Tramcar coupling anti-swing mechanism

Abstract

The utility model discloses a tramcar hook anti -swing mechanism, one end is connected with tramcar, the other end is connected with car hook, including first connecting plate and the second connecting plate of detachable connection in one end of first connecting plate through connecting component, the relative movement of the junction of first connecting plate and second connecting plate realizes the change of both horizontal angle and the relative change of horizontal direction displacement. The utility model has the advantages of: the utility model can prevent the swing of car hook after adjusting the angle of car hook according to need, to assist in realizing the quick connection of car hook, realize low cost, and the practicality is strong.

Description

Technical Field

[0001] This utility model belongs to the field of tram technology, specifically relating to a tram coupler anti-sway mechanism. Background Technology

[0002] A coupler is a device that connects two independent carriages or car bodies. Rail transit vehicles are equipped with various types of couplers, used to ensure the safe movement of trains in case of malfunctions. During tram operation, tram rescue is a common scenario. Accurate coupler engagement is crucial for improving rescue efficiency. However, existing coupler systems, after being opened and straightened, often exhibit lateral swaying due to a lack of effective restraints. This swaying is particularly severe in complex road conditions such as uphill sections, underpasses, and curves. This not only prevents accurate alignment during coupling, reducing rescue efficiency, but can also damage the coupler itself and its connecting components, potentially leading to safety accidents. Ensuring the positional stability of the coupler during application is a technical problem that needs to be solved. Utility Model Content

[0003] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a tram coupler anti-sway mechanism, which effectively restricts the position of the coupler during use to prevent unnecessary swaying.

[0004] The objective of this utility model is achieved through the following technical solution:

[0005] The tram coupler anti-sway mechanism is connected to the tram at one end and to the coupler at the other end. It includes a first connecting plate and a second connecting plate that is detachably connected to one end of the first connecting plate via a connecting assembly. The relative movement at the connection point between the first connecting plate and the second connecting plate realizes the change between their horizontal angles and the relative change in their horizontal displacement.

[0006] Preferably, both the first connecting plate and the second connecting plate are provided with strip grooves, and the connecting component passes through the strip grooves to connect the first connecting plate and the second connecting plate.

[0007] Preferably, the groove extends from the end of the connecting plate toward the middle, the groove is 3-5cm away from the end of the connecting plate, and the length of the groove is 60%-70% of the length of the corresponding connecting plate.

[0008] Preferably, the connecting assembly is a bolt assembly.

[0009] Preferably, the length of the first connecting plate is greater than the length of the second connecting plate, one end of the first connecting plate is fixed to the tram via a bracket, and the other end of the second connecting plate is connected to the coupler via a coupler connecting plate.

[0010] Preferably, the length of the first connecting plate is 70-90cm, and the length of the second connecting plate is 40-60cm.

[0011] The beneficial effects of this utility model are: This utility model can prevent the coupler from swinging after adjusting the coupler angle as needed, so as to help realize the rapid connection of the coupler, with low cost and strong practicality. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the structure of this utility model.

[0014] Figure 2 This is a side view of the present invention.

[0015] Figure 3 This is a schematic diagram of the structure of this utility model when connected to a coupler. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this utility model clearer, the following description is provided in conjunction with the appendix. Figures 1-3 The present invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0017] This utility model discloses a tram coupler anti-sway mechanism, combined with Figures 1-3 As shown, one end of the anti-sway mechanism is fixedly connected to the vehicle body end 7 of the tram, and the other end is fixedly connected to the coupler 8.

[0018] The anti-sway mechanism is designed to prevent the coupler from swaying horizontally from the inside out during use, thus avoiding interference with coupling or unnecessary component damage due to the swaying. The anti-sway mechanism includes a first connecting plate 1 and a second connecting plate 2 detachably connected to one end of the first connecting plate 1 via a connecting assembly 6. The relative movement at the connection point between the first connecting plate 1 and the second connecting plate 2 allows for changes in their horizontal angle and relative changes in horizontal displacement. The horizontal displacement refers to changes along the X and Y axes, and this displacement can be adjusted for couplers of different lengths.

[0019] Specifically, both the first connecting plate 1 and the second connecting plate 2 have a strip groove 11. The strip groove 11 extends from the end of the connecting plate towards the middle, and the distance between the strip groove and the end of the connecting plate is 3-5 cm. The length of the strip groove is 60%-70% of the length of the corresponding connecting plate, i.e., it is mainly located at one end of the connecting plate. The connecting assembly 6 passes through the strip groove 11 to achieve a tight connection between the first connecting plate 1 and the second connecting plate 2. The connecting assembly 6 is a bolt assembly. Before achieving a tight connection, the coupler angle needs to be adjusted according to the actual coupling situation. After the coupler angle is adjusted to the correct position, the first connecting plate and the second connecting plate are locked together using the bolt assembly. The structure of the coupler itself and the coupling during use are the same as in the prior art, and will not be described in detail here.

[0020] In this embodiment, the length of the first connecting plate 1 is greater than the length of the second connecting plate 2. One end of the first connecting plate 1 is fixed to the tram body end 7 via a bracket 5, and the other end of the second connecting plate 2 is connected to the coupler via a coupler connecting plate 4. To accommodate the adjustment angles and types of couplers commonly found on the market, the length of the first connecting plate is 70-90cm, and the length of the second connecting plate is 40-60cm. All connecting parts in this invention can be detachable bolt connections. The mechanism of this invention effectively prevents the coupler from swinging during rescue operations, ensuring rapid alignment of the coupler during coupling, greatly improving rescue efficiency. Reduced coupler swing also lowers the risk of component damage and safety accidents caused by swinging, enhancing the operational safety of the tram. Furthermore, the strip groove of this mechanism can be adjusted according to actual needs, making it highly adaptable.

[0021] In the description of this utility model, it should be noted that the terms "upper", "lower", "left", "right", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] There are many specific application examples of this utility model. The above description is only a preferred embodiment of this utility model. It should be noted that for those skilled in the art, several improvements can be made without departing from the principle of this utility model, and these improvements should also be considered within the protection scope of this utility model.

Claims

1. A tram coupler anti-sway mechanism, characterized in that, One end is connected to a tram, and the other end is connected to a coupler. It includes a first connecting plate and a second connecting plate that is detachably connected to one end of the first connecting plate via a connecting assembly. The relative movement at the connection point between the first connecting plate and the second connecting plate realizes the change between their horizontal angles and the relative change in their horizontal displacement.

2. The anti-sway mechanism for tram couplers according to claim 1, characterized in that, Both the first connecting plate and the second connecting plate are provided with strip grooves, and the connecting component passes through the strip grooves to connect the first connecting plate and the second connecting plate.

3. The anti-sway mechanism for tram couplers according to claim 2, characterized in that, The groove extends from the end of the connecting plate toward the middle, and the groove is 3-5cm away from the end of the connecting plate. The length of the groove is 60%-70% of the length of the corresponding connecting plate.

4. The anti-sway mechanism for tram couplers according to claim 2, characterized in that, The connecting component is a bolt assembly.

5. The anti-sway mechanism for tram couplers according to claim 3, characterized in that, The length of the first connecting plate is greater than the length of the second connecting plate. One end of the first connecting plate is fixed to the tram via a bracket, and the other end of the second connecting plate is connected to the coupler via a coupler connecting plate.

6. The anti-sway mechanism for tram couplers according to claim 4, characterized in that, The length of the first connecting plate is 70-90cm, and the length of the second connecting plate is 40-60cm.

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