Vehicle rescue coupling mechanism

Abstract

The present invention discloses a vehicle rescue coupling mechanism, which relates to the field of vehicle engineering technology. The vehicle rescue coupling mechanism includes a front-end rescue module, which is used to be arranged at the front end of a first vehicle; the front-end rescue module includes a first coupler and a first body structure; the first body structure includes a head cover and a coupler mounting seat; an opening and closing port is provided on the head cover, and an opening and closing port is rotatably connected to the opening and closing port to open and close the opening and closing port by flipping over; when the opening and closing port is opened, the first coupler can be connected to other vehicles through the opening and closing port, wherein the first coupler is connected to the front end of the coupler mounting seat, and the length between the front end and the rear end of the first coupler remains unchanged. The opening and closing port can be opened or closed by flipping over the opening and closing cover, and the first coupler is connected to the coupler mounting seat. When the opening and closing cover is opened, the second coupler on another vehicle is directly connected through the opening and closing port, so that quick coupling can be achieved. The front-end rescue module has a simple structure, which can simplify the front-end structure of the first vehicle to which it is applied and reduce its weight.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engineering, and in particular to a vehicle rescue coupling mechanism. Background Art

[0002] Rail trains typically feature a complex front-end traction beam structure at the driver's cab end, equipped with fully or semi-automatic couplers to facilitate train reconnection and rescue. High-speed trains also require a complex opening and closing mechanism to achieve end-coupler connection to maintain their streamlined design. This structure results in heavier rail train ends, particularly for long cab-mounted structures, which place severe load-bearing conditions on the first bogie.

[0003] With the increase in the types of rail trains, the above-mentioned complex front-end structure of the driver's cab may exceed the needs of the train. For example, for rail trains that only have rescue conditions and no reconnection and collision energy absorption requirements, these structures make the train heavier, affecting the realization of rapid rescue needs.

[0004] Therefore, how to achieve the simplification and lightweighting of the vehicle's front-end structure is a technical problem that those skilled in the art currently need to solve. Summary of the Invention

[0005] In view of this, an object of the present invention is to provide a vehicle rescue coupling mechanism, which is conducive to simplifying and lightweighting the front-end structure of the vehicle.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A vehicle rescue coupling mechanism includes a front-end rescue module for being arranged at the front end of a first vehicle; the front-end rescue module includes a first coupler and a first body structure; the first body structure includes a head cover and a coupler mounting seat; an opening and closing port is provided on the head cover, and an opening and closing cover is rotatably connected to the opening and closing port so as to open and close the opening and closing port by flipping; when the opening and closing port is opened, the first coupler can be connected to other vehicles through the opening and closing port, wherein the first coupler is connected to the front end of the coupler mounting seat, and the length between the front end and the rear end of the first coupler remains unchanged.

[0008] Preferably, when the opening and closing cover closes the opening and closing port, the first coupler is connected to the coupler mounting seat and is covered by the opening and closing cover.

[0009] Preferably, the first coupler includes a first coupler body and a first center column; the axis of the first center column extends in the up and down directions and is fixed to the coupler mounting seat; the rear end of the first coupler body is rotatably connected to the first center column and can rotate around the axis of the first center column.

[0010] Preferably, the first coupler is detachably connected to the coupler mounting seat.

[0011] Preferably, the first vehicle body structure also includes a skeleton structure and two longitudinal beams, both of which are arranged on the rear side of the head cover; the rear ends of the two longitudinal beams are fixed to the front end of the skeleton structure, and the coupler mounting seat is fixed to the front ends of the two longitudinal beams; first front reinforcement plates are respectively arranged on the upper and lower sides of the two longitudinal beams, the two ends of the first front reinforcement plates are respectively fixed to the two longitudinal beams, and the middle part is fixedly connected to the rear surface of the coupler mounting seat; the upper and lower sides of the longitudinal beams and the corresponding first front reinforcement plates respectively form nut mounting spaces, the first coupler is fixed to the coupler mounting seat by a first bolt, and the corresponding nut mounting space accommodates the first nut that cooperates with the first bolt.

[0012] Preferably, it also includes a second coupler for connecting or disconnecting from the first coupler, and the second coupler is used to be arranged at the rear end of the second vehicle; the rear end of the second coupler has a first connecting sleeve and a locking structure, and the locking structure is connected to the side wall of the first connecting sleeve; after the front end of the first coupler extends into the first connecting sleeve, the locking structure can extend into the first connecting sleeve and connect to lock the first coupler.

[0013] Preferably, the locking structure includes a second connecting sleeve, a locking bolt, an elastic member and an unhooking handle; the second connecting sleeve is fixed to and communicated with the first connecting sleeve, the locking bolt is slidably connected in the second connecting sleeve, and the unhooking handle is rotatably connected to the locking bolt via a connecting shaft, and when one end of the unhooking handle is against the second connecting sleeve and flipped along a first flipping direction, the locking bolt can be driven to disengage from the first connecting sleeve, and thus the first coupler can be separated from the second coupler; the elastic member is arranged between the unhooking handle and the locking bolt, and the elastic member can provide elastic force to make the locking bolt extend into the first connecting sleeve.

[0014] Preferably, a hook is connected to the outer side of the second connecting sleeve; after the unhooking handle is rotated to a set angle along the first flipping direction, the hook can be connected to position the unhooking handle, thereby positioning the locking bolt.

[0015] Preferably, a trumpet-shaped guide opening is provided at the rear end of the first connecting sleeve, and / or the front end of the first coupler is a convex conical guide head; the second coupler includes a second coupler body and a second center column, the second center column extends in the up and down directions, the front end of the second coupler body is rotatably sleeved on the second center column, and the first connecting sleeve is arranged in the second coupler body.

[0016] Preferably, an anti-rotation groove is provided at the front end of the first coupler, and an anti-rotation block is protruding from the inner side surface of the first connecting sleeve. When the front end of the first coupler extends into the first connecting sleeve, the anti-rotation groove is covered with and slides along the anti-rotation block to prevent the first coupler from rotating relative to the first connecting sleeve.

[0017] The vehicle rescue coupling mechanism provided by the present invention includes a front-end rescue module, which is used to be arranged at the front end of a first vehicle; the front-end rescue module includes a first coupler and a first body structure; the first body structure includes a head cover and a coupler mounting seat; an opening and closing port is provided on the head cover, and an opening and closing cover is rotatably connected to the opening and closing port so as to open and close the opening and closing port by flipping; when the opening and closing port is opened, the first coupler can be connected to other vehicles through the opening and closing port, wherein the first coupler is connected to the front end of the coupler mounting seat, and the length between the front end and the rear end of the first coupler remains unchanged.

[0018] This vehicle rescue coupling mechanism includes a front-end rescue module, whose opening can be opened or closed by flipping a cover. A first coupler is connected to a coupler mounting seat. When the cover is opened, the first coupler connects directly to a second coupler on another vehicle through the opening. The front-end rescue module has a simple structure, simplifying the front-end structure of the first vehicle in which it is used and reducing its weight. Furthermore, the front-end rescue module adapts to connect with the second coupler on the preceding vehicle, ensuring smooth coupling between vehicles. This eliminates the need for the first coupler to have fore-and-aft length adjustment, enabling rapid coupling. Furthermore, the front-end rescue module is particularly suitable for rail vehicles operating in rescue situations without the need for reconnection or collision energy absorption. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention 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, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0020] Figure 1 This is an appearance diagram of the front-end rescue module of the first specific embodiment of the vehicle rescue coupling mechanism provided by the present invention;

[0021] Figure 2 for Figure 1 Internal structure diagram;

[0022] Figure 3 for Figure 1 Structural diagram of the first coupler;

[0023] Figure 4 This is a schematic diagram of the connection between the front rescue module and the second coupler in the first specific embodiment of the vehicle rescue coupling mechanism provided by the present invention;

[0024] Figure 5 This is a schematic diagram of the connection between the first coupler and the second coupler in the first specific embodiment of the vehicle rescue coupling mechanism provided by the present invention;

[0025] Figure 6 for Figure 5 sectional view of

[0026] Figure 7 for Figure 6 A partial enlarged view of

[0027] Figure 8 This is an appearance diagram of a coupler mounting seat of a second specific embodiment of the vehicle rescue coupling mechanism provided by the present invention;

[0028] Figure 9 This is a rear side schematic diagram of a coupler mounting seat of a second specific embodiment of the vehicle rescue coupling mechanism provided by the present invention;

[0029] Figure 10 This is a schematic diagram of the connection between the coupler mounting seat and the first coupler of the second specific embodiment of the vehicle rescue coupling mechanism provided by the present invention.

[0030] Reference numerals:

[0031] Front-end rescue module 1;

[0032] First coupler 2, first coupler body 21, convex conical guide head 211, anti-rotation groove 212, first rotation sleeve 213, first coupler rod 214, first connecting hook head 215, first center column 22, first bolt 23, first sleeve 24, first nut 25;

[0033] First vehicle body structure 3, coupler mounting seat 31, screw hole 311, head cover 32, opening and closing port 321, opening and closing cover 322, skeleton structure 33, front end beam 331, longitudinal beam 34, rear reinforcement plate 35, front reinforcement plate 36, first front reinforcement plate 361, second front reinforcement plate 362, nut mounting space 37;

[0034] Second coupler 4, second coupler body 41, locking structure 42, second connecting sleeve 421, limiting block 4211, second slide 4212, locking bolt 422, limiting hole 4221, locking head 4222, unhooking handle 423, elastic member 424, hook 425, connecting shaft 426, second bolt 43, second center column 44, second sleeve 45, first connecting sleeve 46, trumpet-shaped guide port 461, first through hole 462, first cover plate 463, first groove 464, anti-rotation block 465, second rotating sleeve 466. DETAILED DESCRIPTION

[0035] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0036] The core of the present invention is to provide a vehicle rescue coupling mechanism with a simple structure that can be applied to the front end of a rail train to meet the needs of rapid train rescue while achieving the lightweight requirements of the vehicle end structure.

[0037] Please refer to the specific embodiment of the vehicle rescue coupling mechanism provided by the present invention. Figures 1 to 7 , including a front-end rescue module 1 and a second coupler 4.

[0038] During use, the front-end rescue module 1 and the second coupler 4 are connected to two separate vehicles. The front-end rescue module 1 is installed at the front end of the first vehicle, specifically a railway train. In this case, the front-end rescue module 1 is installed in front of the driver's cab of the railway train. The second coupler 4 is installed at the rear end of the second vehicle, specifically the rescue vehicle. The first coupler 2 and the second coupler 4 are rescue couplers that can be connected or disconnected to achieve vehicle coupling for train rescue operations.

[0039] In the front-end rescue module 1, as Figure 1 and Figure 2 As shown, the front rescue module 1 includes a first coupler 2 and a first vehicle body structure 3. The first vehicle body structure 3 includes a head cover 32 and a coupler mounting seat 31.

[0040] like Figure 1 As shown, the first vehicle body structure 3 is specifically a driver's cab of a rail train or is arranged in the driver's cab of a rail train. The hood 32 is the hood at the front end of the driver's cab. The hood 32 has a streamlined shape. The hood 32 covers the front and top of the coupler mounting seat 31. The coupler mounting seat 31 is used to connect the first coupler 2.

[0041] like Figure 1 and Figure 2 As shown, the hood 32 of the first vehicle body structure 3 is provided with an opening and closing opening 321. An opening and closing cover 322 is rotatably connected to the opening and closing opening 321. The opening and closing cover 322 can be opened and closed by flipping (specifically, manually flipping) the opening and closing cover 322. Specifically, the top end of the opening and closing cover 322 is rotatably connected to the upper edge of the opening and closing opening 321. The opening and closing opening 321 is opened by flipping upward. In addition, an elastic member 424 or other locking member can be provided between the opening and closing cover 322 and the opening and closing opening 321 to maintain the opening. After the opening and closing cover 322 closes the opening and closing opening 321, the opening and closing cover 322 can also be locked by a corresponding locking member.

[0042] After the opening and closing opening 321 is opened, the first coupler 2 can be connected to other vehicles through the opening and closing opening 321 to realize the connection of the vehicles. It should be noted that, here, the first coupler 2 can extend in front of the opening and closing opening 321, or be located behind the opening and closing opening 321, and extend into the opening and closing opening 321 through the connection component of the vehicle in front to connect the first coupler 2; and at this time, the first coupler 2 is connected to the front end of the coupler mounting seat 31, and the length between the front and rear ends of the first coupler 2 remains unchanged, that is, the structure of the first coupler 2 is simple, no telescopic function is set, and no telescopic deformation is required to connect other vehicles.

[0043] The vehicle rescue coupling mechanism in this embodiment includes a front-end rescue module 1. The opening and closing opening 321 can be opened or closed by flipping the opening and closing cover 322. The first coupler 2 is connected to the coupler mounting seat. When the opening and closing cover 322 is opened, the second coupler 4 on another vehicle is directly connected through the opening and closing opening 321. The front-end rescue module 1 has a simple structure, which can simplify the front-end structure of the first vehicle to which it is applied and reduce the weight. In addition, the front-end rescue module 1 is adaptively connected to the second coupler 4 on the vehicle in front, which can ensure smooth coupling between vehicles. There is no need to require the first coupler 2 to have a length adjustment function in the front-to-back direction, and quick coupling can be achieved. In addition, the front-end rescue module is particularly suitable for rail trains with rescue conditions and no requirements for reconnection and collision energy absorption.

[0044] In order to improve the efficiency of coupler coupling and further realize rapid coupling, Figure 1 As shown, the first coupler 2 can be always connected to the coupler mounting seat 31 and does not need to be installed only during rescue operations. In this case, sufficient space needs to be reserved on the rear side of the head cover 32 on the first body structure 3 to accommodate the first coupler 2. When the opening and closing cover 322 closes the opening and closing opening 321, the first coupler 2 is connected to the coupler mounting seat 31 and covered by the opening and closing cover 322. That is, the first coupler 2 does not hinder the closing operation of the opening and closing cover 322. After the opening and closing cover 322 opens the opening and closing opening 321, the second coupler 4 can be extended into the opening and closing opening 321 and connected to the first coupler 2. In this case, the first coupler 2 does not need to extend out of the opening and closing opening 321, but is instead extended into the first coupler 2 via the adapted second coupler 4. This reduces the length requirement of the first coupler 2 in the front-to-back direction, allowing the first coupler 2 to be directly configured as a non-retractable fixed-length structure. At the same time, the first coupler 2 is prevented from occupying too much space within the first body structure 3.

[0045] Of course, in other embodiments, the first coupler 2 can also be detachably connected to the coupler mounting seat 31. Although it needs to be installed separately under rescue conditions, it is more flexible in selecting the length of the first coupler 2. Figures 8 to 10As shown, when the first coupler 2 is connected to the coupler mounting base 31, the first coupler 2 extends from the opening 321 to connect with the second coupler 2. After the rescue operation is completed, the opening and closing cover 322 cannot be closed. The opening and closing cover 322 can be closed by disassembling. In addition, the first coupler 2 is available in various lengths. The appropriate length can be selected and installed on the coupler mounting base 31 according to actual needs.

[0046] In the first coupler 2, as Figure 2 and Figure 3 As shown, the first coupler 2 includes a first coupler body 21 and a first center column 22. The first center column 22 is located at the rear end of the first coupler 2. The first coupler body 21 can rotate relative to the first center column 22 to adjust the angle of the first coupler body 21 so as to be adaptively connected to the second coupler 4.

[0047] like Figure 2 and Figure 3 As shown, the axis of the first center column 22 extends in the vertical direction and is fixed to the coupler mounting seat 31. The upper and lower ends of the first center column 22 are respectively fixed to the coupler mounting seat 31. Specifically, the upper and lower ends of the first center column 22 are respectively fixed to the coupler mounting seat 31 by first bolts 23. In addition, in order to limit the distance between the first center column 22 and the coupler mounting seat 31, as shown in FIG. Figure 3 As shown, a first sleeve 24 is sleeved onto the first bolt 23, with the front and rear ends of the first sleeve 24 respectively abutting the rear side of the first center post 22 and the front surface of the coupler mounting seat 31. Furthermore, the portion of the first center post 22 between the upper and lower first bolts 23 may be cylindrical, so that the first coupler body 21 can rotate smoothly and stably on the first center post 22.

[0048] like Figure 3 As shown, a first swivel sleeve 213 is provided at the rear end of the first coupler body 21. The first swivel sleeve 213 is rotatably coupled to the first center column 22 via the first swivel sleeve 213, allowing the first coupler 2 to swivel about the axis of the first center column 22. The first swivel sleeve 213 is also connected to the first center column 22 via a bearing. The first swivel sleeve 213 is located between two upper and lower first bolts 23. Specifically, the first swivel sleeve 213 can move up and down on the first center column 22. The two first bolts 23 define the movable distance of the first swivel sleeve 213 on the first center column 22 to accommodate the height difference between the two coupled vehicles. Of course, in other embodiments, the first swivel sleeve 213 can also be configured to only swivel on the first center column 22.

[0049] like Figure 3As shown, the front end of the first coupler body 21 is provided with a first connecting hook head 215 for connecting to the second coupler 4. The first connecting hook head 215 can be specifically a hook 425 that can hook or clamp the second coupler 4, wherein the hook-shaped opening of the hook 425 can be located at the top thereof. In other embodiments, such as Figure 10 As shown, the first connecting hook head 215 can also be set to a connecting through hole, and connected to the rescue vehicle through a pin. In addition, the shape of the second coupler 4 can be adaptively set according to the needs of the first coupler 2.

[0050] like Figure 3 As shown, the middle portion of the first coupler body 21 is a first coupler rod 214. A first swivel sleeve 213 and a first connecting hook head 215 are respectively fixed to the front and rear ends of the first coupler rod 214. Specifically, they can be welded together or directly formed into one piece. The length of the first coupler 2 specifically refers to the distance from the front end of the first connecting hook head 215 to the rear end of the first swivel sleeve 213. To reduce weight, the first coupler rod 214 can be hollow.

[0051] The first coupler 2 has a simple structure and can be connected to a rescue vehicle and pass through curves during the rescue process. Due to its simple structure, the weight of the first coupler 2 is significantly reduced compared to traditional rail train couplers, which can meet the needs of simple train rescue operations.

[0052] To facilitate replacement or maintenance of the first coupler 2, the first coupler 2 and the first vehicle body structure 3 may be connected in a detachable manner, such as by bolts, a snap-on connection, etc. In other embodiments, a welding connection may also be employed.

[0053] In the first vehicle body structure 3, as Figure 2 As shown, the first vehicle body structure 3 also includes a skeleton structure 33 disposed behind the hood 32, and a longitudinal beam 34 disposed behind the hood 32. The longitudinal beam 34 is fixed to the front end of the skeleton structure 33, and the front end of the longitudinal beam 34 is fixedly connected to the coupler mounting base 31. The longitudinal beam 34 connects the coupler mounting base 31 to the skeleton structure 33. The longitudinal beam 34 provides sufficient operating space for installing the coupler mounting base 31 and the first coupler 2, allowing operations such as bolting to the first coupler 2 to be performed behind the coupler mounting base 31. The coupler mounting base 31 can be a flat plate, with a simple structure and a weight-saving effect.

[0054] like Figure 2 As shown, the skeleton structure 33 includes or is provided on the front traction beam structure of the railway train. The front end of the skeleton structure 33 is a front beam 331, which can be a buffer beam for mounting the coupler mounting seat 31.

[0055] like Figure 2As shown, there are two longitudinal beams 34, which can be arranged in sequence along the transverse direction. It should be noted that the vertical direction, the front-to-back direction, and the transverse direction can be three directions perpendicular to each other. The transverse spacing between the two longitudinal beams 34 can gradually increase from front to back. The coupler mounting base 31 and the two longitudinal beams 34 generally form a stable triangular support structure.

[0056] like Figure 2 As shown, reinforcing plates are added to the first vehicle body structure 3, specifically a front reinforcing plate 36 between the longitudinal beam 34 and the coupler mounting base 31, and a rear reinforcing plate 35 between the longitudinal beam 34 and the frame structure 33, to enhance structural strength. The coupler mounting base 31, longitudinal beam 34, and reinforcing plates can be welded together using aluminum alloy. Furthermore, the coupler mounting structure, consisting of the coupler mounting base 31, longitudinal beam 34, and reinforcing plates, is simple and lightweight.

[0057] Regarding the specific configuration of the front reinforcement plate 36, Figure 2 As shown, longitudinal beam 34 is vertically connected to the middle portion of the rear surface of coupler mounting base 31 to ensure the stability of coupler mounting base 31 and provide a sufficient area to support first coupler 2. Accordingly, front reinforcing plates 36 are provided on the upper and lower sides of longitudinal beam 34 to connect to the rear surface of first coupler 2. Furthermore, in the transverse direction, front reinforcing plates 36 can be divided into a first front reinforcing plate 361 and a second front reinforcing plate 362, depending on their position and shape.

[0058] Specifically, if Figure 2 As shown, two first front reinforcing plates 361 are located on the upper and lower sides of the longitudinal beams 34, respectively. The first front reinforcing plates 361 may be U-shaped plates. The ends of the first front reinforcing plates 361 are fixedly connected to the upper (or lower) surfaces of the two longitudinal beams 34, respectively, and the middle portion is fixedly connected to the coupler mounting base 31, thereby integrally connecting the coupler mounting base 31 and the two longitudinal beams 34 and effectively preventing the coupler mounting base 31 from twisting and swinging relative to the middle portion where it connects to the longitudinal beams 34.

[0059] Among them, on the rear side of the coupler mounting seat 31, nut installation spaces 37 are respectively formed between the upper side of the longitudinal beam 34 and the upper first front reinforcement plate 361, and between the lower side of the longitudinal beam 34 and the lower first front reinforcement plate 361. The first coupler 2 is connected to the coupler mounting seat 31 through the first bolt 23, and the first nut 25 that cooperates with the first bolt 23 is accommodated in the corresponding nut installation space 37. In addition to providing operating space, since the connection position of the first bolt 23 and the first nut 25 is covered by the first front reinforcement plate 361, the first nut 25 is not easily interfered with by external forces, and has a certain anti-slip effect.

[0060] Specifically, if Figure 2As shown, each second front reinforcing plate 362 is used to connect to a single longitudinal beam 34 and coupler mounting base 31 to further enhance the reinforcement effect. Each longitudinal beam 34 may be provided with a second front reinforcing plate 362 on both the upper and lower sides. Each first front reinforcing plate 361 may be provided with a second front reinforcing plate 362 on both lateral sides. Specifically, the first front reinforcing plates 361 may be connected to the lateral edges of the longitudinal beam 34 and the lateral edges of the coupler mounting base 31. The second front reinforcing plates 362 may be triangular plates.

[0061] Regarding the specific configuration of the rear reinforcement plate 35, Figure 2 As shown, each longitudinal beam 34 is connected to the skeleton structure 33 at both ends in the transverse direction via a rear reinforcement plate 35. Specifically, the rear end and the two transverse side surfaces of the longitudinal beam 34 are connected to the front surface of the front beam 331. Furthermore, two rear reinforcement plates 35 are connected to the same transverse side of the longitudinal beam 34. Specifically, the thickness of the longitudinal beam 34 is the same as that of the front beam 331 in the vertical direction. The two rear reinforcement plates 35 are arranged vertically, connected to the upper and lower surfaces of the longitudinal beam 34 and the upper and lower surfaces of the front beam 331, respectively, in a coplanar manner. Alternatively, the rear reinforcement plates 35 may be triangular plates.

[0062] Of course, in other embodiments, the coupler mounting seat 31 may also be connected to the first coupler 2 using other structures or methods.

[0063] In another specific embodiment, Figures 8 to 10 As shown, due to the small taper at the front end of a high-speed train, coupler swing can affect the size of the driver's cab opening. To further reduce the size of the opening and closing cover 322, further reduce the weight of the normally operating vehicle, and enhance the vehicle's aesthetic appearance, the coupler mounting base 31 is configured as a mounting plate or block with screw holes 311. In this case, the rear end of the first coupler 2 can be threaded and connected to the screw holes 311 by rotation, facilitating operation. Furthermore, the first coupler 2 can serve as a rescue rod and be detachably connected to the coupler mounting base 31. Furthermore, this coupler mounting base 31 can also be directly fixed to the head cover 32, or alternatively, it can be connected to the skeleton structure using the longitudinal beams of the first embodiment.

[0064] During normal train operation, the first coupler 2 is not installed. During train rescue, the rescue vehicle carries the first coupler 2, opens the opening / closing cover 322, and inserts the first coupler 2 through the opening / closing opening 321 into the rear side of the head cover 32. The threads at the rear end of the first coupler 2 engage with the screw holes 311 of the coupler mounting seat 31, allowing the front end of the first coupler 2 to extend beyond the opening / closing opening 321. During machining, the opening / closing cover 322 and the opening / closing opening 321 only need to leave space for the first coupler 2 to pass through and be removed, minimizing the size of the opening / closing opening 321.

[0065] In the second coupler 4, as Figures 4 to 7 As shown, it includes a second coupler body 41 and a second center column 44. The second coupler body 41 is disposed at the rear end of the second center column 44. The second coupler body 41 can rotate relative to the second center column 44 to adjust the angle of the second coupler body 41 so as to adaptably connect with the first coupler 2.

[0066] In the second coupler body 41, as Figure 5 and Figure 6 As shown, the second coupler body 41 includes a locking structure 42 and a first connecting sleeve 46. The locking structure 42 is connected to the side wall of the first connecting sleeve 46 and can be specifically positioned above the first connecting sleeve 46. The first connecting sleeve 46 has a channel extending forward and backward with an open front end. After the front end of the first coupler 2 is inserted into the first connecting sleeve 46, the locking structure 42 extends downward into the first connecting sleeve 46 and connects to the first coupler 2, locking the first coupler 2 to the second coupler 4 and achieving vehicle coupling. Since the connection position can be built into the first connecting sleeve 46 after the first and second couplers 2 and 4 are connected, it provides a protective effect and ensures the reliability of the coupling.

[0067] Specifically, in the locking structure, as Figure 7 As shown, it includes a second connecting sleeve 421 , a locking bolt 422 , an elastic member 424 , an unhooking handle 423 and a hook 425 .

[0068] like Figure 6 As shown, the second connecting sleeve 421 is fixed to and communicates with the first connecting sleeve 46, and can be specifically located above the first connecting sleeve 46. A second slideway 4212 is formed inside the second connecting sleeve 421 to pass through in the vertical direction to install the lock bolt 422 and limit the sliding direction of the lock bolt 422.

[0069] like Figure 6 and Figure 7 As shown, the locking bolt 422 is slidably connected to the second connecting sleeve 421, specifically slidably connected to the second slide 4212. The locking bolt 422 is used to connect to lock the first coupler 2. Specifically, the locking bolt 422 is close to the end of the first connecting sleeve 46 ( Figure 6 The lock head 4222 is provided at the middle and bottom end of the first coupling sleeve 46. The lock head 4222 can be inserted into or clamped on the first coupler 2 by extending into the first connecting sleeve 46 to connect the first coupler 2 with the second coupler 4. The lock bolt 422 drives the lock head 4222 to move in the reverse direction to release the connection with the first coupler 2. In addition, in order to prevent the lock bolt 422 from falling out of the second connecting sleeve 421 and to prevent the lock bolt 422 from rotating in the second connecting sleeve 421, as shown in FIG. Figure 7As shown, a limiting hole 4221 extending along the sliding direction of the locking bolt 422 in the second connecting sleeve 421 is provided on the locking bolt 422, which is specifically an oblong hole. A limiting block 4211 is fixedly provided in the second connecting sleeve 421, and the limiting block 4211 is inserted into the limiting hole 4221. The limiting hole 4221 can slide up and down within the limited range of the limiting block 4211, which can limit the sliding range of the locking bolt 422 in the second connecting sleeve 421 and prevent the locking bolt 422 and the unhooking handle 423 from completely disengaging from the second connecting sleeve 421 in the direction away from the first connecting sleeve 46.

[0070] like Figure 5 , Figure 6 and Figure 7 As shown, the unhooking handle 423 is rotatably connected to the lock bolt 422 via the connecting shaft 426. When the vehicle needs to be unhooked, the unhooking handle 423 is manually flipped, and one end of the unhooking handle 423 ( Figure 7 The middle right end) is against the second connecting sleeve 421 and rotates along the first flip direction ( Figure 7 When the first coupler 2 is separated from the second coupler 4 by a plurality of rotations (clockwise as indicated by the arrow in the middle), the uncoupling handle 423 can be turned by the connecting shaft 246 to move the locking bolt 422 away from the first connecting sleeve 46. The connecting shaft 426 and the locking bolt 422 move synchronously, thereby separating the first coupler 2 from the second coupler 4. In addition, when the locking bolt 422 extends from one end of the second connecting sleeve 421 into the first connecting sleeve 46 to the corresponding extreme position (a position capable of connecting with the first coupler 2 inserted into the first connecting sleeve 46), the uncoupling handle 423 covers the other end of the second connecting sleeve 421, providing a protective effect.

[0071] like Figure 7 As shown, the elastic member 424 is disposed between the unhooking handle and the locking bolt 422. Specifically, the elastic member 424 is a compression spring. The locking bolt 422 has an inner cavity and is open at one end away from the first connecting sleeve 46 and close to the unhooking handle 423. The elastic member 424 is built into the locking bolt 422, and the elastic member 424 abuts against the unhooking handle 423. At this time, the locking bolt 422, the elastic member 424, the unhooking handle 423, and the connecting shaft 426 are connected as a single module, which can be uniformly installed on the second connecting sleeve 421. The elastic member 424 can provide elastic force to cause the locking bolt 422 to extend into the first connecting sleeve 46.

[0072] In the initial state, under the resetting action of the elastic member, the locking bolt 422 extends into the first connecting sleeve 46 to connect the first coupler 2 extended into the first connecting sleeve 46; during the uncoupling process, the uncoupling handle 423 is lifted around the fulcrum between the uncoupling handle 423 and the second connecting sleeve 421, and the uncoupling handle 423 drives the locking bolt 422 away from the first connecting sleeve 46 through the connecting shaft 426. At this time, the distance between the locking bolt 422 and the uncoupling handle 423 is reduced, the elastic member 424 is continuously compressed, and the locking head of the locking bolt 422 is separated from the first coupler 2, The first coupler 2 is pulled out from the first connecting sleeve 46; thereafter, the unhooking handle 423 can be released, and the elastic member 424 returns to its original position, driving the locking bolt 422 to move away from the unhooking handle 423, and the locking bolt 422 moves toward the inside of the first connecting sleeve 46. At this time, since the unhooking handle 423 and the second connecting sleeve 421 are unstable point supports, under the action of gravity and driven by the locking bolt 422 and the connecting shaft 426, the unhooking handle 423 also returns to its original position and covers the second connecting sleeve 421 again, ready for the next connection of the first coupler 2.

[0073] like Figure 7 As shown, the hook 425 is connected to the outside of the second connecting sleeve 421 and is used to lock the unhooking state of the unhooking handle to facilitate the operation of the first coupler 2 to be disengaged from the first connecting sleeve 46. Specifically, the hook 425 is rotatably connected to the outside of the second connecting sleeve 421. The hook 425 is located in front of the second connecting sleeve 421. The unhooking handle 423 extends backward from the second connecting sleeve 421. At this time, the position where the unhooking external force is manually applied to the unhooking handle 423 is located at the rear side of the second connecting sleeve 421. When the unhooking handle 423 is rotated in the first flip direction ( Figure 7 After being rotated to a set angle (in the direction of the middle arrow), the hook 425 can be connected to position the unhooking handle 423, thereby positioning the lock bolt 422. In addition, a positioning column is provided on the unhooking handle 423, and the hook 425 hooks the positioning column to achieve positioning of the unhooking state of the unhooking handle 423.

[0074] In the first connecting sleeve 46, as Figure 7 As shown, a trumpet-shaped guide opening 461 is provided at its rear end, which has a guiding function. To improve the guiding effect, the front end of the first coupler 2 can also be provided with a convex conical guide head 211 to ensure that the first coupler 2 can smoothly enter the first connecting sleeve 46.

[0075] Because the convex conical guide head 211 is inclined relative to the sliding direction of the convex conical guide head 211 into the first connecting sleeve 46, there is no need to use the unhooking handle 423 to unhook the convex conical guide head 211. The convex conical guide head 211 can directly press the locking head 4222 extending into the first connecting sleeve 46, so that the convex conical guide head 211 overcomes the elastic force of the elastic member 424 and pushes the locking bolt 422. After the front end of the first coupler 2 passes over the locking head 4222 of the locking bolt 422 and the hook-shaped first connecting hook head 215 moves below the locking head 4222, the locking head 4222 can automatically enter and engage with the first connecting hook head 215 of the first coupler 2 under the drive of the elastic member 424. Adaptively, the rear side surface of the locking head 4222 can also be configured as an inclined surface that adapts to the convex conical guide head 211 to further facilitate the convex conical guide head 211 in pushing the locking head 4222.

[0076] like Figure 6 and Figure 7 As shown, an anti-rotation block 465 is protruding from the inner side of the first connecting sleeve 46, and an anti-rotation groove 212 is provided at the front end of the first coupler 2. As the front end of the first coupler 2 extends into the first connecting sleeve 46, the anti-rotation groove 212 is encased in the anti-rotation block 465 and slides forward along the anti-rotation block 465, preventing the first coupler 2 from rotating relative to the first connecting sleeve 46, thereby preventing it from falling out.

[0077] To facilitate the installation of the anti-rotation block 465, Figure 7 As shown, a first through hole 462 can be set through the first connecting sleeve 46, in which an anti-rotation block 465 is inserted and fixed, and part of the structure of the anti-rotation block 465 extends into the first connecting sleeve 46; in addition, the outer side of the first connecting sleeve 46 can be fixedly connected to the first cover plate 463, and the first cover plate 463 covers the first through hole 462, which has a protective effect; more specifically, a first groove 464 can be set on the first cover plate 463, and one end of the anti-rotation block 465 is inserted into the first groove 464. The insertion depth can also be set as needed, thereby adaptively changing the length of the anti-rotation block 465 extending into the first connecting sleeve 46. During installation, the anti-rotation block 465 can be connected to the first cover plate 463, and then the first cover plate 463 and the anti-rotation block 465 are integrally connected to the first connecting sleeve 46, and then the first cover plate 463 is bolted to the first connecting sleeve 46.

[0078] In order to limit the distance that the first coupler 2 extends into the first connecting sleeve 46 and prevent the first coupler 2 from missing the position connected with the lock bolt, a shoulder can be provided on the outer side of the first coupler 2 to cooperate with the boss in the first connecting sleeve 46. Specifically, the shoulder can be a groove wall of the anti-rotation groove 212, and the boss can directly use the anti-rotation block 465. The shoulder and the boss abut in the direction of the first coupler 2 extending, so as to prevent the first coupler 2 from continuing to extend into the first connecting sleeve 46.

[0079] On the second center column 44, as shown Figure 5 and Figure 6As shown, it is used to connect to the second vehicle. The axis of the second center column 44 extends in the vertical direction. The second coupler body 41 is rotatably connected to the second center column 44 and can rotate relative to the axis of the second center column 44 to adjust the angle of the second coupler body 41, thereby adaptively connecting with the first coupler 2.

[0080] like Figure 6 As shown, the upper and lower ends of a second center post 44 are secured to the rear end of the second vehicle's second body via second bolts 43. To limit the distance between the second center post 44 and the second vehicle body, a second sleeve 45 can be mounted on the second bolt 43. The front and rear ends of the second sleeve 45 respectively abut against the second center post 44 and the second vehicle body. Furthermore, the portion of the second center post 44 between the upper and lower second bolts 43 can be cylindrical, allowing the second coupler body 41 to rotate smoothly on the second center post 44.

[0081] like Figure 6 As shown, the front end of the second coupler body 41 is a second swivel sleeve 466 that is rotatably connected to the second center column 44. Furthermore, the second swivel sleeve 466 is located between two upper and lower second bolts 43. Specifically, the second swivel sleeve 466 is movable up and down on the second center column 44, with the two second bolts 43 defining the movable distance of the second swivel sleeve 466 on the second center column 44. In this case, the second swivel sleeve 466 may also be connected to the second center column 44 via a bearing. In other embodiments, the second swivel sleeve 466 may only be rotatable on the second center column 44. In this case, the coupler coupling utilizes a one-position coupler lock, meaning that the coupling components remain in the same position before and after coupling. Specifically, neither the first coupler 2 nor the second coupler 4 is extended or retracted.

[0082] During the coupling operation, when the first connecting hook head 215 at the front end of the first coupler 2 enters the first connecting sleeve 46 through the trumpet-shaped opening on the rear side of the second coupler 4, when there is a height or lateral deviation between the two coupled vehicles, the trumpet-shaped guiding structure cooperates with the convex cone structure at the front end of the connecting hook head of the first coupler 2 to guide the connecting hook head, thereby ensuring that the couplers are coupled in a centered manner.

[0083] In a specific application of the vehicle rescue coupling mechanism of this embodiment, the first coupler 2 is installed on the operating vehicle, and the second coupler 4 is installed on the rescue vehicle. The specific coupling process is as follows:

[0084] When the coupler is connected, Figure 6As shown, the inclined surface of the convex conical guide head 211 of the first coupler 2 contacts the bottom inclined surface of the lock bolt 422 of the second coupler 4, causing the lock bolt 422 to compress the elastic member and move upward as a whole. The limiting block 4211 fixed in the second connecting sleeve 421 cooperates with the limiting hole 4221 on the lock bolt 422 to ensure that the lock bolt 422 does not rotate. At the same time, the movement of the lock bolt 422 can meet the sliding of the first coupler 2 into the first connecting sleeve. After the coupler 4 is connected, the locking bolt 422 returns to its original position under the action of the elastic member 424. At this time, the locking head 4222 at the bottom end of the locking bolt 422 cooperates with the groove of the first connecting hook head of the first coupler to complete the connection engagement. At this time, the locking bolt 422 will be locked in its original position under the action of the elastic member 424 to avoid the risk of uncoupling. At the same time, the anti-rotation block 465 at the bottom of the second coupler 4 cooperates with the anti-rotation groove 212 at the bottom of the first coupler 2 to prevent the hook body from rotating and uncoupling when the coupler is loaded.

[0085] When unhooking, the unhooking handle is pulled upward, and the unhooking handle drives the locking bolt 422 to move upward, and the locking bolt 422 is separated from the first connecting hook head. Then, the hook 425 is used to connect the unhooking handle to keep the locking bolt 422 in the raised position and move the vehicle to complete the unhooking.

[0086] The vehicle rescue coupling mechanism in this embodiment has the following advantages: the first coupler 2 has a simple structure, small size and light weight, which can minimize the space occupied in the operating vehicle, reduce the weight of the entire vehicle, simplify the structure of the front end of the vehicle, reduce the weight of the end, and improve the structural load; the swing range of the first coupler 2 is small, so the front end of the driver's cab only needs to be provided with an opening cover 322 structure with a very small opening size, which is simple and beautiful; when the train is rescued, the opening cover 322 is manually opened, and the connecting hook head of the first coupler 2 can be exposed, so that the first coupler 2 can be realized. The coupling and uncoupling operations with the second coupler 4 do not require the setting of the opening and closing mechanism and the telescopic mechanism in traditional vehicles, thereby realizing the simplification and lightweight of the end structure; when rescuing the train, the opening and closing cover 322 is manually opened. After the opening and closing cover 322 is opened, the coupling structure and the coupling process of the coupler are easy to observe; the uncoupling operation is simple and can be completed by one person, and the vehicles can be kept separated after the personnel at the uncoupling position are evacuated, which is safe and reliable; after the opening and closing cover 322 is opened, the daily inspection, maintenance, installation and disassembly of the front-end rescue module 1 can be realized without the need for personnel to operate under the vehicle, thereby simplifying the process flow.

[0087] It should be noted that when an element is referred to as being "fixed" to another element, it may be directly attached to the other element or there may be an intermediate element. When an element is referred to as being "connected" to another element, it may be directly connected to the other element or there may be an intermediate element. In addition, in the description of the present invention, unless otherwise specified, "plurality," "plurality," and "plurality of groups" mean two or more.

[0088] Terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" indicate positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate and simplify the description of the present invention and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features referred to.

[0089] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in this specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0090] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0091] The above describes in detail the coupler assembly provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is intended only to facilitate understanding of the method and core concepts of the present invention. It should be noted that those skilled in the art may make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications fall within the scope of protection of the claims of the present invention.

Claims

1. A vehicle rescue coupling mechanism, characterized in that: The invention comprises a front-end rescue module (1) for being arranged at the front end of a first vehicle; the front-end rescue module (1) comprises a first coupler (2) and a first vehicle body structure (3); the first vehicle body structure (3) comprises a head cover (32) and a coupler mounting seat (31); an opening and closing opening (321) is provided on the head cover (32), and an opening and closing cover (322) is rotatably connected to the opening and closing opening (321) so as to open and close the opening and closing opening (321) by flipping; when the opening and closing opening (321) is opened, the first coupler (2) can be connected to another vehicle through the opening and closing opening (321), wherein the first coupler (2) is connected to the front end of the coupler mounting seat (31), and the length between the front end and the rear end of the first coupler (2) remains unchanged; the first vehicle body structure (3) further comprises a skeleton structure both of which are arranged on the rear side of the head cover (32). The invention relates to a frame structure (33) and two longitudinal beams (34); the rear ends of the two longitudinal beams (34) are fixed to the front end of the frame structure (33), and the coupler mounting seat (31) is fixed to the front end of the two longitudinal beams (34); first front reinforcing plates (361) are respectively provided on the upper and lower sides of the two longitudinal beams (34), the two ends of the first front reinforcing plates (361) are respectively fixed to the two longitudinal beams (34), and the middle part is fixedly connected to the rear surface of the coupler mounting seat (31); the upper and lower sides of the longitudinal beams (34) and the corresponding first front reinforcing plates (361) respectively form nut mounting spaces (37), the first coupler (2) is fixed to the coupler mounting seat (31) by a first bolt (23), and the corresponding nut mounting space (37) accommodates a first nut (25) matched with the first bolt (23).

2. The vehicle rescue coupling mechanism according to claim 1, characterized in that: When the opening and closing cover (322) closes the opening and closing port (321), the first coupler (2) is connected to the coupler mounting seat (31) and is covered by the opening and closing cover (322).

3. The vehicle rescue coupling mechanism according to claim 1, characterized in that: The first coupler (2) comprises a first coupler body (21) and a first center column (22); the axis of the first center column (22) extends in the up-down direction and is fixed to the coupler mounting seat (31); the rear end of the first coupler body (21) is rotatably sleeved on the first center column (22) and can perform rotational motion around the axis of the first center column (22).

4. The vehicle rescue coupling mechanism according to claim 1, characterized in that: The first coupler (2) is detachably connected to the coupler mounting seat (31).

5. The vehicle rescue coupling mechanism according to any one of claims 1 to 4, characterized in that: The invention also includes a second coupler (4) for connecting to or separating from the first coupler (2), wherein the second coupler (4) is arranged at the rear end of the second vehicle; the rear end of the second coupler (4) has a first connecting sleeve (46) and a locking structure (42), wherein the locking structure (42) is connected to the side wall of the first connecting sleeve (46); after the front end of the first coupler (2) extends into the first connecting sleeve (46), the locking structure (42) can extend into the first connecting sleeve (46) and connect to lock the first coupler (2).

6. The vehicle rescue coupling mechanism according to claim 5, characterized in that: The locking structure (42) includes a second connecting sleeve (421), a locking bolt (422), an elastic member (424) and an unhooking handle (423); the second connecting sleeve (421) is fixed to and communicated with the first connecting sleeve (46); the locking bolt (422) is slidably connected to the second connecting sleeve (421); the unhooking handle (423) is rotatably connected to the locking bolt (422) via a connecting shaft (426); one end of the unhooking handle (423) abuts against the second connecting sleeve (421) and is flipped along a first flipping direction, thereby driving the locking bolt (422) to escape from the first connecting sleeve (46), thereby separating the first coupler (2) from the second coupler (4); the elastic member (424) is provided between the unhooking handle and the locking bolt (422); the elastic member (424) can provide elastic force to cause the locking bolt (422) to extend into the first connecting sleeve (46).

7. The vehicle rescue coupling mechanism according to claim 6, characterized in that: The outer side of the second connecting sleeve (421) is connected to a hook (425); after the unhooking handle (423) is rotated to a set angle along the first flipping direction, the hook (425) can be connected to position the unhooking handle (423), thereby positioning the locking bolt (422).

8. The vehicle rescue coupling mechanism according to claim 5, characterized in that: The rear end of the first connecting sleeve (46) is provided with a trumpet-shaped guide opening (461), and / or the front end of the first coupler (2) is a convex conical guide head (211); the second coupler (4) comprises a second coupler body (41) and a second center column (44), the second center column (44) extends in the up-down direction, the front end of the second coupler body (41) is rotatably sleeved on the second center column (44), and the first connecting sleeve (46) is provided in the second coupler body (41).

9. The vehicle rescue coupling mechanism according to claim 5, characterized in that: An anti-rotation groove (212) is provided at the front end of the first coupler (2), and an anti-rotation block (465) is provided on the inner side surface of the first connecting sleeve (46). When the front end of the first coupler (2) extends into the first connecting sleeve (46), the anti-rotation groove (212) is sheathed and slides along the anti-rotation block (465) to prevent the first coupler (2) from rotating relative to the first connecting sleeve (46).

Images