Old truck bed air hose semi-automatic connecting device

Abstract

This invention discloses a semi-automatic connection device for ventilation ducts in old-style freight cars, belonging to the field of railway freight equipment technology. Specifically, it is a semi-automatic connection device for ventilation ducts in old-style freight cars. The device includes an impact contact surface, a first spring, a rack, a gear, a cam, a release pin, an impact cover, a universal joint, a plate gauge, a gate, and a second spring. The impact contact surface connects to the rack, which meshes with the gear. The gear drives the coaxial cam to rotate. The cam drives the plate gauge to swing through the universal joint, thereby driving the gate to open or close to connect or disconnect the ventilation ducts. The first spring is used for rack reset and energy storage, and the second spring is used for gate reset and closure. The release pin is used to lock or release the device's state. The impact cover protects the internal transmission components. This invention utilizes the impact force during car docking to automatically trigger the transmission mechanism to complete the ventilation duct connection, simplifying the manual operation process and improving connection efficiency and safety.

Description

Technical Field

[0001] This invention relates to the field of railway freight equipment technology, specifically to a semi-automatic connection device for the air ducts of old-style freight cars. Background Technology

[0002] As a vital artery of the national economy, railway freight transport is of paramount importance in terms of efficiency and safety. In train marshalling and demarcation operations, the connection of brake air pipes between freight cars is a fundamental and crucial process. Brake air pipes are the core pathway of the train's air braking system, and the reliability of their connection directly affects the braking performance and operational safety of the entire train.

[0003] For a large number of older freight cars currently in service (such as some open wagons, boxcars, and flatcars), the connection of the brake air hoses at the ends is generally done manually. The specific procedure is as follows: after the couplers of two wagons are coupled, the operator must enter the narrow space between the two wagons and manually align, insert, and tighten the hose connectors (usually a combination of rubber hose and metal connector) at the ends of the air hoses to connect the air passages. This traditional method has many significant drawbacks: First, the operation is inefficient. Manual connection is time-consuming, especially when large-scale train marshalling is being carried out in busy marshalling yards. The large amount of repetitive manual connection work severely restricts the overall operation efficiency and prolongs the turnaround time of freight cars.

[0004] Secondly, there are safety hazards. Operators must work between two coupled carriages in a narrow space with poor visibility. In the event of any mishap during vehicle movement or shunting operations, personal injury accidents are highly likely, making it one of the high-risk aspects of railway on-site operations.

[0005] Secondly, the quality of the connection depends on human experience. The tightness of the joint and the condition of the gasket depend entirely on the operator's sense of responsibility and experience. If the connection is not secure or the seal is not tight, it will cause air leakage in the braking system, which may result in poor brake release and train jerking, or even brake failure and serious traffic accidents.

[0006] Finally, the work is physically demanding. The operation requires bending over, squatting, and exerting force in a confined space, posing a significant challenge to the workers' physical fitness, and is particularly arduous under adverse weather conditions.

[0007] To address these issues, the industry has explored various approaches. For example, some new trucks have adopted automatic couplers, which integrate automatic connection of brake air hoses. However, replacing or extensively retrofitting the existing stock of older trucks with automatic couplers is extremely costly and economically impractical. Other experimental auxiliary tools, such as lever-operated wrenches, while reducing physical exertion during tightening, do not fundamentally change the "manual alignment, insertion, and force application" operational mode, failing to eliminate the risk of human intervention and improve automation and efficiency.

[0008] Therefore, for large fleets of old-style trucks, there is an urgent need for a cost-effective, easy-to-modify duct connection auxiliary device that can significantly reduce manual intervention and risk, and improve connection reliability and operational efficiency. Ideally, it should be able to utilize the mechanical impact energy inevitably generated when the trucks are coupled, converting it into mechanical energy to drive the duct joint connection action, achieving a connection process that is "impact-triggered and automatically (or semi-automatically) completed," freeing personnel from the dangerous area between the two trucks, requiring only simple status checks or auxiliary operations from a safe position. Summary of the Invention

[0009] The purpose of this invention is to provide a semi-automatic connection device for the air ducts of old-style freight cars. This device automatically triggers mechanical transmission through the impact force of the car body docking, converting linear motion into rotation, oscillation, and lever action, ultimately driving a valve to connect or disconnect the air ducts. This device has a reliable structure, requires no external power, and effectively improves the automation level and operational safety of air duct connection during freight car formation.

[0010] To achieve the above objectives, the present invention provides the following technical solution: a semi-automatic connection device for the ventilation ducts of an old-style freight car body, comprising a flat impact contact surface for receiving the impact force during docking of the car body, the impact contact surface being fixedly connected to one end of an axially movable rack; a spring for providing reset energy to the rack after its movement is sleeved on the outside of the rack; the teeth of the rack mesh with the teeth of a gear, so that the linear reciprocating motion of the rack can be converted into the rotational motion of the gear; a cam is coaxially arranged with the gear and rotates together with the gear; a universal joint contacts the profile surface of the cam, and its input end receives the drive generated when the cam rotates; a lever... One end of the rod-type plate gauge is connected to the output end of the universal joint, and the other end is used to drive the valve to control the opening and closing of the air duct; a two-way valve core structure valve is arranged in the air duct passage, and its valve core or valve stem contacts the plate gauge, which can open or close under the drive of the plate gauge; a spring is sleeved on the valve stem of the valve to reset the valve after the drive is released; a release pin that can slide along its own axis is used to restrict the movement of the rack when inserted into the locking hole and to release the lock on the rack when pulled out; a shell-shaped impact cover is provided on the outside of the gear and cam, and a mounting shaft and limiting structure are provided inside to protect the internal transmission components and guide the movement trajectory.

[0011] Furthermore, the flat impact contact surface is configured to directly withstand the mechanical force generated during the docking collision of the carriages and transmit this force to the rack fixedly connected to it, thereby initiating the entire transmission process.

[0012] Furthermore, one end of the spring abuts against the impact contact surface or the fixed seat of the rack, while the other end abuts against a specially designed limiting structure on the rack. When the rack moves due to impact, the spring is compressed to store energy. After the impact force disappears, the stored energy is released to push the rack back to its initial position.

[0013] Furthermore, the meshing transmission design between the rack and the gear ensures that any linear displacement of the rack will be precisely and without slippage converted into a corresponding angle of rotation of the gear.

[0014] Furthermore, the outer contour of the cam is specifically designed so that when it is in continuous contact with and rotates at the input end of the universal joint, it can convert its rotational motion into a mechanical force that drives the universal joint to produce a specific directional swing or linear motion.

[0015] Furthermore, the release pin is an independent manually operated component. By sliding it into the locking hole provided on the impact cover or rack body, the movement of the rack can be mechanically prevented, thus achieving the locked state of the device; by sliding it out of the locking hole, the lock can be released, allowing the device to return to the triggerable state.

[0016] Furthermore, the lever-type plate gauge swings around its fulcrum, with one end hinged to the output end of the universal joint to receive power, and the other end acting on the valve core or valve stem of the gate, thereby amplifying or converting the motion transmitted from the universal joint and reliably driving the gate to perform opening or closing actions.

[0017] Furthermore, the bidirectional valve core structure of the valve core allows it to move between two defined positions under the drive of the plate gauge, one position corresponding to the connected state of the duct and the other position corresponding to the disconnected state of the duct.

[0018] Furthermore, one end of the second spring abuts against the valve seat of the valve, and the other end abuts against the valve core or a component connected to the valve core. When the plate gauge no longer applies driving force to the valve, the elastic force stored in the second spring will force the valve core to move, thereby causing the valve to automatically reset to the closed state and cut off the air duct.

[0019] Furthermore, the impact cover not only serves as a protective shell to prevent dust and debris from entering the gear and cam transmission pair, but its internal mounting shaft also provides a precise rotation center for the gear and cam, while the internal limiting structure is used to constrain the range of motion of the relevant components, ensuring that the entire transmission process proceeds along a predetermined trajectory.

[0020] This invention provides a semi-automatic connection device for the ventilation ducts of old-style freight cars, which has the following beneficial effects: 1. Improved connection efficiency and operational safety. Traditional freight car duct connections require manual alignment, insertion, and valve operation, a cumbersome process that necessitates personnel working at the connection point and poses safety risks. This device, by incorporating an impact contact surface, automatically triggers under the impact force of the car body docking, driving a series of transmissions including racks, gears, cams, and gauges, ultimately controlling the valve opening. This achieves semi-automation of the duct connection process. Workers no longer need to manually operate in the confined space during car body connection, significantly reducing the risk of pinching or bumping injuries. It also significantly shortens the time required for car body assembly and connection, improving the overall efficiency of shunting operations.

[0021] The device boasts a reliable structure and ingenious power source. It cleverly utilizes the mechanical impact force inevitably generated during the coupling of freight cars as its initial power source, eliminating the need for additional motors, air pumps, or other active power sources. This makes it particularly suitable for railway stations without external power supplies or for older freight cars. Its core transmission employs a combination of rack and pinion gears and cams, converting the linear motion of the impact contact surface into the rotational motion of the cams. This rotation, through universal joints and plate gauges, drives the valves. The robust and durable mechanical structure can withstand the harsh conditions of vibration and impact during freight car operation, resulting in relatively low maintenance costs and ensuring high reliability and long service life in railway transportation environments.

[0022] Equipped with status locking and reset functions, the device features clear operating logic. A release pin is designed to be inserted into the locking hole when not connected, restricting rack movement and preventing accidental triggering, thus ensuring stable duct connection during transport. When connection is needed, removing the release pin puts the device into a ready-to-trigger state. After connection is complete, the rack resets and stores energy under the action of spring one, preparing for the next connection. Simultaneously, the duct has an automatic closing tendency under the action of a dedicated reset spring two. Combined with the plate gauge drive, this achieves clear control of duct on / off states, avoiding air leakage or accidental on / off issues caused by mechanism jamming.

[0023] It boasts strong adaptability and good fault tolerance. By employing a universal joint to connect the cam and the plate gauge, it can compensate for a certain degree of installation alignment error and angular offset during transmission, enhancing the mechanism's adaptability under different installation conditions. The impact cover design not only protects the internal gears, cams, and other precision transmission components from dust, rain, and impacts, but its internal limiting structure also guides and constrains the motion trajectory, ensuring accurate execution of the transmission sequence. Even with some misalignment during carriage docking, the flat impact contact surface can effectively absorb the impact force, activate the device, and improve the alignment fault tolerance of the entire connection process.

[0024] Maintenance is simple, and key components are inspectable and repairable. The device adopts a modular mechanical design, with clearly defined functions for each component, such as the rack and pinion drive module, the cam universal joint drive module, and the plate gauge valve drive module. In case of a fault, it is easy to diagnose and locate the problematic component. The impact cover can be opened for easy inspection of the wear and lubrication status of gears and cams. The valve is a standard valve component and is easy to replace. The release pin, each return spring, etc., are all independent standard parts. This structure avoids the maintenance difficulties of complex electrical or hydraulic systems, and is particularly suitable for maintenance personnel to perform rapid maintenance and repair in on-site environments such as railway depots and freight stations, ensuring the equipment's integrity. Attached Figure Description

[0025] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0027] Part Name: Impact contact 1; Spring 1; Rack 3; Gear 4; Cam 5; Release pin 6; Impact cover 7; Universal joint 8; Plate gauge 9; Gate 10; Spring 2 11. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses consistent with some aspects of this disclosure as detailed in the appended claims.

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0030] Example 1 This embodiment is applied to the marshalling operation of old-style freight trains, specifically for the semi-automatic connection of the ventilation ducts of two old-style freight cars. The device used is the semi-automatic connection device for the ventilation ducts of old-style freight cars as described in claim 1, and all its components conform to the specifications of the corresponding claims. The specific application process is as follows: When assembling freight cars at the freight station, the operators first conduct a comprehensive inspection of all components of the device. They confirm that the impact contact surface 1 is undamaged and deformed, and can stably receive the impact force when the cars dock; springs 1 and 2 are free from breakage and loosening, ensuring their reset function is working properly; the rack 3 and gear 4 mesh smoothly without jamming or abnormal tooth wear, ensuring stable transmission; the cam 5 and universal joint 8 are firmly connected, with no loose transmission, enabling effective power transmission; the release pin 6 slides flexibly, allowing it to be smoothly inserted into or removed from the locking hole, enabling the device to lock and unlock; the impact cover 7 is installed in place, effectively enclosing the gear 4 and cam 5, preventing damage to the internal transmission components from external collisions, dust corrosion, etc.; the plate gauge 9 and valve 10 fit well, and the valve core of valve 10 moves smoothly without jamming, ensuring reliable duct on / off control.

[0031] After inspection, the operator operates the release pin 6, pulling it out along its own axis to release the movement restriction on rack 3, allowing the device to enter the working state. At this time, rack 3 is in its initial position under the action of spring 2, with one end of spring 2 abutting against impact contact surface 1 and the other end abutting against the limiting structure of rack 3, in an energy storage reset state. Subsequently, the operator slowly aligns the two old-fashioned trucks to be connected using traction equipment, pushing the trucks closer together. When the two trucks dock, the resulting impact force acts directly on impact contact surface 1. Since impact contact surface 1 has a flat structure, it can evenly receive the impact force and transmit it to rack 3, pushing rack 3 to move axially. During the movement of rack 3, spring 2 is compressed, completing the energy storage operation.

[0032] Because rack 3 and gear 4 mesh and drive each other, and the tooth profiles of rack 3 and gear 4 match, the linear motion of rack 3 is smoothly converted into the rotational motion of gear 4. Gear 4 is coaxially mounted with cam 5, which in turn drives cam 5 to rotate synchronously. When cam 5 rotates, its profile surface is in close contact with the input end of universal joint 8, driving universal joint 8 to swing. Universal joint 8 transmits power to plate gauge 9. Plate gauge 9 is a lever structure, with one end firmly connected to universal joint 8 and the other end in contact with the valve stem of valve 10. Driven by universal joint 8, plate gauge 9 swings and pushes valve core of valve 10 to move. Valve 10 is a two-way valve core structure. After the valve core moves, the air ducts of the two truck compartments are connected, completing the semi-automatic connection and conduction operation of the air ducts.

[0033] After the air duct is connected, to ensure continuous and stable ventilation during the marshalling operation, the operator operates the release pin 6, inserting it along its own axis into the locking hole of the impact cover 7 to restrict the movement of the rack 3, thereby locking the positions of the gear 4 and cam 5, keeping the plate gauge 9 in a driving state for the valve 10, and ensuring that the valve 10 remains in the connected position. When the marshalling operation is completed and the cars need to be separated, the operator operates the release pin 6 again to pull it out, releasing the lock on the rack 3. At this time, the spring 2 releases its stored energy, pushing the rack 3 to move in the opposite direction along the axial direction to reset. The rack 3 drives the gear 4 to rotate in the opposite direction, which in turn drives the cam 5 to rotate in the opposite direction. The cam 5 stops driving the universal joint 8, and the universal joint 8 and plate gauge 9 lose driving force.

[0034] At this point, spring 11 begins to function. Spring 11 is fitted onto the valve stem of valve 10, with one end abutting against the valve seat and the other end against the valve core, pushing the valve core of valve 10 to reset, thus cutting off the air duct. Finally, the operator confirms that all components have returned to their initial positions, inserts the release pin 6 back into the locking hole to lock the device, preventing accidental movement of components in non-operational states, and checks whether the impact cover 7 is intact, ensuring that the internal transmission components are not damaged. This completes the connection and disconnection operation of the car's air duct.

[0035] Example 2 This embodiment is applied to a scenario of temporary air duct connection during long-distance transportation of old-fashioned trucks. When two old-fashioned trucks need to temporarily connect their air ducts during transportation to achieve air pressure exchange and replenishment, the semi-automatic connection device for the air ducts of the old-fashioned truck compartment as described in claim 1 is used. The functions of each component are completely consistent with the claims and the method of use. The specific application process is as follows: During the long-distance transport, after the two old-fashioned trucks parked in a safe area, the drivers first inspected all components of the device. They confirmed that the impact contact surface 1 was flat and undamaged, and could effectively receive the impact force; springs 1 and 2 were in good elasticity, without loosening or aging, ensuring reliable reset function; the rack 3 and gear 4 meshed smoothly without jamming, the tooth surface was free of debris, and the transmission was smooth; the cam 5 and universal joint 8 were connected without loosening, enabling stable transmission; the release pin 6 slid flexibly, and locking and unlocking operations were convenient; the impact cover 7 was undamaged and unloose, effectively protecting the internal transmission components such as gear 4 and cam 5; the plate gauge 9 and valve 10 fit tightly, and the valve core of valve 10 moved without jamming, ensuring precise control of the air duct opening and closing.

[0036] After passing the inspection, the driver operates the release pin 6 to pull it out, releasing the movement restriction on rack 3 and putting the device into a working state. At this time, rack 3 is in its initial position under the action of spring 2. One end of spring 2 abuts against the fixed seat of rack 3, and the other end abuts against the limiting structure of rack 3, completing the energy storage preparation. Subsequently, the two drivers cooperate to slowly adjust the position of the two trucks, aligning the cargo boxes and gradually pushing them closer together. The impact force generated during the docking of the cargo boxes acts on the impact contact surface 1. After receiving the impact force, the impact contact surface 1 smoothly pushes rack 3 to move axially. When rack 3 moves, it compresses spring 2, realizing energy storage and ensuring that the device can be successfully reset later.

[0037] Because rack 3 and gear 4 mesh and drive each other, and their tooth profiles match, the linear motion of rack 3 is converted into the rotational motion of gear 4. Gear 4 drives the coaxially mounted cam 5 to rotate synchronously. During the rotation of cam 5, its contour surface is in continuous contact with the input end of universal joint 8, driving universal joint 8 to produce linear motion. Universal joint 8 transmits power to plate gauge 9. Plate gauge 9, as a lever structure, is connected to universal joint 8 at one end and contacts the valve core of valve 10 at the other end. Driven by universal joint 8, plate gauge 9 pushes valve core of valve 10 to move. As a bidirectional valve core structure, valve core 10 enables the connection of air ducts in the cargo compartments of the two trucks after the valve core moves, completing the semi-automatic connection of air ducts. At this time, the air pressure of the two trucks is mutually replenished.

[0038] During air pressure replenishment, to ensure continuous airflow through the duct, the operator operates the release pin 6, inserting it into the locking hole of the rack 3 to restrict its movement. This, in turn, locks the positions of the gear 4 and cam 5, keeping the plate gauge 9 in a driving state on the valve 10. This ensures the valve 10 remains in the conductive position, allowing the air pressure replenishment to proceed smoothly. When air pressure replenishment is complete and the duct needs to be disconnected, the operator operates the release pin 6 again, pulling it out to release the lock on the rack 3. Spring 2 releases its stored energy, pushing the rack 3 to move axially in the opposite direction to reset. The rack 3 drives the gear 4 to rotate in the opposite direction, which in turn drives the cam 5 to rotate in the opposite direction, stopping the cam 5 from driving the universal joint 8.

[0039] After the universal joint 8 and plate gauge 9 lose driving force, spring 11 begins to perform its reset function. Spring 11 is sleeved on the valve stem of valve 10, with one end abutting against the valve seat and the other end abutting against the valve core, pushing the valve core of valve 10 to reset, thus cutting off the air duct. Finally, the driver confirms that all components have returned to their initial positions, inserts the release pin 6 into the locking hole, and locks the device to prevent accidental movement of components during transportation. The driver also checks whether the impact cover 7 is intact, ensuring that the internal transmission components are not disturbed by external factors. This completes the temporary air duct docking and disconnection operation, and the two trucks can continue their long-distance transportation work.

[0040] Example 3 This embodiment is applied in an old-fashioned truck repair shop to perform functional testing on the truck bed air duct connection device. During the testing process, the semi-automatic connection device for the old-fashioned truck bed air duct as described in claim 1 is used. The device is operated strictly according to the instructions to verify the normal function of each component and ensure that it meets actual usage requirements. The specific application process is as follows: The maintenance personnel first installed the device on the test bench to simulate the connection environment of the air duct in an old-fashioned truck. Then, they conducted a comprehensive inspection of all components of the device, confirming that the impact contact surface 1 was free from deformation and damage and could normally receive the impact force during the test; springs 1 and 2 were free from breakage and loosening, and their reset function was normal; the rack 3 and gear 4 meshed smoothly without any jamming or tooth surface wear, and the transmission efficiency met the requirements; the cam 5 and universal joint 8 were firmly connected, and the transmission was smooth, enabling effective power transmission; the release pin 6 slid flexibly, and the locking and unlocking operations were reliable without any jamming; the impact cover 7 was installed in place, effectively protecting the internal transmission components such as gear 4 and cam 5; the plate gauge 9 and valve 10 fit well, the valve core of valve 10 moved smoothly, and the on / off control was precise.

[0041] After inspection, the maintenance personnel operated the release pin 6, pulling it out along its own axis to release the movement restriction on rack 3, allowing the device to enter the testing state. At this time, rack 3 is in its initial position under the action of spring 2, with one end of spring 2 abutting against impact contact surface 1 and the other end abutting against the limiting structure of rack 3, in an energy storage and reset state. Subsequently, the maintenance personnel applied a simulated impact force to impact contact surface 1 using the testing equipment. After receiving the impact force, impact contact surface 1 pushes rack 3 to move axially. During the movement of rack 3, spring 2 is compressed, completing the energy storage operation. At the same time, the movement trajectory of rack 3 is observed to confirm that its movement is smooth and without deviation.

[0042] During the movement of rack 3, due to its meshing transmission with gear 4 and the matching tooth profiles of both, the linear motion of rack 3 is smoothly converted into the rotational motion of gear 4. Maintenance personnel observe the rotation of gear 4 and confirm that it rotates smoothly without any jamming or abnormal noise. Gear 4 is coaxially mounted with cam 5, driving cam 5 to rotate synchronously. When cam 5 rotates, its contour surface contacts the input end of universal joint 8, driving universal joint 8 to oscillate. Maintenance personnel observe the oscillation of universal joint 8 and confirm that it oscillates flexibly and that the transmission is not loose. Universal joint 8 drives plate gauge 9 to move. Plate gauge 9 has a lever-type structure; one end is connected to universal joint 8, and the other end contacts the valve stem of valve 10. Driven by universal joint 8, plate gauge 9 oscillates and pushes the valve core of valve 10 to move.

[0043] The maintenance personnel observed the movement of the valve core of the valve 10, confirming that the valve core moved smoothly and the valve 10 was conductive. At this time, the simulated air duct was connected, and the conductivity function of the test device was normal. Subsequently, the maintenance personnel operated the release pin 6 and inserted it into the locking hole of the impact cover 7 to restrict the movement of the rack 3, lock the position of the gear 4 and the cam 5, and observe whether the plate gauge 9 maintained the driving state of the valve 10. It was confirmed that the valve 10 was continuously in the conductive position and the locking function was normal.

[0044] Next, the maintenance personnel operated the release pin 6, pulled it out, released the lock on the rack 3, and observed the reset status of spring 2. It was confirmed that spring 2 released its stored energy, pushing the rack 3 to move in the opposite direction axially to reset. The rack 3 then drove gear 4 and cam 5 to rotate in the opposite direction, and cam 5 stopped driving the universal joint 8. Subsequently, the reset function of spring 11 was observed, confirming that spring 11 pushed the valve core of valve 10 to reset, valve 10 achieved shut-off, and the air duct was disconnected. Finally, the maintenance personnel confirmed that all components had returned to their initial positions, inserted the release pin 6 into the locking hole, locked the device, and checked the impact cover 7 for integrity. This completed the functional test of the device, verifying that the functions of all components met the claims and usage requirements.

[0045] Example 4 This embodiment is applied to a freight distribution center for old-style freight trucks, where multiple freight trucks are grouped together to achieve continuous connection of ventilation ducts in multiple sections of the truck body. It employs the semi-automatic connection device for ventilation ducts in old-style freight trucks as described in claim 1. Each truck body is equipped with this device, and the ventilation ducts of multiple truck bodies are connected sequentially through docking. The specific application process is as follows: Within the freight distribution center, workers need to assemble three old-style freight cars to connect the air ducts. First, they inspect each car's components, confirming that the impact contact surface 1 is undamaged and undeformed, capable of receiving the impact force from the car's docking; springs 1 and 2 have good elasticity, no loosening or aging, and reliable reset function; rack 3 and gear 4 mesh smoothly without jamming or debris on the gear surface, ensuring stable transmission; cam 5 and universal joint 8 are firmly connected, with no loosening in the transmission; release pin 6 slides flexibly, and locking and unlocking operations are convenient; impact cover 7 is undamaged and unloose, effectively protecting internal transmission components; plate gauge 9 and valve 10 fit tightly, valve core movement is smooth, and on / off control is precise, ensuring each component functions normally.

[0046] After passing inspection, the operators began the docking operation between the first and second carriages. They operated the release pin 6 on the first carriage to remove it, releasing the movement restriction on rack 3 and putting the device into a working state. At this point, rack 3 was in its initial position under the action of spring 2, with one end of spring 2 abutting against the fixing seat of rack 3 and the other end abutting against the limiting structure of rack 3, completing the energy storage preparation. Subsequently, the traction equipment pushed the first carriage closer to the second carriage. The impact force generated when the two carriages docked acted on the impact contact surface 1 of the first carriage. After receiving the impact force, impact contact surface 1 pushed rack 3 to move axially. During the movement of rack 3, spring 2 was compressed, achieving energy storage.

[0047] The rack 3 meshes with the gear 4, converting linear motion into rotational motion of the gear 4. The gear 4 drives the coaxial cam 5 to rotate synchronously. The cam 5 drives the universal joint 8 to swing, which in turn drives the plate gauge 9 to move. The plate gauge 9 pushes the valve core of the valve 10 to move, thus opening the valve 10 and connecting the air ducts of the first and second carriages. Then, the operator operates the release pin 6, inserting it into the locking hole to lock the device and ensure continuous air duct continuity. Next, following the same procedure, the second and third carriages are connected. The release pin 6 on the second carriage is operated, pulled out, and released from the lock on the rack 3. The second carriage is pushed closer to the third carriage, and the impact force acts on the impact contact surface 1 of the second carriage, pushing the rack 3 to move and compressing the spring 2. Through the meshing transmission between the rack 3 and the gear 4, the cam 5 rotates, driving the universal joint 8 and the plate gauge 9 to move, pushing the valve 10 to open the air ducts of the second and third carriages. The release pin 6 is then operated to lock the device.

[0048] At this point, the air ducts of the three carriages are connected through the cooperation of various devices to meet the air pressure exchange requirements of the carriages after assembly. When the assembly operation is completed and the carriages need to be separated, the operators operate in reverse order. First, the locking devices of the second and third carriages are released, the release pin 6 is pulled out, the spring 12 releases its stored energy, pushes the rack 3 to reset, drives the gear 4 and cam 5 to rotate in the opposite direction, the cam 5 stops driving the universal joint 8, the spring 21 pushes the valve 10 to reset, and cuts off the air ducts of the second and third carriages, completing the separation of the two cars.

[0049] Subsequently, the locking of the first and second carriage units was released, and the release pin 6 was pulled out. Spring 2 pushed rack 3 to reset, causing related components to move in the opposite direction. Spring 11 pushed valve 10 to reset, cutting off the air duct and completing the separation of the first and second carriages. Finally, the operators inspected the devices on each carriage, confirming that all components had returned to their initial positions. The release pin 6 was then inserted into the locking hole to lock the device. The impact cover 7 was checked for integrity, ensuring that the internal gears 4, cams 5, and other transmission components were not damaged. This completed the multi-carriage air duct connection and separation operation.

[0050] Example 5 This embodiment is applied to the duct connection operation of old-style trucks in low-temperature environments. In cold weather, the flexibility of various components of the device may decrease. This embodiment uses the semi-automatic duct connection device for old-style truck bodies as described in claim 1. Combining the characteristics of use in low-temperature environments, the duct connection and disconnection are completed according to the standard operating procedures, ensuring that the device can still work normally in low-temperature environments. The specific application process is as follows: In low-temperature environments, old-style freight cars undergo docking operations at freight stations. Operators first meticulously inspect each component of the device, focusing on ensuring the impact contact surface 1 is free of ice and damage, guaranteeing its ability to receive impact forces. They also check that springs 1 and 2 are free of ice and stiffness, maintaining good elasticity and functioning correctly for reset, preventing spring failure due to low temperatures. The meshing point between rack 3 and gear 4 is free of ice and debris; manual manipulation of rack 3 confirms smooth movement, and gear 4 rotates freely without jamming. The connection between cam 5 and universal joint 8 is secure, with no loose transmission, and universal joint 8 swings freely without ice or jamming. The release pin 6 is free of ice, slides smoothly, and can be easily inserted into or removed from the locking hole for locking and unlocking. The impact cover 7 is properly installed, free of damage and looseness, effectively protecting internal transmission components such as gear 4 and cam 5 from external impact damage in low-temperature environments. Finally, the plate gauge 9 and valve 10 are well-fitted, with the valve core of valve 10 free of ice, moving smoothly, and providing reliable on / off control.

[0051] After inspection, the operator operates the release pin 6, pulling it out along its own axis to release the movement restriction on rack 3. Due to the low temperature environment potentially reducing component flexibility, the operator gently moves rack 3 to confirm its normal movement. At this point, rack 3 is in its initial position under the action of spring 2, with one end of spring 2 abutting against impact contact surface 1 and the other end abutting against the limiting structure of rack 3, in an energy storage and reset state. Subsequently, the operator uses traction equipment to slowly align the two old-style truck bodies to be docked, pushing them closer together. Because the impact force of docking may be relatively unstable in the low temperature environment, the operator controls the docking speed to ensure the impact force acts smoothly on impact contact surface 1. After receiving the impact force, impact contact surface 1 smoothly pushes rack 3 to move axially. During the movement of rack 3, spring 2 is compressed, completing the energy storage operation. Simultaneously, the movement of rack 3 is observed to confirm there is no jamming or deviation.

[0052] Rack 3 and gear 4 mesh and transmit power. Because their tooth profiles match, the linear motion of rack 3 is smoothly converted into the rotational motion of gear 4. The operator observes the rotational state of gear 4 and confirms that its rotation is smooth and without jamming or abnormal noise. Gear 4 drives the coaxially set cam 5 to rotate synchronously. When cam 5 rotates, its contour surface is in close contact with the input end of universal joint 8, driving universal joint 8 to swing. Universal joint 8 transmits power to plate gauge 9. Plate gauge 9 is a lever structure. One end is connected to universal joint 8, and the other end is in contact with valve stem of valve 10. Driven by universal joint 8, plate gauge 9 swings and pushes valve core of valve 10 to move. Valve 10 is a two-way valve core structure. After the valve core moves, the air ducts of the two trucks are connected, completing the semi-automatic connection of the air ducts. At this time, the air pressure of the two trucks is interconnected.

[0053] After the duct is connected, to ensure continuous and stable ventilation in low-temperature environments, the operator operates the release pin 6, inserting it into the locking hole of the impact cover 7 and pressing it firmly to ensure it is fully inserted, restricting the movement of the rack 3, thereby locking the positions of the gear 4 and cam 5, keeping the plate gauge 9 in a driving state on the valve 10, and ensuring that the valve 10 remains in the connected position. When the connection work is completed and the duct needs to be disconnected, the operator operates the release pin 6 again to pull it out. If icing or jamming occurs, the release pin 6 can be gently shaken to ensure it is pulled out smoothly and release the lock on the rack 3.

[0054] At this point, spring 2 releases its stored energy, pushing rack 3 to move in the opposite direction along the axial direction to reset. Rack 3 drives gear 4 to rotate in the opposite direction, which in turn drives cam 5 to rotate in the opposite direction. Cam 5 stops driving universal joint 8, and universal joint 8 and plate gauge 9 lose driving force. Spring 11 then begins to perform its reset function. Spring 11 is sleeved on the valve stem of valve 10, with one end abutting against the valve seat and the other end abutting against the valve core, pushing the valve core of valve 10 to reset, thus achieving the disconnection of the air duct. Finally, the operator confirms that all components have returned to their initial positions, inserts release pin 6 into the locking hole to lock the device, preventing components from being accidentally moved due to vibration in low-temperature environments, checks whether the impact cover 7 is intact, cleans the snow and ice on the surface of the device, and ensures that the internal transmission components are not damaged, thus completing the air duct connection and disconnection operation in low-temperature environments.

[0055] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A semi-automatic connection device for the ventilation ducts of an old-style freight truck, characterized in that: It includes an impact contact surface (1), a spring (2), a rack (3), a gear (4), a cam (5), a release pin (6), an impact cover (7), a universal joint (8), a plate gauge (9), a gate (10), and a second spring (11). The impact contact surface (1) is fixedly connected to one end of the rack (3), the spring (2) is sleeved on the rack (3), the rack (3) meshes with the gear (4) for transmission, the gear (4) is coaxially set with the cam (5), the cam (5) is connected to the plate gauge (9) through the universal joint (8), the plate gauge (9) cooperates with the gate (10) to realize the on / off control of the air duct, the second spring (11) is used to reset the gate (10), the release pin (6) is used to lock or release the working state of the device, and the impact cover (7) is covered on the outside of the gear (4) and the cam (5).

2. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The impact contact surface (1) is a flat plate structure used to receive the impact force when the carriages dock and push the rack (3) to move axially.

3. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, One end of the spring (2) abuts against the impact contact surface (1) or the fixed seat of the rack (3), and the other end abuts against the limiting structure of the rack (3) for resetting and storing energy of the rack (3).

4. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The tooth profile of the rack (3) matches the tooth profile of the gear (4), and the linear motion of the rack (3) can be converted into the rotational motion of the gear (4).

5. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The profile surface of the cam (5) contacts the input end of the universal joint (8), and the rotation of the cam (5) can drive the universal joint (8) to produce oscillation or linear motion.

6. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The release pin (6) can slide along its own axis. When it is inserted into the locking hole of the impact cover (7) or the rack (3), it can restrict the movement of the rack (3). When it is pulled out, it unlocks.

7. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The plate gauge (9) is a lever structure, with one end connected to the universal joint (8) and the other end in contact with the valve core or valve stem of the valve (10), used to drive the valve (10) to open or close.

8. The semi-automatic connection device for the air duct of an old-style freight car body according to claim 1, characterized in that, The valve (10) is a two-way valve core structure that can move under the drive of the plate gauge (9) to realize the connection or disconnection of the air duct.

9. The pickup truck bed wind tube semi-automatic connection device of claim 1, wherein, The second spring (11) is sleeved on the valve stem of the valve (10), with one end abutting against the valve seat and the other end abutting against the valve core, and is used to reset and close the valve (10) after the plate gauge (9) is released from driving.

10. The pickup truck bed wind tube semi-automatic connection device of claim 1, wherein, The impact shield (7) is a shell structure with a gear (4) and cam (5) mounting shaft and limiting structure inside, which are used to protect the internal transmission components and guide the movement trajectory.

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