Automatic deviation rectifying device for train coupler
By designing the automatic deviation correction device of the train hook, the hook difficulty caused by the shift of the train hook is solved, automatic deviation correction and type identification are realized, and the operating efficiency of the overturner and the service life of the device are improved.
Patent Information
- Application Number
- CN202422631945.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-30
- Publication Date
- 2025-08-15
- Estimated Expiration
- 2034-10-30
AI Technical Summary
In the prior art, the train hook is easily deviated during the reversing and unloading process, resulting in the inability to hook when picking up the small-switching truck. In particular, the hook ratio of the 13# hook is high, which requires manual correction, which affects the normal operation of the overturning machine.
An automatic deviation correction device for train hooks is designed, including deviation correction lever, rotation pin, deviation correction position pin and detection probe, which can automatically correct the deviation of the gear shift and identify the type of gears through detection probes to avoid damage to the deviation correction device.
It realizes automatic deviation correction of train hooks, reduces manual intervention, improves the operating efficiency of the overturner, and avoids damage to the deviation correction device.
Smart Images
Figure CN223224345U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to an automatic deviation-correcting device for a train coupler, belonging to the technical field of train coupler equipment. Background Art
[0002] Currently, O-type car dumpers are commonly used in coal and coke unloading operations. These O-type car dumpers are equipped with a shunting car, which is used to pull the empty cars in the dumper to the transfer platform. During the use of O-type car dumpers, the shunting car often fails to connect to the car due to the car coupler misalignment. In some cases, the shunting car can even push the empty car out of the dumper during the connection process, seriously hindering the dumper's unloading operation. The reason for this is that the couplers used during the unloading process are the 13# coupler, commonly used for C64 cars, and the 17# coupler, commonly used for C70 cars. The 17# coupler has a centering spring, while the 13# coupler does not. Therefore, after the car dumper unloads the car, the 13# coupler will tilt to one side due to the tilting, causing it to tilt to one side. Manual alignment is required to correct the coupler, otherwise the shunting car will fail to connect to the car when it connects. According to fault statistics, the deflection rate for 13# couplers is greater than 60%, while that for 17# couplers is less than 10%. This is primarily due to older 17# couplers with ineffective deflection springs. After communicating with the manufacturer's technical staff, they responded by stating that this is an inherent condition of vehicle couplers and that there is no effective solution available on domestic equipment. They recommended adding a manual deflection correction position.
[0003] Therefore, it is very necessary to set a correction device on the existing coupler to avoid manual straightening of the coupler and reduce the malfunction of the tipper. Utility Model Content
[0004] The technical problem to be solved by the utility model is to provide an automatic deviation-correcting device for a train coupler, which can continuously and automatically correct the deviation without manual intervention, and can automatically identify the type of coupler, prompting the operator to timely engage and disengage the deviation-correcting device to avoid damage to the deviation-correcting device.
[0005] The technical solution to the above technical problems is:
[0006] An automatic deviation-correcting device for a train coupler comprises a deviation-correcting lever, a rotating pin, a deviation-correcting position pin and a switching position pin. The deviation-correcting lever is a long lever. A rotating pin fixing ring is provided at the lower part of the shunting coupler. A corresponding deviation-correcting lever rotating ring is provided at the rear end of the deviation-correcting lever. The rotating pin connects the deviation-correcting lever to the shunting coupler through the deviation-correcting lever rotating ring at the rear end of the deviation-correcting lever and the rotating pin fixing ring at the lower part of the shunting coupler. The front end of the deviation-correcting lever extends out of the front end of the shunting coupler and has an inclination angle downward. The arc is bent horizontally and outwardly, and the arc is bent horizontally and outwardly, and is opposite to the front end of the carriage coupler. There is a correction position fixing ring at the lower front end of the small shunting car coupler, and a switching position fixing ring is provided at the lower part of the small shunting car boom. The upper part and the front end of the correction lever are respectively provided with a lever correction position ring and a lever switching position ring, which are opposite to the correction position fixing ring of the small shunting car coupler and the switching position fixing ring of the small shunting car boom. The correction position pin and the switching position pin connect the lever correction position ring and the correction position fixing ring, and the lever switching position ring and the switching position fixing ring pin respectively.
[0007] The automatic deviation-correcting device of the above-mentioned train coupler is characterized in that a detection probe, a compression spring, a touch ruler, and a proximity switch are installed horizontally outward on the deviation-correcting lever. The front end of the detection probe extends out of the front end of the deviation-correcting lever, and the rear end of the detection probe is connected to the touch ruler. The touch ruler is opposite to the proximity switch. A compression spring is mounted on the detection probe. When the compression spring is in its original position, there is a gap between the rear end of the detection probe and the proximity switch.
[0008] The automatic deviation correction device of the above-mentioned train coupler has two parallel support plates vertically welded on the horizontal outer side of the rod body of the deviation correction lever, and a sliding hole is provided in the center of the support plate. The rod body of the detection probe is embedded in the sliding hole, and the rod body of the detection probe is slidably matched with the sliding hole. The rear end of the compression spring is tightly connected to the plate surface of the rear support plate, and a spring push plate is fixed on the rod body of the detection probe at the front end of the compression spring, and the spring push plate is located behind the front support plate.
[0009] The beneficial effects of the utility model are:
[0010] The front end of the correction lever of the utility model is located in front of the small shunting car coupler, and the curved arc at the front end of the correction lever can enter the front end of the car coupler horizontally outward, guiding the front end of the car coupler along the correction lever to enter the normal hooking position, and complete the hooking with the small shunting car coupler; the front end of the detection probe is located in front of the correction lever, and can detect the 17# coupler that has not deviated, and the rear end of the detection probe triggers the proximity switch to sound an alarm, reminding the operator to rotate the correction lever to the switching position, avoiding the 17# coupler, and preventing the coupler touched by the correction lever from being damaged.
[0011] The utility model has a simple structure and is easy to use. It can automatically correct the deviation of the deviated carriage coupler without manual intervention, and can automatically identify the coupler type to prompt the operator to put in and cut out the correction lever in time to avoid damage to the correction lever. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The accompanying drawings of the present invention are all top views, and the positional relationships involved are all horizontal relationships.
[0013] Figure 1 This is a schematic diagram of a carriage coupler being deflected;
[0014] Figure 2 It is a structural diagram of the utility model;
[0015] Figure 3 This is a schematic diagram of the correction of the utility model;
[0016] Figure 4 This is a schematic diagram of the coupler status after the deviation correction is completed;
[0017] Figure 5 This is a schematic diagram of the use of the detection probe of the utility model;
[0018] Figure 6 It is a schematic diagram of the switching position of the utility model.
[0019] The markings in the figure are as follows: small shunting car arm 1, small shunting car coupler 2, car body coupler 3, correction lever 4, rotating pin 5, correction position fixing ring 6, switching position fixing ring 7, shift lever correction position ring 8, shift lever switching position ring 9, correction position pin 10, switching position pin 11, detection probe 12, support plate 13, compression spring 14, spring push plate 15, touch ruler 16, proximity switch 17, 17# coupler 18. DETAILED DESCRIPTION
[0020] The utility model is composed of a correction lever 4, a rotating pin fixing ring, a correction lever rotating ring, a rotating pin 5, a correction position fixing ring 6, a switching position fixing ring 7, a lever correction position ring 8, a lever switching position ring 9, a correction position pin 10, a switching position pin 11, a detection probe 12, a support plate 13, a compression spring 14, a spring push plate 15, a touch ruler 16, and a proximity switch 17.
[0021] Figure 1 It shows that the carriage coupler 3 and the shunting car coupler 2 are deviated, and the two couplers cannot be hooked when connecting the train because the couplers cannot be aligned.
[0022] Figure 2The correction mechanism of the present invention is shown to include a correction lever 4, a rotating pin 5, a correction position pin 10, and a switching position pin 11, which are used to correct the carriage coupler 3. The correction lever 4 needs to be fixed on the shunting car coupler 2 and needs to be able to rotate to the correction position and the switching position. Therefore, there are three fixing rings on the shunting car coupler 2 to fix the correction lever 4, namely the rotating pin fixing ring, the correction position fixing ring 6, and the switching position fixing ring 7. At the same time, the corresponding correction lever 4 has a correction lever rotating ring, a lever correction position ring 8, and a lever switching position ring 9. The rotating pin 5, the correction position pin 10, and the switching position pin 11 respectively connect the corresponding fixing rings. The rotating pin fixing ring and the correction lever rotating ring in the figure are blocked by the rotating pin 5 and cannot be shown, so they are not numbered.
[0023] The correcting lever 4 is a long rod, and a rotating pin fixing ring is provided at the lower part of the shunting coupler 2. The rear end of the correcting lever 4 is provided with a corresponding correcting lever rotating ring. The rotating pin 5 connects the correcting lever 4 with the shunting coupler 2 through the correcting lever rotating ring at the rear end of the correcting lever 4 and the rotating pin fixing ring at the lower part of the shunting coupler 2. The correcting lever 4 can be rotated around the rotating pin 5 to adjust the correcting position and switching position of the correcting lever 4.
[0024] Figure 2 、 3 It is shown that the front end of the correcting lever 4 extends out of the front end of the small shunting coupler 2 and is inclined downward. The front end of the correcting lever 4 has a horizontally outward curved arc, and the horizontally outward curved arc is opposite to the front end of the carriage coupler 3.
[0025] Figure 2 、 3 4 shows that a correction position fixing ring 6 is provided at the lower front end of the shunting coupler 2, and a corresponding correction position ring 8 is provided on the upper portion of the correction lever 4. When the correction lever 4 is in the correction state, a correction position pin 10 secures the correction lever 4 in the forward correction position via the correction position ring 8 and the correction position fixing ring 6.
[0026] Figure 2 、 6 The diagram shows a switching position fixing ring 7 at the bottom of the small shunting boom 1 and a lever switching position ring 9 at the front end of the correcting lever 4. When the correcting lever 4 is in the switching state, the switching position pin 10 fixes the correcting lever 4 in the horizontal outward switching position through the lever switching position ring 9 and the switching position fixing ring 7.
[0027] Figure 5The present invention can detect a 17# coupler 18 that does not require deflection correction, preventing the deflection correction lever 4 from contacting the coupler and causing damage. The detection mechanism includes a detection probe 12, a support plate 13, a compression spring 14, a spring push plate 15, a touch scale 16, and a proximity switch 17. The detection probe 12 and compression spring 14 are mounted horizontally on the outside of the deflection correction lever 4. The proximity switch 18 is fixed to the bottom of the shunting coupler 2. The front end of the detection probe 12 extends beyond the front end of the deflection correction lever 4, and the rear end of the detection probe 12 is connected to the touch scale 16, which is opposite the proximity switch 17.
[0028] Figure 5 It is shown that two parallel support plates 13 are vertically welded to the horizontal outer side of the rod body of the correction lever 4. There is a sliding hole in the center of the support plate 13. The rod body of the detection probe 12 is embedded in the sliding hole. The rod body of the detection probe 12 and the sliding hole are in sliding fit. The rear end of the detection probe 12 is opposite to the proximity switch 16. A compression spring 14 is mounted on the detection probe 12. The rear end of the compression spring 14 is tightly connected to the plate surface of the rear support plate 13. A spring push plate 15 is fixed on the rod body of the detection probe 12 at the front end of the compression spring 14. The spring push plate 15 is located behind the front support plate 13.
[0029] Figure 5 、 6 The diagram shows that when the compression spring 14 is in its original position, there is a gap between the contact scale 16 at the rear end of the detection probe 12 and the proximity switch 17. When the detection probe 12 touches the front end of the 17# coupler 18, the detection probe 12 moves backward, and the spring push plate 15 fixed to the detection probe 12 compresses the compression spring 14 backward. The contact scale 16 at the rear end of the detection probe 12 contacts the proximity switch 17, which sends a signal. The operator then rotates the correcting lever 4 to the switching position to prevent damage to the correcting lever 4. The compression spring 14 resets the detection probe 12 via the spring push plate 15.
[0030] The use process of this utility model is as follows:
[0031] When all trains to be unloaded are equipped with 13# couplers, the automatic deviation correction device can automatically correct the deviation continuously without manual intervention. When the shunting car coupler 2 is connected with the carriage coupler 3, the operator moves the deviation correction lever 4 to the deviation correction position, and the deviation correction pin 10 fixes the deviation correction lever 4 in the forward deviation correction position through the lever deviation correction ring 8 and the deviation correction position fixing ring 6. The front end of the deviation correction lever 4 is located in front of the shunting car coupler 2. If the shunting car coupler 2 and the carriage coupler 3 are deflected, the curved arc at the front end of the deviation correction lever 4 can enter the front end of the carriage coupler 3 horizontally outward, guiding the front end of the carriage coupler 3 along the deviation correction lever 4 to enter the normal hooking position, completing the hooking with the shunting car coupler 2.
[0032] When a train uses a mix of 13# and 17# couplers, the corrective device automatically identifies the coupler type. The front end of the detection probe 12 is located in front of the corrective lever 4. When the train is connected, the front end of the detection probe 12 contacts the front end of the 17# coupler 18. The rod of the detection probe 12 moves backward, and the contact ruler 16 triggers the proximity switch 17 to sound an alarm. Upon receiving the alarm, the operator arrives at the site, swings the corrective lever 4 to the switching position, and secures it with the switching pin 11. Once the alarm disappears, the automatic train connection operation can resume.
[0033] An embodiment of the present invention is as follows:
[0034] The diameter of the deviation correction lever 4 is ∠30mm angle steel and the length is 680mm (including the arc part);
[0035] The diameter of the rotating pin 5 is 16 mm and the length is 150 mm;
[0036] The diameter of the deviation correction fixing ring 6 is 20mm;
[0037] The diameter of the switching position fixing ring 7 is 20 mm;
[0038] The diameter of the lever correction ring 8 is 20 mm;
[0039] The diameter of the lever switching ring 9 is 20 mm;
[0040] The diameter of the deviation correction pin 10 is 16 mm and the length is 120 mm;
[0041] The diameter of the switch pin 11 is 16 mm and the length is 120 mm;
[0042] The detection probe 12 has a diameter of 10 mm and a length of 450 mm;
[0043] The support plate 13 has a length of 50 mm, a width of 50 mm, and a thickness of 6 mm;
[0044] The compression spring 14 has a diameter of 15 mm and a length of 130 mm;
[0045] The spring push plate 15 has a length of 50 mm, a width of 50 mm and a thickness of 6 mm;
[0046] The length of the touch ruler 16 is 30 mm, the width is 30 mm, and the thickness is 6 mm;
[0047] The model of the proximity switch 17 is Ni5-G12-AP6X, 24VDC.
Claims
1. An automatic deviation-correcting device for a train coupler, characterized in that: It comprises a correction lever (4), a rotating pin (5), a correction position pin (10), and a switching position pin (11). The correction lever (4) is a long rod. A rotating pin fixing ring is provided at the lower part of the small shunting car coupler (2). The rear end of the correction lever (4) is provided with a corresponding correction lever rotating ring. The rotating pin (5) connects the correction lever (4) to the small shunting car coupler (2) through the correction lever rotating ring at the rear end of the correction lever (4) and the rotating pin fixing ring at the lower part of the small shunting car coupler (2). The front end of the correction lever (4) extends outward from the front end of the small shunting car coupler (2) and has an inclined angle downward. The front end of the correction lever (4) has an arc curved outwards horizontally. The horizontal outwardly curved arc is opposite to the front end of the carriage coupler (3); a correction position fixing ring (6) is provided at the front end of the lower part of the small shunting car coupler (2); a switching position fixing ring (7) is provided at the lower part of the small shunting car boom (1); the upper part and the front end of the correction lever (4) are respectively provided with a lever correction position ring (8) and a lever switching position ring (9) which are opposite to the correction position fixing ring (6) of the small shunting car coupler (2) and the switching position fixing ring (7) of the small shunting car boom (1); a correction position pin (10) and a switching position pin (11) respectively connect the lever correction position ring (8) and the correction position fixing ring (6), and the lever switching position ring (9) and the switching position fixing ring (7) with pins.
2. The automatic deviation-correcting device for a train coupler according to claim 1, characterized in that: The correction lever (4) is horizontally and outwardly mounted with a detection probe (12), a compression spring (14), a touch ruler (16), and a proximity switch (17). The front end of the detection probe (12) extends out of the front end of the correction lever (4), and the rear end of the detection probe (12) is connected to the touch ruler (16). The touch ruler (16) is opposite to the proximity switch (17). The detection probe (12) is sleeved with a compression spring (14). When the compression spring (14) is in the original position, there is a gap between the touch ruler (16) at the rear end of the detection probe (12) and the proximity switch (17).
3. The automatic deviation-correcting device for a train coupler according to claim 2, characterized in that: Two parallel support plates (13) are vertically welded to the horizontal outer side of the rod body of the correction lever (4), and a sliding hole is provided in the center of the support plate (13). The rod body of the detection probe (12) is embedded in the sliding hole. The rod body of the detection probe (12) and the sliding hole are in sliding fit. The rear end of the compression spring (14) is tightly connected to the plate surface of the rear support plate (13). A spring push plate (15) is fixed on the rod body of the detection probe (12) at the front end of the compression spring (14), and the spring push plate (15) is located behind the front support plate (13).