Automatic car coupler of railway vehicle

Abstract

The utility model discloses an automatic coupler of a rail vehicle, which belongs to the technical field of rail transit and comprises a frame, a lock pin rotating shaft, an actuating mechanism and a transmission component. The rack is arranged at the bottom of the coupler. The lock pin rotating shaft comprises a driving rotating shaft and a manual rotating shaft, the driving rotating shaft movably penetrates through the two rear ends of the coupler and is rotationally connected with the rack, and the manual rotating shaft is arranged at the end of the driving rotating shaft. The executing mechanism is arranged at the bottom of the rack, and an output shaft of the executing mechanism movably penetrates through the rack. The transmission assembly is used for converting power output by the output shaft of the executing mechanism into torque for driving the lock pin rotating shaft to rotate. The transmission assembly and the executing mechanism are partially arranged at the bottom of the coupler, some parts on the left side face and the right side face of the coupler of a vehicle body can be avoided, and the transmission assembly and the executing mechanism are prevented from colliding and interfering with the parts.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transportation, in particular to an automatic coupler for rail vehicles. Background Art

[0002] In the rail transit system, the train coupler is an important component that connects train vehicles. Its function is not only to connect the carriages together, but also to withstand and transmit the longitudinal force between trains during operation. The core components of the coupler include the lower locking pin shaft, the lower locking pin assembly, the hook tongue push iron, the lock iron and the hook tongue. When the lower locking pin shaft rotates, it transmits the torque to the lower locking pin assembly. The lower locking pin assembly generates a hooking interference with the hook tongue push iron to drive the hook tongue push iron to rotate. When the hook tongue push iron rotates, it drives the lock iron and the hook tongue to rotate respectively, and finally realizes the unmarshaling and assembly of the hook tongue.

[0003] In the past, the unbundling and assembly of the hook tongue needed to be achieved by manually rotating the lower locking pin shaft. The utility model with application number 202121106369.2 discloses a manual and automatic unbundling device for railway couplers. The swing cylinder drives the lower locking pin shaft to rotate through the eccentric rotation of the driving gear and the driven gear, and can automatically drive the hook tongue to rotate, thereby realizing the automatic unbundling and assembly of the coupler. The utility model with application number 202410287789.7 discloses a hook opening device, a coupler and a railway vehicle, which also use the cylinder drive and the transmission of the universal coupling to drive the lower locking pin shaft to rotate, thereby realizing the automatic unbundling and assembly of the coupler.

[0004] Although both of the above solutions can realize automatic control of the coupler, the driving source and transmission assembly that control the rotation of the lock pin shaft are installed on the left and right side walls of the coupler. The defect of this arrangement is that one end of the truck coupler is connected to the vehicle, and the other end is assembled with the coupler on the adjacent vehicle. When the truck vehicle is running, the coupler will swing as a whole, which may cause the driving source and transmission assembly to collide and interfere with certain components located on the left and right sides of the coupler close to the vehicle body, resulting in damage to the driving source and transmission assembly. Utility Model Content

[0005] The utility model aims to provide an automated coupler for a rail vehicle to solve the above problems in the prior art.

[0006] Provided is a rail vehicle automated coupler, comprising:

[0007] A frame, wherein the frame is arranged at the bottom of the coupler;

[0008] The lock pin shaft comprises a driving shaft and a manual shaft. The driving shaft movably passes through the coupler and is rotatably connected to the frame at both ends. The manual shaft is arranged at the end of the driving shaft.

[0009] An actuator, wherein the actuator is arranged at the bottom of the frame and an output shaft of the actuator movably passes through the frame;

[0010] The transmission assembly is used to convert the power output by the output shaft of the actuator into a torque for driving the lock pin shaft to rotate.

[0011] As a further embodiment of the utility model: the transmission assembly includes a rack and a gear, the gear is fixedly sleeved on the periphery of the lock pin shaft, one end of the rack is fixedly connected to the output shaft of the actuator, and the other end of the rack is meshed with the gear. Through the cooperation of the actuator, the rack and the gear, the pushing action of the actuator can be converted into the torsion action of the lock pin shaft, and the power transmission can be realized in the vertical direction of the coupler, which is convenient for arranging each assembly at the bottom of the coupler.

[0012] As a further embodiment of the utility model: the rack and the gear are both provided with two, and the two gears are respectively fixedly sleeved on the two ends of the lock pin shaft, and after one end of the two racks is respectively fixedly connected to the output shaft of the actuator, the other ends of the two racks are respectively meshed with the corresponding gears. The cooperation of the two gears and the rack forms two torque transmission points on the lock pin shaft. The purpose of setting two torque transmission points is to distribute the torque more evenly, reduce the stress concentration at a single point, and avoid the lock pin shaft and the rack from being unstable or deformed due to excessive torque caused by stress concentration.

[0013] As a further embodiment of the utility model: the transmission assembly also includes a connecting piece. After the connecting piece is fixedly connected to the output shaft of the actuator, the two ends of the connecting piece extend to the two ends of the lock pin shaft respectively, and the ends of the two racks are respectively arranged at the two extended ends of the connecting piece. The connecting piece serves as a transition structure to connect the rack to the output shaft of the actuator, which can adjust the arrangement distance of the rack and realize the detachable connection between the rack and the actuator, so as to facilitate the replacement of the rack.

[0014] As a further embodiment of the utility model, it also includes a plurality of rollers, which are arranged on the frame, and are in contact with the rack and can rotate relative to the rack. The rollers are backed against the rack to form a fulcrum at the free end of the rack, balancing the bending moment of the gear on the rack, avoiding the bending and vibration of the rack, and improving the stability of the rack operation.

[0015] As a further embodiment of the utility model: the frame is provided with a limit groove for installing the roller, the side of the rack in contact with the roller forms a limit block, and the limit block cooperates with the limit groove. The limit groove can limit the rack, limit the left and right degrees of freedom of the rack, reduce the vibration generated when the rack is running, and improve the stability of the equipment operation.

[0016] As a further embodiment of the utility model: a connecting plate is provided on the side wall of the frame, the manual shaft is rotatably connected to the connecting plate, and the first fork and the second fork are respectively provided on the mating ends of the driving shaft and the manual shaft, and the torque is transmitted through the first fork and the second fork. The manual shaft is used to manually control the unbundling and assembly of the hook tongue. The torque is transmitted between the manual shaft and the driving shaft through the first fork and the second fork which are not integrally formed, which can reduce the difficulty of assembling the lock pin shaft, the frame, and the coupler.

[0017] As a further embodiment of the utility model: it also includes a photoelectric sensor, the first fork and the second fork can rotate relative to each other on the toothing surface to form a transmission cavity through the rotation gap, and the sensing end of the photoelectric sensor is located in the connecting plate and arranged opposite to the transmission cavity. When the photoelectric sensor is facing the transmission cavity and facing the first fork, two reaction signals are generated, which can distinguish whether the drive shaft rotates under the drive of the transmission assembly, and can judge the state of the drive shaft at this time.

[0018] Compared with the prior art, the beneficial effects of the utility model are:

[0019] The transmission assembly and actuator for driving the lock pin shaft are arranged at the bottom of the coupler, which can avoid certain parts of the vehicle body on the left and right sides of the coupler to prevent the transmission assembly and the actuator from colliding with these parts. The drive lock pin has two control modes. One is to automatically drive the drive lock pin to rotate through the transmission of the actuator and the transmission assembly; the other is to manually control the rotation of the drive lock pin by manually holding the manual shaft and transmitting the torque to the drive lock pin to cope with the assembly and disassembly of the coupler in different situations. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present drawings or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present drawings. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0021] Figure 1 It is a schematic diagram of the overall structure of an automated coupler for a rail vehicle;

[0022] Figure 2 A is a partial structural schematic diagram of an automated coupler for a rail vehicle;

[0023] Figure 3 A schematic diagram of a part of the structure of an automated coupler for a rail vehicle B;

[0024] Figure 4FIG. 3 is a partial structural schematic diagram of an automated coupler for a rail vehicle. FIG.

[0025] In the figure: 1, frame; 11, connecting plate; 12, limit groove; 2, lock pin shaft; 21, driving shaft; 211, first fork; 22, manual shaft; 221, second fork; 23, transmission chamber; 3, actuator; 4, transmission assembly; 41, rack; 411, limit block; 42, gear; 43, connector; 5, roller; 6, photoelectric sensor. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0027] Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed in this application, some changes in design, manufacturing or production based on the technical content disclosed in this application are just conventional technical means, and should not be understood as insufficient content disclosed in this application.

[0028] However, unnecessary detailed descriptions may be omitted. For example, detailed descriptions of well-known matters and repeated descriptions of substantially the same structures may be omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate understanding by those skilled in the art. In addition, the drawings and the following description are provided to enable those skilled in the art to fully understand the present application and are not intended to limit the subject matter described in the claims.

[0029] See also Figure 1-3 As shown, the rail vehicle automated coupler in the embodiment of the utility model comprises a frame 1, a lock pin shaft 2, an actuator 3 and a transmission assembly 4. The frame 1 is arranged at the bottom of the coupler. The lock pin shaft 2 comprises a driving shaft 21 and a manual shaft 22. The driving shaft 21 movably passes through the coupler and its two ends are respectively connected to the frame 1 for rotation. The manual shaft 22 is arranged at the end of the driving shaft 21. The actuator 3 is arranged at the bottom of the frame 1 and the output shaft of the actuator 3 movably passes through the frame 1. The transmission assembly 4 is used to convert the power output by the output shaft of the actuator 3 into a torque for driving the lock pin shaft 2 to rotate.

[0030] The frame 1 is composed of plates to form a cover structure, which is used to fix the lock pin shaft 2, the actuator 3 and the transmission assembly 4, and can also provide protection for each assembly to avoid collision. The lock pin shaft 2 cooperates with the lock pin assembly in the coupler. When the lock pin shaft 2 rotates, the block on the lock pin shaft 2 can drive the lock pin assembly to rotate synchronously, and then transmit the driving force to the hook tongue to complete the assembly and disassembly of the hook tongue and the adjacent coupler. The two ends of the lock pin shaft 2 are fixed on both sides of the frame 1 and are rotatably connected to the frame 1.

[0031] In one embodiment, the actuator 3 is a driving motor, and the piston rod of the actuator 3 can realize rotational motion. The transmission assembly 4 includes a transmission rod, a first bevel gear and a second bevel gear, the second bevel gear is fixedly sleeved on the periphery of the lock pin shaft 2, one end of the transmission rod is fixedly connected to the output shaft of the actuator 3, and the other end of the transmission rod is fixedly connected to the first bevel gear, and the first bevel gear is meshed with the second bevel gear. When the actuator 3 drives the output shaft to rotate, the output shaft drives the first bevel gear to rotate through the transmission rod, and the first bevel gear drives the second bevel gear to rotate under the meshing action, thereby driving the lock pin shaft 2 to rotate. This transmission method can save the vertical assembly space of the equipment structure, but because the bevel gear has a certain outer diameter, the cooperation of the two bevel gears requires a larger horizontal assembly space. Since the size of the coupler and the lock pin shaft 2 on the coupler is fixed, this transmission form may cause assembly difficulties.

[0032] In one embodiment, the actuator 3 is an actuator push cylinder, and the piston rod of the actuator 3 can realize telescopic movement. The transmission assembly 4 includes a rack 41 and a gear 42. The gear 42 is fixedly sleeved on the periphery of the lock pin shaft 2. One end of the rack 41 is fixedly connected to the output shaft of the actuator 3, and the other end of the rack 41 is meshed with the gear 42. When the actuator 3 drives the output shaft to extend, the output shaft pushes the rack 41 to move upward, and drives the gear 42 to rotate under the meshing action with the gear 42. The gear 42 then transmits the torque to the lock pin shaft 2 to drive the lock pin shaft 2 to rotate. This transmission method can save the horizontal assembly space of the equipment structure, but because the rack 41 needs to move in the vertical direction, the coordination of the rack 41 and the gear 42 requires a larger vertical assembly space. However, since there is still a large space surplus between the bottom of the coupler and the ground when the coupler bottom is installed on the vehicle, this transmission form is less difficult to assemble.

[0033] Specifically, two racks 41 and two gears 42 are provided. After the lock pin shaft 2 movably passes through the bottom frame of the coupler, the block on the lock pin shaft 2 cooperates with the lock pin in the bottom frame of the coupler, and the two gears 42 are respectively provided on the lock pin shaft 2 on both sides of the bottom frame of the coupler to form two symmetrical torque transmission parts. The two racks 41 are synchronously driven to rise and fall through the actuator 3, and are respectively engaged with the two gears 42. The purpose of providing two sets of racks 41 and gears 42 is to balance the torque on the lock pin shaft 2, reduce the stress concentration at a single torque transfer part, and avoid the lock pin shaft 2 and the rack 41 from being unstable or deformed due to excessive torque caused by stress concentration.

[0034] In order to connect the two racks 41 to the output shaft of the actuator 3 respectively, the racks 41 and the actuator 3 are fixed by a connector 43. A key hole is provided in the middle of the connector 43 for matching with the output shaft of the actuator 3. The two ends of the connector 43 extend toward the two racks 41 and can be detachably connected to the racks 41 by bolts, so as to facilitate the replacement of the racks 41 after a failure of the racks 41. The connector 43 is used as a transition structure to facilitate the connection between the racks 41 and the actuator 3, so that the actuator 3 can synchronously transmit the force to the gear 42, ensuring that the torque output by the two gears 42 is the same.

[0035] See also Figure 2 and Figure 4 As shown, the automated coupler also includes a plurality of rollers 5, which are arranged on the frame 1, and the rollers 5 are in contact with the rack 41 and can rotate relative to the rack 41. The rollers 5 can be a structure that is integrally connected to the frame 1 for rotation, or a structure that is fixed to the frame 1 at both ends and is provided with a rotatable bearing sleeve structure on the outer periphery. During the lifting and lowering process of the rack 41, the friction force obtained by contact can drive the rollers 5 to rotate, ensuring that the movement of the rack 41 in the vertical direction is not blocked. At the same time, under the restriction of the rollers 5, the degree of freedom of the free end of the rack 41 away from the actuator 3 is restricted, so as to avoid the rack 41 from jumping teeth during the meshing of the rack 41 and the gear 42, resulting in the deformation of the rack 41 at the end close to the actuator 3 due to the bending moment.

[0036] Furthermore, the frame 1 is provided with a limit groove 12 for mounting the roller 5, and the limit groove 12 is composed of two plate ribs, and the two ends of the roller 5 are respectively matched with the two plate ribs. The side where the rack 41 contacts the roller 5 forms a limit block 411, and the limit block 411 cooperates with the limit groove 12. Under the restriction of the limit block 411 and the roller 5, the rack 41 completely loses the degree of freedom in the lateral direction, and only retains the degree of freedom in the vertical direction, so that the rack 41 always remains stable during the movement and the meshing process with the gear 42.

[0037] See also Figure 1 , Figure 2 and Figure 3 As shown, the lock pin shaft 2 includes a driving shaft 21 and a manual shaft 22. The driving shaft 21 cooperates with the lock pin assembly to transmit torque and can rotate under the transmission action of the transmission assembly 4. The manual shaft 22 is separated from the outside of the frame 1 and is used to manually control the unmarshaling and assembly of the coupler. After the manual shaft 22 rotates, the torque can be transmitted to the driving shaft 21 and then to the lock pin assembly. A connecting plate 11 is provided on the side wall of the frame 1, and the connecting plate 11 forms a cover structure as a whole. The manual shaft 22 is rotatably connected to the connecting plate 11, and the first fork 211 and the second fork 221 are respectively provided on the mating ends of the driving shaft 21 and the manual shaft 22, and the torque is transmitted through the first fork 211 and the second fork 221. The first fork 211 and the second fork 221 are composed of stop blocks extending outward from the end surfaces of the driving shaft 21 and the manual shaft 22, respectively.

[0038] The automatic coupler also includes a photoelectric sensor 6, which determines whether a passage is formed in front or directly measures the distance between an obstacle and the sensor by emitting a light beam from the inside and receiving a reflected light beam. The first fork 211 and the second fork 221 can rotate relative to each other on the toothing surface to form a transmission cavity 23 through a rotation gap. The sensing end of the photoelectric sensor 6 is located in the connecting plate 11 and arranged opposite to the transmission cavity 23.

[0039] In a state of use, the lock pin shaft 2 is automatically controlled by the actuator 3 and the transmission assembly 4. When the lock pin shaft 2 drives the hook tongue to be in the locked position, the transmission cavity 23 is in a pass state in front of the sensing end of the photoelectric sensor 6, and the front end of the photoelectric sensor 6 is not blocked by the first fork 211 and the second fork 221. When the drive shaft 21 rotates under the transmission of the transmission assembly 4, the first fork 211 rotates synchronously and blocks the front end of the photoelectric sensor 6, so that the photoelectric sensor 6 changes the state signal to indicate to the operator, indicating that the actuator 3 and the transmission assembly 4 are in the execution state at this time. At the same time, due to the existence of a certain rotation gap between the first fork 211 and the second fork 221, and under the rotation limit of the lock pin component itself, the first fork 211 has a rotation angle limit, the first fork 211 will not drive the second fork 221 to rotate, the second fork 221 is always in a stationary state, and the second fork 221 will not affect the photoelectric sensor 6. Therefore, when the lock pin shaft 2 rotates back to the initial position under the transmission action of the transmission assembly 4, the first fork 211 disengages from the sensing end of the photoelectric sensor 6, and the transmission cavity 23 re-forms a passage, indicating that the actuator 3 and the transmission assembly 4 are in a retracted state at this time.

[0040] In a state of use, the lock pin shaft 2 is manually controlled, that is, the manual shaft 22 is manually used to control the rotation of the drive shaft 21. When the lock pin shaft 2 drives the hook tongue to the unbundling position, the transmission cavity 23 is in a passage state in front of the sensing end of the photoelectric sensor 6, and the front end of the photoelectric sensor 6 is not blocked by the first fork 211 and the second fork 221. When the drive shaft 21 rotates under the transmission of the manual shaft 22, the first fork 211 rotates synchronously and blocks the front end of the photoelectric sensor 6, so that the photoelectric sensor 6 changes the state signal to indicate to the operator, indicating that the actuator 3 and the transmission assembly 4 are in the execution state at this time. When the hook tongue is locked again under the action of external force, the lock pin assembly reverses the drive shaft 21, and the drive shaft 21 synchronously drives the manual shaft 22 to rotate, so that the transmission cavity 23 is restored to the passage state, and the photoelectric sensor 6 changes the state signal to indicate that the drive shaft 21 and the manual shaft 22 are both in the reset state at this time.

[0041] It should be noted that the present application is not limited to the above-mentioned embodiments. The above-mentioned embodiments are only examples, and the embodiments having the same structure as the technical idea and exerting the same effect within the scope of the technical solution of the present application are all included in the technical scope of the present application. In addition, without departing from the scope of the main purpose of the present application, various modifications that can be thought of by those skilled in the art to the embodiments and other methods of combining some of the constituent elements in the embodiments are also included in the scope of the present application.

Claims

1. An automated rail vehicle coupler, characterized in that: include: A frame (1), wherein the frame (1) is arranged at the bottom of the coupler; A lock pin rotating shaft (2), the lock pin rotating shaft (2) comprising a driving rotating shaft (21) and a manual rotating shaft (22), the driving rotating shaft (21) movably passes through the rear end of the coupler and is respectively rotatably connected to the frame (1), and the manual rotating shaft (22) is arranged at the end of the driving rotating shaft (21); An actuator (3), wherein the actuator (3) is arranged at the bottom of the frame (1) and an output shaft of the actuator (3) movably passes through the frame (1); A transmission assembly (4) is used to convert the power output by the output shaft of the actuator (3) into a torque for driving the lock pin rotating shaft (2) to rotate.

2. The rail vehicle automated coupler according to claim 1, characterized in that: The transmission assembly (4) comprises a rack (41) and a gear (42); the gear (42) is fixedly sleeved on the periphery of the lock pin rotating shaft (2); one end of the rack (41) is fixedly connected to the output shaft of the actuator (3); and the other end of the rack (41) is meshed with the gear (42).

3. The rail vehicle automated coupler according to claim 2, characterized in that: Two racks (41) and two gears (42) are provided, and the two gears (42) are respectively fixedly sleeved on the two ends of the lock pin rotating shaft (2). After one end of the two racks (41) is respectively fixedly connected to the output shaft of the actuator (3), the other ends of the two racks (41) are respectively meshed with the corresponding gears (42).

4. The rail vehicle automated coupler according to claim 3, characterized in that: The transmission assembly (4) further comprises a connecting member (43). After the connecting member (43) is fixedly connected to the output shaft of the actuator (3), two ends of the connecting member (43) respectively extend toward two ends of the lock pin rotating shaft (2), and the ends of the two racks (41) are respectively arranged at the two extended ends of the connecting member (43).

5. The rail vehicle automated coupler according to claim 2, characterized in that: It also comprises a plurality of rotating rollers (5), wherein the rotating rollers (5) are arranged on the frame (1), and the rotating rollers (5) are in close contact with the rack (41) and can rotate relative to the rack (41).

6. The rail vehicle automated coupler according to claim 5, characterized in that: The frame (1) is provided with a limiting groove (12) for mounting a rotating roller (5); a limiting block (411) is formed on the side of the rack (41) that contacts the rotating roller (5); and the limiting block (411) and the limiting groove (12) cooperate with each other.

7. The rail vehicle automated coupler according to claim 1, characterized in that: A connecting plate (11) is arranged on the side wall of the frame (1), the manual rotating shaft (22) is rotatably connected to the connecting plate (11), and a first shift fork (211) and a second shift fork (221) are respectively arranged on the mating ends of the driving rotating shaft (21) and the manual rotating shaft (22), and torque is transmitted through the first shift fork (211) and the second shift fork (221).

8. The rail vehicle automated coupler according to claim 7, characterized in that: It also includes a photoelectric sensor (6), wherein the first shift fork (211) and the second shift fork (221) can rotate relative to each other on the toothing surface to form a transmission cavity (23) through a rotation gap, and the sensing end of the photoelectric sensor (6) is located in the connecting plate (11) and arranged opposite to the transmission cavity (23).

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