Automatic connection and separation device for railcar

Abstract

The invention discloses an automatic connection and separation device for a railcar. The automatic connection and separation device comprises a roller hook assembly arranged at the front part of the railcar and a roller hook seat assembly arranged at the rear part of the railcar. The roller hook assembly at least comprises a connecting rod, and a roller hook is rotationally installed on the connecting rod. The roller hook seat assembly comprises a roller hook seat and a hook support hinged to a bottom plate of the roller hook seat through a rotating shaft. A state control switch is arranged in a bottom plate of the roller hook seat in a front-back sliding mode, and the state control switch controls the hook support to be in a connection state position or a disconnection state position so as to control automatic connection and separation of the front railcar and the rear railcar. The automatic connection and separation device is simple in structure and reasonable in design, and automatic connection and separation of the railcar can be achieved in the running process of the railcar on a railway track conveying line.

Description

Technical Field

[0001] The invention relates to the technical field of connecting and disconnecting equipment for rail vehicles, in particular to an automatic connecting and disconnecting device for rail vehicles. Background Art

[0002] Existing container ships use containers to load and transfer goods, just like the application of movable type printing technology in transportation production. The cargo hold of the ship is like a large stereotype, and the goods are like irregular characters of different sizes. Containers are uniformly used for loading and transfer. The large cargo hold of the ship is regarded as a stack of many small cargo holds that can be transported. This not only realizes mechanized loading, but also standardizes the loading and unloading methods of cargo ships, improves the loading and unloading efficiency of cargo ships, and promotes the vigorous development of the shipping industry. Analogously, a train is regarded as an unchanging large stereotype. When it arrives at the intermediate station to load and unload goods, the entire train must enter the station and wait for the goods to be loaded and unloaded before it can depart, which affects the transportation efficiency of the train. If the train carriages can be flexibly docked, when the train arrives at the intermediate station, a carriage that needs to be loaded and unloaded at the station can be separated from the entire train and drive into the station to load and unload goods. At the same time, a carriage that has already loaded and unloaded goods at the station and needs to be transported can also drive out of the station and connect to the train to move forward together, so that the train can achieve non-stop transportation. This improves the transportation capacity of railway trains and can improve the transportation efficiency of railway trains to a higher level. The moving train carriages must be separated from the train and drive into the station (or the carriages that leave the station are connected to the moving train). This requires the train carriages to change their tracks like cars, that is, the train carriages must have the function of autonomously changing tracks. However, current trains do not have the function of changing tracks. The train changes tracks by relying on the disconnection and connection between railway tracks (the forked turnouts of the train). Not only do trains not have the function of changing tracks, but all track running equipment does not have the function of changing tracks. Patent No. 2021218694652 A device based on automatic control of train track change in and out of the station can automatically change the track; the train autonomously changes the track. The train track change described in the patent is a Y-shaped connecting track that connects three railway tracks G together. One end of the Y-shaped connecting track is connected to one railway track G, and the other end is connected to two railway tracks G. The Y-shaped connecting track is like Figure 1 As shown, where: a is a schematic diagram of a train running along the Y-shaped connecting track, b is a schematic diagram of a train running against the Y-shaped connecting track, and the direction of the arrow in the figure is the running direction of the train.

[0003] Depend on Figure 1It can be seen that two train running track guide lines L are arranged on the Y-shaped connecting track. The two train running track guide lines L are led out from a railway track G at one end of the Y-shaped connecting track and lead to two railway tracks G at the other end. In this way, when the train runs along the Y-shaped connecting track, the train can select the corresponding running track guide line L to make the train enter the required railway track G for running, and the Y-shaped connecting track when the train runs along the Y-shaped track is called a Y-shaped connecting track (such as Figure 1 a), also called a railway track crossing. The train runs along the reverse Y-shaped connecting track, which is two tracks merged into one track. At this time, the train does not need to choose a track, but is simply guided to change tracks. (such as Figure 1 b), and the Y-shaped connecting track when the train is running in the reverse Y shape is called the reverse Y-shaped connecting track, also called the railway track fusion crossing. It can be seen from this that the train changing track driving I mentioned is not the train crossing the track, but the train choosing the driving track guide line L on the Y-shaped connecting track to change the track autonomously. It is a train staggered guidance track change driving method, which is also the principle of train autonomous track change driving.

[0004] High-speed rail and subway are both passenger rail transport tools, and they also run in trains. It is because of their different driving environments that the transportation effects they produce are also very different, forming two different operating systems. The train has the function of autonomously changing tracks, which changes the way the train changes tracks. It cannot be integrated into the current railway rail transportation system. There must be an operating mode suitable for it, so that the above-mentioned advantages of the train using movable type printing can be brought into play. In traditional railway train transportation, the train can achieve the effect of changing tracks by disconnecting and connecting the tracks in the railway rail transportation network, and can flexibly travel in the railway rail network to realize the transportation between any two points in the railway rail network. However, although this operating mode allows trains to travel flexibly and freely in the railway rail network, it also brings challenges to the operating staff. When the train travels in the railway rail network and changes tracks, it is easy to cause collision safety accidents. Therefore, it is very important to master the real-time track of trains in the railway network. Therefore, the train schedule in the railway network is planned in advance to avoid collisions and scratches when the trains are running in the railway network, so as to ensure the safe and orderly operation of the railway network. This affects the overall transportation capacity of the railway network and increases the difficulty of management and control for train operators, especially when trains of different speeds run in the same railway network. With the advancement of urbanization, new modes of railway train transportation have emerged, namely the current subway and urban rail. The subway is a simple railway line transportation. The subway runs on the railway line without changing tracks or crossing. This makes it simple for the subway to run on the railway line. The special unified operation and driving standards make the subway run on the railway line without interference. This fully reflects the transportation capacity of the railway line and can always maintain the best transportation state of the railway line. I think that the purpose of improving the function of trains to change tracks autonomously is to make train transportation compact and flexible, realize movable type printing operation, and also to improve the transportation capacity of the railway transport network of trains. We can adopt the operation and transportation concept of subways, unify the driving standards, highlight the transportation capacity of railway transport lines and improve the transportation efficiency of railway transport networks. To this end, the railway transport network of trains with autonomous track change function is composed of railway transport lines, which are composed of two-way single-track railway tracks. Figure 2 As shown, the transport lines are connected together by Y-shaped connecting tracks, such as Figure 3 The two railway tracks are connected in a T-shaped manner to form a railway transport network. The Y-shaped connecting track connecting the railway transport lines is called a railway track connection hub, and the station Z for train loading and unloading cargo is mostly set up together with the railway track connection hub (stations can also be set up independently without being in the connection hub, such as Figure 2As shown in the figure, such a railway track transport network has no intersections, but only Y-shaped connections and intersections. Moreover, the train (carriage) leaves the railway track transport line from the Y-shaped split road crossing and enters station Z from the station crossing Z2. If it needs to go online, it can only enter the railway track transport line from the station crossing Z1 at station Z through the reverse Y-shaped fusion crossing, which is the operation order of going down first and then going up, as shown in the figure. Figure 2 As shown ( Figure 2 There is only a station Z for loading and unloading goods, and there is no railway track connecting the hub, but their principles are the same, that is, the railway track splitting intersection is in front of the station Z, and the railway track merging intersection is behind the station Z). This is a railway track transportation network with self-changing track driving function, which is similar to the highway transportation network for automobiles. Different sections of the railway track are named separately, such as Figure 3 As shown, the railway track transportation line (the railway track transportation line is composed of multiple main line tracks G1 and main line connecting tracks G2), the reverse Y-shaped connecting track, the connecting track G3 (the railway track connecting the railway track transportation line), and the forward Y-shaped connecting track. The reverse Y-shaped connecting track, the forward Y-shaped connecting track, the main line connecting track G2 and the connecting track G3 are all planned within the station Z. In this way, the main line track G1 is just outside the station Z. It has no forks or intersections, and has good driving conditions. It also occupies the vast majority of the railway track transportation line for trains (about 95% of the railway track transportation line). The train (carriage) can travel very fast on this section of road. It is necessary to connect together and drive forward quickly to maintain the advantage of the train running in a train. Then, the train movable type printing driving method I described is that the train (carriage) is connected to the main line connecting track G2 or the connecting track G3 from the reverse Y-shaped connecting track to the main line track G1 of the railway track transportation line, as shown in Figure 4 As shown, these carriages are connected together one by one and run on the main line track G1.

[0005] like Figure 5 As shown, when the main line track G1 is about to end, that is, before they travel to the Y-shaped connecting track of the railway track transportation line, these carriages that are connected together will separate one by one and travel independently. Some carriages will drive into the main line connecting track G2 along the railway track transportation line, and some carriages will leave the railway track transportation line and enter station Z or transfer to other railway track transportation lines. When these independently traveling carriages merge into the main line track G1 of the next section of the railway track transportation line again from the next reverse Y-shaped connecting track, they will be connected together one by one and travel forward until the end of this section of the main line track G1, that is, before the next forward Y-shaped connecting track, they will separate one by one and travel independently to their own destinations. That is, after the train carriages merge into the main line track G1 from the reverse Y-shaped connecting track of the railway track transportation line, they will be separated one by one as shown in the figure. Figure 4When the main line track G1 ends, that is, before the Y-shaped connecting track on the railway track transport line, the Figure 5 As shown in the figure, they are separated one by one and run independently in separate lanes, and they are connected, separated, connected, and separated again on the railway track transportation line over and over again (the train carriages are also equipped with exclusive train carriage connection sections and separation sections on the main railway track). This is the movable type printing operation driving method of trains with autonomous track change driving function that I proposed. After determining the operating rules of the railway track transportation network and the movable type printing driving method of train carriages with autonomous track change driving function, the next thing to solve is to improve the train carriages to achieve a unified driving standard.

[0006] In order for train carriages to meet the above requirements, bold improvements must be made to the train carriages, and independent power travel mechanisms and the above-mentioned train autonomous track change guide components must be installed to allow train carriages to travel automatically without human intervention in a non-intersecting railway track network. At present, many unmanned intelligent driving cars are being tested on the road. I think that it is much easier for train carriages to travel automatically in a non-intersecting railway track transportation network than for cars to travel automatically in a highway network. With the current unmanned driving technology and industrial manufacturing level, it will not be difficult to improve train carriages and allow them to travel automatically without human intervention in a non-intersecting track network. Since there will be no overtaking when train carriages travel automatically on the track, the travel of train carriages in the track network adopts a unified driving and operation standard (similar to the driving mode of the subway), which can not only make the connection and separation of the carriages orderly, but also highlight the transportation capacity of the railway track transportation line. For this purpose, a fixed speed driving method is adopted, which is a method of controlling the driving power of the train carriage by the speed of the train carriage, so that the train carriages are all driven automatically at a fixed speed on the railway track, and are driven automatically at a fixed speed according to the safety driving standards of each section, and the improved train carriages are called rail cars. The invention name of application number 2023100225945 is "Automatic Container Shipping Rail Car", which autonomously selects the track according to the route planned for the rail car's destination and automatically travels at a constant speed according to the safety speed required by the road section. This patent describes the basic requirements for rail cars to realize movable type printing operations, especially the autonomous selection of tracks for the rail car's destination path, which is a mechanical path planning and track selection method, which is not very practical in actual production operations. It needs to be improved into autonomous track selection and track change driving with automatic path planning controlled by remote digital commands. The rail car automatically travels at a constant speed on the track, flowing forward regularly like running water, realizing the flowing transportation of rail cars on railway tracks. A unified unmanned automatic driving mode for rail cars is determined, thereby solving the problem of automatic connection and automatic separation of rail cars on railway tracks to realize movable type printing operations.

[0007] There are many ways and methods for connecting train cars to each other, and the automatic connection and separation of railcars without stopping on the railway track. The automatic connection and separation of railcars is on the main line track of the railway track transportation line, which is a state of travel. This requires not only the safe and orderly automatic travel of the railcars, but also the reliable automatic connection and separation between the railcars. At the same time, it is also necessary to analyze the difference between the automatic separation and automatic connection of railcars. The automatic separation of railcars means that the railcars that are connected together for travel need to be separated and travel to their respective destinations when the main line railway track is about to end. This requires that after the separation of the railcars, the independently traveling railcars must maintain a certain safety distance between the front and the back. This requires that the separation of the railcars must be separated by a safe driving distance, which also determines that the connected railcars cannot be separated at the same time. For this reason, the present application adopts a one-by-one separation method, and demarcates an exclusive railcar separation section G11 when the main line track G1 is about to end. Figure 5 As shown, a lower road separation switch K1 is set on the track. Before the rail cars running together travel to the rail car separation section G11, their speed will first drop to the fixed speed travel speed specified in this section. When the first railcar (it is the first to enter) enters the section, it touches the lower separation switch K1, turns on the automatic separation device (that is, the separation switch or status switch set on the railcar), separates from the railcar behind and accelerates to a constant speed (acceleration and constant speed can only be achieved after separation), and keeps a safe driving distance from the railcar behind and increases the constant speed to move forward independently; when the second railcar enters the railcar separation section G11 (it has been separated from the railcar in front and has opened a safe driving distance), it follows the lower separation switch K1 set on the track to turn on its own separation device to separate from the railcar behind it, and also accelerates to a constant speed to keep a safe distance and increase the constant speed to move forward independently, and then the third railcar enters the railcar separation section G11, it also separates from the fourth railcar, and increases the constant speed to move forward independently. In this way, the rail cars connected together at the back will separate and independently move forward one by one in the rail car separation section G11. This is a one-button separation method that relies on the lower track separation switch K1 set on the track to control the rail cars one by one, and a one-by-one independent driving method coordinated by the rail car's own speed (separation refers to the separation of the rail car in front and the rail car behind it). The connection of rail cars refers to the automatic connection of the independently driven rail car with the rail car in front of it to move forward together. This requires eliminating the safe driving distance between the independently driven rail car at the back and the rail car in front of it, so that they can contact and connect together. This requires that the constant speed of the independently driven rail car at the back is greater than the constant speed of the front rail car, and the speed difference between the front and rear rail cars is used to achieve the front and rear rail cars contacting each other and automatically connecting. The automatic connection of rail cars also adopts one-by-one connection. At the starting end of the main line track G1, there is an exclusive rail car connection section G12, such as Figure 4As shown, a track connection switch K2 is provided on the track. When the first railcar enters the railcar connection section G12, it will touch the track connection switch K2, turn on its connection mode, and its constant speed driving will drop by one level, resulting in a speed difference with the railcar running behind. When the second railcar enters the connection section, its connection state is also turned on by the track connection switch K2 provided on the track, but the speed of the second railcar will not drop, and it will continue to drive forward at the original speed. When the second railcar touches the first railcar, the second railcar will automatically connect with the first railcar. After the second railcar is connected with the first railcar, the second railcar will drop one level of constant speed driving and keep a synchronous constant speed driving with the first railcar. Then the third railcar enters the railcar connection section G12, and like the second railcar, its connection state is turned on by the upper track connection switch K2 on the track. It will not slow down and will keep moving forward at the original speed. When it touches and automatically connects with the second railcar, it (the third railcar) will also reduce the speed of a level and keep the same speed as the railcar in front. In this way, the fourth railcar touches and connects with the third railcar, and the fifth railcar touches and connects with the fourth railcar. Until the last railcar touches and connects with the railcar in front of it, these connected railcars can accelerate and move forward quickly on the main line track G1. This is the idea of ​​the railcars automatically connecting and separating one by one on the railway track transportation line using the movable type printing driving method. This patent solves the problem of the railcar connection device that meets the requirements of the railcars automatically connecting and separating one by one on the railway track transportation line. Summary of the invention

[0008] The technical problem to be solved by the present invention is to provide a railcar automatic connection and separation device with reasonable design, high automation and capable of ensuring safe connection and separation of railcars in view of the current status of the above-mentioned prior art.

[0009] The technical solution adopted by the present invention to solve the above technical problems is: A rail car automatic connection and separation device comprises a roller hook assembly and a roller hook seat assembly; the roller hook assembly can be elastically buffered and arranged at the front of the rail car, and the roller hook seat assembly can be elastically buffered and arranged at the rear of the rail car; the roller hook assembly at least comprises a connecting rod that can swing up and down and left and right, and a roller hook is installed on the connecting rod just below the front end for rotation; the roller hook seat assembly comprises a roller hook seat and a hook bracket on the bottom plate of the roller hook seat at the front end of the bottom hinged via a rotating shaft; a state control switch for controlling the state of the hook bracket is provided in the bottom plate of the roller hook seat so as to be able to slide back and forth, and the state control switch has a high-position support A support surface and a low-position support surface; when the high-position support surface cooperates with the supporting roller support at the rear end of the bottom surface of the hook bracket, the hook bracket is in a connected state, and a hook groove cavity for hooking the roller hook is formed between the hook bracket and the longitudinal plate of the roller hook seat; a roller guide plate group is provided at the tail of the bottom plate of the roller hook seat, and the roller guide plate group guides the roller hook to fall into the hook groove cavity when rolling contact with the roller hook to realize the automatic connection of the front and rear two rail cars; when the low-position support surface cooperates with the supporting roller support, the hook bracket rotates and tilts with the rotating shaft as the rotation axis to be in a disconnected state, so that the roller hook slides out of the hook groove cavity to realize the automatic separation of the front and rear two rail cars.

[0010] To optimize the above technical solutions, the specific measures taken also include: The roller guide plate assembly is composed of an inclined guide plate obliquely installed at the tail of the roller hook seat bottom plate and a retractable guide plate with a rear end hinged on the top of the inclined guide plate; the front end of the retractable guide plate is hinged with the front end of the top face of the hook bracket.

[0011] The roller hook assembly also includes a connecting rod bracket arranged on the rail car, the rear end of the connecting rod is hinged on the connecting rod bracket via a universal bearing, and the connecting rod bracket is also equipped with a pair of retaining springs for keeping the connecting rod in a horizontal state.

[0012] A guide pulley is rotatably installed at the front end of the connecting rod, and an upper guide plate is installed on the top of the longitudinal plate of the roller hook seat to limit the lifting angle of the connecting rod through rolling contact with the guide pulley, and an arc-shaped guide plate is provided at the connection between the upper guide plate and the longitudinal plate for cooperating with the rolling contact with the guide pulley.

[0013] The front and rear of the above-mentioned rail car are both installed with an inclined push-up buffer device for providing a buffer function when the two rail cars are connected; the inclined push-up buffer device consists of a buffer frame seat fixedly installed on the rail car, a sliding buffer frame, a buffer pressure plate and a pressure plate spring; the connecting rod bracket is fixedly connected to the sliding buffer frame of the inclined push-up buffer device installed at the front of the rail car; the roller hook seat is fixedly connected to the sliding buffer frame of the inclined push-up buffer device installed at the rear of the rail car.

[0014] The above-mentioned sliding buffer frame can be slidably arranged on the base of the buffer frame seat forward and backward, and a return push block that can extend into the base is formed in the center of the bottom surface of the sliding buffer frame; the front and rear end surfaces of the return push block are both connected with return springs for returning the sliding buffer frame to the original center position; the buffer pressure plate is elastically pressed against the sliding buffer frame through the pressure plate spring.

[0015] The top surface of the above-mentioned sliding buffer frame is a V-shaped thrust slope with high sides and a low middle. Correspondingly, the bottom surface of the buffer pressure plate is a V-shaped buffer slope with low sides and a high middle that is adapted to the V-shaped thrust slope; the top surface of the buffer frame seat is formed with a guide groove for providing guidance for the up and down movement of the buffer pressure plate, and the top surface of the buffer pressure plate is formed with a guide slide column for cooperating with the guide groove sliding guide.

[0016] A roller hook gapless mechanism is provided in the longitudinal plate of the roller hook seat for preventing the roller hook from having a forward and backward movement gap in the hook groove cavity. The roller hook gapless mechanism consists of a slope follow-up frame, a gapless follow-up slope, a unidirectional power device and a follow-up frame return spring.

[0017] The above-mentioned inclined plane following frame can be slidably arranged in the slide groove arranged in the longitudinal plate forward and backward. The unidirectional power device is fixedly connected with the gapless following inclined plane as a whole, and is used to push the gapless following inclined plane downward when power is turned on. The inclined plane following frame slides backward under the push of the gapless following inclined plane and cooperates with the top contact of the roller hook; the unidirectional power device is provided with a reset spring for pulling the unidirectional power device to move up and reset when power is off; the follow-up frame return spring is connected with the inclined plane following frame, and is used to pull the inclined plane following frame to reset after the gapless following inclined plane moves up and resets.

[0018] A first connection sensing switch is installed on the top surface of the above-mentioned hook bracket, and a second connection sensing switch that cooperates with the first connection sensing switch is installed on the connecting rod; a torsion spring is mounted on the rotating shaft to elastically push the hook bracket to rotate and tilt when the low-level support surface cooperates with the support roller support.

[0019] Compared with the prior art, the automatic connection and separation device for rail vehicles of the present invention includes a roller hook assembly and a roller hook seat assembly, wherein the roller hook assembly includes at least a connecting rod and a roller hook; the roller hook seat assembly includes a roller hook seat, a hook bracket and a roller guide plate group. A state control switch is provided in the bottom plate of the roller hook seat so as to be able to slide forward and backward, and the state control switch has a high-position support surface and a low-position support surface; when the high-position support surface cooperates with the support of the hook bracket, the hook bracket is in a connection state position, at which time a hook groove cavity is formed between the hook bracket and the longitudinal plate of the roller hook seat, so that the roller hook falling into the hook groove cavity cannot fall out, thereby realizing the automatic connection of the front and rear rail vehicles. When the low-position support surface of the state control switch cooperates with the support of the hook bracket, the hook bracket rotates and tilts to be in a disconnected state position, so that the roller hook can slide out of the hook groove cavity, thereby realizing the automatic separation of the front and rear rail vehicles.

[0020] The invention has a simple structure and a reasonable design and can realize automatic connection and separation of the railcars during the running of the railcars on the railway track conveying line. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the Y-shaped connection track structure of the train track; Figure 2 It is a schematic diagram of the composition of a two-way single-lane railway track and stations; Figure 3 It is a schematic diagram of the composition of the T-shaped connecting hub and stations; Figure 4 It is a schematic diagram of the structure of the carriage entering the railcar connecting section; Figure 5 It is a schematic diagram of the structure of the carriage entering the railcar separation section; Figure 6 It is a schematic diagram of the state of two rail cars waiting to be connected; Figure 7 This is one of the schematic diagrams of the state of the present invention when it is connected; Figure 8 This is the second schematic diagram of the state of the present invention when it is connected; Fig. 9 This is the third schematic diagram of the state of the present invention when it is connected; Fig.10 It is a schematic diagram of the state of the present invention when it is connected; Fig.11 It is a schematic diagram of the state of the present invention when it is separated; Fig.12 It is a schematic diagram of the roller hook gapless mechanism of the present invention in the original state; Fig.13 It is a schematic diagram of the state of the roller hook gapless mechanism of the present invention when it is working; Fig.14 This is a state diagram of the inclined push-up buffer device connected to the roller hook seat assembly when it is in the original position; Fig.15 This is a state diagram of the inclined push-up buffer device connected to the roller hook seat assembly when it is in tension buffering; Fig.16 This is a state diagram of the inclined surface push-up buffer device connected to the roller hook seat assembly when it is in thrust buffering; Fig.17 It is a state diagram of the inclined push-type buffer device connected to the roller hook assembly when it is in the original position; Fig.18 This is a state diagram of the inclined surface push-up buffer device connected to the roller hook assembly when it is in thrust buffering; Fig.19 This is a state diagram of the inclined push-up buffer device connected to the roller hook assembly when it is in tension buffering. DETAILED DESCRIPTION

[0022] The embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings.

[0023] Figures 6 to 19 It is a structural schematic diagram of the present invention.

[0024] The accompanying drawings are marked as follows: railcar A, railway track G, main line track G1, railcar separation section G11, railcar connection section G12, main line connecting track G2, connecting track G3, lower track separation switch K1, upper track connection switch K2, train track guide line L, hook groove Q, station Z, station upper crossing Z1, station lower crossing Z2, roller hook assembly 1, roller hook 11, connecting rod 12, connecting rod bracket 13, retaining tension spring 14, guide pulley 15, roller hook seat assembly 2, roller hook seat 21, bottom plate 211, longitudinal plate 212, upper guide plate 213, arc guide plate 214, hook bracket 22, rotating shaft 221, supporting roller 222, torsion spring 223, roller guide plate group 3, inclined guide plate 31, retractable guide plate 32, state control switch 4, high support surface 41, low support surface 42, inclined push-up buffer device 5, buffer frame seat 51, base 511, guide slide groove 512, sliding buffer frame 52, return push block 521, V-shaped thrust inclined surface 522, buffer pressure plate 53, guide slide column 531, V-shaped buffer inclined surface 532, pressure plate spring 54, return spring 55, roller hook gapless mechanism 6, inclined follow-up frame 61, gapless follow-up inclined surface 62, one-way power device 63, return spring 631, follow-up frame return spring 64, first connection sensing switch 71, second connection sensing switch 72, anti-collision device 8.

[0025] like Figures 6 to 19 As shown, the present invention discloses an automatic connection and separation device for rail vehicles, which can realize automatic connection or automatic separation one by one during the process of rail vehicles traveling on a railway track transportation line. The automatic connection and separation device for rail vehicles includes a roller hook assembly 1 that can be elastically buffered and arranged at the front of the rail vehicle A and a roller hook seat assembly 2 that can be elastically buffered and arranged at the rear of the rail vehicle A. The roller hook assembly 1 at least includes a connecting rod 12 that can swing up and down and left and right, and a roller hook 11 as a hook is installed on the connecting rod 12 and rotates just below the front end. The roller hook seat assembly 2 includes a roller hook seat 21 and a hook bracket 22. The roller hook seat 21 is composed of a horizontally arranged bottom plate 211 and a longitudinal plate 212 vertically connected to the front of the bottom plate 211. The front end of the bottom of the hook bracket 22 is hinged on the bottom plate 211 of the roller hook seat 21 through a rotating shaft 221, so that the hook bracket 22 can rotate around the rotating shaft 221 as a rotating axis. The state control switch 4 is provided in the bottom plate 211 of the roller hook seat 21 of the present invention so as to be able to slide forward and backward. The state control switch 4 has a relatively high horizontal support surface 41 and a relatively low horizontal support surface 42. The state control switch 4 can control the state of the hook bracket 22 by using the height difference between the high support surface 41 and the low support surface 42, that is, control whether the hook bracket 22 is in the connected state or the disconnected state. Figure 7 As shown, when the high-position support surface 41 of the state control switch 4 cooperates with the support roller 222 at the rear end of the bottom surface of the hook bracket 22, the hook bracket 22 is in the connected state, and a hook groove Q for hooking the roller hook 11 is formed between it and the longitudinal plate 212 of the roller hook seat 21. The hook groove Q can be a groove with a slightly smaller upper opening and a slightly larger cavity bottom, or it can be designed as a rectangular groove.

[0026] In order to smoothly connect the roller hook assembly 1 and the roller hook seat assembly 2, a roller guide plate group 3 is provided at the tail of the bottom plate 211 of the roller hook seat 21. When the roller guide plate group 3 rolls in contact with the roller hook 11, it can force the connecting rod 12 to rise and guide the roller hook 11 to fall into the hook groove cavity Q. Fig.10 As shown, the automatic connection between the two rail cars A is realized. Fig.11 As shown, when the state control switch 4 slides to the left and reaches its position, the low-position support surface 42 of the state control switch 4 cooperates with the support roller 222. Since the horizontal plane of the low-position support surface 42 is relatively low, the hook bracket 22 can rotate clockwise with the rotating shaft 221 as the rotation axis to be in the disconnected state, resulting in the shape of the hook groove Q being destroyed and unable to hook the roller hook 11, so that the roller hook 11 can slide out of the hook groove Q, thereby realizing the automatic separation of the front and rear two rail cars A.

[0027] It can be seen that the state and position of the hook bracket 22 determines the connection and separation of the rail car A. Such operation meets the above-mentioned requirements of the rail car being automatically separated by one key and automatically connected by speed contact. In order to ensure that the hook bracket 22 can be smoothly tilted when it contacts the low support surface 42, the shaft 221 is preferably as follows Fig.10 The sleeve shown is provided with a torsion spring 223, which can use its elastic torsion force to push the hook bracket 22 to rotate clockwise.

[0028] In the embodiment Figure 8 and Fig.11 As shown, the roller guide plate set 3 of the present invention is composed of an inclined guide plate 31 obliquely installed at the tail of the bottom plate 211 of the roller hook seat 21 and a retractable guide plate 32 at the top of the inclined guide plate 31. The front end of the retractable guide plate 32 is hinged to the front end of the top of the hook bracket 22.

[0029] In the embodiment Figure 7 and Figure 8 As shown, the roller hook assembly 1 of the present invention also includes a connecting rod bracket 13 elastically buffered and arranged on the rail car A. The rear end of the connecting rod 12 is hinged on the connecting rod bracket 13 via a universal bearing, so that the connecting rod 12 can swing up and down and left and right within a certain range. The connecting rod bracket 13 is also equipped with a pair of retaining springs 14, which are used to keep the connecting rod 12 in a position such as Figure 8 When in the position shown, it has the function of pulling the connecting rod 12 to reset and maintain the horizontal state.

[0030] In the embodiment, the front end of the connecting rod 12 of the present invention is rotatably mounted with a guide pulley 15, and the top of the longitudinal plate 212 of the roller hook seat 21 is mounted with an upper guide plate 213, which can cooperate with the guide pulley 15 in rolling contact, so as to prevent the connecting rod 12 from being lifted too high under the action of the roller guide plate group 3. The present invention utilizes the action of the upper guide plate 213 and the retaining tension spring 14 to reset the connecting rod 12 as quickly as possible. In order to ensure the smoothness of the reset of the connecting rod 12, as shown in FIG. Fig. 9 As shown, in the present invention, an arc-shaped guide plate 214 for cooperating with the guide pulley 15 in rolling contact is further provided at the connection between the upper guide plate 213 and the longitudinal plate 212 .

[0031] When the front and rear rail cars A are connected, the roller hook 11 should preferably have no clearance for forward and backward movement in the hook groove cavity Q. If the roller hook 11 has a movable clearance in the hook groove cavity Q, the rail cars A connected together will bump back and forth, which will affect driving safety. Fig.12 and Fig.13As shown, the present invention is provided with a roller hook gapless mechanism 6 in the longitudinal plate 212 of the roller hook seat 21 for preventing the roller hook 11 from having a back-and-forth movement gap in the hook groove cavity Q. The roller hook gapless mechanism 6 is a one-way inclined plane push stroke follow-up device, which is composed of an inclined plane follow-up frame 61, a gapless follow-up inclined plane 62, a one-way power device 63 and a follow-up frame return spring 64.

[0032] like Fig.12 and Fig.13 As shown, the inclined plane follow-up frame 61 of the present invention can be slidably arranged in a slide groove formed in the longitudinal plate 212. One side of the inclined plane follow-up frame 61 is a force-bearing inclined plane, and the other side opposite to the force-bearing inclined plane is a thrust surface for limiting the up and down and forward and backward movement of the roller hook 11. The thrust surface has a concave arc surface that matches the curvature of the roller hook 11. The unidirectional power device 63 is fixedly connected to the gapless follow-up inclined plane 62 as a whole. The gapless follow-up inclined plane 62 has a thrust inclined plane that matches the force-bearing inclined plane of the inclined plane follow-up frame 61. When the unidirectional power device 63 is energized, the unidirectional power device 63 can push the gapless follow-up inclined plane 62 to move downward, and then the gapless follow-up inclined plane 62 pushes the inclined plane follow-up frame 61 as shown in FIG. Fig.13 As shown, the one-way power device 63 slides forward and contacts the roller hook 11. The one-way power device 63 is provided with a reset spring 631. When the power is off, the one-way power device 63 will drive the gapless follow-up inclined plane 62 to move upward and reset under the action of the reset spring 631. After the gapless follow-up inclined plane 62 is reset, the thrust on the inclined plane follow-up frame 61 disappears. At this time, the follow-up frame return spring 64 connected to the inclined plane follow-up frame 61 will pull the inclined plane follow-up frame 61 back and reset, unlocking the contact between the inclined plane follow-up frame 61 and the roller hook 11, thereby releasing the gapless follow-up function. In the embodiment, as shown in FIG. Fig.12 and Fig.13 As shown, the present invention is also equipped with a sensing switch for sensing the connection status of the rail car, the sensing switch includes a first connection sensing switch 71 arranged on the top surface of the hook bracket 22, and a second connection sensing switch 72 arranged on the connecting rod 12. The first connection sensing switch 71 and the second connection sensing switch 72 are inductively matched, that is, when they contact each other or reach a set distance, they will be turned on by each other.

[0033] The specific working conditions of the roller hook gapless mechanism 6 are as follows: when the roller hook 11 of the rear rail car A completely falls into the hook groove cavity Q of the front rail car A, that is, the roller hook 11 is at the bottom of the hook groove cavity Q, as shown in FIG. Fig.12 , Fig.13As shown, the second connection sensing switch 72 on the connecting frame 12 and the first connection sensing switch 71 on the hook bracket 22 are turned on to inform the front railcar A that the connection with the rear railcar A is completed. At this time, the one-way power device 63 of the front railcar A is powered on and moves downward, and the gapless follow-up inclined plane 62 below it moves downward, and the gapless follow-up inclined plane 62 pushes the inclined plane follow-up frame 61 to move rightward to contact the roller hook 11, so as to eliminate the gap between the roller hook 11 and the hook groove cavity Q when moving forward and backward.

[0034] If the front railcar needs to be separated from the rear railcar, Fig.11 As shown, the state control switch 4 of the front rail car is turned on and moved to the left, the hook bracket 22 swings clockwise and tilts, and the first connection sensing switch 71 and the second connection sensing switch 72 are separated, that is, after the sensing switches sense separation, the one-way power device 63 is powered off and moved upward, so that the inclined plane follow-up frame 61 can be reset, and the one-way stroke gapless follow-up function is released. The present invention is equipped with a roller hook gapless mechanism 6, so that after the rail cars are connected, the front and rear rail cars have no shaking gap and can move forward as a whole.

[0035] Since the connection of the railcar A depends on the speed difference between the front and rear railcars A, the front railcar is slower than the rear railcar A, and the moment they touch, there will be a collision and impact phenomenon of the rear railcar colliding with the front railcar, and there may also be a collision and pulling phenomenon when the roller hook 11 just enters the hook groove cavity Q. In order to alleviate the impact force generated by such collision and pulling, the connecting rod 12 and the roller hook seat 21 are effectively protected, such as Figures 14 to 19 As shown, the present invention is provided with an inclined surface push-up buffer device 5 for providing a buffering function at the front and rear of the rail car A. The inclined surface push-up buffer device 5 adopts a buffer structure that pushes upward on an inclined surface, which is superior to the traditional spring-type buffer device because the inclined surface thrust buffer not only has no side effect of counter-vibration, but also can automatically follow up when the thrust or pull force disappears without any gap.

[0036] The inclined push-up buffer device 5 of the present invention is composed of a buffer frame seat 51 fixedly mounted on the rail car A, a sliding buffer frame 52, a buffer pressure plate 53 and a pressure plate spring 54. Figures 17 to 19 As shown, the connecting rod bracket 13 is fixedly connected to the sliding buffer frame 52 of the inclined push-up buffer device 5 installed on the front part of the rail car A. Figures 14 to 16 As shown, the roller hook seat 21 is fixedly connected to the sliding buffer frame 52 of the inclined push-up buffer device 5 installed at the rear of the rail car A as a whole.

[0037] In the embodiment, the sliding buffer frame 52 is slidably arranged on the base 511 of the buffer frame seat 51, and the base 511 is provided with a slide groove for providing a guide for the sliding of the sliding buffer frame 52. A return push block 521 that can extend into the base 511 is formed at the center of the bottom surface of the sliding buffer frame 52; the front and rear end surfaces of the return push block 521 are both connected to the top of the return spring 55. The return spring 55 is used to make the sliding buffer frame 52 return to the position after sliding displacement. Fig.14 and Fig.17 The buffer pressure plate 53 of the present invention is elastically pressed on the sliding buffer frame 52 through the pressure plate spring 54 .

[0038] The top surface of the sliding buffer frame 52 of the present invention is a V-shaped thrust slope 522 with high sides and a low middle. Correspondingly, the bottom surface of the buffer pressure plate 53 is a V-shaped buffer slope 532 with low sides and a high middle that matches the V-shaped thrust slope 522. In order to prevent the buffer pressure plate 53 from sliding back and forth following the sliding buffer frame 52, a guide groove 512 is formed on the top surface of the buffer frame seat 51, and a guide slide column 531 is formed on the top surface of the buffer pressure plate 53 for slidingly cooperating with the guide groove 512. The guide groove 512 can not only prevent the buffer pressure plate 53 from moving laterally, but also provide guidance for the up and down movement of the buffer pressure plate 53 during buffering. Fig.15 , Fig.16 , Fig.18 and Fig.19 As shown, when the sliding buffer frame 52 is pushed to the left or right from the center point, its V-shaped thrust slope 522 will push the buffer pressure plate 53 to compress the pressure plate spring 54 and move upward along the guide slot 512, thereby achieving power buffering.

[0039] The automatic connection of rail cars A relies on their speed difference to complete the connection, which will cause the rear rail car A to push the front rail car A, but this pushing force will not be too large under normal circumstances, and the position of the inclined push-up buffer device 5 will only move a little, which will not damage the inclined push-up buffer device 5 of the rail car. However, when rail cars A are connected, abnormal phenomena may also occur. The speed of the rear rail car A is too fast, which generates a large collision force, and the rear rail car A collides with the front rail car A. In order to prevent the rear rail car A from colliding with the front rail car A and causing damage to the connection and separation devices of the rail cars, such as Figure 6 As shown, the present invention is provided with anti-collision devices 8 on both sides of the rail car. The anti-collision device 8 has a simple structure and is composed of an anti-collision frame and an anti-collision rubber pad installed in front of the anti-collision frame.

[0040] The movable type printing driving method of the rail car is an innovative idea of ​​different ideas of the present invention. The automatic connection and automatic separation of the rail car are different in different railway track sections, and the requirements for automatic connection and automatic separation are also different. For this reason, the present invention adopts the above-mentioned roller hook type connection, which allows the rail car to achieve one-touch control separation in the separation section and touch connection in the connection section. However, whether the rail car is separated by one-touch control or connected by touch, it is inseparable from the synchronous control of the speed of the rail car, and the focus of this patent is the connection device of the rail car. Here, only the basic situation of the one-touch control separation and touch connection of the rail car is briefly described.

[0041] As described in the technical background of the present invention, the separation or connection of the railcar A is performed on the dedicated railcar separation section G11 or railcar connection section G12. The railcar separation is set at the end of the main line track G1, and also before the next track division of the main line track G1. Figure 5 When the first railcar A reaches the lower track separation switch K1 set on the railcar separation section G11 of the main line track G1 (at this time, the speeds of the railcars A connected together are reduced to the speed specified by the lower track separation), the state control switch 4 of the railcar A will be turned on by the lower track separation switch K1 set on the track, and the state control switch 4 will be as shown in FIG. Fig.11 As shown, when the first railcar A is moved to the left to the disconnected state, the hook bracket 22 of the railcar A will be tilted and unlocked under the action of the torsion spring 223, so that the roller hook 11 of the second railcar can slide out of the hook groove Q, thereby realizing the separation of the first railcar A from the second railcar A.

[0042] After the first railcar A is separated from the second railcar A, the first connection sensing switch 71 of the first railcar A is turned off, and the fast acceleration mode switch of the first railcar A is turned on. The first railcar A quickly accelerates to increase the distance with the second railcar A. When its speed reaches the speed of the rising-grade constant-speed driving, the fast acceleration function is turned off, and the constant speed of the grade is maintained to drive forward (independently). Then the second, third, fourth... railcars A are separated one by one, and they all increase the constant speed of one grade to drive forward automatically.

[0043] The connection of railcar A is set at the beginning of the main line track G1, which is after the main line track merging crossing. Figure 4 When the first railcar A travels to the upper track connection switch K2 (also an induction switch) set on the railcar connection section G12 of the main line track G1, the state control switch 4 of the railcar A will be turned on, and the state control switch 4 will be as shown. Figure 7As shown, if the second rail car A moves to the right to the right working position, the hook bracket 22 of the rail car A will be pushed by the state control switch 4 to rotate counterclockwise to the connection state position. At the same time, its fixed speed driving mode that reduces the speed by one level is turned on, and it will soon reduce the speed to the next level of automatic driving. Immediately afterwards, the second rail car A drives to the upper road connection switch K2 of the rail car connection section G12, and the state control switch 4 of the second rail car is also turned on, and its rolling hook bracket 22 is also pushed counterclockwise to the connection state position. Its fixed speed driving mode that reduces the speed by one level is also turned on, but it will not reduce the speed and continue to maintain the original level of fixed speed until it gradually moves as shown. Figure 7 , Figure 8 , Fig. 9 As shown, when the second railcar A is fully connected with the first railcar A, the second connection sensing switch 72 of the second railcar is turned on, triggering the second railcar's fixed speed driving mode switch to reduce the speed by one level. At this time, the second railcar A will reduce the fixed speed by one level and keep the same speed as the first railcar. Then the third railcar A drives to the upper track connection switch K2. It is the same as the second railcar A. When it is connected with the second railcar A, the third railcar A will reduce the fixed speed by one level and keep the same speed as the front railcar A. In this way, the fourth railcar is connected with the third railcar, the fifth railcar is connected with the fourth railcar... until the last railcar A is connected with the railcar A in front of it, they can drive forward normally on the main line track G1.

[0044] 1. The rail cars not only travel in a movable type printing manner on the railway track transportation line, but also in a leading movable type printing manner. The first rail car has a leading locomotive with special functions (which will be described in detail later), and other rail cars travel forward together on the main line track G1 under its guidance. This is the leading flow transportation mode of the rail cars on the railway track based on the movable type printing driving method desired by the present invention. Therefore, when the present invention is telling the connection of the rail cars, after the first rail car travels to the upper track connection switch K2, its fixed speed driving mode that reduces the speed by one level is synchronously turned on and starts to reduce the speed, while the rail cars behind are turned on, but still maintain the original fixed speed level. Wait until it is connected to the front rail car before reducing the fixed speed by one level.

[0045] 2. When the railcar is separated, its driving mode of rapidly accelerating and improving by one level also has two switches. The first switch is the lower separation switch K1, and the second switch is the second connection sensing switch 72 and the first connection sensing switch 71 respectively installed on the connecting rod 12 and the hook bracket 22 for sensing the connection and separation of the railcar. When the hook bracket 22 of the railcar A is pushed and swung clockwise to the disconnected state, its first connection sensing switch 71 is separated from the second connection sensing switch 72 of the rear railcar A, so its driving mode of rapidly accelerating and improving by one level is immediately turned on, and the speed is rapidly increased to increase the distance from the rear railcar.

[0046] The best embodiment of the present invention has been described, and various changes or modifications made by those skilled in the art will not depart from the scope of the present invention.

Claims

1. A rail car automatic connection and separation device, comprising a roller hook assembly (1) and a roller hook seat assembly (2); wherein: The roller hook assembly (1) can be elastically buffered and arranged at the front of the rail vehicle (A), and the roller hook seat assembly (2) can be elastically buffered and arranged at the rear of the rail vehicle (A); the roller hook assembly (1) at least comprises a connecting rod (12) that can swing up and down and left and right, and a roller hook (11) is rotatably mounted on the connecting rod (12) just below the front end and close to the front end; the roller hook seat assembly (2) comprises a roller hook seat (21) and a hook bracket (22) hinged on the bottom plate (211) of the roller hook seat (21) via a rotating shaft (221) at the front end of the bottom; a state control switch (4) for controlling the state of the hook bracket (22) is slidably arranged in the bottom plate (211) of the roller hook seat (21), and the state control switch (4) has a high-position support surface (41) and a low-position support surface (42); the high-position support surface (41) When the support of the support roller (222) at the rear end of the bottom surface of the hook bracket (22) is matched, the hook bracket (22) is in a connected state, and a hook groove (Q) for hooking the roller hook (11) is formed between the hook bracket (22) and the longitudinal plate (212) of the roller hook seat (21); a roller guide plate group (3) is provided at the rear of the bottom plate (211) of the roller hook seat (21), and the roller guide plate group (3) guides the roller hook (11) to fall into the hook groove (Q) when rolling contact with the roller hook (11) to realize automatic connection between the front and rear two rail vehicles (A); when the low-position support surface (42) is matched with the support of the support roller (222), the hook bracket (22) rotates and tilts with the rotating shaft (221) as the rotation axis to be in a disconnected state, so that the roller hook (11) slides out of the hook groove (Q) to realize automatic separation of the front and rear two rail vehicles (A).

2. The automatic connection and separation device for rail vehicles according to claim 1 is characterized in that: The roller guide plate group (3) is composed of an inclined guide plate (31) obliquely installed at the rear of the bottom plate (211) of the roller hook seat (21) and a retractable guide plate (32) hinged at the top of the inclined guide plate (31); the front end of the retractable guide plate (32) is hinged to the front end of the top of the hook bracket (22).

3. The automatic connection and separation device for rail vehicles according to claim 2 is characterized in that: The roller hook assembly (1) also includes a connecting rod bracket (13) arranged on the rail car (A), the rear end of the connecting rod (12) is hinged on the connecting rod bracket (13) via a universal bearing, and the connecting rod bracket (13) is also equipped with a pair of retaining springs (14) for keeping the connecting rod (12) in a horizontal state.

4. The automatic connection and separation device for rail vehicles according to claim 3 is characterized in that: A guide pulley (15) is rotatably mounted on the front end of the connecting rod (12); an upper guide plate (213) is mounted on the top of the longitudinal plate (212) of the roller hook seat (21) for limiting the lifting angle of the connecting rod (12) by rolling contact with the guide pulley (15); and an arc-shaped guide plate (214) for cooperating with the rolling contact with the guide pulley (15) is provided at the connection between the upper guide plate (213) and the longitudinal plate (212).

5. The automatic connection and separation device for rail vehicles according to claim 4 is characterized in that: The front and rear of the railcar (A) are both equipped with an inclined push-up buffer device (5) for providing a buffer function when two railcars (A) are connected; the inclined push-up buffer device (5) is composed of a buffer frame seat (51) fixedly installed on the railcar (A), a sliding buffer frame (52), a buffer pressure plate (53) and a pressure plate spring (54); the connecting rod bracket (13) is fixedly connected to the sliding buffer frame (52) of the inclined push-up buffer device (5) installed at the front of the railcar (A) to form a whole; the roller hook seat (21) is fixedly connected to the sliding buffer frame (52) of the inclined push-up buffer device (5) installed at the rear of the railcar (A) to form a whole.

6. The automatic connection and separation device for rail vehicles according to claim 5 is characterized in that: The sliding buffer frame (52) can be slidably arranged on the base (511) of the buffer frame seat (51) forward and backward, and a return push block (521) that can extend into the base (511) is formed at the center of the bottom surface of the sliding buffer frame (52); the front and rear end surfaces of the return push block (521) are both connected with return springs (55) for returning the sliding buffer frame (52) to the original center position; the buffer pressure plate (53) is elastically pressed on the sliding buffer frame (52) through the pressure plate spring (54).

7. The automatic connection and separation device for rail vehicles according to claim 6 is characterized in that: The top surface of the sliding buffer frame (52) is a V-shaped thrust slope (522) with high sides and a low middle, and the bottom surface of the buffer pressure plate (53) is a V-shaped buffer slope (532) with low sides and a high middle that matches the V-shaped thrust slope (522); the top surface of the buffer frame seat (51) is formed with a guide groove (512) for providing guidance for the up and down movement of the buffer pressure plate (53), and the top surface of the buffer pressure plate (53) is formed with a guide slide column (531) for matching the sliding guide of the guide groove (512).

8. The automatic connection and separation device for rail vehicles according to claim 7 is characterized in that: A roller hook gapless mechanism (6) is provided in the longitudinal plate (212) of the roller hook seat (21) for preventing the roller hook (11) from having a gap in forward and backward movement in the hook groove cavity (Q). The roller hook gapless mechanism (6) is composed of an inclined plane follow-up frame (61), a gapless follow-up inclined plane (62), a one-way power device (63) and a follow-up frame return spring (64).

9. The automatic connection and separation device for rail vehicles according to claim 8, characterized in that: The inclined plane follow-up frame (61) can be slidably arranged in a slide groove arranged in the longitudinal plate (212) forward and backward; the one-way power device (63) is fixedly connected to the gapless follow-up inclined plane (62) as a whole and is used to push the gapless follow-up inclined plane (62) to move downward when power is turned on; the inclined plane follow-up frame (61) slides backward under the push of the gapless follow-up inclined plane (62) and contacts with the roller hook (11); the one-way power device (63) is provided with a reset spring (631) for pulling the one-way power device (63) upward and reset when power is turned off; the follow-up frame return spring (64) is connected to the inclined plane follow-up frame (61) and is used to pull the inclined plane follow-up frame (61) to reset after the gapless follow-up inclined plane (62) moves upward and resets.

10. The automatic connection and separation device for rail vehicles according to claim 9, characterized in that: A first connection sensing switch (71) is installed on the top surface of the hook bracket (22), and a second connection sensing switch (72) that cooperates with the first connection sensing switch (71) is installed on the connecting rod (12); and a torsion spring (223) is mounted on the rotating shaft (221) for elastically pushing the hook bracket (22) to rotate and tilt when the low-position supporting surface (42) cooperates with the supporting roller (222).

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