An opening and closing mechanism, a vehicle head device, and a railway vehicle

Abstract

The application discloses an opening and closing mechanism, a head device and a railway vehicle, and relates to the technical field of railway vehicles. The opening and closing mechanism comprises a main opening and closing device and an auxiliary opening and closing device which are oppositely arranged and connected to different positions of an opening and closing cover. The main opening and closing device comprises an electric power assembly and an opening and closing assembly connected to the opening and closing cover. The electric power assembly drives the opening and closing assembly, so that the opening and closing cover is opened or closed relative to a fixed cover, and the opening and closing cover has movement components in the length direction and the width direction of the head during movement. The application can avoid the opening and closing cover when the opening and closing cover is opened, provide space for the extension of a coupler, and is suitable for railway vehicles with limited movement space at the front end.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more specifically, to an opening and closing mechanism. Furthermore, this invention also relates to a train head assembly including the aforementioned opening and closing mechanism, and a rail vehicle including the aforementioned train head assembly. Background Technology

[0002] The front of a rail vehicle is usually equipped with a cover to shield the coupler. When the vehicles are running in a single train, the cover is closed to maintain the external profile of the front of the vehicle and reduce the entry of rainwater, dust and other pollutants into the front of the vehicle. When the vehicles need to be coupled or rescued, the cover is opened to provide space for the coupler to extend.

[0003] Existing front-end opening and closing mechanisms use an electric push rod to drive a sliding component, which in turn drives a rotating arm connected to the opening and closing cover to rotate, thus opening and closing the cover. However, with components such as couplers and anti-climb energy-absorbing components located at the front of the vehicle, the space available for movement inside and around the opening and closing cover is limited. For a vehicle front that is relatively wide and has a relatively flat profile, if the opening and closing cover mainly rotates to both sides around a fixed axis, its movement trajectory may interfere with the aforementioned components, and may also require a large lateral clearance, making it difficult to balance the opening and closing stroke with the compact arrangement of the front of the vehicle.

[0004] In summary, how to provide an opening and closing mechanism that can reliably open and close while avoiding the coupler and anti-climb energy-absorbing components under limited space at the front of the vehicle is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide an opening and closing mechanism that allows the opening and closing cover to avoid the coupler and anti-climb energy-absorbing components under the condition of limited space at the front of the vehicle, and to complete the opening and closing reliably.

[0006] Another object of the present invention is to provide a locomotive device including the above-described opening and closing mechanism and a rail vehicle including the above-described locomotive device.

[0007] To achieve the above objectives, the present invention provides the following technical solution: An opening and closing mechanism for driving the opening and closing cover of a vehicle front to open or close relative to a fixed cover, the opening and closing mechanism including an active opening and closing device and an auxiliary opening and closing device that are arranged opposite to each other and connected to different positions of the opening and closing cover. The active opening and closing device includes an electric power component and an opening and closing assembly connected to the opening and closing cover. The electric power component is used to drive the opening and closing assembly to open and close the opening and closing cover. During the opening or closing process, the direction of movement of the opening and closing cover has both a component along the length direction of the front of the vehicle and a component along the width direction of the front of the vehicle.

[0008] Optionally, the active opening and closing device further includes a first mounting base, the first mounting base being provided with a first guide groove; The opening and closing assembly includes an opening and closing wing and a first rotating shaft. The opening and closing wing includes two first connecting arms that are hinged to each other. The non-end positions of the two first connecting arms are rotatably connected to the first rotating shaft. At least one of the two first connecting arms is provided with a first roller at the end away from the opening and closing cover. The first roller cooperates with the first guide groove.

[0009] Optionally, the first guide chute includes a first arc-shaped chute, a second arc-shaped chute, and a third arc-shaped chute connected in sequence; when the first roller moves along the first arc-shaped chute, the moving speed of the opening / closing cover along the width direction of the vehicle front is greater than the moving speed along the length direction of the vehicle front; when the first roller moves along the third arc-shaped chute, the moving speed of the opening / closing cover along the width direction of the vehicle front is less than the moving speed along the length direction of the vehicle front; the second arc-shaped chute connects the first arc-shaped chute and the third arc-shaped chute. When the first roller is located at the end of the first arc-shaped slide groove away from the second arc-shaped slide groove, the opening and closing cover is in a closed state; when the first roller is located at the end of the third arc-shaped slide groove away from the second arc-shaped slide groove, the opening and closing cover is in an open state.

[0010] Optionally, a first detection element is provided at the end of the first arc-shaped slide groove away from the second arc-shaped slide groove, and a second detection element is provided at the end of the third arc-shaped slide groove away from the second arc-shaped slide groove; when the opening and closing cover is in the closed state, the first roller triggers the first detection element; when the opening and closing cover is in the open state, the first roller triggers the second detection element.

[0011] Optionally, the electric power assembly includes an electric push rod, and the opening and closing assembly includes a rotating shaft base, a sliding plate, a first guide rail, and a slider. The slider is slidably disposed on the first guide rail, and the sliding plate is connected to the slider. The sliding plate is connected to the rotating shaft base, and the rotating shaft base is connected to the first rotating shaft.

[0012] Optionally, the electric push rod is internally provided with a first limit switch and a second limit switch; the first limit switch is triggered when the opening / closing cover is closed, and the second limit switch is triggered when the opening / closing cover is opened; the opening / closing mechanism further includes a controller, which is used to verify the signal of the first limit switch with the signal of the corresponding first detection element, and to stop the electric push rod and output an abnormal signal when the signal of the first limit switch does not correspond to the signal of the first detection element, and to verify the signal of the second limit switch with the signal of the second detection element, and to stop the electric push rod and output an abnormal signal when the signal of the second limit switch does not correspond to the signal of the second detection element.

[0013] Optionally, the electric power assembly further includes an unlocking commutator, an unlocking lever, and a flexible shaft. The unlocking lever is connected to the unlocking commutator, and the two ends of the flexible shaft are respectively connected to the unlocking commutator and the manual drive end of the electric push rod. When the unlocking lever is manually operated, the unlocking commutator transmits the input torque to the electric push rod via the flexible shaft, so as to drive the electric push rod to open or close the opening and closing cover when the vehicle is powered off.

[0014] Optionally, the unlocking lever or the unlocking commutator is equipped with a status detection switch, which is connected to the power supply control circuit of the electric push rod; When the unlocking lever is detected to be operated, the power supply control circuit cuts off the power supply to the motor of the electric push rod and prohibits automatic opening and closing commands.

[0015] Optionally, the active opening and closing device is provided with a 10-pin connector and a 3-pin connector. The 3-pin connector is used to connect to the vehicle power supply and supply power to the electric push rod. The 10-pin connector is used to connect to the vehicle control system and transmit opening and closing commands and position signals. The electric push rod extends or retracts according to the command received through the 10-pin connector and feeds back the trigger status of the first limit switch and the second limit switch to the vehicle control system through the 10-pin connector.

[0016] Optionally, the electric actuator is equipped with an intelligent control feedback module, and the active opening and closing device further includes an adapter that is communicatively connected to the intelligent control feedback module; the intelligent control feedback module is used to obtain the real-time operating voltage of the electric actuator, and the adapter generates a force feedback value based on the correspondence between the operating voltage and the output thrust of the electric actuator, and provides the force feedback value to the controller to monitor the force state of the first roller when it moves along the first guide groove.

[0017] Optionally, the controller is connected to an alarm device; When the first roller is located in the first arc-shaped groove and the force feedback value is greater than the first preset thrust, the controller controls the alarm device to issue a warning message. When the first roller is located in the second arc-shaped groove and the force feedback value is greater than the second preset thrust, the controller controls the alarm device to issue a warning message. When the first roller is located in the third arc-shaped groove and the force feedback value is greater than the third preset thrust, the controller controls the alarm device to issue a warning message. When the first roller is located at the end of the first arc-shaped slide groove away from the second arc-shaped slide groove, and the opening and closing cover is closed, when the static thrust provided by the electric push rod is greater than 26kN, the controller controls the alarm device to issue a warning message. When the first roller is located at the end of the third arc-shaped slide groove away from the second arc-shaped slide groove, and the opening and closing cover is open, when the static thrust provided by the electric push rod is greater than 9kN, the controller controls the alarm device to issue a warning message.

[0018] Optionally, it also includes an emergency power supply module, which is used to connect to the vehicle power supply and the controller. After the vehicle power supply is interrupted, the emergency power supply module provides emergency power to the controller and the electric push rod.

[0019] Optionally, the auxiliary opening and closing device and the active opening and closing device are arranged at intervals along the height direction of the opening and closing cover. The auxiliary opening and closing device includes an auxiliary support part connected to the opening and closing cover and a second guide rail extending along the length direction of the vehicle head. The auxiliary support part includes a second mounting base plate and two second connecting arms. The second mounting base plate is provided with a second guide groove. The non-end positions of the two second connecting arms are rotatably connected to a second rotating shaft. Each of the two second connecting arms is connected to the opening and closing cover at one end and provided with a second roller at the other end. The second roller is slidably disposed along the second guide groove.

[0020] Optionally, the active opening and closing device includes a mechanism mounting base connected to the first mounting base, and the electric push rod is connected to the fixed cover via the mechanism mounting base.

[0021] A vehicle front assembly includes a fixed cover, an openable / closeable cover relative to the fixed cover, a hook that extends after the openable / closeable cover is opened, and an opening / closing mechanism as described in any one of the preceding claims.

[0022] Optionally, it also includes a locomotive head controller that is connected to the opening and closing mechanism and the coupler respectively. The locomotive head controller is used to control the opening and closing cover to close after receiving the signal that the opening and closing cover is in position and the signal that the coupler is retracted to position.

[0023] Optionally, it also includes an anti-climb energy-absorbing component located at the front end of the vehicle, wherein the fixed cover and the opening / closing cover form a front space for accommodating the coupler and the anti-climb energy-absorbing component.

[0024] Optionally, it also includes a telescopic control circuit and a safety relay connected to the telescopic control circuit. The safety relay is used to control the on / off state of the telescopic control circuit. When the telescopic control circuit is connected, the coupler extends.

[0025] A rail vehicle includes a car body, a vehicle power supply, a vehicle control system, and a head unit as described in any one of the above.

[0026] Optionally, the vehicle body includes a driver's cab, and a display device is provided in the driver's cab. The display device is used to display the operating status of the rail vehicle and the opening and closing status of the opening and closing mechanism.

[0027] Optionally, the driver's cab is provided with control buttons for controlling the opening and closing of the opening and closing mechanism.

[0028] Optionally, the vehicle power supply is connected to the electric push rod via a 3-pin connector, and the vehicle control system is connected to the opening and closing mechanism via a 10-pin connector; the vehicle control system sends opening and closing commands via the 10-pin connector and receives signals from the opening and closing mechanism indicating that it is fully open and fully closed.

[0029] The opening and closing mechanism provided by the present invention is used to drive the opening and closing cover of the vehicle front to open or close relative to the fixed cover. The opening and closing mechanism includes an active opening and closing device and an auxiliary opening and closing device that are arranged opposite to each other and connected to different positions of the opening and closing cover. The active opening and closing device includes an electric power component and an opening and closing component connected to the opening and closing cover. The electric power component is used to drive the opening and closing component to drive the opening and closing cover to open and close. During the opening or closing process, the movement direction of the opening and closing cover has a component along the length direction of the vehicle front and a component along the width direction of the vehicle front.

[0030] When the opening / closing cover is closed, it works in conjunction with the fixed cover to shield the coupler area at the front of the cab. When the cover needs to be opened, an opening command is sent to the electric power unit of the active opening / closing device. The electric power unit drives the connected opening / closing component, which transmits the driving force to the opening / closing cover, causing it to move relative to the fixed cover. Since the active and auxiliary opening / closing devices are positioned opposite each other and connected to different positions on the cover, the active device provides the necessary driving force, while the auxiliary device moves in tandem with the cover, jointly supporting it. During the opening process, the cover's movement has components along both the width and length of the cab: it gradually moves to the side of the cab while simultaneously moving along its length, thus changing its position relative to the coupler and the front cab components. After the cover continues to move to the open position, space is created at the front of the cab for the coupler to extend. When it needs to be closed, the electric power component drives the opening and closing component in reverse. The active opening and closing device drives the opening and closing cover to move along the opposite path, and the auxiliary opening and closing device continues to cooperate with it. The opening and closing cover moves back along the length of the front of the vehicle and moves towards the closed position along the width direction, and finally cooperates with the fixed cover to cover the front of the vehicle again.

[0031] Compared to existing technologies that primarily rely on the lateral rotation of the opening and closing cover around a fixed axis, this invention uses an electric power component to drive the opening and closing assembly. This allows the movement of the opening and closing cover to simultaneously incorporate components along both the length and width of the vehicle's front end. Consequently, the opening and closing cover can adjust its position along the length of the vehicle's front end while simultaneously making room for the coupler passage laterally. For layouts with a wide front end and internal couplers and anti-climb energy-absorbing components, this composite movement provides more trajectory design space for the opening and closing cover to avoid interference from front-end components, helping to reduce the interference risk that occurs when relying solely on lateral rotation. An active opening and closing device and an auxiliary opening and closing device are connected to different positions of the opening and closing cover. The former drives the opening and closing cover, while the latter cooperates with it during movement, enabling different connection positions of the opening and closing cover to complete the opening and closing actions simultaneously, thus providing common support for the opening and closing cover. When open, the opening and closing cover provides space for the coupler to extend; when closed, it forms a shielding structure for the front end of the vehicle together with the fixed cover. Therefore, this solution can accommodate both the layout requirements of the front-end components and the opening and closing requirements of the opening and closing cover, making it particularly suitable for vehicle fronts with limited movement space.

[0032] In addition, the present invention also provides a headstock device including the above-described opening and closing mechanism and a rail vehicle including the above-described headstock device. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0034] Figure 1 This is a structural schematic diagram of a specific embodiment of the vehicle head device provided by the present invention.

[0035] Figure 2 This is a schematic diagram of the opening and closing mechanism provided by the present invention.

[0036] Figure 3 This is a schematic diagram of the opening and closing mechanism when the cover is in the closed state.

[0037] Figure 4 This is a schematic diagram of the opening and closing mechanism when the cover is in the open state.

[0038] Figure 5 This is a schematic diagram of the opening and closing mechanism from another angle when the cover is in the open state.

[0039] Figure 6 for Figure 4 A schematic diagram of the structure of the opening and closing mechanism after removing a part of the opening and closing cover.

[0040] Figure 7 This is a schematic diagram showing the division of the first guide groove.

[0041] Figure 8 This is a schematic diagram of the electric power assembly.

[0042] Figure 9 This is the circuit diagram of the opening and closing mechanism.

[0043] Figures 1-9 middle: 1 is a fixed cover; 2 is an opening and closing cover; 3 is an active opening and closing device; 4 is an auxiliary opening and closing device; 5 is an opening and closing wing; 6 is a first rotating shaft; 7 is a rotating shaft base; 8 is a sliding plate; 9 is a pin; 10 is a bearing; 11 is an electric push rod; 12 is a first mounting base; 121 is a first guide groove; 13 is a slider; 14 is a first guide rail; 15 is a mechanism mounting seat; 16 is a second guide rail; 17 is a first roller; 18 is a flexible shaft; 19 is an unlocking reversing device; 20 is an unlocking rod; 21 is a 10-pin connector; 22 is a 3-pin connector; 23 is a second mounting base; 231 is a second guide groove; 24 is a second rotating shaft; 25 is a second roller; 26 is a second connecting arm; 27 is a first arc-shaped groove; 28 is a second arc-shaped groove; 29 is a third arc-shaped groove; 30 is a first detection piece; 31 is a second detection piece. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] The core of this invention is to provide an opening and closing mechanism that allows the opening and closing cover to avoid the coupler and anti-climb energy-absorbing components under the condition of limited space at the front of the vehicle, and to complete the opening and closing reliably.

[0046] Another core aspect of this invention is to provide a locomotive device including the aforementioned opening and closing mechanism, and a rail vehicle including the aforementioned locomotive device.

[0047] In one specific embodiment, such as Figure 1As shown, the front of the vehicle has a fixed cover 1 and an opening / closing cover 2 that opens and closes relative to the fixed cover 1. The opening and closing mechanism includes an active opening / closing device 3 and an auxiliary opening / closing device 4. The active opening / closing device 3 and the auxiliary opening / closing device 4 are arranged opposite to each other and connected to different positions of the opening / closing cover 2, so that the opening / closing cover 2 is supported in cooperation at different connection positions. The active opening / closing device 3 includes an electric power component and an opening / closing component. The opening / closing component is connected to the opening / closing cover 2. The electric power component provides driving force to the opening / closing component, and the opening / closing component transmits the driving force to the opening / closing cover 2. The auxiliary opening / closing device 4 moves in cooperation with the movement of the opening / closing cover 2. The active opening / closing device 3 and the auxiliary opening / closing device 4 can be arranged at intervals along the height direction of the opening / closing cover 2. The two together define the opening / closing state of the opening / closing cover 2 relative to the fixed cover 1. When the opening / closing cover 2 is opened or closed, its direction of movement has components along the length direction of the front of the vehicle and components along the width direction of the front of the vehicle. Therefore, the opening / closing cover 2 does not only rotate laterally around a certain fixed position on the front of the vehicle.

[0048] When the opening / closing cover 2 needs to be opened, the electric power unit responds to the opening command and drives the opening / closing assembly. The opening / closing assembly pulls the opening / closing cover 2 away from the closed position that cooperates with the fixed cover 1. During this process, the opening / closing cover 2 moves to the side of the front of the vehicle to gradually make way for the front end of the vehicle, and at the same time moves along the length of the front of the vehicle to adjust the relative position between the opening / closing cover 2 and the front end components of the vehicle. The active opening / closing device 3 drives the connection position of the opening / closing cover 2 to shift, and the auxiliary opening / closing device 4 moves in coordination with another connection position of the opening / closing cover 2 to prevent the connection position from being stuck and hindering the overall opening and closing. After the opening / closing cover 2 reaches the open position, the area of ​​the front end of the vehicle that was originally covered by the opening / closing cover 2 is exposed. When it needs to be closed, the electric power unit drives the opening / closing assembly in the opposite direction, and the opening / closing cover 2 moves towards the closed position along the opposite compound motion path, and the auxiliary opening / closing device 4 cooperates accordingly. The opening / closing cover 2 moves towards the middle of the front of the vehicle along the width direction and returns to the position corresponding to the fixed cover 1 along the length direction, finally restoring the coverage of the front end of the vehicle.

[0049] In this embodiment, the motion component along the width direction is used to allow the opening / closing cover 2 to make way for the front end of the vehicle, and the motion component along the length direction is used to adjust the position of the opening / closing cover 2 relative to the front end component during the clearing process. The two motion components work together to provide space for the opening / closing cover 2 to plan an avoidance path. For vehicle fronts that are wide at the front and whose internal space is occupied by components such as couplers and anti-climb energy-absorbing components, this can reduce the possibility of interference between the opening / closing cover 2 and the front end component when the opening / closing cover 2 only rotates laterally. The active opening / closing device 3 plays a driving role and assists the opening / closing device 4 in cooperating with the movement at another position of the opening / closing cover 2, so that different connection positions of the opening / closing cover 2 can jointly complete the opening and closing action. After the opening / closing cover 2 is opened, it provides space for the operation at the front end of the vehicle, and after it is closed, it cooperates with the fixed cover 1 to form a shielding structure. This embodiment illustrates the overall structure and composite motion relationship defined in claim 1. The components that form the specific trajectory will be further described in subsequent embodiments.

[0050] In one specific embodiment, such as Figure 3 , Figure 4 , Figure 6 As shown, the active opening and closing device 3 includes a first mounting base 12, which has a first guide groove 121. The opening and closing assembly includes an opening and closing wing 5 and a first rotating shaft 6. The opening and closing wing 5 includes two first connecting arms that are hinged to each other. The non-end positions of the two first connecting arms are rotatably connected to the first rotating shaft 6. The first connecting arms are used to connect the ends of the opening and closing cover 2 and maintain a fit with the opening and closing cover 2. At least one end of the first connecting arm away from the cover 2 is provided with a first roller 17. The first roller 17 enters the first guide groove 121 and moves along the extension direction of the groove. The first mounting base 12 applies a guiding constraint to the first roller 17 through the first guide groove 121. The first rotating shaft 6 provides a rotational fit position for the first connecting arm. The fit between the first roller 17 and the first guide groove 121 limits the range of motion of the corresponding connecting arm end, so that the opening and closing wing 5 produces an attitude change that adapts to the opening and closing of the opening and closing cover 2 when driven.

[0051] After the opening and closing assembly is driven by the electric power assembly, the two first connecting arms move with the opening and closing assembly. One end connected to the opening and closing cover 2 pulls the opening and closing cover 2 to move, while the end equipped with the first roller 17 moves along the first guide groove 121. Since the first roller 17 cannot move arbitrarily away from the first guide groove 121, the connecting arm rotates near the first rotating shaft 6, and its end connected to the opening and closing cover 2 moves along a path determined by the transmission motion and the groove shape. During the opening process, the first roller 17 moves along the first guide groove 121 in the opening direction, and the opening and closing wings 5 ​​gradually change the position and orientation of the opening and closing cover 2. During the closing process, the first roller 17 moves in the opposite direction along the first guide groove 121, and the first connecting arm drives the opening and closing cover 2 back. The specific shape of the first guide groove 121 can be determined according to the spatial relationship between the opening and closing cover 2 and the front end component of the vehicle, and its guiding function runs through the opening and closing stroke of the opening and closing cover 2.

[0052] The first roller 17 engages with the first guide groove 121, providing a definite mechanical constraint on the movement of the opening / closing wing 5, which reduces the likelihood of the connecting arm deviating from its predetermined range of motion under load. The first rotating shaft 6 provides a rotational connection position, allowing the opening / closing wing 5 to adapt to changes in the posture of the opening / closing cover 2 while transmitting driving force. The first mounting base 12 centrally supports the first guide groove 121, facilitating the arrangement of guide paths within the limited space at the front of the vehicle. Compared to relying solely on the free rotation of the connecting arm to determine the position of the opening / closing cover 2, this structure combines the rotation of the connecting arm with roller guidance, which is beneficial for setting the movement trajectory of the opening / closing cover 2 according to the available space at the front of the vehicle, and ensuring that different positions of the opening / closing cover 2 maintain a predictable correspondence during movement.

[0053] In one specific embodiment, such as Figure 7As shown, the first guide groove 121 includes a first arc-shaped groove 27, a second arc-shaped groove 28, and a third arc-shaped groove 29 connected sequentially along the movement direction of the first roller 17. The second arc-shaped groove 28 connects the first arc-shaped groove 27 and the third arc-shaped groove 29. The end of the first arc-shaped groove 27 away from the second arc-shaped groove 28 corresponds to the closed state of the opening and closing cover 2, and the end of the third arc-shaped groove 29 away from the second arc-shaped groove 28 corresponds to the open state of the opening and closing cover 2. During the stroke of the first roller 17 through the first arc-shaped groove 27, the moving speed of the opening and closing cover 2 along the width direction of the vehicle front is greater than the moving speed along the length direction of the vehicle front; during the stroke of the first roller 17 through the third arc-shaped groove 29, the moving speed of the opening and closing cover 2 along the width direction of the vehicle front is less than the moving speed along the length direction of the vehicle front. Figure 7 The three tracks and two stroke ends are shown in the form of groove segments. The groove segments are connected to each other, so that the first roller 17 moves continuously throughout the entire opening and closing stroke.

[0054] When opening from the closed position, the first roller 17 enters the first arc-shaped groove 27 from its end. The opening / closing cover 2 first leaves the closed position at the front of the vehicle head with a greater width-direction speed to release its engagement with the fixed cover 1. The first roller 17 then enters the third arc-shaped groove 29 via the second arc-shaped groove 28. While continuing to move laterally, the opening / closing cover 2 increases its length-direction movement, causing it to move towards the open position and avoid the front end component. When the first roller 17 reaches the end of the third arc-shaped groove 29, the opening / closing cover 2 is in the open position. When closing, the first roller 17 sequentially reverses its movement through the third arc-shaped groove 29, the second arc-shaped groove 28, and the first arc-shaped groove 27, and the opening / closing cover 2 returns to the closed position along the opposite path. A continuous rolling or sliding path is formed between the groove segments, avoiding the need for the first roller 17 to disengage from the groove and re-enter at the stage transition position.

[0055] The three-segment arc-shaped slideways translate the phased requirements of the composite motion into specific groove shapes on the first mounting base 12, allowing the opening and closing cover 2 to have different width and length direction movement ratios when approaching the closed position and when approaching the open position. The first arc-shaped slideway 27 facilitates the opening and closing cover 2 to move laterally from the closed engagement position, the third arc-shaped slideway 29 facilitates increased displacement along the length direction of the vehicle front when approaching the open position, and the second arc-shaped slideway 28 enables a continuous transition between the two motion states. By determining the shapes of the three groove segments respectively, the path of the opening and closing cover 2 can be adjusted in combination with the actual envelope space of the front end of the vehicle. At the same time, the division of the groove segments provides a positional basis for determining the current motion segment of the first roller 17, which is convenient for subsequent detection and analysis of the opening and closing stroke.

[0056] In one specific embodiment, such as Figure 7As shown, a first detection element 30 is provided at the end of the first arc-shaped slide 27 away from the second arc-shaped slide 28, and a second detection element 31 is provided at the end of the third arc-shaped slide 29 away from the second arc-shaped slide 28. The first detection element 30 corresponds to the closed position of the opening and closing cover 2, and the second detection element 31 corresponds to the open position of the opening and closing cover 2. The first detection element 30 and the second detection element 31 can be connected to the signal acquisition line of the vehicle head, and their trigger positions are determined by the actual position of the first roller 17 in the first guide slide 121. The detection element can be a position detection element suitable for the vehicle head environment and the triggering method of the first roller 17, and the specific detection form is based on achieving the output of the position signal. Figure 7 The relationship between the two detection elements located at the two ends of the first guide groove 121 is shown. Therefore, the detection elements correspond to the end of the roller stroke, rather than just the command state of the drive device.

[0057] During the closing process of the opening / closing cover 2, the first roller 17 moves along the first guide groove 121 towards the end of the first arc-shaped groove 27; when the first roller 17 reaches the predetermined closed position and triggers the first detection element 30, the first detection element 30 outputs a closed-in signal. During the opening process of the opening / closing cover 2, the first roller 17 moves in the opposite direction, passes through the second arc-shaped groove 28, and enters the third arc-shaped groove 29; when the first roller 17 reaches the end of the third arc-shaped groove 29 and triggers the second detection element 31, the second detection element 31 outputs an open-in signal. If the electric power assembly has received the opening / closing command but the corresponding detection element has not generated a signal, the control side can identify that the stroke has not been completed; if the opening / closing cover 2 is stopped between the two ends, the two detection elements will not directly identify it as open or closed in place.

[0058] The first detection element 30 and the second detection element 31 use the actual position of the first roller 17 as the triggering basis to establish a correspondence between the two ends of the first guide groove 121 and the opening / closing state of the cover 2. This helps to distinguish between the two different situations of "the drive device has been activated" and "the opening / closing cover 2 is in position". The detection elements are located at both ends of the groove, which can provide feedback for the confirmation of the closed state and the confirmation of the open state, respectively, so that the front control side can carry out subsequent actions according to the actual mechanical position. In the case of obstruction, incomplete stroke or transmission components not reaching the predetermined position, it can also reduce the misjudgment caused by simply issuing a command to determine that the opening / closing cover 2 is in position.

[0059] In one specific embodiment, such as Figure 2As shown, the electric power assembly includes an electric push rod 11, and the opening and closing assembly also includes a rotating shaft base 7, a sliding plate 8, a first guide rail 14, and a slider 13. The slider 13 is slidably engaged with the first guide rail 14, the sliding plate 8 is connected to the slider 13, the rotating shaft base 7 is connected to the sliding plate 8, and the first rotating shaft 6 is connected to the rotating shaft base 7. The telescopic end of the electric push rod 11 forms a force transmission relationship with the sliding plate 8, and the telescopic direction of the electric push rod 11 corresponds to the predetermined movement direction of the sliding plate 8. The first guide rail 14 provides linear guidance for the slider 13, the slider 13 supports the sliding plate 8, and the rotating shaft base 7 changes position synchronously with the sliding plate 8, thereby causing the spatial position of the first rotating shaft 6 to move with the sliding plate 8. The first roller 17 engages with the first guide groove 121 to apply a rotational constraint to the opening and closing wing 5 that corresponds to the linear movement of the sliding plate 8. Specifically, the electric push rod 11 and the sliding plate 8 are rotatably connected by a pin 9 and a bearing 10.

[0060] When the electric push rod 11 receives an opening command, its telescopic end moves in a predetermined direction and drives the slide plate 8. The slide plate 8 moves along the first guide rail 14 via the slider 13. The rotating shaft base 7 moves with the slide plate 8, and the first rotating shaft 6 changes position with the rotating shaft base 7. The opening and closing wing 5 connected to the first rotating shaft 6 moves along the length direction of the vehicle head. At the same time, the first roller 17 moves along the first guide groove 121, and the opening and closing wing 5 rotates relative to the first rotating shaft 6 under the guidance, thus causing the opening and closing cover 2 to displace in both the length and width directions. When the electric push rod 11 moves in the opposite direction, the slide plate 8, the rotating shaft base 7, and the first rotating shaft 6 move in the opposite direction of their original directions, and the first roller 17 also returns along the first guide groove 121. The opening and closing wing 5 drives the opening and closing cover 2 to close.

[0061] The first guide rail 14 and the slider 13 convert the output of the electric push rod 11 into guided linear movement of the slide plate 8, reducing the impact of the slide plate 8's offset on the movement of the opening and closing wing 5. The rotating shaft base 7 fixes the positional relationship between the first rotating shaft 6 and the slide plate 8, allowing the rotation center of the opening and closing wing 5 to move with the slide plate 8. This moving rotation center cooperates with the first roller 17 and the first guide groove 121 to form the transmission basis for the opening and closing cover 2 to change its posture while moving. Compared with the form where the rotating arm only rotates around the fixed axis on the front of the vehicle, this structure adds displacement in the length direction to the opening and closing cover 2, which can adjust the movement path according to the arrangement of the front end components of the vehicle, and provides active driving force with an electric push rod 11.

[0062] In one specific embodiment, the electric push rod 11 is internally equipped with a first limit switch and a second limit switch. The opening and closing mechanism also includes a controller connected to the two limit switches, the first detection element 30, and the second detection element 31. The first limit switch corresponds to the travel position when the electric push rod 11 drives the opening and closing cover 2 to the closed position, and the second limit switch corresponds to the travel position when it is fully open. The controller receives travel feedback from inside the electric push rod 11 and roller position feedback from the end of the first guide groove 121. The signal from the first limit switch and the signal from the first detection element 30 constitute a corresponding signal for the closed position, and the signal from the second limit switch and the signal from the second detection element 31 constitute a corresponding signal for the open position. The two signal sources respectively reflect the travel of the electric push rod 11 and the position of the first roller 17 in the groove, and can verify the same opening and closing state.

[0063] When the opening / closing cover 2 is closed, the electric push rod 11 drives the transmission component back to the closed position, and the first roller 17 moves toward the first detection element 30. When the first limit switch generates a closing stroke completion signal and the first detection element 30 generates a roller closing completion signal, the controller confirms that the two correspond. If the first limit switch has been triggered but the first detection element 30 has not been triggered, or the first detection element 30 has been triggered but the first limit switch has not been triggered, the controller stops the electric push rod 11 and outputs an abnormal signal. The opening process uses the same verification method: the second limit switch and the second detection element 31 respectively reflect that the electric push rod 11 has reached the opening stroke position and the first roller 17 has reached the opening end of the first guide groove 121; if the two do not correspond, the controller stops the operation and prompts to check the transmission and detection status. The verification occurs during the judgment process of the corresponding completion state, and the receipt of a single completion signal is not taken as the final completion conclusion.

[0064] The internal stroke detection of the electric push rod 11 and the end position detection of the first guide groove 121 are for different motion stages. The same opening and closing state is checked by two feedback points, which can reduce the probability of generating incorrect positioning signals when the transmission is not synchronized, the detection element is falsely triggered, or the drive stroke is inconsistent with the actual position of the opening and closing cover 2. When the signal does not correspond, the controller stops the electric push rod 11, which can avoid the opening and closing wing 5 or the opening and closing cover 2 from being subjected to additional force by continuing to drive. This embodiment also makes the fault inspection clear: when the stroke feedback of the electric push rod 11 is normal but the groove end feedback is abnormal, the movement of the first roller 17 and the opening and closing wing 5 can be checked; when the groove end feedback is normal but the push rod feedback is abnormal, the limit switch and its signal line can be checked.

[0065] In one specific embodiment, such as Figure 8As shown, the electric power assembly also includes a flexible shaft 18, an unlocking commutator 19, and an unlocking lever 20. The unlocking lever 20 is connected to the unlocking commutator 19. One end of the flexible shaft 18 is connected to the unlocking commutator 19, and the other end is connected to the manual drive end of the electric push rod 11. The unlocking lever 20 provides a position for a person or tool to apply torque. The unlocking commutator 19 transmits torque between the unlocking lever 20 and the flexible shaft 18. The flexible shaft 18 adapts to situations where there is a difference in distance or orientation between the unlocking operation position and the manual drive end of the electric push rod 11. Figure 8 The connection sequence of the above components is shown. The manual drive end of the electric push rod 11 forms a mechanical transmission relationship with its telescopic transmission part, so that when the vehicle loses normal power, the torque applied manually can still be converted into the movement of the telescopic end of the electric push rod 11.

[0066] When the vehicle is powered off and the opening / closing cover 2 needs to be opened, the operator approaches the unlocking lever 20 and applies torque. The unlocking lever 20 drives the unlocking commutator 19, which transmits torque to the flexible shaft 18. The flexible shaft 18 then sends torque to the manual drive end of the electric push rod 11. The telescopic end of the electric push rod 11 moves under mechanical drive, thereby pulling the slide plate 8, the opening / closing wing 5, and the opening / closing cover 2 in the opening direction. When manual closing is required, the operator operates the unlocking lever 20 in the opposite direction to the opening action, causing the electric push rod 11 to drive the opening / closing cover 2 back to the closed position. The flexible shaft 18 transmits manually input mechanical power; the manual operation does not require the electric push rod 11's motor to receive power from the vehicle. The specific operating direction can be determined by combining the telescopic direction of the electric push rod 11 and the transmission direction of the unlocking commutator 19.

[0067] The flexible shaft 18, the unlocking reversing device 19, and the unlocking lever 20 constitute a mechanical operation path independent of normal electric drive commands, allowing the opening and closing mechanism to still open or close the cover 2 even when the vehicle is powered off. The unlocking reversing device 19 facilitates the arrangement of the unlocking lever 20 according to the orientation of the manual drive end of the electric push rod 11, while the flexible shaft 18 ensures that the manual operation position does not need to be directly coaxial with the electric push rod 11. This arrangement provides operational conditions when space at the front of the vehicle is limited and the push rod position is inconvenient to directly access, and also allows the opening and closing cover 2 to be operated without disassembling the opening and closing mechanism in emergency situations; its effectiveness is based on the electric push rod 11 having a corresponding manual drive end and mechanical transmission path.

[0068] In one specific embodiment, the unlocking lever 20 or the unlocking commutator 19 is equipped with a status detection switch, which is connected to the power supply control circuit of the electric push rod 11. The status detection switch is used to reflect when the unlocking lever 20 enters a manual operation state, for example, by changing the switch state when the unlocking lever 20 begins to move. The power supply control circuit cuts off the motor power supply to the electric push rod 11 according to this state and prohibits the automatic opening and closing command from continuing to drive the motor. The status detection switch and the flexible shaft 18 perform different functions; the former transmits the manual mode state, and the latter transmits the manually input mechanical torque. The specific trigger position of the status detection switch can be determined based on the actual spatial relationship between the unlocking lever 20 and the unlocking commutator 19, and the trigger condition should correspond to the start of manual operation.

[0069] During normal electric opening and closing, the status detection switch remains in the automatic control enabled state, and the electric push rod 11 operates according to vehicle control commands. When the operator begins to rotate the unlocking lever 20, the status detection switch generates a manual operation signal, the power supply control circuit stops supplying drive power to the motor of the electric push rod 11, and prevents new automatic opening and closing commands from causing the motor to operate. The operator then drives the manual drive end of the electric push rod 11 through the unlocking lever 20, the unlocking commutator 19, and the flexible shaft 18, and the opening / closing cover 2 moves in the manual operation direction. After the manual operation is completed, the status detection switch exits the manual state, and the power supply control circuit resumes receiving automatic commands. If the vehicle is powered back on, the electric push rod 11 can operate according to the control command, and the final state of the opening / closing cover 2 is confirmed by the position feedback.

[0070] If manual drive and motor drive act simultaneously on the transmission part of electric push rod 11, the flexible shaft 18, unlocking commutator 19 and manual drive end of electric push rod 11 may be subjected to conflicting forces. The status detection switch and power supply control circuit work together to cut off the motor drive when manual operation begins, which helps to avoid this interaction. Prohibiting automatic opening and closing commands can also reduce the possibility of the opening and closing cover 2 suddenly moving during remote operation. This embodiment transforms the manual operation state into a control condition that can be used by the circuit, so that there is a clear switching relationship between emergency mechanical operation and normal automatic operation.

[0071] In one specific embodiment, the active opening and closing device 3 is equipped with a 10-pin connector 21 and a 3-pin connector 22; the 3-pin connector 22 is connected to the vehicle power supply to provide driving power to the electric push rod 11, and the 10-pin connector 21 is connected to the vehicle control system to transmit opening and closing commands and opening / closing completion signals. The electric push rod 11, the connectors, and the jumper cables constitute the electrical connection part on the opening and closing mechanism side, and the vehicle side is equipped with a socket that mates with the corresponding connectors; the power supply line and the control signal line are connected through different connectors, so that the power connection and control feedback connection of the electric push rod 11 are distinguished at the interface.

[0072] Figure 9The circuit diagram illustrates the basic connection relationships between the two connectors, the vehicle-side power supply, and the electric actuator on the opening / closing mechanism side. Specifically, the circuit diagram is divided by the interface between the opening / closing mechanism and the vehicle body: the opening / closing mechanism side includes the motor and related internal signal lines of the electric actuator 11, jumper cables, and connector plugs; the vehicle body side includes the vehicle power supply terminal, connector sockets, and signal lines transmitted to the vehicle control system. Connector 1, corresponding to the 3-pin connector 22, handles the power supply connection. In the diagram, the 24V DC power supply from the vehicle side is connected to the power supply line via a fuse, and the DC power supply circuit returns through the corresponding terminal; connector 2, corresponding to the 10-pin connector 21, handles the control and status signal connection. Figure 9 It also shows that the plug and socket are connected by a jumper cable. Therefore, although the wiring on the vehicle side and the wiring on the opening and closing mechanism side are drawn separately, they can form a continuous circuit through the corresponding interfaces in actual use.

[0073] When an opening or closing request is made, the control signal is transmitted to the opening and closing mechanism via the corresponding terminal of the 10-pin connector 21. The electric push rod 11 is activated after receiving the drive power supplied via the 3-pin connector 22. The signal inside the electric push rod 11 corresponding to the stroke is returned to the vehicle body side via the 10-pin connector 21, forming feedback of opening and closing in place. Figure 9 In the diagram, the corresponding terminals of the 10-pin connector also show the signal common terminal and the DC power reference terminal; terminals not connected to specific functional lines are kept as spares as shown in the diagram, and it is not appropriate to infer from the number of connector pins that each terminal undertakes the control function already determined in this application. Figure 9 This describes the interface relationship between vehicle power supply, opening / closing commands, and stroke completion feedback; the first detection component 30, the second detection component 31, and other wiring required for thrust diagnosis are... Figure 9 For parts not explicitly shown, configuration can be made according to the control requirements of the corresponding embodiments.

[0074] Figure 9 The division of labor between the 3-pin connector 22 and the 10-pin connector 21 is clearly visible, facilitating verification of how vehicle power enters the electric push rod 11, how vehicle commands reach the opening and closing mechanism, and how the arrival signal returns to the vehicle side; the power supply line is equipped with a fuse element, also providing corresponding circuit protection positions for the vehicle-side power supply circuit. Because Figure 9 Each connector terminal has a specific definition. Actual wiring should be checked against the terminal functions shown in the diagram and the interface requirements of the selected electric actuator 11. The power and signal terminals should not be interchanged. Figure 9 The internal wiring of all detection, alarm, and emergency power supply components in the claims is not fully shown. Therefore, this diagram is used to illustrate the connections shown. Other control functions should still be implemented in conjunction with the corresponding embodiments and actual electrical designs.

[0075] When the opening / closing cover 2 needs to be opened, the vehicle control system sends an opening command to the opening / closing mechanism via the 10-pin connector 21. The electric push rod 11 receives drive power via the 3-pin connector 22 and extends / retracts according to the command, driving the opening / closing cover 2 to open. After reaching the open travel position, the status of the second limit switch is fed back to the vehicle control system via the 10-pin connector 21. When closing is required, the vehicle control system sends a closing command, the electric push rod 11 moves in the corresponding direction, and the first limit switch feeds back its status when it is closed. The power supply circuit carries the motor drive current, and the control connection carries the opening / closing command and the arrival signal transmission. The vehicle control system can determine whether the command has been completed based on the received arrival signal and display the status or control the subsequent front-end movement accordingly.

[0076] The 3-pin connector 22 and the 10-pin connector 21 respectively handle power supply and control signal connections, clearly defining the electrical interface between the head unit and the vehicle. This facilitates troubleshooting of wiring based on power supply failure, command failure, or feedback failure. During disassembly or maintenance of the opening / closing mechanism, the corresponding wiring harness can also be identified by the connector's function. The limit switch status of the electric push rod 11 is fed back via the control connector, enabling the vehicle control system to obtain information corresponding to the opening / closing action of the cover 2. Compared to wiring configurations that only provide power to the motor, this embodiment provides a clear electrical path for the vehicle side to send commands and receive completion status.

[0077] In one specific embodiment, the electric actuator 11 is equipped with an intelligent control feedback module, and the active opening and closing device 3 also includes an adapter that is communicatively connected to the intelligent control feedback module. The intelligent control feedback module acquires the real-time operating voltage of the electric actuator 11 during operation. The adapter generates a force feedback value characterizing the output thrust of the electric actuator 11 based on a pre-established correspondence between the operating voltage and the output thrust, and provides this force feedback value to the controller. This force feedback value is used to analyze the force state of the first roller 17 in the first guide groove 121. The specific correspondence between the operating voltage and the thrust can be determined in conjunction with the selected electric actuator 11 and its supporting modules. In implementation, a conversion relationship should be established according to the actual feedback characteristics of the corresponding equipment to avoid directly applying the corresponding curve of a certain model to different electric actuators 11.

[0078] When the opening / closing cover 2 opens or closes, the electric push rod 11 drives the slide plate 8 and the opening / closing wing 5 to move, and the first roller 17 moves forward or backward along the first guide groove 121. The electric push rod 11 generates working feedback corresponding to the working condition while overcoming the resistance of the mechanism. The intelligent control feedback module continuously acquires this feedback, and the adapter converts the acquired value into a force feedback value. The controller can determine the approximate groove segment where the first roller 17 is located based on the opening / closing stroke and record or process the corresponding force feedback value. When the opening / closing mechanism jams, is obstructed by external forces, or the transmission resistance increases, the force state of the electric push rod 11 changes, and the force feedback value also changes accordingly. When the opening / closing cover 2 reaches the end and maintains its position, static feedback under the corresponding state can also be obtained, providing data to distinguish between the resistance during movement and the force during the holding period.

[0079] This embodiment adds thrust information to the original electric drive of the opening and closing mechanism, so that the judgment of the opening and closing state is not limited to whether it is in position, but can also focus on the force changes during the movement and the position. The adapter establishes a correspondence between the electrical signal and the thrust, which makes it easy for the controller to compare the state of different operating stages with the same type of force feedback data. The first roller 17 and the first guide groove 121 form a defined movement path. After the force feedback value is combined with the stroke position, it can help identify the stage where abnormal resistance occurs. However, the accuracy of the force feedback value for diagnosis depends on the feedback characteristics of the electric push rod 11 and the preset correspondence. Therefore, the correspondence should be based on the test results of the actual selected equipment.

[0080] In one specific embodiment, the controller is connected to the alarm device and sets a first preset thrust, a second preset thrust, and a third preset thrust for the first arc-shaped slide 27, the second arc-shaped slide 28, and the third arc-shaped slide 29, respectively. The controller, in conjunction with the section of the slide where the first roller 17 is located, selects the corresponding preset thrust and compares it with the force feedback value of the electric push rod 11. When the opening / closing cover 2 is in the closed or open position, the controller also determines the position holding state based on the static thrust provided by the electric push rod 11; according to the text of claim 11, the closed state uses a judgment value of 26 kN, and the open state uses a judgment value of 9 kN. The preset thrust of each moving slide section is not necessarily the same, and can be determined experimentally based on the slide shape, the gravity of the opening / closing cover 2, frictional resistance, and the applicable working conditions of the vehicle, and written into the judgment rules of the controller.

[0081] During the movement of the opening / closing cover 2, when the first roller 17 enters the first arc-shaped slide 27, the controller compares the force feedback value with the first preset thrust. If the force exceeds the preset thrust, the alarm device issues a warning corresponding to the first arc-shaped slide 27. When the first roller 17 enters the second arc-shaped slide 28 or the third arc-shaped slide 29, the controller uses the second preset thrust or the third preset thrust to make a similar judgment, thereby outputting information corresponding to the abnormal section. After the opening / closing cover 2 stops at the closed end, the controller reads the static thrust of the electric push rod 11 and determines whether to alarm according to the closed state judgment conditions described in the claims. After the opening / closing cover 2 stops at the open end, the controller reads the static thrust of the open state and determines whether to alarm according to the corresponding judgment conditions. The alarm information can be transmitted to the vehicle display terminal for personnel to determine whether to check a certain slide in motion or the held state after the opening / closing cover 2 has reached its position.

[0082] Setting the thrust judgment value in segments avoids treating the entire stroke of the first guide slide 121 as a single area with uniform resistance. The arc-shaped slide corresponding to the abnormal output of the controller helps to narrow the inspection scope, allowing personnel to prioritize the inspection of the first roller 17, the opening and closing wing 5, and related guide components in the corresponding slide segment. Monitoring the static thrust at the two positions of opening and closing allows attention to the holding state of the opening and closing cover 2 after being subjected to external forces during vehicle operation, and distinguishes abnormalities after reaching the position from jamming during movement. This embodiment describes its working method using the judgment conditions already described in claim 11; the conversion between 26kN, 9kN and the actual static thrust of the electric push rod 11, as well as the alarm direction, should be reviewed based on test data before finalization to ensure that the judgment formula is consistent with the expected fault state.

[0083] In one specific embodiment, the opening and closing mechanism further includes an emergency power supply module. This module is electrically connected to both the vehicle power supply and the controller, and provides emergency power to the controller and the electric actuator 11 after a vehicle power outage. The emergency power supply module can consist of an energy storage unit and a power switching unit suitable for vehicle use, and its output voltage, current, and duration are matched to the conditions required for the controller to remain operational and for the electric actuator 11 to perform predetermined actions. During normal power supply, the vehicle power supply provides power to the opening and closing mechanism; when the vehicle power supply fails, the emergency power supply module provides short-term power. The specific location of the emergency power supply module can be determined based on the wiring and maintenance space of the vehicle's front-end assembly, and the electrical connections are determined by its ability to supply power to the aforementioned electrical components.

[0084] When the vehicle power supply is normal, the controller drives the electric push rod 11 according to the vehicle's opening and closing commands, and the opening / closing cover 2 opens or closes. If the vehicle power supply is interrupted during the opening / closing process, the emergency power supply module switches to power supply, allowing the controller to still handle the opening and closing states and drive the electric push rod 11 to complete the corresponding actions according to the predetermined emergency control requirements. If the power failure occurs when the opening / closing cover 2 is already in position, the emergency power supply module can maintain the controller's acquisition of this state and necessary signal feedback. If the power failure occurs in the intermediate position, the controller can decide whether to continue executing the predetermined opening and closing actions based on the current state and available emergency power. The electric push rod 11 has an internal mechanical braking system, which can be used to maintain the position of the opening / closing cover 2 after the electric drive stops. The specific emergency actions should be matched with the actual working mode of the electric push rod 11.

[0085] The emergency power supply module provides short-term power to the control and drive systems after a sudden power outage, reducing the likelihood of the opening and closing mechanism immediately ceasing all automatic functions due to power loss. During emergency power supply, the controller can still handle opening and closing states, allowing the front-end device to complete predetermined emergency actions or provide status information to the vehicle. This power supply path and the manual mechanical operation path can be applied to situations with emergency power and those requiring manual intervention, respectively, thus increasing the options for handling power outages. The effective operating time of the emergency power supply module is affected by its energy storage capacity and load; therefore, its configuration should be based on the required stroke and the actual power consumption of the electric actuator 11.

[0086] In one specific embodiment, such as Figures 2 to 6 As shown, the auxiliary opening and closing device 4 and the active opening and closing device 3 are arranged at intervals along the height direction of the opening and closing cover 2. The auxiliary opening and closing device 4 includes an auxiliary support part connected to the opening and closing cover 2 and a second guide rail 16 extending along the length direction of the vehicle head. The auxiliary support part includes a second mounting base plate 23 and two second connecting arms 26. The second mounting base plate 23 is provided with a second guide groove 231. The non-end positions of the two second connecting arms 26 are rotatably connected to the second rotating shaft 24. The two second connecting arms 26 are respectively connected to the opening and closing cover 2 at one end and provided with a second roller 25 at the other end. The second roller 25 slides and engages with the second guide groove 231. The second guide rail 16 provides length direction guidance for the corresponding moving parts of the auxiliary opening and closing device 4.

[0087] When the active opening and closing device 3 drives the opening and closing cover 2 to open, the opening and closing cover 2 applies a traction force to the connecting end of the second connecting arm 26, and the second connecting arm 26 changes position with the opening and closing cover 2; the moving part of the auxiliary opening and closing device 4 moves along the second guide rail 16, and the second roller 25 slides along the second guide groove 231 at the same time. The two second connecting arms 26 adjust their relative posture at the second rotating shaft 24, so that the upper connecting position of the opening and closing cover 2 follows the compound motion generated by the lower active drive. When closing, the opening and closing cover 2 returns under the drive of the active opening and closing device 3, and the moving parts of the second connecting arm 26, the second roller 25 and the auxiliary opening and closing device 4 move in opposite directions; the second guide groove 231 continues to limit the range of motion of the second roller 25, so that the upper connecting position returns along the corresponding path, without relying solely on the deformation of the opening and closing cover 2 housing to adapt to the lower movement.

[0088] The auxiliary opening and closing device 4 provides longitudinal support via the second guide rail 16 and provides guidance adaptable to the attitude changes of the opening and closing cover 2 via the second roller 25 and the second guide groove 231, enabling it to cooperate with the opening and closing of the cover 2 in opening and closing without the need for another active electric push rod 11. The two second connecting arms 26 and the second rotating shaft 24 form a rotatable support relationship, which helps to coordinate the movement of the upper position of the opening and closing cover 2 with the action of the lower active opening and closing device 3. The active and auxiliary devices are respectively connected to different height positions of the opening and closing cover 2, which can reduce the possibility of swaying when the opening and closing cover 2 is pulled by only one local position, and ensure that the opening and closing cover 2 is supported in the open, closed and intermediate stroke states.

[0089] In one specific embodiment, such as Figures 2 to 6 As shown, the active opening and closing device 3 is provided with a mechanism mounting base 15, which is connected to the first mounting base 12. The electric push rod 11 is connected to the fixed cover 1 via the mechanism mounting base 15. The first mounting base 12 is used to support the guide structure of the opening and closing assembly, and the mechanism mounting base 15 is used to support the electric push rod 11, so that the output direction of the electric push rod 11 is adapted to the predetermined force direction of the opening and closing assembly. Figure 2 The arrangement of the mechanism mounting base 15 on the side of the electric actuator 11 far away from the closing wing 5 is shown. Figure 3 and Figure 6 The relative position of the mechanism to the entire active opening and closing device 3 is shown; the mechanism mounting base 15 can be fixed to the adjacent structure by means of a connector, and its shape can be determined according to the internal space of the fixed cover 1 and the specifications of the electric push rod 11.

[0090] When the electric push rod 11 drives the opening and closing cover 2, one end of the electric push rod 11 is supported by the mechanism mounting base 15, and its telescopic end applies a driving force to the opening and closing assembly. The reaction force generated when the opening and closing assembly drives the opening and closing cover 2 is transmitted to the fixed cover 1 along the electric push rod 11, the mechanism mounting base 15, and the first mounting base 12. When the opening and closing cover 2 moves in the opposite direction, the force direction of the electric push rod 11 changes with the driving direction, and the mechanism mounting base 15 still maintains the position of the electric push rod 11, so that its telescopic action continues to act on the predetermined transmission path. During the assembly process, the position of the first mounting base 12 relative to the fixed cover 1 can be determined first, and then the positions of the electric push rod 11 and the mechanism mounting base 15 can be determined according to the movement stroke of the opening and closing assembly to ensure that each force transmission component has corresponding room of movement when the opening and closing cover 2 moves.

[0091] The mechanism mounting base 15 provides a clear support position for the electric actuator 11, which helps to reduce undesirable displacement of the electric actuator 11 body due to reaction force during the driving process. In conjunction with the first mounting base 12, the electric actuator 11 and the guide structure can be arranged as interconnected mounting parts within the corresponding space of the fixed cover 1. Determining the posture of the electric actuator 11 through the mechanism mounting base 15 also reduces the possibility of additional lateral forces arising from misalignment of the initial positions between the telescopic end and the opening / closing assembly. When the electric actuator 11 is inspected or replaced, the mechanism mounting base 15 also provides an identifiable connection position, facilitating verification of the relative relationship between the drive component and the first mounting base 12.

[0092] In addition to the aforementioned opening and closing mechanism, the present invention also provides a vehicle front device, which includes a fixed cover 1, an opening and closing cover 2 that can be opened and closed relative to the fixed cover 1, a coupler, and the opening and closing mechanism in any of the aforementioned embodiments; the fixed cover 1 forms a relatively fixed part at the front end of the vehicle front, the opening and closing cover 2 forms a shielding part that can be repositioned, and the coupler is arranged corresponding to the area shielded when the opening and closing cover 2 is closed and exposed when it is open. An active opening and closing device 3 and an auxiliary opening and closing device 4 are respectively connected to different positions of the opening and closing cover 2, and the opening and closing mechanism establishes a motion relationship between the opening and closing cover 2 and the fixed cover 1 within the vehicle front device; Figure 1 The overall relationship between the fixed cover 1, the opening and closing cover 2, and the two opening and closing devices is shown. Figure 3 and Figure 4 The mechanical postures of the opening and closing cover 2 in different opening and closing states are shown respectively.

[0093] When the vehicles are running in a single file and the coupler does not need to be exposed, the opening / closing cover 2 is in the closed state, cooperating with the fixed cover 1 to cover the front end of the vehicle. When the coupler needs to extend for coupling or related operations, the opening / closing mechanism drives the opening / closing cover 2 to open. The active opening / closing device 3 drives the opening / closing cover 2 to move along the length and width directions of the vehicle head, and the auxiliary opening / closing device 4 cooperates to support the opening / closing cover 2. After the opening / closing cover 2 reaches the open position, the front area corresponding to the coupler is exposed, and the coupler can extend from this area. When the related operations are completed and the closing conditions are met, the coupler first returns to the corresponding position, and the opening / closing mechanism then moves the opening / closing cover 2 along the closing direction, and the opening / closing cover 2 re-forms a closed engagement with the fixed cover 1. The above process illustrates the working sequence of each part in the vehicle head device. The specific extension and retraction control method of the coupler can be determined according to the vehicle configuration.

[0094] The front-end assembly utilizes the combined motion of the opening and closing mechanism to meet the actual shielding requirements of the front end and the exposure requirements of the coupler. This allows the opening and closing cover 2 to not only move laterally when open but also change position along the length of the front end to accommodate situations where the front-end space is occupied by other components. When closed, the opening and closing cover 2 restores the shielding of the front end, and when open, it provides space for the coupler to extend. The fixed cover 1 and the opening and closing cover 2 together constitute the external structure of the front end. The active opening and closing device 3 and the auxiliary opening and closing device 4 act at different positions on the opening and closing cover 2, reducing the risk of interference with the front-end components while maintaining the coordinated movement of the opening and closing cover 2. This embodiment also demonstrates that the aforementioned opening and closing mechanism can be used as an integral part of the front-end assembly.

[0095] In one specific embodiment, the locomotive head unit further includes a locomotive head controller connected to the opening and closing mechanism and the coupler respectively. The locomotive head controller receives an open-to-position signal of the opening and closing cover 2 and controls the coupler to extend based on the signal. Simultaneously, it receives a retracted-to-position signal of the coupler and controls the opening and closing cover 2 to close based on the signal. The open-to-position signal can be generated by the corresponding detection part of the opening and closing mechanism, and the coupler retracted-to-position signal is provided by the position feedback part corresponding to the coupler. The locomotive head controller uses these two types of signals as conditions for sequential action, establishing a control association between the movement state of the opening and closing cover 2 and the extension and retraction state of the coupler. Figure 9 The electrical connection relationship for the opening and closing mechanism to transmit opening and closing status signals to the vehicle side is shown. The coupler control part can be connected to the corresponding interface of the vehicle head controller.

[0096] When coupling is required, the locomotive controller first sends a command to the opening and closing mechanism to open the opening and closing cover 2, which then drives the opening and closing cover 2 to move. Before the open-to-position signal arrives, the locomotive controller does not issue a command allowing the coupler to extend. Once the open-to-position signal is generated, the locomotive controller then controls the coupler to extend through the space created by the opening and closing cover 2. When closing the locomotive front end is required, the locomotive controller first controls the coupler to retract. Before the coupler retraction-to-position signal arrives, the opening and closing cover 2 remains inactive. After the coupler has retracted and generated a retraction-to-position signal, the locomotive controller then sends a closing command to the opening and closing mechanism. If any position signal is not generated, the locomotive controller can maintain a state where the corresponding subsequent action is not permitted, allowing personnel to check the reason why the opening and closing cover 2 or the coupler is not in position.

[0097] The locomotive control unit opens the opening / closing cover 2 to its full position as a prerequisite for the coupler to extend, preventing the coupler from moving forward before the opening / closing cover 2 has cleared the passage. Conversely, it retracts the coupler to its full position as a prerequisite for closing the opening / closing cover 2, preventing it from closing while the coupler is still within its range of motion. These two conditions address the interference risks during opening / closing and retraction, respectively, ensuring that the sequence of actions of the locomotive control unit is determined by actual state feedback, rather than solely by the command transmission time. For structures with limited space at the front of the locomotive, this sequential control is particularly beneficial for maintaining the movement interval between the opening / closing cover 2 and the coupler, and for restricting subsequent actions under abnormal conditions.

[0098] In one specific embodiment, the front end of the vehicle head assembly is equipped with an anti-climb energy-absorbing component. A fixed cover 1 and an opening / closing cover 2 enclose a front end space, where the coupler and the anti-climb energy-absorbing component are correspondingly arranged. The anti-climb energy-absorbing component is used to prevent climbing and absorb energy under corresponding vehicle stress conditions. The front end space it occupies needs to be coordinated with the movement space of the coupler and the opening / closing cover 2. In the closed state, the opening / closing cover 2 is located on the outer side of the front end space, shielding it. In the open state, it extends outwards from the coupler area. The fixed cover 1 maintains a relatively fixed relationship with the vehicle body, providing surrounding arrangement conditions for the opening / closing cover 2 and its opening / closing mechanism. The specific structure and fixing form of the anti-climb energy-absorbing component can be selected based on the existing vehicle design. This embodiment focuses on its relationship with the movement space of the opening / closing cover 2.

[0099] When the front-end device needs to be opened, the active opening and closing device 3 drives the opening and closing cover 2 away from the closed position. The opening and closing cover 2 moves to the side of the front end while simultaneously changing position along the length of the front end. Its movement path is determined according to the area occupied by the coupler and anti-climb energy-absorbing components in the front-end space, ensuring that the opening and closing cover 2 avoids these components when passing near them. The auxiliary opening and closing device 4 coordinates with another connection position of the opening and closing cover 2 to prevent this position from moving asynchronously with the active driving position, thus reducing the actual clearance. After the opening and closing cover 2 is fully opened, the corresponding area of ​​the coupler is exposed, and the anti-climb energy-absorbing components remain in their predetermined position at the front end of the front end. When closing, after the coupler retracts accordingly, the opening and closing cover 2 returns to the corresponding position of the fixed cover 1 in the opposite direction; the anti-climb energy-absorbing components are not required to move with the opening and closing cover 2.

[0100] The anti-climb energy-absorbing components and the coupler occupy different spaces at the front of the train head, making it difficult for the opening and closing cover 2 to rely solely on large-range lateral rotation to complete the opening and closing. The opening and closing cover 2 also has movement components in both the length and width directions, providing room for path arrangement to avoid fixed components in the front space. Incorporating the anti-climb energy-absorbing components into the arrangement of the train head device allows for simultaneous consideration of the coupler extension channel, the shape of the anti-climb energy-absorbing components, and the motion envelope of the opening and closing cover 2 when determining the stroke of the opening and closing mechanism. Therefore, the opening and closing cover 2 does not require the front components to move in order to avoid them, maintaining the original arrangement function of the anti-climb energy-absorbing components while simultaneously opening and shielding the exterior of the train head.

[0101] In one specific embodiment, the locomotive head unit further includes a coupler extension control circuit and a safety relay connected to the circuit. The safety relay controls the on / off state of the extension control circuit. When the extension control circuit is connected, the coupler obtains the control conditions required for extension. The safety relay cooperates with the operation sequence control of the locomotive head controller, so that the opening state of the opening / closing cover 2 participates in the on / off determination of the coupler extension circuit. The safety relay can be set in a location suitable for wiring and maintenance on the locomotive head unit, and its contacts form an electrical connection with the coupler extension-related lines. The positioning information of the opening / closing cover 2 is transmitted to the control side via the corresponding signal line, and the locomotive head controller determines whether the conditions for the safety relay to operate are met based on the received status.

[0102] When the coupler needs to be extended, the locomotive controller first controls the opening / closing cover 2 to open and waits for the signal indicating that it is fully open. If the opening / closing cover 2 is not fully open, the safety relay maintains the state where the extension / retraction control circuit does not meet the coupler extension conditions, and the coupler does not act directly upon receiving an extension request alone. After the opening / closing cover 2 reaches the open position, the signal indicating that it is fully open is sent to the control side, and the safety relay connects the extension / retraction control circuit according to predetermined control logic, after which the coupler performs the extension action. If the fully open state of the opening / closing cover 2 is not confirmed, the locomotive controller does not allow the circuit to enter the state where extension is permitted. When the opening / closing cover 2 needs to be closed, the locomotive controller also confirms the coupler retraction state according to the aforementioned embodiment before controlling the opening / closing mechanism to operate, ensuring that the coupler circuit control and the sequence of actions of the opening / closing cover 2 are coordinated.

[0103] By connecting the safety relay to the coupler extension control circuit, a circuital correspondence is established between the fully opened state of the opening / closing cover 2 and the coupler's extension capability. This helps reduce malfunctions caused by relying solely on operators issuing commands in sequence. The on / off state of the safety relay control circuit also facilitates checking whether the coupler extension permission has been established during maintenance. This embodiment, through the sequential judgment of the locomotive controller and the on / off control of the coupler circuit, restricts the coupler extension, constraining the coupler extension action while the opening / closing cover 2 is still in the coupler movement channel, thereby reducing the risk of collision between the coupler and the opening / closing cover 2.

[0104] In addition to the aforementioned headstock device, this invention also provides a rail vehicle, which includes a car body, a vehicle power supply, a vehicle control system, and the headstock device from any of the preceding embodiments. The headstock device is located at the end of the car body, and its fixed cover 1, opening / closing cover 2, and opening / closing mechanism constitute the front end structure of the car body. The coupler is arranged corresponding to the area exposed after the opening / closing cover 2 is opened. The vehicle power supply provides power to the opening / closing components that require electrical energy. The vehicle control system establishes a command and status feedback relationship with the opening / closing mechanism, so that the action of the opening / closing cover 2 is incorporated into the overall control of the rail vehicle. The car body can be equipped with corresponding passenger and running structures according to the vehicle's usage requirements. In this embodiment, the parts that directly cooperate with the opening / closing mechanism are the end of the car body, the power supply, and the control system.

[0105] When the railcar is running in a single train, the vehicle control system keeps the opening and closing cover 2 closed. The fixed cover 1 and the opening and closing cover 2 together form the outer outline of the front of the car and cover the area where the coupler is located. When coupling or rescue is required, the vehicle control system issues an opening command, and the vehicle power supply provides driving power to the electric push rod 11. The opening and closing mechanism drives the opening and closing cover 2 to move laterally and along the length of the car front. After the opening and closing cover 2 is fully opened, the front of the car front is exposed, providing space for the coupler to extend. The vehicle extends the coupler according to the corresponding control sequence and performs coupling-related operations. After the operation is completed, the coupler retracts, and the vehicle control system then causes the opening and closing mechanism to drive the opening and closing cover 2 back to the closed position. The status of the opening and closing cover 2 can be fed back to the vehicle control system through the opening and closing mechanism to determine whether the opening or closing action has been completed.

[0106] The rail vehicle utilizes a composite motion mechanism of the headstock assembly in actual vehicle operation and coupling scenarios. This ensures that the end of the car body remains shielded during single-track operation, promptly creating space when couplers are needed. The vehicle power supply and vehicle control system respectively handle power supply, command, and feedback processing, allowing the opening and closing mechanism to integrate with the existing rail vehicle operation flow. For vehicles with couplers and other front-end components located at the end of the car body, the composite motion of the opening and closing cover 2 in the length and width directions facilitates the planning of avoidance paths within a limited space. As an integral part of the vehicle, the headstock assembly also allows the control status of the aforementioned opening and closing mechanism to be displayed on the vehicle side and for subsequent action planning.

[0107] In one specific embodiment, the vehicle body includes a driver's cab, which is equipped with a display device. The display device establishes an information transmission relationship with the vehicle control system to display the operating status of the rail vehicle and the opening and closing status of the opening and closing mechanism. The opening and closing status may include information related to vehicle control, such as the opening and closing cover 2 being closed, fully open, and currently performing an opening and closing action. After receiving the signal from the opening and closing mechanism, the vehicle control system generates corresponding display content. The display device is located in the driver's cab, allowing the vehicle operator to understand the status of the front end of the vehicle before performing coupling-related operations. If the opening and closing mechanism fails to complete its action as expected, the display device can also prompt for inspection based on the status information received by the vehicle control system.

[0108] When the opening / closing cover 2 receives the opening command and begins to move, the vehicle control system processes the current feedback from the opening / closing mechanism, and the display device shows the status corresponding to the opening action. When the opening / closing cover 2 reaches the open position and sends back an open-to-position signal, the vehicle control system updates the display, allowing the driver to know that the opening / closing cover 2 in front of the coupler has been opened. The closing process employs a corresponding method; the vehicle control system updates the display content after receiving feedback on the closed-to-position status. If the opening / closing mechanism does not provide a corresponding position signal during the predetermined action period, the display content will not directly indicate that the action has been completed. The driver can determine whether to continue issuing coupling, retraction, or other related operation commands based on the vehicle operating status and the opening / closing mechanism status displayed on the display device.

[0109] The display device transmits the status of the opening / closing cover 2, located at the front of the vehicle and inconvenient to observe directly from the driver's position, to the driver's cab. This reduces the need for operators to infer the actual position of the opening / closing cover 2 based solely on issued commands. The vehicle's operating status and the opening / closing mechanism's status are presented in the same operating position, facilitating the arrangement of subsequent actions by the coupler and the opening / closing cover 2 according to the current working conditions. The information displayed comes from feedback obtained from the vehicle control system, allowing for a correlation between the opening / closing status and actual detection results. When the feedback differs from the expected action, it also helps operators promptly identify any discrepancies and arrange for inspection.

[0110] In one specific embodiment, the driver's cab is also equipped with control buttons for controlling the opening and closing of the opening and closing mechanism. The control buttons are connected to the vehicle control system. The control buttons can at least be used to request the opening and closing of the cover 2. The specific button type, markings, and relative positions to other vehicle operating components can be determined according to the driver's cab control layout. The vehicle control system receives the operation signals generated by the control buttons and then sends corresponding opening and closing commands through the signal lines connected to the opening and closing mechanism. The control buttons provide a manual input interface, the vehicle control system handles command processing, and the electric push rod 11 and the opening and closing assembly perform mechanical actions. These three correspond to the operation, control, and execution stages, respectively.

[0111] When the driver needs to expose the coupler, they operate the control button to request opening. Upon receiving the request, the vehicle control system sends an opening command to the opening / closing mechanism, which drives the opening / closing cover 2 to open. After the opening / closing mechanism reports the open position, the display device updates the corresponding information. When it is necessary to restore the front of the locomotive to its closed state, the driver operates the control button to request closing. The vehicle control system processes this request according to the current vehicle and coupler status, and closes the opening / closing cover 2 when the closing conditions are met. After the closing position information is returned, the display device shows the corresponding status. The input of the control buttons represents the driver's action request; whether the opening / closing cover 2 has been properly opened / closed is still confirmed by the corresponding feedback signal, avoiding the direct equation of button operation with action completion.

[0112] The control buttons centralize the operation of the opening and closing cover 2 in the driver's cab, facilitating vehicle operators to initiate opening and closing actions according to operational and coupling requirements. The control buttons, in conjunction with the display device, provide feedback on the action status after an opening or closing request is submitted, forming an operational process from command input to result confirmation. The control buttons transmit commands through the vehicle control system, allowing the system to restrict the execution of corresponding commands when the coupler or the state of the opening and closing cover 2 does not meet the predetermined action sequence. Therefore, this structure provides convenience for manual operation while retaining space for the vehicle side to judge the action conditions of the opening and closing mechanism.

[0113] In one specific embodiment, the vehicle power supply is connected to the electric push rod 11 via a 3-pin connector 22, and the vehicle control system is connected to the opening and closing mechanism via a 10-pin connector 21. The vehicle power supply provides electrical energy to the electric push rod 11 along the power supply path, and the vehicle control system sends opening and closing commands along the control connection path and receives the opening and closing signals of the opening and closing mechanism. Figure 9 The vehicle side and the opening / closing mechanism side are drawn separately, with each side connected by mating connectors, sockets, plugs, and jumper cables. The motor power supply for the electric push rod 11 is transmitted via a 3-pin connector 22, while the opening / closing commands and the position status are transmitted via a 10-pin connector 21. The number of pins in the connectors corresponds to the power interface and the control interface, respectively, facilitating the differentiation of the wiring harness according to electrical functions.

[0114] When the vehicle control system needs to open the cover 2, it sends an opening command to the opening / closing mechanism via the 10-pin connector 21. Simultaneously, the vehicle power supply provides driving power to the electric push rod 11 via the 3-pin connector 22, and the electric push rod 11 operates according to the command. When the cover 2 reaches the open position, the opening / closing mechanism sends an open-complete signal back to the vehicle control system via the 10-pin connector 21. When closing, the vehicle control system sends a closing command through the same control connection path. The electric push rod 11 receives power and moves in the corresponding direction. After the cover 2 reaches the closed position, it sends a closed-complete signal back to the vehicle control system. During maintenance, the power supply status corresponding to the 3-pin connector 22 and the command and feedback status corresponding to the 10-pin connector 21 can be checked to determine whether the problem lies in the power connection or the control signal transmission.

[0115] The vehicle power supply and vehicle control system are connected to the opening and closing mechanism via corresponding connectors, clearly defining the electrical boundaries between the vehicle side and the head unit side, facilitating assembly, disassembly, and wiring maintenance. Separate connection paths for power supply and control feedback also provide interfaces for separately verifying different fault manifestations, such as the electric push rod 11 not moving or not providing feedback after movement. After the vehicle control system receives the opening / closing signal, it can be used for driver's cab display and coupler action sequence control, making the actual opening / closing state of the opening / closing cover 2 part of the overall vehicle control. This embodiment maps the mechanical opening and closing actions of the opening and closing mechanism to the power supply and control lines of the rail vehicle, forming a complete vehicle-level usage method.

[0116] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. Any combination of all embodiments provided by this invention is within the scope of protection of this invention and will not be elaborated upon here.

[0117] The opening and closing mechanism, the headstock device, and the rail vehicle provided by this invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make various improvements and modifications to this invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this invention.

Claims

1. An opening and closing mechanism for driving an opening and closing cover (2) of a vehicle head to open or close relative to a fixed cover (1), characterized in that, The opening and closing mechanism includes an active opening and closing device (3) and an auxiliary opening and closing device (4) that are relatively arranged and connected to different positions of the opening and closing cover (2). The active opening and closing device (3) includes an electric power component and an opening and closing component connected to the opening and closing cover (2). The electric power component is used to drive the opening and closing component to open and close the opening and closing cover (2). During the opening or closing process, the movement direction of the opening and closing cover (2) has a component along the length direction of the front of the vehicle and a component along the width direction of the front of the vehicle.

2. The opening and closing mechanism according to claim 1, characterized in that, The active opening and closing device (3) further includes a first mounting base (12), and the first mounting base (12) is provided with a first guide groove (121). The opening and closing assembly includes an opening and closing wing (5) and a first rotating shaft (6). The opening and closing wing (5) includes two first connecting arms that are hinged to each other. The non-end positions of the two first connecting arms are rotatably connected to the first rotating shaft (6). At least one of the two first connecting arms is provided with a first roller (17) at one end away from the opening and closing cover (2). The first roller (17) cooperates with the first guide groove (121).

3. The opening and closing mechanism according to claim 2, characterized in that, The first guide groove (121) includes a first arc-shaped groove (27), a second arc-shaped groove (28), and a third arc-shaped groove (29) connected in sequence; when the first roller (17) moves along the first arc-shaped groove (27), the moving speed of the opening and closing cover (2) along the width direction of the front of the vehicle is greater than the moving speed along the length direction of the front of the vehicle; when the first roller (17) moves along the third arc-shaped groove (29), the moving speed of the opening and closing cover (2) along the width direction of the front of the vehicle is less than the moving speed along the length direction of the front of the vehicle; the second arc-shaped groove (28) connects the first arc-shaped groove (27) and the third arc-shaped groove (29). When the first roller (17) is located at the end of the first arc-shaped groove (27) away from the second arc-shaped groove (28), the opening and closing cover (2) is in a closed state; when the first roller (17) is located at the end of the third arc-shaped groove (29) away from the second arc-shaped groove (28), the opening and closing cover (2) is in an open state.

4. The opening and closing mechanism according to claim 3, characterized in that, The first arc-shaped slide (27) is provided with a first detection element (30) at the end away from the second arc-shaped slide (28), and the third arc-shaped slide (29) is provided with a second detection element (31) at the end away from the second arc-shaped slide (28); when the opening and closing cover (2) is in the closed state, the first roller (17) triggers the first detection element (30); when the opening and closing cover (2) is in the open state, the first roller (17) triggers the second detection element (31).

5. The opening and closing mechanism according to claim 4, characterized in that, The electric power assembly includes an electric push rod (11), and the opening and closing assembly includes a rotating shaft base (7), a sliding plate (8), a first guide rail (14), and a slider (13). The slider (13) is slidably disposed on the first guide rail (14), and the sliding plate (8) is connected to the slider (13). The sliding plate is connected to the rotating shaft base (7), and the rotating shaft base (7) is connected to the first rotating shaft (6).

6. The opening and closing mechanism according to claim 5, characterized in that, The electric push rod (11) is equipped with a first limit switch and a second limit switch inside; the first limit switch is triggered when the opening and closing cover (2) is closed and the second limit switch is triggered when the opening and closing cover (2) is opened; the opening and closing mechanism also includes a controller, which is used to verify the signal of the first limit switch with the signal of the corresponding first detection element (30), and stop the electric push rod (11) and output an abnormal signal when the signal of the first limit switch does not correspond to the signal of the first detection element (30), verify the signal of the second limit switch with the signal of the second detection element (31), and stop the electric push rod (11) and output an abnormal signal when the signal of the second limit switch does not correspond to the signal of the second detection element (31).

7. The opening and closing mechanism according to claim 6, characterized in that, The electric power assembly also includes an unlocking commutator (19), an unlocking rod (20), and a flexible shaft (18). The unlocking rod (20) is connected to the unlocking commutator (19), and the two ends of the flexible shaft (18) are respectively connected to the unlocking commutator (19) and the manual drive end of the electric push rod (11). When the unlocking lever (20) is manually operated, the unlocking commutator (19) transmits the input torque to the electric push rod (11) via the flexible shaft (18) so as to drive the electric push rod (11) to open or close the opening and closing cover (2) when the vehicle is powered off.

8. The opening and closing mechanism according to claim 7, characterized in that, The unlocking rod (20) or the unlocking commutator (19) is provided with a status detection switch, which is connected to the power supply control circuit of the electric push rod (11). When the unlocking lever (20) is detected to be operated, the power supply control circuit cuts off the motor power supply of the electric push rod (11) and prohibits the automatic opening and closing command.

9. The opening and closing mechanism according to claim 6, characterized in that, The active opening and closing device (3) is provided with a 10-pin connector (21) and a 3-pin connector (22). The 3-pin connector (22) is used to connect to the vehicle power supply and supply power to the electric push rod (11). The 10-pin connector (21) is used to connect to the vehicle control system and transmit opening and closing commands and position signals. The electric push rod (11) extends or retracts according to the command received by the 10-pin connector (21) and feeds back the triggering status of the first limit switch and the second limit switch to the vehicle control system through the 10-pin connector (21).

10. The opening and closing mechanism according to claim 6, characterized in that, The electric push rod (11) is equipped with an intelligent control feedback module, and the active opening and closing device (3) further includes an adapter that is communicatively connected to the intelligent control feedback module. The intelligent control feedback module is used to obtain the real-time operating voltage of the electric push rod (11). The adapter generates a force feedback value based on the correspondence between the operating voltage and the output thrust of the electric push rod (11), and provides the force feedback value to the controller to monitor the force state of the first roller (17) when it moves along the first guide groove (121).

11. The opening and closing mechanism according to claim 10, characterized in that, The controller is connected to the alarm device; When the first roller (17) is located in the first arc-shaped groove (27) and the force feedback value is greater than the first preset thrust, the controller controls the alarm device to issue a warning message; When the first roller (17) is located in the second arc-shaped groove (28) and the force feedback value is greater than the second preset thrust, the controller controls the alarm device to issue a warning message; When the first roller (17) is located in the third arc-shaped groove (29) and the force feedback value is greater than the third preset thrust, the controller controls the alarm device to issue a warning message. When the first roller (17) is located at the end of the first arc-shaped slide groove (27) away from the second arc-shaped slide groove (28), and the opening and closing cover (2) is closed, when the static thrust provided by the electric push rod is greater than 26kN, the controller controls the alarm device to issue a warning message. When the first roller (17) is located at the end of the third arc-shaped slide (29) away from the second arc-shaped slide (28), and the opening and closing cover (2) is in the open state, when the static thrust provided by the electric push rod is greater than 9kN, the controller controls the alarm device to issue a warning message.

12. The opening and closing mechanism according to claim 11, characterized in that, It also includes an emergency power supply module, which is used to connect to the vehicle power supply and the controller. After the vehicle power supply is interrupted, the emergency power supply module provides emergency power to the controller and the electric push rod (11).

13. The opening and closing mechanism according to claim 12, characterized in that, The auxiliary opening and closing device (4) and the active opening and closing device (3) are arranged at intervals along the height direction of the opening and closing cover (2). The auxiliary opening and closing device (4) includes an auxiliary support part connected to the opening and closing cover (2) and a second guide rail (16) extending along the length direction of the front of the vehicle. The auxiliary support part includes a second mounting base plate (23) and two second connecting arms (26). The second mounting base plate (23) is provided with a second guide groove (231). The non-end positions of the two second connecting arms (26) are rotatably connected to the second rotating shaft (24). Each of the two second connecting arms (26) is connected to the opening and closing cover (2) at one end and provided with a second roller (25) at the other end. The second roller (25) can slide along the second guide groove (231).

14. The opening and closing mechanism according to claim 12, characterized in that, The active opening and closing device (3) includes a mechanism mounting base (15) connected to the first mounting base (12), and the electric push rod (11) is connected to the fixed cover (1) via the mechanism mounting base (15).

15. A vehicle front assembly, characterized in that, It includes a fixed cover (1), an opening and closing cover (2) that can be opened and closed relative to the fixed cover (1), a hook that can extend after the opening and closing cover (2) is opened, and an opening and closing mechanism as described in any one of claims 1 to 14.

16. The vehicle head assembly according to claim 15, characterized in that, It also includes a locomotive controller that is connected to the opening and closing mechanism and the coupler respectively. The locomotive controller is used to control the opening and closing cover (2) to close after receiving the signal that the opening and closing cover (2) is in position and the signal that the coupler is retracted to position.

17. The vehicle head assembly according to claim 15, characterized in that, It also includes an anti-climb energy-absorbing component located at the front end of the vehicle, wherein the fixed cover (1) and the opening and closing cover (2) form a front end space for accommodating the coupler and the anti-climb energy-absorbing component.

18. The vehicle head assembly according to claim 16, characterized in that, It also includes a telescopic control circuit and a safety relay connected to the telescopic control circuit. The safety relay is used to control the on / off state of the telescopic control circuit. When the telescopic control circuit is connected, the coupler extends.

19. A rail vehicle, characterized in that, It includes the vehicle body, vehicle power supply, vehicle control system, and the front end assembly as described in any one of claims 15 to 18.

20. The rail vehicle according to claim 19, characterized in that, The vehicle body includes a driver's cab, and a display device is installed in the driver's cab. The display device is used to display the operating status of the rail vehicle and the opening and closing status of the opening and closing mechanism.

21. The rail vehicle according to claim 20, characterized in that, The driver's cab is equipped with control buttons for controlling the opening and closing of the opening and closing mechanism.

22. The rail vehicle according to claim 19, characterized in that, The vehicle power supply is connected to the electric push rod (11) via a 3-pin connector (22), and the vehicle control system is connected to the opening and closing mechanism via a 10-pin connector (21). The vehicle control system sends opening and closing commands via the 10-pin connector (21) and receives signals from the opening and closing mechanism indicating that it is in the open and closed positions.

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