CN117104283A - Rail vehicle and front end opening and closing mechanism thereof - Google Patents

Abstract

The invention discloses a railway vehicle and a front end opening and closing mechanism thereof, wherein the front end opening and closing mechanism comprises at least one group of driving components, all the driving components can synchronously control a front end cover to be opened or closed, the front end cover comprises an upper cover and a lower cover, each group of driving components comprises an upper supporting rod which is rotatably arranged and fixedly connected with the upper cover, a lower supporting rod which is rotatably arranged and fixedly connected with the lower cover, and a linear driving piece, and the movable end of the linear driving piece is respectively and slidably connected with the upper supporting rod and the lower supporting rod. When the linear driving piece extends outwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move oppositely respectively, and the front end hood is opened; when the linear driving piece is contracted inwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move in opposite directions respectively, and the front end hood is closed. The driving assembly only needs one set of linear driving piece to control the front end cover to be opened or closed, the number of involved parts is small, the result is simple, the occupied space is small, and the space utilization rate of the front cabin can be effectively improved.

Description

Rail vehicle and front end opening and closing mechanism thereof

Technical Field

The invention relates to the technical field of railway vehicles, in particular to a railway vehicle and a front end opening and closing mechanism thereof.

Background

The front end opening and closing mechanism is used as an important component of the railway vehicle and mainly used for controlling the front end cover to realize opening and closing functions. When the front end hood is opened, the railway vehicle can perform operations such as car coupler reconnection, emergency rescue, equipment overhaul and the like; when the front end cover is closed, the railway vehicle can have a streamline shape in the high-speed running process, so that the running resistance is reduced, and the safety and stability performance are improved. Therefore, it is necessary to optimize the structure of the front opening and closing mechanism.

The front end opening and closing mechanism of the existing railway vehicle is mainly used for controlling the left or right rotation opening and closing of the two side hoods at the front end respectively, but along with the rapid development of the railway vehicle, the front end hoods of the railway vehicle tend to be sharp and flat increasingly to meet the design requirements of light weight and low wind resistance, the left and right rotation opening mode of the existing front end opening and closing mechanism occupies the front end space of the vehicle body to be overlarge, sufficient space is difficult to provide for the installation of other components, and the development requirements of the railway vehicle cannot be met. Based on this, the front end opening and closing mechanism of the existing part of railway vehicles is opened or closed in a vertical rotation mode, but the front end opening and closing mechanism adopts a complex connecting rod assembly to transmit power, the structure is still complex, the occupied space is still larger, and the space utilization rate of the front cabin is still relatively low.

Disclosure of Invention

Therefore, the invention aims to provide the railway vehicle and the front end opening and closing mechanism thereof, the driving assembly can drive the front end cover to be opened or closed only by a set of linear driving parts, the occupied space is small, and the space utilization rate of the front cabin is effectively improved.

In order to achieve the above object, the present invention provides a front end opening and closing mechanism of a railway vehicle, comprising at least one group of driving assemblies, all of which are used for synchronously controlling opening or closing of a front head cover, the front head cover comprising an upper head cover and a lower head cover, each group of driving assemblies comprising:

an upper support rod which is rotatably arranged and fixedly connected with the upper hood;

a lower support rod which is rotatably arranged and fixedly connected with the lower head cover;

the movable end is respectively connected with the upper support rod and the lower support rod in a sliding way;

when the linear driving piece extends outwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move oppositely respectively, and the front end hood is opened;

when the linear driving piece is contracted inwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move in opposite directions respectively, and the front end hood is closed.

Preferably, the linear driving piece is specifically a driving cylinder, the movable end of the driving cylinder is rotatably provided with a driving rotating shaft in a penetrating manner, one end of the upper supporting rod, which is far away from the upper hood, is provided with a first waist-shaped hole, one end of the lower supporting rod, which is far away from the lower hood, is provided with a second waist-shaped hole, and the driving rotating shaft penetrates through the first waist-shaped hole and the second waist-shaped hole respectively.

Preferably, the end part of the upper support rod is fixedly provided with an upper connecting plate, and the upper connecting plate is used for being detachably connected with an upper mounting boss arranged on the upper head cover; the end part of the lower support rod is fixedly provided with a lower connecting plate, and the lower connecting plate is used for being detachably connected with a lower installation boss arranged on the lower head cover.

Preferably, the upper support rod is a V-shaped rod; the lower support rod comprises an upper connecting rod, a lower connecting rod, a reinforcing rod and an inclined connecting rod, wherein the upper connecting rod is parallel to the lower connecting rod, the upper connecting rod and the lower connecting rod are respectively fixedly connected with two ends of the lower connecting plate, the reinforcing rod is obliquely arranged between the upper connecting rod and the lower connecting rod, and the inclined connecting rod is obliquely connected with the lower connecting rod.

Preferably, each group of driving components further comprises a supporting plate, wherein the supporting plate is provided with an upper rotating seat and a lower rotating seat, the upper rotating seat is fixedly provided with an upper rotating shaft, and the lower rotating seat is fixedly provided with a lower rotating shaft; the upper support rod is provided with an upper rotating sleeve in rotating fit with the upper rotating shaft, and the lower support rod is provided with a lower rotating sleeve in rotating fit with the lower rotating shaft.

Preferably, at least one group of driving components is fixedly provided with a locking component, and the locking component comprises a locking cylinder and a limit stop fixedly arranged at the movable end of the locking cylinder; when the locking cylinder stretches out, the limit stop block props against the movable end of the linear driving piece, and the linear driving piece is in a locking state; when the locking cylinder is retracted, the limit stop is disengaged from the movable end of the linear driving member, and the linear driving member is in an unlocked state.

Preferably, at least one group of driving components is provided with a first position detecting piece and a second position detecting piece, and the first position detecting piece and the second position detecting piece are used for detecting the movable end position of the linear driving piece;

when the first position detection part detects that the movable end of the linear driving part extends to the first position, the first position detection part feeds back a signal to the controller, and the controller controls the linear driving part to stop extending and controls the locking cylinder to extend, so that the linear driving part enters a locking state;

when the second position detecting piece detects that the movable end of the linear driving piece is contracted to the second position, the second position detecting piece feeds back a signal to the controller, and the controller controls the linear driving piece to stop contracting and controls the locking air cylinder to extend out, and the linear driving piece enters a locking state.

Preferably, at least one group of driving components is provided with an auxiliary elastic piece, one end of the auxiliary elastic piece is fixedly arranged, the other end of the auxiliary elastic piece is connected with the lower supporting rod, and the auxiliary elastic piece is used for supporting the lower supporting rod in an auxiliary mode.

Preferably, at least one set of drive assemblies is provided with a mechanical stop for limiting the upper and/or lower struts beyond the limit position.

The invention also provides a railway vehicle comprising the front end opening and closing mechanism.

Compared with the background art, the front end opening and closing mechanism of the railway vehicle comprises at least one group of driving components, each group of driving components comprises an upper supporting rod, a lower supporting rod and a linear driving piece, the upper supporting rod and the lower supporting rod are rotatably arranged, the upper supporting rod is fixedly connected with an upper hood, the lower supporting rod is fixedly connected with a lower hood, and the movable end of the linear driving piece is respectively connected with the upper supporting rod and the lower supporting rod in a sliding manner. When the linear driving piece extends outwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move oppositely respectively, and the front end hood is opened. When the linear driving piece is contracted inwards, the upper support rod and the lower support rod drive the upper hood and the lower hood to move in opposite directions respectively, and the front end hood is closed.

The front end opening and closing mechanism has the advantages that the structure of the front end opening and closing mechanism is simplified, the driving assembly can indirectly control the upper hood and the lower hood to synchronously turn over through the upper support rod and the lower support rod only by one set of linear driving piece, the front end hood is further opened or closed, the number of involved parts is less, the result is simpler, the occupied space is smaller, and the space utilization rate of the front cabin can be effectively improved.

The railway vehicle provided by the invention comprises the front end opening and closing mechanism and has the same beneficial effects.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

FIG. 1 is a state diagram of a front end opening and closing mechanism of a railway vehicle according to an embodiment of the present invention when a front end cover is in a closed state;

FIG. 2 is an isometric view of FIG. 1;

FIG. 3 is an assembled view of the remaining components of FIG. 1 with the front nose cap removed;

FIG. 4 is a front view of FIG. 3;

FIG. 5 is a rear view of FIG. 3;

FIG. 6 is an exploded view of the lower strut and lower swivel mount of FIG. 3;

FIG. 7 is an exploded view of the upper strut, lower strut and linear drive member of FIG. 3;

FIG. 8 is a state diagram of a front end opening and closing mechanism of a rail vehicle according to an embodiment of the present invention when a front end cover is in an open state;

fig. 9 is a state diagram of the latch assembly of fig. 1 in a latched state.

The reference numerals are as follows:

the device comprises a driving assembly 1, a front end hood 2, a locking assembly 3, a first position detecting piece 4, a second position detecting piece 5, an auxiliary elastic piece 6, a mechanical stop piece 7 and a synchronous rod 8;

an upper strut 10, a lower strut 11, a linear driving piece 12, a driving rotating shaft 13, a supporting plate 14, an upper rotating seat 15, a lower rotating seat 16, a rotating bearing 17, a locking nut 18 and a slewing bearing 19;

a first waist-shaped hole 101, an upper connecting plate 102 and an upper rotating sleeve 103;

a second waist-shaped hole 111, a lower connection plate 112, an upper connection rod 113, a lower connection rod 114, a reinforcing rod 115, an inclined connection rod 116 and a lower rotating sleeve 117;

a lower rotating shaft 161;

an upper head cover 21 and a lower head cover 22;

an upper mounting boss 211;

a lower mounting boss 221;

a locking cylinder 31, a limit stop 32 and a locking abutment 33.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In order that those skilled in the art will better understand the present invention, the following description will be given in detail with reference to the accompanying drawings and specific embodiments.

The embodiment of the invention discloses a front end opening and closing mechanism of a railway vehicle, which comprises at least one group of driving assemblies 1, wherein all the driving assemblies 1 synchronously act and are used for synchronously controlling the front end hood 2 to be opened or closed, as shown in figures 1 and 8. In this embodiment, two ends of the front end hood 2 are symmetrically provided with a group of driving assemblies 1 respectively, and a synchronizing rod 8 is fixedly arranged between the two groups of driving assemblies 1, as shown in fig. 2 and 3, so that the two groups of driving assemblies 1 synchronously operate. The synchronizing rod 8 is welded in particular between the upper struts 10 of the two sets of drive assemblies 1. The two groups of driving components 1 respectively provide support for the two ends of the front end hood 2, so that the front end hood 2 can stably act. Of course, the number of the driving units 1 is not limited to this, and may be one or two or more, and specifically, may be adaptively adjusted according to the width and structure of the front head cover 2.

As shown in fig. 1 and 2, the front head cover 2 includes an upper head cover 21 and a lower head cover 22, and both the upper head cover 21 and the lower head cover 22 are integrally formed of glass. The overall dimensions and flip angle of both the upper and lower hoods 21 and 22 can be adjusted according to design requirements, which have two key design requirements to be met: firstly, the upper head cover 21 can be hidden at the inner side of the front cabin of the vehicle body after the front end head cover 2 is completely opened, so that the upper head cover 21 is prevented from being turned upwards to a position to shield the operation view angle of a driver in a cab; secondly, the lower head cover 22 can be hidden in an idle space between the bottom of the front cabin of the vehicle body and the track after the front end head cover 2 is opened, so that other components are avoided, sufficient space is provided for the installation of other components, and the space of the front cabin is reasonably utilized.

As shown in fig. 1 to 8, each group of driving assemblies 1 includes an upper supporting rod 10, a lower supporting rod 11 and a linear driving member 12, the upper supporting rod 10 is rotatably arranged, and the upper supporting rod 10 is fixedly connected with an upper head cover 21, so that the upper supporting rod 10 drives the upper head cover 21 to rotate up and down. The lower support rod 11 can be rotatably arranged, and the lower support rod 11 is fixedly connected with the lower head cover 22, so that the lower support rod 11 drives the lower head cover 22 to rotate up and down. The movable end of the linear driving member 12 can move linearly, and the movable end of the linear driving member is connected with the upper support rod 10 and the lower support rod 11 in a sliding manner, so that the linear driving member 12 can drive the upper support rod 10 and the lower support rod 11 to act simultaneously.

When the linear driving member 12 extends outwards, the upper supporting rod 10 and the lower supporting rod 11 respectively drive the upper hood 21 and the lower hood 22 to move oppositely, namely, the upper hood 21 is turned upwards and the lower hood 22 is turned downwards, and the front end hood 2 is opened as shown in fig. 8. When the linear driving member 12 is retracted inwardly, the upper and lower pole pieces 10 and 11 drive the upper and lower head caps 21 and 22 to move toward each other, respectively, i.e., the upper head cap 21 rotates downward and the lower head cap 22 rotates upward, and the front head cap 2 is closed as shown in fig. 1.

In summary, the structure of the front end opening and closing mechanism is simplified, so that the driving assembly 1 can indirectly control the upper hood 21 and the lower hood 22 to synchronously turn over through the upper support rod 10 and the lower support rod 11 only by one set of linear driving parts 12, and further the front end hood 2 is opened or closed, the number of related parts is less, the result is simpler, the occupied space is smaller, and the space utilization rate of the front cabin can be effectively improved.

The linear driving member 12 may be specifically a driving cylinder, but the type thereof is not limited thereto, and may be, for example, a hydraulic cylinder, a linear motor, or the like. The cylinder body of the driving cylinder is fixedly arranged, and the piston rod of the driving cylinder is telescopically arranged. The movable end of the driving cylinder is rotatably provided with a driving rotating shaft 13 in a penetrating way, the center lines of the driving rotating shaft 13 and the piston rod are perpendicular, and the driving rotating shaft 13 is used for driving the upper supporting rod 10 and the lower supporting rod 11 to synchronously act. The end of the upper support rod 10 far away from the upper hood 21 is provided with a first waist-shaped hole 101, the end of the lower support rod 11 far away from the lower hood 22 is provided with a second waist-shaped hole 111, and the driving rotating shaft 13 respectively penetrates through the first waist-shaped hole 101 and the second waist-shaped hole 111, so that the driving rotating shaft 13 can drive the upper hood 21 and the lower hood 22 to move in opposite directions. A rotary bearing 17 is arranged between the piston rod of the driving cylinder and the driving rotary shaft 13, as shown in fig. 7, and is used for supporting the driving rotary shaft 13 to rotate relative to the piston rod of the driving cylinder. The widths of the first and second waist-shaped holes 101 and 111 are equal to the diameter of the driving shaft 13, but the lengths thereof may be adaptively designed according to design requirements, so long as it is ensured that both the upper and lower head caps 21 and 22 can be turned up and down, respectively, in place, without being particularly limited thereto.

The upper support rod 10 and the lower support rod 11 are respectively arranged at two ends of the driving rotating shaft 13, so that the driving rotating shaft 13 is uniformly stressed. Shaft end check rings are detachably and fixedly arranged at two ends of the driving rotating shaft 13 respectively and are used for axially limiting the positions of the upper supporting rod 10 and the lower supporting rod 11 and preventing the upper supporting rod 10 and the lower supporting rod 11 from being separated from the driving rotating shaft 13. The shaft end retainer ring can be a circular gasket, but is not limited to the circular gasket, and can be a bayonet lock, a snap spring or the like. Locking nuts 18 are respectively arranged at two ends of the driving rotating shaft 13 and are used for axially fixing shaft end check rings.

An upper connecting plate 102 is fixedly arranged at the end part of the upper supporting rod 10, and the upper connecting plate 102 can be welded at one end of the upper supporting rod 10 far away from the first waist-shaped hole 101. The upper head cap 21 is provided with an upper mounting boss 211, and the upper connection plate 102 is detachably fixed to the upper mounting boss 211 by bolts. Both the upper connection plate 102 and the upper mounting boss 211 may be L-shaped. The end of the lower supporting rod 11 is fixedly provided with a lower connecting plate 112, and the lower connecting plate 112 can be welded at one end of the lower supporting rod 11 away from the second waist-shaped hole 111. The lower head cap 22 is provided with a lower mounting boss 221, and the lower connection plate 112 is detachably fixed to the lower mounting boss 221 by bolts. The lower connection plate 112 and the lower mounting boss 221 may each also be L-shaped.

The upper pole 10 is a V-shaped pole, but is not limited thereto. The bending angle of the upper strut 10 may be set according to its own motion trajectory, which is not particularly limited herein. The lower supporting rod 11 is square, and comprises an upper connecting rod 113, a lower connecting rod 114, a reinforcing rod 115 and an inclined connecting rod 116, wherein the upper connecting rod 113 is parallel to the lower connecting rod 114, the upper connecting rod 113 and the lower connecting rod 114 are respectively fixedly connected with two ends of the lower connecting plate 112, the reinforcing rod 115 is obliquely arranged between the upper connecting rod 113 and the lower connecting rod 114, and the inclined connecting rod 116 is obliquely connected with the lower connecting rod 114, and the inclined connecting rod 116 is welded between the upper connecting rod 113 and the lower connecting rod 114 and is used for improving the bending strength of the lower supporting rod 11. Of course, the structures of the upper and lower struts 10 and 11 are not limited thereto.

Each group of driving assemblies 1 further comprises a supporting plate 14, the supporting plate 14 is provided with an upper rotating seat 15 and a lower rotating seat 16, the upper rotating seat 15 is fixedly provided with an upper rotating shaft, and the lower rotating seat 16 is fixedly provided with a lower rotating shaft 161. The upper support rod 10 is provided with an upper rotating sleeve 103, the upper rotating sleeve 103 is in rotating fit with the upper rotating shaft, a rotary bearing 19 is arranged between the upper rotating sleeve 103 and the upper rotating shaft and used for supporting the upper rotating shaft to rotate relative to the upper rotating sleeve 103, and accordingly the upper rotating seat 15 supports the upper support rod 10 to rotate. The lower support rod 11 has a lower rotating sleeve 117, the lower rotating sleeve 117 is in rotating fit with the lower rotating shaft 161, and a rotating bearing 19 is also arranged between the lower rotating sleeve 117 and the lower rotating shaft 161 and is used for supporting the lower rotating shaft 161 to rotate relative to the lower rotating sleeve 117, so that the upper rotating seat 15 supports the upper support rod 10 to rotate.

At least one group of driving components 1 is fixedly provided with a locking component 3, and the locking component 3 limits the driving components 1 to act, so that the driving components 1 are stably maintained in an open state or a closed state, and the safety is improved. In this embodiment, only one set of driving assemblies 1 is provided with the locking assembly 3, however, each set of driving assemblies 1 may be provided with one set of locking assemblies 3, which is not limited herein.

As shown in fig. 9, the locking assembly 3 includes a locking cylinder 31 and a limit stopper 32 fixed to a movable end of the locking cylinder 31. The expansion and contraction direction of the lock cylinder 31 is perpendicular to the moving direction of the linear actuator 12. Of course, the locking cylinder 31 may be replaced by a linear motor, an electromagnet, a hydraulic cylinder, or the like, and is not particularly limited herein. The limit stop 32 moves linearly in synchronization with the locking cylinder 31 for restricting the movable end of the linear driving member 12 from moving linearly. Specifically, the bump stopper 32 is T-shaped, has a bump stopper extending in the expansion and contraction direction of the locking cylinder 31, and the piston rod of the linear actuator 12 is provided with a stopper flange integrally and correspondingly, and when the bump stopper protrudes to abut against the end surface of the stopper flange, the bump stopper 32 prevents the movable end of the linear actuator 12 from continuing to move. Of course, the structure of the limit stop 32 is not limited thereto.

The locking assembly 3 further comprises a locking abutment 33, the cylinder of the locking cylinder 31 being fixed to the locking abutment 33, the locking abutment 33 being fixed to the support plate 14, so that the locking abutment 33 realizes a stable support of the locking cylinder 31. Of course, the fixing manner of the locking assembly 3 is not limited thereto.

When the locking cylinder 31 is extended, the limit stopper 32 abuts against the movable end of the linear driving member 12, and the movable end of the linear driving member 12 stops moving, and at this time, the linear driving member 12 is in the locked state. When the locking cylinder 31 is retracted, the limit stop 32 is disengaged from the movable end of the linear actuator 12, the restriction of the movable end of the linear actuator 12 is eliminated, and the movable end of the linear actuator 12 is free to move, at which time the linear actuator 12 is in the unlocked state.

At least one group of driving components 1 is provided with a first position detecting member 4 and a second position detecting member 5, both of which are used for detecting the position of the movable end of the linear driving member 12, wherein the first position detecting member 4 is used for detecting whether the movable end of the linear driving member 12 extends to the first position, the second position detecting member 5 is used for detecting whether the movable end of the linear driving member 12 contracts to the second position, the first position is the position where the movable end of the linear driving member 12 extends to the maximum length, and the second position is the position where the movable end of the linear driving member 12 contracts to the minimum length. Both the first position detecting member 4 and the second position detecting member 5 may be specifically a position sensor or a travel switch or the like, and are not specifically limited herein.

The first position detecting piece 4, the second position detecting piece 5, the linear driving piece 12 and the locking cylinder 31 are all connected with a controller, so that the linear driving piece 12 is controlled to be automatically locked. In addition, a locking position detecting member may be provided on the locking cylinder 31, and the locking position detecting member is connected to the controller for detecting the telescopic length of the locking cylinder 31. The lock position detecting member may be a displacement sensor, a travel switch, or the like.

In the initial state, the movable end of the linear driving member 12 is contracted to the second position, and the front end cover 2 is in the closed state; the locking cylinder 31 is extended and the limit stop 32 abuts against the movable end of the linear driving member 12, and the locking assembly 3 is in the locked state.

When the locking cylinder 31 is retracted to the minimum length under the pressure action of the vehicle body wind source, the locking position detection part feeds back an unlocking in-place signal to the controller, meanwhile, the limit stop 32 is separated from the movable end of the linear driving part 12, the linear driving part 12 enters an unlocking state, the movable end of the linear driving part 12 extends outwards under the pressure action of the vehicle body wind source, the upper support rod 10 and the lower support rod 11 respectively drive the upper hood 21 and the lower hood 22 to move in a reverse way, the upper hood 21 is turned upwards, the lower hood 22 is turned downwards, the front end hood 2 is opened, and at the moment, the movable end of the linear driving part 12 extends to a first position; when the first position detecting member 4 detects that the movable end of the linear driving member 12 is extended to the first position, the first position detecting member 4 feeds back a signal to the controller, the controller controls the linear driving member 12 to stop extending and controls the locking cylinder 31 to extend, the locking position detecting member feeds back a locking in-place signal to the controller, and simultaneously the limit stopper 32 abuts against the movable end of the linear driving member 12, and the linear driving member 12 enters a locking state.

When the locking cylinder 31 is retracted to the minimum length under the pressure action of the vehicle body wind source, the locking position detection part feeds back an unlocking in-place signal to the controller, meanwhile, the limit stop 32 is separated from the movable end of the linear driving part 12, the linear driving part 12 enters an unlocking state, the movable end of the linear driving part 12 is contracted inwards under the pressure action of the vehicle body wind source, the upper support rod 10 and the lower support rod 11 respectively drive the upper hood 21 and the lower hood 22 to move in opposite directions, the upper hood 21 rotates downwards and the lower hood 22 rotates upwards, the front end hood 2 is closed, and at the moment, the movable end of the linear driving part 12 is contracted to a second position; when the second position detecting member 5 detects that the movable end of the linear driving member 12 is retracted to the second position, the second position detecting member 5 feeds back a signal to the controller, the controller controls the linear driving member 12 to stop retracting and controls the locking cylinder 31 to extend, the locking position detecting member feeds back a locking in-place signal to the controller, and meanwhile, the limit stop 32 abuts against the movable end of the linear driving member 12, and the linear driving member 12 enters the locking state again.

At least one set of the driving assemblies 1 is provided with an auxiliary elastic member 6, and the auxiliary elastic member 6 may be an air spring, but is not limited thereto. One end of the auxiliary elastic piece 6 is fixedly arranged, the other end of the auxiliary elastic piece is connected with the lower supporting rod 11, and the auxiliary elastic piece 6 is used for supporting the lower supporting rod 11 in an auxiliary mode.

At least one group of the driving assemblies 1 is provided with a mechanical stop 7, the mechanical stop 7 may be a stop bolt, and the stop bolt is provided with a fastening nut in a matching way, but the structure of the mechanical stop 7 is not limited thereto. The mechanical stop 7 serves to limit the upper strut 10 and/or the lower strut 11 beyond the limit position.

When the railway vehicle is in a failure state of power failure and windless, an maintainer manually pushes the piston rod of the locking cylinder 31 through the vehicle body side inspection window, so that the piston rod of the locking cylinder 31 is retracted to the minimum length, the limit stop 32 is separated from the movable end of the linear driving member 12, and the linear driving member 12 is manually unlocked, so that the maintainer can manually open or close the front end cover 2. The auxiliary elastic piece 6 can support the lower support rod 11 to move in the process of opening or closing the front end hood 2, so that sudden sliding off in the power-off windless state is avoided, and the front end hood 2 can be safely opened or closed in the overhauling process. In addition, the mechanical stop piece 7 can limit the position of the lower support rod 11 under the power-off windless state, so that the front end hood 2 is stably in an open state or a closed state, structural damage or personal injury caused by overrun of the lower support rod 11 is avoided, and the safety can be effectively improved. It should be noted that after the manual maintenance is completed, the piston rod of the locking cylinder 31 must be pulled to extend the piston rod of the locking cylinder 31 to the maximum length, and the limit stopper 32 abuts against the movable end of the linear driving member 12, so that the linear driving member 12 is restored to the locked state.

The embodiment of the invention also discloses a railway vehicle which comprises the front end opening and closing mechanism and has the same beneficial effects.

It should be noted that in this specification relational terms such as first and second are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.

The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the method of the present invention and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the invention can be made without departing from the principles of the invention and these modifications and adaptations are intended to be within the scope of the invention as defined in the following claims.

Claims (10)

1. Front end opening and closing mechanism of a railway vehicle, characterized by comprising at least one group of driving assemblies (1), all the driving assemblies (1) are used for synchronously controlling opening or closing of a front end hood (2), the front end hood (2) comprises an upper hood (21) and a lower hood (22), and each group of driving assemblies (1) comprises:

an upper strut (10) rotatably disposed and fixedly connected to the upper head cap (21);

a lower support rod (11) which is rotatably arranged and fixedly connected with the lower head cover (22);

a linear driving piece (12) with movable ends respectively connected with the upper support rod (10) and the lower support rod (11) in a sliding way;

when the linear driving piece (12) extends outwards, the upper supporting rod (10) and the lower supporting rod (11) respectively drive the upper head cover (21) and the lower head cover (22) to move oppositely, and the front end cover (2) is opened;

when the linear driving piece (12) is contracted inwards, the upper supporting rod (10) and the lower supporting rod (11) respectively drive the upper head cover (21) and the lower head cover (22) to move towards each other, and the front end cover (2) is closed.

2. The front end opening and closing mechanism of a railway vehicle according to claim 1, wherein the linear driving member (12) is specifically a driving cylinder, a driving rotating shaft (13) is rotatably arranged at a movable end of the driving cylinder, a first waist-shaped hole (101) is arranged at one end of the upper support rod (10) far away from the upper hood (21), a second waist-shaped hole (111) is arranged at one end of the lower support rod (11) far away from the lower hood (22), and the driving rotating shaft (13) respectively penetrates through the first waist-shaped hole (101) and the second waist-shaped hole (111).

3. The front end opening and closing mechanism of a railway vehicle according to claim 2, characterized in that an upper connecting plate (102) is fixedly arranged at the end of the upper strut (10), and the upper connecting plate (102) is used for being detachably connected with an upper mounting boss (211) arranged on the upper head cover (21); the end part of the lower support rod (11) is fixedly provided with a lower connecting plate (112), and the lower connecting plate (112) is used for being detachably connected with a lower installation boss (221) arranged on the lower head cover (22).

4. A front end opening and closing mechanism of a railway vehicle according to claim 3, characterized in that the upper strut (10) is a V-shaped rod; the lower support rod (11) comprises an upper connecting rod (113), a lower connecting rod (114), a reinforcing rod (115) and an inclined connecting rod (116), wherein the upper connecting rod (113) is parallel to the lower connecting rod (114) and is respectively fixedly connected with two ends of the lower connecting plate (112), the reinforcing rod (115) is obliquely arranged between the upper connecting rod (113) and the lower connecting rod (114), and the inclined connecting rod (116) is obliquely connected with the lower connecting rod (114).

5. The front end opening and closing mechanism of a railway vehicle according to any one of claims 1 to 4, characterized in that each group of the driving assemblies (1) further comprises a supporting plate (14), the supporting plate (14) is provided with an upper rotating seat (15) and a lower rotating seat (16), the upper rotating seat (15) is fixedly provided with an upper rotating shaft, and the lower rotating seat (16) is fixedly provided with a lower rotating shaft (161); the upper support rod (10) is provided with an upper rotating sleeve (103) which is in rotating fit with the upper rotating shaft, and the lower support rod (11) is provided with a lower rotating sleeve (117) which is in rotating fit with the lower rotating shaft (161).

6. Front end opening and closing mechanism of a railway vehicle according to any one of claims 1 to 4, characterized in that at least one group of said driving assemblies (1) is fixedly provided with a locking assembly (3), said locking assembly (3) comprising a locking cylinder (31) and a limit stop (32) fixedly provided at the movable end of said locking cylinder (31); when the locking cylinder (31) extends, the limit stop (32) abuts against the movable end of the linear driving member (12), and the linear driving member (12) is in a locking state; when the locking cylinder (31) is retracted, the limit stop (32) is disengaged from the movable end of the linear drive member (12), and the linear drive member (12) is in an unlocked state.

7. Front end opening and closing mechanism of a railway vehicle according to claim 6, characterized in that at least one group of said driving assemblies (1) is provided with a first position detecting member (4) and a second position detecting member (5), said first position detecting member (4) and said second position detecting member (5) being each adapted to detect the movable end position of said linear driving member (12);

when the first position detecting piece (4) detects that the movable end of the linear driving piece (12) stretches out to a first position, the first position detecting piece (4) feeds back a signal to a controller, and the controller controls the linear driving piece (12) to stop stretching out and controls the locking cylinder (31) to stretch out, and the linear driving piece (12) enters the locking state;

when the second position detecting piece (5) detects that the movable end of the linear driving piece (12) is contracted to a second position, the second position detecting piece (5) feeds back a signal to the controller, the controller controls the linear driving piece (12) to stop contracting and controls the locking cylinder (31) to extend, and the linear driving piece (12) enters the locking state.

8. Front end opening and closing mechanism of a railway vehicle according to any one of claims 1 to 4, characterized in that at least one group of said driving assemblies (1) is provided with an auxiliary elastic member (6), one end of said auxiliary elastic member (6) being fixedly arranged and the other end being connected to said lower strut (11), said auxiliary elastic member (6) being adapted to auxiliary support said lower strut (11).

9. Front end opening and closing mechanism of a railway vehicle according to any of claims 1 to 4, characterized in that at least one group of the drive assemblies (1) is provided with a mechanical stop (7), said mechanical stop (7) being used to limit the exceeding of the limit position of the upper strut (10) and/or of the lower strut (11).

10. A rail vehicle comprising the front end opening and closing mechanism according to any one of claims 1 to 9.