Coupler unlocking system

Abstract

The present disclosure provides a car coupler unlocking system, comprising: an unlocking device provided with an unlocking mechanism, an automatic driving mechanism and a manual driving mechanism, the unlocking mechanism being connected to a lower locking pin rotating shaft; in the automatic unlocking mode, the automatic driving mechanism is connected to the unlocking mechanism to drive the lower locking pin rotating shaft to rotate; in the manual unlocking mode, the manual driving mechanism is connected to the unlocking mechanism to drive the lower locking pin rotating shaft to rotate; a gas supply device is connected to the automatic driving mechanism and a brake main pipe respectively, the automatic driving mechanism is a pneumatic mechanism, and the compressed gas of the brake main pipe is provided to the automatic driving mechanism through the gas supply device. The automatic unlocking of the unlocking mechanism is realized by remote control, the working intensity is reduced, the safety is improved, and when the automatic driving mechanism fails, the manual driving mechanism can be used to operate the unlocking mechanism to ensure the normal unlocking and locking action of the car coupler. The gas supply device drives the automatic driving mechanism to run by using the gas of the brake main pipe, and the existing vehicle and car coupler structure is less changed.

Description

Technical Field

[0001] This disclosure relates to the field of railway freight car technology, and in particular to a coupler unlocking system. Background Technology

[0002] In related technologies, with the rapid development of the logistics industry and the increasing number of railway freight car train formations, the transportation efficiency and safety of railway freight cars are receiving increasing attention. Traditionally, the coupling and disengagement of the coupler and the main braking pipe at the end of the railway freight car mainly relies on manual labor, which is not only time-consuming and inefficient but also poses certain safety hazards. Furthermore, due to the unique structure of the railway freight car coupler, the automatic control coupler structure of ordinary freight cars cannot be applied to railway freight cars. Summary of the Invention

[0003] This disclosure aims to address at least one of the technical problems existing in the prior art or related technologies.

[0004] In view of this, a coupler unlocking system is proposed according to an embodiment of the present disclosure, comprising:

[0005] The unlocking device is provided with an unlocking mechanism, an automatic drive mechanism and a manual drive mechanism, wherein the unlocking mechanism is connected to the lower locking pin shaft and is used to drive the lower locking pin shaft to rotate in order to adjust the coupler status.

[0006] In the automatic unlocking mode, the automatic drive mechanism is connected to the unlocking mechanism and drives the unlocking mechanism to operate; in the manual unlocking mode, the automatic drive mechanism is turned off and the manual drive mechanism is connected to the unlocking mechanism and drives the unlocking mechanism to operate.

[0007] An air supply device is connected to the aforementioned automatic drive mechanism and the brake main pipe, respectively. The aforementioned automatic drive mechanism is a pneumatic mechanism, and the air supply device supplies compressed gas from the aforementioned brake main pipe to the aforementioned automatic drive mechanism.

[0008] In one feasible implementation, the above-mentioned unlocking mechanism includes:

[0009] The first coupling is sleeved on one end of the lower locking pin shaft and connected to the automatic drive mechanism, which drives the first coupling to rotate.

[0010] The second coupling and the lower locking pin shaft are keyed together. The second coupling is located outside the first coupling. The first connecting end of the second coupling is used to cooperate with the first coupling to form a first clutch. When the first clutch is engaged, the automatic drive mechanism transmits power to the lower locking pin assembly in sequence through the first coupling, the second coupling, and the lower locking pin shaft. The lower locking pin assembly drives the locking iron of the coupler to move. When the coupler is in the unlocked state during coupling, the first clutch disengages.

[0011] The ball joint pawl is used to cooperate with the second connecting end of the second coupling to form a second clutch. The ball joint pawl is used to connect to the manual drive mechanism. When the second clutch is engaged, the manual drive mechanism transmits power to the lower locking pin assembly in sequence through the ball joint pawl, the second coupling, and the lower locking pin shaft. The lower locking pin assembly drives the locking iron of the coupler to move. When the coupler is in the unlocked state during the coupling operation, the second clutch is disengaged.

[0012] The third coupling is fitted onto the other end of the aforementioned lower locking pin shaft;

[0013] The fourth coupling part and the lower locking pin shaft are keyed together. The fourth coupling part is located outside the third coupling part and is used to cooperate with the third coupling part to form a third clutch. In the automatic unlocking mode, the third clutch and the first clutch are in the same state. In the manual unlocking mode, the third clutch and the second clutch are in the same state.

[0014] In one feasible implementation, the end of the lower locking pin shaft that is used to cooperate with the second coupling part is provided with a first elongated oval key, the second coupling part is provided with a first elongated oval groove, and the first elongated oval key is inserted into the first elongated oval groove.

[0015] The lower locking pin shaft is provided with a second elongated oval key at one end for cooperating with the fourth coupling part, and the fourth coupling part is provided with a second elongated oval groove, into which the second elongated oval key is inserted.

[0016] In one feasible embodiment, along the axial direction of the lower locking pin shaft, the end face of the first coupling portion facing the first connecting end is provided with a first coupling claw, and the first connecting end is provided with a second coupling claw. When the first clutch is engaged, the first coupling claw engages with the second coupling claw; when the first clutch is disengaged, there is a gap between the first coupling claw and the second coupling claw.

[0017] Along the axial direction of the lower locking pin shaft, the second connecting end is provided with a third coupling claw, wherein when the second clutch is engaged, the third coupling claw engages with the claw portion of the ball head claw; when the second clutch is disengaged, there is a gap between the third coupling claw and the claw portion.

[0018] Along the axial direction of the lower locking pin shaft, the end face of the third coupling is provided with a fourth coupling claw, and the end face of the fourth coupling is provided with a fifth coupling claw. When the third clutch is engaged, the fourth coupling claw engages with the fifth coupling claw. When the third clutch is disengaged, there is a gap between the fourth coupling claw and the fifth coupling claw.

[0019] In one feasible implementation, it further includes:

[0020] Mounting base for fixing to the bottom of the coupler. Mounting holes are provided on both sides of the mounting base. The lower locking pin shaft is inserted into the mounting base through the mounting holes. Both ends of the lower locking pin shaft extend out of the mounting base. An opening is provided in the middle of the end face of the mounting base. The connecting key of the lower locking pin shaft extends out of the opening to connect to the lower locking pin assembly.

[0021] The bearing assembly includes a first bearing, a second bearing, and a third bearing, wherein the first bearing is mounted on the second coupling; the second bearing is mounted on the ball joint chuck; and the third bearing is mounted on the fourth coupling.

[0022] A first support base is disposed on the side of the mounting base facing the first coupling portion, and the first coupling portion, the second coupling portion, the first bearing, and the second bearing are located within the first support base;

[0023] The second support is disposed on the side of the mounting base facing the third coupling, and the second support is sleeved on the third bearing.

[0024] In one feasible implementation, the above-mentioned automatic drive mechanism includes:

[0025] Two sliding grooves are provided in the above-mentioned mounting base, respectively located on both sides of the above-mentioned opening;

[0026] Two racks are respectively disposed in the two aforementioned sliding grooves and can slide relative to the aforementioned sliding grooves;

[0027] The bottom ends of the two racks are respectively connected to the connecting ends of the push beam. A through hole is opened at the bottom center of the mounting base, and the push rod of the push beam passes through the through hole.

[0028] The drive cylinder, the push rod is connected to the drive cylinder, and the drive cylinder drives the push beam to reciprocate towards or away from the bottom of the mounting base.

[0029] The first coupling portion is a first gear, which meshes with the rack near the second coupling portion. The first gear is provided with a first coupling claw at one end facing the second coupling portion.

[0030] The third coupling portion is a second gear, which meshes with the rack near the fourth coupling portion. The end of the second gear facing the fourth coupling portion is provided with the fourth coupling claw.

[0031] In one feasible implementation, the above-mentioned manual drive mechanism includes:

[0032] The connector is located on the aforementioned ball joint claw;

[0033] The lever is connected to the ball head claw via the aforementioned connector.

[0034] In one feasible implementation, the above-mentioned gas supply device includes:

[0035] The air reservoir is connected to the brake main pipe via a pipeline, and the air reservoir supplies air to the drive cylinder.

[0036] Ball valve, installed on the above-mentioned pipeline;

[0037] A throttle valve is installed on the aforementioned pipeline, located between the aforementioned ball valve and the aforementioned air storage cylinder;

[0038] A one-way valve is installed on the above-mentioned pipeline, located between the above-mentioned throttle valve and the above-mentioned air storage cylinder.

[0039] In one feasible implementation, it further includes:

[0040] A connecting device for connecting the brake main pipe of a first vehicle to the brake main pipe of a second vehicle, wherein the first vehicle is used to be coupled to the second vehicle, and the connecting device includes:

[0041] A fixing bracket for fixing to the top of the aforementioned coupler of the first vehicle;

[0042] A pushing mechanism is provided on the aforementioned fixed bracket. A first air duct connection port and a second air duct connection port are respectively provided at opposite ends of the pushing mechanism. The first air duct connection port is connected to the second air duct connection port. The first air duct connection port is connected to the brake main pipe of the first vehicle through a first connecting air duct. The second air duct connection port is connected to the brake main pipe of the second vehicle through the second connecting air duct.

[0043] A floating support is provided at the end of the aforementioned pushing mechanism where the second air duct connection port is located;

[0044] An elastic element is provided on the aforementioned floating support and extends toward the aforementioned first duct connection port;

[0045] A fixing part is provided on the fixing bracket, and the elastic element is inserted into the fixing part;

[0046] A guide pin is provided at the end of the floating bracket away from the elastic member and is used to be inserted into the cotter pin hole of the connecting device of the second vehicle.

[0047] A flip-top mechanism is provided at the first air duct connection port, wherein when the first vehicle is attached to the second vehicle, the flip-top mechanism opens and opens the second air duct connection port; when the first vehicle and the second vehicle are separated, the flip-top mechanism covers the connection port of the second air duct.

[0048] A sealing element is provided between the aforementioned flip-top mechanism and the aforementioned second air duct connection port.

[0049] In one feasible implementation, it further includes:

[0050] In the automatic unlocking mode, the wireless control system determines whether the automatic unlocking mode is operating normally based on the position of the coupler tongue and the working status of the unlocking mechanism. If the automatic unlocking mode is not operating normally, the control system controls the automatic drive mechanism to shut down.

[0051] Compared to existing technologies, this disclosure offers at least the following advantages: The coupler unlocking system provided in this disclosure includes an unlocking device and an air supply device. The unlocking device comprises an unlocking mechanism, an automatic drive mechanism, and a manual drive mechanism. The unlocking mechanism is connected to a lower locking pin shaft, which is connected to a lower locking pin assembly via a key. The lower locking pin assembly is connected to the coupler's locking iron. The unlocking mechanism drives the lower locking pin shaft to rotate, thereby moving the locking iron to adjust the coupler's state. In automatic unlocking mode, the automatic drive mechanism is connected to the unlocking mechanism, driving its operation. In manual unlocking mode, the automatic drive mechanism is shut down, and the manual drive mechanism is connected to the unlocking mechanism, driving its operation. The air supply device is connected to both the automatic drive mechanism and the brake main pipe. The automatic drive mechanism is a pneumatic mechanism, and the air supply device provides compressed gas from the brake main pipe to it. This configuration allows for remote control of the automatic unlocking mechanism via an automatic drive system, eliminating the need for manual intervention in the marshalling and unmarshalling of railway freight cars. This improves marshalling efficiency, reduces workload, and ensures worker safety. Furthermore, in the event of an automatic drive mechanism failure or other unforeseen circumstances, workers can manually operate the unlocking mechanism to ensure normal locking and unlocking of the couplers, enhancing reliability. The automatic drive mechanism can be driven by compressed gas from the brake mains via a pneumatic supply system. The structure is simple and reliable, requiring minimal modification to existing vehicles and couplers, making it easy to retrofit. Attached Figure Description

[0052] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0053] Figure 1 This is a schematic structural diagram of a coupler unlocking system according to an embodiment of the present disclosure;

[0054] Figure 2 This is a schematic structural diagram of a coupler at one angle according to an embodiment of the present disclosure;

[0055] Figure 3 This is a schematic structural diagram of the coupler from another angle, representing one embodiment of the present disclosure.

[0056] Figure 4 This is a schematic structural diagram of an unlocking device according to an embodiment of the present disclosure;

[0057] Figure 5This is a schematic assembly diagram of an unlocking mechanism, mounting base, and automatic unlocking mechanism according to one embodiment of the present disclosure;

[0058] Figure 6 This is a perspective schematic assembly drawing of an unlocking mechanism, a mounting base, and an automatic unlocking mechanism according to an embodiment of the present disclosure.

[0059] Figure 7 A schematic structural diagram of a mounting base according to an embodiment of this disclosure;

[0060] Figure 8 A schematic structural diagram of a first gear according to an embodiment of this disclosure;

[0061] Figure 9 A schematic structural diagram of an angle of the second coupling portion according to an embodiment of this disclosure;

[0062] Figure 10 A schematic structural diagram of the second coupling portion from another angle, according to an embodiment of this disclosure;

[0063] Figure 11 A schematic structural diagram of an angle of the fourth coupling portion according to an embodiment of this disclosure;

[0064] Figure 12 A schematic structural diagram of the fourth coupling portion from another angle, according to an embodiment of this disclosure;

[0065] Figure 13 This is a schematic structural diagram of a lower locking pin shaft according to an embodiment of the present disclosure;

[0066] Figure 14 A schematic structural diagram of a connector according to an embodiment of this disclosure;

[0067] Figure 15 This is a schematic structural diagram of a ball-head chuck according to an embodiment of the present disclosure;

[0068] Figure 16 This is a schematic diagram illustrating the state change of the first clutch in the automatic unlocking mode of an embodiment provided in this disclosure when the vehicle coupler is in a coupled state.

[0069] Figure 17 A schematic diagram illustrating the state change of the second clutch in the manual unlocking mode of an embodiment provided in this disclosure when the vehicle coupler is in a coupled state.

[0070] Figure 18 This is a schematic diagram illustrating the state change of the first clutch in an automatic unlocking mode provided in this disclosure when the coupler is in a non-engaged state.

[0071] Figure 19 This is a schematic diagram illustrating the state change of the second clutch in the manual unlocking mode of an embodiment of the present disclosure when the coupler is in a non-engaged state.

[0072] Figure 20 This is a schematic structural diagram of a gas supply device according to an embodiment of the present disclosure;

[0073] Figure 21 A schematic structural diagram of a connection device according to an embodiment of this disclosure, taken at one angle.

[0074] Figure 22 This is a schematic structural diagram of a connection device according to an embodiment of the present disclosure from another angle;

[0075] Figure 23 A schematic structural diagram of a wireless control system according to an embodiment of this disclosure from one angle;

[0076] Figure 24 This is a schematic structural diagram of a wireless control system according to an embodiment of the present disclosure from another angle.

[0077] in, Figures 1 to 24 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0078] 100 Coupler unlocking system, 110 Unlocking device, 111 Unlocking mechanism, 1111 First coupling part, 1112 First coupling claw, 1113 Second coupling part, 1114 Second coupling claw, 1115 Third coupling claw, 1116 First elongated oval groove, 1117 Ball head chuck, 1118 Third coupling part, 1119 Fourth coupling claw, 1120 Fourth coupling part, 1121 Second elongated oval groove, 1122 Fifth coupling claw, 1123 Claw part, 113 Automatic drive mechanism, 1131 Rack, 1132 Push beam, 1133 Drive cylinder, 114 Manual drive mechanism, 1141 Connector, 1142 Lifting rod, 120 Lower locking pin shaft, 121 Connecting key, 122 First elongated oval key, 123 Second elongated oval key, 130 140 Coupler assembly, 141 Hook tongue, 142 Locking iron, 1421 Channel structure, 143 Push iron, 1431 Locking platform, 150 Air supply device, 151 Air reservoir, 152 Ball valve, 153 Throttle valve, 154 Check valve, 160 Brake main pipe, 170 Mounting seat, 171 Mounting hole, 172 Opening, 173 Third bearing, 174 First support seat, 175 Second support seat, 176 Slide groove, 180 Connecting device, 181 Fixed bracket, 182 Pushing mechanism, 1821 First air duct connection port, 1822 Second air duct connection port, 1823 First connecting air duct, 183 Floating bracket, 184 Elastic element, 185 Fixing part, 186 Guide pin, 187 Flip cover mechanism, 188 Seal, 189 End cap, 190 Wireless control system, 191 Battery, 192 Vehicle control box, 193 Solenoid valve, 194 First proximity switch sensor, 195 Second proximity switch sensor. Detailed Implementation

[0079] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0080] like Figures 1 to 24As shown, according to an embodiment of this disclosure, a coupler unlocking system 100 is provided, including: an unlocking device 110, wherein the unlocking device 110 is provided with an unlocking mechanism 111, an automatic drive mechanism 113, and a manual drive mechanism 114, wherein the unlocking mechanism 111 is connected to the lower locking pin shaft 120 and is used to drive the lower locking pin shaft 120 to rotate, thereby adjusting the state of the coupler 140; wherein, in the automatic unlocking mode, the automatic drive mechanism 113 is connected to the unlocking mechanism 111, and the automatic drive mechanism 113 drives the coupler 140 to rotate. The above-mentioned unlocking mechanism 111 is activated; in manual unlocking mode, the above-mentioned automatic drive mechanism 113 is turned off, and the above-mentioned manual drive mechanism 114 is connected to the above-mentioned unlocking mechanism 111, and the above-mentioned unlocking mechanism 111 is driven to operate by the above-mentioned manual drive mechanism 114; the air supply device 150 is connected to the above-mentioned automatic drive mechanism 113 and the brake main pipe 160 respectively, the above-mentioned automatic drive mechanism 113 is a pneumatic mechanism, and the compressed gas of the above-mentioned brake main pipe 160 is supplied to the above-mentioned automatic drive mechanism 113 by the above-mentioned air supply device 150.

[0081] It is understood that the coupler unlocking system 100 provided in this embodiment includes an unlocking device 110 and an air supply device 150. The unlocking device 110 includes an unlocking mechanism 111, an automatic drive mechanism 113, and a manual drive mechanism 114. The unlocking mechanism 111 is connected to a lower locking pin shaft 120, which is connected to a lower locking pin assembly 130 via a key 121. The lower locking pin assembly 130 is connected to the locking iron 142 of the coupler 140. The unlocking mechanism 111 drives the lower locking pin shaft 120 to rotate, thereby moving the locking iron 142 to adjust the state of the coupler 140. In automatic unlocking mode, the automatic drive mechanism 113 is connected to the unlocking mechanism 111, thereby driving the unlocking mechanism 111 to operate. In manual unlocking mode, the automatic drive mechanism 113 is shut down, and the manual drive mechanism 114 is connected to the unlocking mechanism 111. The unlocking mechanism 111 is driven by the manual drive mechanism 114. The air supply device 150 is connected to both the automatic drive mechanism 113 and the brake main pipe 160. The automatic drive mechanism 113 is a pneumatic mechanism, and the compressed gas from the brake main pipe 160 is supplied to the automatic drive mechanism 113 through the air supply device 150. With this configuration, the unlocking mechanism 111 can be remotely controlled to automatically unlock through the automatic drive mechanism 113, eliminating the need for personnel to participate in the marshalling and unmarshalling of railway freight cars. This improves marshalling efficiency, reduces workload, and ensures the safety of personnel. Furthermore, in the event of an emergency such as failure of the automatic drive mechanism 113, personnel can use the manual drive mechanism 114 to operate the unlocking mechanism 111 to take emergency measures to ensure the normal unlocking and locking of the coupler 140, thereby improving reliability. The automatic drive mechanism 113 can be driven by compressed gas from the brake main pipe 160 via the air supply device 150. The structure is simple and reliable, and requires minimal modification to the existing vehicle and coupler 140 structure, making it easy to retrofit.

[0082] In some examples, such as Figures 1 to 6As shown, the unlocking mechanism 111 includes: a first coupling 1111, sleeved on one end of the lower locking pin shaft 120 and connected to the automatic drive mechanism 113, which drives the first coupling 1111 to rotate; and a second coupling 1113, which is keyed to the lower locking pin shaft 120. The second coupling 1113 is located outside the first coupling 1111, and its first connecting end is used to connect with the first coupling. Part 1111 cooperates to form a first clutch; wherein, when the first clutch is engaged, the automatic drive mechanism 113 sequentially drives the lower locking pin assembly 130 through the first coupling 1111, the second coupling 1113, and the lower locking pin shaft 120, thereby driving the locking iron 142 of the coupler 140 to move. When the coupler 140 is in the unlocked state during coupling, the first clutch disengages; ball joint pawl 1117, the ball joint pawl... 1117 is used to cooperate with the second connecting end of the second coupling 1113 to form a second clutch. The ball joint pawl 1117 is used to connect to the manual drive mechanism 114. When the second clutch is engaged, the manual drive mechanism 114 sequentially drives the lower locking pin assembly 130 via the ball joint pawl 1117, the second coupling 1113, and the lower locking pin shaft 120. The lower locking pin assembly 130 then drives the locking iron 142 of the coupler 140 to move. In the coupling operation... When the coupler 140 is in the unlocked state, the second clutch is disengaged; the third coupling 1118 is sleeved on the other end of the lower locking pin shaft 120; the fourth coupling 1120 and the lower locking pin shaft 120 are keyed together, the fourth coupling 1120 is located outside the third coupling 1118, and the fourth coupling 1120 is used to cooperate with the third coupling 1118 to form the third clutch; wherein, the state of the third clutch is the same as that of the first clutch.

[0083] Understandably, the unlocking mechanism 111 may be provided with a first coupling 1111, a second coupling 1113, a ball joint pawl 1117, a third coupling 1118, and a fourth coupling 1120. The first coupling 1111 is sleeved on one end of the lower locking pin shaft 120, and the third coupling 1118 is sleeved on the other end of the lower locking pin shaft 120. The lower locking pin shaft 120 can rotate relative to the first coupling 1111 and the third coupling 1118. The first coupling 1111 is connected to the automatic drive mechanism 113, which can drive the first coupling 1111 to rotate. The second coupling 1113 and the fourth coupling 1120 are both keyed to the lower locking pin shaft 120, so that the second coupling, the fourth coupling 1120, and the lower locking pin shaft 120 can rotate synchronously. The second coupling portion 1113 is located outside the first coupling portion 1111. Along the axial direction of the lower locking pin shaft 120, the second coupling portion 1113 is provided with a first connecting end and a second connecting end. The first connecting end can cooperate with the first coupling portion 1111 to form a first clutch. The second connecting end can cooperate with the ball joint pawl 1117 to form a second clutch. The fourth coupling portion 1120 is located outside the third coupling portion 1118, and the fourth coupling portion 1120 can cooperate with the third coupling portion 1118 to form a third clutch. The first clutch and the third clutch are in the same connected / disconnected state.

[0084] It is understandable that, such as Figure 16 As shown in Figure a, the coupler 140 structure can adopt the existing lower locking pin coupler 140. In the automatic unlocking mode, the unlocking mechanism 111 can adjust the state of the coupler 140 by adjusting the engagement / disengagement state of the first clutch. Specifically, when the coupler 140 is in the engaged state, the first coupling 1111 and the third coupling 1118 are both driving ends, and the second coupling 1113 and the fourth coupling 1120 are driven ends. When the coupler 140 is in the locked state, the first clutch and the third clutch are engaged.

[0085] like Figure 16As shown in Figure b, when the coupler 140 is ready to unlock, the automatic drive mechanism 113 drives the first coupling 1111 and the third coupling 1118 to rotate in the unlocking direction. This causes the first coupling 1111 to drive the second coupling 1113 to rotate in the unlocking direction, and the third coupling 1118 to drive the fourth coupling 1120 to rotate in the unlocking direction. Since the second coupling 1113 and the lower locking pin shaft 120 are keyed together, the second coupling 1113 drives the lower locking pin shaft 120 to rotate synchronously in the unlocking direction. The lower locking pin shaft 120 transmits power to the connecting key 121, which drives the lower locking pin assembly 130 to move. The lower locking pin assembly 130 transmits force to the locking iron 142 of the coupler 140. The locking iron 142 moves upward and towards the push iron 143, gradually realizing the unlocking action of the coupler 140. Since the coupler 140 is in the coupled condition, the position of the coupler tongue 141 of the coupler 140 performing the uncoupling action remains unchanged under the action of the other coupler 140. However, the locking iron 142 continues to move upward under the drive of the lower locking pin assembly 130 until the locking iron 142 moves to the top of its stroke. At this time, all components of the coupler 140, the unlocking mechanism 111 and the automatic drive mechanism 113 have reached their limit positions. At this time, the unlocking device 110 reaches the unlocking limit state.

[0086] When the unlocking device 110 reaches its unlocking limit, it controls the automatic drive mechanism 113 to rotate in the locking direction. The tail of the hook tongue 141 of the coupler 140 is provided with a stop, which limits the falling height of the locking block 142. Because the vehicle is in a coupled state, the position of the hook tongue 141 of the coupler 140 remains unchanged under external forces, therefore the stop is not fully extended and is located below the head of the locking block 142. The lower part of the locking block 142 is provided with a groove-shaped structure 1421. During the unlocking process, as the locking block 142 moves upward, it also moves towards the seat lock platform 1431 closer to the push iron 143. When the automatic drive mechanism 113 rotates in the locking direction, the first clutch and the third clutch disengage, causing the driving force of the automatic drive mechanism 113 to be unable to be transmitted through the first coupling 1111 to the second coupling 1113, and to the third coupling 1118 to the fourth coupling 1120. This causes the automatic drive mechanism 113 to rotate the first coupling 1111 and the third coupling 1118, while the second coupling 1113, the fourth coupling 1120, and the lower pivot shaft lose driving force, causing the locking iron 142 to begin to fall back from its highest point under its own weight. As the locking iron 142 falls, its grooved structure 1421 rests on the locking platform 1431, preventing it from falling completely to its initial position. Correspondingly, during the fall, the locking iron 142 causes the lower locking pin assembly 130 to move downwards, which in turn causes the lower locking pin shaft 120 to rotate in the locking direction. However, due to the obstruction of the locking platform 1431, the rotation angle of the lower locking pin shaft 120 is less than the rotation angle of the first coupling 1111. Figure 16 As shown in Figure c, there is a gap between the connecting end faces of the first coupling part 1111 and the second coupling part 1113, at which time the coupler 140 is in the unlocked state.

[0087] When the coupler 140 is in the unlocked state, the two coupled vehicles begin to separate. During the separation process, the hook tongue 141 of the unlocked coupler 140 is acted upon by the coupler 140 of the other vehicle. The hook tongue 141 is gradually pulled from the locked position to the fully open position. As the hook tongue 141 is continuously pulled outward, its tail also gradually rotates outward and begins to press against the head of the locking iron 142. Because the hook tongue 141 has a slope, the locking iron 142 moves upward along the slope when pressed until the hook tongue 141 is stretched to the fully open position. The head of the locking iron 142 is then completely restricted by the tail of the hook tongue 141 and returns to its highest position. Simultaneously, the locking iron 142 drives the lower locking pin assembly 130 to move synchronously, transmitting power to the lower locking pin shaft 120, causing the lower locking pin shaft 120 to rotate in the unlocking direction. When the coupler 140 reaches the fully open state, the lower locking pin shaft 120 stops rotating, at which point the first clutch and the third clutch are engaged. Figure 16 The coupler 140 shown in the middle d is in the fully open state.

[0088] It is understandable that, such as Figure 17 As shown in Figure a, in manual unlocking mode, the unlocking mechanism 111 can adjust the state of the coupler 140 by adjusting the engagement / disengagement status of the second and third clutches. Specifically, when the coupler 140 is engaged, the ball joint pawl 1117 is the driving end, and the second coupling 1113 is the driven end. When the coupler 140 is locked, both the second and third clutches are engaged.

[0089] like Figure 17 As shown in Figure b, when the coupler 140 is ready to unlock, the manual drive mechanism 114 drives the ball head pawl 1117 to rotate in the unlocking direction, so that the ball head pawl 1117 drives the second coupling part 1113 to rotate in the unlocking direction. Since the second coupling part 1113 and the lower locking pin shaft 120 are keyed together, the second coupling part 1113 drives the lower locking pin shaft 120 to rotate synchronously in the unlocking direction. The lower locking pin shaft 120 transmits power to the connecting key 121 provided on the lower locking pin shaft 120, and through the connecting key 121, it drives the lower locking pin assembly 130 to move. The lower locking pin assembly 130 transmits force to the locking iron 142 of the coupler 140. The locking iron 142 moves upward and towards the push iron 143 to gradually realize the unlocking action of the coupler 140. Since the coupler 140 is in the coupled condition, the position of the coupler tongue 141 of the coupler 140 performing the uncoupling action remains unchanged under the action of the other coupler 140. However, the locking iron 142 continues to move upward under the drive of the lower locking pin assembly 130 until the locking iron 142 moves to the top of its stroke. At this time, all components of the coupler 140, the unlocking mechanism 111 and the automatic drive mechanism 113 have reached their limit positions. At this time, the unlocking device 110 reaches the unlocking limit state.

[0090] When the unlocking device 110 reaches its unlocking limit, it controls the manual drive mechanism 114 to rotate in the locking direction. When the manual drive mechanism 114 rotates the ball joint pawl 1117 in the same direction, the second coupling 1113 is not in contact with the ball joint pawl 1117, and the second clutch is disengaged. This causes the second coupling 1113 to lose the driving force provided by the ball joint pawl 1117. The vehicle is in a coupled state, and the position of the hook tongue 141 of the coupler 140 remains unchanged under external forces. Therefore, the stop is not fully extended, and the stop is located below the head of the locking iron 142. Since the locking iron 142 is at the top and loses the driving force provided by the ball joint pawl 1117, the locking iron 142 begins to fall under its own weight. As the locking iron 142 falls, its grooved structure 1421 rests on the locking seat 1431, preventing the locking iron 142 from completely falling back to its initial position. At this time, during the retraction of the locking iron 142, the locking iron 142 drives the lower locking pin assembly 130 to move downwards, thereby causing the lower locking pin shaft 120 to rotate in the locking direction. However, due to the obstruction of the locking seat 1431, the rotation angle of the lower locking pin shaft 120 is less than the rotation angle of the ball head pawl 1117. Figure 17 As shown in Figure c, there is a gap between the connecting end faces of the ball head pawl 1117 and the second coupling 1113, at which time the coupler 140 is in the unlocked state.

[0091] When the coupler 140 is in the unlocked state, the two coupled vehicles begin to separate. During the separation process, the hook tongue 141 of the unlocked coupler 140 is acted upon by the coupler 140 of the other vehicle. The hook tongue 141 is gradually pulled from the locked position to the fully open position. As the hook tongue 141 is pulled outward, its tail also rotates outward and begins to press against the head of the locking iron 142. Due to the slope provided at the hook tongue 141 position, the locking iron 142 moves upward along the slope when pressed until the hook tongue 141 is stretched to the fully open position. The head of the locking iron 142 is then completely restricted by the tail of the hook tongue 141 and returns to its highest position. Simultaneously, the locking iron 142 drives the lower locking pin assembly 130 to move synchronously, transmitting power to the lower locking pin shaft 120, causing the lower locking pin shaft 120 to rotate in the unlocking direction. When the coupler 140 reaches the fully open state, the lower locking pin shaft 120 stops rotating. At this time, both the second and third clutches are engaged. Figure 17 The coupler 140 shown in the middle d is in the fully open state.

[0092] Understandably, when the coupler 140 is not in a coupled state, there is no obstruction on the opposite side of the coupler 140. Similar to the coupled state, in the automatic unlocking mode, the first coupling 1111 is the driving end, and the second coupling 1113 is the driven end, forming the first clutch. In the manual unlocking mode, the ball joint pawl 1117 is not the driving end, and the second coupling 1113 is the driven end, forming the second clutch. Unlike the coupled state, since the hook tongue 141 of the coupler 140 is not restricted, as the lower locking pin shaft 120 pushes the locking iron 142 to its highest point via the lower locking pin assembly 130, the lower locking pin shaft 120 pushes the push iron 143, which in turn pushes the hook tongue 141, causing the hook tongue 141 to begin rotating until the coupler 140 reaches the fully open state. At this time, the tail of the hook tongue 141 is completely below the head of the locking iron 142, and the locking iron 142 will not fall back. Therefore, the lower locking pin shaft 120 will not rotate, resulting in the passive end not rotating. Thus, in non-coupling conditions, neither the active nor the passive end is in an unlocked state, directly reaching the fully open state. A schematic diagram of the state changes of the first clutch in different states of the coupler 140 in automatic unlocking mode is shown below. Figure 18 As shown; a schematic diagram illustrating the state changes of the second clutch under different states of the coupler 140 in manual unlocking mode. Figure 19 As shown.

[0093] In some examples, such as Figures 8 to 13 As shown, the lower locking pin shaft 120 is provided with a first elongated oval key 122 at one end for cooperating with the second coupling part 1113, and the second coupling part 1113 is provided with a first elongated oval groove 1116, into which the first elongated oval key 122 is inserted; the lower locking pin shaft 120 is provided with a second elongated oval key 123 at one end for cooperating with the fourth coupling part 1120, and the fourth coupling part 1120 is provided with a second elongated oval groove 1121, into which the second elongated oval key 123 is inserted.

[0094] Understandably, a connecting key 121 is provided in the middle of the lower locking pin shaft 120 for connecting to the lower locking pin assembly 130. The shaft near the connecting key 121 is a round shaft, and the first coupling part 1111 and the third coupling part 1118 are both sleeved on the round shaft, and the round shaft can rotate relative to the first coupling part 1111 and the second coupling part 1113. A first elongated oval key 122 is provided on the outer side of the round shaft near the second coupling part 1113, and a second elongated oval key 123 is provided on the outer side of the round shaft near the fourth coupling part 1120. The centers of the first elongated oval key 122 and the second elongated oval key 123 are collinear with the center of the round shaft. Correspondingly, a first elongated oval groove 1116 is provided at the center of the second coupling part 1113. A first elongated oval key 122 is inserted into the first elongated oval groove 1116, and a second elongated oval key 123 is inserted into the second elongated oval groove 1121, so that the lower locking pin shaft 120 can rotate synchronously with the second coupling part 1113 and the fourth coupling part 1120. This ensures that the lower locking pin shaft 120 remains stable during the unlocking operation, improving stability.

[0095] In some examples, such as Figures 8 to 13 As shown, along the axial direction of the lower locking pin shaft 120, the first coupling portion 1111 has a first coupling claw 1112 on its end face facing the first connecting end, and the first connecting end has a second coupling claw 1114. When the first clutch is engaged, the first coupling claw 1112 engages with the second coupling claw 1114; when the first clutch is disengaged, there is a gap between the first coupling claw 1112 and the second coupling claw 1114. Along the axial direction of the lower locking pin shaft 120, the second connecting end has a third coupling claw 1115. When the second clutch is engaged, the third coupling claw... Claw 1115 engages with claw portion 1123 of ball head clasp 1117; when the second clutch is disengaged, there is a gap between the third coupling claw 1115 and the claw portion 1123; along the axial direction of the lower locking pin shaft 120, a fourth coupling claw 1119 is provided on the end face of the third coupling portion 1118, and a fifth coupling claw 1122 is provided on the end face of the fourth coupling portion 1120, wherein, when the third clutch is engaged, the fourth coupling claw 1119 engages with the fifth coupling claw 1122; when the third clutch is disengaged, there is a gap between the fourth coupling claw 1119 and the fifth coupling claw 1122.

[0096] Understandably, along the axial direction of the lower locking pin shaft 120, two first coupling claws 1112 are arranged opposite each other on the end face of the first coupling portion 1111 facing the first connecting end, and two second coupling claws 1114 are arranged opposite each other on the end face of the first connecting end. When the first connecting end and the first coupling portion 1111 are engaged, there is a gap in the surface formed by the first coupling claws 1112 and the second coupling claws 1114 along the radial direction of the lower locking pin shaft 120. When the first clutch is engaged, the first coupling portion 1111 rotates, causing the side of the first coupling claw 1112 to abut against the side of the second coupling claw 1114. Thus, the first coupling claws 1112 and the second coupling claws 1114 rotate synchronously, causing the second coupling portion 1113 and the first coupling portion 1111 to rotate synchronously, thereby driving the lower locking pin shaft 120 to rotate. When the first clutch is disengaged, the first coupling part 1111 rotates, causing a gap between the side of the first coupling claw 1112 and the side of the second coupling claw 1114. That is, the first coupling claw 1112 rotates in the gap and does not contact the second coupling claw 1114, so it cannot transmit power to the second coupling part 1113 through the first coupling part 1111. The first coupling part 1111 rotates relative to the lower locking pin shaft 120.

[0097] Understandably, along the axial direction of the lower locking pin shaft 120, two third coupling claws 1115 are arranged opposite each other on the end face of the second connecting end. When the second connecting end and the claw portion 1123 of the ball head pawl 1117 are engaged, there is a gap in the surface formed by the third coupling claws 1115 and the claw portion 1123 along the radial direction of the lower locking pin shaft 120. When the second clutch is engaged, the ball head pawl 1117 rotates, causing the side of the claw portion 1123 of the ball head pawl 1117 to abut against the side of the third coupling claw 1115. Thus, the ball head pawl 1117 and the third coupling claw 1115 rotate synchronously, causing the ball head pawl 1117 and the second coupling portion 1113 to rotate synchronously, thereby driving the lower locking pin shaft 120 to rotate. When the second clutch is disengaged, the ball head pawl 1117 rotates, creating a gap between the side of the pawl 1123 and the side of the third coupling pawl 1115. That is, the ball head pawl 1117 rotates in the gap and does not contact the third coupling pawl 1115, thus preventing transmission to the second coupling 1113 via the ball head pawl 1117. The ball head pawl 1117 rotates relative to the lower locking pin shaft 120.

[0098] Understandably, along the axial direction of the lower locking pin shaft 120, two fourth coupling jaws 1119 are arranged opposite each other on the end face of the third coupling portion 1118 facing the fourth coupling portion 1120, and two fifth coupling jaws 1122 are arranged opposite each other on the end face of the fourth coupling portion 1120 facing the third coupling portion 1118. When the third coupling portion 1118 and the fourth coupling portion 1120 are engaged, there is a gap in the surface formed by the fourth coupling jaws 1119 and the fifth coupling jaws 1122 along the radial direction of the lower locking pin shaft 120. When the third clutch is engaged, the third coupling portion 1118 rotates, causing the side of the fourth coupling jaw 1119 to abut against the side of the fifth coupling jaw 1122. Thus, the synchronous rotation of the fourth coupling jaws 1119 and the fifth coupling jaws 1122 causes the third coupling portion 1118 and the fourth coupling portion 1120 to rotate synchronously, thereby driving the lower locking pin shaft 120 to rotate. When the third clutch is disengaged, the third coupling 1118 rotates, causing a gap between the side of the fourth coupling pawl 1119 and the side of the fifth coupling pawl 1122. That is, the fourth coupling pawl 1119 rotates in the gap and does not contact the fifth coupling pawl 1122, thus preventing transmission to the fourth coupling 1120 through the third coupling 1118. The third coupling 1118 rotates relative to the lower locking pin shaft 120.

[0099] In some examples, such as Figures 1 to 7 As shown, it also includes: a mounting base 170 for fixing to the bottom of the coupler 140, mounting holes 171 are provided on both sides of the mounting base 170 at corresponding positions, the lower locking pin shaft 120 is inserted into the mounting base 170 through the mounting holes 171, and both ends of the lower locking pin shaft 120 extend out of the mounting base 170, and an opening 172 is provided in the middle of the end face of the mounting base 170, the connecting key 121 of the lower locking pin shaft 120 extends out of the opening 172 to connect to the lower locking pin assembly 130; a bearing assembly, including a first bearing, a second bearing and a third bearing 173, wherein the above... The first bearing is installed in the second coupling portion 1113; the second bearing is installed in the ball joint chuck 1117; the third bearing 173 is installed in the fourth coupling portion 1120; the first support seat 174 is disposed on the side of the mounting seat 170 facing the first coupling portion 1111, the first coupling portion 1111, the second coupling portion 1113, the first bearing and the second bearing are located in the first support seat 174; the second support seat 175 is disposed on the side of the mounting seat 170 facing the third coupling, and the second support seat 175 is sleeved on the third bearing 173.

[0100] Understandably, the unlocking mechanism 111 of the coupler 140 is also provided with a mounting base 170. The mounting base 170 is fixed to the bottom of the coupler 140. Part of the structure of the automatic drive mechanism 113 and the part of the lower locking pin shaft 120 used to connect with the automatic drive mechanism 113 are all located inside the mounting base 170, which provides protection. Mounting holes 171 are provided on both sides of the mounting base 170. The lower locking pin shaft 120 is inserted into the mounting base 170 through the mounting holes 171. An opening 172 is provided at the middle of the end face of the mounting base 170. The connecting key 121 of the lower locking pin extends out of the opening 172 and connects to the lower locking pin shaft 120. The lower locking pin shaft 120 can rotate relative to the mounting hole 171 to drive the connecting key 121 to rotate relative to the opening 172. Both ends of the lower locking pin shaft 120 extend out of the mounting base 170 to connect to other components of the unlocking mechanism 111. A first bearing is installed at the second coupling portion 1113, a second bearing is installed at the ball joint pawl 1117, and a third bearing 173 is installed at the fourth coupling portion 1120 to ensure smooth and stable rotation. A first support seat 174 is provided on the side of the mounting base 170 facing the first coupling portion 1111, so that the first coupling portion 1111, the second coupling portion 1113, the first bearing, and the second bearing are located inside the first support seat 174. The first support seat 174 provides support and protection, and the end of the ball joint pawl 1117 that connects to the manual drive mechanism 114 is located outside the first support seat 174 for easy connection. The pawl portion 1123 of the ball joint pawl 1117 is located inside the first support seat 174. While the ball joint pawl 1117 is supported by the first support seat 174, the second bearing ensures smooth rotation of the ball joint pawl 1117 to adjust the engagement and disengagement of the second clutch. A second support seat 175 is provided on the side of the mounting base 170 facing the third coupling. The second support seat 175 is sleeved on the third bearing 173 to provide support and protection for the third bearing 173.

[0101] In some examples, such as Figures 1 to 8As shown, two sliding grooves 176 are disposed within the mounting base 170, respectively located on both sides of the opening 172; two racks 1131 are respectively disposed in the two sliding grooves 176 and can slide relative to the sliding grooves 176; a push beam 1132 is provided, with the bottom ends of the two racks 1131 respectively connected to the connecting ends of the push beam 1132; a through hole is provided at the bottom center of the mounting base 170, and the push rod of the push beam 1132 passes through the through hole; a drive cylinder 1133 is provided, with the push rod connected to the drive cylinder 1133, and the push rod is driven by the drive cylinder 1133. The push beam 1132 reciprocates towards or away from the bottom of the mounting base 170; the first coupling portion 1111 is a first gear, which meshes with the rack 1131 near the second coupling portion 1113, and the first coupling claw 1112 is provided at one end of the first gear facing the second coupling portion 1113; the third coupling portion 1118 is a second gear, which meshes with the rack 1131 near the fourth coupling portion 1120, and the fourth coupling claw 1119 is provided at one end of the second gear facing the fourth coupling portion 1120.

[0102] It is understood that the aforementioned automatic drive mechanism 113 is provided with two sliding grooves 176. On the inner side of the end of the mounting base 170 with an opening 172, the two sliding grooves 176 are respectively located on both sides of the opening 172. Each sliding groove 176 corresponds to a rack 1131, which can slide within the sliding groove 176. The bottom ends of the two racks 1131 are respectively connected to the connecting ends of the push beam 1132, and a push rod is provided at the middle of one end of the push beam 1132 relative to the connecting end. A through hole is provided at the center of the bottom of the mounting base 170, through which the push rod can pass and connect to the drive cylinder 1133. With this configuration, the drive cylinder 1133 can drive the push beam 1132 to reciprocate towards or away from the bottom of the mounting base 170, thereby driving the two racks 1131 to reciprocate in this direction. Correspondingly, the first coupling 1111 is the first gear, and the third coupling 1118 is the second gear. The first gear and the second gear are at the same height, with the first gear meshing with the rack 1131 near the second coupling 1113 and the second gear meshing with the rack 1131 near the fourth coupling 1120. The lower locking pin shaft 120 passes through the center of the first and second gears. Along the axial direction of the lower locking pin shaft 120, two first coupling claws 1112 are correspondingly provided at the end of the first gear facing the second coupling 1113, and two fourth coupling claws 1119 are correspondingly provided at the end of the second gear facing the fourth coupling 1120. This ensures that when the push beam 1132 drives the rack 1131 to reciprocate, the height of the first and second gears remains constant, and they rotate synchronously, thereby driving the first coupling claws 1112 and the fourth coupling claws 1119 to rotate synchronously. This gear transmission ensures transmission accuracy and reliability.

[0103] In some examples, such as Figure 14 and Figure 15 As shown, the manual drive mechanism 114 includes: a connector 1141 disposed on the ball head claw 1117; and a lifting rod 1142 connected to the ball head claw 1117 via the connector 1141.

[0104] Understandably, the manual drive mechanism 114 may be equipped with a connector 1141 and a lifting rod 1142. Both the connector 1141 and the ball-end pawl 1117 have through-hole round pins. The connector 1141 is fixed to the ball-end pawl 1117 by inserting the round pins, ensuring that the connector 1141 and the ball-end pawl 1117 can rotate synchronously. The lifting rod 1142 is connected to the connector 1141 and can be fixed by bolts or other fasteners, ensuring that the lifting rod 1142 and the connector 1141 can move synchronously. When the lifting rod 1142 is rotated, the driving force is transmitted to the ball-end pawl 1117 through the connector 1141, causing the ball-end pawl 1117 to rotate. For example, the operating end of the lifting rod 1142 may be a crank, and the lifting rod 1142 may have a bent section.

[0105] In some examples, such as Figure 20 As shown, the air supply device 150 includes: an air reservoir 151, which is connected to the brake main pipe 160 via a pipeline, and provides an air source to the drive cylinder 1133 via the air reservoir 151; a ball valve 152, which is disposed on the pipeline; a throttle valve 153, which is disposed on the pipeline and located between the ball valve 152 and the air reservoir 151; and a one-way valve 154, which is disposed on the pipeline and located between the throttle valve 153 and the air reservoir 151.

[0106] It is understood that the air supply device 150 may be equipped with an air reservoir 151, which is connected to the brake main pipe 160 via a pipeline to store compressed air from the brake main pipe 160. The air reservoir 151 supplies air to the drive cylinder 1133, enabling the drive cylinder 1133 to drive the push beam 1132 to move. This ensures the safety of the vehicle's braking system, prevents malfunctions in the hook-up air control system from affecting the vehicle's braking system, and improves stability. Furthermore, a throttle valve 153 is installed on the pipeline to control the air filling speed of the air reservoir 151, and a one-way valve 154 is installed to prevent compressed air backflow from causing accidents, further improving safety.

[0107] In some examples, such as Figure 21 and Figure 22As shown, it also includes: a connecting device 180 for connecting the brake main pipe 160 of the first vehicle and the brake main pipe 160 of the second vehicle, wherein the first vehicle is used to be attached to the second vehicle, and the connecting device 180 includes: a fixed bracket 181 for fixing to the top of the hook 140 of the first vehicle; a pushing mechanism 182 disposed on the fixed bracket 181, wherein the pushing mechanism 182 has a first air duct connection port 1821 and a second air duct connection port 1822 respectively at opposite ends, the first air duct connection port 1821 being connected to the second air duct connection port 1822, the first air duct connection port 1821 being connected to the brake main pipe 160 of the first vehicle through a first connecting air duct 1823, and the second air duct connection port 1822 being connected to the brake main pipe 160 of the second vehicle through a second connecting air duct; and a floating bracket 183 disposed on the pushing mechanism 182 with the second air duct connection port 1822 being connected to the second air duct connection port 160 of the second vehicle. One end of the duct connection port 1822; an elastic element 184, disposed on the floating bracket 183, extending toward the first duct connection port 1821; a fixing part 185, disposed on the fixing bracket 181, the elastic element 184 being inserted into the fixing part 185; a guide pin 186, disposed on the end of the floating bracket 183 away from the elastic element 184, for insertion into the pin hole of the connecting device 180 of the second vehicle; a flip-top mechanism 187, disposed on the second duct connection port 1822, wherein, when the first vehicle is attached to the second vehicle, the flip-top mechanism 187 opens the second duct connection port 1822; when the first vehicle and the second vehicle are separated, the flip-top mechanism 187 covers the second duct connection port 1822; a sealing element 188, disposed between the flip-top mechanism 187 and the second duct connection port 1822.

[0108] It is understood that the coupler 140 coupling system may also be equipped with a connecting device 180. The connecting device 180 connects the brake main pipe 160 of the first vehicle and the brake main pipe 160 of the second vehicle. The first and second vehicles are adjacent and can be coupled together. The connecting device 180 is equipped with a fixing bracket 181 to be fixed to the top of the coupler 140 of the first vehicle. A pushing mechanism 182 is mounted on the fixing bracket 181. The opposite ends of the pushing mechanism 182 are respectively provided with a first air duct connection port 1821 and a second air duct connection port 1822, and the first air duct connection port 1821 and the second air duct connection port 1822 are connected. Specifically, the first air duct connection port 1821 is connected to the brake main pipe 160 of the first vehicle through a first connecting air duct 1823; the second air duct connection port 1822 is connected to the brake main pipe 160 of the second vehicle through a second connecting air duct. A floating bracket 183 is located at one end of the pushing mechanism 182 where the second air duct connection port 1822 is located, to support the elastic element 184, and the fixed part 185 restricts the degree of freedom of the elastic element 184 to improve stability. When the couplers 140 of the first vehicle and the second vehicle are docked, the elastic element 184 absorbs part of the impact force, playing a buffering role. During the coupling process, the guide pin 186 of the first vehicle is inserted into the pin hole of the opening 172 of the connecting device 180 of the second vehicle to guide the connecting devices 180 of the two vehicles, ensuring accurate docking of the second connecting air duct and the second air duct connection port 1822. A flip-top mechanism 187 is located on the side of the pushing mechanism 182 where the second air duct connection port 1822 is located, and the second air duct connection port 1822 is provided with an end cap 189. The flip-top mechanism 187 drives the end cap 189 to open or close. In the coupling process of the first and second vehicles, the flip-top mechanism 187 opens to expose the second air duct connection port 1822, allowing the second connecting air duct to be inserted into the second air duct connection port 1822. When the first and second vehicles are separated, the second connecting air duct is withdrawn from the second air duct connection port 1822, and the flip-top mechanism 187 covers the second air duct connection port 1822 to prevent impurities from entering the second air duct connection port 1822. Furthermore, a sealing element 188 may be provided between the flip-top mechanism 187 and the second air duct connection port 1822 to ensure the sealing of the connection between the second connecting air duct and the second air duct connection port 1822, as well as the sealing of the second air duct connection port 1822 by the flip-top mechanism 187.

[0109] In some examples, such as Figure 23 and Figure 24As shown, it also includes: a wireless control system 190, which, when using the automatic unlocking mode, determines whether the automatic unlocking mode is operating normally based on the position of the hook tongue 141 of the coupler 140 and the working state of the unlocking mechanism 111; wherein, when the automatic unlocking mode is not operating normally, the control system controls the automatic drive mechanism 113 to shut down.

[0110] Understandably, the coupler unlocking system 100 can also be equipped with a wireless control system 190. Specifically, the wireless control system 190 can be equipped with a ground control system and an on-board control system. The ground control system and the on-board control system jointly complete the information transmission function, realizing unmanned operation on site. Operators can remotely monitor and control the system through handheld or centralized control. Among them, the marshalling yard integrated automation system of the ground control system is responsible for issuing the marshalling and unmarshalling requirements of each car in the car. The ground control terminal is located in the hump house and is responsible for receiving the tasks issued by the marshalling yard integrated automation system, laser counting and car number recognition system. It works in conjunction with the locomotive recorder to achieve accurate and rapid completion of the peak pushing operation task. The laser counting and car number recognition systems are located beside the track. The laser counting is responsible for controlling the peak pushing speed in conjunction with the locomotive recorder, and the car number recognition system is responsible for identifying the car number and the first and second digits of the car information. Using the 4G / 5G signal base station near the hump, the on-board control box 192 can be stably linked with the control terminal of the ground control system.The battery 191 is welded to the vehicle's chassis via a bracket; the vehicle control system and solenoid valve 193 are fixed to the drive cylinder 1133; a grounding switch is arranged on the vehicle's side beam to connect the battery 191 and the vehicle control box 192, preventing the battery 191's lifespan from being reduced due to excessive standby power of the 4G / 5G module. The control unit of the vehicle control box 192 has a timing delay power disconnection function, which, together with the grounding switch, enables the vehicle control system to be turned on and off. The control unit outputs a relay closing signal based on the command received from the 4G / 5G module, controlling the solenoid valve 193 to open. Simultaneously, the air supply is turned on, driving the cylinder 1133 to actuate, which in turn drives the coupler 140. The first proximity switch sensor 194 and the second proximity switch sensor 195 feed back signals to the control unit. Ground operators can decide whether manual intervention is needed to control the coupler opening based on the status of the coupler 140 displayed by the system. The first proximity switch sensor 194 is mounted on the left support base to detect unlocking. The device 110 operates and outputs "on" and "off" signals. The second proximity switch sensor 195 is installed on the hook head of the coupler 140 to sense the position of the hook tongue 141 of the coupler 140 and outputs "on" and "off" signals. When the second proximity switch sensor 195 outputs a "off" signal and the first proximity switch sensor 194 also outputs a "off" signal, the coupler 140 is determined to be in a locked state. When the second proximity switch sensor 195 outputs a "off" signal and the first proximity switch sensor 194 outputs an "on" signal, the system is determined to be faulty and the manual drive mechanism 114 is required to operate the unhooking mechanism. When the second proximity switch sensor 195 outputs an "on" signal and the first proximity switch sensor 194 outputs a "off" signal, the coupler 140 is determined to be in an unlocked state. When the second proximity switch sensor 195 outputs an "on" signal and the first proximity switch sensor 194 outputs an "on" signal, the coupler 140 is determined to be in a fully open state.

[0111] In this disclosure, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise expressly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0112] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0113] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0114] The above are merely preferred embodiments of this disclosure and are not intended to limit this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A coupler unlocking system, characterized in that, include: The unlocking device includes an unlocking mechanism, an automatic drive mechanism, and a manual drive mechanism. The unlocking mechanism is connected to the lower locking pin shaft and is used to drive the lower locking pin shaft to rotate in order to adjust the coupler status. In the automatic unlocking mode, the automatic drive mechanism is connected to the unlocking mechanism and drives the unlocking mechanism to operate; in the manual unlocking mode, the automatic drive mechanism is turned off and the manual drive mechanism is connected to the unlocking mechanism and drives the unlocking mechanism to operate. An air supply device is connected to the automatic drive mechanism and the brake main pipe respectively. The automatic drive mechanism is a pneumatic mechanism. The air supply device supplies compressed gas from the brake main pipe to the automatic drive mechanism. The unlocking mechanism includes: The first coupling is sleeved on one end of the lower locking pin shaft and connected to the automatic drive mechanism, which drives the first coupling to rotate. The second coupling part and the lower locking pin shaft are keyed together. The second coupling part is located outside the first coupling part. The first connecting end of the second coupling part is used to cooperate with the first coupling part to form a first clutch. When the first clutch is engaged, the automatic drive mechanism transmits power to the lower locking pin assembly in sequence through the first coupling part, the second coupling part and the lower locking pin shaft. The lower locking pin assembly drives the locking iron of the coupler to move. When the coupler is in the unlocked state during the coupling operation, the first clutch is disengaged. A ball joint chuck is used to cooperate with the second connecting end of the second coupling to form a second clutch. The ball joint chuck is used to connect to a manual drive mechanism. When the second clutch is engaged, the manual drive mechanism transmits power to the lower locking pin assembly in sequence through the ball joint chuck, the second coupling, and the lower locking pin shaft. The lower locking pin assembly drives the locking iron of the coupler to move. When the coupler is in the unlocked state during coupling, the second clutch disengages. The third coupling is sleeved on the other end of the lower locking pin shaft; The fourth coupling part and the lower locking pin shaft are keyed together. The fourth coupling part is located outside the third coupling part and is used to cooperate with the third coupling part to form a third clutch; wherein the third clutch and the first clutch are in the same state.

2. The coupler unlocking system according to claim 1, characterized in that, The lower locking pin shaft is provided with a first elongated oval key at one end for cooperating with the second coupling part, and the second coupling part is provided with a first elongated oval groove, and the first elongated oval key is inserted into the first elongated oval groove; The lower locking pin shaft has a second elongated oval key at one end for engaging with the fourth coupling part, and the fourth coupling part has a second elongated oval groove, into which the second elongated oval key is inserted.

3. The coupler unlocking system according to claim 1, characterized in that, Along the axial direction of the lower locking pin shaft, the first coupling portion is provided with a first coupling claw on its end face facing the first connecting end, and the first connecting end is provided with a second coupling claw. When the first clutch is engaged, the first coupling claw engages with the second coupling claw; when the first clutch is disengaged, there is a gap between the first coupling claw and the second coupling claw. Along the axial direction of the lower locking pin shaft, the second connecting end is provided with a third coupling claw, wherein when the second clutch is in the engaged state, the third coupling claw engages with the claw portion of the ball head pawl; when the second clutch is in the disengaged state, there is a gap between the third coupling claw and the claw portion. Along the axial direction of the lower locking pin shaft, the end face of the third coupling is provided with a fourth coupling claw, and the end face of the fourth coupling is provided with a fifth coupling claw. When the third clutch is engaged, the fourth coupling claw engages with the fifth coupling claw; when the third clutch is disengaged, there is a gap between the fourth coupling claw and the fifth coupling claw.

4. The coupler unlocking system according to claim 3, characterized in that, Also includes: Mounting base for fixing to the bottom of the coupler. Mounting holes are provided on both sides of the mounting base. The lower locking pin shaft is inserted into the mounting base through the mounting holes, and both ends of the lower locking pin shaft extend out of the mounting base. An opening is provided in the middle of the end face of the mounting base. The connecting key of the lower locking pin shaft extends out of the opening to connect to the lower locking pin assembly. The bearing assembly includes a first bearing, a second bearing, and a third bearing, wherein the first bearing is mounted on the second coupling; the second bearing is mounted on the ball joint jaw; and the third bearing is mounted on the fourth coupling. A first support base is disposed on the side of the mounting base facing the first coupling portion, and the first coupling portion, the second coupling portion, the first bearing, and the second bearing are located inside the first support base; The second support is disposed on the side of the mounting base facing the third coupling, and the second support is sleeved on the third bearing.

5. The coupler unlocking system according to claim 4, characterized in that, The automatic drive mechanism includes: Two sliding grooves are provided inside the mounting base, respectively located on both sides of the opening; Two racks are respectively disposed in the two slide grooves and can slide relative to the slide grooves; The bottom ends of the two racks are respectively connected to the connecting ends of the push beam. A through hole is opened at the bottom center of the mounting base, and the push rod of the push beam passes through the through hole. A drive cylinder is provided, and the push rod is connected to the drive cylinder. The drive cylinder drives the push beam to reciprocate towards or away from the bottom of the mounting base. The first coupling part is a first gear, which meshes with the rack near the second coupling part, and the first gear is provided with a first coupling claw at one end facing the second coupling part; The third coupling is a second gear, which meshes with the rack near the fourth coupling. The second gear has a fourth coupling claw at one end facing the fourth coupling.

6. The coupler unlocking system according to claim 1, characterized in that, The manual drive mechanism includes: The connector is located on the ball head claw; The lifting rod is connected to the ball head claw via the connector.

7. The coupler unlocking system according to claim 5, characterized in that, The gas supply device includes: An air reservoir is connected to the brake main pipe via a pipeline, and provides an air source to the drive cylinder through the air reservoir; A ball valve is installed on the pipeline; A throttle valve is installed on the pipeline, located between the ball valve and the air storage cylinder; A one-way valve is installed on the pipeline, located between the throttle valve and the air storage cylinder.

8. The coupler unlocking system according to claim 7, characterized in that, Also includes: A connecting device for connecting the brake main pipe of a first vehicle and the brake main pipe of a second vehicle, wherein the first vehicle is used to be coupled to the second vehicle, the connecting device comprising: A fixing bracket for fixing to the top of the coupler of the first vehicle; A pushing mechanism is provided on the fixed bracket. A first air duct connection port and a second air duct connection port are respectively provided at opposite ends of the pushing mechanism. The first air duct connection port is connected to the second air duct connection port. The first air duct connection port is connected to the brake main pipe of the first vehicle through a first connecting air duct. The second air duct connection port is connected to the brake main pipe of the second vehicle through a second connecting air duct. A floating support is provided at the end of the pushing mechanism where the second air duct connection port is located; An elastic element is provided on the floating support and extends toward the first air duct connection port; A fixing part is provided on the fixing bracket, and the elastic element is inserted into the fixing part; A guide pin is provided at the end of the floating bracket away from the elastic element, and is used to be inserted into the cotter pin hole of the connecting device of the second vehicle; A flip-top mechanism is provided at the first air duct connection port, wherein when the first vehicle is attached to the second vehicle, the flip-top mechanism opens and exposes the second air duct connection port; when the first vehicle and the second vehicle are separated, the flip-top mechanism covers the connection port of the second air duct. A sealing element is provided between the flip-top mechanism and the second air duct connection port.

9. The coupler unlocking system according to claim 1, characterized in that, Also includes: In the automatic unlocking mode, the wireless control system determines whether the automatic unlocking mode is operating normally based on the position of the coupler tongue and the working status of the unlocking mechanism. If the automatic unlocking mode is not operating normally, the control system controls the automatic drive mechanism to shut down.

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