Railway vehicle front end opening and closing mechanism

Abstract

The application discloses a rail vehicle front end opening and closing mechanism and relates to the technical field of rail vehicles.The technical scheme is characterized in that the rail vehicle front end opening and closing mechanism comprises covers, which are symmetrically arranged at the front end of a vehicle body;an opening and closing assembly is arranged corresponding to each cover;the cover can be driven to move in a curve path mode at the side to realize opening and closing actions;a support assembly is a frame type support structure arranged in the rail vehicle head;and a locking assembly can lock the opening and closing assembly.The beneficial effects of the application are that two sets of opening and closing assemblies are arranged to realize opening and closing control of the two covers.Three traction members are combined to traction the same cover, a first traction member is used as a component directly receiving power of a driving member to drive the cover to move, and a second traction member is combined with a curve-shaped guide rail to serve as a guide structure for the cover movement, so that the cover can realize opening and closing actions in a predetermined curve track, and the problem of insufficient space in the rail vehicle head is effectively avoided.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, specifically to a front-end opening and closing mechanism for rail vehicles. Background Technology

[0002] To reduce wind resistance during high-speed operation, rail vehicles often employ a streamlined front-end design, thereby reducing energy consumption and enhancing safety. The front-end structure also needs to consider operational requirements such as co-operation of two trains, emergency rescue, and maintenance. Therefore, to maintain the streamlined front-end structure, the front-end cover must be openable and closable. During normal operation, the front-end cover is closed; when maintenance or other operations are required, the cover is opened.

[0003] Currently, most railcars employ a double-cover symmetrical opening and closing structure at the front end, while the opening and closing mechanism on the inner side of a single-sided cover uses a circular motion via a fixed-position pivot. While this design satisfies the need for opening and closing the front cover, it requires a relatively large range of motion, placing high demands on the vehicle's head shape and available space, and potentially leading to interference with other components. Furthermore, to enhance vehicle safety during operation, a locking function for the open or closed cover must be considered.

[0004] Application content

[0005] To address one of the shortcomings of existing technologies, this application provides a front-end opening and closing mechanism for rail vehicles, which solves the problem of the large space occupied when the front-end cover of a rail vehicle is opened and closed.

[0006] To achieve the above objectives, this application provides the following technical solution: a front-end opening and closing mechanism for a rail vehicle, comprising:

[0007] The cover is located at the front of the vehicle body, and there are two symmetrically arranged covers;

[0008] An opening and closing assembly is provided for each of the covers; it can drive the cover to open or close by moving along a curved path on the side.

[0009] The support component is a frame-type support structure installed inside the front of the rail vehicle;

[0010] A locking component is provided for each of the opening and closing components, which can lock the opening and closing components.

[0011] Preferably, each set of the opening and closing components includes:

[0012] The active component, serving as the power source for power output, is a retractable cylinder structure, with its fixed end rotatably connected to the support assembly.

[0013] The first traction member is rotatably connected to the movable end of the active member; the first traction member is provided with a first connecting part corresponding to the cover, and the connection point between the first connecting part and the cover is located at a position close to the two covers;

[0014] The second traction component has a second connecting part corresponding to the cover, and the connection between the second connecting part and the cover is located at a position where the two covers are far apart; the second traction component moves along a curved path under the drive of the first traction component.

[0015] The third traction component is disposed above or below the first traction component, with one end rotatably connected to the cover and the other end rotatably connected to the support assembly.

[0016] Preferably, one end of the first traction member is provided with the first connecting part, and the first traction member is rotatably connected to the cover through the first connecting part; the other end of the first traction member is rotatably connected to the support assembly.

[0017] The movable end of the active component is rotatably connected to the first traction component, and the connection between the active component and the first traction component is located between the two ends of the first traction component.

[0018] Preferably, the first traction member is a long strip structure with bends, the bends of which are arc-shaped transitions, and the connection between the first traction member and the support assembly is located in the middle region of the support assembly.

[0019] The third traction component has the same structure as the first traction component.

[0020] Preferably, the opening and closing component further includes:

[0021] A guide rail is disposed on one side of the support assembly. The guide rail is a curved track, and the second traction member can run along the curved path of the guide rail. Taking the end of the device closest to the cover as the front end, the guide rail includes:

[0022] The front bend, located at the front of the guide rail, is an arc-shaped bend structure, with the bend protruding near the support component;

[0023] The rear bend is located behind the front bend and smoothly transitions to it. The rear bend has an arc-shaped bending structure, and its bend protrudes away from the support component.

[0024] Preferably, the second traction member includes:

[0025] The second traction rod has the second connecting part provided at one end of its rod body;

[0026] A sliding element is provided at the other end of the second traction rod, and the second traction rod is slidably connected to the guide rail through the sliding element.

[0027] Preferably, the slider includes:

[0028] The support plate is located between the second traction member and the guide rail;

[0029] One end of the support rod is fixedly connected to the second traction member, and the other end is fixedly connected to the support plate;

[0030] A roller assembly, disposed on the support plate, includes a plurality of rollers that can roll along the guide rail.

[0031] Preferably, the roller assembly includes:

[0032] A plurality of roller support plates are provided, with one side of the roller support plate rotatably connected to the support plate and the other side rotatably connected to the roller;

[0033] The axle of the roller is perpendicular to the roller support plate. Each roller support plate is equipped with two rollers, and the two rollers on the same roller support plate are located on both sides of the guide rail.

[0034] Preferably, a buffer assembly is provided between the first traction member of the two opening and closing assemblies, the buffer assembly comprising:

[0035] The buffer block is fixedly connected to the support assembly and has a notch on its side facing the first traction member;

[0036] The buffer post has one end fixedly connected to the first traction member and the other end facing the notch of the buffer block.

[0037] Preferably, a pad made of elastic material is provided at one end of the buffer column facing the buffer block.

[0038] Preferably, the support component includes:

[0039] A support plate is located on the lower side of the first traction component;

[0040] A support block is provided between the first traction member and the support plate. The upper side of the support block is connected to the first traction member, and the lower side is attached to the upper side of the support plate.

[0041] Preferably, grease is applied between the contact surfaces of the support plate and the support block. The support block and the first traction member are rotatably connected by a connecting shaft. The support block is cylindrical, and its axis is perpendicular to the support plate.

[0042] Preferably, the locking component includes:

[0043] A locking block is connected to the second traction rod;

[0044] The locking rod can move closer to or further away from the locking block. When it is in the locked state, the rod body of the locking rod abuts against the locking block.

[0045] The first locking element can drive the locking rod to move.

[0046] Preferably, the first locking element is an electronically controlled drive assembly, and the locking assembly further includes:

[0047] The second locking component can drive the locking rod to move, and the second locking component is a manually driven component.

[0048] A rail vehicle has a front-end opening and closing mechanism as described above at the front end of the vehicle body.

[0049] Compared with existing technologies, this solution offers the following advantages: It achieves opening and closing control of two covers by using two sets of opening and closing components. For the same cover, three traction components are used in combination for traction. The first traction component directly receives power from the driving component to move the cover, while the second traction component, combined with a curved guide rail, serves as the guiding structure for the cover's movement. This allows the cover to open and close along a predetermined curved trajectory, effectively avoiding insufficient headroom during track vehicle coupling, maintenance, and repair, thereby shortening maintenance time. Combined with the locking components in this solution, the cover's locking status is ensured, thus improving safety during vehicle operation. Attached Figure Description

[0050] Figure 1 This is a schematic diagram of the cover in the closed state according to an embodiment of this application;

[0051] Figure 2 This is an enlarged schematic diagram of the opening and closing components in an embodiment of this application. Figure 1 ;

[0052] Figure 3 This is an enlarged schematic diagram of the opening and closing components in an embodiment of this application. Figure 2

[0053] Figure 4 This is a top view of the opening and closing component according to an embodiment of this application;

[0054] Figure 5 for Figure 2 A magnified view of part A;

[0055] Figure 6 for Figure 3 A magnified view of part B;

[0056] Figure 7 for Figure 3 A magnified view of part C;

[0057] Figure 8 This is a schematic diagram of the cover opening state in an embodiment of this application. Figure 1 ;

[0058] Figure 9 This is a schematic diagram of the cover opening state in an embodiment of this application. Figure 2 .

[0059] In the picture:

[0060] 100. Cover; 1. Opening / closing assembly; 11. Driving component; 12. First traction component; 121. First connecting part; 13. Second traction component; 131. Second connecting part; 132. Second traction rod; 133. Sliding component; 1331. Sliding plate; 1332. Connecting rod; 1333. Roller support plate; 14. Guide rail; 2. Support assembly; 21. Support plate; 22. Support block; 3. Buffer assembly; 31. Buffer block; 32. Buffer column; 4. Locking assembly; 41. Locking block; 42. Locking rod; 43. First locking component; 44. Second locking component; 441. Locking sensor group. Detailed Implementation

[0061] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0062] Please see Figure 1 This application provides the following technical solutions:

[0063] A front-end opening and closing mechanism for a rail vehicle includes a cover 100 located at the front end of the vehicle body, with two covers 100 symmetrically arranged; a set of opening and closing components 1 is provided for each cover 100, which can drive the cover 100 to open or close by moving along a curved path on its side; a support component 2 is provided inside the front end of the rail vehicle, which is a frame-type support structure; a set of locking components 4 is provided for each opening and closing component 1, which can lock the opening and closing component 1.

[0064] This structure uses a curved motion as the opening and closing path for the cover 100, which saves more space compared to the traditional single-axis rotation opening. Combined with the locking assembly 4, the cover 100 is locked, ensuring its safety and stability when closed.

[0065] Based on the above implementation scheme, each set of opening and closing components 1 is provided with a cover on one side of the front of the rail vehicle, which can drive the corresponding cover to open or close. Each opening and closing component 1 includes an active component 11, a first traction component 12, and a second traction component 13. The active component 11 serves as the power source for the power output when the opening and closing component 1 performs the opening and closing action. The active component 11 is a telescopic cylinder structure, with its movable end rotatably connected to the first traction component 12 and its fixed end rotatably connected to the support component 2. The active component 11 can be pneumatic, hydraulic, electric, or manually driven as a power source. It only needs to meet the requirement of being able to extend and retract in a straight line. In this scheme, the active component 11 is a cylinder. The first traction component 12 is linked with the active component 11, and the first traction component 12 is provided with a first connecting part 121 corresponding to the cover. The connection point of the first connecting part 121 and the cover is located at a position close to the two covers. The second traction member 13 is provided with a second connecting part 131 corresponding to the cover, and the connection between the second connecting part 131 and the cover is located at a position where the two covers are far apart; the second traction member 13 moves along a curved path under the drive of the first traction member 12. Figure 2 and Figure 4 As shown, the first traction member 12 of the two opening and closing components 1 is located in the central region, while the second traction member 13 is located on the side. The second traction member 13, by moving in a curved path, drives the side of the cover to move, simultaneously opening or closing in conjunction with the first traction member 12. This movement allows the cover to open and close with a smaller range of motion, thus reducing the possibility of interference with the surrounding structure. A third traction member 15 is positioned above the first traction member 12. One end of the third traction member 15 is rotatably connected to the cover 100, and the other end is rotatably connected to the support component 2. The third traction member 15 acts as a driven traction member, increasing the stability of the cover 100 during opening and closing.

[0066] Based on the above implementation scheme, a first connecting part 121 is provided at one end of the first traction member 12, and the first traction member 12 is rotatably connected to the cover through the first connecting part 121; the other end of the first traction member 121 is rotatably connected to the support assembly 2. The movable end of the active member 11 is rotatably connected to the first traction member 12, and the connection between the active member 11 and the first traction member 12 is located between the two ends of the first traction member 12.

[0067] The first traction component 12 is a long strip structure with a bend, and the bend has an arc-shaped transition. The connection between the first traction component 12 and the support component 2 is located in the middle region of the support component 2. Figure 2 and Figure 4As shown, the first traction member 12 adopts a bent structure instead of a straight rod structure. This structural form has better force performance and is more suitable for coordinating with the movement of the second traction member 13 in a small space. Because this design uses a bent structure for the first traction member 12, during installation, from a top view, the first traction members 12 of the two opening and closing components 1 are arranged in a cross configuration, and from the side view, the two first traction members 12 are arranged vertically. The third traction member 15 adopts the same structure as the first traction member 12.

[0068] Based on the above implementation scheme, the opening and closing component 1 also includes a guide rail 14 disposed on one side of the support component 2. The guide rail 14 is a curved track, and the second traction member 13 can run along the guide rail 14 in a curved manner.

[0069] Taking the end of the device closest to the cover as the front end, the guide rail 14 includes a front bend and a rear bend, both of which are arc-shaped bends. The front bend is located at the front of the guide rail 14, with its bend protruding near the support component 2; the rear bend is located behind the front bend, smoothly transitioning to it, with its bend protruding away from the support component 2. The guide rail 14 presents an "S"-shaped curved structure. Using the guide rail 14 of this design to form a curved path, when the cover is opened from the closed state, the edge of the cover is first pulled inward, and then moves along the curved path, thereby reducing the space occupied by the edge area of ​​the cover during the opening process. Figure 8 and Figure 9 The diagram shown illustrates the open state of cover 100. Figure 8 This is a viewpoint taken from above. Figure 9 This is a view from the lower side. Compared to the circular motion in conventional opening methods, the limiting action of the guide rail 14 triggers the second traction member 13 to pull inward on the outer side of the cover 100, thus reducing the space occupied during opening and closing. This also reduces the requirements on the front shape of the vehicle, effectively avoiding interference with existing anti-climb devices and the front of the vehicle, and facilitating more efficient use of space.

[0070] Based on the above implementation scheme, the second traction member 13 includes a second traction rod 132, with a second connecting part 131 provided at one end of the rod body of the second traction rod 132; and a sliding member 133 provided at the other end of the second traction rod 132, with the second traction rod 132 slidably connected to the guide rail 14 through the sliding member 133.

[0071] like Figure 3 and Figure 6As shown, the sliding member 133 includes a support plate 1331, which is located between the second traction member 13 and the guide rail 14. The support plate 1331 and the second traction member 13 are connected by a straight rod 1332. One end of the support rod 1332 is fixedly connected to the second traction member 13, and the other end is fixedly connected to the support plate 1331. A roller assembly is provided on the support plate 1331. The roller assembly includes two roller support plates 1333. One side of the roller support plate 1333 is rotatably connected to the support plate 1331, and the other side is rotatably connected to the roller. The axle of the roller is perpendicular to the roller support plate 1333. Each roller support plate 1333 is provided with two rollers, and the two rollers on the same roller support plate 1333 are located on both sides of the guide rail 14. The two rollers on the same roller support plate 1333 form a clamping structure for the guide rail 14. Because the guide rail 14 in this design uses a curved structure, simply using two rollers to clamp the guide rail 14 is insufficient to ensure a tight fit between the roller assembly and the guide rail 14. Therefore, this design employs a combination of four rollers. To accommodate the curved shape of the guide rail 14, each roller support plate 1333 needs to be able to change direction independently to prevent the roller assembly from getting stuck on the guide rail 14.

[0072] Based on the above implementation plan, see Figure 2 and Figure 4 A buffer assembly 3 is provided between the first traction member 12 of the two opening and closing assemblies 1. The buffer assembly 3 includes a buffer block 31 and a buffer post 32. The buffer block 31 is fixedly connected to the support assembly 2 and has a notch on the side facing the first traction member 12. One end of the buffer post 32 is fixedly connected to the first traction member 12, and the other end faces the notch of the buffer block 31.

[0073] A pad made of elastic material is provided at the end of the buffer column 32 facing the buffer block 31.

[0074] When the covers on both sides are closed, the buffer post 32 rests against the buffer block 31.

[0075] Based on the above implementation plan, see Figure 2 and Figure 4 The support component 2 includes a support plate 21, which is disposed on the lower side of the first traction member 12; a support block 22 is disposed between the first traction member 12 and the support plate 21, with the upper side of the support block 22 connected to the first traction member 12 and the lower side abutting against the upper side of the support plate 21.

[0076] Lubricant is applied between the contact surfaces of the support plate 21 and the support block 22. The support block 22 and the first traction member 12 are rotatably connected by a connecting shaft. The support block 22 is cylindrical, and its axis is perpendicular to the support plate 21. The arrangement of the support plate 21 and the support block 22 ensures that the first traction member 12 has sufficient stability during movement.

[0077] Based on the above implementation scheme, the locking assembly 4 includes a locking block 41, a locking rod 42, a first locking element 43, and a second locking element 44. The locking block 41 is connected to the second traction rod 132 and is located on the lower rear end of the second traction rod 132. The locking rod 42 can move closer to or further away from the locking block 41. When in the locked state, the rod of the locking rod 42 abuts against the locking block 41. The first locking element 43 can drive the locking rod 42 to move. The first locking element 43 is selected from pneumatic or hydraulic cylinders. The second locking element 44 can also drive the locking rod 42 to move; the second locking element 44 is a manually driven assembly. Figure 7 As shown, the second locking member 44 is a hexagonal rod with a gear on it, and the locking rod 42 has a rack. Rotating the second locking member 44 allows the locking rod 42 to be manually driven. When the front cover 100 is closed, the locking rod 42 extends outward and abuts against the rear side of the locking block 41. At this time, the second traction rod 132 and the cover 100 are in a [position / position]. Figure 1 In this state, the center line of the second traction rod 132 and the center line of the locking rod 42 are perpendicular, forming a dead point for supporting the cover 100, ensuring locking when the cover 100 is closed.

[0078] Based on the above implementation plan, see Figure 9 The second locking member 44 has a sector gear with one toothed side facing the locking rod 42 and a locking sensor group 441 on the other side. The locking sensor group 441 includes two sensors, which correspond to the two sides of the sector gear on the second locking member 44. When the locking rod 42 moves, it drives the sector gear to rotate, and one side of the sector gear approaches one of the sensors in the locking sensor group 441, thereby providing feedback on the working position of the locking rod 42.

[0079] Finally, it should be noted that the above descriptions are merely preferred embodiments of this application and are not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A front-end opening and closing mechanism for a rail vehicle, characterized in that, include: The cover (100) is located at the front of the vehicle body, and there are two symmetrically arranged covers; An opening and closing assembly (1) is provided for each of the covers (100); it can drive the cover (100) to open or close by moving along a curved path on the side. The support component (2) is a frame-type support structure installed inside the front of the rail vehicle; A locking component (4) is provided for each of the opening and closing components (1), which can lock the opening and closing components (1); Each set of the opening and closing components (1) includes: The active component (11) serves as the power source for power output. The active component (11) is a retractable cylinder structure, and its fixed end is rotatably connected to the support assembly (2). The first traction member (12) is rotatably connected to the movable end of the active member (11); the first traction member (12) is provided with a first connecting part (121) corresponding to the cover (100), and the connection between the first connecting part (121) and the cover (100) is located at a position close to the two covers (100); The second traction member (13) is provided with a second connecting part (131) corresponding to the cover (100). The connection between the second connecting part (131) and the cover (100) is located at a position where the two covers (100) are far apart. The second traction member (13) moves along the curved path under the drive of the first traction member (12). The third traction member (15) is disposed above or below the first traction member (12), with one end rotatably connected to the cover (100) and the other end rotatably connected to the support assembly (2). A guide rail (14) is provided on one side of the support assembly (2); The second traction member (13) includes: The second traction rod (132) has a second connecting part (131) at one end of its rod body. A sliding member (133) is provided at the other end of the second traction rod (132), and the second traction rod (132) is slidably connected to the guide rail (14) through the sliding member (133); The locking component (4) includes: The locking block (41) is connected to the second traction rod (132); The locking rod (42) can move closer to or further away from the locking block (41). When it is in the locked state, the rod of the locking rod (42) abuts against the locking block (41). The first locking element (43) can drive the locking rod (42) to move.

2. The front-end opening and closing mechanism of a rail vehicle as described in claim 1, characterized in that, The guide rail (14) is a curved track, and the second traction member (13) can run along the guide rail (14) in a curved path; taking the end of the device near the cover (100) as the front end, the guide rail (14) includes: The front bend is located at the front of the guide rail (14) and is an arc-shaped bend structure. The bend protrudes near the support component (2). The rear bend is located behind the front bend and smoothly transitions to the front bend. The rear bend is an arc-shaped bend structure, and its bend protrudes away from the support component (2).

3. The front-end opening and closing mechanism of a rail vehicle as described in claim 2, characterized in that, The slider (133) includes: The support plate (1331) is located between the second traction member (13) and the guide rail (14); The support rod (1332) is fixedly connected at one end to the second traction member (13) and at the other end to the support plate (1331); A roller assembly, disposed on the support plate (1331), includes a plurality of rollers that can roll along the guide rail (14).

4. The front-end opening and closing mechanism of a rail vehicle as described in claim 3, characterized in that, The roller assembly includes: A plurality of roller support plates (1333) are provided. One side of the roller support plate (1333) is rotatably connected to the support plate (1331), and the other side is rotatably connected to the roller. The axle of the roller is perpendicular to the roller support plate (1333). Each roller support plate (1333) is provided with two rollers. The two rollers on the same roller support plate (1333) are located on both sides of the guide rail (14).

5. The front-end opening and closing mechanism of a rail vehicle as described in any one of claims 1-4, characterized in that, A buffer assembly (3) is provided between the first traction member (12) of the two opening and closing assemblies (1), the buffer assembly (3) comprising: The buffer block (31) is fixedly connected to the support assembly (2) and has a notch on its side facing the first traction member (12); The buffer column (32) is fixedly connected at one end to the first traction member (12), and the other end faces the notch of the buffer block (31).

6. The front-end opening and closing mechanism of a rail vehicle as described in any one of claims 1-4, characterized in that, The support component (2) includes: A support plate (21) is provided on the lower side of the first traction member (12); A support block (22) is provided between the first traction member (12) and the support plate (21). The upper side of the support block (22) is connected to the first traction member (12), and the lower side is attached to the upper side of the support plate (21).

7. The front-end opening and closing mechanism of a rail vehicle as described in claim 6, characterized in that, The first locking component (43) is an electronically controlled drive assembly, and the locking assembly (4) further includes: The second locking member (44) can drive the locking rod (42) to move in a displacement manner. The second locking member (44) is a manually driven component.

8. A rail vehicle, characterized in that, The front end of the vehicle body is provided with a front opening and closing mechanism for rail vehicles as described in any one of claims 1-7.

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