Train front end opening and closing mechanism

Abstract

The utility model relates to a train front end opening and closing mechanism which comprises a supporting frame, a fairing cabin door and a driving mechanism. Wherein the fairing cabin door is divided into a first fairing, a second fairing and a third fairing which are rotationally connected to the supporting frame through a first rotating arm, a second rotating arm and a third rotating arm correspondingly, the driving mechanism comprises three driving elements which are installed on the supporting frame correspondingly, and the power output ends of the three driving elements are connected to the three rotating arms correspondingly to provide driving force for the three rotating arms. The air guide cover cabin door solves the problem that in part of specific vehicle types, two air guide cover cabin doors which are split according to a conventional type cannot be prevented from interfering with interior parts such as an energy absorption device and a car coupler by adopting a left-right or up-down opening mode, and is simple and reliable in structure and convenient to use. The connection positions of the three fairings can be adaptively adjusted according to the difference of the installation position of the energy absorption device in the car and the swing angle of the car coupler, and the adaptability of the fairings cabin door to the arrangement of internal parts at the front end of the car body is improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the rail vehicle technical field, especially relates to a train front end opening and closing mechanism. BACKGROUND

[0002] The high-speed train front end opening and closing mechanism is a component of the EMU dynamics head type, when the train is running alone, the fairing door of the opening and closing mechanism is in the closed state, so that the train forms a complete aerodynamic appearance. When reconnection operation is needed, the fairing door needs to be in the open position, so that the coupler can be completely and obstacle-free connected.

[0003] In the prior art, the opening and closing mechanism usually has two fairing doors, which are opened by rotating left and right or up and down, so as to avoid interference between the doors and the coupler, energy absorption device and other internal components. With the continuous increase of train speed, in order to reduce wind resistance, the requirement for streamline car body is higher and higher, the front end of the car body is designed more and more sharp, and the internal space of the front end of the car body becomes more and more compact, and the movement space of the fairing door of the opening and closing mechanism is also smaller and smaller. In this case, the fairing door is cut into two pieces according to the conventional type, and is opened by rotating left and right or up and down, which cannot avoid interference with the energy absorption device, coupler and other internal components. SUMMARY

[0004] The utility model discloses a train front end opening and closing mechanism, which cuts the fairing door into three pieces, and controls the movement track of the three fairing doors through three rotating arms respectively, so that the opening and closing process of the fairing door does not interfere with the front end components in the car when the movement space of the fairing door is limited.

[0005] To achieve the above object, the utility model adopts the technical scheme of:

[0006] A train front end opening and closing mechanism, comprising:

[0007] A support frame;

[0008] A fairing door, comprising a first fairing, a second fairing and a third fairing;

[0009] The first fairing is rotatably connected to the support frame through a first rotating arm;

[0010] The second fairing is rotatably connected to the support frame through a second rotating arm;

[0011] The third fairing is rotatably connected to the support frame through a third rotating arm; the whole formed by the third fairing and the second fairing is arranged opposite to the first fairing;

[0012] In some embodiments of the utility model, the driving mechanism further comprises:

[0013] The first driving element is fixed to the support frame, and a power output end thereof is connected with the first rotating arm;

[0014] The second driving element is fixed to the support frame, and a power output end thereof is connected with the second rotating arm;

[0015] The third driving element is fixed to the support frame, and a power output end thereof is connected with the third rotating arm.

[0016] In some embodiments of the utility model, the fourth rotating arm is further included;

[0017] One end of the fourth rotating arm is connected with the first flow guide cover, and the other end is rotationally connected with the support frame; the fourth rotating arm is connected with the first rotating arm through the connecting piece, and the first rotating arm drives the fourth rotating arm to rotate synchronously through the connecting piece during the rotation process.

[0018] In some embodiments of the utility model, the auxiliary driving element is further included; one end of the auxiliary driving element is connected with the support frame, and the other end is connected with the fourth rotating arm through the adapter seat.

[0019] In some embodiments of the utility model, when the connecting point of the auxiliary driving element and the support frame, the connecting point of the auxiliary driving element and the adapter seat and the connecting point of the adapter seat and the fourth rotating arm are in the same straight line, the auxiliary driving element is in the locking support position;

[0020] During the overturning process of the first flow guide cover from the closed state to the open state, the fourth rotating arm drives the auxiliary driving element to rotate from the starting rotating position to the ending rotating position through the locking support position;

[0021] During the process that the auxiliary driving element rotates from the starting rotating position to the locking support position, the auxiliary driving element provides the reverse driving force for the rotation of the fourth rotating arm;

[0022] During the process that the auxiliary driving element rotates from the locking support position to the ending rotating position, the auxiliary driving element provides the positive driving force for the fourth rotating arm.

[0023] In some embodiments of the utility model, the locking mechanism is further included, and the locking mechanism comprises:

[0024] The first locking device is connected with the first rotating arm at one end and rotationally connected with the support frame at the other end; when the first flow guide cover is in the open or closed state, the mechanical self-locking angle is formed between the first locking device and the first rotating arm, so that the first flow guide cover is locked to the corresponding position;

[0025] A second locking device, one end of which is connected with the second rotating arm and the other end of which is rotatably connected with the support frame; when the second fairing is in the open or closed state, a mechanical self-locking angle is formed between the second locking device and the second rotating arm, so that the second fairing is locked to the corresponding position;

[0026] A third locking device, one end of which is connected with the third rotating arm and the other end of which is rotatably connected with the support frame; when the third fairing is in the open or closed state, a self-locking angle is formed between the third locking device and the third rotating arm, so that the third fairing is locked to the corresponding position.

[0027] In some embodiments of the utility model, the power output end of the first driving element is connected with the first locking device, so as to drive the first rotating arm to rotate through the first locking device;

[0028] The power output end of the second driving element is connected with the second locking device, so as to drive the second rotating arm to rotate through the second locking device;

[0029] The power output end of the third driving element is connected with the third locking device, so as to drive the third rotating arm to rotate through the third locking device.

[0030] In some embodiments of the utility model, the first rotating arm is provided with a first sliding groove, and the first locking device is slidingly arranged in the first sliding groove;

[0031] The second rotating arm is provided with a second sliding groove, and the second locking device is slidingly arranged in the second sliding groove;

[0032] The third rotating arm is provided with a third sliding groove, and the third locking device is slidingly arranged in the third sliding groove.

[0033] In some embodiments of the utility model, further comprising a rotating mechanism, the rotating mechanism comprises:

[0034] A first rotating shaft, which is connected with the support frame and rotatably connected with the first rotating arm;

[0035] A second rotating shaft, which is connected with the support frame and rotatably connected with the second rotating arm;

[0036] A third rotating shaft, which is connected with the support frame and rotatably connected with the third rotating arm.

[0037] In some embodiments of the utility model, the third fairing and the second fairing are combined to form an integral whole below the first fairing;

[0038] When the fairing hatch is opened, the first fairing is turned up under the driving of the first rotating arm, and the second fairing and the third fairing are turned to the left and right sides under the driving of the second rotating arm and the third rotating arm respectively.

[0039] Some embodiments of the application further provide a rail vehicle, characterized by comprising:

[0040] Train body;

[0041] Energy absorption device, installed in the front end of the train body;

[0042] Train front opening and closing mechanism, for the train front opening and closing mechanism, the fairing is in the opening position, the first fairing rotates to the inside of the train body, the upper part of the energy absorption device, the second fairing and the third fairing are located in the lower part of the energy absorption device.

[0043] The beneficial effects of the present application are that:

[0044] 1、The fairing cabin door is divided into three parts, when the fairing cabin door is opened, the first fairing is turned up to the upper part of the energy absorption device at the front end of the train body under the driving of the first rotating arm, the second fairing and the third fairing are turned down to the lower part of the energy absorption device at the front end of the train body under the driving of the second rotating arm and the third rotating arm, which solves the problem that the two fairing cabin doors cut according to the conventional type cannot avoid interference with the internal components such as energy absorption device and coupler in some specific vehicle models.

[0045] 2、The structure of the present application is simple and reliable, the connection position and movement track of the three fairings can be adapted and adjusted according to the installation position of the energy absorption device inside the vehicle and the swing angle of the coupler, which improves the adaptability of the fairing cabin door to the internal components at the front end of the train body.

[0046] 3、The present application realizes the automatic rotation of the three parts of the fairing cabin door through the driving mechanism, at the same time, the driving mechanism is connected with the rotating arm mechanism through the locking mechanism, so that the fairing cabin door can be firmly fixed in the opening position and the closing position, which greatly improves the reliability of the product.

[0047] 4、In the present application, the two sides of the first fairing are connected with the supporting frame through the first rotating arm and the fourth rotating arm, which avoids the problem of single-sided instability, shaking and gap of the first fairing. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, specific embodiments of the present application will be described in detail below with reference to the drawings, and other drawings can also be obtained by those skilled in the art without creative labor on the premise that the drawings are not attached.

[0049] Figure 1 The structure diagram of the train front opening and closing mechanism;

[0050] Figure 2 The top view of the train front opening and closing mechanism;

[0051] Figure 3 is a structural schematic view of the first and fourth rotating arms;

[0052] Figure 4 is a structural schematic view of the opening and closing mechanism and the energy absorption device;

[0053] Figure 5 is a structural schematic view of the opening and closing mechanism, the energy absorption device and the coupler;

[0054] Figure 6 is a structural schematic view of the opening and closing mechanism in the closed state;

[0055] In the drawings, reference numerals:

[0056] 1, support frame;

[0057] 2, nacelle door; 21, first nacelle; 22, second nacelle; 23, third nacelle;

[0058] 3, rotating arm mechanism; 31, first rotating arm; 32, second rotating arm; 33, third rotating arm; 34, fourth rotating arm; 35, connecting piece;

[0059] 4, driving mechanism; 41, first driving element; 42, second driving element; 43, third driving element;

[0060] 5, auxiliary driving piece; 51, cylinder body; 52, piston rod;

[0061] 6, adapter seat;

[0062] 7, locking mechanism; 71, first locking device; 72, second locking device; 73, third locking device;

[0063] 8, rotating shaft mechanism; 81, first rotating shaft; 82, second rotating shaft; 83, third rotating shaft;

[0064] 9, energy absorption device;

[0065] 10, coupler. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is described and explained below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and do not limit the present application. Based on the examples provided in the present application, all other examples obtained by those of ordinary skill in the art without creative labor fall within the scope of the present application.

[0067] It is apparent that the drawings in the following description merely some examples or embodiments of the present application, and for those of ordinary skill in the art, the present application can also be applied to other similar scenarios without creative labor according to these drawings.

[0068] The terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features.

[0069] Unless otherwise defined, the technical terms or scientific terms involved in the present application should be understood as the general meaning of those skilled in the art. The "one", "a", "an" and similar words involved in the present application do not represent quantity limitation, which can represent singular or plural. The terms "include", "contain", "have" and any variations thereof involved in the present application are intended to cover non-exclusive inclusion.

[0070] In the description of the present application, it should be pointed out that, unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrated connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication between two elements. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0071] The technical scheme of the present application will be described in detail below in combination with specific embodiments and the accompanying drawings.

[0072] As shown in the accompanying Figure 1 - the accompanying Figure 6 As shown in one schematic embodiment of the train front opening and closing mechanism of the present application, the train front opening and closing mechanism comprises a support frame 1, a fairing cabin door 2, a rotating arm mechanism 3 and a driving mechanism 4.

[0073] The support frame 1 is fixedly installed inside the conical nose structure at the front end of the train body, so that the rotating arm mechanism 3, the driving mechanism 4 and other components can be connected with the train body.

[0074] The fairing cabin door 2 is divided into three parts, as shown in the accompanying Figure 4 - the accompanying Figure 6 As shown, they are first fairing 21, second fairing 22 and third fairing 23.

[0075] The rotating arm mechanism 3 comprises first rotating arm 31, second rotating arm 32 and third rotating arm 33.

[0076] The first fairing 21 is rotatably connected to the support frame 1 through the first rotating arm 31.

[0077] The second fairing 22 and the third fairing 23 are rotatably connected to the support frame 1 through the second rotating arm 32 and the third rotating arm 33 respectively. The third fairing 23 is oppositely arranged with the second fairing 22 which is combined with the first fairing 21.

[0078] The first fairing 21, the second fairing 22 and the third fairing 23 are combined to form a streamlined train body at the front end of the train in the closed state, and in the open state, the first fairing 21 is turned up to above the energy absorption device 9 in the conical nose structure at the front end of the train under the driving of the first rotating arm 31, and the second fairing 22 and the third fairing 23 are turned down to below the energy absorption device 9 in the conical nose structure at the front end of the train under the driving of the second rotating arm 32 and the third rotating arm 33 respectively.

[0079] The driving mechanism 4 includes a first driving element 41, a second driving element 42 and a third driving element 43. The first driving element 41, the second driving element 42 and the third driving element 43 are all pneumatic elements, specifically power source cylinders.

[0080] The first driving element 41 is fixed to the support frame 1, and its power output end is connected with the first rotating arm 31 for driving the first rotating arm 31 to rotate. The second driving element 42 is fixed to the support frame 1, and its power output end is connected with the second rotating arm 32 for driving the second rotating arm 32 to rotate. The third driving element 43 is fixed to the support frame 1 opposite to the second driving element 42, and its power output end is connected with the third rotating arm 33 for driving the third rotating arm 33 to rotate.

[0081] In the above schematic embodiment, the fairing door 2 is divided into three parts. In the open state, the first fairing 21 is turned up to above the energy absorption device 9 in the conical nose structure at the front end of the train under the driving of the first rotating arm 31, and the second fairing 22 and the third fairing 23 are turned down to below the energy absorption device 9 in the conical nose structure at the front end of the train under the driving of the second rotating arm 32 and the third rotating arm 33 respectively, which solves the problem that two fairing doors 2 divided according to the conventional type cannot avoid interference with the internal components such as the energy absorption device 9 and the coupler 10 in some specific vehicle models.

[0082] The three fairings are connected to the support frame 1, and the first fairing 21 is connected to the support frame 1 through a first rotating arm 31 and a first driving element 41, and the second fairing 22 is connected to the support frame 1 through a second rotating arm 32 and a second driving element 42, and the third fairing 23 is connected to the support frame 1 through a third rotating arm 33 and a third driving element 43.

[0083] When the energy-absorbing device 9 and the coupler 10 are installed in the space close to the lower part of the vehicle body, the first fairing 21 is used as the lower cabin door, and the whole formed by the third fairing 23 and the second fairing 22 is used as the upper cabin door, and the third fairing 23 is located above the first fairing 21 in the closed state of the fairing cabin door 2.

[0084] In some embodiments of the utility model, the fourth rotating arm 34 is further included. One end of the fourth rotating arm 34 is connected to the first fairing 21, and the other end is rotatably connected to the support frame 1.

[0085] The fourth rotating arm 34 and the first rotating arm 31 are parallel and oppositely arranged and connected to the left and right sides of the support frame 1, and the fourth rotating arm 34 and the first rotating arm 31 are connected through a connecting piece 35. In the rotating process of the first rotating arm 31 driven by the first driving element 41, the first rotating arm 31 drives the fourth rotating arm 34 to rotate synchronously through the connecting piece 35. In the embodiment, the synchronous mechanical connecting rod is used to realize the synchronous action of the rotating arms on both sides of the first fairing 21, and the rotating arms on both sides of the fairing can be firmly locked in the opening position and the closing position of the fairing, thereby avoiding the problems of instability, shaking and gap of the fairing cabin door 2 on one side.

[0086] In some embodiments of the utility model, the auxiliary driving element 5 is further included. The auxiliary driving element 5 is specifically a gas spring or other elastic element. One end of the auxiliary driving element 5 is connected to the support frame 1, and the other end is connected to the fourth rotating arm 34 through an adapter seat 6. The adapter seat is connected to the support frame 1, and the auxiliary driving element 5 can lock and drive during the turning process of the first fairing 21, which is conducive to accurately controlling the position of the first fairing 21 and ensuring that the first fairing 21 can be locked at the predetermined position. Meanwhile, when the first fairing 21 is opened manually in an emergency, the auxiliary driving element 5 can provide a positive force for upward opening after passing the locking position, which greatly reduces the operating force of the operator and ensures the feasibility of the scheme.

[0087] In some embodiments of the utility model, when the connecting point of the auxiliary driving element 5 and the support frame 1, the connecting point of the auxiliary driving element 5 and the adapter seat, and the connecting point of the adapter seat and the fourth rotating arm 34 are in the same straight line, the auxiliary driving element 5 is in the locking support position, that is, the dead point position of the auxiliary driving element 5.

[0088] In the flipping process of the first fairing 21 from the closed state to the open state, the fourth rotating arm 34 drives the auxiliary driving member 5 from the starting rotating position to the ending rotating position through the adapter seat, and passes through the locking support position;

[0089] In the process of rotating the auxiliary driving member 5 from the starting rotating position to the locking support position, the auxiliary driving member 5 provides a reverse driving force for the rotation of the fourth rotating arm 34;

[0090] In the process of rotating the auxiliary driving member 5 from the locking support position to the ending rotating position, the auxiliary driving member 5 provides a positive driving force for the rotation of the fourth rotating arm 34.

[0091] Specifically, the auxiliary driving member 5 includes a cylinder body 51 and a piston rod 52, wherein the cylinder body 51 is connected with the support frame 1, one end of the piston rod 52 is connected with the adapter seat 6, and the other end is movably arranged in the cylinder body 51 and can slide axially along the cylinder body.

[0092] In some embodiments of the utility model, further comprising a locking mechanism 7, the locking mechanism 7 includes a first locking device 71, a second locking device 72 and a third locking device 73.

[0093] The first locking device 71 is connected with the first rotating arm 31 at one end and rotatably connected with the support frame at the other end; when the first fairing 21 is in the open or closed state, a mechanical self-locking angle is formed between the first locking device 71 and the first rotating arm 31, so that the first fairing 21 is locked to the corresponding position. One end of the second locking device 72 is connected with the second rotating arm 32, and the other end is rotatably connected with the support frame 1; when the second fairing 22 is in the open or closed state, a mechanical self-locking angle is formed between the second locking device 72 and the second rotating arm 32, so that the second fairing 22 is locked to the corresponding position. One end of the third locking device 73 is connected with the third rotating arm 33, and the other end is rotatably connected with the support frame; when the third fairing 23 is in the open or closed state, a self-locking angle is formed between the third locking device 73 and the third rotating arm 33, so that the third fairing 23 is locked to the corresponding position. The locking mechanism 7 is added to provide mechanical self-locking function for each fairing. The beneficial effect lies in improving the stability and safety of the fairing in the open or closed state, and preventing the position of the fairing from changing due to accidents.

[0094] In some embodiments of this invention, the power output end of the first driving element 41 is connected to the first locking device 71, so as to drive the first rotating arm 31 to rotate through the first locking device 71. The power output end of the second driving element 42 is connected to the second locking device 72, so as to drive the second rotating arm 32 to rotate through the second locking device 72. The power output end of the third driving element 43 is connected to the third locking device 73, so as to drive the third rotating arm 33 to rotate through the third locking device 73. Direct connection of the driving elements to the locking devices, and driving the rotating arm to rotate through the locking devices, is beneficial to improving the efficiency of power transmission and the accuracy of control.

[0095] In some embodiments of this invention, a first sliding groove is provided on the first rotating arm 31, and a first locking device 71 is slidably disposed within the first sliding groove. A second sliding groove is provided on the second rotating arm 32, and a second locking device 72 is slidably disposed within the second sliding groove. A third sliding groove is provided on the third rotating arm 33, and a third locking device 73 is slidably disposed within the third sliding groove. Providing sliding grooves on the rotating arms allows the locking devices to slide within the grooves, improving the flexibility of the locking devices to adapt to different guide vane positions.

[0096] In some embodiments of this utility model, a rotating mechanism is further included, which includes a first rotating shaft 81, a second rotating shaft 82, and a third rotating shaft 83.

[0097] The first rotating shaft 81 is connected to the support frame 1 and is rotatably connected to the first rotating arm 31; the second rotating shaft 82 is connected to the support frame 1 and is rotatably connected to the second rotating arm 32; the third rotating shaft 83 is connected to the support frame 1 and is rotatably connected to the third rotating arm 33. The three rotating shafts provide stable rotational support for the three rotating arms, ensuring smooth and reliable rotation of the rotating arms.

[0098] To illustrate this application more clearly, the following will use... Figures 1 to 6 The working principle of this utility model will be further explained using the illustrated embodiment as an example:

[0099] For the first air deflector 21, the first driving element 41 drives the first locking device 71 to move, which in turn drives the first rotating arm 31 and the fourth rotating arm 34 to rotate synchronously, thereby realizing the opening or closing action of the first air deflector 21.

[0100] During this process, the first locking device 71 moves within the first slide groove, and the first rotating arm 31 can be locked by the mechanical self-locking angle between the first locking device 71 and the first rotating arm 31, ensuring a secure lock on one side of the first deflector 21. The fourth rotating arm 34 is connected to the auxiliary drive component 5 through the adapter 6. When the first deflector 21 is in the closed or open position, it provides sufficient locking support force to the fourth rotating arm 34, ensuring that both sides of the first deflector 21 are securely locked when in the open or closed position, and that there is no problem of unilateral shaking.

[0101] At the same time, for the convenience of manual operation of the opening and closing mechanism, when the first fairing 21 is manually turned up, the auxiliary driving element 5 can provide a positive driving force for the upward turning of the first fairing 21 after passing the locking support position, thereby reducing the operating force of the operator and providing an upward driving force for the first fairing 21 to overcome gravity.

[0102] For the second fairing 22 and the third fairing 23, the second locking device 72 and the third locking device 73 are respectively driven to move by the second driving element 42 and the third driving element 43, and then the second rotating arm 32 and the third rotating arm 33 are driven to rotate, so as to realize the opening or closing action of the second fairing 22 and the third fairing 23. The second locking device 72 and the third locking device 73 are both elastic locking devices, so as to ensure that the second fairing 22 and the third fairing 23 are safely fixed at the opening or closing position.

[0103] Some embodiments of the present application further provide a rail vehicle, comprising a train body, an energy absorption device 9 and a train front opening and closing mechanism.

[0104] The energy absorption device 9 is installed at the front end of the train body.

[0105] The train front opening and closing mechanism is the train front opening and closing mechanism described above. When the fairing in the opening and closing mechanism is in the opening position, the first fairing 21 is rotated into the train body and located at the upper part of the energy absorption device 9, and the second fairing 22 and the third fairing 23 are respectively located at the lower part of the energy absorption device 9.

[0106] Finally, it should be noted that: in the present specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts of each embodiment can be referred to.

[0107] The above embodiments are only used to illustrate the technical solutions of the present application, but not to limit it. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the specific embodiments of the present application can be modified or some technical features can be replaced by equivalent ones without departing from the spirit of the present application. They should all be covered in the technical solution range of the present application.

Claims

1. A train head opening and closing mechanism characterized by comprising: The utility model relates to a support frame, a fairing cabin door, a first fairing, a second fairing and a third fairing, the first fairing is rotatably connected to the support frame through a first rotating arm, the second fairing is rotatably connected to the support frame through a second rotating arm, the third fairing is rotatably connected to the support frame through a third rotating arm, the third fairing and the second fairing are combined to form a whole, and the whole is arranged opposite to the first fairing. The utility model further includes a driving mechanism, the driving mechanism includes a first driving element, a second driving element and a third driving element, the first driving element is fixed to the support frame, the power output end of the first driving element is connected to the first rotating arm, the second driving element is fixed to the support frame, the power output end of the second driving element is connected to the second rotating arm, the third driving element is fixed to the support frame, and the power output end of the third driving element is connected to the third rotating arm. The utility model further includes a fourth rotating arm, one end of the fourth rotating arm is connected to the first fairing, the other end of the fourth rotating arm is rotatably connected to the support frame, the fourth rotating arm is connected to the first rotating arm through a connecting piece, and the first rotating arm drives the fourth rotating arm to rotate synchronously through the connecting piece during rotation. The utility model further includes an auxiliary driving element, one end of the auxiliary driving element is connected to the support frame, and the other end of the auxiliary driving element is connected to the fourth rotating arm through an adapter seat. When the connection points of the auxiliary driving element and the support frame, the connection points of the auxiliary driving element and the adapter seat and the connection points of the adapter seat and the fourth rotating arm are in the same straight line, the auxiliary driving element is in a locking support position. During the turning process of the first fairing from the closed state to the open state, the fourth rotating arm drives the auxiliary driving element to rotate from the starting position to the ending position through the adapter seat. During the rotation of the auxiliary driving element from the starting position to the locking support position, the auxiliary driving element provides reverse driving force for the rotation of the fourth rotating arm.

2. The train front end opening and closing mechanism according to claim 1, characterized by During the rotation of the auxiliary driving element from the locking support position to the ending position, the auxiliary driving element provides forward driving force for the fourth rotating arm. The utility model further includes a locking mechanism, the locking mechanism includes a first locking device, a second locking device and a third locking device, one end of the first locking device is connected to the first rotating arm, the other end of the first locking device is rotatably connected to the support frame, a mechanical self-locking angle is formed between the first locking device and the first rotating arm when the first fairing is in the open or closed state, so that the first fairing is locked to the corresponding position, one end of the second locking device is connected to the second rotating arm, the other end of the second locking device is rotatably connected to the support frame, a mechanical self-locking angle is formed between the second locking device and the second rotating arm when the second fairing is in the open or closed state, so that the second fairing is locked to the corresponding position, one end of the third locking device is connected to the third rotating arm, the other end of the third locking device is rotatably connected to the support frame, a self-locking angle is formed between the third locking device and the third rotating arm when the third fairing is in the open or closed state, so that the third fairing is locked to the corresponding position. ​ ​ 3. The train front end opening and closing mechanism according to claim 1, characterized by ​ ​ ​ 4. The train front end opening and closing mechanism according to claim 3, characterized by ​ ​ 5. The train front end opening and closing mechanism according to claim 4, characterized by ​ ​ ​ ​ 6. The train nose door opening and closing mechanism according to claim 2, characterized by ​ ​ ​ ​ 7. The train front end opening and closing mechanism according to claim 6, characterized by The power output end of the first driving element is connected with the first locking device to drive the first rotating arm to rotate through the first locking device; The power output end of the second driving element is connected with the second locking device to drive the second rotating arm to rotate through the second locking device; The power output end of the third driving element is connected with the third locking device to drive the third rotating arm to rotate through the third locking device.

8. The train front end opening and closing mechanism according to claim 6 or 7, characterized by The first rotating arm is provided with a first sliding groove, and the first locking device is slidingly arranged in the first sliding groove; The second rotating arm is provided with a second sliding groove, and the second locking device is slidingly arranged in the second sliding groove; The third rotating arm is provided with a third sliding groove, and the third locking device is slidingly arranged in the third sliding groove.

9. The train nose door opening and closing mechanism according to claim 1, characterized by Further comprising a rotating mechanism, the rotating mechanism comprising: A first rotating shaft connected with the support frame and in rotating connection with the first rotating arm; A second rotating shaft connected with the support frame and in rotating connection with the second rotating arm; A third rotating shaft connected with the support frame and in rotating connection with the third rotating arm.

10. The train nose door opening and closing mechanism according to claim 1, characterized by The third fairing and the second fairing are integrally located below the first fairing; when the fairing hatch is opened, the first fairing is flipped upward under the driving of the first rotating arm, and the second fairing and the third fairing are flipped to the left and right sides under the driving of the second rotating arm and the third rotating arm respectively.

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