Automatic unhooking and hooking equipment for rail locomotive

Abstract

The invention relates to the technical field of unhooking and hooking equipment, in particular to rail locomotive automatic unhooking and hooking equipment which comprises a carriage bottom plate, a transmission assembly is installed on one side of the carriage bottom plate, a coupler assembly is installed on one side of the carriage bottom plate, damping assemblies are installed on the two sides of the carriage bottom plate, and the transmission assembly comprises a rotating rod. The car coupler assembly comprises a car coupler main body, gears are installed on the two sides of the rotating rod, gear belts are connected to the lower ends of the gears, electric push rods are installed on one sides of the gear belts, and the car coupler assembly comprises a car coupler main body. In the prior art, manual unhooking and hooking are high in labor intensity and low in efficiency, certain potential safety hazards exist, when unhooking and hooking are carried out mostly, car couplers collide with one another, vibration can be generated, devices in the car couplers can be possibly damaged, or when a driver starts equipment to lift a spring bolt, the spring bolt is excessively lifted, and the devices in the car couplers can be possibly damaged.

Description

Technical Field

[0001] The invention relates to the technical field of hook-removing equipment, in particular to automatic hook-removing equipment for rail locomotives. Background Art

[0002] The locomotive automatic unhooking device is an indispensable part of modern railway transportation. It can realize the fast and accurate connection and separation between the locomotive and the carriage. With the continuous development of technology, this equipment will continue to be improved and perfected to provide safer and more efficient services for railway transportation. In the existing rail locomotive hook removal technology, most of the hook removal is done manually by the unhooking worker after the driver stops the vehicle. Manual hook removal is labor-intensive, inefficient and has certain safety hazards. Most of the time when the hooks are unhooked, the couplers collide with each other and generate vibrations, which may cause damage to the internal devices of the coupler. Or when the driver starts the equipment to lift the locking tongue, the locking tongue may be lifted excessively, which may also cause damage to the internal devices of the coupler. Summary of the invention

[0003] The purpose of the present invention is to provide an automatic hook-unhooking device for rail locomotives, which reasonably solves the problem that most of the time when unhooking, the driver stops the car and the hook-unhooking worker gets off the car and performs manual operation. The manual hook-unhooking has high labor intensity, low efficiency and certain safety hazards. In most cases when unhooking, the hooks collide with each other and generate vibration, which may cause damage to the internal device of the hook; when the driver starts the equipment to lift the locking tongue, the locking tongue is lifted excessively, which may also cause damage to the internal device of the hook.

[0004] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: an automatic hook-off device for a rail locomotive comprises a carriage floor, a transmission assembly with a transmission function is fixedly installed on one side of the carriage floor, a coupler assembly with a clamping connection function is fixedly installed on one side of the carriage floor, a vibration-damping assembly with a vibration-damping function is fixedly installed on both sides of the carriage floor, the transmission assembly comprises a rotating rod, gears are fixedly installed on both sides of the rotating rod, gear belts are connected to the lower ends of the gears, electric push rods are fixedly installed on one side of the gear belts, the coupler assembly comprises a coupler body, a hook tongue is installed on the coupler body, a locking pin is fixedly installed on the coupler body, a locking tongue is installed inside the coupler body, an iron chain is fixedly installed on the locking tongue, a limiting sleeve is fixedly installed on the outer surface of the locking tongue, the vibration-damping assembly comprises a hollow column, a pipe is fixedly installed on one side of the hollow column, a spring is fixedly installed inside the hollow column, a vibration-damping column is fixedly installed on one side of the spring, and a vibration-damping pad is fixedly installed on one side of the vibration-damping column.

[0005] Preferably, two groups of fixing columns are fixedly installed on both sides of the rotating rod, and one side of the two groups of fixing columns is fixedly installed on the floor of the vehicle compartment.

[0006] Preferably, a fixing ring is provided on the rotating rod, and the fixing ring is fixedly connected to the iron chain.

[0007] Preferably, the electric push rods are provided in two groups, both of which are fixedly mounted on one side of the vehicle floor.

[0008] Preferably, the electric push rod is driven by a power supply, and the power supply is driven by the original diesel locomotive or new energy locomotive power supply. A control button is set in the driver's cab, and the locomotive driver controls it or controls it remotely when the hook needs to be unhooked.

[0009] Preferably, one side of the hook tongue is arranged inside the coupler body, and the locking pin simultaneously fixes the hook tongue that penetrates the coupler body and is arranged on one side inside the coupler body.

[0010] Preferably, a fixing block is provided on one side of the hook tongue, and a fixing groove is provided on the hook tongue beside the fixing block, and the volume of the fixing groove is larger than that of the fixing block.

[0011] Preferably, a slider is fixedly mounted on one side of the locking tongue, a sliding groove is provided on one side inside the limiting sleeve, and the slider is slidably connected to the sliding groove.

[0012] Preferably, the vibration reduction assembly is provided with two groups, which are arranged on both sides of the coupler assembly and are both fixedly mounted on one side of the vehicle compartment floor.

[0013] Preferably, a stopper is fixedly mounted on one side of the vibration-damping pad on one side of the vibration-damping assembly, and an air groove is provided on one side of the vibration-damping column.

[0014] Compared with the prior art, the present invention has the following beneficial effects: 1. The electric push rod is driven by a power supply, and the power supply is driven by the original diesel locomotive or new energy locomotive power supply. A control button is set in the driver's room. When the hook needs to be unhooked, it is controlled by the locomotive driver or remotely controlled. When the locomotive driver remotely controls the electric push rod to indicate a forward rotation in place, the motors of the two sets of electric push rods start to rotate forward, and when the electric push rod is reversed in place, the motors of the two sets of electric push rods start to reverse. When the locomotive driver remotely controls the electric push rod to indicate a forward rotation in place, the motors of the two sets of electric push rods start to rotate forward, so that the two sets of electric push rods extend, and the gear belts on the electric push rods extend with the electric push rods, thereby driving the gears on both sides to rotate, driving the rotating rod to rotate forward, and rotating The rotating rod is synchronously driven to rotate, and then the iron chain is driven to rotate, thereby driving the lock tongue to be lifted, and the slider is also lifted along with the lock tongue through the slide slot. When the locomotive driver remotely controls the electric push rod to indicate the reverse position, the motors of the two sets of electric push rods begin to reverse, causing the two sets of electric push rods to shrink, thereby driving the gears on both sides to rotate, driving the rotating rod to rotate in the opposite direction, and the rotating rod is also synchronously driven to rotate, and then the iron chain is driven to rotate, thereby driving the lock tongue to descend, which reasonably solves the problem that most of the time when unhooking, the driver stops the car and the unhooking worker gets off the car to manually operate, and the manual unhooking of the hook is labor-intensive, inefficient and has certain safety hazards; 2. When the iron chain rotates, the lock tongue is lifted, and the slider is lifted along with the lock tongue through the slide slot. When the slider slides to the top of the slide slot, it stops sliding and the lock tongue stops lifting, indicating that the lock tongue has been lifted. The locomotive driver no longer issues commands to the electric push rod through the remote control, which prevents the locomotive driver from excessively pulling out the lock tongue when issuing commands to the electric push rod through the remote control, causing damage to the internal device of the coupler assembly. In addition, it also has a certain fixing effect, which reasonably solves the problem that when the driver starts the equipment to lift the lock tongue, the lock tongue is lifted excessively, which may also cause damage to the internal device of the coupler. 3. First, the vibration-damping pads on the two carriages collide with each other, and the vibration-damping column expands and contracts inside the hollow column to transfer the elastic deformation to the spring for vibration reduction. Then the hooks are connected to prevent excessive vibration caused by the collision, which may damage the internal devices of the hook assembly. This drives the block on one side of the vibration-damping pad to pull the hook tongue back, driving the hook tongue to open. At the same time, the vibration-damping column expands and contracts inside the hollow column, and air is brought into the hollow column through the air groove. The gas is transmitted through pressure to the interface between the lock tongue and the limit sleeve to clean dust and prevent dust from interfacing. This reasonably solves the problem that most of the time when the hooks are unhooked, the hooks collide with each other and generate vibration, which may cause damage to the internal devices of the hook. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall left-side structure of the present invention; Figure 2It is a schematic diagram of the overall right side structure of the present invention; Figure 3 It is a schematic diagram of the transmission assembly structure of the present invention; Figure 4 It is a schematic diagram of the structure of the vibration reduction assembly of the present invention; Figure 5 It is a schematic structural diagram of a coupler assembly of the present invention; Figure 6 It is a schematic diagram of the structure of the coupler assembly of the present invention; Figure 7 This is a schematic diagram of the structure of component A of the present invention; Figure 8 It is a schematic diagram of the hook tongue structure of the present invention.

[0016] In the figure: 1. car floor; 2. transmission assembly; 201. rotating rod; 202. gear; 203. gear belt; 204. electric push rod; 205. fixed column; 206. fixed ring; 3. hook assembly; 301. hook body; 302. hook tongue; 303. locking pin; 304. locking tongue; 305. iron chain; 306. slider; 307. limiting sleeve; 308. slide groove; 309. fixed block; 310. fixed groove; 4. vibration reduction assembly; 401. hollow column; 402. spring; 403. pipeline; 404. vibration reduction column; 405. vibration reduction pad; 406. block; 407. air groove. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0018] The present invention provides a rail locomotive automatic hook-off device, comprising: a carriage bottom plate 1, a transmission assembly 2 with a transmission function fixedly installed on one side of the carriage bottom plate 1, a coupler assembly 3 with a clamping connection function fixedly installed on one side of the carriage bottom plate 1, and vibration reduction assemblies 4 with a vibration reduction function fixedly installed on both sides of the carriage bottom plate 1; See also Figures 1 to 3As shown, the transmission assembly 2 includes a rotating rod 201 for rotation, gears 202 are fixedly installed on both sides of the rotating rod 201 for rotation, the lower ends of the gears 202 are connected to gear belts 203 for transmitting power, and electric push rods 204 are fixedly installed on one side of the gear belt 203 for extension and retraction. When the locomotive driver remotely controls the electric push rods 204 to indicate forward rotation to the position, the motors of the two sets of electric push rods 204 start to rotate forward, so that the two sets of electric push rods 204 are extended, and the gear belts 203 on the electric push rods 204 are extended along with the electric push rods 204, thereby driving the gears 202 on both sides to rotate, and driving the rotating rod 201 to rotate forward. When the locomotive driver remotely controls the electric push rods 204 to indicate reverse rotation to the position, the motors of the two sets of electric push rods 204 start to reverse, so that the two sets of electric push rods 204 are retracted, thereby driving the gears 202 on both sides to rotate, and driving the rotating rod 201 to rotate in the opposite direction.

[0019] See also Figures 5 to 8 As shown, the coupler assembly 3 includes a coupler body 301, which is used to fix the internal device and support the internal device to work. A hook tongue 302 is installed on the coupler body 301, which is used to form a mutual embrace with the hook tongue 302 on the coupler connected to the carriage. A locking pin 303 is fixedly installed on the coupler body 301, which is used to fix the coupler body 301 and the locking tongue 302. A locking tongue 304 is installed inside the coupler body 301 for opening and closing the coupler tongue 302. An iron chain 305 is fixedly installed on the locking tongue 304, which is used to drive The lock tongue 304 is lifted and lowered. When the lock tongue 304 is lifted by the iron chain 305, the lock tongue 302 is pushed out, the lock tongue is opened, and then collides with the hook on the connected carriage. The hook tongue 302 on the hook body 302 forms a mutual embrace, and is connected and tightly embraced. Then, when the lock tongue 304 is lowered by the iron chain 305, the hook tongue is locked. A limit sleeve 307 is fixedly installed on the outer surface of the lock tongue 304 to protect and limit the locomotive driver from excessively pulling out the lock tongue to damage the hook when lifting. See also Figure 4As shown, the vibration reduction assembly 4 includes a hollow column 401 for fixing and providing a place for the internal device to move. A pipe 403 is fixedly installed on one side of the hollow column 401 for transmitting gas to the interface between the lock tongue 304 and the limit sleeve 307 through pressure to clean dust and prevent dust from entering the interface, causing the lock tongue 304 to be unable to lift and lower normally. A spring 402 is fixedly installed inside the hollow column 401 for vibration reduction by elastic deformation. A vibration reduction column 404 is fixedly installed on one side of the spring 402 for the inside of the hollow column 401. The vibration-damping column 404 is retracted and extended, and the power is transmitted to the spring 402, which causes elastic deformation for vibration reduction. A vibration-damping pad 405 is fixedly installed on one side of the vibration-damping column 404 to reduce vibration when the two sides of the carriages collide with each other. When the two carriages collide with each other for connection, the vibration-damping pads 405 on the two carriages first collide with each other, and the vibration-damping column 404 is retracted and extended inside the hollow column 401, and the power is transmitted to the spring 402, which causes elastic deformation for vibration reduction. Then the couplers are connected to prevent excessive vibration caused by the collision, which will cause damage to the internal devices of the coupler assembly 3.

[0020] In an optional embodiment, two groups of fixing columns 205 are fixedly installed on both sides of the rotating rod 201, and one side of the two groups of fixing columns 205 is fixedly installed on the vehicle floor 1, so as to fix and support the rotating rod 201 for operation through the two groups of fixing columns 205.

[0021] In an optional embodiment, a fixing ring 206 is provided on the rotating rod 201, and the fixing ring 206 is fixedly connected to the iron chain 305. When the locomotive driver remotely controls the electric push rods 204 to perform forward rotation and in-position indication, the motors of the two sets of electric push rods 204 start to rotate forward, so that the two sets of electric push rods 204 are extended, and the gear belts 203 on the electric push rods 204 are extended along with the electric push rods 204, thereby driving the gears 202 on both sides to rotate, driving the rotating rod 201 to rotate forward, and the rotating rod 201 synchronously drives the two gears 202 on both sides ... 06 rotates, and then drives the iron chain 305 to rotate, thereby driving the locking tongue 304 to rise. When the locomotive driver remotely controls the electric push rod 204 to indicate the reverse position, the motors of the two sets of electric push rods 204 begin to reverse, causing the two sets of electric push rods 204 to shrink, thereby driving the gears 202 on both sides to rotate, driving the rotating rod 201 to rotate in the opposite direction, and the rotating rod 201 also synchronously drives 206 to rotate, and then drives the iron chain 305 to rotate, thereby driving the locking tongue 304 to descend.

[0022] In an optional embodiment, two groups of electric push rods 204 are provided, both of which are fixedly mounted on one side of the vehicle floor 1 to drive the device to operate simultaneously.

[0023] In an optional embodiment, the electric push rod 204 is driven by a power supply, and the power supply is driven by the original diesel locomotive or new energy locomotive power supply. A control button is set in the driver's cab. When the hook needs to be unhooked, it is controlled by the locomotive driver or remotely controlled. When the locomotive driver remotely controls the electric push rod 204 to indicate a forward rotation into position, the motors of the two sets of electric push rods 204 start to rotate forward, and when the electric push rod 204 indicates a reverse rotation into position, the motors of the two sets of electric push rods 204 start to reverse.

[0024] In an optional embodiment, one side of the hook tongue 302 is arranged inside the coupler body 301, and the locking pin 303 simultaneously fixes the hook tongue 302 that passes through the coupler body 301 and is arranged on one side inside the coupler body 301, so as to fix the coupler body 301 and the locking pin 302.

[0025] In an optional embodiment, a fixing block 309 is provided on one side of the hook tongue 302 for fixing. The hook tongue 302 is provided with a fixing groove 310 next to the fixing block 309. The volume of the fixing groove 310 is larger than that of the fixing block 309. When the hooks on the two carriages collide, the hook tongues 302 on the coupler body 302 form a mutual embrace and are connected and clamped. The fixing blocks 309 on one side of the hook tongues 302 of both sides are connected to the fixing grooves 310 next to the fixing blocks 309 of both sides. The grooves are larger than the fixing blocks, which will not affect the left and right shaking of the lock tongue when following the movement of the carriage. When the lock tongues of the two carriages are clamped together, the fixing blocks are inserted into the grooves next to each other to increase the clamping and fixation of the lock tongue.

[0026] In an optional embodiment, a slider 306 is fixedly installed on one side of the lock tongue 304 for sliding, and a slide groove 308 is provided on one side of the inner side of the limiting sleeve 307 for providing a sliding place. The slider 306 is slidably connected to the slide groove 308. When the iron chain 305 drives the lock tongue 304 to be lifted, the slider 306 also follows the lock tongue 304 to be lifted through the slide groove 308. When the slider 306 slides to the uppermost end of the slide groove 308, it stops sliding and the lock tongue 304 also stops lifting, indicating that the lock tongue 304 has been lifted. The locomotive driver no longer issues instructions to the electric push rod 204 through the remote control, which prevents the locomotive driver from excessively pulling out the lock tongue when issuing instructions to the electric push rod 204 through the remote control, thereby damaging the internal device of the coupler assembly 3. In addition, a certain fixing effect is required to prevent the lock tongue from vibrating violently during the operation of the train, causing the lock tongue to pop out due to vibration.

[0027] In an optional embodiment, two groups of vibration reduction assemblies 4 are provided, which are arranged on both sides of the coupler assembly 3 and are both fixedly mounted on one side of the vehicle floor 1 for fixing and supporting the operation of the vibration reduction assemblies 4 .

[0028] In an optional embodiment, a stopper 406 is fixedly installed on one side of the vibration-damping pad 405 on the vibration-damping assembly 4 on one side to assist in opening the hook tongue 302 to prevent the lock tongue 302 from being opened when the lock tongue 304 is lifted by the iron chain 305 and the lock tongue 302 is not completely pushed out. An air groove 407 is provided on one side of the vibration-damping column 404 to circulate air into the hollow column 401. When the two carriages are connected by a hook collision, the vibration-damping pads 405 on the two carriages first collide with each other, and the vibration-damping column 404 is extended and retracted inside the hollow column 401, thereby driving the stopper 406 on one side of the vibration-damping pad 405 to pull back the hook tongue 302, driving the hook tongue 302 to open, and at the same time, the vibration-damping column 404 is extended and retracted inside the hollow column 401, and air is brought into the hollow column 401 through the air groove 407.

[0029] Working principle: When the locomotive driver remotely controls the electric push rod 204 to rotate forward to indicate the position, the motors of the two sets of electric push rods 204 start to rotate forward, so that the two sets of electric push rods 204 extend, and the gear belts 203 on the electric push rods 204 extend along with the electric push rods 204, thereby driving the gears 202 on both sides to rotate, driving the rotating rod 201 to rotate forward, and the rotating rod 201 synchronously drives 206 to rotate, and then drives the iron chain 305 to rotate, thereby driving the lock tongue 304 to rise, and the slider 306 also follows the lock tongue 304 to rise through the slide slot 308. When the slider 306 slides to the uppermost end of the slide slot 308, it will not When the train is running, the locking tongue 304 will not vibrate violently, causing the locking tongue 302 to pop out through the vibration, and the locking tongue 302 will be pushed out, the locking tongue will be opened, and then collide with the coupler on the connected carriage, and the hook tongues 302 on the coupler body 302 will form a mutual embrace, and the connection and embrace will be carried out, and the fixing blocks 309 on one side of the hook tongues 302 of both sides are connected to the fixing blocks 309 on both sides. On the fixing groove 310 beside the block 309, the groove is larger than the fixing block, which will not affect the left and right shaking of the lock tongue when following the movement of the carriage. When the lock tongues of the two carriages are tightly held together, the fixing blocks are inserted into the grooves beside each other to increase the fixing of the lock tongue. When the locomotive driver remotely controls the electric push rod 204 to indicate the reverse position, the motors of the two sets of electric push rods 204 begin to reverse, so that the two sets of electric push rods 204 shrink, thereby driving the gears 202 on both sides to rotate, driving the rotating rod 201 to rotate in the opposite direction, and the rotating rod 201 also synchronously drives 206 to rotate, and then drives the iron chain 305 to rotate, thereby driving the lock tongue 304 to descend. To lock the hook tongue, first the vibration-damping pads 405 on the two carriages collide with each other, and the vibration-damping column 404 is extended and retracted inside the hollow column 401 to transfer the vibration to the spring 402 to cause elastic deformation for vibration reduction. Then the couplers are connected to prevent excessive vibration caused by the collision, which may cause damage to the internal devices of the coupler assembly 3, thereby driving the block 406 on one side of the vibration-damping pad 405 to pull back the hook tongue 302, driving the hook tongue 302 to open, and at the same time the vibration-damping column 404 is extended and retracted inside the hollow column 401, and air is brought into the hollow column 401 through the air groove 407, and the gas is transmitted through pressure to the interface between the locking tongue 304 and the limiting sleeve 307 to clean dust and prevent dust from entering the interface.

[0030] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A railway locomotive automatic hook-off device, comprising a carriage floor (1), characterized in that: A transmission component (2) having a transmission function is fixedly mounted on one side of the carriage floor (1), a coupler component (3) having a clamping connection function is fixedly mounted on one side of the carriage floor (1), and vibration reduction components (4) having a vibration reduction function are fixedly mounted on both sides of the carriage floor (1); The transmission assembly (2) comprises a rotating rod (201), gears (202) are fixedly mounted on both sides of the rotating rod (201), the lower ends of the gears (202) are connected to gear belts (203), and an electric push rod (204) is fixedly mounted on one side of the gear belt (203); The coupler assembly (3) comprises a coupler body (301), a coupler tongue (302) is mounted on the coupler body (301), a locking pin (303) is fixedly mounted on the coupler body (301), a locking tongue (304) is mounted inside the coupler body (301), an iron chain (305) is fixedly mounted on the locking tongue (304), and a limiting sleeve (307) is fixedly mounted on the outer surface of the locking tongue (304); The vibration reduction assembly (4) comprises a hollow column (401), a pipe (403) is fixedly mounted on one side of the hollow column (401), a spring (402) is fixedly mounted inside the hollow column (401), a vibration reduction column (404) is fixedly mounted on one side of the spring (402), and a vibration reduction pad (405) is fixedly mounted on one side of the vibration reduction column (404).

2. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: Two groups of fixing columns (205) are fixedly mounted on both sides of the rotating rod (201), and one side of the two groups of fixing columns (205) is fixedly mounted on the vehicle compartment floor (1).

3. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: The rotating rod (201) is provided with a fixing ring (206), and the fixing ring (206) is fixedly connected to the iron chain (305).

4. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: The electric push rods (204) are provided in two groups, both of which are fixedly mounted on one side of the carriage floor (1).

5. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: The electric push rod (204) is driven by a power source, and the power source is driven by the original diesel locomotive or new energy locomotive power source. A control button is arranged in the driver's cab, and when the hook needs to be unhooked, it is controlled by the locomotive driver or remotely controlled.

6. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: One side of the hook tongue (302) is arranged inside the coupler body (301), and the locking pin (303) simultaneously fixes the hook tongue (302) that penetrates the coupler body (301) and is arranged on one side inside the coupler body (301).

7. The automatic hook-off device for railway locomotive according to claim 5, characterized in that: A fixing block (309) is provided on one side of the hook tongue (302), and a fixing groove (310) is provided on the hook tongue (302) beside the fixing block (309), wherein the volume of the fixing groove (310) is larger than that of the fixing block (309).

8. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: A sliding block (306) is fixedly mounted on one side of the locking tongue (304), a sliding groove (308) is provided on one side inside the limiting sleeve (307), and the sliding block (306) is slidably connected to the sliding groove (308).

9. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: The vibration reduction components (4) are provided in two groups, which are arranged on both sides of the coupler component (3) and are both fixedly mounted on one side of the carriage floor (1).

10. The automatic unhooking device for railway locomotive according to claim 1, characterized in that: A stopper (406) is fixedly mounted on one side of the vibration-damping pad (405) on the vibration-damping assembly (4), and an air groove (407) is provided on one side of the vibration-damping column (404).

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