Automatic unhooking and hooking device for train

Abstract

The utility model provides an automatic unhooking and hooking device for a train, which comprises a first train hook and a second train hook, the first train hook and the second train hook adopt No.13 couplers, the first train hook and the second train hook are respectively arranged on the side walls of the train on the two sides, and hook lock assemblies are arranged in the first train hook and the second train hook. The first train hook and the second train hook can be in butt joint and interlocked, the first train hook is provided with a driving mechanism used for driving the hook lock assembly of the first train hook to be locked or unlocked, and the first train hook is provided with a switch assembly used for controlling the driving mechanism. The device is stable in butt joint, the requirement of unhooking and hooking operation for butt joint precision is low, and a good equipment state can be kept after long-term use.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, specifically to an automatic train coupling and uncoupling device. Background Technology

[0002] The process of uncoupling and coupling locomotives and rolling stock to separate them is called uncoupling, while the process of connecting locomotives and rolling stock to form a train set (train) is called coupling. Traditional train coupling and coupling methods typically involve installing iron rings at both ends of the trains, with bolt assemblies passing through these rings. This coupling method requires a certain level of precision in the connection between the two trains and suffers from significant wear during operation. Over time, the precision deviation increases, which can affect the coupling and coupling operations. Summary of the Invention

[0003] To overcome the shortcomings of the existing technology, this utility model proposes an automatic train uncoupling and coupling device, which has stable docking, low requirements for docking accuracy in uncoupling and coupling operations, and can maintain good equipment condition after long-term use.

[0004] To achieve the above objectives, the automatic train coupling / uncoupling device of this utility model includes a first train coupling and a second train coupling. The first train coupling and the second train coupling are No. 13 couplers. The first train coupling and the second train coupling are respectively installed on the side walls of the two trains. The first train coupling and the second train coupling are equipped with hook-lock assemblies. The first train coupling and the second train coupling can be interlocked. The first train coupling is equipped with a drive mechanism for locking or unlocking the hook-lock assembly of the first train coupling. The first train coupling is equipped with a switch assembly for controlling the drive mechanism.

[0005] Furthermore, the first train hook includes a first hook head, which is a U-shaped fork structure. The end of the first hook head away from the train is rotatably connected to a first hook tongue. The first hook head is provided with a hook tongue pin, and the first hook tongue is rotatably connected to the first hook head through the hook tongue pin. The second train hook includes a second hook head, and the structure of the second train hook is the same as that of the first train hook. The end of the second hook head near the fork structure of the first train hook is rotatably connected to a second hook tongue. The first hook tongue and the second hook tongue are centrally symmetrical, and the first hook tongue and the second hook tongue can interlock after being docked and rotated.

[0006] Furthermore, the drive mechanism includes a rotating rod disposed above the first train hook, a rotating seat disposed on the train side wall on one side of the first train hook, the rotating rod passing through the rotating seat and being able to rotate along its own axis, the rotating rod including a suspension part, a chain link disposed on the suspension part, a pull-out hook lock pin disposed on the first hook head, the bottom of the chain link being connected to the top of the hook lock pin, the hook lock pin being used to control the locking and unlocking of the hook lock assembly.

[0007] Furthermore, a side plate connected to the train side wall is provided below the rotating seat, and a protruding cantilever is provided at the top of the side plate. An L-shaped arm is rotatably connected to the top of the cantilever. A connecting rod is provided on the rotating rod, and one end of the connecting rod is rotatably connected to the end of the long side of the L-shaped arm. An electric push rod is provided on the side plate, and the bottom of the electric push rod is rotatably connected to the bottom of the side plate. The end of the electric push rod is rotatably connected to the end of the short side of the L-shaped arm.

[0008] Furthermore, the first hook head is provided with a fixed base plate, and the hook tongue pin is provided with a mounting post. The mounting post passes through the opening on the fixed base plate. The switch assembly includes a switch trigger plate rotatably connected to the bottom of the mounting post. The end of the first hook tongue away from the hook tongue pin is provided with a pin shaft, and the end of the switch trigger plate away from the mounting post is connected to the top of the pin shaft.

[0009] Furthermore, a first positioning post is provided at the end of the fixed base plate away from the mounting post, a switch mounting plate is provided at the top of the first positioning post, and a proximity switch is provided at the end of the switch mounting plate away from the first positioning post. The proximity switch is used to control the electric push rod, and a trigger block is provided on the outer periphery of the rotating end of the switch trigger plate. The trigger block can rotate with the switch trigger plate to the position below the proximity switch to trigger the proximity switch.

[0010] Furthermore, a second positioning post is provided at one end of the fixed base plate located inside the first positioning post, and a torsion spring is sleeved on the mounting post. One end of the torsion spring is connected to the switch trigger plate, and the other end is connected to the second positioning post.

[0011] The automatic train uncoupling and coupling device of this invention provides stable docking, has low requirements for docking accuracy during uncoupling and coupling operations, and can maintain good equipment condition after long-term use. Attached Figure Description

[0012] The present invention will be further described and explained below with reference to the accompanying drawings.

[0013] Figure 1 This is a schematic diagram of the structure of the train automatic uncoupling device according to the preferred embodiment of this utility model.

[0014] Figure 2 This is a structural diagram used to illustrate the engagement state of the first train's hook and the second train's hook.

[0015] Figure 3 This is a structural diagram used to illustrate the coupling of the first train.

[0016] Reference numerals: 1. First train hook; 11. First hook head; 12. First hook tongue; 121. Pin; 13. Fixed base plate; 14. First positioning post; 15. Second positioning post; 2. Second train hook; 21. Second hook head; 22. Second hook tongue; 3. Switch assembly; 31. Hook tongue pin; 311. Mounting post; 32. Torsion spring; 33. Switch trigger plate; 331. Trigger block; 34. Switch mounting plate; 341. Proximity switch; 35. Hook lock pin; 4. Drive mechanism; 41. Rotating rod; 42. Rotating seat; 43. Side plate; 431. Cantilever; 44. Connecting rod; 45. Electric push rod; 46. Suspension part; 47. Chain link; 48. L-shaped arm. Detailed Implementation

[0017] The technical solution of this utility model will be more clearly and completely explained below with reference to the accompanying drawings and through the description of the preferred embodiments of this utility model.

[0018] like Figure 1 As shown, the preferred embodiment of this utility model's automatic train coupling / uncoupling device includes a first train coupler 1 and a second train coupler 2, both using a No. 13 coupler. The first train coupler 1 and the second train coupler 2 are respectively installed on the side walls of the trains on both sides. The train coupled to the first train coupler 1 is braked and parked, while the train coupled to the second train coupler 2 is awaiting coupling or uncoupling. The first train coupler 1 and the second train coupler 2 are equipped with a hook-lock assembly, enabling them to interlock. The hook-lock assembly adopts a mature structure from existing top-operated No. 13 couplers, including a hook lock, a hook tongue pusher, an upper locking pin, a lower locking pin, and a hook tongue pin. Since this is not the focus of this application, its working principle will not be elaborated here.

[0019] like Figure 2 and Figure 3 As shown, the first train hook 1 includes a first hook head 11, which has a U-shaped fork structure. A first hook tongue 12 is rotatably connected to the end of the fork structure of the first hook head 11 away from the train. A hook tongue pin 31 is provided on the first hook head 11, and the first hook tongue 12 is rotatably connected to the first hook head 11 via the hook tongue pin 31. The second train hook 2 includes a second hook head 21, which has the same structure as the first train hook 1. A second hook tongue 22 is rotatably connected to the end of the second hook head 21 near the fork structure of the first train hook 1. The first hook tongue 12 and the second hook tongue 22 are centrally symmetrical, and can interlock after being docked and rotated.

[0020] like Figure 2 and Figure 3As shown, the first train hook 1 is equipped with a drive mechanism 4 for locking or unlocking the hook-lock assembly of the first train hook 1. The drive mechanism 4 is covered with a removable protective cover. The drive mechanism 4 includes a rotating rod 41 disposed above the first train hook 1. A rotating seat 42 is disposed on the train side wall on one side of the first train hook 1. The rotating rod 41 passes through the rotating seat 42 and can rotate along its own axis. The rotating rod 41 includes a suspension part 46, on which a chain link 47 is disposed. A pull-out hook-lock pin 35 is disposed on the first hook head 11. The bottom of the chain link 47 is connected to the top of the hook-lock pin 35. The hook-lock pin 35 is used to control the locking and unlocking of the hook-lock assembly.

[0021] like Figure 2 and Figure 3 As shown, a side plate 43 connected to the train side wall is provided below the rotating seat 42. A protruding cantilever 431 is provided at the top of the side plate 43. An L-shaped arm 48 is rotatably connected to the top of the cantilever 431. A connecting rod 44 is provided on the rotating rod 41, with one end rotatably connected to the end of the long side of the L-shaped arm 48. An electric push rod 45 is provided on the side plate 43, with its bottom rotatably connected to the bottom of the side plate 43 and its end rotatably connected to the end of the short side of the L-shaped arm 48. When the electric push rod 45 is not extended, the suspension part 46 is in a low position, and the hook locking pin 35 is inserted into the first hook head 11. When the electric push rod 45 extends, it pushes the L-shaped arm 48 to rotate upwards, causing the rotating rod 41 to rotate around its axis, driving the suspension part 46 to rise, thereby pulling out the hook locking pin 35. When the first and second trains are coupled, the hooks on both sides lock together. Figure 1 As shown, the first train hook 1 is equipped with a switch assembly 3 for controlling the drive mechanism 4, and the switch assembly 3 is equipped with a removable cover. Figure 2 and Figure 3 As shown, the first hook head 11 is provided with a fixed base plate 13, and the hook tongue pin 31 is provided with a mounting post 311, which passes through an opening in the fixed base plate 13. The switch assembly 3 includes a switch trigger plate 33 rotatably connected to the bottom of the mounting post 311. The end of the first hook tongue 12 away from the hook tongue pin 31 is provided with a pin 121, and the end of the switch trigger plate 33 away from the mounting post 311 is connected to the top of the pin 121. The switch trigger plate 33 can rotate with the rotation of the first hook tongue 12.

[0022] A first positioning post 14 is provided at the end of the fixed base plate 13 away from the mounting post 311. A switch mounting plate 34 is provided on the top of the first positioning post 14. A proximity switch 341 is provided at the end of the switch mounting plate 34 away from the first positioning post 14. The proximity switch 341 is used to control the electric push rod 45. A trigger block 331 is provided on the outer periphery of the rotating end of the switch trigger plate 33. When the first hook tongue 12 is rotated open, the trigger block 331 can rotate with the switch trigger plate 33 to the position below the proximity switch 341 to trigger the proximity switch 341. A second positioning post 15 is provided at the end of the fixed base plate 13 located inside the first positioning post 14. A torsion spring 32 is sleeved on the mounting post 311. One end of the torsion spring 32 is connected to the switch trigger plate 33, and the other end is connected to the second positioning post 15.

[0023] The above-described specific embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Various modifications, substitutions, and improvements made by those skilled in the art to the technical solutions of the present invention based on the provided description and drawings, without departing from the design concept and spirit of the present invention, should all fall within the scope of protection of the present invention. The scope of protection of the present invention is determined by the claims.

Claims

1. A train automatic coupler and uncoupler device, characterized by, It includes a first train coupler and a second train coupler, both of which are No. 13 couplers. The first train coupler and the second train coupler are respectively installed on the side walls of the two trains. The first train coupler and the second train coupler are equipped with hook-lock assemblies. The first train coupler and the second train coupler can be interlocked. The first train coupler is equipped with a drive mechanism for locking or unlocking the hook-lock assembly of the first train coupler. The first train coupler is also equipped with a switch assembly for controlling the drive mechanism.

2. The automatic train coupler device according to claim 1, wherein The first train hook includes a first hook head, which is a U-shaped fork structure. A first hook tongue is rotatably connected to the end of the fork structure of the first hook head away from the train. A hook tongue pin is provided on the first hook head, and the first hook tongue is rotatably connected to the first hook head through the hook tongue pin. The second train hook includes a second hook head, and the structure of the second train hook is the same as that of the first train hook. A second hook tongue is rotatably connected to the end of the second hook head near the fork structure of the first train hook. The first hook tongue and the second hook tongue are centrally symmetrical, and can interlock after the first hook tongue and the second hook tongue are engaged and rotated.

3. The automatic train coupler device according to claim 2, wherein The drive mechanism includes a rotating rod disposed above the first train hook. A rotating seat is provided on the train side wall on one side of the first train hook. The rotating rod passes through the rotating seat and can rotate along its own axis. The rotating rod includes a suspension part with a chain link on it. A pull-out hook lock pin is provided on the first hook head. The bottom of the chain link is connected to the top of the hook lock pin. The hook lock pin is used to control the locking and unlocking of the hook lock assembly.

4. The automatic train coupler device according to claim 3, wherein Below the rotating seat is a side plate connected to the side wall of the train. The top of the side plate is a protruding cantilever. An L-shaped arm is rotatably connected to the top of the cantilever. A connecting rod is provided on the rotating rod. One end of the connecting rod is rotatably connected to the end of the long side of the L-shaped arm. An electric push rod is provided on the side plate. The bottom of the electric push rod is rotatably connected to the bottom of the side plate. The end of the electric push rod is rotatably connected to the end of the short side of the L-shaped arm.

5. The automatic train coupler device according to claim 4, wherein The first hook head is provided with a fixed base plate, and the hook tongue pin is provided with a mounting post. The mounting post passes through an opening on the fixed base plate. The switch assembly includes a switch trigger plate rotatably connected to the bottom of the mounting post. The end of the first hook tongue away from the hook tongue pin is provided with a pin shaft, and the end of the switch trigger plate away from the mounting post is connected to the top of the pin shaft.

6. The automatic train coupler device according to claim 5, wherein The fixed base plate has a first positioning post at the end away from the mounting post. The top of the first positioning post has a switch mounting plate. The end of the switch mounting plate away from the first positioning post has a proximity switch. The proximity switch is used to control the electric push rod. The outer periphery of the rotating end of the switch trigger plate has a trigger block. The trigger block can rotate with the switch trigger plate to the position below the proximity switch to trigger the proximity switch.

7. The automatic train coupler device according to claim 6, wherein The fixed base plate has a second positioning post at one end located inside the first positioning post. A torsion spring is sleeved on the mounting post. One end of the torsion spring is connected to the switch trigger plate, and the other end is connected to the second positioning post.

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