotation of the interlocking clamping plate, and a channel II corresponding to the channel I being formed in the lower side of the rotation box shell for the rotation of the interlocking clamping plate; the interlocking clamping plate is in a sickle hook type structure, comprising a limiting plate, a connecting plate and a pulling plate, the limiting plate and the connecting plate being fixedly connected at the end position, the pulling plate being fixedly arranged at the side of the end of the connecting plate away from the limiting plate, the limiting plate and the pulling plate being located at the same side of the connecting plate, a through hole I being formed in the middle position of the pulling plate, a through hole II and a through hole III being respectively formed at the two ends of the connecting plate, a rotating pin I passing through the through hole IV and the through hole III respectively, and two ends of a spring II with hooks being respectively hung in the through hole I and the through hole V.

[0009] Preferably, the end of the pull wire I away from the gear box is fixedly connected with a pull wire rotating head passing through the shell of the traction rod, the end of the pull wire rotating head away from the pull wire I is provided with a through slot and a through hole VI, the interlocking clamping plate is rotatably installed in the through slot of the pull wire rotating head, and a rotating pin II passes through the through hole VI and the through hole II respectively.

[0010] Preferably, the gear reducer switch mechanism comprises a gear switch and a gear rod, one end of the gear rod is fixedly connected with the end of the pull wire II away from the gear box, the other end of the gear rod is rotatably installed on the gear reducer through a rotating mechanism, the gear switch is fixedly installed on the gear reducer, the gear switch is sleeved with a spring III at the outer periphery, and the end of the gear switch away from the gear reducer is in contact with the gear rod.

[0011] Preferably, the positions of the pull wire I passing through the gear box and the shell of the traction rod are fixedly installed with a pull wire sleeve I, and the pull wire I passes through the pull wire sleeve I; the positions of the pull wire II passing through the gear box and the gear reducer are fixedly installed with a pull wire sleeve II, and the pull wire II passes through the pull wire sleeve II.

[0012] Preferably, the lower side of the front part of the power supply vehicle is fixedly installed with the traction rod at the middle position, the lower side of the front part of the power supply vehicle is fixedly installed with the gear box at the side of the traction rod, and the lower rear part of the power supply vehicle is fixedly installed with the driving rear axle at the middle position.

[0013] Preferably, the inner side of the side of the rotation box close to the traction rod is fixedly installed with a bearing seat, and a rotating convex shaft is fixedly arranged on the shell of the traction rod at a position corresponding to the bearing seat.

[0014] Preferably, the handle penetrates the upper side of the shell of the rotating box and is fixedly connected with a limiting pin shaft, the limiting pin shaft penetrates the lower side of the shell of the rotating box and extends into the cavity structure of the traction rod, and spring I is sleeved on the limiting pin shaft.

[0015] Preferably, the motor and the speed reducer are connected through a transmission mechanism.

[0016] The beneficial effects of the present application are:

[0017] The other ends of the pull wires I and II connected with the gear handle are connected with the interlocking clamping plate and the gear rod respectively. When the gear handle is hung from the electric driving gear to the neutral gear, the speed reducer is disconnected with the motor through the pulling of the pull wire II, and the interlocking clamping plate in the traction rod is separated from the rotating box through the pulling of the pull wire I. At this time, the rotating box can drive the operating handle to rotate to the side of the traction rod, so as to expose the traction ring, and then the traction ring can be hung on the towing vehicle to perform traction driving. Conversely, when the gear handle is not hung from the electric driving gear to the neutral gear, traction driving cannot be performed. In this way, the mutual locking of the self-driving and traction driving of the power vehicle is realized. The present application solves the problems of difficult towing and easy damage to the motor when the energy storage power vehicle without mutual locking of self-driving and traction driving is used. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 It is a perspective structural schematic view of the power vehicle of the embodiment of the present application.

[0019] Figure 2 It is a front view structural schematic view of the gear box and the gear handle of the embodiment of the present application.

[0020] Figure 3 It is Figure 2 It is a sectional view structural schematic view in A-A direction.

[0021] Figure 4 It is a front view structural schematic view of the traction rod part of the embodiment of the present application.

[0022] Figure 5 It is Figure 4 It is a sectional view structural schematic view in B-B direction.

[0023] Figure 6 It is a perspective structural schematic view of the interlocking clamping plate part of the embodiment of the present application.

[0024] Figure 7 It is a perspective structural schematic view of the interlocking clamping plate of the embodiment of the present application.

[0025] Figure 8 It is a perspective structural schematic view of the clamping plate support of the embodiment of the present application.

[0026] Figure 9The figure is a schematic diagram of the three-dimensional structure of the speed reducer part of the embodiment of the present application.

[0027] Figure 10 The figure is a schematic diagram of the three-dimensional structure of the gear lever of the embodiment of the present application being connected with the traction lever and the speed reducer respectively.

[0028] Figure 11 The figure is a schematic diagram of the structure of the operating handle in the rotating state of the embodiment of the present application.

[0029] In the figure, 1. Traction lever, 2. Traction ring, 3. Operating handle, 4. Gear lever, 5. Gear box, 6. Driving rear axle, 7. Pulling line sleeve II, 8. Pulling line sleeve I, 9. Handle, 10. Rotating box, 11. Bearing seat, 12. Spring I, 13. Limiting pin, 14. Pulling line I, 15. Interlocking clamping plate, 16. Spring II, 17. Passage II, 18. Pulling line II, 19. Gear lever, 20. Gear switch, 21. Spring III, 22. Speed reducer, 23. Motor, 24. Clamping plate support, 25. Rotating pin II, 26. Rotating pin I, 27. Pulling line rotating head;

[0030] 15-1. Limiting plate, 15-2. Connecting plate, 15-3. Pulling plate, 15-4. Passage I, 15-5. Passage II, 15-6. Passage III, 24-1. Bottom plate, 24-2. Side plate, 24-3. Supporting plate, 24-4. Mounting plate, 24-5. Passage IV, 24-6. Passage V. DETAILED DESCRIPTION

[0031] The following will be described in combination with the accompanying Figure 1 to the accompanying Figure 11 , the present application is further described.

[0032] As Figure 1 shown, the figure is a schematic diagram of the three-dimensional structure of the power car of the embodiment of the present application. A power car self-driving and traction driving interlocking structure, the lower side of the front part of the power car is fixedly installed with a traction lever 1, the traction lever 1 is preferably a square column with a hollow structure inside, the end of the traction lever 1 away from the power car is fixedly installed with a traction ring 2, the upper side of the traction lever 1 is rotatably installed with an operating handle 3, the operating handle 3 corresponds to the position of the traction ring 2, when the operating handle 3 is consistent with the length direction of the traction lever 1, the operating handle 3 can just cover the traction ring 2. The side of the lower side of the front part of the power car is fixedly installed with a gear box 5, one end of a gear lever 4 extends into the gear box 5, the gear lever 4 is movably connected with the gear box 5, the lower rear part of the power car is fixedly installed with a driving rear axle 6.

[0033] As Figure 2 shown, the figure is a schematic diagram of the front structure of the gear box and the gear lever of the embodiment of the present application; as Figure 3 shown, the figure is a schematic diagram of the front structure of the gear box and the gear lever of the embodiment of the present application; as Figure 2The schematic diagram of the profile structure from A to A. The gear box 5 is internally provided with two gears of neutral gear and electric driving gear, the end of the gear handle 4 extending into the interior of the gear box 5 is respectively fixedly connected with the pull wire I 14 and the pull wire II 18, the gear handle 4 is switched between the neutral gear and the electric driving gear by pulling the pull wire I 14 and the pull wire II 18, the pull wire I 14 and the pull wire II 18 are respectively sleeved with the pull wire sleeve I 8 and the pull wire sleeve II 7 at the position penetrating the gear box 5, the pull wire sleeve I 8 and the pull wire sleeve II 7 can reduce the friction between the pull wire I 14 and the pull wire II 18 and the shell of the gear box 5, and the pull wire I 14 and the pull wire II 18 can be easily pulled. The gear handle 4 is upwardly pried to switch the gear from the electric driving gear to the neutral gear; the pull wire I 14 and the pull wire II 18 are tightened when the gear box 5 is shifted from the electric driving gear to the neutral gear.

[0034] As shown in Figure 4 , it is the main view structure schematic diagram of the hitch rod part of the embodiment of the application; as shown in Figure 5 , it is Figure 4The schematic view of the cross section structure of the middle B-B. The rotating box 10 is rotatably installed on the upper side of the traction rod 1. The rotating box 10 is a rectangular box with a cavity structure. The handle 9 penetrates the upper side of the shell of the rotating box 10 and is fixedly connected with the limiting pin shaft 13. The limiting pin shaft 13 penetrates the lower side of the shell of the rotating box 10 and extends into the cavity structure of the traction rod 1. The operating handle 3 is fixedly connected with the outer side of the end of the rotating box 10 away from the handle 9. The limiting pin shaft 13 penetrates the limiting hole II on the lower side of the shell of the rotating box 10. The limiting hole II is correspondingly arranged on the upper side of the shell of the traction rod 1. The limiting hole III is correspondingly arranged on the upper side of the shell of the traction rod 1. The limiting pin shaft 13 is integrally formed with the limiting slide rod and the limiting end head. The diameter of the limiting end head is larger than that of the limiting slide rod. The upper end of the limiting slide rod is fixedly connected with the lower end of the limiting pull rod of the handle 9. The lower end of the limiting slide rod is fixedly connected with the upper end of the limiting end head. The spring I 12 is sleeved on the limiting slide rod. The upper end of the spring I 12 abuts against the inner surface of the upper side of the shell of the rotating box 10. The lower end of the spring I 12 abuts against the outer periphery of the upper surface of the limiting end head. The lower side of the shell of the rotating box 10 is provided with the limiting hole II corresponding to the position of the limiting hole I. The diameter of the limiting hole II is slightly larger than that of the limiting end head of the limiting pin shaft 13. The upper side of the shell of the traction rod 1 is provided with the limiting hole III corresponding to the size and position of the limiting hole II. Under normal circumstances, under the elastic force of the spring I 12, the limiting end head of the limiting pin shaft 13 penetrates the limiting hole II and the limiting hole III in sequence. At this time, the rotating box 10 cannot rotate relative to the traction rod 1. Only when the handle 9 is manually pulled with force, the spring I 12 is contracted, and finally the limiting end head of the limiting pin shaft 13 is separated from the limiting hole III. At this time, without the intervention of other components, the rotating box 10 can rotate relative to the traction rod 1.

[0035] In order to avoid the situation that the gear handle 4 is located in the electric driving gear, the rotating box 10 is manually rotated to expose the traction ring 2 for traction, causing the damage of the driving motor. The embodiment of the present application further comprises a clamping plate support 24 and an interlocking clamping plate 15 in the interior of the traction rod 1. Figure 6 As shown in the figure, it is a schematic view of the interlocking clamping plate part of the embodiment of the present application. As shown in the figure, Figure 7 As shown in the figure, it is a schematic view of the interlocking clamping plate of the embodiment of the present application. As shown in the figure, Figure 8 As shown in the figure, it is a schematic view of the clamping plate support of the embodiment of the present application. Meanwhile, the clamping plate support is combined with the traction rod 1. Figure 5, the clamping plate support 24 is fixedly installed in the cavity of the traction rod 1, the clamping plate support 24 is located between the two limiting holes III, the clamping plate support 24 is composed of the bottom plate 24-1 and the side plate 24-2 fixedly connected at the edge position to form an L-shaped structure I, the clamping plate support 24 is composed of the support plate 24-3 and the mounting plate 24-4 fixedly connected at the edge position to form two L-shaped structures II, the two L-shaped structures II are reversely and symmetrically installed on the side plate 24-2, the mounting plate 24-4 is located at the edge position of the side plate 24-2 away from the bottom plate 24-1, the support plate 24-3 is located between the bottom plate 24-1 and the mounting plate 24-4, the middle position of the bottom plate 24-1 is provided with the through hole V 24-6, the end of the support plate 24-3 away from the side plate 24-2 is provided with the through hole IV 24-5, a pair of support plates 24-3 form a channel I for the rotation of the interlocking clamping plate 15, the lower side of the shell of the rotating box 10 is provided with a channel II 17 corresponding to the channel I for the rotation of the interlocking clamping plate 15; the clamping plate support 24 is fixedly installed in the cavity of the traction rod 1 through the mounting plate 24-4. The interlocking clamping plate 15 is in the shape of a sickle hook, including the limiting plate 15-1, the connecting plate 15-2 and the pulling plate 15-3, the limiting plate 15-1 and the connecting plate 15-2 are fixedly connected at the end, the pulling plate 15-3 is fixedly arranged at the side of the end of the connecting plate 15-2 away from the limiting plate 15-1, and the limiting plate 15-1 and the pulling plate 15-3 are located at the same side of the connecting plate 15-2. The middle position of the pulling plate 15-3 is provided with the through hole I 15-4, the two ends of the connecting plate 15-2 are respectively provided with the through hole II 15-5 and the through hole III 15-6, the limiting plate 15-1 passes through the channel I and the channel II 17 respectively, the rotating pin I 26 passes through the through hole IV 24-5 and the through hole III 15-6 respectively, so that the interlocking clamping plate 15 is rotatably installed on the clamping plate support 24, and the interlocking clamping plate 15 can rotate in the channel I of the clamping plate support 24 and the channel II 17 of the rotating box 10 with the rotating pin I 26 as the axis. The two ends of the spring II 16 provided with hooks are respectively hung in the through hole I 15-4 of the interlocking clamping plate 15 and the through hole V 24-6 of the clamping plate support 24, one end of the pull wire I 14 away from the gear box 5 is fixedly connected with the pull wire rotating head 27 by penetrating through the shell of the traction rod 1, the end of the pull wire rotating head 27 away from the pull wire I 14 is provided with a through slot and a through hole VI, the interlocking clamping plate 15 is rotatably installed in the through slot of the pull wire rotating head 27, and the rotating pin II 25 passes through the through hole VI of the pull wire rotating head 27 and the through hole II 15-5 of the interlocking clamping plate 15 respectively, so that the interlocking clamping plate 15 is rotatably connected with the pull wire rotating head 27. The pull wire I 14 is fixedly installed in the pull wire sleeve I 8 by penetrating through the position of the shell of the traction rod 1, the spring II 16 is in the contraction state when the gear handle 4 is in the electric driving gear, the interlocking clamping plate 15 is located in the channel II 17 of the rotating box 10, so that the interlocking clamping plate 15 clamps the rotating box 10, at this time, even if the handle 9 is lifted upward, the rotating box 10 still cannot rotate on the traction rod 1.When the gear handle 4 is hung to the neutral gear, the spring II 16 is in the stretched state, the tightened pull wire I 14 simultaneously pulls the interlocking clamping plate 15, so that the interlocking clamping plate 15 is separated from the channel II 17 of the rotating box 10, at this time, the handle 9 is lifted upward, the rotating box 10 can rotate on the traction rod 1. Through the installation of the clamping plate support 24 and the interlocking clamping plate 15, the embodiment of the utility model realizes the interlocking of the self-driving and the traction driving of the power supply vehicle.

[0036] As shown in Figure 9 , it is the three-dimensional structure schematic diagram of the speed reducer part of the embodiment of the utility model; as shown in Figure 10 , it is the three-dimensional schematic diagram of the gear lever respectively connected with the traction rod and the speed reducer of the embodiment of the utility model. The motor 23 and the speed reducer 22 are installed on the drive rear axle 6, and the motor 23 and the speed reducer 22 are connected through a transmission mechanism. The gear switch 20 is arranged on the speed reducer 22, the gear switch 20 is sleeved with the spring III 21, and the end, away from the speed reducer 22, of the gear switch 20 is in contact with the gear lever 19 installed on the speed reducer 22. One end of the gear lever 19 is fixedly connected with the end, away from the gear box 5, of the pull wire II 18, the pull wire sleeve II 7 sleeved with the pull wire II 18 is installed on the speed reducer 22 at the end, and the other end of the gear lever 19 is rotatably installed on the speed reducer 22 through a rotating mechanism. When the gear handle 4 is hung from the electric driving gear to the neutral gear, the tightened pull wire II 18 will pull the gear lever 19 to the inner side of the speed reducer 22 to switch the gear switch 20, so that the transmission connection between the speed reducer 22 and the motor 23 is disconnected.

[0037] As shown in Figure 11 , it is the structure schematic diagram of the operating handle in the rotating state of the embodiment of the utility model. One end of the pull wire I 14 and the pull wire II 18 connected with the gear handle 4 is connected with the interlocking clamping plate 15 and the gear lever 19 respectively. When the gear handle 4 is hung from the electric driving gear to the neutral gear, the tightened pull wire I 14 and the pull wire II 18 can simultaneously pull the interlocking clamping plate 15 and the gear lever 19. At this time, the handle 9 is pulled upward and the rotating box 10 is rotated, so that the operating handle 3 can be rotated to the side of the traction rod 1, so that the traction ring 2 is exposed, and then the traction ring 2 can be hung on the traction vehicle to perform the traction driving; due to the interlocking linkage of the gear lever 19, the transmission connection between the speed reducer 22 and the motor 23 is automatically disconnected at this time, so that the motor is not damaged due to the traction driving. On the contrary, when the gear handle 4 is not hung from the electric driving gear to the neutral gear, the interlocking clamping plate 15 makes the rotating box 10 unable to rotate, so that the traction driving cannot be performed.

[0038] In the embodiment of the utility model, the technical features not described in detail are all prior art or conventional technical means, which will not be described here.

Claims

1. A power car self-propelled and traction-propelled interlocking structure, comprising: The traction rod (1), the gear box (5) and the drive rear axle (6), the motor (23) and the speed reducer (22) are fixedly installed on the drive rear axle (6), the gear handle (4) is movably installed on the gear box (5), the traction rod (1) is a square column with a cavity structure, the traction ring (2) is fixedly installed on the end of the traction rod (1) away from the power supply vehicle, the rotating box (10) is rotatably installed on the traction rod (1), the operating handle (3) and the rotating box (10) are fixedly connected, the position of the operating handle (3) corresponds to the traction ring (2), characterized in that the gear box (5) is internally provided with a neutral gear and an electric driving gear, one end of the gear handle (4) extending into the gear box (5) is fixedly connected with the pull wire I (14) and the pull wire II (18) respectively, one end of the pull wire I (14) away from the gear box (5) is fixedly connected with the rotating box limiting mechanism, and one end of the pull wire II (18) away from the gear box (5) is fixedly connected with the speed reducer switch mechanism.

2. The power car self-propelled and towed interlock structure according to claim 1, characterized in that, The rotating box limiting mechanism comprises a clamping plate support (24) fixedly installed in the cavity of the traction rod (1) and an interlocking clamping plate (15) rotatably installed on the clamping plate support (24), and the upper portion of the interlocking clamping plate (15) extends into the rotating box (10).

3. The power car self-propelled and towed interlock structure according to claim 2, characterized in that, The clamping plate support (24) is composed of a bottom plate (24-1) and a side plate (24-2) fixedly connected at the edge position to form an L-shaped structure I, and two L-shaped structures II are formed by a supporting plate (24-3) and a mounting plate (24-4) fixedly connected at the edge position, the two L-shaped structures II are reversely and symmetrically installed on the side plate (24-2), a through hole V (24-6) is formed in the middle position of the bottom plate (24-1), a through hole IV (24-5) is formed in the end of the supporting plate (24-3) away from the side plate (24-2), a channel I for the rotation of the interlocking clamping plate (15) is formed between the two supporting plates (24-3), and a channel II (17) for the rotation of the interlocking clamping plate (15) corresponding to the channel I is formed on the lower side of the rotating box (10) shell; the interlocking clamping plate (15) is in a sickle hook type structure, comprising a limiting plate (15-1), a connecting plate (15-2) and a pulling plate (15-3), the limiting plate (15-1) and the connecting plate (15-2) are fixedly connected at the end, the pulling plate (15-3) is fixedly arranged at the side of the end of the connecting plate (15-2) away from the limiting plate (15-1), the limiting plate (15-1) and the pulling plate (15-3) are located on the same side of the connecting plate (15-2), a through hole I (15-4) is formed in the middle position of the pulling plate (15-3), a through hole II (15-5) and a through hole III (15-6) are respectively formed in the two ends of the connecting plate (15-2), a rotating pin I (26) passes through the through hole IV (24-5) and the through hole III (15-6) respectively, and two ends of a spring II (16) with hooks are respectively hung in the through hole I (15-4) and the through hole V (24-6).

4. The power car self-propelled and towed interlock structure according to claim 3, characterized in that, One end of the pull wire I (14) away from the gear box (5) is fixedly connected with the pull wire rotating head (27) through the shell of the traction rod (1), the pull wire rotating head (27) is provided with a through slot and a through hole VI away from one end of the pull wire I (14), the interlocking clamping plate (15) is rotatably installed in the through slot of the pull wire rotating head (27), and the rotating pin shaft II (25) passes through the through hole VI and the through hole II (15-5) respectively.

5. The power car self-propelled and towed propulsion interlock structure according to claim 1, characterized in that, The speed reducer switch mechanism comprises a gear switch (20) and a gear rod (19), one end of the gear rod (19) is fixedly connected with one end of the pull wire II (18) away from the gear box (5), the other end of the gear rod (19) is rotatably installed on the speed reducer (22) through a rotating mechanism, the gear switch (20) is fixedly installed on the speed reducer (22), the gear switch (20) is sleeved with a spring III (21) on the outer periphery, and one end of the gear switch (20) away from the speed reducer (22) is in contact with the gear rod (19).

6. The power car self-propulsion and traction drive interlock arrangement of claim 4 or 5, wherein, The pull wire I (14) passes through the positions of the gear box (5) and the shell of the traction rod (1) and is fixedly installed with the pull wire sleeve I (8), and the pull wire I (14) passes through the pull wire sleeve I (8); the pull wire II (18) passes through the positions of the gear box (5) and the speed reducer (22) and is fixedly installed with the pull wire sleeve II (7), and the pull wire II (18) passes through the pull wire sleeve II (7).

7. The power car self-propelled and towed interlock structure according to claim 1, characterized in that, The traction rod (1) is fixedly installed at the middle position of the lower side front part of the power supply vehicle, the gear box (5) is fixedly installed at the side of the traction rod (1) of the lower side front part of the power supply vehicle, and the driving rear axle (6) is fixedly installed at the middle position of the lower rear part of the power supply vehicle.

8. The power car self-propelled and towed interlock structure according to claim 1, characterized in that, The bearing seat (11) is fixedly installed inside the side of the rotating box (10) close to the traction rod (1), and the rotating convex shaft is fixedly arranged on the shell of the traction rod (1) corresponding to the bearing seat (11).

9. The power car self-propulsion and traction drive interlock structure according to claim 1, characterized in that, The handle (9) penetrates the upper side of the shell of the rotating box (10) and is fixedly connected with the limiting pin shaft (13), the limiting pin shaft (13) penetrates the lower side of the shell of the rotating box (10) and extends into the cavity structure of the traction rod (1), and the spring I (12) is sleeved on the limiting pin shaft (13).

10. The power car self-propelled and towed propulsion interlock structure according to claim 1, characterized in that, The motor (23) and the speed reducer (22) are connected through a transmission mechanism.

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