Car coupler unlocking structure

Abstract

The invention provides a car coupler unlocking mechanism. The car coupler unlocking mechanism comprises a lower lock pin rotating shaft; the automatic driving mechanism and the manual driving mechanism are respectively connected to the lower lock pin rotating shaft and are used for driving the lower lock pin rotating shaft to rotate so as to adjust the state of the car coupler; and the clutch part is arranged on the lower lock pin rotating shaft and used for switching the connection state of the automatic driving mechanism and the lower lock pin rotating shaft and the connection state of the manual driving mechanism and the lower lock pin rotating shaft. By means of the arrangement, remote control over automatic unlocking of the coupler can be achieved through the automatic driving mechanism, workers do not need to participate in the ungrouping action of the railway freight car, the grouping efficiency is improved, the working intensity is reduced, the safety of the workers is guaranteed, and when unforeseen circumstances such as failure of the automatic driving mechanism occur, the safety of the workers is guaranteed. A worker can operate and unlock by adopting a manual driving mechanism, so that normal unlocking and locking actions of the car coupler are ensured by adopting emergency measures, and the reliability is improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of railway freight cars, and in particular to a coupler unlocking structure. Background Art

[0002] In the related technologies, with the rapid development of the logistics industry, the number of train formations of railway freight vehicles is increasing, and the transportation efficiency and safety of railway freight vehicles are receiving more and more attention. The connection and disassembly of the traditional railway freight car coupler and the car-end brake main pipe mainly rely on manual work, which is not only time-consuming and inefficient, but also has certain safety hazards. And because the coupler structure of railway freight cars is relatively special, the automatic control coupler structure of ordinary freight cars cannot be applied to railway freight cars. Summary of the invention

[0003] The present disclosure aims to solve at least one of the technical problems existing in the prior art or related art.

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

[0005] Lower locking pin shaft;

[0006] The automatic driving mechanism and the manual driving mechanism are respectively connected to the lower locking pin rotating shaft, and are used to drive the lower locking pin rotating shaft to rotate so as to adjust the state of the coupler;

[0007] The clutch portion is arranged on the lower lock pin rotating shaft and is used to switch the connection state between the automatic drive mechanism and the lower lock pin rotating shaft and the connection state between the manual drive mechanism and the lower lock pin rotating shaft.

[0008] In a feasible implementation manner, the automatic driving mechanism includes:

[0009] Drive unit;

[0010] The transmission part is provided with a rotating shaft, the rotating shaft is connected to the unlocking mechanism through the clutch part, and the driving part transmits power to the lower lock pin rotating shaft through the transmission part.

[0011] In a feasible implementation manner, the driving part is an air cylinder.

[0012] In a feasible implementation manner, the manual drive mechanism includes:

[0013] A connecting shaft connected to the lower locking pin rotating shaft through the clutch portion;

[0014] A universal joint connected to the connecting shaft;

[0015] A lifting rod is movably connected to the universal joint.

[0016] In a feasible implementation, it also includes:

[0017] A fixing member is used to fix the universal joint to the connecting shaft.

[0018] In a feasible implementation manner, the clutch portion includes:

[0019] A first clutch is disposed between the rotating shaft and the lower locking pin rotating shaft, and the connection state or disconnection state of the lower locking pin rotating shaft and the automatic driving mechanism is switched by the first clutch;

[0020] The second clutch is arranged between the lower lock pin rotating shaft and the manual drive mechanism, and the connection state or the disconnection state of the lower lock pin rotating shaft and the manual drive mechanism is switched by the second clutch.

[0021] In a feasible implementation manner, the first clutch is provided with a first coupling, a second coupling and a first limit block, wherein the first coupling is connected to the rotating shaft, and a first coupling claw is provided on a side of the first coupling away from the rotating shaft; the second coupling is connected to the lower lock pin rotating shaft, and a second coupling claw is provided on an end of the second coupling facing the first coupling, and the first limit block is used to limit the axial displacement of the first coupling and the second coupling;

[0022] Wherein, when the first clutch is in a connected state, the first coupling claw is clamped on the second coupling claw; when the first clutch is in a disconnected state, there is a first gap between the first coupling claw and the second coupling claw;

[0023] The second clutch is provided with a third coupling, a fourth coupling and a second limit block, wherein the third coupling is connected to the connecting shaft, and a third coupling claw is provided on the side of the third coupling away from the connecting shaft; the fourth coupling is connected to the lower lock pin rotating shaft, and a fourth coupling claw is provided on one end of the fourth coupling facing the third coupling, and the second limit block is used to limit the axial displacement of the third coupling and the fourth coupling;

[0024] Wherein, when the second clutch is in a connected state, the third coupling claw is engaged with the second coupling claw; when the first clutch is in a disconnected state, a second gap exists between the first coupling claw and the second coupling claw;

[0025] The first gap and the second gap have different directions.

[0026] In a feasible implementation manner, both ends of the lower lock pin rotating shaft, the rotating shaft, and one end of the connecting shaft facing the third coupling are all square shafts;

[0027] The first coupling, the second coupling, the third coupling and the fourth coupling are provided with square holes.

[0028] In a feasible implementation manner, the lower locking pin rotating shaft, the first clutch, the second clutch, the rotating shaft, the connecting shaft, and the central axis of the universal joint are arranged in a colinear manner.

[0029] In a feasible implementation, it also includes:

[0030] A bracket is arranged on the automatic driving mechanism and is used for fixing the coupler unlocking structure to the bottom end of the coupler.

[0031] Compared with the prior art, the present disclosure at least includes the following beneficial effects: the coupler unlocking structure provided by the embodiment of the present disclosure is provided with a lower lock pin rotating shaft, an automatic driving mechanism, a manual driving mechanism and a clutch. Among them, the lower lock pin rotating shaft is provided with a connecting key, which is connected to the lower lock pin assembly through the connecting key, and the lower lock pin assembly is connected to the coupler. Rotating the lower lock pin rotating shaft can drive the lower lock pin assembly to rotate, and the state of the coupler is adjusted by the lower lock pin assembly. The automatic driving mechanism and the manual driving mechanism are respectively connected to the lower lock pin rotating shaft, and the automatic unlocking mode can be realized by driving the lower lock pin rotating shaft to rotate by the automatic driving mechanism, and the manual unlocking mode can be realized by driving the lower lock pin rotating shaft to rotate by the manual driving mechanism. In this way, the automatic unlocking of the coupler can be realized by remote control through the automatic driving mechanism, without the need for staff to participate in the unmarshaling action of railway freight cars, thereby improving marshaling efficiency, reducing work intensity, and ensuring the safety of staff. In addition, when an unexpected situation such as failure of the automatic driving mechanism occurs, the staff can use the manual driving mechanism to operate the unlocking, so as to adopt emergency measures to ensure the normal unlocking and locking actions of the coupler, thereby improving reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the exemplary embodiments below. The accompanying drawings are only for the purpose of illustrating exemplary embodiments and are not to be considered as limiting the present disclosure. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0033] Figure 1 A schematic structural diagram of a coupler unlocking structure according to an embodiment of the present disclosure;

[0034] Figure 2 A schematic structural diagram of a lower lock pin rotating shaft according to an embodiment of the present disclosure;

[0035] Figure 3 A schematic assembly diagram of a coupler unlocking structure and a coupler at an angle according to an embodiment of the present disclosure;

[0036] Figure 4 A schematic assembly diagram of a coupler unlocking structure and a coupler from another angle according to an embodiment of the present disclosure;

[0037] Figure 5 A schematic structural diagram of a coupler at one angle according to an embodiment of the present disclosure;

[0038] Figure 6 A schematic structural diagram of a coupler of an embodiment provided by the present disclosure from another angle;

[0039] Figure 7 An exploded schematic diagram of the first part of a coupler unlocking structure according to an embodiment of the present disclosure;

[0040] Figure 8 An exploded schematic diagram of the second part of a coupler unlocking structure according to an embodiment of the present disclosure;

[0041] Fig. 9 A schematic structural diagram of a connecting shaft according to an embodiment of the present disclosure;

[0042] Fig.10 A schematic structural diagram of a first coupling according to an embodiment of the present disclosure;

[0043] Fig.11 A schematic diagram of a first clutch according to an embodiment of the present disclosure;

[0044] Fig.12 A schematic structural diagram of a first limiting block according to an embodiment of the present disclosure;

[0045] Fig.13 A schematic diagram of the state change of the first clutch when the coupler is in a connected state in an automatic unlocking mode of an embodiment provided by the present disclosure;

[0046] Fig.14 A schematic diagram of the state change of the second clutch when the coupler is in a connected state in a manual unlocking mode of an embodiment provided by the present disclosure;

[0047] Fig.15 A schematic diagram of the state change of the first clutch when the coupler is in a non-coupled state in an automatic unlocking mode of an embodiment provided by the present disclosure;

[0048] Fig.16 A schematic diagram of the state change of the second clutch when the coupler is in a non-coupled state in a manual unlocking mode of an embodiment provided by the present disclosure.

[0049] in, Figures 1 to 16 The corresponding relationship between the reference numerals and the component names is as follows:

[0050] 100 coupler unlocking structure, 110 lower lock pin rotating shaft, 111 connecting key, 120 automatic drive mechanism, 121 drive unit, 122 transmission unit, 123 rotating shaft, 130 manual drive mechanism, 131 connecting shaft, 132 universal joint, 133 lifting rod, 140 clutch unit, 141 first clutch, 1411 first coupling, 1412 second coupling, 1413 first limit block, 1414 first coupling claw, 1415 second coupling claw, 142 second clutch, 1421 third coupling, 1422 fourth coupling, 1423 second limit block, 1424 third coupling claw, 1425 fourth coupling claw, 150 fixing part, 160 bracket, 200 coupler, 210 hook tongue, 220 locking iron, 230 pushing iron, 240 lower lock pin assembly, 250 groove structure, 260 seat lock platform. DETAILED DESCRIPTION

[0051] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0052] like Figures 1 to 16 As shown, according to an embodiment of the present disclosure, a coupler unlocking structure 100 is proposed, including: a lower lock pin shaft 110; an automatic drive mechanism 120 and a manual drive mechanism 130, which are respectively connected to the above-mentioned lower lock pin shaft 110, and are used to drive the above-mentioned lower lock pin shaft 110 to rotate to adjust the state of the coupler 200; a clutch part 140, which is arranged on the above-mentioned lower lock pin shaft 110, and is used to switch the connection state between the above-mentioned automatic drive mechanism 120 and the above-mentioned lower lock pin shaft 110 and the connection state between the above-mentioned manual drive mechanism 130 and the above-mentioned lower lock pin shaft 110.

[0053] The coupler unlocking structure 100 provided by the embodiment of the present disclosure is provided with a lower lock pin rotating shaft 110, an automatic driving mechanism 120, a manual driving mechanism 130 and a clutch 140. Among them, the lower lock pin rotating shaft 110 is provided with a connecting key 111, which is connected to the lower lock pin assembly 240 through the connecting key 111, and the lower lock pin assembly 240 is connected to the coupler 200. Rotating the lower lock pin rotating shaft 110 can drive the lower lock pin assembly 240 to rotate, and the state of the coupler 200 is adjusted by the lower lock pin assembly 240. The automatic driving mechanism 120 and the manual driving mechanism 130 are respectively connected to the lower lock pin rotating shaft 110, and the automatic unlocking mode can be realized by driving the lower lock pin rotating shaft 110 to rotate through the automatic driving mechanism 120, and the manual unlocking mode can be realized by driving the lower lock pin rotating shaft 110 to rotate through the manual driving mechanism 130. With such arrangement, the automatic unlocking of the coupler 200 can be realized by remote control through the automatic drive mechanism 120, without the need for staff to participate in the unmarshaling of railway freight cars, thereby improving marshaling efficiency, reducing work intensity, and ensuring the safety of staff. In addition, when an unexpected situation such as failure of the automatic drive mechanism 120 occurs, the staff can use the manual drive mechanism 130 to operate the unlocking, so as to adopt emergency measures to ensure the normal unlocking and locking of the coupler 200 and improve reliability.

[0054] It is understandable that if Figures 1 to 6 As shown, the coupler 200 may be provided with a hook tongue 210, a push iron 230 and a lock iron 220, wherein the lock iron 220 is connected to the lower lock pin rotating shaft 110 through a lower lock pin assembly 240. When the lower lock pin rotating shaft 110 rotates, the lower lock pin assembly 240 transmits the transmission to the lock iron 220 and changes the movement direction of the lock iron 220, so that the lock iron 220 moves up and down. Through the coordinated movement of the lock iron 220, the hook tongue 210 and the push iron 230, the coupler 200 can be unlocked and locked.

[0055] In some examples, such as Figures 1 to 7 As shown, the automatic drive mechanism 120 includes: a driving part 121; a transmission part 122, the transmission part 122 is provided with a rotating shaft 123, the rotating shaft 123 is connected to the unlocking mechanism through the clutch part 140, and the driving part 121 transmits power to the lower lock pin rotating shaft 110 through the transmission part 122.

[0056] It is understandable that the automatic driving mechanism 120 may be provided with a driving part 121 and a transmission part 122. The transmission part 122 is provided with a rotating shaft 123, the output end of the rotating shaft 123 extends out of the automatic driving mechanism 120, and the transmission part 122 is connected to the driving part 121 so as to drive the rotating shaft 123 of the transmission part 122 to rotate through the driving part 121. The rotating shaft 123 is connected to the lower lock pin rotating shaft 110 through the clutch part 140. In this way, in the automatic unlocking mode, the driving part 121 is started to drive the rotating shaft 123 to rotate. The clutch part 140 is in a connected state so that the rotating shaft 123 is connected to the lower lock pin rotating shaft 110, and the lower lock pin rotating shaft 110 is driven to rotate synchronously through the rotating shaft 123, and then the state of the coupler 200 is adjusted through the lower lock pin rotating shaft 110. It should be noted that when the coupler 200 is in the coupled working condition, in the automatic unlocking mode, when the automatic driving mechanism 120 drives the coupler 200 to adjust to the unlocking state, the clutch part 140 is disconnected, so that the rotating shaft 123 stops continuing to drive the lower lock pin rotating shaft 110, and prevents the lower lock pin rotating shaft 110 from acting on the operation of the lock iron 220, affecting the separation of the two couplers 200, so as to ensure that the two couplers 200 can be smoothly unlocked and the coupling is released. After the separation operation is completed, when the coupler 200 reaches the fully open state, the clutch part 140 is in the connected state, the driving part 121 stops running, and the rotating shaft 123 drives the lower lock pin rotating shaft 110 to stop rotating.

[0057] For example, the transmission part 122 can be a gear rack mechanism, and the driving part 121 can drive the rack to move up and down to drive the gear to rotate, and the gear drives the rotating shaft 123 to rotate. The driving method of the driving part 121 can be various, and the transmission structure of the transmission part 122 can also be various, which can be used in combination according to actual usage.

[0058] In some examples, the driving unit 121 is an air cylinder.

[0059] It is understandable that the driving part 121 can be an air cylinder, and the piston of the air cylinder drives the transmission part 122 to operate. In addition, the compressed gas of the air cylinder can be provided by the brake main pipe of the vehicle, and no additional driving power source is required. The structure is simple and reliable, and the existing vehicle and coupler 200 structure are slightly modified, which is easy to modify.

[0060] For example, the pipeline between the air cylinder and the brake main pipe is provided with a ball valve, a throttle valve and a check valve. The throttle valve is used to control the air filling speed, and the check valve is used to prevent accidents caused by compressed air backflow, thereby improving safety.

[0061] In some examples, such as Figure 7As shown, the manual drive mechanism 130 includes: a connecting shaft 131 connected to the lower lock pin shaft 110 through the clutch portion 140; a universal joint 132 connected to the connecting shaft 131; and a lifting rod 133 movably connected to the universal joint 132.

[0062] It is understandable that the manual drive mechanism 130 is provided with a connecting shaft 131, a universal joint 132 and a lifting rod 133. Among them, the connecting shaft 131 can be connected to the lower lock pin rotating shaft 110 through a clutch, the connecting end of the universal joint 132 is connected to the connecting shaft 131, and the lifting rod 133 can be movably connected to the direction-changing end of the universal joint 132. With such a configuration, in the automatic unlocking mode, the clutch part 140 adjusts the rotating shaft 123 and the lower rotating shaft to be connected, and adjusts the lower locking pin rotating shaft 110 and the connecting shaft 131 to be disconnected, and the rotating shaft 123 is driven by the automatic drive mechanism 120 to drive the lower locking pin rotating shaft 110 to rotate, and the manual drive mechanism 130 is in a disconnected state, which will not affect the rotation of the lower locking pin rotating shaft 110. In the manual unlocking mode, the clutch 140 adjusts the connection between the lower lock pin shaft 110 and the connecting shaft 131, and adjusts the rotation shaft 123 and the lower rotation pin shaft to be disconnected, and the manual driving mechanism 130 drives the rotation shaft 123 to drive the lower lock pin shaft 110 to rotate. The lifting rod 133 is connected to the connecting shaft 131 through a universal joint 132, which is convenient for multi-angle adjustment and improves applicability.

[0063] In some examples, such as Fig. 9 As shown, it also includes: a fixing member 150, through which the universal joint 132 is fixedly connected to the connecting shaft 131.

[0064] It is understandable that the coupler unlocking structure 100 is also provided with a fixing member 150. The fixing member 150 fixes the universal joint 132 to the connecting shaft 131, so as to ensure that when the universal joint 132 is rotated by the lifting rod 133, the universal joint 132 can drive the connecting shaft 131 to move synchronously, thereby ensuring the transmission effect. Exemplarily, the fixing member 150 can be a fastening bolt, and after the connecting shaft 131 is connected to the universal joint 132, the knob is tightened to press the fastening bolt against the connecting shaft 131, thereby fixing the universal joint 132 to the connecting shaft 131.

[0065] In some examples, such as Figures 1 to 16 As shown, the clutch portion 140 includes: a first clutch 141, which is arranged between the rotating shaft 123 and the lower lock pin rotating shaft 110, and the connection state or disconnection state of the lower lock pin rotating shaft 110 and the automatic drive mechanism 120 is switched through the first clutch 141; a second clutch 142, which is arranged between the lower lock pin rotating shaft 110 and the manual drive mechanism 130, and the connection state or disconnection state of the lower lock pin rotating shaft 110 and the manual drive mechanism 130 is switched through the second clutch 142.

[0066] It is understandable that the clutch part 140 may be provided with a first clutch 141 and a second clutch 142. Specifically, the first clutch 141 is provided between the rotating shaft 123 and the lower lock pin rotating shaft 110, and the connection state or disconnection state of the lower lock pin rotating shaft 110 and the automatic driving mechanism 120 is switched through the first clutch 141. The second clutch 142 is provided between the lower lock pin rotating shaft 110 and the manual driving mechanism 130, and the connection state or disconnection state of the lower lock pin rotating shaft 110 and the manual driving mechanism 130 is switched through the second clutch 142. With such a configuration, in the automatic unlocking mode, the first clutch 141 is connected and the second clutch 142 is disconnected, so that the driving force is provided through the driving part 121, so that the rotating shaft 123 can drive the lower lock pin rotating shaft 110 to rotate through the first clutch 141, thereby adjusting the vehicle lock state. In the manual unlocking mode, the second clutch 142 is connected and the first clutch 141 is disconnected, so that the driving force is provided by shaking the lifting rod 133, so that the connecting shaft 131 can drive the lower lock pin rotating shaft 110 to rotate through the second clutch 142, thereby adjusting the vehicle lock state. This avoids the mutual influence between the automatic unlocking mode and the manual unlocking mode, improves reliability, simplifies the structure, and makes little change to the existing vehicle and the coupler 200 structure, which is easy to modify.

[0067] It should be noted that in the automatic unlocking mode, when the automatic driving mechanism 120 drives the coupler 200 to adjust to the unlocking state, the first clutch 141 is disconnected to stop the rotating shaft 123 from continuing to transmit the lower lock pin rotating shaft 110, so as to prevent the lower lock pin rotating shaft 110 from acting on the operation of the lock iron 220 and affecting the separation of the two couplers 200, so as to ensure that the two couplers 200 can be smoothly unlocked and the coupling is released. After the separation operation is completed, when the coupler 200 reaches the fully open state, the first clutch 141 is in the connected state, the driving part 121 stops running, and the rotating shaft 123 drives the lower lock pin rotating shaft 110 to stop rotating.

[0068] In some examples, such as Figures 1 to 16As shown, the first clutch 141 is provided with a first coupling 1411, a second coupling 1412 and a first limit block 1413, wherein the first coupling 1411 is connected to the rotating shaft 123, and a first coupling claw 1414 is provided on the side of the first coupling 1411 away from the rotating shaft 123; the second coupling 1412 is connected to the lower lock pin rotating shaft 110, and a second coupling claw 1414 is provided on the end of the second coupling 1412 facing the first coupling 1411 The coupling claw 1415 and the first limit block 1413 are used to limit the axial displacement of the first coupling 1411 and the second coupling 1412; wherein, when the first clutch 141 is in a connected state, the first coupling claw 1414 is engaged with the second coupling claw 1415; when the first clutch 141 is in a disconnected state, there is a first gap between the first coupling claw 1414 and the second coupling claw 1415; the second clutch 1411 is in a disconnected state. 2 is provided with a third coupling 1421, a fourth coupling 1422 and a second limit block 1423, wherein the third coupling 1421 is connected to the connecting shaft 131, and a third coupling claw 1424 is provided on the side of the third coupling 1421 away from the connecting shaft 131; the fourth coupling 1422 is connected to the lower lock pin rotating shaft 110, and a fourth coupling claw 1425 is provided on the end of the fourth coupling 1422 facing the third coupling 1421, and the second The limit block 1423 is used to limit the axial displacement of the third coupling 1421 and the fourth coupling 1422; wherein, when the second clutch 142 is in a connected state, the third coupling claw 1424 is clamped on the second coupling claw 1415; when the first clutch 141 is in a disconnected state, there is a second gap between the first coupling claw 1414 and the second coupling claw 1415; wherein the directions of the first gap and the second gap are different.

[0069] It can be understood that the first clutch 141 is provided with a first coupling 1411, a second coupling 1412 and a first stopper 1413. The first stopper 1413 limits the axial displacement of the first coupling 1411 and the second coupling 1412, and the first coupling 1411 and the second coupling 1412 can rotate relative to each other. The first coupling 1411 is connected to the rotating shaft 123, and the second coupling 1412 is connected to the lower lock pin rotating shaft 110. A first coupling claw 1414 is provided at one end of the first coupling 1411 facing the second coupling 1412, and a second coupling claw 1415 is provided at one end of the second coupling 1412 facing the first coupling 1411. The connection or disconnection of the first clutch 141 is adjusted by adjusting the relative rotation angle of the first coupling 1411 and the second coupling 1412. Specifically, in the automatic unlocking mode, the rotating shaft 123 drives the first coupling 1411 to rotate in the first unlocking direction. The first coupling 1411, as the active end, rotates until the side of the first coupling claw 1414 abuts against the side of the second coupling claw 1415, thereby driving the second coupling 1412 to rotate. The second coupling 1412, as the passive end, drives the lower lock pin rotating shaft 110 to rotate. When the first coupling claw 1414 rotates in the first locking direction, the first coupling claw 1414 rotates in a direction away from the second coupling claw 1415. There is a first gap between the first coupling claw 1414 and the second coupling claw 1415, so that the first clutch 141 is in a disconnected state, and the rotating shaft 123 cannot be transmitted to the lower lock pin rotating shaft 110.

[0070] The second clutch 142 is provided with a third coupling 1421, a fourth coupling 1422 and a second limit block 1423. The axial displacement of the third coupling 1421 and the fourth coupling 1422 is limited by the second limit block 1423, and the third coupling 1421 and the fourth coupling 1422 can rotate relative to each other. The third coupling 1421 is connected to the connecting shaft 131, and the fourth coupling 1422 is connected to the lower lock pin rotating shaft 110. A third coupling claw 1424 is provided at one end of the third coupling 1421 facing the fourth coupling 1422, and a fourth coupling claw 1425 is provided at one end of the fourth coupling 1422 facing the third coupling 1421. The connection or disconnection of the second clutch 142 is adjusted by adjusting the relative rotation angle of the third coupling 1421 and the fourth coupling 1422. Specifically, in the manual unlocking mode, the lifting rod 133 rotates to drive the connecting shaft 131 to rotate, and the connecting shaft 131 drives the third coupling 1421 to rotate in the second unlocking direction. The third coupling 1421, as the active end, rotates until the side of the third coupling claw 1424 abuts against the side of the fourth coupling claw 1425, thereby driving the fourth coupling 1422 to rotate, and the fourth coupling 1422, as the passive end, drives the lower lock pin rotating shaft 110 to rotate. When the third coupling claw 1424 rotates in the second locking direction, the third coupling claw 1424 rotates in the direction away from the fourth coupling claw 1425, and there is a second gap between the third coupling claw 1424 and the fourth coupling claw 1425, so that the second clutch 142 is in a disconnected state, and the connecting shaft 131 cannot be transmitted to the lower lock pin rotating shaft 110.

[0071] It should be noted that the first unlocking direction of the automatic unlocking mode is opposite to the second unlocking direction of the manual unlocking mode, that is, the first unlocking direction is the second locking direction. And the directions of the first gap and the second gap are different. In this way, in the automatic unlocking mode, when the rotating shaft 123 rotates in the first unlocking direction, the first clutch 141 is connected, driving the lower lock pin rotating shaft 110 to rotate, and the lower lock pin rotating shaft 110 drives the fourth coupling claw 1425 to rotate in the first unlocking direction. Since the first unlocking direction is the second locking direction, the second gap between the fourth coupling claw 1425 and the third coupling claw 1424 gradually increases, and the second clutch 142 is disconnected. In the means unlocking mode, when the connecting shaft 131 rotates in the second unlocking direction, the second clutch 142 is connected, driving the lower lock pin rotating shaft 110 to rotate, and the lower lock pin rotating shaft 110 drives the second coupling claw 1415 to rotate in the second unlocking direction. Since the second unlocking direction is the first locking direction, the first gap between the second coupling claw 1415 and the first coupling claw 1414 gradually increases, and the first clutch 141 is disconnected. It is ensured that the automatic drive mechanism 120 and the manual unlocking mechanism can operate independently, which improves reliability, and has a simple structure. The existing vehicle and the coupler 200 are less modified, which is convenient for modification.

[0072] It is understandable that if Fig.13 As shown in a, it is a schematic diagram of the state change of the first clutch 141 when the coupler 200 is in the connected state in the automatic unlocking mode. Specifically, the structure of the coupler 200 can adopt the existing lower lock pin coupler 200. The first coupling 1411 is the active end, and the second coupling 1412 is the passive end. When the coupler 200 is in the locked state, the first coupling claw 1414 abuts against the second coupling claw 1415.

[0073] like Fig.13 As shown in middle b, when the coupler 200 is ready to be unlocked, the automatic drive mechanism 120 drives the first coupling 1411 to rotate in the first unlocking direction, so that the first coupling 1411 drives the second coupling 1412 to rotate in the unlocking direction, and the second coupling 1412 drives the lower lock pin shaft 110 to rotate in the first unlocking direction synchronously, and the lower lock pin shaft 110 is transmitted to the connecting key 111 set at the lower lock pin shaft 110, and the lower lock pin assembly 240 is driven to move through the connecting key 111, and the lower lock pin assembly 240 transmits force to the lock iron 220 of the coupler 200, and the lock iron 220 moves upward and in the direction of the push iron 230, so as to gradually realize the unlocking action of the coupler 200. Since the coupler 200 is in the coupled working condition, the position state of the coupler tongue 210 of the coupler 200 that performs the unhooking action does not change under the action of the other coupler 200, but the locking iron 220 continues to move upward under the drive of the lower locking pin assembly 240 until the locking iron 220 moves to the top of the stroke. At this time, all components of the coupler 200, the lower locking pin shaft 110 and the automatic drive mechanism 120 have reached the limit position, and the coupler unlocking structure 100 has reached the unlocking limit state.

[0074] When the coupler unlocking structure 100 reaches the unlocking limit state, the automatic drive mechanism 120 is controlled to rotate in the first locking direction. A stopper is provided at the tail of the coupler tongue 210 of the coupler 200, and the falling height of the lock iron 220 is limited by the stopper. Since the vehicle is in a coupled state, the position state of the coupler tongue 210 of the coupler 200 has not changed under the action of the outside, so the stopper is not fully extended, and the stopper is located below the head of the lock iron 220. A groove structure 250 is provided at the lower part of the lock iron 220. During the unlocking process, the lock iron 220 moves upward and moves toward the seat lock platform 260 close to the push iron 230. When the automatic drive mechanism 120 rotates in the locking direction, the first clutch 141 is disconnected, resulting in the driving force of the automatic drive mechanism 120 being unable to be transmitted to the second coupling 1412 through the first coupling 1411. As a result, when the automatic drive mechanism 120 drives the first coupling 1411 to rotate, the second coupling 1412 and the lower rotating pin shaft lose driving force, causing the locking iron 220 to begin to fall back at the top due to its own gravity. When the locking iron 220 falls back, the groove structure 250 of the locking iron 220 will sit on the locking seat 260, so that the locking iron 220 will not fall completely to the initial position. Correspondingly, during the falling process of the locking iron 220, the locking iron 220 drives the lower locking pin assembly 240 to move downward, thereby driving the lower locking pin rotating shaft 110 to rotate in the locking direction, and blocked by the locking seat 260, the rotation angle of the lower locking pin rotating shaft 110 is smaller than the rotation angle of the first coupling part. Fig.13 As shown in c, there is a first gap between the connecting end surfaces of the first coupling 1411 and the second coupling 1412, and the coupler 200 is in an unlocked state at this time.

[0075] When the coupler 200 is in the unlocked state, the two coupled vehicles begin to separate. During the separation process, the hook tongue 210 of the coupler 200 in the unlocked state is affected by the coupler 200 of the other vehicle, and the hook tongue 210 is gradually pulled from the locked position to the fully open position. As the hook tongue 210 is continuously pulled outward, the tail of the hook tongue 210 gradually rotates outward and begins to squeeze the head of the locking iron 220. Since a slope is provided at the position of the coupler 210, the locking iron 220 moves upward along the slope when squeezed until the coupler 210 is stretched to the fully open position. The head of the locking iron 220 is also completely restricted by the tail of the coupler 210 and returns to the top. At the same time, the locking iron 220 drives the lower locking pin assembly 240 to move synchronously to transmit to the lower locking pin shaft 110, so that the lower locking pin shaft 110 rotates in the first unlocking direction. When the coupler 200 reaches the fully open state, the lower locking pin shaft 110 stops rotating, and the first clutch 141 is in a connected state. Fig.13 The coupler 200 shown in d is in a fully open state.

[0076] It is understandable that if Fig.14As shown in a, in the manual unlocking mode, when the coupler 200 is in the coupled working state, the third coupling 1421 is the active end and the fourth coupling 1422 is the passive end. When the coupler 200 is in the locked state, the second clutch 142 is in the connected state.

[0077] like Fig.14 As shown in b, when the coupler 200 is ready to unlock, the lifting rod 133 drives the third coupling 1421 to rotate in the second unlocking direction through the universal joint 132 and the connecting shaft 131, so that the third coupling 1421 drives the fourth coupling 1422 to rotate in the unlocking direction. The fourth coupling 1422 drives the lower lock pin rotating shaft 110 to rotate in the second unlocking direction synchronously. Then, the lower lock pin assembly 240 is driven to move through the connecting key 111, and the lower lock pin assembly 240 transmits force to the lock iron 220 of the coupler 200, and the lock iron 220 moves upward and in the direction of the push iron 230, so as to gradually realize the unlocking action of the coupler 200. Since the coupler 200 is in a coupled working condition, the position state of the coupler tongue 210 of the coupler 200 that performs the unhooking action does not change under the action of the other coupler 200, but the locking iron 220 continues to move upward under the drive of the lower locking pin assembly 240 until the locking iron 220 moves to the top of the stroke. At this time, the various components of the coupler 200, the lower locking pin shaft 110 and the manual drive mechanism 130 have reached the limit position, and the coupler unlocking structure 100 has reached the unlocking limit state.

[0078] When the unlocking device reaches the unlocking limit state, the manual drive mechanism 130 is controlled to rotate in the second locking direction. The third coupling 1421 is in contact with the fourth coupling 1422, and the second clutch 142 is in a disconnected state. As a result, the lower lock pin shaft 110 loses the driving force provided by the lifting rod 133. The vehicle is in a coupled state, and the position state of the hook tongue 210 of the coupler 200 has never changed under the action of the outer section, so the stop section is not fully extended, and the stop section is located below the head section of the lock iron 220. Since the lock iron 220 is located at the top, it loses the driving force provided by the lifting rod 133, and the lock iron 220 begins to fall back under the action of its own gravity. When the lock iron 220 falls back, the groove structure 250 of the lock iron 220 will sit on the seat lock platform 260, so that the lock iron 220 will not fall completely to the initial position. At this time, when the lock iron 220 falls back, the lock iron 220 drives the lower lock pin assembly 240 to move downward, thereby driving the lower lock pin shaft 110 to rotate in the locking direction, and blocked by the seat lock 260, the rotation angle of the lower lock pin shaft 110 is smaller than the rotation angle of the third coupling 1421. Fig.14 As shown in c, there is a second gap between the connecting end faces of the third coupling 1421 and the fourth coupling 1422, and the coupler 200 is in an unlocked state at this time.

[0079] When the coupler 200 is in the unlocked state, the two coupled vehicles begin to separate. During the separation process, the hook tongue 210 of the coupler 200 in the unlocked state is affected by the coupler 200 of the other vehicle, and the hook tongue 210 is gradually pulled from the locked position to the fully open position. As the hook tongue 210 is continuously pulled outward, the tail of the hook tongue 210 gradually rotates outward and begins to squeeze the head of the locking iron 220. Since a slope is provided at the position of the coupler 210, the locking iron 220 moves upward along the slope when squeezed until the coupler 210 is stretched to the fully open position. The head of the locking iron 220 is also completely restricted by the tail of the coupler 210 and returns to the top. At the same time, the locking iron 220 drives the lower locking pin assembly 240 to move synchronously to transmit to the lower locking pin shaft 110, so that the lower locking pin shaft 110 rotates in the second unlocking direction. When the coupler 200 reaches the fully open state, the lower locking pin shaft 110 stops rotating, and the second clutch 142 is in a connected state. Fig.14 The coupler 200 shown in d is in a fully open state.

[0080] It is understandable that when the coupler 200 is in a non-coupled working condition, there is no obstruction on the opposite side of the coupler 200. Similar to the coupled working condition, in the automatic unlocking mode, the first coupling 1411 is the active end, the second coupling 1412 is the passive end, and the two constitute the first clutch 141. In the manual unlocking mode, the third coupling 1421 is the active end, the fourth coupling 1422 is the passive end, and the two constitute the second clutch 142. Different from the coupled working condition, since the hook tongue 210 of the coupler 200 will not be restricted, when the lower lock pin shaft 110 pushes the lock iron 220 to the top through the lower lock pin assembly 240, the lower lock pin shaft 110 pushes the push iron 230, and the push iron 230 pushes the hook tongue 210, so that the hook tongue 210 starts to rotate until the coupler 200 reaches the fully open state. At this time, the entire tail section of the hook tongue 210 is below the head section of the locking iron 220, and the locking iron 220 will not fall back, so the lower lock pin shaft 110 will not rotate, resulting in the passive end not rotating. Therefore, under the non-coupled working condition, both the active end and the passive end are not in the unlocked state, and directly reach the fully open state. The state change diagram of the first clutch 141 in different states of the coupler 200 in the automatic unlocking mode is shown in FIG. Fig.15 Schematic diagram of the state change of the second clutch 142 in different states of the coupler 200 in the manual unlocking mode Fig.16 shown.

[0081] In some examples, such as Figures 1 to 9 As shown, both ends of the lower locking pin shaft 110, the rotating shaft 123 and one end of the connecting shaft 131 facing the third coupling 1421 are all square shafts; the first coupling 1411, the second coupling 1412, the third coupling 1421 and the fourth coupling 1422 are provided with square holes.

[0082] It can be understood that both ends of the lower lock pin shaft 110 are direction shafts. Correspondingly, a square hole is provided at the axial center of the second coupling 1412 and the fourth coupling 1422, so that the direction shaft can be inserted into the square hole, and the lower lock pin shaft 110 and the second coupling 1412 and the fourth coupling 1422 rotate synchronously. The rotation shaft 123 is provided with a direction shaft at one end facing the third coupling 1421. Correspondingly, a square hole is provided at the axial center of the first coupling 1411, so that the direction shaft can be inserted into the square hole, and the rotation shaft 123 and the first coupling 1411 rotate synchronously. The connecting shaft 131 is provided with a direction shaft at one end facing the third coupling 1421. Correspondingly, a square hole is provided at the axial center of the third coupling 1421, so that the direction shaft can be inserted into the square hole, and the connecting shaft 131 and the third coupling 1421 rotate synchronously. Transmission reliability is ensured.

[0083] In some examples, such as Figures 1 to 9 As shown, the central axes of the lower lock pin rotating shaft 110 , the first clutch 141 , the second clutch 142 , the rotating shaft 123 , the connecting shaft 131 , and the universal joint 132 are colinearly arranged.

[0084] It can be understood that the central axes of the lower locking pin shaft 110, the first coupling 1411, the second coupling 1412, the rotating shaft 123, the connecting shaft 131, the third coupling 1421, the fourth coupling 1422 and the universal joint 132 are arranged in a colinear manner to ensure transmission reliability.

[0085] In some examples, such as Figure 7 As shown, it also includes: a bracket 160, which is arranged on the above-mentioned automatic driving mechanism 120 and is used to fix the above-mentioned coupler 200 unlocking mechanism to the bottom end of the above-mentioned coupler 200.

[0086] It can be understood that the coupler unlocking structure 100 is also provided with a bracket 160, and the bracket 160 is arranged on the side of the automatic driving mechanism 120. The coupler 200 unlocking mechanism is fixed to the bottom end of the coupler 200 through the bracket 160, and the bracket 160 is provided with an avoidance structure to avoid interference with the first clutch 141 and the rotating shaft 123, thereby improving reliability.

[0087] In the present disclosure, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance; the term "plurality" refers to two or more, unless otherwise expressly defined. The terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to the specific circumstances.

[0088] In the description of the present disclosure, it is necessary to understand that the directions or positional relationships indicated by the terms "up", "down", "left", "right", "front", "back", etc. are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or unit referred to must have a specific direction, be constructed and operated in a specific orientation, and therefore, should not be understood as a limitation on the present disclosure.

[0089] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0090] The above are only preferred embodiments of the present disclosure and are not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A coupler unlocking structure, characterized in that: include: Lower locking pin shaft; The automatic driving mechanism and the manual driving mechanism are respectively connected to the lower locking pin rotating shaft, and are used to drive the lower locking pin rotating shaft to rotate so as to adjust the state of the coupler; The clutch part is arranged on the lower lock pin rotating shaft and is used for switching the connection state between the automatic driving mechanism and the lower lock pin rotating shaft and the connection state between the manual driving mechanism and the lower lock pin rotating shaft.

2. The coupler unlocking structure according to claim 1, characterized in that: The automatic driving mechanism comprises: Drive unit; The transmission part is provided with a rotating shaft, the rotating shaft is connected to the unlocking mechanism through the clutch part, and the driving part transmits power to the lower lock pin rotating shaft through the transmission part.

3. The coupler unlocking structure according to claim 2, characterized in that: The driving part is an air cylinder.

4. The coupler unlocking structure according to claim 2, characterized in that: The manual drive mechanism comprises: A connecting shaft connected to the lower locking pin rotating shaft through the clutch portion; A universal joint connected to the connecting shaft; A lifting rod is movably connected to the universal joint.

5. The coupler unlocking structure according to claim 4, characterized in that: Also includes: A fixing member is used to fix the universal joint to the connecting shaft.

6. The coupler unlocking structure according to claim 4, characterized in that: The clutch unit comprises: A first clutch is disposed between the rotating shaft and the lower locking pin rotating shaft, and the connection state or disconnection state of the lower locking pin rotating shaft and the automatic driving mechanism is switched by the first clutch; The second clutch is arranged between the lower lock pin rotating shaft and the manual drive mechanism, and the connection state or the disconnection state of the lower lock pin rotating shaft and the manual drive mechanism is switched by the second clutch.

7. The coupler unlocking structure according to claim 6, characterized in that: The first clutch is provided with a first coupling, a second coupling and a first limit block, wherein the first coupling is connected to the rotating shaft, and a first coupling claw is provided on the side of the first coupling away from the rotating shaft; the second coupling is connected to the lower lock pin rotating shaft, and a second coupling claw is provided on one end of the second coupling facing the first coupling, and the first limit block is used to limit the axial displacement of the first coupling and the second coupling; Wherein, when the first clutch is in a connected state, the first coupling claw is clamped on the second coupling claw; when the first clutch is in a disconnected state, there is a first gap between the first coupling claw and the second coupling claw; The second clutch is provided with a third coupling, a fourth coupling and a second limit block, wherein the third coupling is connected to the connecting shaft, and a third coupling claw is provided on the side of the third coupling away from the connecting shaft; the fourth coupling is connected to the lower lock pin rotating shaft, and a fourth coupling claw is provided on one end of the fourth coupling facing the third coupling, and the second limit block is used to limit the axial displacement of the third coupling and the fourth coupling; Wherein, when the second clutch is in a connected state, the third coupling claw is engaged with the second coupling claw; when the first clutch is in a disconnected state, a second gap exists between the first coupling claw and the second coupling claw; The first gap and the second gap have different directions.

8. The coupler unlocking structure according to claim 7, characterized in that: Both ends of the lower lock pin shaft, the rotating shaft, and one end of the connecting shaft facing the third coupling are square shafts; The first coupling, the second coupling, the third coupling and the fourth coupling are provided with square holes.

9. The coupler unlocking structure according to claim 8, characterized in that: The lower lock pin rotating shaft, the first clutch, the second clutch, the rotating shaft, the connecting shaft, and the central axis of the universal joint are arranged in a colinear manner.

10. The coupler unlocking structure according to any one of claims 1 to 9, characterized in that: Also includes: A bracket is arranged on the automatic driving mechanism and is used for fixing the coupler unlocking structure to the bottom end of the coupler.

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