Opening and closing mechanism and train head

Abstract

The application discloses an opening and closing mechanism and a train head, and belongs to the technical field of rail vehicles. The technical scheme comprises a driving mechanism fixed to a train body; a rotating arm mechanism, which comprises: a first rotating arm, one end of which is rotatably connected to the train body and connected with the driving mechanism; a connecting piece, one end of which is hingedly connected with the first rotating arm and has a flow guide cover connected away from the end of the first rotating arm; a second rotating arm, one end of which is rotatably connected to the train body and the other end of which is hingedly connected with the connecting piece; a first locking piece, which is fixedly arranged on the first rotating arm; a second locking piece, which is fixedly arranged on the connecting piece; the first locking device is provided with a first locking groove; and the second locking device is provided with a second locking groove. The independent mechanical locking device is arranged, and a double and distributed locking layout is adopted, so that reliable locking of the opening and closing mechanism at two positions of opening and closing is realized, and the locking stability and safety of the mechanism under complex operation conditions are greatly improved.

Description

Technical Field

[0001] This application belongs to the field of rail vehicle technology, and in particular relates to an opening and closing mechanism and a train head. Background Technology

[0002] Currently, the opening and closing mechanism is a crucial component of modern rail trains. During normal operation when the train is not coupled together, this mechanism keeps the fairing doors closed, resulting in a smooth, streamlined front profile. This not only optimizes aerodynamics and reduces energy consumption but also effectively protects critical internal components such as connectors and couplers from external environmental factors like rain, snow, flying debris, and dust. When coupling trains together or during emergency rescue operations, the opening and closing mechanism must be able to reliably and easily open, allowing the couplers to extend and complete the docking operation.

[0003] Currently, the opening and closing mechanism used to drive the up and down movement of the fairing hatch often requires multiple cylinders to work together or complex air circuit control logic if a pneumatic solution is adopted. This results in a complex mechanical structure, high manufacturing cost, and the overall reliability of the system needs to be improved.

[0004] For certain types of trains, such as some trams, the vehicle design does not include a pre-installed air supply line to provide compressed air to the front end. In such cases, to achieve automatic opening and closing, an electric actuator (such as an electric cylinder) is typically considered as the power source. However, electric actuators present an inherent technical challenge: unlike pneumatic cylinders, which can be freely pushed by external force when there is no air pressure, the output rod of an electric cylinder is usually in a rigid locked state and cannot extend or retract freely when power is lost or its internal transmission mechanism malfunctions. Because most of the components of the opening and closing mechanism are very close to the ground and covered by the fairing after closing, operators have almost no way to access the internal electric cylinder body for manual operation. This constitutes a serious safety hazard: once the entire vehicle loses power or the electric cylinder malfunctions, the fairing hatch cannot be opened, preventing the coupler from extending and thus hindering emergency rescue, severely impacting driving safety and rescue efficiency.

[0005] Therefore, the industry urgently needs a new type of opening and closing mechanism that not only has a simplified structure and reliable automatic opening and closing function, but more importantly, it must solve the problem of being able to be easily and quickly unlocked and opened in the event of abnormality or failure of the power system (whether pneumatic or electric) to ensure the operational safety and emergency response capabilities of the train under any operating conditions. Summary of the Invention

[0006] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent.

[0007] This application proposes an opening and closing mechanism and a train head, aiming to solve the technical problems in the prior art, such as the complex structure and insufficient locking reliability of some pneumatic solutions, and the inability to perform emergency manual unlocking in the event of a fault or power failure of some electric solutions.

[0008] To achieve the above objectives, this application provides an opening and closing mechanism, including: The drive mechanism is fixed to the train body; A swing arm mechanism, connected to the train body, includes: The first rotating arm is rotatably connected at one end to the train body and connected to the drive mechanism; The connector has one end hinged to the first rotating arm and the end away from the first rotating arm connected to a flow guide. The second swing arm is rotatably connected to the train body at one end and hinged to the connecting member at the other end. The first locking element is fixedly mounted on the first rotating arm; The second locking element is fixedly mounted on the connector. The first locking device is provided with a first locking groove; the first locking device is fixed on the train body near the first rotating arm; The second locking device is provided with a second locking groove; the second locking device is fixed on the train body near the second rotating arm; When the rotating arm mechanism moves to the open position, the first locking member enters the first locking groove to lock the rotating arm mechanism in the open position. When the boom mechanism moves to the closed position, the second locking member enters the second locking groove to lock the boom mechanism in the closed position.

[0009] This application achieves reliable forward locking of the opening and closing mechanism at both the open and closed positions by setting up a double mechanical locking structure in which the first locking element, the second locking element, and the first locking device cooperate with each other. This structure solves the problems of unreliable locking or only single-point locking in some existing solutions. Through the rigid locking of the pin and slot, the stability of the mechanism under severe vibration and impact of the train is greatly improved, effectively ensuring train operation safety.

[0010] In some embodiments of this application, the locking device includes: Base plate; A locking element is rotatably connected to one side of the base plate and has an opening for accommodating the locking element, the opening forming the locking groove; The locking component is a locking pin; During rotation, the locking pin enters the locking groove to restrict the movement of the locking pin in at least one direction.

[0011] This application incorporates a locking device with a fastening element and an open locking groove for accommodating the fastening element. During the rotation of the boom mechanism, the locking pin rotates with the boom mechanism, causing the locking pin to enter the locking groove. The locking pin within the groove is restricted in at least one direction by the groove. This solves the locking instability problem of existing locking devices, ensures the locking reliability of the locking device, and greatly improves the locking stability of the mechanism during train operation.

[0012] In some embodiments of this application, the locking device further includes: A locking plate is rotatably connected to the base plate on the side away from the locking fastener; a blocking protrusion is provided at one end of the locking plate. The blocking boss is used to abut against and restrict the rotation of the locking member in a preset direction.

[0013] This application implements a limiting / locking mechanism by adding a rotatable locking plate within the locking device and using its blocking boss to restrict the rotation of the locking element. This structure solves the problem that a single locking element may wobble freely due to vibration and fail to remain in the ready state when there is no locking pin. The limiting effect of the locking plate ensures that the locking element always accurately stays in the initial position, improving the ready-to-use reliability of the entire locking device.

[0014] In some embodiments of this application, the locking device further includes: Two torsion springs are respectively connected to the locking member and the locking plate to keep the locking member and the locking plate in their respective initial states.

[0015] This application achieves automatic reset and normally closed / normally locked functions of the locking device by equipping the locking fastener and locking plate with torsion springs respectively. This structure solves the problem of uncertain component states after unlocking or before locking in purely mechanical locking. The preload provided by the springs ensures that the locking fastener and locking plate automatically return and remain in the initial locked / limited state after unlocking or after the locking pin leaves, improving the automation and safety of the entire system.

[0016] In some embodiments of this application, it also includes: The support plate is fixedly installed on the vehicle body; One end of both the first and second rotating arms is rotatably connected to the train body via the support plate. The first locking device and the second locking device are fixedly mounted on the support plate; The position of the first locking device corresponds to the position of the first locking member when the rotating arm mechanism reaches the open position; The position of the second locking device corresponds to the position of the second locking member when the rotating arm mechanism reaches the closed position.

[0017] This application integrates the rotation reference of the swing arm mechanism and the installation reference of the locking device onto the same support plate. By precisely calibrating the installation position of the locking device in reverse based on the endpoints of the locking component's movement in the open and closed positions, it achieves accurate pre-setting of the functional relative position between the locking and locked components. This structure solves the problems of large cumulative tolerances, difficult on-site alignment, and unreliable locking due to positional shifts after long-term use caused by traditional distributed installation. It significantly improves the assembly accuracy and efficiency of the entire machine and fundamentally ensures the long-term reliability of the locking action.

[0018] In some embodiments of this application, it also includes: The support plate is fixedly installed on the train body; A rotating seat is fixedly connected to the support plate and connected to the first rotating arm; A gas spring, one end of which is fixedly connected to the support plate, and the other end of which is connected to the rotating seat; As the rotating arm mechanism moves toward the opening position, the gas spring crosses the mechanical critical point and provides an opening driving force for the fairing through the rotating arm mechanism. As the rotating arm mechanism moves toward the closed position, the gas spring crosses the mechanical critical point and provides a closing driving force to the shroud through the rotating arm mechanism.

[0019] This application achieves auxiliary drive and locking of the opening and closing mechanism by adding a gas spring and utilizing its ability to overcome mechanical critical points. This structure solves the problem of impact caused by insufficient main driving force or inertia at the end of the opening and closing action. The additional driving force provided by the gas spring at the end of the action ensures smooth positioning of the mechanism, while the continuous self-locking force provided at the terminal position adds a flexible safety measure to the system, improving overall stability and reliability.

[0020] In some embodiments of this application, it also includes: Unlocking device, the unlocking device comprising: The traction rope has one end integrated into the unlocking device and the other end extending from the unlocking device and connected to the corresponding locking plate; When the swing arm mechanism is locked, the locking device is triggered, and the locking plate is rotated via the traction rope to release the locking element.

[0021] This application achieves convenient manual unlocking of the locking device by setting up an unlocking structure consisting of an unlocking device and a traction rope. This structure solves the major safety hazard problem of being unable to directly access and manually unlock the mechanism due to its being covered by an outer casing in the event of a power system malfunction or emergency. By triggering the unlocking device, the locking plate can be easily pulled to release the lock, greatly improving the maintainability of the equipment and the train's emergency rescue capabilities.

[0022] In some embodiments of this application, the unlocking device further includes: A control switch, electrically connected to the unlocking device, is used to receive control signals and respond to automatic operation; The control switch responds to a control signal and triggers the unlocking device, which in turn pulls the locking plate to rotate via the traction rope.

[0023] This application achieves automated, remote, and precise control of the unlocking action by adding an electrically connected control switch to the unlocking device. This structure solves the problems of low efficiency and inability to integrate traditional purely manual unlocking operations into the overall train automatic control network. By receiving control signals and triggering the unlocking device through the control switch, the convenience and intelligence of the opening and closing operation are greatly improved. This enables the entire opening and closing mechanism to respond to remote electrical signal commands, achieving integration into the overall vehicle intelligent control system and realizing one-button automatic operation.

[0024] In addition, this application also provides a train head, including: an opening and closing mechanism; The mounting frame is fixed to the front of the train. A fixing cover is attached to the mounting frame and houses the mounting frame therein; Both the drive mechanism and the swing arm mechanism are mounted on the mounting frame to connect with the train head via the mounting frame.

[0025] This application provides a train head including the aforementioned opening and closing mechanism, offering a mounting platform for the opening and closing structure. By setting a mounting frame on the train head and integrating core components such as the drive mechanism and swing arm mechanism onto this frame, which, together with the fixed cover, forms a modular structure, the integration and modularization of the entire opening and closing mechanism are achieved. This structure solves the problems of difficult alignment, low precision, and complex assembly and debugging processes caused by the traditional scattered installation of components. By using the mounting frame as a link between the car body and internal mechanisms, the installation, maintenance, and replacement processes of the product are greatly simplified, significantly improving assembly efficiency and overall reliability.

[0026] In some embodiments of this application, the fixed cover is provided with an inspection door, through which the components inside the fixed cover are inspected or operated.

[0027] This application provides convenient access and operation of various core components housed within a fixed enclosure by creating an inspection door on the enclosure. This structural design solves the problem of being unable to manually operate core components in emergency situations when they are completely enclosed by the outer enclosure. It greatly simplifies the emergency unlocking process, shortens emergency response time, and significantly improves the maintainability of the vehicle and its safety in emergency situations.

[0028] Compared with the prior art, the beneficial effects of this application are as follows: 1. This application achieves rigid and reliable locking of the opening and closing mechanism in both the open and closed positions by setting an independent mechanical locking device and adopting a dual, distributed locking layout. This design has a simple structure and direct action, significantly improving the locking stability and safety of the mechanism under complex operating conditions compared to existing technologies.

[0029] 2. This application solves the major safety hazard of not being able to manually unlock the equipment in case of power system abnormalities or emergencies by setting up a remote unlocking system consisting of an unlocking device and a flexible traction component, and in conjunction with the maintenance door on the fixed cover. The system is easy to operate and greatly improves the maintainability and emergency response capabilities of the equipment.

[0030] 3. This application integrates the core systems, such as the swing arm, locking, drive, and control, into a unified structure using an integrated and modular mounting frame. This design simplifies the product's installation and commissioning process, improves assembly accuracy, and facilitates installation on different vehicle bodies.

[0031] 4. This application achieves a clever combination of active and passive power by using a cylinder as the active power source and supplementing it with a gas spring that can pass the "dead point" at the end of the stroke. This design not only provides a strong and reliable opening and closing driving force, but also provides a continuous auxiliary self-locking force at the end position, further enhancing the overall reliability of the system. Attached Figure Description

[0032] The accompanying drawings, which are provided to further illustrate this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0033] In the attached diagram: Figure 1 A schematic diagram of the opening and closing mechanism equipped with an installation frame and a fixing cover provided in an embodiment of this application; Figure 2 This is a schematic diagram of the opening and closing mechanism with an installation frame provided in the embodiments of this application; Figure 3 A schematic diagram showing the opening and closing mechanism provided in the embodiments of this application. Figure 4 for Figure 3 A magnified view of a portion of the image; Figure 5 This is a schematic diagram showing the closing of the opening and closing mechanism provided in an embodiment of this application; Figure 6 for Figure 5 A magnified view of a portion of the image; Figure 7 This is a schematic diagram of the locking device provided in the embodiments of this application; Figure 8 This is a front view of the locking device provided in the embodiments of this application; Figure 9 This is a schematic diagram from another perspective of the opening and closing mechanism provided in the embodiments of this application.

[0034] In the above diagram: 1. Opening and closing mechanism; 11. Drive mechanism; 111. Gas spring; 112. Rotary seat; 12. Rotating arm mechanism; 121. First rotating arm; 122. Connecting piece; 123. Second rotating arm; 13. First locking device; 131. Locking fastener; 1311. First locking groove; 132. Locking plate; 1321. Blocking boss; 133. Base plate; 134. Torsion spring; 14. First locking piece; 15. Second locking device; 151. Second locking groove; 16. Second locking piece; 17. Unlocking device; 171. Control switch; 172. Traction rope; 18. Support plate; 2. Fixed cover; 21. Inspection door; 3. Mounting frame; 4. Flow guide; 5. Pneumatic control system; 6. Electrical control system. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0036] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0037] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0038] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects are in an "or" relationship. The terms "first," "second," and "third" used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0039] In the field of front-end opening and closing mechanism technology for rail vehicles, various technical solutions have been proposed in the industry to achieve automatic opening and closing and reliable locking of the fairing. Among them, the pneumatic solution is widely used due to its mature technology, large driving force, and fast response speed. The advantage of this solution is that it can utilize the vehicle's existing air source system to provide stable and strong power. However, the traditional pure pneumatic solution also has its inherent technical bottlenecks. Its locking function often relies on complex air circuit logic or the coordination of multiple actuators, resulting in a bulky structure, more failure points, and increased system weight and maintenance costs; moreover, when facing high-frequency vibration, the long-term reliability of the locking method that relies solely on air pressure maintenance is difficult to guarantee. As another mainstream technical route, the electric solution solves the problem of dependence on the vehicle's air source. Its advantage is that it provides greater flexibility in system design and is easy to implement precise electric control. However, its core drawback lies in the operational safety in emergency situations. Electric actuators usually rigidly self-lock when power is lost or malfunctions, and their installation position is deep inside the front of the vehicle, making emergency manual unlocking from the outside almost impossible. This poses a serious safety hazard, directly impacting the feasibility of emergency rescue and contradicting the stringent safety requirements of rail transit. Compared to existing technologies, this application aims to provide an opening and closing mechanism that can more effectively solve the aforementioned problems.

[0040] The following is for reference. Figures 1-9 As shown, this application is specifically described through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. This application provides an opening and closing mechanism 1, including a drive mechanism 11 fixed to the train body; A swing arm mechanism 12 is connected to the train body, and the swing arm mechanism 12 includes: The first rotating arm 121 is rotatably connected at one end to the train body and is connected to the drive mechanism 11; The connector 122 is hinged at one end to the first rotating arm 121, and the end away from the first rotating arm 121 is connected to the flow guide 4. The second rotating arm 123 is rotatably connected to the train body at one end and hinged to the connecting member 122 at the other end; The first locking element 14 is fixedly mounted on the first rotating arm 121; The second locking member 16 is fixedly disposed on the connector 122; The first locking device 13 is provided with a first locking groove 1311; the first locking device 13 is fixed on the train body near the first rotating arm 121. The second locking device 15 is provided with a second locking groove 151; the second locking device 15 is fixed on the train body near the second rotating arm 123. When the rotating arm mechanism 12 moves to the open position, the first locking member 14 enters the first locking groove 1311 to lock the rotating arm mechanism 12 in the open position. When the rotating arm mechanism 12 moves to the closed position, the second locking member 16 enters the second locking groove 151 to lock the rotating arm mechanism 12 in the closed position.

[0041] Specifically, the core of the opening and closing mechanism 1 is a rotating arm mechanism 12 consisting of a first rotating arm 121, a second rotating arm 123, and a connecting member 122. The rotating arm mechanism 12 is rotatably connected to the train body through one end of its first rotating arm 121 and the second rotating arm 123, thereby defining its precise movement trajectory.

[0042] In the automatic opening operation, the mechanism first uses the unlocking system to disengage the second locking member 16, which is in the closed position, from the locking groove of the second locking device 15, thereby releasing the locking state of the swing arm mechanism 12. Subsequently, the output end of the drive mechanism 11, which is fixed to the train body, actuates, acting on the first swing arm 121 connected to it. Under the pushing or pulling force of the drive mechanism 11, the first swing arm 121 rotates around its connection point with the train body. Due to the linkage constraint of the connecting member 122 and the second swing arm 123, the entire swing arm mechanism 12 unfolds outward along a preset precise trajectory, smoothly driving the guide shroud 4 connected to the connecting member 122 to the open position. During this movement, the first locking member 14 fixed on the first swing arm 121 and the second locking member 16 fixed on the connecting member 122 move synchronously. When the swing arm mechanism 12 is fully unfolded to the open position, the first locking member 14 moves precisely to the entrance of the first locking device 13 fixed to the train body and enters its first locking groove 1311, thereby achieving rigid locking of the open position.

[0043] In the automatic closing operation, the sequence of actions is the reverse of the above process. The mechanism first disengages the first locking member 14, which is in the open position, from the lock groove of the first locking device 13. After unlocking, the drive mechanism 11 reverses its action, causing the entire rotating arm mechanism 12 to retract. When the rotating arm mechanism 12 is fully retracted to the closed position, the second locking member 16 precisely enters the second lock groove 151 of the second locking device 15, achieving rigid locking of the closed position.

[0044] Through this complete action of unlocking, moving, and locking, and in conjunction with the distributed locking structure design of double locking components and double locking devices, this application achieves precise locking of the two moving endpoints of the opening and closing mechanism 1. It solves the problems of stress concentration and easy loosening after long-term use that may exist in traditional single-point locking, improves the structural rigidity and locking integrity of the entire mechanism in high-speed and high-vibration environments, and ensures the absolute safety of the front end of the train in any state.

[0045] Furthermore, it should be noted that in this solution, the swing arm mechanism 12, the drive mechanism 11, and the locking device together constitute a sub-mechanism on one side. In one embodiment of this application, the complete opening and closing mechanism 1 includes two sets of such sub-mechanisms symmetrically arranged on the left and right sides of the front end of the train. These two sets of sub-mechanisms work together to drive their respective corresponding fairing 4 parts to ensure the smoothness and stability of the entire fairing 4 during movement, making the entire front end assembly more robust and reliable in structure.

[0046] Furthermore, the drive mechanism 11 can be a cylinder.

[0047] In some specific embodiments of this application, the locking device includes: Base plate 133; The locking member 131 is rotatably connected to one side of the base plate 133 and has an opening for accommodating the locking member, the opening forming the locking groove; The locking component is a locking pin; During rotation, the locking pin enters the locking groove to restrict the movement of the locking pin in at least one direction.

[0048] Specifically, the core of the locking device is a latching element 131 rotatably connected to the base plate 133. The latching element 131 has an opening for accommodating the locking element, which is the lock groove. The locking element is a cylindrical locking pin.

[0049] During locking, the locking pin, which moves with the rotating arm mechanism 12, first contacts and pushes the guide slope of the locking member 131. Under the continuous thrust of the locking pin, the locking member 131 rotates a small angle around its pivot with the base plate 133, thus opening the entrance / exit passage. The locking pin then smoothly slides into the opening. Once the center of the locking pin crosses the line connecting the rotation center of the locking member 131 and the contact point, the locking member 131 quickly rotates back under its own restoring force. At this point, the inner wall of its opening tightly abuts against the circumferential surface of the locking pin, thereby restricting the linear movement of the locking pin in at least one direction and achieving locking.

[0050] This structural design, which includes a rotatable locking element 131, enables a dynamic and adaptive locking process. It solves the problems of alignment difficulties, jamming, and even locking failure caused by installation tolerances or long-term wear in traditional fixed lock slots. It improves the success rate and smoothness of the locking action, and achieves the goal of building a more robust and durable locking system with lower installation precision requirements.

[0051] In some specific embodiments of this application, the locking device further includes: A locking plate 132 is rotatably connected to the base plate 133 on the side away from the locking fastener 131; a blocking boss 1321 is provided at one end of the locking plate 132. The blocking boss 1321 is used to abut against and restrict the rotation of the locking member 131 in a preset direction.

[0052] Specifically, to further enhance the stability of the locking device, a rotatable locking plate 132 is installed on the other side of the base plate 133 away from the locking fastener 131, and a blocking boss 1321 is provided at one end of the locking plate 132.

[0053] When no external force is applied and the locking member 131 is in a preset initial position, the blocking protrusion 1321 on the locking plate 132 will abut against a specific edge of the locking member 131. This abutment relationship ensures that the locking member 131 is firmly locked in this initial position and cannot be moved arbitrarily due to external vibrations.

[0054] When an external force is applied to the locking plate 132, causing it to rotate, the blocking boss 1321 will move away, thereby releasing the restriction on the locking member 131 and allowing the locking member 131 to rotate freely.

[0055] By adding a locking plate 132 as a limit or lock, the precise preset and reliable fixation of the standby position of the core locking component 131 is achieved. This solves the potential risk that the locking component 131 may accidentally deviate from its initial position due to vibration or impact under high-frequency vibration conditions, thus leading to locking failure. It improves the working reliability and anti-misoperation capability of the locking device in extremely harsh environments. Through the limiting effect of the locking plate 132, it ensures that the locking component 131 can always accurately stay in the initial position, thereby improving the standby reliability of the entire locking device.

[0056] In some specific embodiments of this application, the locking device further includes: Two torsion springs 134 are respectively connected to the locking member 131 and the locking plate 132 to keep the locking member 131 and the locking plate 132 in their respective initial states.

[0057] Specifically, a torsion spring 134 is installed at the rotatable connection between the locking fastener 131 and the locking plate 132 and the base plate 133, respectively.

[0058] After assembly, the torsion spring 134 provides a continuous elastic preload to both the locking member 131 and the locking plate 132. For the locking member 131, the preload applied by the torsion spring 134 keeps it in an initial, open-to-the-outside ready state when no external force is applied. For the locking plate 132, the preload applied by the torsion spring 134 keeps it in an initial released state that does not cause jamming of the locking member 131.

[0059] When the locking pin moves with the rotating arm mechanism 12 and enters the opening of the locking member 131, the locking pin acts as the driving element, causing the locking member 131 to rotate inward against its own spring force. During the inward rotation of the locking member 131, one of its side contact surfaces comes into contact with a protrusion on the locking plate 132. After contact, the locking member 131 continues to rotate along with the locking plate 132 through the protrusion, overcoming the spring force of the locking plate 132 itself. This rotation process continues until the locking pin is fully engaged in the locked position. At this point, the locking member 131 and the locking plate 132 move synchronously to their final locked state. In this final locked state, the blocking boss 1321 of the locking plate 132 moves to the other side of the locking member 131 and abuts against the side of the locking member 131, thereby restricting the locking member 131 in the opposite direction and preventing it from rotating outward to release the locking pin.

[0060] Furthermore, after the unlocking operation is completed, the locking pin is disengaged, and the external unlocking force is removed, the two torsion springs 134, which were previously twisted and stored elastic potential energy, will release their restoring torques, thereby automatically driving the locking fastener 131 and the locking plate 132 back to the aforementioned initial standby state.

[0061] By equipping the locking element 131 and the locking plate 132 with torsion springs 134 having specific preload directions, this application achieves automatic reset of the internal components of the locking device. This structural design not only ensures reliable reset of the components after unlocking, but also, during the locking process, guides the smooth interlocking actions between the locking element 131 and the locking plate 132 triggered by the locking pin through a preset force balance, thereby improving the automation level of the locking process and the reliability of the final locked state.

[0062] Furthermore, it should be noted that the first locking device 13 and the second locking device 15 in this application are structurally identical; when arranged symmetrically, the structure can be designed symmetrically according to actual production needs.

[0063] In some specific embodiments of this application, it also includes: Support plate 18 is fixedly installed on the vehicle body; One end of the first rotating arm 121 and the second rotating arm 123 are rotatably connected to the train body via the support plate 18; The first locking device 13 and the second locking device 15 are fixedly mounted on the support plate 18; The position of the first locking device 13 corresponds to the position of the first locking member 14 when the rotating arm mechanism 12 reaches the open position; The position of the second locking device 15 corresponds to the position of the second locking member 16 when the rotating arm mechanism 12 reaches the closed position.

[0064] Specifically, in order to fundamentally ensure the relative positional accuracy between the moving and fixed parts, an integrated installation scheme for the support plate 18 is adopted. A high-strength support plate 18 is firmly fixed to the vehicle body. The first swing arm 121 and the second swing arm 123, as well as the first locking device 13 and the second locking device 15, are all mounted on the same support plate 18.

[0065] This layout ensures that the movement trajectory of the swing arm mechanism 12 and the fixed positions of the two locking devices are determined based on the same mounting reference, namely the support plate 18. Therefore, the mounting position of the first locking device 13 can be precisely set at the end point when the first locking member 14 moves to the open position; similarly, the mounting position of the second locking device 15 is also precisely set at the end point when the second locking member 16 moves to the closed position.

[0066] By adopting a unified support plate 18 to integrate the installation of the swing arm and locking device, a high degree of integration and modularization of the core motion system and the locking system is achieved. This solves the problems of complex on-site alignment, accumulated installation errors, and position mismatch caused by minor deformation of the vehicle body after long-term use, which are caused by traditional decentralized installation methods. It improves the assembly accuracy, efficiency and long-term working stability of the whole machine, and achieves the goal of simplifying the production process and fundamentally ensuring the reliability of locking.

[0067] In some specific embodiments of this application, it also includes: Support plate 18 is fixedly installed on the train body; The rotating seat 112 is fixedly connected to the support plate 18 and is connected to the first rotating arm 121; A gas spring 111 is fixedly connected at one end to the support plate 18 and at the other end to the rotating seat 112; During the movement of the rotating arm mechanism 12 toward the opening position, the gas spring 111 crosses the mechanical critical point and provides the opening driving force for the guide shroud 4 through the rotating arm mechanism 12; During the movement of the rotating arm mechanism 12 toward the closed position, the gas spring 111 crosses the mechanical critical point and provides a closing driving force to the flow guide 4 through the rotating arm mechanism 12.

[0068] Specifically, a gas spring 111 is connected between the support plate 18 and the first rotating arm 121 via a rotating seat 112.

[0069] In the latter half of the opening process, as the swing arm mechanism 12 unfolds, the geometric position of the gas spring 111 will cross a mechanical critical point, or mechanical dead point. After crossing this point, the gas spring 111, which originally provided closing resistance, will instead provide a thrust in the opening direction. This thrust will assist the main drive mechanism 11 in smoothly pushing the heavy guide shield 4 completely to the open position and will also act as a buffer. Once the open position is reached, this thrust will continue to exist, forming an auxiliary self-locking force.

[0070] In the latter half of the closing process, the phenomenon of exceeding the dead point will also occur. The gas spring 111 will then provide a pulling force in the closing direction, assisting the main drive mechanism 11 in tightly pulling the deflector 4 back into place and providing a continuous clamping force.

[0071] By adding a gas spring 111 that can overcome mechanical dead points, a clever combination of active force and auxiliary force is achieved. This solves the problem that relying solely on the main driving force at the end of the stroke may not be enough to overcome gravity or wind resistance, or may cause end impact due to excessive speed. It improves the smoothness and reliability of opening and closing actions, and adds a safety guarantee to the system through auxiliary self-locking force, thereby improving the overall stability and reliability of the opening and closing mechanism 1.

[0072] It should be noted that the mechanical critical point refers to a specific instantaneous position in the kinematic geometry of this mechanism. At this position, the rotation center of the first rotating arm 121, the center of the connection point of the gas spring 111 on the first rotating arm 121, and the fixed connection point of the gas spring 111 on the support plate 18 are approximately collinear in space. When the mechanism moves past this collinear position, the direction of the torque generated by the continuous pushing or pulling force of the gas spring 111 relative to the rotation center of the first rotating arm 121 will reverse, thereby changing its effect from resistance to assistance, thus realizing the aforementioned auxiliary drive and auxiliary self-locking functions.

[0073] In some specific embodiments of this application, it also includes: Unlocking device 17, the unlocking device 17 comprising: The traction rope 172 has one end integrated into the unlocking device 17 and the other end extending from the unlocking device 17 and connected to the corresponding locking plate 132; When the rotating arm mechanism 12 is locked, the locking device 17 is triggered, and the locking plate 132 is rotated by the traction rope 172 to release the locking member.

[0074] Specifically, to unlock the locking device, this solution proposes an unlocking system consisting of an unlocking device 17 and a traction rope 172. Each locking plate 132 is connected to a traction rope 172, with one end of the traction rope 172 fixedly connected to the locking plate 132 and the other end extending into and converging inside the unlocking device 17. When unlocking is required, the operator can trigger a button or switch on the unlocking device 17. At this time, the unlocking device 17 actuates and pulls the traction rope 172 connected to it. The tension of the traction rope 172 is precisely transmitted to the locking plate 132 through its connection point with the locking plate 132, causing it to rotate around its axis. The rotation of the locking plate 132 causes the blocking boss 1321 on it to move away, thereby releasing the movement restriction on the locking fastener 131. At this time, the operator can manually pull the guide cover 4 or drive it with the drive mechanism 11 to easily push the locking pin open the locking fastener 131 to complete the unlocking.

[0075] This manual unlocking structure design, which includes an unlocking device 17 and a traction rope 172, enables safe and convenient remote control of the locking core components. It solves the problem that the locking device cannot be directly accessed and operated in emergency situations, improves the maintainability of the equipment and the response speed of emergency response, and ensures that the opening and closing mechanism 1 can be reliably unlocked under any working condition.

[0076] In some specific embodiments of this application, the unlocking device 17 further includes: Control switch 171 is electrically connected to the unlocking device 17 and is used to receive control signals and respond to automatic operation. When the control switch 171 receives a control signal, it responds to the signal and triggers the unlocking device 17, which in turn pulls the locking plate 132 to rotate via the traction rope 172.

[0077] Specifically, the unlocking device 17 also integrates a control switch 171. This control switch 171 is linked to the mechanical part of the unlocking device 17 and is electrically connected to an external electronic control system.

[0078] When the deflector 4 needs to be automatically opened or closed, the external electronic control system first sends a preset control signal to the corresponding control switch 171. Upon receiving the control signal, the control switch 171 responds and acts immediately. For example, the control switch 171 can be an electromagnetic relay or a similar electromagnetic actuating component. When energized, its internal armature or push rod will generate an instantaneous mechanical displacement. This mechanical displacement will directly trigger the unlocking device 17 to which it is attached. After being triggered, the internal mechanical structure of the unlocking device 17 will generate an amplified stroke and force, thereby pulling the traction rope 172 connected to it. That is, the traction rope 172 pulls the corresponding locking plate 132 to rotate through the tension, thereby releasing the restriction on the locking fastener 131 and finally releasing the locking pin.

[0079] By adding an electrically connected control switch 171 to the unlocking device 17, this application automates the unlocking action. This technical solution solves the problems of purely manual unlocking requiring on-site operation by personnel, slow response speed, and inability to be integrated into the train automation control process. By allowing remote electrical signals to trigger unlocking, the convenience and efficiency of daily opening and closing operations are improved, enabling the entire front-end opening and closing mechanism 1 to function as an intelligent execution unit, seamlessly integrating into the vehicle control network, and achieving one-button or programmed automatic operation.

[0080] Furthermore, it should be noted that in this application, the unlocking device 17 can control multiple locking devices; or one unlocking device 17 can control one locking device.

[0081] In addition, this application provides a train head that includes an opening and closing mechanism 1; Mounting frame 3 is fixed to the train head; A fixing cover 2 is connected to the mounting frame 3 and houses the mounting frame 3 inside it; The drive mechanism 11 and the swing arm mechanism 12 are both mounted on the mounting frame 3 to connect with the train head through the mounting frame 3.

[0082] Specifically, a mounting frame 3 is set as the main skeleton of the entire opening and closing mechanism 1, and the mounting frame 3 is firmly fixed to the front of the train. The driving mechanism 11, the swing arm mechanism 12, and the functional components such as the locking device and the unlocking device 17 of the opening and closing mechanism 1 are all mounted on this mounting frame 3. In addition, a fixed cover 2 is also connected to the mounting frame 3 as the outer shell of the opening and closing mechanism 1, and the entire mounting frame 3 and the opening and closing mechanism 1 are housed inside the fixed cover 2.

[0083] This design allows the entire opening and closing mechanism 1, including all moving parts, locking parts, and driving parts within it, to be pre-assembled into a complete, independent modular assembly on the production line. During final assembly, workers do not need to position and install each of the complex internal components individually; they can simply use the pre-reserved installation interfaces on the mounting frame 3 to quickly connect and secure it to the main structure of the train head.

[0084] By setting up an installation frame 3 and integrating core components such as the drive mechanism 11 and the swing arm mechanism 12 onto this frame, which together with the fixed cover 2 forms a modular structure, a high degree of integration and modularity of the entire opening and closing mechanism 1 is achieved. This structure solves the problems of difficult alignment, low precision, and complex assembly and debugging processes caused by the traditional scattered installation of components. By using the installation frame 3 as a link between the train head and the train body and internal mechanisms, the installation, maintenance, and replacement processes of the product are greatly simplified, and assembly efficiency and overall reliability are significantly improved.

[0085] In some specific embodiments of this application, the fixed cover 2 is provided with an inspection door 21, which is used to inspect or operate the components inside the fixed cover 2.

[0086] Specifically, to fundamentally improve the maintainability and operability of the entire opening and closing mechanism assembly in emergencies, a maintenance door 21 is provided on the fixed cover 2. The maintenance door 21 is located in the area of ​​key components inside the fixed cover 2 that require manual operation or routine maintenance, and it can be quickly opened and closed with simple tools or a dedicated key. In the event of a power outage or air supply failure, operators do not need to disassemble the entire fixed cover 2; they can simply open the maintenance door 21 with a simple key or tool. After opening the maintenance door 21, the trigger button or switch of the unlocking device 17 is directly exposed, allowing for manual unlocking. Simultaneously, during routine maintenance and repair, the maintenance door 21 also provides an observation and operation window, allowing maintenance personnel to easily inspect the working status of each component of the opening and closing mechanism 1.

[0087] By opening an inspection door 21 on the fixed cover 2 and designing it as a universal interface that allows for the inspection or operation of all internal components, convenient manual intervention of the internal mechanisms is achieved. This structure solves the problem of being unable to manually operate the core components in an emergency because they are completely enclosed by the outer cover, improving the efficiency of emergency maintenance, reducing the maintenance cost of the equipment, and significantly improving the maintainability of the entire vehicle and its safety in emergency situations.

[0088] Furthermore, the inspection door 21 can be correspondingly installed at the unlocking device 17, making it convenient for operators to manually operate the unlocking device 17.

[0089] Furthermore, to make the technical solution, objectives, and advantages of this application clearer, a specific embodiment of this application will be described in detail below.

[0090] In this embodiment, an opening and closing mechanism 1 for a train head is proposed. The core support base of the opening and closing mechanism 1 is a high-strength mounting frame 3, which is firmly fixed to the train body by bolting, welding, or other means. All the core components of the opening and closing mechanism 1 are mounted on the mounting frame 3, including a support plate 18 serving as the mounting reference. The rotating arm mechanism 12, consisting of a first rotating arm 121, a second rotating arm 123, and a connecting member 122, has its rotation pivot connected to the mounting frame 3 via the support plate 18. The drive mechanism 11, serving as the active power source, is fixed to the mounting frame 3, and its output end is connected to the first rotating arm 121. The first locking device 13 and the second locking device 15 are also firmly mounted at predetermined positions on the support plate 18. In addition, the first unlocking device 17, the second unlocking device 17, the electronic control system, and the pneumatic control system are also integrated and mounted on the mounting frame 3. Finally, a fixed cover 2 is connected to the mounting frame 3 to completely house and protect all the internal mechanisms. This structural design fundamentally solves the problems of difficult on-site alignment, low precision, and cumbersome assembly caused by traditional decentralized installation. It enables rapid installation, replacement, and maintenance as a single unit, greatly improving production efficiency and maintenance convenience throughout the entire life cycle.

[0091] Each locking device internally employs a mechanical structure consisting of a base plate 133, a locking element 131, a locking plate 132, and two torsion springs 134. This structure, through the preload provided by the springs, ensures that the locking element 131 and the locking plate 132 remain in their respective initial ready-to-go states when no external force is applied. In this state, the opening of the locking element 131 faces outwards, ready to receive the locking element; while the locking plate 132 is in a released position that does not interfere with the locking element 131, and its blocking boss 1321 defines the initial position of the locking element 131.

[0092] The complete working process of the opening and closing mechanism 1 is described as follows. During the automatic operation from the closed state to the open state, the electronic control system first sends an unlocking electrical signal to the control switch 171 of the second unlocking device 17. The control switch 171 is triggered, driving the second unlocking device 17 to pull the second traction rope 172. The tension of the traction rope 172 acts on the locking plate 132 of the second locking device 15, causing it to rotate and release the restriction on the locking member 131. The second locking member 16 is then released from the second locking groove 151, thereby releasing the lock in the closed state. After unlocking, the electronic control system immediately sends a command to the pneumatic control system to drive the pneumatic actuator to move, pushing the first rotating arm 121 to unfold the entire rotating arm mechanism 12 outward. In the latter half of the unfolding process, the gas spring 111 passes its mechanical dead point and instead provides an auxiliary opening thrust, ensuring that the deflector 4 can smoothly and without impact reach the fully open position. When the rotating arm mechanism 12 reaches this position, the first locking member 14, acting as the active member, automatically pushes open the locking member 131 of the first locking device 13 and enters the locking groove. Subsequently, under the action of the internal spring, the locking member 131 and the locking plate 132 are linked together, and finally the blocking boss 1321 locks the locking member 131 in the opposite direction, realizing a firm lock on the open position.

[0093] The automatic operation process from the open to the closed state is similar to that described above, only the action object and direction are reversed. However, in emergency situations such as a power outage or air supply failure, the automatic operation fails. In this case, the operator only needs to open the corresponding access door 21 on the fixed cover 2 to directly access the button or switch of the internal unlocking device 17. By manually triggering the button or switch, the traction rope 172 can be pulled to complete the mechanical unlocking process, which is exactly the same as the automatic unlocking process, thereby allowing the fairing 4 to be moved manually.

[0094] In summary, this embodiment, through the organic combination of the aforementioned technical features, realizes an opening and closing mechanism 1 that integrates high-reliability locking, manual-automatic unlocking, modular installation, and intelligent control. This opening and closing mechanism 1 not only fundamentally solves the problem of unreliable locking in existing solutions through dual, distributed positive mechanical locking supplemented by a gas spring 111 self-locking, but more importantly, it creatively integrates manual and electronic control pathways through a remote traction unlocking system, coupled with the convenient design of the inspection door 21, perfectly overcoming the major safety hazard of being unable to manually unlock the fully enclosed mechanism in emergency situations. It provides a train front-end opening and closing mechanism 1 solution that achieves a higher level of safety, reliability, maintainability, and automation.

[0095] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0096] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An opening and closing mechanism, characterized in that, include: Drive mechanism (11), fixed to the train body; A swing arm mechanism (12) is connected to the train body, and the swing arm mechanism (12) includes: The first rotating arm (121) is rotatably connected to the train body at one end and connected to the drive mechanism (11); The connector (122) has a second rotating arm (123) at one end 22, which is rotatably connected to the train body at one end and hinged to the connector (122) at the other end. The first locking element (14) is fixedly mounted on the first rotating arm (121); The second locking member (16) is fixedly disposed on the connector (122); The first locking device (13) is provided with a first locking groove (1311); the first locking device (13) is fixed on the train body near the first rotating arm (121); The second locking device (15) is provided with a second locking groove (151); the second locking device (15) is fixed on the train body near the second rotating arm (123); When the rotating arm mechanism (12) moves to the open position, the first locking member (14) enters the first locking groove (1311) to lock the rotating arm mechanism (12) in the open position. When the rotating arm mechanism (12) moves to the closed position, the second locking member (16) enters the second locking groove (151) to lock the rotating arm mechanism (12) in the closed position.

2. The opening and closing mechanism according to claim 1, characterized in that, The locking device includes: Base plate (133); The locking element (131) is rotatably connected to one side of the base plate (133) and has an opening for receiving the locking element, the opening forming the locking groove; The locking component is a locking pin; During rotation, the locking pin enters the locking groove to restrict the movement of the locking pin in at least one direction.

3. The opening and closing mechanism according to claim 2, characterized in that, The locking device further includes: A locking plate (132) is rotatably connected to the base plate (133) on the side away from the locking fastener (131); a blocking boss (1321) is provided at one end of the locking plate (132); The blocking boss (1321) is used to abut against and restrict the rotation of the locking member (131) in a preset direction.

4. The opening and closing mechanism according to claim 3, characterized in that, The locking device further includes: Two torsion springs (134) are respectively connected to the locking member (131) and the locking plate (132) to keep the locking member (131) and the locking plate (132) in their respective initial states.

5. The opening and closing mechanism according to claim 1, characterized in that, Also includes: Support plate (18) is fixedly installed on the vehicle body; One end of the first rotating arm (121) and the second rotating arm (123) are rotatably connected to the train body through the support plate (18); The first locking device (13) and the second locking device (15) are fixedly mounted on the support plate (18); The position of the first locking device (13) corresponds to the position of the first locking member (14) when the rotating arm mechanism (12) reaches the open position; The position of the second locking device (15) corresponds to the position of the second locking member (16) when the rotating arm mechanism (12) reaches the closed position.

6. The opening and closing mechanism according to claim 1, characterized in that, Also includes: Support plate (18) is fixedly installed on the train body; The rotating seat (112) is fixedly connected to the support plate (18) and connected to the first rotating arm (121); A gas spring (111) is fixedly connected at one end to the support plate (18) and at the other end to the rotating seat (112); During the movement of the rotating arm mechanism (12) to the opening position, the gas spring (111) crosses the mechanical critical point and provides the opening driving force for the guide shield (4) through the rotating arm mechanism (12); As the rotating arm mechanism (12) moves toward the closed position, the gas spring (111) crosses the mechanical critical point and provides a closing driving force to the shroud (4) through the rotating arm mechanism (12).

7. The opening and closing mechanism according to claim 3, characterized in that, Also includes: Unlocking device (17), the unlocking device (17) comprising: The traction rope (172) has one end integrated into the unlocking device (17) and the other end extends out of the unlocking device (17) and is connected to the corresponding locking plate (132); When the rotating arm mechanism (12) is locked, the locking plate (132) is rotated by triggering the unlocking device (17) via the traction rope (172) to release the locking member.

8. The opening and closing mechanism according to claim 7, characterized in that, The unlocking device (17) further includes: A control switch (171) is electrically connected to the unlocking device (17) and is used to receive control signals and respond to automatic operation; When the control switch (171) receives a control signal, it responds to the signal and triggers the unlocking device (17), which in turn pulls the locking plate (132) to rotate via the traction rope (172).

9. A train locomotive, characterized in that, include: The opening and closing mechanism (1) according to any one of claims 1-8; Mounting frame (3) is fixed to the front of the train; A fixing cover (2) is attached to the mounting frame (3) and houses the mounting frame (3) therein; The drive mechanism (11) and the swing arm mechanism (12) are both mounted on the mounting frame (3) to connect with the train head through the mounting frame (3).

10. The train head according to claim 9, characterized in that, The fixed cover (2) is provided with an inspection door (21), through which the components inside the fixed cover (2) can be inspected or operated.

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