Train front-end opening and closing mechanism and rail vehicle

Abstract

A train front-end opening and closing mechanism and a rail vehicle. The opening and closing mechanism comprises a support frame (1); a swing arm mechanism (3) comprising a first swing arm, a second swing arm and a third swing arm (31, 32, 33), first ends of the respective swing arms being rotatably connected to the support frame (1); and a fairing door (2) comprising a first fairing, a second fairing and a third fairing (21, 22, 23), each fairing being correspondingly connected to a second end of a respective swing arm. In a closed state of the fairing door (2), an integral whole formed by fitting the third fairing (23) together with the second fairing (22) is disposed opposite the first fairing (21).

Description

Train front-end opening and closing mechanism and rail vehicle

[0001] This application claims priority to Chinese patent applications filed on January 16, 2025, with application number 2025100700242 entitled "A Train Front Opening and Closing Mechanism" and application number 2025201072848 entitled "A Train Front Opening and Closing Mechanism", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application belongs to the field of rail vehicle technology, and in particular relates to a train front-end opening and closing mechanism and a rail vehicle. Background Technology

[0003] The opening and closing mechanism located at the front of the high-speed train is a component of the train's aerodynamic head shape. When the train is running alone, the fairing doors of the opening and closing mechanism are closed, giving the train a complete aerodynamic aesthetic shape. When multiple trains need to be coupled together, the fairing doors must be in the open position so that the couplers can be fully and unobstructedly coupled.

[0004] In existing technologies, the opening and closing mechanism typically features two fairing hatches that open by rotating left and right or up and down to avoid interference between the hatches and internal components such as couplers and energy-absorbing devices. However, as train speeds increase, the requirements for streamlined car bodies become more stringent to reduce wind resistance. This results in increasingly sharper front-end designs and more compact internal spaces at the front of the car body, further reducing the movement space of the fairing hatches in the opening and closing mechanism. In such cases, conventionally split fairing hatches into two pieces and opening left and right or up and down cannot prevent interference with internal components such as energy-absorbing devices and couplers. Summary of the Invention

[0005] To address one of the aforementioned technical problems, this application provides a train front-end opening and closing mechanism and a rail vehicle.

[0006] The train front-end opening and closing mechanism provided in the first aspect of this application includes:

[0007] Supporting framework;

[0008] The swing arm mechanism includes a first swing arm, a second swing arm, and a third swing arm; the first end of the first swing arm, the first end of the second swing arm, and the first end of the third swing arm are respectively rotatably connected to the support frame;

[0009] The fairing hatch includes a first fairing, a second fairing, and a third fairing; the first fairing is connected to the second end of a first rotating arm, the second fairing is connected to the second end of a second rotating arm, and the third fairing is connected to the second end of a third rotating arm.

[0010] With the fairing hatch closed, the third fairing and the second fairing are combined to form a whole that is positioned opposite the first fairing.

[0011] During the opening and closing of the fairing hatch, the first rotating arm drives the first fairing to rotate around an axis parallel to the first direction, the second rotating arm drives the second fairing to rotate around an axis parallel to the second direction, and the third rotating arm drives the third fairing to rotate relative to the second fairing around an axis parallel to the second direction; the first direction and the second direction are set perpendicular to each other.

[0012] This embodiment achieves the goal of opening and closing the fairing without interference with the front-end components inside the vehicle, even when the fairing door has limited movement space, by dividing the fairing door into three pieces and controlling the movement trajectory of each piece through three rotating arms.

[0013] In one embodiment, the opening and closing mechanism further includes a driving mechanism, which includes: a first driving element fixed to the support frame, the power output end of which is connected to the first rotating arm; a second driving element fixed to the support frame, the power output end of which is connected to the second rotating arm; and a third driving element fixed to the support frame, the power output end of which is connected to the third rotating arm.

[0014] In one embodiment, the opening and closing mechanism further includes a fourth rotating arm; the first end of the fourth rotating arm is rotatably connected to the support frame, and the second end is connected to the first guide shroud; the fourth rotating arm and the first rotating arm are connected by a connector, and the fourth rotating arm rotates synchronously through the connector during the rotation of the first rotating arm.

[0015] In one embodiment, the opening and closing mechanism further includes an auxiliary drive member; a first end of the auxiliary drive member is connected to the support frame, and a second end is connected to the fourth rotating arm via an adapter.

[0016] In one embodiment, when the first connection point connecting the auxiliary drive member to the support frame, the second connection point connecting the auxiliary drive member to the adapter, and the third connection point connecting the adapter to the fourth rotating arm are on the same straight line, the auxiliary drive member is in the locked support position.

[0017] During the rotation process of the first deflector from the closed state to the open state, the fourth rotating arm drives the auxiliary drive component from the starting rotation position through the locking support position to the ending rotation position via the adapter seat; wherein, during the process of the auxiliary drive component rotating from the starting rotation position to the locking support position, the auxiliary drive component provides a reverse driving force for the rotation of the fourth rotating arm; during the process of the auxiliary drive component rotating from the locking support position to the ending rotation position, the auxiliary drive component provides a forward driving force for the fourth rotating arm.

[0018] In one embodiment, the auxiliary drive component is a gas spring, including a cylinder body mounted on a support frame and a piston rod capable of moving relative to the cylinder body; the connection method of the adapter is selected from one of the following schemes:

[0019] Option 1: The first end of the adapter is rotatably connected to the piston rod, forming the second connection point; the second end of the adapter is connected to the fourth rotating arm via a second shaft, forming the third connection point. Optionally, the second shaft is rotatably mounted on the support frame and is fixedly connected to the second end of the adapter and the fourth rotating arm respectively, so that the adapter and the fourth rotating arm can rotate synchronously.

[0020] Option 2: The adapter has a first side and a second side that intersect, forming an intersection. The first side of the adapter is rotatably connected to the piston rod; the second side of the adapter is fixedly connected to the fourth rotating arm; the intersection of the adapter is connected to the fourth rotating arm via a fifth axis, forming the third connection point. Optionally, the fifth axis is mounted on the support frame, allowing the intersection of the adapter to rotate relative to the support frame via the fifth axis, and the fourth rotating arm can also rotate relative to the support frame via the fifth axis.

[0021] In one embodiment, the opening and closing mechanism further includes a locking mechanism, the locking mechanism comprising:

[0022] The first locking device has a first end connected to the first rotating arm and a second end rotatably connected to the support frame; when the first deflector is in the open or closed state, the first locking device and the first rotating arm form a mechanical self-locking angle, so that the first deflector is locked to the corresponding position.

[0023] The second locking device has a first end connected to the second rotating arm and a second end rotatably connected to the support frame. When the second deflector is in the open or closed state, the second locking device and the second rotating arm form a mechanical self-locking angle, so that the second deflector is locked to the corresponding position.

[0024] The third locking device has its first end connected to the third rotating arm and its second end rotatably connected to the support frame. When the third deflector is in the open or closed state, the third locking device and the third rotating arm form a self-locking angle, so that the third deflector is locked to the corresponding position.

[0025] In one embodiment, the power output end of the first driving element is connected to 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 to the second locking device to drive the second rotating arm to rotate through the second locking device; and the power output end of the third driving element is connected to the third locking device to drive the third rotating arm to rotate through the third locking device.

[0026] In one embodiment, a first sliding groove is provided on the first rotating arm, and a first locking device is slidably disposed in the first sliding groove; a second sliding groove is provided on the second rotating arm, and a second locking device is slidably disposed in the second sliding groove; a third sliding groove is provided on the third rotating arm, and a third locking device is slidably disposed in the third sliding groove.

[0027] In one embodiment, the opening and closing mechanism further includes a rotating mechanism, which includes: a first rotating shaft connected to the support frame and rotatably connected to the first rotating arm; a second rotating shaft connected to the support frame and rotatably connected to the second rotating arm; and a third rotating shaft connected to the support frame and rotatably connected to the third rotating arm.

[0028] In one embodiment, the third and second fairings are combined to form a whole located below the first fairing; when the fairing hatch is opened, the first fairing flips upward under the action of the first rotating arm, and the second and third fairings flip to the left and right sides respectively under the action of the second and third rotating arms.

[0029] A second aspect of this application provides a rail vehicle, comprising:

[0030] Train car body;

[0031] Energy-absorbing devices are installed at the front of the train body; and

[0032] The opening and closing mechanism described in any of the preceding embodiments; when the fairing hatch of the opening and closing mechanism is in the open state, the first fairing rotates into the train body and is located above the energy absorption device, while the second and third fairings are located below the energy absorption device respectively.

[0033] The beneficial effects of this application are as follows:

[0034] 1. The opening and closing mechanism or rail vehicle provided in at least one embodiment of this application divides the fairing hatch into three parts. When the fairing hatch is opened, the first fairing flips upward under the drive of the first rotating arm to the top of the energy absorption device at the front of the vehicle body. The second and third fairings flip downward to the left and right respectively under the drive of the second and third rotating arms to the bottom of the energy absorption device at the front of the vehicle body. This solves the problem that in some specific vehicle models, the two fairing hatches that are conventionally cut in the form of left and right or up and down opening methods cannot avoid interference with the energy absorption device, coupler and other internal components of the vehicle.

[0035] 2. The opening and closing mechanism provided in at least one embodiment of this application has a simple and reliable structure. It can adapt and adjust the connection position and movement trajectory of the three fairings according to the different installation positions of the energy absorption devices in the vehicle and the swing angle of the coupler, thereby improving the adaptability of the fairing hatch to the arrangement of internal components at the front end of the vehicle body.

[0036] 3. The opening and closing mechanism or rail vehicle provided in at least one embodiment of this application realizes the automatic rotation of the three parts of the fairing hatch by setting a drive mechanism. At the same time, the drive mechanism is connected to the rotating arm mechanism through a locking mechanism, so that the fairing hatch can be firmly fixed in both the open and closed positions, which greatly improves the reliability of the product.

[0037] 4. In the opening and closing mechanism or rail vehicle provided in at least one embodiment of this application, the two sides of the first fairing are connected to the support frame through the first rotating arm and the fourth rotating arm, respectively, so as to avoid the problems of unilateral instability, swaying and gaps in the first fairing. Attached Figure Description

[0038] Figure 1 is a schematic diagram of the opening and closing mechanism according to one embodiment;

[0039] Figure 2 is a magnified view of a portion of Figure 1;

[0040] Figure 3 is a top view of the opening and closing mechanism;

[0041] Figure 4 is a schematic diagram of the structure of the first and fourth rotating arms;

[0042] Figure 5 is a magnified view of a portion of Figure 4;

[0043] Figure 6 is a schematic diagram of the opening and closing mechanism and the energy absorption device;

[0044] Figure 7 is a schematic diagram of the opening and closing mechanism, energy absorption device, and coupler.

[0045] Figure 8 is a schematic diagram of the opening and closing mechanism in the closed state;

[0046] The components include: 1. Support frame; 2. Radiator hatch, 21. First Radiator, 22. Second Radiator, 23. Third Radiator; 3. Rotary arm mechanism, 31. First Rotary Arm, 32. Second Rotary Arm, 33. Third Rotary Arm, 34. Fourth Rotary Arm; 35. Connector; 36. First Slide, 37. Second Slide, 38. Third Slide; 4. Drive mechanism, 41. First Drive Element, 42. Second Drive Element, 43. Third Drive Element; 5. Auxiliary drive component, 51. Cylinder body, 52. Piston. 6. Adapter, 61. First side, 62. Second side, 63. Cross section; 7. Locking mechanism, 71. First locking device, 72. Second locking device, 73. Third locking device; 8. Rotating shaft mechanism, 81. First rotating shaft, 82. Second rotating shaft, 83. Third rotating shaft; 91. Second shaft, 92. Fifth shaft; 101. Car body, 102. Conical nose structure, 103. Energy absorption device, 104. Coupler; 201. First connection point, 202. Second connection point, 203. Third connection point. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0048] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. For those skilled in the art, these drawings can be applied to other similar scenarios without any creative effort.

[0049] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0050] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion.

[0051] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0052] As shown in Figures 1-8, the first embodiment of this application provides a train front-end opening and closing mechanism (which may be referred to as the opening and closing mechanism), including a support frame 1, a fairing door 2, a swing arm mechanism 3, and a drive mechanism 4.

[0053] The support frame 1 is fixedly installed inside the conical nose structure 102 at the front end of the train body 101 so that components such as the swing arm mechanism 3 and the drive mechanism 4 can be connected to the train body 101.

[0054] The fairing hatch 2 is divided into three parts, as shown in Figures 6-8, namely the first fairing 21, the second fairing 22 and the third fairing 23.

[0055] The rotating arm mechanism 3 includes a first rotating arm 31, a second rotating arm 32, and a third rotating arm 33.

[0056] The first air deflector 21 is rotatably connected to the support frame 1 via the first rotating arm 31. The second air deflector 22 and the third air deflector 23 are rotatably connected to the support frame 1 via the second rotating arm 32 and the third rotating arm 33, respectively. The whole formed by the third air deflector 23 and the second air deflector 22 is arranged opposite to the first air deflector 21.

[0057] When the first fairing 21, the second fairing 22, and the third fairing 23 are closed, they are combined to form the streamlined front body shape of the train, as shown in Figure 8.

[0058] During the opening and closing of the fairing hatch 2, the first rotating arm 31 drives the first fairing 21 to rotate around an axis parallel to the first direction X, the second rotating arm 32 drives the second fairing 22 to rotate around an axis parallel to the second direction Y, and the third rotating arm 33 drives the third fairing 23 to rotate relative to the second fairing 22 around an axis parallel to the second direction Y. The first direction X and the second direction Y are perpendicular to each other.

[0059] In this embodiment, as shown in Figure 6, the first direction X is horizontal, and the second direction Y is vertical. That is, during the opening of the fairing hatch 2, the first fairing 21, driven by the first rotating arm 31, flips upwards to above the energy-absorbing device 103 within the cone-shaped nose structure 102 at the front of the vehicle body. The second fairing 22 and the third fairing 23, driven by the second rotating arm 32 and the third rotating arm 33 respectively, flip to the left and right, respectively, to the lower left and right of the energy-absorbing device 103. During the closing of the fairing hatch 2, the first fairing 21, driven by the first rotating arm 31, flips downwards. The second fairing 22 and the third fairing 23, driven by the second rotating arm 32 and the third rotating arm 33 respectively, flip to the right and left, respectively, merging with the first fairing 21 to form the fairing hatch 2.

[0060] The drive mechanism 4 includes a first drive element 41, a second drive element 42, and a third drive element 43. In one embodiment, the first, second, and third drive elements 41, 42, and 43 may all be pneumatic components, specifically power source cylinders. In another embodiment, each drive element may be an electric cylinder. Each drive element has a power output end.

[0061] The first drive element 41 is fixed to the support frame 1, and its power output end 411 is connected to the first rotating arm 31 to drive the first rotating arm 31 to rotate. The second drive element 42 is fixed to the support frame 1, and its power output end 421 is connected to the second rotating arm 32 to drive the second rotating arm 32 to rotate. The third drive element 43 is fixed to the support frame 1 opposite to the second drive element 42, and its power output end 431 is connected to the third rotating arm 33 to drive the third rotating arm 33 to rotate.

[0062] In the above embodiment, the fairing hatch 2 is divided into three parts; in the open state, the first fairing 21 is flipped upwards to above the energy absorption device 103 under the drive of the first rotating arm 31, and the second fairing 22 and the third fairing 23 are flipped to the sides and below the energy absorption device 103 under the drive of the second rotating arm 32 and the third rotating arm 33, respectively. This solves the problem that in some specific vehicle models, the two fairing hatches 2, which are conventionally cut, cannot avoid interference with the energy absorption device 103, the vehicle coupler 104 and other vehicle interior components when opened in a left-right or up-down manner.

[0063] In one embodiment, the connection positions of the three fairings can be adjusted according to the installation position of the energy-absorbing device 103 inside the conical nose structure 102 and the swing angle of the coupler 104, so as to improve the adaptability of the fairing hatch 2 to the arrangement of internal components at the front end of the vehicle body. Specifically, when the energy-absorbing device 103 and the coupler 104 are installed in the space near the upper part of the vehicle body, the first fairing 21 is used as the upper hatch, and the whole formed by the third fairing 23 and the second fairing 22 is used as the lower hatch, which is located below the first fairing 21 when the fairing hatch 2 is closed.

[0064] When the energy absorption device 103 and the coupler 104 are installed in the space near the lower part of the vehicle body, the first fairing 21 serves as the lower hatch, and the whole formed by the third fairing 23 and the second fairing 22 serves as the upper hatch, which is located above the first fairing 21 when the fairing hatch 2 is closed.

[0065] In one embodiment, the opening and closing mechanism further includes a fourth rotating arm 34. The first end of the fourth rotating arm 34 is rotatably connected to the support frame 1, and the opposite second end is connected to the first guide shield 21.

[0066] The fourth rotating arm 34 and the first rotating arm 31 are arranged parallel to each other and opposite to each other, respectively connected to the left and right sides of the support frame 1. The fourth rotating arm 34 and the first rotating arm 31 are connected by a connector 35. During the rotation 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 connector 35. In this embodiment, the synchronous movement of the rotating arms on both sides of the first deflector 21 is achieved by using a synchronous mechanical linkage. This ensures that both sides of the first deflector are firmly locked in both the open and closed positions, avoiding problems such as instability, shaking, or gaps on one side of the deflector hatch 2.

[0067] In one embodiment, the opening and closing mechanism further includes an auxiliary drive component 5. The auxiliary drive component 5 is specifically a gas spring or other elastic element. The first end of the auxiliary drive component 5 is connected to the support frame 1, and the opposite second end (power output end) is connected to the fourth rotating arm 34 via an adapter 6. The adapter 6 is connected to the support frame 1. The auxiliary drive component 5 can play a locking and driving role during the flipping process of the first air deflector 21, which is beneficial for accurately controlling the position of the first air deflector 21 and ensuring that the first air deflector 21 can be locked in a predetermined position. Simultaneously, when the first air deflector 21 is opened manually in an emergency, the auxiliary drive component 5 can provide an upward opening force after passing the locked position due to gravity, greatly reducing the operator's effort and ensuring the feasibility of the solution.

[0068] In one embodiment, when the first connection point 201 connecting the auxiliary drive member 5 to the support frame 1, the second connection point 202 connecting the auxiliary drive member 5 to the adapter 6, and the third connection point 203 connecting the adapter 6 to the fourth rotating arm 34 are on the same straight line, the auxiliary drive member 5 is in the locked support position, that is, the dead point position of the auxiliary drive member 5; at this time, the auxiliary drive member 5 is compressed to its shortest length, and can provide outward driving force by bypassing the dead point.

[0069] During the rotation process of the first deflector 21 from the closed state to the open state, the fourth rotating arm 34 drives the auxiliary drive component 5 from the starting rotation position through the locking support position to the ending rotation position via the adapter 6. Furthermore, during the rotation of the auxiliary drive component 5 from the starting rotation position to the locking support position, the auxiliary drive component 5 provides a reverse driving force for the rotation of the fourth rotating arm 34; after passing the dead point, during the rotation of the auxiliary drive component 5 from the locking support position to the ending rotation position, the auxiliary drive component provides a forward driving force for the rotation of the fourth rotating arm 34.

[0070] In one embodiment, the auxiliary drive component 5 includes a cylinder body 51 and a piston rod 52. The cylinder body 51 is connected (hinged) to the support frame 1. The first end of the piston rod 52 is movably disposed in the cylinder body 51 and can slide along its axial direction. The opposite second end (as the power output end) is connected (hinged) to the adapter 6.

[0071] In one embodiment, as shown in FIG2, the adapter 6 is generally a block, but other shapes can also be selected. The first end of the adapter 6 is rotatably connected to the second end of the piston rod 52 via a first shaft, forming the second connection point 202. The second end of the adapter 6, opposite to the first end, is connected to the fourth rotating arm 34 via a second shaft 91, forming the third connection point 203. Specifically, the second shaft 91 is rotatably mounted on the support frame 1 and is fixedly connected to the second end of the adapter 6 and the fourth rotating arm 34, allowing the adapter 6 and the fourth rotating arm 34 to rotate synchronously. When the piston rod 52 moves, it drives the fourth rotating arm 34 to rotate via the adapter 6; conversely, the rotation of the fourth rotating arm 34 can also drive the extension and retraction of the piston rod 52. When the three connection points are in a straight line, as shown in FIG2, the auxiliary drive 5 is at a dead point; after bypassing this point, it can drive the fourth rotating arm 34 to rotate clockwise or counterclockwise.

[0072] In another alternative embodiment, as shown in FIG5, the adapter 6 has a first side 61 and a second side 62 that intersect (the angle of intersection can be designed according to requirements, such as 45°, 60°, 90°, etc.), forming an intersection 63. The first side 61 of the adapter 6 is rotatably connected to the second end of the piston rod 52 via a third shaft; the second side 62 of the adapter 6 is fixedly connected to the fourth rotating arm 34 via a fourth shaft; the intersection 63 of the adapter 6 is connected to the fourth rotating arm 34 via a fifth shaft 92, forming the third connection point 203. Specifically, the fifth shaft 92 is mounted on the support frame 1, and the intersection 63 of the adapter 6 can rotate relative to the support frame 1 via the fifth shaft 92. The fourth rotating arm 34 can also rotate relative to the support frame 1 via the fifth shaft 92; however, the adapter 6 and the fourth rotating arm 34 rotate synchronously. When the piston rod 52 moves, it drives the fourth rotating arm 34 to rotate via the adapter 6; conversely, the rotation of the fourth rotating arm 34 can also drive the extension and retraction of the piston rod 52. When the three connection points are in a straight line, the auxiliary drive 5 is at a dead point. After bypassing the dead point, it can drive the fourth rotating arm 34 to rotate clockwise or counterclockwise.

[0073] In one embodiment, the opening and closing mechanism further includes a locking mechanism 7, which includes a first locking device 71, a second locking device 72, and a third locking device 73.

[0074] The first locking device 71 has its first end connected to the first rotating arm 31 and its second end rotatably connected to the support frame 1. When the first deflector 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, locking the first deflector 21 to the corresponding position. The second locking device 72 has its first end connected to the second rotating arm 32 and its second end rotatably connected to the support frame 1. When the second deflector 22 is in the open or closed state, a mechanical self-locking angle is formed between the second locking device 72 and the rotating arm of the second rotating arm 32, locking the second deflector 22 to the corresponding position. The third locking device 73 has its first end connected to the third rotating arm 33 and its second end rotatably connected to the support frame 1. When the third deflector 23 is in the open or closed state, a self-locking angle is formed between the third locking device 73 and the rotating arm of the third rotating arm 33, locking the third deflector 23 to the corresponding position. A locking mechanism 7 is added to provide a mechanical self-locking function for each deflector. The beneficial effect is that it improves the stability and safety of the fairing in the open or closed state, and prevents the fairing position from changing due to accidents.

[0075] In one embodiment, the power output end 411 of the first driving element 41 is connected to the first locking device 71 to drive the first rotating arm 31 to rotate via the first locking device 71. The power output end 421 of the second driving element 42 is connected to the second locking device 72 to drive the second rotating arm 32 to rotate via the second locking device 72. The power output end 431 of the third driving element 43 is connected to the third locking device 73 to drive the third rotating arm 33 to rotate via the third locking device 73. Direct connection of the driving elements to the locking devices, and driving the rotating arm to rotate via the locking devices, improves the efficiency of power transmission and the precision of control.

[0076] Furthermore, the first rotating arm 31 is provided with a first sliding groove 36, and the first locking device 71 is slidably disposed within the first sliding groove 36. The second rotating arm 32 is provided with a second sliding groove 37, and the second locking device 72 is slidably disposed within the second sliding groove 37. The third rotating arm 33 is provided with a third sliding groove 38, and the third locking device 73 is slidably disposed within the third sliding groove 38. 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 fairing positions.

[0077] In one embodiment, the opening and closing mechanism further includes a rotating mechanism, which includes a first rotating shaft 81, a second rotating shaft 82, and a third rotating shaft 83.

[0078] 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.

[0079] In addition, for further understanding of the setting and working principle of locking devices, slides, rotating shafts, etc., please refer to documents such as WO2015 / 054943A1 and CN210422277U. The relevant content of these documents is incorporated into this application through citation.

[0080] To illustrate this application more clearly, the working principle of this application will be further explained below using the embodiments shown in Figures 1-8 as examples:

[0081] 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.

[0082] During this process, the first locking device 71 moves within the first slide groove 36, 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 firm 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 firmly locked when in the open or closed position, and that there is no problem of unilateral shaking.

[0083] Meanwhile, to facilitate the manual operation of the opening and closing mechanism, when the first deflector 21 is manually flipped upward, the auxiliary drive component 5 can provide a positive driving force for the first deflector 21 to flip upward after passing the locking support position, reducing the operating force of the operator and providing the first deflector 21 with an upward driving force to overcome gravity.

[0084] For the second and third air deflectors 22 and 23, the second and third driving elements 42 and 43 respectively drive the second and third locking devices 72 and 73 to move, thereby driving the second and third rotating arms 32 and 33 to rotate, thus realizing the opening or closing action of the second and third air deflectors 22 and 23. The second and third locking devices 72 and 73 are both elastic locking devices to ensure that the second and third air deflectors 22 and 23 are safely fixed in the open or closed position.

[0085] A second embodiment of this application provides a rail vehicle, including a train body 101, an energy-absorbing device 103, and an opening and closing mechanism.

[0086] Among them, the energy absorption device 103 is installed at the front end of the train body 101;

[0087] The opening and closing mechanism is the opening and closing mechanism of the front end of the train as described in any of the above embodiments; when the fairing door 2 is in the open position in the opening and closing mechanism, the first fairing 21 rotates into the train body 101 and is located above the energy absorption device 103, while the second fairing 22 and the third fairing 23 are respectively located below the energy absorption device 103.

[0088] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0089] The above embodiments are only used to illustrate the technical solutions of this application and not to limit them; although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this application or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of this application, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in this application.

Claims

1. A train front-end opening and closing mechanism, characterized in that, include: Supporting framework; The rotating arm mechanism includes a first rotating arm, a second rotating arm, and a third rotating arm; the first end of the first rotating arm, the first end of the second rotating arm, and the first end of the third rotating arm are respectively rotatably connected to the support frame; The fairing hatch includes a first fairing, a second fairing, and a third fairing; the first fairing is connected to the second end of a first rotating arm, the second fairing is connected to the second end of a second rotating arm, and the third fairing is connected to the second end of a third rotating arm. With the fairing door closed, the entire structure formed by the third fairing and the second fairing is positioned opposite to the first fairing; During the opening and closing of the fairing hatch, the first rotating arm drives the first fairing to rotate around an axis parallel to the first direction, the second rotating arm drives the second fairing to rotate around an axis parallel to the second direction, and the third rotating arm drives the third fairing to rotate relative to the second fairing around an axis parallel to the second direction; the first direction and the second direction are perpendicular to each other.

2. The opening and closing mechanism according to claim 1, characterized in that, The system further includes a drive mechanism comprising: a first drive element fixed to the support frame, the power output end of which is connected to the first rotating arm; a second drive element fixed to the support frame, the power output end of which is connected to the second rotating arm; and a third drive element fixed to the support frame, the power output end of which is connected to the third rotating arm.

3. The opening and closing mechanism according to claim 1, characterized in that, It further includes a fourth rotating arm; the first end of the fourth rotating arm is rotatably connected to the support frame, and its second end is connected to the first guide shroud; the fourth rotating arm is connected to the first rotating arm through a connector, and the first rotating arm rotates synchronously through the connector during rotation.

4. The opening and closing mechanism according to claim 3, characterized in that, It further includes an auxiliary drive component; the first end of the auxiliary drive component is connected to the support frame, and the second end is connected to the fourth swing arm via an adapter.

5. The opening and closing mechanism according to claim 4, characterized in that, When the first connection point between the auxiliary drive component and the support frame, the second connection point between the auxiliary drive component and the adapter, and the third connection point between the adapter and the fourth rotating arm are on the same straight line, the auxiliary drive component is in the locked support position. During the flipping process of the first air guide from the closed state to the open state, the fourth rotating arm drives the auxiliary driving component from the starting rotation position through the locking support position to the ending rotation position via the adapter seat; wherein, during the process of the auxiliary driving component rotating from the starting rotation position to the locking support position, the auxiliary driving component provides a reverse driving force for the rotation of the fourth rotating arm; During the process of the auxiliary drive component rotating from the locked support position to the rotation end position, the auxiliary drive component provides a positive driving force to the fourth rotating arm.

6. The opening and closing mechanism according to claim 2, characterized in that, The device further includes a locking mechanism, which comprises: The first locking device has a first end connected to the first rotating arm and a second end rotatably connected to the support frame; when the first deflector is in the open or closed state, the first locking device and the first rotating arm form a mechanical self-locking angle, so that the first deflector is locked to the corresponding position. The second locking device has a first end connected to the second rotating arm and a second end rotatably connected to the support frame; when the second deflector is in the open or closed state, the second locking device and the second rotating arm form a mechanical self-locking angle, so that the second deflector is locked to the corresponding position; The third locking device has a first end connected to the third rotating arm and a second end rotatably connected to the support frame. When the third deflector is in the open or closed state, the third locking device and the third rotating arm form a self-locking angle, so that the third deflector is locked to the corresponding position.

7. The opening and closing mechanism according to claim 6, characterized in that, The power output end of the first driving element is connected to the first locking device so as to drive the first rotating arm to rotate through the first locking device; the power output end of the second driving element is connected to the second locking device so as to drive the second rotating arm to rotate through the second locking device; the power output end of the third driving element is connected to the third locking device so as to drive the third rotating arm to rotate through the third locking device.

8. The opening and closing mechanism according to claim 7, characterized in that, The first rotating arm is provided with a first sliding groove, and the first locking device is slidably disposed in the first sliding groove; the second rotating arm is provided with a second sliding groove, and the second locking device is slidably disposed in the second sliding groove; the third rotating arm is provided with a third sliding groove, and the third locking device is slidably disposed in the third sliding groove.

9. The opening and closing mechanism according to claim 8, characterized in that, The device further includes a rotating mechanism comprising: a first rotating shaft connected to the support frame and rotatably connected to the first rotating arm; a second rotating shaft connected to the support frame and rotatably connected to the second rotating arm; and a third rotating shaft connected to the support frame and rotatably connected to the third rotating arm.

10. A rail vehicle, characterized in that, include: The train front-end opening and closing mechanism according to any one of claims 1-9.

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