Automatic unhooking and hooking system for locomotive coupler

Abstract

The utility model discloses an automatic picking and hanging system of a locomotive coupler, which comprises a picking and hanging mechanism and a driving mechanism, the picking and hanging mechanism comprises a bolt, the lower end of the bolt is arranged in an upper lock pin hole of a coupler seat of the coupler, and the upper end of the bolt is arranged outside the upper lock pin hole of the coupler seat of the coupler; the driving mechanism is arranged above the car coupler, connected with the upper end of the plug pin and used for driving the plug pin to move downwards or upwards so that the lower end of the plug pin can move into or move out of a lower lock pin hole of a coupler body of the car coupler. The automatic unhooking and hooking system for the car coupler has the advantages that the automatic unhooking and hooking system for the car coupler can be used for automatically unhooking and hooking the car coupler, is more suitable for a modern unmanned intelligent transportation system, completes unhooking and hooking of the car coupler without depending on a manual plug pin inserting and pulling mode, and is very convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit transportation, in particular to an automatic coupler uncoupling and coupling system for locomotives. Background Art

[0002] During the process of rail transit transportation, tram locomotives are widely used for transportation operations. Usually, the locomotive pulls the vehicle to run, and the coupler is used to connect the locomotive and the vehicle. The existing coupler (such as a coupler and a coupler die disclosed in the application number 202110205980.9) is as Figure 1 - Figure 2 shown. The coupler 100 includes a coupler seat 110 and a coupler body 120. The coupler seat 110 has a coupler cavity 111. The front side of the coupler cavity 111 is open. A locking pin hole 112 communicating with the coupler cavity 111 is formed on the coupler seat 110. The locking pin hole 112 extends in the vertical direction. The coupler body 120 has a fixedly connected installation part and a coupler tongue part. A lower locking pin hole 121 is formed on the coupler body 120. The lower locking pin hole 121 extends in the vertical direction and is located on the installation part. The installation part is arranged in the coupler cavity 111, and the coupler tongue part is arranged outside the coupler cavity 111. The connection part between the installation part and the coupler tongue part is rotationally connected to the coupler seat 110 via a pin shaft, so that the coupler body 120 swings reciprocally, and the lower locking pin hole 121 and the upper locking pin hole 112 correspond to each other or are staggered from each other. When the lower locking pin hole 121 and the upper locking pin hole 112 correspond to each other, the coupler tongue part approaches the coupler seat 110 and is in a tightened state. When the lower locking pin hole 121 and the upper locking pin hole 112 are staggered from each other, the coupler tongue part moves away from the coupler seat 110 and is in a released state. When the lower locking pin hole and the upper locking pin hole correspond to each other, the bolt is inserted into the upper locking pin hole and the lower locking pin hole from top to bottom, and the coupler body can be locked to keep the coupler in a tightened state. However, it is necessary to manually insert and remove the bolt to complete the uncoupling and coupling of the coupler, which is relatively troublesome and has great potential safety hazards, and it cannot adapt to the modern unmanned intelligent transportation system. Summary of the Utility Model

[0003] The purpose of the utility model is to overcome the above technical deficiencies, and propose an automatic coupler uncoupling and coupling system for locomotives, so as to solve the technical problems in the prior art that it is relatively troublesome to complete the uncoupling and coupling of the coupler by manually inserting and removing the bolt, has great potential safety hazards, and cannot adapt to the modern unmanned intelligent transportation system.

[0004] To achieve the above technical purpose, the technical solution of the utility model provides an automatic coupler uncoupling and coupling system for locomotives, including:

[0005] The detaching and attaching mechanism includes a latch pin. The lower end of the latch pin is arranged in the upper locking pin hole of the coupler seat of the coupler, and the upper end of the latch pin is arranged outside the upper locking pin hole of the coupler seat of the coupler.

[0006] The driving mechanism is arranged above the coupler and is connected to the upper end of the latch pin for driving the latch pin to move downward or upward so that the lower end of the latch pin moves into or out of the lower locking pin hole of the coupler body of the coupler.

[0007] Furthermore, the detaching and attaching mechanism further includes a hook lifting member which has a flexible structure. One end of the hook lifting member is connected to the upper end of the latch pin, and the driving mechanism is connected to the other end of the hook lifting member.

[0008] Furthermore, the hook lifting member is a cable chain.

[0009] Furthermore, the driving mechanism includes a rotating shaft, a hook lifting rod, a driving rod and a telescopic driving member. The rotating shaft is horizontally arranged, and both ends of the rotating shaft are rotatably connected to the vehicle body. The hook lifting rod is perpendicular to the rotating shaft. One end of the hook lifting rod is fixedly connected to the rotating shaft, and the other end of the hook lifting rod is connected to the other end of the hook lifting member. The driving rod is perpendicular to the rotating shaft. One end of the driving rod is fixedly connected to the rotating shaft. The fixed end of the telescopic driving member is hinged to the vehicle body, and the telescopic end of the telescopic driving member is hinged to the other end of the driving rod for driving the driving rod to swing reciprocally so that the other end of the hook lifting rod moves upward or downward.

[0010] Furthermore, the rotating shaft is located at the rear end of the coupler seat of the coupler and is parallel to the front wall of the vehicle body.

[0011] Furthermore, the automatic detaching and attaching system for locomotive couplers further includes a control unit which is electrically connected to the driving mechanism for controlling the start and stop of the driving mechanism.

[0012] Furthermore, the control unit includes an induction plate, a proximity switch and a controller. One end of the induction plate is fixedly connected to the rotating shaft and emits a signal beam extending along the length direction of the rotating shaft. The proximity switch is arranged on the side of the rotating shaft and is fixedly connected to the vehicle body for receiving the signal emitted by the induction plate and outputting a signal. When the proximity switch receives the signal emitted by the induction plate, the lower end of the latch pin moves out of the lower locking pin hole of the coupler body of the coupler. The input end of the controller is electrically connected to the proximity switch for receiving the output signal of the proximity switch, and the output end of the controller is electrically connected to the telescopic driving member for controlling the start and stop of the telescopic driving member.

[0013] Furthermore, the induction plate is in a rod-shaped structure, and the other end of the induction plate has a signal transmitter. The proximity switch is in a columnar structure and is parallel to the rotating shaft.

[0014] Further, the telescopic driving member is a cylinder.

[0015] Further, the driving mechanism further includes two ear seats which are arranged at intervals and are both fixedly connected to the front wall of the vehicle body. Two ends of the rotating shaft are respectively rotatably installed on the corresponding ear seats, and the proximity switch is fixedly arranged on one of the ear seats.

[0016] Compared with the prior art, the beneficial effects of the present utility model include: when it is necessary to move the lower end of the bolt out of the lower locking pin hole of the coupler body of the coupler, by controlling the driving mechanism, the driving mechanism drives the bolt to move upward, so that the lower end of the bolt moves out of the lower locking pin hole of the coupler body of the coupler, and the state of the coupler body of the coupler is released. The coupler body of the coupler can rotate relative to the coupler seat of the coupler. The locomotive moves away from the vehicle and drives the coupler away from the vehicle. The coupler of the locomotive is separated from the coupler body of the vehicle. When it is necessary to insert the lower end of the bolt into the lower locking pin hole of the coupler body of the coupler, the locomotive moves closer to the vehicle and drives the coupler closer to the vehicle. The coupler of the locomotive is docked with the coupler body of the vehicle. By controlling the driving mechanism, the driving mechanism drives the bolt to move downward until the lower end of the bolt is inserted into the lower locking pin hole of the coupler body of the coupler to lock the coupler body and keep the coupler in a tightly locked state. The automatic coupler uncoupling and coupling system of the present invention can uncouple and couple the coupler automatically, which is more suitable for the modern unmanned intelligent transportation system. It is no longer necessary to rely on the method of manually inserting and removing the bolt to complete the uncoupling and coupling of the coupler, which is very convenient. Description of the Drawings

[0017] Figure 1 is a schematic structural view of a conventional coupler;

[0018] Figure 2 is a three-dimensional structural view of a conventional coupler seat;

[0019] Figure 3 is a three-dimensional structural view of the layout relationship between an automatic coupler uncoupling and coupling system for a locomotive and a locomotive coupler provided by the present utility model;

[0020] Figure 4 is a three-dimensional structural view of an automatic coupler uncoupling and coupling system for a locomotive provided by the present utility model;

[0021] In the figure: 100 - coupler, 110 - coupler seat, 111 - coupler cavity, 112 - upper locking pin hole, 120 - coupler body, 121 - lower locking pin hole, 200 - uncoupling and coupling mechanism, 210 - bolt, 220 - coupler lifting member, 300 - driving mechanism, 310 - rotating shaft, 320 - coupler lifting rod, 330 - driving rod, 340 - telescopic driving member, 350 - ear seat, 400 - control unit, 410 - induction plate, 420 - proximity switch. Detailed Embodiments

[0022] In order to make the purpose, technical solutions and advantages of the present utility model more clear and understandable, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0023] The present utility model provides an automatic coupling uncoupling system for a locomotive, and its structure is as Figure 3 - Figure 4 shown, including an uncoupling mechanism 200 and a driving mechanism 300. The uncoupling mechanism 200 includes a latch 210. The lower end of the latch 210 is arranged in the upper locking pin hole 112 of the hook seat 110 of the coupler 100, and the upper end of the latch 210 is arranged outside the upper locking pin hole 112 of the hook seat 110 of the coupler 100. The driving mechanism 300 is arranged above the coupler 100 and is connected to the upper end of the latch 210 for driving the latch 210 to move downward or upward, so that the lower end of the latch 210 moves into or out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100.

[0024] When it is necessary to move the lower end of the latch 210 out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, by controlling the driving mechanism 300, the driving mechanism 300 is made to drive the latch 210 to move upward, so that the lower end of the latch 210 moves out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, and the state of the coupler body 120 of the coupler 100 is released. The coupler body 120 of the coupler 100 can rotate relative to the hook seat 110 of the coupler 100. The locomotive moves away from the vehicle and drives the coupler 100 away from the vehicle. The coupler 100 of the locomotive is separated from the coupler body 120 of the vehicle. When it is necessary to insert the lower end of the latch 210 into the lower locking pin hole 121 of the coupler body 120 of the coupler 100, the locomotive moves closer to the vehicle and drives the coupler 100 closer to the vehicle. The coupler 100 of the locomotive is docked with the coupler body 120 of the vehicle. By controlling the driving mechanism 300, the driving mechanism 300 is made to drive the latch 210 to move downward until the lower end of the latch 210 is inserted into the lower locking pin hole 121 of the coupler body 120 of the coupler 100, and the coupler body 120 is locked, so that the coupler 100 maintains a tightly hooked state. The automatic coupling uncoupling system of this coupler 100 can uncouple and couple the coupler 100 automatically, which is more suitable for the modern unmanned intelligent transportation system. It is no longer necessary to rely on the method of manually inserting and removing the latch 210 to complete the uncoupling and coupling of the coupler 100, which is very convenient.

[0025] As a preferred embodiment, please refer to Figure 4, the uncoupling and coupling mechanism 200 further includes a hook lifting member 220. The hook lifting member 220 has a flexible structure. One end of the hook lifting member 220 is connected to the upper end of the latch 210, and the driving mechanism 300 is connected to the other end of the hook lifting member 220 to lift the latch 210 through the hook lifting member 220. The hook lifting member 220 with a flexible structure is for manually lifting the latch 210 upward or manually inserting the latch 210 when a mechanical failure occurs in the system, so as to realize manual uncoupling and coupling. The structure is simple and the reliability is high.

[0026] As a preferred embodiment, please refer to Figure 4 , the hook lifting member 220 is a cable chain, so that the hook lifting member 220 has a flexible structure. When a mechanical failure occurs in the system, the latch 210 can be manually lifted upward or the latch 210 can be manually inserted to realize manual uncoupling and coupling. The structure is simple and the reliability is high.

[0027] As a preferred embodiment, please refer to Figure 3 and Figure 4 , the driving mechanism 300 includes a rotating shaft 310, a hook lifting rod 320, a driving rod 330 and a telescopic driving member 340. The rotating shaft 310 is horizontally arranged, and both ends of the rotating shaft 310 are rotatably connected to the vehicle body. The hook lifting rod 320 is perpendicular to the rotating shaft 310. One end of the hook lifting rod 320 is fixedly connected to the rotating shaft 310, and the other end of the hook lifting rod 320 is connected to the other end of the hook lifting member 220. The driving rod 330 is perpendicular to the rotating shaft 310. One end of the driving rod 330 is fixedly connected to the rotating shaft 310. The fixed end of the telescopic driving member 340 is hinged to the vehicle body, and the telescopic end of the telescopic driving member 340 is hinged to the other end of the driving rod 330, which is used to drive the driving rod 330 to swing reciprocally, so that the other end of the hook lifting rod 320 moves upward or downward. By controlling the telescopic driving member 340, the telescopic driving member 340 can drive the driving rod 330 to swing reciprocally and drive the rotating shaft 310 to rotate forward or backward, so that the other end of the hook lifting rod 320 moves upward or downward, and drives the lower end of the latch 210 to move out of or insert into the lower locking pin hole 121 of the hook body 120 of the coupler 100 through the hook lifting member 220, realizing automatic uncoupling and coupling.

[0028] As a preferred embodiment, please refer to Figure 3 , the rotating shaft 310 is located at the rear end of the hook seat 110 of the coupler 100 and is parallel to the front wall of the vehicle body. Due to the limited space between the locomotive and the vehicle, setting the rotating shaft 310 parallel to the front wall of the vehicle body can avoid the rotating shaft 310 occupying a large space in the length direction.

[0029] As a preferred embodiment, please refer to Figure 4 , the locomotive coupler automatic uncoupling and coupling system further includes a control unit 400. The control unit 400 is electrically connected to the driving mechanism 300 and is used to control the start and stop of the driving mechanism 300, facilitating the remote control of the locomotive for uncoupling and coupling, and realizing the intelligent and unmanned control of the locomotive for towing vehicles.

[0030] As a preferred embodiment, please refer to Figure 4 , the control unit 400 includes an induction plate 410, a proximity switch 420 and a controller. One end of the induction plate 410 is fixedly connected to the rotating shaft 310 and emits a signal beam extending along the length direction of the rotating shaft 310. The proximity switch 420 is arranged on the side of the rotating shaft 310 and is fixedly connected to the vehicle body, and is used to receive the signal emitted by the induction plate 410 and output a signal. When the proximity switch 420 receives the signal emitted by the induction plate 410, the lower end of the latch 210 moves out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100. The input end of the controller is electrically connected to the proximity switch 420 and is used to receive the output signal of the proximity switch 420. The output end of the controller is electrically connected to the telescopic driving member 340 and is used to control the start and stop of the telescopic driving member 340. When it is necessary to move the lower end of the latch 210 out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, the controller controls the telescopic driving member 340 to start and drives the driving rod 330 to swing, so that the other end of the coupler lifting rod 320 moves upward, and the latch 210 is lifted upward through the coupler lifting member 220 until the lower end of the latch 210 moves out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, releasing the state of the coupler body 120 of the coupler 100. The coupler body 120 of the coupler 100 can rotate relative to the coupler seat 110 of the coupler 100. The locomotive moves away from the vehicle and drives the coupler 100 away from the vehicle. The coupler 100 of the locomotive is separated from the coupler body 120 of the vehicle. At this time, the proximity switch 420 receives the signal emitted by the induction plate 410 and feeds it back to the controller, and the controller controls the telescopic driving member 340 to stop.

[0031] As a preferred embodiment, please refer to Figure 4 , the induction plate 410 is a rod-shaped structure, and the other end of the induction plate 410 has a signal transmitter. The proximity switch 420 is a columnar structure and is parallel to the rotating shaft 310, facilitating the proximity switch 420 to receive the signal emitted by the induction plate 410.

[0032] As a preferred embodiment, please refer to Figure 4, the telescopic driving member 340 is a cylinder. When it is necessary to move the lower end of the bolt 210 out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, the reversing valve coil of the cylinder is energized, and the cylinder retracts, driving the driving rod 330 to swing, so that the other end of the hook lifting rod 320 moves upward, and the bolt 210 is lifted upward through the hook lifting member 220 until the lower end of the bolt 210 moves out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, releasing the state of the coupler body 120 of the coupler 100. The coupler body 120 of the coupler 100 can rotate relative to the coupler seat 110 of the coupler 100. The locomotive moves away from the vehicle and drives the coupler 100 away from the vehicle. The coupler 100 of the locomotive is separated from the coupler body 120 of the vehicle. At this time, the proximity switch 420 receives the signal emitted by the induction plate 410 and feeds it back to the controller. The controller controls the reversing valve coil of the cylinder to lose power, and the cylinder resets. The bolt 210 moves downward. If the automatic uncoupling function is started and the proximity switch 420 cannot receive the signal, it means that the bolt 210 is not lifted in place, and the reversing valve coil of the cylinder will continue to be energized, and a prompt will be given that the uncoupling is not successful.

[0033] As a preferred embodiment, please refer to Figure 4 , the driving mechanism 300 further includes two ear seats 350. The two ear seats 350 are arranged at intervals and are both fixedly connected to the front wall of the vehicle body. The two ends of the rotating shaft 310 are respectively rotatably installed on the corresponding ear seats 350. The proximity switch 420 is fixedly arranged on one of the ear seats 350. The ear seat 350 can provide support for the rotating shaft 310 and the proximity switch 420.

[0034] To better understand the present invention, the working principle of the technical solution of the present invention will be described in detail below in conjunction with Figure 1 - Figure 4 :

[0035] When it is necessary to move the lower end of the bolt 210 out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, the reversing valve coil of the cylinder is energized, and the cylinder retracts, driving the driving rod 330 to swing, causing the other end of the hook lifting rod 320 to move upward, and lifting the bolt 210 upward through the hook lifting member 220 until the lower end of the bolt 210 moves out of the lower locking pin hole 121 of the coupler body 120 of the coupler 100, releasing the state of the coupler body 120 of the coupler 100. The coupler body 120 of the coupler 100 can rotate relative to the coupler seat 110 of the coupler 100. The locomotive moves away from the vehicle and drives the coupler 100 away from the vehicle. The coupler 100 of the locomotive is separated from the coupler body 120 of the vehicle. At this time, the proximity switch 420 receives the signal sent by the induction plate 410 and feeds it back to the controller. The controller controls the reversing valve coil of the cylinder to lose power, and the cylinder resets. The bolt 210 moves downward. When it is necessary to insert the lower end of the bolt 210 into the lower locking pin hole 121 of the coupler body 120 of the coupler 100, repeat the above operation, lift the bolt 210 upward so that the lower end of the bolt enters the upper locking pin hole 112 of the coupler seat 110 of the coupler 100. The locomotive moves closer to the vehicle. The coupler 100 of the locomotive is docked with the coupler body 120 of the vehicle. The controller controls the reversing valve coil of the cylinder to lose power, and the cylinder resets. The bolt 210 moves downward and automatically inserts into the lower locking pin hole 121 of the coupler body 120 of the coupler 100 to lock the coupler body 120 and keep the coupler 100 in a hooked state. The automatic coupler detachment and attachment system of this coupler 100 can perform self-detachment and attachment of the coupler 100, which is more suitable for the modern unmanned intelligent transportation system, realizes the intelligent and unmanned control of the locomotive to tow the vehicle, and no longer needs to rely on the method of manually inserting and removing the bolt 210 to complete the detachment and attachment of the coupler 100, which is very convenient.

[0036] The automatic coupler detachment and attachment system for locomotives provided by the present utility model has the following beneficial effects:

[0037] (1) When a mechanical failure occurs in the system, the bolt 210 can be manually lifted upward or manually inserted to achieve manual detachment and attachment of the hook. The structure is simple and the reliability is high;

[0038] (2) By controlling the start and stop of the driving mechanism 300 through the control unit 400, it is convenient for the locomotive to remotely control the detachment and attachment of the hook, realizing the intelligent and unmanned control of the locomotive to tow the vehicle;

[0039] (3) The automatic coupler detachment and attachment system of this coupler 100 can perform self-detachment and attachment of the coupler 100, which is more suitable for the modern unmanned intelligent transportation system, and no longer needs to rely on the method of manually inserting and removing the bolt 210 to complete the detachment and attachment of the coupler 100, which is very convenient.

[0040] The specific embodiments of the present utility model described above do not constitute a limitation on the protection scope of the present utility model. Any other corresponding changes and deformations made according to the technical concept of the present utility model shall be included within the protection scope of the claims of the present utility model.

Claims

1. A locomotive coupler automatic hooking and unhooking system, characterized in that: include: The hooking and unhooking mechanism comprises a latch, wherein the lower end of the latch is arranged in the locking pin hole of the hook seat of the hook, and the upper end of the latch is arranged outside the locking pin hole of the hook seat of the hook; The driving mechanism is arranged above the coupler and connected to the upper end of the latch pin, and is used to drive the latch pin to move downward or upward so that the lower end of the latch pin moves into or out of the lower locking pin hole of the coupler body.

2. The locomotive coupler automatic hooking and unhooking system according to claim 1 is characterized in that: The hanging and removing mechanism also includes a hook and lifting member, which has a flexible structure, one end of which is connected to the upper end of the latch, and the driving mechanism is connected to the other end of the hook and lifting member.

3. The locomotive coupler automatic hooking and unhooking system according to claim 2 is characterized in that: The hook lifting piece is a cable chain.

4. The locomotive coupler automatic hooking and unhooking system according to claim 2, characterized in that: The driving mechanism includes a rotating shaft, a hook lifting rod, a driving rod and a telescopic driving member. The rotating shaft is horizontally arranged, and both ends of the rotating shaft are rotatably connected to the vehicle body. The hook lifting rod is perpendicular to the rotating shaft, one end of the hook lifting rod is fixedly connected to the rotating shaft, and the other end of the hook lifting rod is connected to the other end of the hook lifting member. The driving rod is perpendicular to the rotating shaft, and one end of the driving rod is fixedly connected to the rotating shaft. The fixed end of the telescopic driving member is hinged to the vehicle body, and the telescopic end of the telescopic driving member is hinged to the other end of the driving rod, which is used to drive the driving rod to swing back and forth so that the other end of the hook lifting rod moves upward or downward.

5. The locomotive coupler automatic hooking and unhooking system according to claim 4 is characterized in that: The rotating shaft is located at the rear end of the hook seat of the coupler and is parallel to the front wall of the vehicle body.

6. The locomotive coupler automatic hooking and unhooking system according to claim 4, characterized in that: It also includes a control unit, which is electrically connected to the driving mechanism and is used to control the start and stop of the driving mechanism.

7. The locomotive coupler automatic hooking and unhooking system according to claim 6, characterized in that: The control unit includes a sensing plate, a proximity switch and a controller. One end of the sensing plate is fixedly connected to the rotating shaft and emits a signal beam extending along the length direction of the rotating shaft. The proximity switch is arranged on the side of the rotating shaft and is fixedly connected to the vehicle body, and is used to receive the signal emitted by the sensing plate and output the signal. When the proximity switch receives the signal emitted by the sensing plate, the lower end of the latch moves out from the lower locking pin hole of the hook body of the coupler. The input end of the controller is electrically connected to the proximity switch for receiving the output signal of the proximity switch. The output end of the controller is electrically connected to the telescopic drive component for controlling the start and stop of the telescopic drive component.

8. The locomotive automatic hook-off and hook-off system according to claim 7, characterized in that: The induction plate is a rod-shaped structure, the other end of the induction plate is provided with a signal transmitter, and the proximity switch is a columnar structure and is parallel to the rotating shaft.

9. The locomotive coupler automatic hooking and unhooking system according to claim 7, characterized in that: The telescopic driving member is a cylinder.

10. The locomotive coupler automatic hooking and unhooking system according to claim 7, characterized in that: The driving mechanism also includes two ear seats, which are arranged at intervals and are both fixedly connected to the front wall of the vehicle body. The two ends of the rotating shaft are rotatably mounted on the corresponding ear seats respectively, and the proximity switch is fixedly mounted on one of the ear seats.

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