Metro train coupler adjusting rod
By designing an adjustment rod for subway trains, the problem of difficulty in connecting the hooks in complex track environments is solved, and a more efficient and safer hook docking operation is achieved.
Patent Information
- Application Number
- CN202422203182.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-06
- Publication Date
- 2025-06-27
- Estimated Expiration
- 2034-09-06
AI Technical Summary
In subway systems, it is difficult to connect the hooks in complex track environments, especially in small radius curves. The traditional adjustment methods are cumbersome and inaccurate, which increases the risk of failure and operational difficulty.
A subway train hook adjustment rod is designed, including the rod body, adjustment hook and extension rod. Through flexible tension and thrust adjustment, the angle deviation caused by small radius curves is overcome and effective adjustments are made in a narrow space.
Improve the accuracy and safety of hook docking, simplify the operation process, reduce the risk of failure, and enhance the safety of operators.
Smart Images
Figure CN223030987U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a coupler adjusting rod for subway trains, belonging to the technical field of rail transit technology. Background Art
[0002] In the subway system, when a subway train breaks down, a rescue train can carry out effective rescue, ensuring the safe operation of the railway and the smooth flow of urban traffic. In case of an emergency breakdown, especially in complex terrains such as small-radius curves, the docking and adjustment of the couplers of the trains are particularly important.
[0003] Under the current subway fault rescue situation, the coupler docking often faces various situations. First of all, in complex track environments such as curves or slopes, the angle of the coupler may not fully match the docking coupler, resulting in difficult connection. Secondly, the slight position deviation of the car body or the coupler will also affect the docking, and may cause the coupler to not be fully inserted. In addition, it is particularly difficult to adjust the angle and position of the coupler in a narrow or restricted space, increasing the complexity of the operation. Since subway lines often pass through curves or bends, the accuracy and angle of the coupler docking are crucial for the coupling efficiency and safety of the trains. In a small-radius curve, the curvature of the curve makes the docking angle between the coupler and the car body more complex, and precise adjustment of the coupler is required to ensure smooth docking. In addition, the traditional adjustment operation method is often manually adjusted by manpower. During the adjustment process, not only is the operation cumbersome, but there are also problems such as operation errors and low adjustment accuracy, increasing the risk of faults, and the operation environment is narrow and restricted, increasing the risk of injury to the operators.
[0004] Therefore, it is necessary to design a coupler adjusting rod for subway trains, which can complete the adjustment of the coupler by pushing or pulling, and can help the operator overcome the angle deviation caused by the small-radius curve in a limited space, ensuring that the coupler can be safely and stably docked, so as to meet the requirements for convenience and accuracy in subway train fault rescue. Summary of the Utility Model
[0005] Therefore, the purpose of the utility model is to provide a coupler adjusting rod for subway trains with convenient use and high operation efficiency.
[0006] To achieve the above purpose, a coupler adjusting rod for subway trains of the utility model includes a rod body and an adjusting hook; the adjusting hook includes a hook rod and a hook; the hook rod fixedly connects the rod body and the hook, and the inner side of the top end of the hook rod is provided with a first internal thread, and the inner side of the bottom end of the hook rod is provided with a second internal thread; the rod body is provided with a bottom rod, and the top end of the bottom rod is provided with a first external thread, which is matched with the first internal thread and the second internal thread of the adjusting hook.
[0007] The hook is welded to the outside of the hook rod.
[0008] The rod body is also provided with an extension rod.
[0009] The top end of the extension rod is provided with a second external thread, and the bottom end of the extension rod is provided with a third internal thread.
[0010] The rod body is provided with anti-slip structures, and there are multiple anti-slip structures.
[0011] The present utility model also provides a subway train coupler adjustment rod, which includes a rod body and an adjustment hook; the adjustment hook includes an upper hook, a lower hook and a base rod, the base rod fixedly connects the rod body, the upper hook and the lower hook, and a fourth internal thread is arranged on the inner side of the bottom end of the base rod; the rod body is provided with a bottom rod, and a first external thread is arranged on the top end of the bottom rod, which is matched with the fourth internal thread of the adjustment hook.
[0012] The upper hook and the lower hook are respectively welded to the top end and the outer side of the welding rod of the adjustment hook.
[0013] The rod body is also provided with an extension rod.
[0014] The top end of the extension rod is provided with a second external thread, and the bottom end of the extension rod is provided with a third internal thread.
[0015] The rod body is provided with anti-slip structures, and there are multiple anti-slip structures.
[0016] Adopting the above technical solution, for the subway train coupler adjustment rod provided by the present utility model, the adjustment hook enables the operator to flexibly convert the pulling force and the pushing force to adjust the angle of the train coupler, improving the operation efficiency and flexibility. In addition, the addition of the extension rod enables the operator to make effective adjustments in a restricted space, overcoming the angular deviation caused by small-radius curves, thereby ensuring the stable docking of the coupler. And the anti-slip structures on the rod body enhance the operation safety and reduce the risk of slipping or slipping off the hand. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 It is a schematic diagram of the state of the pulling hook of the present utility model.
[0018] Figure 2 It is a schematic diagram of the state of the pushing hook of the present utility model.
[0019] Figure 3 It is a schematic diagram of the non-extended state of the present utility model.
[0020] Figure 4 It is an exploded schematic diagram of the structure of the present utility model.
[0021] Figure 5 It is a schematic diagram of the thread structure of the present utility model.
[0022] Figure 6 It is a schematic diagram of the top end of the adjustment hook of the present utility model.
[0023] Figure 7 This is a schematic diagram of the usage state of the second embodiment of the present utility model.
[0024] Figure 8 This is a schematic structural diagram of the adjusting hook in the second embodiment of the present utility model. Specific Embodiment
[0025] The present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0026] Embodiment 1:
[0027] As Figures 1-6 shown, an adjusting rod for a subway train coupler of the present utility model includes a rod body 1 and an adjusting hook 2; the adjusting hook 2 includes a hook rod 5 and a hook 6, the adjusting hook 5 fixedly connects the rod body 1 and the hook 6, a first internal thread 13 is provided inside the top end of the hook rod 5, and a second internal thread 11 is provided inside the bottom end of the hook rod 5; the rod body 1 is provided with a bottom rod 3, a first external thread 8 is provided at the top end of the bottom rod 3, which is matched with the first internal thread 13 and the second internal thread 11 of the adjusting hook 2, and is used to flexibly change the state between a tension hook and a thrust hook, improving the efficiency and flexibility of operation.
[0028] The hook 6 is welded to the outside of the hook rod 5. The welding method is more firm and can withstand greater mechanical loads and wear, thereby extending the service life.
[0029] The rod body 1 is further provided with an extension rod 4 for lengthening the rod body 1, enabling the operator to make effective adjustments in a restricted space.
[0030] A second external thread 7 is provided at the top end of the extension rod 4, which is matched with the internal thread structure of the adjusting hook 2 to complete the flexible switching between the states of the tension hook and the thrust hook; a third internal thread 12 is provided at the bottom end of the extension rod 4 for screwing and fixing with the first external thread 8 of the bottom rod 3.
[0031] An anti-slip structure is provided on the rod body 1, including a first anti-slip sleeve 9 and a second anti-slip sleeve 10; the first anti-slip sleeve 9 is arranged on the outer wall of the bottom rod 3, and the second anti-slip sleeve 10 is arranged on the outer wall of the extension rod, which is used to enhance the safety of operation and reduce the risk of slipping or slipping off.
[0032] When used in a conventional environment, the first anti-slip sleeve 9 is coaxially fixed on the outer wall of the bottom rod 3, and then the first external thread 8 of the bottom rod 3 is screwed and fixed with the second internal thread 11 of the adjusting hook 2. At this time, it is in the state of a tension hook, or it is switched to the state of a thrust hook by screwing and fixing the first external thread 8 of the bottom rod 3 with the first internal thread 13 of the adjusting hook 2 for completing the work in a conventional environment.
[0033] AsFigure 1 As shown, when used in a narrow or restricted space, the state of the tension hook: the bottom rod 3 is fixed to the extension rod 4 by screwing. Then, the first anti-slip sleeve 9 is coaxially fixed to the outer wall of the bottom rod 3, and the second anti-slip sleeve 10 is coaxially fixed to the outer wall of the extension rod. Then, the second external thread 7 of the extension rod is screwed and fixed to the second internal thread 11 of the adjustment hook 2. At this time, it is in the state of the tension hook.
[0034] As Figure 2 shown, if the space is not suitable for using the tension adjustment to train the hook angle, it is necessary to switch to the other side of the train for operation and switch to the state of the thrust hook: the bottom rod 3 is fixed to the extension rod 4 by screwing. Then, the first anti-slip sleeve 9 is coaxially fixed to the outer wall of the bottom rod 3, and the second anti-slip sleeve 10 is coaxially fixed to the outer wall of the extension rod. Then, the second external thread 7 of the extension rod is screwed and fixed to the first internal thread 13 of the adjustment hook 2. At this time, it is in the state of the thrust hook.
[0035] Adopting the above technical solution, for the coupler adjusting rod of the subway train of the present utility model, the first internal thread 13 and the second internal thread 11 of the adjustment hook 2 are precisely matched with the external thread of the rod body 1, so that the adjustment hook 2 can be flexibly switched between the states of the tension hook and the thrust hook, improving the operation efficiency and flexibility. In addition, the addition of the extension rod 4 enables the operator to make effective adjustments in a restricted space, overcoming the angular deviation caused by a small-radius curve, thereby ensuring the stable docking of the coupler. And the anti-slip structure on the rod body 1 enhances the operation safety and reduces the risk of slipping or slipping off.
[0036] Embodiment 2:
[0037] As Figures 7-8 shown, the difference between this embodiment and Embodiment 1 is that: the adjustment hook 2 includes an upper hook 14, a lower hook 15 and a base rod 16. The base rod 16 fixedly connects the rod body 1, the upper hook 14 and the lower hook 15. A fourth internal thread 17 is provided on the inner side of the bottom end of the base rod 16; the rod body 1 is provided with a bottom rod 3, and a first external thread 8 is provided at the top end of the bottom rod 3, which is matched with the fourth internal thread 17 of the adjustment hook.
[0038] When used in a conventional environment, the first anti-slip sleeve 9 is coaxially fixed to the outer wall of the bottom rod 3, and then the first external thread 8 of the bottom rod 3 is screwed and fixed to the fourth internal thread 17 of the adjustment hook 2 to complete the assembly. The combined structure of the upper hook 14 and the lower hook 15 of the adjustment hook 2 enables the operator to use the upper hook 14 for the adjustment of the tension and the lower hook 15 for the adjustment of the thrust according to the operation requirements.
[0039] When used in a narrow or restricted space, the bottom rod 3 is fixed to the extension rod 4 by screwing. Then, the first anti-slip sleeve 9 is coaxially fixed to the outer wall of the bottom rod 3, and the second anti-slip sleeve 10 is coaxially fixed to the outer wall of the extension rod. Then, the second external thread 7 of the extension rod is screwed and fixed to the fourth internal thread 17 of the adjustment hook 2 to complete the assembly. And when the space is not suitable for using the tension to adjust the angle of the train coupler, there is no need to switch to the other side of the train for operation. The downward hook 15 can be directly used to complete the operation of thrust adjustment.
[0040] With the above technical solution, for the coupler adjustment rod of the subway train of the present utility model, the combined structure of the upward hook 14 and the downward hook 15 of the adjustment hook 2 enables the operator to flexibly switch between tension and thrust to adjust the angle of the train coupler, improving the operation efficiency and flexibility. In addition, the addition of the extension rod 4 enables the operator to make effective adjustments in a restricted space, overcoming the angular deviation caused by a small-radius curve, thereby ensuring the stable docking of the coupler. And the anti-slip structure on the rod body 1 enhances the operation safety and reduces the risk of slipping or slipping off.
[0041] Obviously, the above embodiments are only examples clearly described and not limitations on the implementation manners. For those of ordinary skill in the art, other different forms of changes or variations can be made based on the above description. It is not necessary and impossible to list all the implementation manners here. And the obvious changes or variations derived therefrom are still within the protection scope of the present utility model.
Claims
1. A subway train coupler adjustment rod, characterized in that: It includes a rod body and an adjusting hook; the adjusting hook includes a hook rod and a curved hook, the hook rod is fixedly connected to the rod body and the curved hook, the inner side of the top end of the hook rod is provided with a first internal thread, and the inner side of the bottom end of the hook rod is provided with a second internal thread; the rod body is provided with a bottom rod, and the top end of the bottom rod is provided with a first external thread, which cooperates with the first internal thread and the second internal thread of the adjusting hook.
2. The subway train coupler adjusting rod according to claim 1, characterized in that: The bent hook is welded to the outer side of the hook rod.
3. The subway train coupler adjusting rod according to claim 1, characterized in that: The rod body is also provided with an extension rod.
4. The subway train coupler adjusting rod according to claim 3, characterized in that: The top end of the extension rod is provided with a second external thread, and the bottom end of the extension rod is provided with a third internal thread.
5. The subway train coupler adjusting rod according to any one of claims 1 to 4, characterized in that: The rod body is provided with an anti-skid structure, and the number of the anti-skid structures is multiple.
6. A subway train coupler adjustment rod, characterized in that: It includes a rod body and an adjusting hook; the adjusting hook includes an upper curved hook, a lower curved hook and a base rod, the base rod is fixedly connected to the rod body, the upper curved hook and the lower curved hook, and the inner side of the bottom end of the base rod is provided with a fourth internal thread; the rod body is provided with a bottom rod, and the top end of the bottom rod is provided with a first external thread, which matches the fourth internal thread of the adjusting hook.
7. The subway train coupler adjusting rod according to claim 6, characterized in that: The upper curved hook and the lower curved hook are respectively welded to the top end and the outer side of the adjusting hook welding rod.
8. The subway train coupler adjusting rod according to claim 6, characterized in that: The rod body is also provided with an extension rod.
9. The subway train coupler adjusting rod according to claim 8, characterized in that: The top end of the extension rod is provided with a second external thread, and the bottom end of the extension rod is provided with a third internal thread.
10. The subway train coupler adjusting rod according to any one of claims 6 to 9, characterized in that: The rod body is provided with an anti-skid structure, and the number of the anti-skid structures is multiple.