Coupler wiring arrangement for a rail vehicle and nose of a rail vehicle

Abstract

The present disclosure provides a car coupler wiring structure for a rail vehicle and a car head of the rail vehicle, and relates to the technical field of car coupler wiring of the rail vehicle. The chassis of the car head of the rail vehicle is provided with a stop beam and a traction beam connected with the stop beam. A car coupler is rotatably mounted on the traction beam. The car coupler wiring structure comprises: a first fixing member mounted on the car coupler and configured to fix a cable led out by a hook head of the car coupler; and a wiring assembly arranged away from an axis of the car coupler in a car width direction and comprising a second fixing member mounted on a lower part of the traction beam or the stop beam and configured to fix the cable; wherein the cable between the first fixing member and the second fixing member has a predetermined length to bend or unfold in coordination with rotation of the car coupler relative to the traction beam.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of car coupler wiring of a rail vehicle, and more particularly to a car coupler wiring structure for a rail vehicle and a car head of a rail vehicle. BACKGROUND

[0002] According to the relevant standard, the length of the car head of a B-type metro with a cab is 19000+△, where △ is recommended to be 600 mm. In the case of 3+3 continuous running of the rail vehicle, the rail vehicle shares a platform with a normal 6-formation B-type vehicle, resulting in that the total length of the rail vehicle with a cab has little difference from the middle car (the relevant standard stipulates that the length of the B-type metro rail vehicle without a cab in the middle is 19000 mm). In the case of 3+3 continuous running of the rail vehicle, the value of △ of the car head with a cab is about 200-300 mm, so the underframe of the rail vehicle with a cab is shortened by about 600-700 mm than the general recommended length of the conventional metro. At the same time, based on the reasons such as sharing a platform with a normal 6-formation B-type vehicle in the case of 3+3 continuous running, the coupler selected for the rail vehicle is about 250-300 mm shorter than the coupler of the general B-type metro. This greatly shortens the cable routing distance and space, causing great difficulties for the laying and protection of the cable.

[0003] Moreover, in the case of 3+3 continuous running of the rail vehicle, the running speed of the vehicle is the highest speed level 120 Km / h of the B-type metro (the running speed level of the rail vehicle is divided into 80 Km / h, 100 Km / h, and 120 Km / h). This also leads to an increase in the devices such as traction, auxiliary, and signal devices that need to be installed on the underframe and bogie of the rail vehicle, resulting in a large increase in the number of cable pipelines under the rail vehicle and a larger movement space (non-intrusion interval) required by the bogie, thus further compressing the already narrow space under the vehicle. SUMMARY

[0004] In view of this, in order to solve at least one of the technical problems in the prior art, the present disclosure provides a car coupler wiring structure for a rail vehicle and a car head of a rail vehicle, which can shorten the cable routing distance and reduce the occupied space of the cable.

[0005] One aspect of the present disclosure provides a coupler wiring structure for a rail vehicle, a chassis of a vehicle head of the rail vehicle is provided with a stop beam and a traction beam connected with the stop beam, a coupler is rotatably mounted on the traction beam, the coupler wiring structure comprises: a first fixing member mounted on the coupler and configured to fix a cable led out by a hook head of the coupler; and a wiring assembly disposed away from an axis of the coupler in a vehicle width direction and comprising a second fixing member mounted on a lower part of the traction beam or the stop beam and configured to fix the cable; wherein the cable between the first fixing member and the second fixing member has a predetermined length to bend or unfold in coordination with rotation of the coupler relative to the traction beam.

[0006] According to some embodiments of the present disclosure, two groups of the cables are respectively led out from two sides of the hook head of the coupler, and two groups of the wiring assemblies are respectively symmetrically mounted on two sides of the axis of the coupler and configured to respectively fix the two groups of the cables.

[0007] According to some embodiments of the present disclosure, the first fixing member comprises: a fixing frame configured to fix the cable led out by the hook head of the coupler; and a first support configured to suspend the fixing frame on the hook head of the coupler.

[0008] According to some embodiments of the present disclosure, each group of the wiring assembly further comprises: a first limiting assembly mounted on the lower part of the stop beam and configured to limit the cable led out from the second fixing member from sagging away from the chassis.

[0009] According to some embodiments of the present disclosure, the first limiting assembly comprises: a slide rail mounted on the lower part of the stop beam and extending in the vehicle width direction; a third fixing member slidably mounted on the slide rail in the vehicle width direction; and a fastener configured to fasten the third fixing member on the slide rail, so as to adjust tightness of the cable under the chassis by adjusting a position of the third fixing member on the slide rail.

[0010] According to some embodiments of the present disclosure, the third fixing member is provided with a plurality of fixing positions to adjust a position of the cable relative to the third fixing member.

[0011] According to some embodiments of the present disclosure, each group of the wiring assembly further comprises: a second limiting assembly mounted on the lower part of the vehicle head chassis; an electrical connector mounted on the second limiting assembly; and a junction box, one side of the junction box leads out an auxiliary cable, the auxiliary cable is electrically connected with the cable through the electrical connector, and the other side of the junction box leads out a plurality of branch cables to facilitate transmission of electric power to different positions of the rail vehicle.

[0012] According to some embodiments of the present disclosure, the second limiting assembly comprises a base installed at the lower part of the vehicle head chassis, and a fourth fixing member, one end of the fourth fixing member is provided with a plurality of parallel long holes, and the other end of the fourth fixing member is provided with the electric connector, the fourth fixing member is installed on the base through a plurality of connecting members, and the tightness of the auxiliary cable is adjusted by adjusting the position of the connecting members in the long holes.

[0013] According to some embodiments of the present disclosure, one of the two groups of cables is suitable for transmitting high voltage, and the other is suitable for transmitting low voltage.

[0014] According to some embodiments of the present disclosure, the vehicle coupling wiring structure further comprises a transition cable electrically connected between the two distribution boxes located on both sides of the axis, the transition cable is configured to transmit the high voltage in one distribution box to the other distribution box; wherein the other distribution box transmits the high voltage and the low voltage to different electrical equipment of the railway vehicle through branch cables.

[0015] According to some embodiments of the present disclosure, the vehicle coupling wiring structure further comprises a plurality of second supports installed on the traction beam, and the plurality of second supports are configured to support the transition cable.

[0016] According to some embodiments of another aspect of the present disclosure, a vehicle head of a railway vehicle is provided, comprising a chassis, a stop beam installed at the lower part of the front end of the chassis and extending in the vehicle width direction, a traction beam comprising a main beam installed at the lower part of the chassis and extending in the vehicle length direction, and a support beam connected between the main beam and the stop beam, a coupling installed rotatably at the end of the main beam between the support beams, a cable, one end of the cable being fixed to the hook of the coupling, and the vehicle coupling wiring structure according to the above, the first fixing member being installed on the coupling, and the second fixing member being installed near the connection part of the support beam of the traction beam and the stop beam.

[0017] According to some embodiments of the present disclosure, a vehicle coupling wiring structure for a railway vehicle and a vehicle head of a railway vehicle are provided, the chassis of the vehicle head of the railway vehicle is provided with a stop beam and a traction beam connected with the stop beam, a coupling is rotatably installed on the traction beam, a first fixing member is installed on the coupling and configured to fix a cable led out by the hook of the coupling, a wiring assembly is provided away from the axis of the coupling in the vehicle width direction and comprises a second fixing member, the second fixing member is installed at the lower part of the traction beam or the stop beam and configured to fix the cable, the cable between the first fixing member and the second fixing member has a predetermined length to bend or unfold in coordination with the rotation of the coupling relative to the traction beam, which can shorten the wiring distance of the cable and reduce the occupied space of the cable. BRIEF DESCRIPTION OF DRAWINGS

[0018] The above and other objects, features and advantages of the present disclosure will become more apparent from the following description when taken in conjunction with the accompanying drawings, in which:

[0019] Figure 1 is a wiring structure diagram of a coupler for a railway vehicle according to an exemplary embodiment of the present disclosure;

[0020] Figure 2 is a side view of a wiring structure of a coupler for a railway vehicle according to an exemplary embodiment of the present disclosure;

[0021] Figure 3 is a perspective view of a first fixing member according to an exemplary embodiment of the present disclosure;

[0022] Figure 4 is a perspective view of a first fixing member according to another exemplary embodiment of the present disclosure;

[0023] Figure 5 is a partial enlarged view of part A in Figure 1

[0024] Figure 6 is a perspective view of a fourth fixing member according to an exemplary embodiment of the present disclosure;

[0025] Figure 7 is a partial enlarged view of part B in Figure 1

[0026] Figure 8 is a perspective view of a support beam and a stop beam according to an exemplary embodiment of the present disclosure.

[0027] In the drawings, the meanings of the reference numerals are as follows:

[0028] 1. stop beam

[0029] 2. traction beam

[0030] 21. main beam

[0031] 22. support beam

[0032] 3. mounting seat

[0033] 4. coupler

[0034] 41. hook head

[0035] 42. hook body

[0036] 5. first fixing member

[0037] 51. fixing bracket

[0038] ​​52, first bracket;

[0039] 6, second fixing member;

[0040] 7, first limiting assembly;

[0041] 71, slide rail;

[0042] 72, third fixing member;

[0043] 73, fastener;

[0044] 8, electrical connector;

[0045] 9, distribution box;

[0046] 10, auxiliary cable;

[0047] 11, base;

[0048] 12, fourth fixing member;

[0049] 120, elongated through hole;

[0050] 13, transition cable;

[0051] 14, second bracket. DETAILED DESCRIPTION

[0052] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. It should be understood, however, that the description which follows is merely illustrative and is not intended to limit the scope of the present disclosure. In the following detailed description of embodiments of the present disclosure, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. However, it will be apparent to one skilled in the art that one or more embodiments of the present disclosure can be practiced without these specific details. In other instances, well-known structures and functions have not been described in detail in order to avoid obscuring aspects of the present disclosure.

[0053] The terms used herein are merely used to describe specific embodiments and are not intended to limit the present disclosure. The terms "include", "comprise" and the like used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0054] All terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of the present specification, and should not be interpreted in an idealized or overly formal manner.

[0055] In the case of using expressions such as "at least one of A, B, and C", it will be understood that the meaning is that "only A", "only B", "only C", "at least one of A and B", "at least one of A and C", "at least one of B and C", "at least one of A, B, and C", "at least one of A, B, and C, etc." are all possible.

[0056] In rail transit, one marshalling mode of rail vehicles is 3+3 continuous running, which refers to two units each consisting of three rail vehicles being connected together through couplers to form a train consisting of six rail vehicles for running. The coupler of the rail vehicle in the 3+3 continuous running mode is a full-automatic coupler, and needs to realize autonomous connection of the couplers between the vehicles and cable connection. Therefore, the cable of the full-automatic coupler increases explosively compared with the cable of the ordinary coupler. The ordinary coupler has only one bundle of feeder lines (the outer diameter of the wire is about 21.2 mm, and the dynamic bending radius is about 110 mm). The general cable will enter the driver's room console inside through the opening in the vehicle body as close as possible. The cable of the full-automatic coupler is 2 bundles (the outer diameter of each cable is about 54.4 mm), and the dynamic bending radius is about twice that of the ordinary coupler. The cable cannot pass through the opening in the vehicle body as close as possible, and the equipment installed below the driver's room greatly compresses the already narrow coupler wire space.

[0057] In order to solve the problem of small coupler wire space, the chassis of the head of the rail vehicle is provided with a stop beam and a traction beam connected with the stop beam. The coupler is rotatably installed on the traction beam. A first fixing member is installed on the coupler and is configured to fix the cable led out by the coupler hook head. A wiring assembly is arranged away from the axis of the coupler in the vehicle width direction and includes a second fixing member installed on the lower part of the traction beam or the stop beam and configured to fix the cable. The cable between the first fixing member and the second fixing member has a predetermined length to bend or unfold in coordination with the rotation of the coupler relative to the traction beam, so as to shorten the wire distance of the cable and reduce the occupied space of the cable.

[0058] To make the objects, technical solutions, and advantages of the present disclosure clearer, further detailed description will be made to the present disclosure in combination with specific embodiments and with reference to the drawings.

[0059] Figure 1 is a wiring structure diagram of a coupler for a rail vehicle according to an illustrative embodiment of the present disclosure, Figure 2 is a side view of a wiring structure of a coupler for a rail vehicle according to an illustrative embodiment of the present disclosure.

[0060] The embodiments of the present disclosure provide a wiring structure of a coupler for a rail vehicle, such as Figure 1 and Figure 2As shown in the figure, the chassis of the head of the rail vehicle is provided with a stop beam 1 and a traction beam 2 connected with the stop beam 1, the car hook 4 is rotatably installed on the traction beam 2, the car hook wiring structure comprises a first fixing member 5 and a wiring assembly. The first fixing member 5 is installed on the car hook 4 and is configured to fix the cable led out by the hook head 41 of the car hook 4. The wiring assembly is arranged away from the axis of the car hook 4 in the vehicle width direction and comprises a second fixing member 6, which is installed on the lower part of the traction beam 2 or the stop beam 1 and is configured to fix the cable. The cable between the first fixing member 5 and the second fixing member 6 has a predetermined length to bend or unfold in coordination with the rotation of the car hook 4 relative to the traction beam 2.

[0061] According to the embodiment of the present disclosure, the second fixing member 6 can be selected as a tie, for example, and the cable is fixed to the lower part of the traction beam 2 or the stop beam 1 by the tie.

[0062] According to the embodiment of the present disclosure, when the rail vehicle is in a 3+3 coupled operation, the space under the vehicle is narrow, the equipment pipeline occupies a large space, the number of cables is large, and the cable wiring protection requirement is high, in order to prevent the cable led out by the hook head 41 of the car hook 4 from spanning too much in the vehicle width direction and being too low from the ground, the chassis of the head of the rail vehicle is provided with a stop beam 1 and a traction beam 2 connected with the stop beam 1, the car hook 4 is rotatably installed on the traction beam 2, the first fixing member 5 is installed on the car hook 4 and is configured to fix the cable led out by the hook head 41 of the car hook 4, the wiring assembly is arranged away from the axis of the car hook 4 in the vehicle width direction and comprises a second fixing member 6, which is installed on the lower part of the traction beam 2 or the stop beam 1 and is configured to fix the cable, the cable between the first fixing member 5 and the second fixing member 6 forms a dynamic cable, and the dynamic cable has a predetermined length, which satisfies the maximum rotation angle of the car hook 4, to bend or unfold in coordination with the rotation of the car hook 4 relative to the traction beam 2, avoiding the cable interfering with the car hook 4 and other equipment on the chassis when the rail vehicle turns, and being able to shorten the wiring distance of the cable and reduce the occupied space of the cable, improving safety and reliability.

[0063] According to the embodiment of the present disclosure, as shown in the figure, two groups of cables are led out from the two sides of the hook head 41 of the car hook 4, and two groups of wiring assemblies are symmetrically installed on the two sides of the axis of the car hook 4 and are configured to fix the two groups of cables, respectively. Figure 1

[0064] ​According to an embodiment of the present disclosure, two groups of cables are respectively led out from two sides of the hook head 41 of the vehicle hitch 4, so that the two groups of cables do not interfere with each other, reducing signal interference and abrasion between the cables. The two groups of wiring assemblies are respectively symmetrically installed on two sides of the axis of the vehicle hitch 4, which can enhance stability, reduce cable displacement caused by external vibration or impact, and at the same time, facilitate the inspection and maintenance of the two groups of cables by the operator, so that the damaged position of the cables and wiring assemblies can be quickly found and repaired or replaced. In some embodiments, the two groups of cables are suitable for transmitting high voltage (such as power voltage) and low voltage (such as lighting voltage, voltage required by various detection devices, etc.) respectively.

[0065] Figure 3 is a perspective view of the first fixing member 5 according to an illustrative embodiment of the present disclosure, Figure 4 is a perspective view of the first fixing member 5 according to another illustrative embodiment of the present disclosure.

[0066] According to an embodiment of the present disclosure, as shown in Figure 2 , Figure 3 and Figure 4 , the first fixing member 5 comprises a fixing frame 51 and a first support 52. The fixing frame 51 is configured to fix the cables led out by the hook head 41 of the vehicle hitch 4. The first support 52 is configured to suspend the fixing frame 51 on the hook body 42 of the vehicle hitch 4.

[0067] According to an embodiment of the present disclosure, as shown in Figure 3 , the first support 52 can be made of flexible material, for example, a steel cable. As shown in Figure 4 , the first support 52 can also be made of rigid material, for example, a rigid metal that can be bent or welded.

[0068] According to an embodiment of the present disclosure, the cables led out by the hook head 41 of the vehicle hitch 4 are fixed by the fixing frame 51 and suspended on the hook body 42 of the vehicle hitch 4 by the first support 52, which can protect the cables and lead the cables led out by the hook head 41 of the vehicle hitch 4.

[0069] According to an embodiment of the present disclosure, as shown in Figure 2 , each group of wiring assemblies further comprises a first limiting assembly 7, which is installed on the lower part of the stop beam 1 and is configured to limit the cables led out from the second fixing member 6 from sagging away from the chassis.

[0070] According to an embodiment of the present disclosure, the first limiting assembly 7 can limit the cables led out from the second fixing member 6 from sagging away from the chassis, preventing the cables from being cut or broken by external factors (such as wind and snow, etc.).

[0071] Figure 5 is Figure 1A partial enlarged view of the middle A part.

[0072] According to the embodiment of the present disclosure, as Figure 5 As shown in FIG. 1, the first limiting assembly 7 includes a sliding rail 71, a third fixing member 72, and a fastener 73. The sliding rail 71 is installed on the lower part of the stop beam 1 and extends in the vehicle width direction. The third fixing member 72 is slidably installed on the sliding rail 71 in the vehicle width direction. The fastener 73 is configured to fasten the third fixing member 72 on the sliding rail 71 to adjust the tightness of the cable under the chassis by adjusting the position of the third fixing member 72 on the sliding rail 71.

[0073] According to the embodiment of the present disclosure, the cable led out by the second fixing member 6 needs to cross the stop beam 1 after the traction beam 2. Since there is no space to add a fixing point behind the stop beam 1, the sliding rail 71 is installed on the lower part of the stop beam 1 and in the vehicle width direction. The installation method can adopt welding.

[0074] According to the embodiment of the present disclosure, the fastener 73 can be selected, for example, a screw and a nut, to fasten the third fixing member 72 on the sliding rail 71 by thread cooperation.

[0075] According to the embodiment of the present disclosure, when the third fixing member 72 is slid on the sliding rail 71 to a position close to the traction beam 2, the fastener 73 fastens the third fixing member 72 on the sliding rail 71, at which time the cable under the chassis is in a relaxed state. When the third fixing member 72 is slid on the sliding rail 71 to a position away from the traction beam 2, the fastener 73 fastens the third fixing member 72 on the sliding rail 71, at which time the cable under the chassis is in a tight state. Therefore, by adjusting the position of the third fixing member 72 on the sliding rail 71, the tightness of the cable under the chassis in the vehicle width direction can be adjusted.

[0076] According to the embodiment of the present disclosure, a plurality of fixing positions are provided on the third fixing member 72 to adjust the position of the cable relative to the third fixing member 72.

[0077] According to the embodiment of the present disclosure, a plurality of fixing positions are provided on the third fixing member 72, and after adjusting the position of the cable relative to the third fixing member 72, the cable is fixed on the third fixing member 72 by a cable tie, which can fine-tune the tightness of the cable under the chassis in the vehicle length direction.

[0078] According to the embodiment of the present disclosure, as Figure 2 As shown in FIG. 1, each wiring assembly further includes a second limiting assembly, an electrical connector 8, and a distribution box 9. The second limiting assembly is installed on the lower part of the chassis. The electrical connector 8 is installed on the second limiting assembly. The distribution box 9 leads out an auxiliary cable 10 on one side, and the auxiliary cable 10 is electrically connected to the cable through the electrical connector 8. A plurality of branch cables are led out on the other side of the distribution box 9 to facilitate the transmission of power to different positions of the railway vehicle.

[0079] According to an embodiment of the present disclosure, the electric connector 8 can be selected to be, for example, a self-sealing connector.

[0080] According to an embodiment of the present disclosure, the electric connector 8 is suitable for setting a breakpoint for the cable before entering the electrical cabinet in the driver's cabin, and due to the large size and volume of the electric connector 8 (the installation size of a single electric connector 8 is about 60x190mm) under the condition of 3+3 coupling operation of the rail vehicle, compared with the conventional subway (the installation size of the electric connector is about 40x40mm), the space under the driver's cabin of the rail vehicle is narrow, and the branch line is arranged in the narrow space of the bogie limit area, and the size of the panel of the branch box 9 is insufficient to set the size for installing the electric connector 8 of the coupler 4, so the auxiliary cable 10 is led out from the front end of the branch box 9, the auxiliary cable 10 is electrically connected with the cable through the electric connector 8, the breakpoint plug-in of the coupler cable is realized, and the electric connector 8 and the branch box 9 are separated to facilitate the plug-in and disassembly between the cable and the auxiliary cable 10.

[0081] According to an embodiment of the present disclosure, as shown in Figure 5 The second limiting assembly includes a base 11 and a fourth fixing member 12. The base 11 is installed at the lower part of the vehicle head chassis. One end of the fourth fixing member 12 is provided with a plurality of parallel and elongated through holes 120, and the electric connector 8 is installed at the other end of the fourth fixing member 12. The fourth fixing member 12 is installed on the base 11 through a plurality of connecting members, and the tightness of the auxiliary cable 10 is adjusted by adjusting the position of the connecting member in the elongated through hole 120.

[0082] Figure 6 It is a perspective view of the fourth fixing member according to an illustrative embodiment of the present disclosure.

[0083] According to an embodiment of the present disclosure, as shown in Figure 6 The fourth fixing member 12 is configured in an L shape, the short end of the fourth fixing member 12 is provided with a plurality of parallel and elongated through holes 120, and the electric connector 8 is installed at the long end of the fourth fixing member 12.

[0084] According to an embodiment of the present disclosure, the plurality of connecting members can be selected to be, for example, screws and nuts, and the fourth fixing member 12 is installed on the base 11 through threaded cooperation.

[0085] According to an embodiment of the present disclosure, the distance between the electric connector 8 and the branch box 9 is adjusted by adjusting the position of the connecting member in the elongated through hole 120, so that the tightness of the auxiliary cable 10 can be adjusted.

[0086] According to an embodiment of the present disclosure, one of the two groups of cables is suitable for transmitting high voltage, and the other is suitable for transmitting low voltage.

[0087] According to an embodiment of the present disclosure, the high voltage refers to the voltage higher than the low voltage.

[0088] According to the embodiment of the present disclosure, arranging the cable for transmitting high voltage and the cable for transmitting low voltage separately can reduce the safety risk caused by different voltage levels, and reduce the electromagnetic interference of the cable for transmitting high voltage on the cable for transmitting low voltage. Moreover, the cable for transmitting high voltage generates more heat during power transmission, and arranging the cable for transmitting high voltage and the cable for transmitting low voltage separately can also prevent the heat accumulation from affecting the cable for transmitting low voltage. Meanwhile, the operator can maintain and overhaul the cable for transmitting high voltage and the cable for transmitting low voltage respectively, which reduces the mutual interference during maintenance and improves the work efficiency.

[0089] According to the embodiment of the present disclosure, as shown in Figure 1 The car coupler wiring structure further comprises a transition cable 13 electrically connected between the two distribution boxes 9 located on both sides of the axis, and the transition cable 13 is configured to transmit high voltage in one distribution box 9 to another distribution box 9. Another distribution box 9 transmits high voltage and low voltage to different electrical equipment of the railway vehicle through branch cables.

[0090] According to the embodiment of the present disclosure, in order to match the arrangement of different electrical equipment in the railway vehicle, the transition cable 13 transmits high voltage in one distribution box 9 to another distribution box 9, and another distribution box 9 transmits high voltage and low voltage to the distribution box in the vehicle through branch cables through the car body opening, and then to different electrical equipment of the railway vehicle.

[0091] Figure 7 is Figure 1 a partial enlarged view of part B in

[0092] According to the embodiment of the present disclosure, as shown in Figure 7 The car coupler wiring structure further comprises a plurality of second supports 14 mounted on the traction beam 2, and the plurality of second supports 14 are configured to support the transition cable 13.

[0093] According to the embodiment of the present disclosure, mounting the plurality of second supports 14 on the traction beam 2 can limit the transition cable 13 from sagging away from the chassis.

[0094] According to another embodiment of the present disclosure, as shown in Figure 1 and Figure 2As shown in the figure, a vehicle head of a rail vehicle is provided, comprising a chassis, a stop beam 1, a traction beam 2, a coupler 4, a cable and a coupler wiring structure for the rail vehicle. The stop beam 1 is installed at the lower part of the front end of the chassis and extends in the vehicle width direction. The traction beam 2 comprises a main beam 21 arranged in a Y shape and two branch beams 22. The main beam 21 is installed at the lower part of the chassis and extends in the vehicle length direction. The branch beams 22 are connected between the main beam 21 and the stop beam 1. The coupler 4 is rotatably installed at the end of the main beam 21 between the branch beams 22. One end of the cable is fixed to the hook head 41 of the coupler 4. A first fixing member 5 is installed on the coupler 4, and a second fixing member 6 is installed near the connection part of the branch beam 22 of the traction beam 2 and the stop beam 1.

[0095] According to an embodiment of the present disclosure, as shown in the figure, an installation seat 3 is installed on the end of the main beam 21 of the traction beam 2, and the coupler 4 is rotatably installed on the installation seat 3 and extends in the vehicle length direction. Figure 1

[0096] Figure 8 FIG. 4 is a perspective view of the branch beam 22 and the stop beam 1 according to an illustrative embodiment of the present disclosure.

[0097] According to an embodiment of the present disclosure, as shown in the figure, the branch beam 22 and the stop beam 1 can be connected by welding. Figure 8

[0098] Figure 8 According to an embodiment of the present disclosure, as shown in the figure, a plurality of openings are provided on the lower surface of the branch beam 22 of the traction beam 2 near the connection part with the stop beam 1, so as to facilitate the installation of the second fixing member 6.

[0099] According to an embodiment of the present disclosure, when the rail vehicle is in a 3+3 coupled operation, the space under the vehicle is narrow, the equipment pipelines occupy a large space, the number of cables is large, and the cable wiring protection requirement is high, the chassis of the vehicle head of the rail vehicle is provided with a stop beam 1 and a traction beam 2 connected with the stop beam 1, a coupler 4 is rotatably installed on the traction beam 2, a first fixing member 5 is installed on the coupler 4 and is configured to fix the cable led out by the hook head 41 of the coupler 4, a wiring assembly is arranged away from the axis of the coupler 4 in the vehicle width direction and comprises a second fixing member 6, the second fixing member 6 is installed on the lower part of the traction beam 2 or the stop beam 1 and is configured to fix the cable, the cable between the first fixing member 5 and the second fixing member 6 has a predetermined length to bend or unfold in coordination with the rotation of the coupler 4 relative to the traction beam 2. The use of the above-mentioned coupler wiring structure can shorten the wiring distance of the cable and reduce the occupied space of the cable, improve the safety and reliability, and maximize the effectiveness of the existing vehicle structure of the rail vehicle.

[0100] ​​​The above describes embodiments of the present disclosure. However, these embodiments are merely for illustrative purposes, and are not intended to limit the scope of the present disclosure. Although each embodiment is described above separately, this does not mean that the measures in each embodiment cannot be used advantageously in combination. The present disclosure can be variously substituted and modified by those skilled in the art without departing from the scope of the present disclosure, and these substitutions and modifications shall all fall within the scope of the present disclosure.

Claims

1. A coupler wiring structure for a railway vehicle, characterized by, The chassis of a locomotive of a rail vehicle is provided with a stop beam and a draw beam connected to the stop beam, a drawbar is rotatably mounted on the draw beam, and the drawbar wiring structure comprises: a first fixing member mounted on the drawbar and configured to fix a cable led out by a hook head of the drawbar; and a wiring assembly disposed away from an axis of the drawbar in a vehicle width direction and comprising a second fixing member mounted on a lower part of the stop beam or the draw beam and configured to fix the cable; wherein the cable between the first fixing member and the second fixing member has a predetermined length to bend or unfold in coordination with rotation of the drawbar relative to the draw beam.

2. The vehicle draft gear wiring structure for a railway vehicle according to claim 1, characterized by, Two groups of the cables are respectively led out from two sides of the hook head of the drawbar, two groups of the wiring assemblies are respectively symmetrically mounted on two sides of the axis of the drawbar and configured to respectively fix the two groups of the cables.

3. The vehicle draft gear wiring structure for a railway vehicle according to claim 2, characterized by, The first fixing member comprises: a fixing frame configured to fix the cable led out by the hook head of the drawbar; and a first support configured to suspend the fixing frame on the hook head of the drawbar.

4. The vehicle draft gear wiring structure for a railway vehicle according to claim 2, characterized by, Each of the wiring assemblies further comprises: a first limiting assembly mounted on the lower part of the stop beam and configured to limit the cable led out from the second fixing member from sagging away from the chassis.

5. The vehicle draft gear wiring structure for a railway vehicle according to claim 4, characterized by, The first limiting assembly comprises: a slide rail mounted on the lower part of the stop beam and extending in the vehicle width direction; a third fixing member slidably mounted on the slide rail in the vehicle width direction; and a fastener configured to fasten the third fixing member on the slide rail to adjust tightness of the cable under the chassis by adjusting a position of the third fixing member on the slide rail.

6. The vehicle draft gear wiring structure for a railway vehicle according to claim 5, characterized by The third fixing member is provided with a plurality of fixing positions to adjust a position of the cable relative to the third fixing member.

7. The vehicle draft gear wiring structure for a railway vehicle according to claim 2, characterized by, Each of the wiring assemblies further comprises: a second limiting assembly mounted on the lower part of the chassis of the locomotive; an electrical connector mounted on the second limiting assembly; and a junction box, one side of the junction box leading out an auxiliary cable, the auxiliary cable being electrically connected to the cable through the electrical connector, and the other side of the junction box leading out a plurality of branch cables to facilitate transmission of electric power to different positions of the rail vehicle.

8. The vehicle draft gear wiring structure for a railway vehicle according to claim 7, characterized by, The second limiting assembly comprises: a base mounted on the lower part of the chassis of the locomotive; and a fourth fixing member, one end of the fourth fixing member being provided with a plurality of elongated through holes extending in parallel, the electrical connector being mounted on the other end of the fourth fixing member, the fourth fixing member being mounted on the base through a plurality of connecting members, and tightness of the auxiliary cable being adjusted by adjusting positions of the connecting members in the elongated through holes.

9. The vehicle draft gear wiring structure for a railway vehicle according to claim 8, characterized by, One of the two groups of the cables is suitable for transmission of high voltage, and the other is suitable for transmission of low voltage.

10. The vehicle draft gear wiring structure for a railway vehicle according to claim 9, characterized by, The drawbar wiring structure further comprises: a transition cable electrically connected between two junction boxes located on two sides of the axis, the transition cable being configured to transmit the high voltage in one junction box to the other junction box; wherein the other junction box transmits the high voltage and the low voltage to different electrical devices of the rail vehicle through the branch cables.

11. The vehicle draft gear wiring structure for a railway vehicle according to any one of claims 1-10, characterized in that, The car coupler wiring structure further includes: a plurality of second supports mounted on the drawbar beam, the plurality of second supports configured to support the transition cable.

12. A head for a rail vehicle, characterized in that comprising: a chassis; a stop beam mounted on a lower portion of a front end of the chassis and extending in a vehicle width direction; a drawbar beam including: a main beam mounted on a lower portion of the chassis and extending in a vehicle longitudinal direction; and a support beam connected between the main beam and the stop beam; a car coupler rotatably mounted on an end portion of the main beam between the support beams; a cable, one end of the cable fixed to a hook head of the car coupler; and The car coupler wiring structure for a railway vehicle according to any one of claims 1-11, the first fixing member mounted on the car coupler, the second fixing member mounted in the vicinity of a connection portion of the support beam of the drawbar beam and the stop beam.

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