Passenger car coupler slow turnover device

Abstract

The utility model discloses a passenger car coupler buffer turnover device which comprises a control device, a machine base and a turnover frame, the turnover frame is installed on the machine base in a rotating mode, the machine base is provided with a driving device used for driving the turnover frame to rotate by 180 degrees, and the rotating central axis of the turnover frame is horizontally arranged and distributed in the length direction of the turnover frame. The turnover frame is provided with a containing space used for containing a coupler buffer assembly in a penetrating mode in the direction perpendicular to the rotating central axis, the containing space is provided with a plurality of supporting stations and a plurality of clamping stations in the length direction of the turnover frame, and the turnover frame is provided with supporting mechanisms corresponding to the supporting stations and clamping mechanisms corresponding to the clamping stations. The turnover device solves the problems that an existing turnover device is stuck in hoisting, unstable in transmission, dislocated in parts, inconvenient to operate and the like, has the advantages of being reasonable in structure, stable in operation and convenient and fast to operate, and remarkably improves the assembly quality and the production efficiency of the passenger car coupler buffer assembly.

Description

Technical Field

[0001] This utility model relates to the technical field of passenger car coupler maintenance equipment, and in particular to a passenger car coupler slow-turning device. Background Technology

[0002] The coupler-slower reversing device is a key piece of equipment in the passenger car coupler-slower assembly line. It is mainly used to rotate the coupler-slower assembly, which has been assembled in reverse, 180° clockwise (the rotation operation is as follows: rotate the first coupler-slower assembly 180° clockwise, the second coupler-slower assembly 180° counterclockwise, and the third coupler-slower assembly 180° clockwise, and so on, alternating between these operations), restoring it to its upright position for subsequent assembly and inspection. The coupler-slower assembly is a crucial component of the train's connection system, and its assembly quality directly affects the train's operational safety and stability. Existing reversing devices, using a column-mounted lifting method, pneumatic transmission, and manual valve control, have the following drawbacks:

[0003] (1) The existing flipping device lacks clamping and positioning function. During the flipping process, the buffer and the plate are prone to misalignment. On the one hand, it will affect the flipping quality and cause the assembly quality to be substandard. On the other hand, the misalignment will also cause a large amount of shaking after the flipping is in place, making it impossible to stop immediately.

[0004] (2) The existing overturning device lacks braking function. After it is overturned into place, it cannot stop immediately due to the large inertial impact force.

[0005] (3) Outdated transmission principle: The existing flipping device uses pneumatic transmission, which is insufficient and unbalanced, resulting in large swing vibration and uneven speed, affecting the flipping quality and easily leading to substandard assembly quality.

[0006] (4) Unreasonable operation and control: The existing flipping device uses manual valve control, which has poor operation sensitivity, low reliability, frequent failures, and affects work efficiency.

[0007] (5) Unreasonable structural design: The length of the inlet groove of the existing flipping device is insufficient, and the buffer limit side plate has a boss, which makes it easy to get stuck during hoisting and affects the flipping efficiency. Utility Model Content

[0008] The purpose of this utility model is to provide a passenger car coupler slow-turning device, which has the advantages of reasonable structure, stable operation and convenient operation, and solves the problems mentioned in the background art to a certain extent.

[0009] To achieve the above objectives, the present invention adopts the following technical solution:

[0010] A passenger car coupler slow-turning device includes a control device, a base, and a turning frame. The turning frame is rotatably mounted on the base. The base is provided with a drive device for driving the turning frame to rotate 180 degrees. The rotation axis of the turning frame is horizontally arranged and distributed along the length direction of the turning frame. The turning frame is provided with a placement space for placing the coupler and slow-turning assembly along the direction perpendicular to the rotation axis. The placement space has a number of support positions and a number of clamping positions along the length direction of the turning frame. The turning frame is provided with support mechanisms corresponding to the support positions and clamping mechanisms corresponding to the clamping positions.

[0011] Furthermore, each support station is equipped with four support mechanisms, and the four support mechanisms located at the same support station are symmetrically distributed in two groups on both sides of the flipping frame; each clamping station is equipped with two clamping mechanisms, and the two clamping mechanisms located at the same clamping station are symmetrically distributed on both sides of the flipping frame.

[0012] Furthermore, the support mechanism includes a first cylinder and a support block, the first cylinder being fixedly connected to the tilting frame, and the support block being fixedly connected to the telescopic rod of the first cylinder; the clamping mechanism includes a second cylinder and a clamping block, the second cylinder being fixedly connected to the tilting frame, and the clamping block being fixedly connected to the telescopic rod of the second cylinder.

[0013] Furthermore, the extension and retraction directions of both the first cylinder and the second cylinder are perpendicular to the length direction of the tilting frame.

[0014] Furthermore, the support station includes a left cluster plate support station, a right cluster plate support station, and a hook body support station. The clamping station includes a buffer clamping station, a hook tail frame clamping station, and a hook head clamping station. The left cluster plate support station, buffer clamping station, right cluster plate support station, hook tail frame clamping station, hook body support station, and hook head clamping station are arranged sequentially along the length of the flipping frame.

[0015] Furthermore, the placement space is provided with a hook tail frame tail guide groove at one end near the left cluster plate support station, the left cluster plate support station is provided with a left cluster plate guide groove, the buffer clamping station is provided with a buffer guide groove, the right cluster plate support station is provided with a right cluster plate guide groove, the hook tail frame clamping station is provided with a hook tail frame head guide groove, the hook body support station is provided with a hook body guide groove, and the hook head clamping station is provided with a hook head guide groove; the hook tail frame tail guide groove, the left cluster plate guide groove, the buffer guide groove, the right cluster plate guide groove, the hook tail frame head guide groove, the hook body guide groove, and the hook head guide groove are all formed by two symmetrically distributed guide members, and the upper and lower ends of the guide members are respectively connected to outward-facing guide inclined plates.

[0016] Furthermore, the tilting frame is a rectangular frame structure formed by a first end plate, a first side frame, a second end plate, and a second side frame in sequence. The tilting frame has a coaxially distributed drive shaft and driven shaft at both ends along its length. The drive shaft is fixedly connected to the first end plate, and the driven shaft is fixedly connected to the second end plate. The base is provided with a first support seat and a second support seat. Bearings are connected between the first support seat and the drive shaft, and between the second support seat and the driven shaft, respectively.

[0017] Furthermore, reinforcing ribs are provided between the first end plate and the first frame, between the first end plate and the second frame, between the second end plate and the first frame, and between the second end plate and the second frame.

[0018] Furthermore, the driving device includes a drive motor, a reducer, and a coupling. The output shaft of the drive motor is connected to the input end of the reducer, the output end of the reducer is connected to one end of the coupling, and the other end of the coupling is connected to the drive shaft. The control device includes a PLC controller, a first sensor, and a second sensor. The first sensor and the second sensor are symmetrically distributed about the rotation axis of the tilting frame. The tilting frame is provided with a trigger for triggering the first sensor or the second sensor. The first sensor, the second sensor, and the drive motor are respectively connected to the PLC controller. The PLC controller is connected to switches and solenoid valves for controlling the actions of the support mechanism and the clamping mechanism, respectively.

[0019] Furthermore, the drive shaft or the driven shaft is equipped with an electromagnetic brake disc, which is connected to the PLC controller.

[0020] Compared with the prior art, this utility model provides a passenger car coupler slow-turning device, which has the following beneficial effects:

[0021] (1) Improved Turnover Quality: By setting up multiple support stations and corresponding support mechanisms, the left and right feed plates and hook body can be supported respectively, facilitating a 180-degree rotation for turning. By setting up multiple clamping stations and corresponding clamping mechanisms, the buffer, hook tail frame, and hook head can be clamped and positioned respectively, preventing lateral displacement or misalignment of these parts during the turning process. This ensures the stability of the coupler and hook buffer assembly during the turning process, thereby guaranteeing the assembly quality after turning. Furthermore, it avoids significant shaking after turning and allows for a smooth and rapid stop. By setting up an electromagnetic brake disc, it can quickly brake and stop, eliminating the impact force caused by rotational inertia, effectively reducing swaying after turning, and ensuring the accurate position of the coupler and hook buffer assembly after turning.

[0022] (2) Improve the turning efficiency: By lengthening the guide groove and removing the positioning boss, the problem of hoisting jamming was solved, and the turning efficiency was significantly improved; the lengthened guide groove can better accommodate the coupler and buffer assembly, reduce friction and resistance during hoisting, and improve hoisting efficiency.

[0023] (3) Enhanced transmission stability: The drive motor is paired with a cycloidal pinwheel reducer for driving, resulting in large and balanced transmission force, smooth operation, and uniform speed, significantly improving the stability and reliability of the transmission. The cycloidal pinwheel reducer has high transmission efficiency and can provide sufficient torque to ensure balanced force during the rotation process, avoiding unstable operation caused by insufficient force.

[0024] (4) Improved operation and control performance: The PLC programming control system and solenoid valve control system are adopted, which have high operation sensitivity and high reliability, reduce the occurrence of failures, and improve work efficiency. The PLC controller can automatically control the flipping process according to the preset program to ensure the accuracy and consistency of each operation. The solenoid valve control can quickly respond to operation commands to ensure that every action can be executed accurately. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a top view of the overall structure of this utility model;

[0027] Figure 2 This is a schematic diagram of the overall side view structure of this utility model;

[0028] Figure 3 This is a top view of the tilting frame structure.

[0029] Figure 4 This is a schematic diagram of the hook tail frame tail guide groove.

[0030] Figure 5 This is a schematic diagram of the left cluster plate inlet groove.

[0031] Figure 6 This is a schematic diagram of the buffer inlet slot.

[0032] Figure 7 This is a schematic diagram of the right cluster plate inlet groove.

[0033] Figure 8 This is a schematic diagram of the hook tail frame head guide groove.

[0034] Figure 9 This is a schematic diagram of the hook body guide groove.

[0035] Figure 10 This is a schematic diagram of the hook head guide groove.

[0036] Figure 11 This is a top view of the coupler and buffer assembly.

[0037] Figure 12 A schematic diagram showing the positioning and support of the coupler and buffer assembly on the tilting frame;

[0038] Figure 13 This is a block diagram illustrating the control principle of this utility model.

[0039] Reference numerals: 1. Base; 11. First support seat; 12. Second support seat; 13. Bearing; 14. Third support seat; 15. Electrical control box; 16. Solenoid valve box; 2. Tilting frame; 21. First end plate; 22. First frame; 23. Second end plate; 24. Second frame; 25. Drive shaft; 26. Driven shaft; 27. Reinforcing rib; 28. Guide component; 281. Guide inclined plate; 29. ​​Trigger component; 3. Placement space; 301. Left cluster plate support station; 302. Buffer clamping station; 303. Right cluster plate support station; 304. Hook tail frame clamping station; 305. Hook body support station; 306. Hook head clamping station; 307. Hook tail frame tail guide groove; 308. Left cluster plate 309. Inlet groove; 310. Buffer inlet groove; 311. Right cluster plate inlet groove; 312. Hook tail frame inlet groove; 313. Hook body inlet groove; 314. Hook head inlet groove; 4. Support mechanism; 41. First cylinder; 42. Support block; 5. Clamping mechanism; 51. Second cylinder; 52. Clamping block; 6. Drive device; 61. Drive motor; 62. Reducer; 63. Coupling; 7. Control device; 71. PLC controller; 72. First sensor; 73. Second sensor; 74. Switch; 75. Solenoid valve; 76. Electromagnetic brake disc; 8. Coupler and buffer assembly; 81. Left cluster plate; 82. Buffer; 83. Right cluster plate; 84. Hook tail frame; 85. Hook body; 86. Hook head. Detailed Implementation

[0040] The technical solution of this utility model will be clearly and completely described below through detailed embodiments and in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0041] Please refer to Figures 1 to 13This embodiment provides a passenger car coupler slow-turning device, including a control device 7, a base 1, and a turning frame 2. The turning frame 2 is rotatably mounted on the base 1. The base 1 is provided with a drive device 6 for driving the turning frame 2 to rotate 180 degrees. The rotation axis of the turning frame 2 is horizontally arranged and distributed along the length direction of the turning frame 2. The turning frame 2 is provided with a placement space 3 for placing the coupler and slow-turning assembly 8 through the direction perpendicular to the rotation axis. The placement space 3 has a number of support positions and a number of clamping positions along the length direction of the turning frame 2. The turning frame 2 is provided with a support mechanism 4 corresponding to the support positions and a clamping mechanism 5 corresponding to the clamping positions. By setting up multiple support stations and corresponding support mechanisms, the left and right cam plates and hook body can be supported and supported respectively, making it easy to rotate 180 degrees to complete the flip. By setting up multiple clamping stations and corresponding clamping mechanisms, the buffer, hook tail frame and hook head can be clamped and positioned respectively, preventing these parts from shifting or misaligning during the flip. This ensures the stability of the hook and buffer assembly during the flip, thus guaranteeing the assembly quality after flipping. Furthermore, it avoids large-scale shaking after flipping and can stop smoothly and quickly.

[0042] In some implementations, reference Figures 1-3 and Figure 12 Each support station is equipped with four support mechanisms 4. The four support mechanisms 4 located at the same support station are symmetrically distributed in two groups on both sides of the tilting frame 2, thus dividing each support mechanism into upper and lower layers, which can respectively support the upper and lower sides of the coupler and buffer assembly. Each clamping station is equipped with two clamping mechanisms 5. The two clamping mechanisms 5 located at the same clamping station are symmetrically distributed on both sides of the tilting frame 2, so that the coupler and buffer assembly can be symmetrically clamped on both sides, ensuring the stability of the coupler and buffer assembly during the tilting process.

[0043] In some specific implementation methods, refer to Figure 12 The support mechanism 4 includes a first cylinder 41 and a support block 42. The first cylinder 41 is fixedly connected to the tilting frame 2, and the support block 42 is fixedly connected to the telescopic rod of the first cylinder 41. Thus, by controlling each first cylinder to drive the corresponding support block to extend, the hook and buffer assembly can be supported. The clamping mechanism 5 includes a second cylinder 51 and a clamping block 52. The second cylinder 51 is fixedly connected to the tilting frame 2, and the clamping block 52 is fixedly connected to the telescopic rod of the second cylinder 51. Thus, by controlling each second cylinder to drive the corresponding clamping block to extend, the hook and buffer assembly can be clamped and fixed. In addition, pneumatic drive ensures a firm clamping.

[0044] As a preferred embodiment, such as Figure 12 As shown, the extension and retraction directions of the first cylinder 41 and the second cylinder 51 are both perpendicular to the length direction of the tilting frame 2, thereby providing more stable support for the coupler and buffer assembly and more secure clamping of the coupler and buffer assembly.

[0045] In some implementations, reference Figures 1-3 and Figure 12 The support stations include a left cluster plate support station 301, a right cluster plate support station 303, and a hook body support station 305. The clamping stations include a buffer clamping station 302, a hook tail frame clamping station 304, and a hook head clamping station 306. The left cluster plate support station 301, buffer clamping station 302, right cluster plate support station 303, hook tail frame clamping station 304, hook body support station 305, and hook head clamping station 306 are arranged sequentially along the length of the flipping frame 2. Thus, after the coupler and buffer assembly 8 is hoisted into the placement space 3 on the tilting frame 2, the left bush plate 81 can be supported by the support mechanism 4 at the left bush plate support station 301, the right bush plate 83 can be supported by the support mechanism 4 at the right bush plate support station 303, the hook body 85 can be supported by the support mechanism 4 at the hook body support station 305, the buffer 82 can be clamped and fixed by the clamping mechanism 5 at the buffer clamping station 302, the hook tail frame 84 can be clamped and fixed by the clamping mechanism 5 at the hook tail frame clamping station 304, and the hook head 86 can be clamped and fixed by the clamping mechanism 5 at the hook head clamping station 306.

[0046] In some specific implementation methods, refer to Figures 3 to 12The placement space 3 is provided with a hook tail frame tail guide groove 307 at one end near the left bush plate support station 301. The left bush plate support station 301 is provided with a left bush plate guide groove 308. The buffer clamping station 302 is provided with a buffer guide groove 309. The right bush plate support station 303 is provided with a right bush plate guide groove 310. The hook tail frame clamping station 304 is provided with a hook tail frame head guide groove 311. The hook body support station 305 is provided with a hook body guide groove 312. The hook head clamping station 306 is provided with a hook head guide groove 313. The hook tail frame tail guide groove 307, the left bush plate guide groove 308, the buffer guide groove 309, the right bush plate guide groove 310, the hook tail frame head guide groove 311, the hook body guide groove 312, and the hook head guide groove 313 are all formed by two symmetrically distributed guide members 28. The upper and lower ends of the guide members 28 are respectively connected to outward-facing guide inclined plates 281. Thus, by setting up guide slots at each workstation, the coupler and hook-and-reamer assembly can be easily and smoothly hoisted into or out of the placement space of the tilting frame using guide ramps. Furthermore, because the inner side of each guide slot adopts a plate structure without positioning bosses, the movement of the coupler and hook-and-reamer assembly within the placement space of the tilting frame is smoother, reducing jamming caused by bosses and facilitating rapid hoisting.

[0047] Specifically, as an example, the lengths of the hook tail frame guide groove 307, the left bush plate guide groove 308, the buffer guide groove 309, the right bush plate guide groove 310, and the hook tail frame head guide groove 311 are all 580mm, the length of the hook body guide groove 312 is 720mm, and the length of the hook head guide groove 313 is 445mm. These guide grooves are all 50mm longer than the conventional design. In this way, the extended guide grooves can allow the tilting frame to better accommodate the hook and buffer assembly, reduce friction and resistance during hoisting, improve hoisting efficiency, ensure smooth hook lowering and hoisting, and prevent jamming.

[0048] In some specific implementation methods, refer to Figures 1-3 and Figure 12The tilting frame 2 is a rectangular frame structure formed by a first end plate 21, a first side frame 22, a second end plate 23, and a second side frame 24 arranged sequentially. The tilting frame 2 has a coaxially distributed drive shaft 25 and driven shaft 26 at both ends along its length. The drive shaft 25 is fixedly connected to the first end plate 21, and the driven shaft 26 is fixedly connected to the second end plate 23. The base 1 is provided with a first support seat 11 and a second support seat 12. Bearings 13 are connected between the first support seat 11 and the drive shaft 25, and between the second support seat 12 and the driven shaft 26, respectively. As an example, the first end plate 21 and the second end plate 23 are steel plates, and the first side frame 22 and the second side frame 24 are rectangular steel pipes, improving the safety and durability of the equipment. This allows it to withstand the weight of the coupler and buffer assembly and the impact force during the tilting process, ensuring the long-term stable operation of the tilting frame. Preferably, the surface of the tilting frame 2 is coated with an anti-rust primer and a dark green topcoat, resulting in a robust and durable structure with strong corrosion resistance.

[0049] As an improved implementation method, such as Figure 3 As shown, reinforcing ribs 27 are provided between the first end plate 21 and the first frame 22, between the first end plate 21 and the second frame 24, between the second end plate 23 and the first frame 22, and between the second end plate 23 and the second frame 24, thereby increasing the overall strength of the flipping frame and making it less prone to deformation.

[0050] In some implementations, reference Figure 1 , Figure 2 , Figure 12 and Figure 13 The drive device 6 includes a drive motor 61, a reducer 62, and a coupling 63. The output shaft of the drive motor 61 is connected to the input end of the reducer 62, the output end of the reducer 62 is connected to one end of the coupling 63, and the other end of the coupling 63 is connected to the drive shaft 25. As an example, the reducer 62 is a cycloidal pinwheel reducer, model BPLD42, which has advantages such as high torque, low noise, smooth rotation, and uniform speed, significantly improving the stability and reliability of the transmission. By using a drive motor paired with a high-efficiency cycloidal pinwheel reducer, sufficient torque can be provided to ensure balanced force during the rotation process, avoiding unstable operation due to insufficient force, and significantly improving performance compared to pneumatic transmission designs.

[0051] In some implementations, reference Figure 1 , Figure 2 , Figure 12 and Figure 13The control device 7 includes a PLC controller 71, a first sensor 72, and a second sensor 73. The first sensor 72 and the second sensor 73 are symmetrically distributed about the rotation axis of the tilting frame 2. The tilting frame 2 is provided with a trigger 29 for triggering the first sensor 72 or the second sensor 73. The first sensor 72, the second sensor 73, and the drive motor 61 are respectively connected to the PLC controller 71. The PLC controller 71 is connected to a switch 74 and a solenoid valve 75 for controlling the actions of the support mechanism 4 and the clamping mechanism 5, respectively. As an example, the first sensor corresponds to the tilting frame in its original position, and the second sensor corresponds to the tilting frame in its position after being tilted 180 degrees. Thus, the trigger 29 can be used to trigger the first sensor or the second sensor, thereby stopping the rotation of the tilting frame and controlling the tilting frame to rotate 180 degrees each time. The switches include a switch one for controlling the tilting frame to rotate 180 degrees or reset, a switch two for controlling the extension or retraction of the clamping block, a switch three for controlling the extension or retraction of the upper support block, and a switch four for controlling the extension or retraction of the lower support block. Compared to manual valve control, PLC programming control improves operational sensitivity and reliability, and reduces malfunctions. Furthermore, the automatic control of the flipping process according to a preset program ensures the accuracy and consistency of each step. In addition, the rapid response of solenoid valve control to operational commands ensures accurate execution of every action; the application of solenoid valves further enhances the level of automation, ensuring the smoothness and precision of the flipping process.

[0052] In some specific implementation methods, refer to Figure 1 , Figure 2 and Figure 12 The base 1 is provided with a third support 14 for supporting the reducer 62, an electrical control box 15 for installing the PLC controller 71, and a solenoid valve box 16 for installing the solenoid valve 75 and the switch 74.

[0053] In some specific embodiments, for example, the first sensor 72 and the second sensor 73 are proximity switches (such as photoelectric inductive switches), and the trigger element 29 is a stop. In other embodiments, the first sensor 72 and the second sensor 73 may also be Hall switches, and the trigger element 29 may correspond to a magnetic block.

[0054] As an improved implementation method, refer to Figure 1 , Figure 2 , Figure 12 and Figure 13The driven shaft 26 is equipped with an electromagnetic brake disc 76, which is connected to the PLC controller 71. Because an electromagnetic brake disc is used as the braking module, it operates in conjunction with the drive motor, being simultaneously energized and de-energized, resulting in sensitive and reliable braking. When the tilting frame rotates to its designated position, the electromagnetic brake disc is designed to quickly stop the vehicle, eliminating the impact force caused by rotational inertia, effectively reducing swaying after tilting, and ensuring the accurate positioning of the coupler and buffer assembly after tilting.

[0055] In some other embodiments, the electromagnetic brake disc 76 may be mounted on the drive shaft 25 as needed.

[0056] refer to Figure 1 , Figure 2 , Figures 11-13 The working principle of this utility model is as follows:

[0057] The tilting frame 2 is tilted back to its original position. All the first cylinders 41 of the tilting frame 2 at the lower level extend their support blocks 42. A single beam crane is used to lift the coupler and buffer assembly 8 and slowly place it into the placement space 3 on the tilting frame 2. All the support blocks 42 at the lower level of the tilting frame 2 support the coupler and buffer assembly 8. Then, all the first cylinders 41 of the tilting frame 2 at the upper level extend their support blocks 42, and then all the second cylinders 51 extend their clamping blocks 52 to clamp the coupler and buffer assembly 8. Next, the drive motor 61 is started to drive the tilting frame 2 to rotate 180° clockwise, so that the coupler and buffer assembly 8 rotates 180°. Then, all the first cylinders 41 of the tilting frame 2 at the upper level (i.e., the first cylinders that were at the lower level before the tilting) retract their support blocks 42. A single beam crane is used to lift the coupler and buffer assembly 8 out, completing the tilting of the coupler and buffer assembly 8. At this time, it stands by and waits for the next tilting operation of the coupler and buffer assembly 8. The flipping operation involves alternating 180-degree rotations of the flipping frame. Specifically, when flipping the first set of coupler and decelerator assemblies, the frame rotates 180° clockwise; when flipping the second set of coupler and decelerator assemblies, the frame rotates 180° counterclockwise; and when flipping the third set of coupler and decelerator assemblies, the frame rotates 180° clockwise. This alternating flipping operation is repeated.

[0058] This invention solves the problems of existing tilting devices such as hoisting jamming, unstable transmission, component misalignment, and inconvenient operation. It has the advantages of reasonable structure, stable operation, and convenient operation, and significantly improves the assembly quality and production efficiency of bus coupler and buffer assembly.

[0059] The above embodiments are merely illustrative of the concept and technical solution of this utility model, and are not intended to limit this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

[0060] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A passenger car hook buffer turnover device, comprising a control device, a base and a turnover frame, the turnover frame is rotatably installed on the base, the base is provided with a driving device for driving the turnover frame to rotate 180 degrees, characterized in that, The rotation axis of the tilting frame is horizontally set and distributed along the length of the tilting frame. The tilting frame is provided with a placement space for placing the coupler and hook buffer assembly along the direction perpendicular to the rotation axis. The placement space has several support stations and several clamping stations along the length of the tilting frame. The tilting frame is provided with support mechanisms corresponding to the support stations and clamping mechanisms corresponding to the clamping stations.

2. The passenger car hitch roll over device of claim 1, wherein, Each support station is equipped with four support mechanisms, and the four support mechanisms located at the same support station are symmetrically distributed in two groups on both sides of the flipping frame; each clamping station is equipped with two clamping mechanisms, and the two clamping mechanisms located at the same clamping station are symmetrically distributed on both sides of the flipping frame.

3. The passenger car hitch roll over device of claim 2, wherein, The support mechanism includes a first cylinder and a support block. The first cylinder is fixedly connected to the tilting frame, and the support block is fixedly connected to the telescopic rod of the first cylinder. The clamping mechanism includes a second cylinder and a clamping block. The second cylinder is fixedly connected to the tilting frame, and the clamping block is fixedly connected to the telescopic rod of the second cylinder.

4. The passenger car hitch flipover of claim 3 wherein, The extension and retraction directions of the first cylinder and the second cylinder are both perpendicular to the length direction of the tilting frame.

5. The passenger car hitch roll over device of claim 1, wherein, The support stations include a left cluster plate support station, a right cluster plate support station, and a hook body support station. The clamping stations include a buffer clamping station, a hook tail frame clamping station, and a hook head clamping station. The left cluster plate support station, buffer clamping station, right cluster plate support station, hook tail frame clamping station, hook body support station, and hook head clamping station are arranged sequentially along the length of the flipping frame.

6. The passenger car hitch flipover of claim 5 wherein, The placement space is provided with a hook tail frame tail guide groove at one end near the left cluster plate support station. The left cluster plate support station is provided with a left cluster plate guide groove. The buffer clamping station is provided with a buffer guide groove. The right cluster plate support station is provided with a right cluster plate guide groove. The hook tail frame clamping station is provided with a hook tail frame head guide groove. The hook body support station is provided with a hook body guide groove. The hook head clamping station is provided with a hook head guide groove. The hook tail frame tail guide groove, the left cluster plate guide groove, the buffer guide groove, the right cluster plate guide groove, the hook tail frame head guide groove, the hook body guide groove, and the hook head guide groove are all formed by two symmetrically distributed guide members. The upper and lower ends of the guide members are respectively connected to outward-facing guide inclined plates.

7. The passenger car hitch flipover of claim 1 wherein, The flipping frame is a rectangular frame structure formed by a first end plate, a first side frame, a second end plate, and a second side frame in sequence. The flipping frame has a coaxially distributed drive shaft and driven shaft at both ends along its length. The drive shaft is fixedly connected to the first end plate, and the driven shaft is fixedly connected to the second end plate. The base is provided with a first support seat and a second support seat. Bearings are connected between the first support seat and the drive shaft, and between the second support seat and the driven shaft, respectively.

8. The passenger car hitch flipover of claim 7 wherein, Reinforcing ribs are provided between the first end plate and the first frame, between the first end plate and the second frame, between the second end plate and the first frame, and between the second end plate and the second frame.

9. The passenger car coupler slow-turning device according to claim 7, characterized in that, The driving device includes a drive motor, a reducer, and a coupling. The output shaft of the drive motor is connected to the input end of the reducer, the output end of the reducer is connected to one end of the coupling, and the other end of the coupling is connected to the drive shaft. The control device includes a PLC controller, a first sensor, and a second sensor. The first sensor and the second sensor are symmetrically distributed about the rotation axis of the tilting frame. The tilting frame is equipped with a trigger for triggering the first sensor or the second sensor. The first sensor, the second sensor, and the drive motor are respectively connected to the PLC controller. The PLC controller is connected to switches and solenoid valves for controlling the actions of the support mechanism and the clamping mechanism, respectively.

10. The passenger car hitch flipover of claim 9, wherein, The drive shaft or the driven shaft is equipped with an electromagnetic brake disc, which is connected to the PLC controller.

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