CN212709415U

CN212709415U - Railway vehicle and car coupler thereof

Info

Publication number: CN212709415U
Application number: CN202022106062.4U
Authority: CN
Inventors: 马桃; 张晋伟; 吴刚; 杨帆
Original assignee: CRRC Qishuyan Institute Co Ltd; CRRC Changzhou Tech Mark Industrial Co Ltd
Current assignee: CRRC Brake System Co Ltd
Priority date: 2020-09-23
Filing date: 2020-09-23
Publication date: 2021-03-16
Anticipated expiration: 2030-09-23

Abstract

The utility model relates to a rail vehicle's coupling and rail vehicle belongs to rail vehicle's coupling technical field. The utility model discloses a coupler of a railway vehicle, which comprises a coupler body of a mechanical coupler, wherein an electric coupler and an electric coupler pushing mechanism are arranged on the coupler body; the coupler further comprises: an actuating cylinder provided corresponding to the electric coupler pushing mechanism and capable of controlling the electric coupler to perform a retracting operation or an extending operation by the electric coupler pushing mechanism under gas driving; and the pneumatic control system is arranged on the hook body and corresponds to the action cylinder. The utility model discloses a coupler can automatic identification its type that will link the coupling to control electric coupler and stretch out automatically when two couplers of the same kind type are the same, control electric coupler and do not stretch out when two couplers of the same kind type are inequality, and the even operation of linking of coupler and unhook operation can both realize overall structure is simple through same pneumatic control system.

Description

Railway vehicle and car coupler thereof

Technical Field

The utility model belongs to the technical field of rail vehicle's coupling, a rail vehicle's coupling and use rail vehicle of this coupling is related to.

Background

The coupler can be used for realizing coupling between rail vehicles, and can transmit traction force and absorb impact force, so that vehicle parts at a certain distance between the rail vehicles can be kept. The coupler of the railway vehicle is generally arranged on the body of the railway vehicle through a coupler buffer device, and can be automatically coupled with couplers of other railway vehicles, wherein the coupler comprises the connection of electric couplers among the couplers, so that the electric connection among the railway vehicles is conveniently realized; of course, corresponding uncoupling operation can be generally performed on coupled couplers (for example, in the case of requiring uncoupling after train rescue or reconnection operation is completed).

With the continuous development of the high-speed rail technology in China, multiple trains of various types and various speed grades are generated, and therefore, different types of railway vehicles (such as multiple trains) are provided with different types of couplers. If service is interrupted during operation of the motor train unit, different types of couplers (such as different types of European system 10 type couplers) may be accidentally extended out to damage the electric couplers during the coupling rescue process, so that subsequent use is affected.

In view of the above, it is desirable to develop a coupler capable of adapting to coupling between different types of railway vehicles (e.g. different types of motor train units).

SUMMERY OF THE UTILITY MODEL

To effectively solve or at least alleviate one or more of the above problems and other problems in the prior art, the present invention provides the following technical solutions.

According to an aspect of the present invention, there is provided a coupler for a railway vehicle, comprising a coupler body of a mechanical coupler, on which an electrical coupler and an electrical coupler pushing mechanism are arranged;

the coupler further comprises:

an actuating cylinder provided corresponding to the electric coupler pushing mechanism and capable of controlling the electric coupler to perform a retracting operation or an extending operation by the electric coupler pushing mechanism under gas driving; and

the pneumatic control system is arranged on the hook body corresponding to the action cylinder and is configured to:

when the coupler is coupled with another coupler of a coupler type different from the coupler, selecting the gas inlet end of the actuating cylinder to enable the actuating cylinder to control the electric coupler to perform retraction action or maintain a retraction state,

when the coupler is coupled with other couplers of the same coupler type as the coupler, selecting the gas inlet end of the actuating cylinder to enable the actuating cylinder to control the electric coupler to perform extending action or keep an extending state,

and when the coupler is uncoupled from other couplers connected with the coupler, selecting the gas inlet end of the actuating cylinder to enable the actuating cylinder to control the electric coupler to perform retraction action or keep a retraction state.

According to an additional or alternative embodiment, the actuating cylinder has a retracted air inlet end and an extended air inlet end, the actuating cylinder controls the electrical coupler to perform a retracting action or maintain a retracted state if the gas is selected to enter from the retracted air inlet end, and the actuating cylinder controls the electrical coupler to perform an extending action or maintain an extended state if the gas is selected to enter from the extended air inlet end.

According to an additional or alternative embodiment, the pneumatic control system comprises:

the first action reversing air valve is provided with a first air inlet, a first air outlet, a second air outlet and a first movable contact, wherein the first air inlet is controllably connected with the air from the body of the railway vehicle, the second air outlet is communicated with the retraction air inlet end through a three-way joint, and the first action reversing air valve controls the air to selectively flow out from one of the first air outlet and the second air outlet according to the position state of the first movable contact;

the second action reversing air valve is provided with a second air inlet, a third air outlet, a fourth air outlet and a second movable contact, wherein the second air inlet can be communicated with the first air outlet, the third air outlet can be communicated with the extending air inlet end, the fourth air outlet can be communicated with the retracting air inlet end through the three-way joint, and the second action reversing air valve controls the gas to selectively flow out of one of the third air outlet and the fourth air outlet according to the position state of the second movable contact;

a latch mechanism configured to control switching of a position state of the second movable contact in response to a state change of the mechanical coupler between a coupling state and a to-be-coupled state; and

and the unhooking cylinder is arranged corresponding to the hook locking mechanism and can controllably access the gas from the car body of the railway vehicle to drive the hook locking mechanism to realize the unhooking operation and the position state switching of the second movable contact.

According to an additional or alternative embodiment, the mechanical coupler is provided with a coupling end face; a through hole used for representing the coupler type of the coupler is arranged on the coupling end surface; when the coupler is coupled with other couplers of different coupler types, the first movable contact is compressed by coupling end faces of the other couplers to be in a first position state; when the coupler is coupled with another coupler of the same coupler type as the coupler, the first movable contact is released in the through hole of the coupled coupler to be in the second position state thereof;

and the gas corresponding to the first action reversing gas valve flows out of the second gas outlet in the first position state, and the gas corresponding to the first action reversing gas valve flows out of the first gas outlet in the second position state.

According to an additional or alternative embodiment, the second movable contact is switchable between a third position state and a fourth position state;

and the gas in the third position state corresponding to the second action reversing gas valve flows out of a third gas outlet, and the gas in the fourth position state corresponding to the second action reversing gas valve flows out of a fourth gas outlet.

According to an additional or alternative embodiment, the hook lock mechanism comprises:

a center pin pivotably provided on the hook body;

the knuckle disc is fixedly arranged on the central pin and can synchronously rotate along with the central pin;

one end of the hook lock connecting rod is connected to the upper part of the knuckle disc through a connecting pin;

a center pin cam mounted on the center pin and capable of synchronously moving with the center pin, wherein the center pin cam has a cam surface acting on a second movable contact of the second motion reversing air valve, and the center pin cam switches the second movable contact between a third position state and a fourth position state through the cam surface when the center pin cam moves;

the connecting rod is approximately arranged on the plane of the knuckle disc and the first end of the connecting rod is fixedly connected to the lower part of the knuckle disc;

one end of the tension spring is fixed on the hook body, and the other end of the tension spring is fixed on the hook lock connecting rod; and

the rear end of the hook lock positioning rod can be in contact with the second end of the connecting rod so as to restrain the connecting rod and the knuckle disc to act;

wherein, when the coupler is coupled to another coupler of the same type, the coupler lock positioning lever is pushed by the coupler body of the another coupler to move toward the rear end thereof and separate the coupler lock positioning lever from the second end of the connecting rod, and the knuckle disc and the center pin are rotated in the first direction by the tension spring, so that the coupler lock connecting rod is pushed out and the second movable contact is switched to the third position state;

the unhooking cylinder acts on the coupler knuckle disk to enable the coupler knuckle disk to rotate in a second direction opposite to the first direction during unhooking operation, so that the second movable contact is switched to the fourth position state.

According to an additional or alternative embodiment, the cam surface of the kingpin cam comprises a first region and a second region; wherein the second movable contact is not compressed and switched to the third position state when the first region faces the second movable contact, and the second movable contact is compressed and switched to the fourth position state when the second region faces the second movable contact.

According to an additional or alternative embodiment, the pneumatic control system comprises a control part correspondingly arranged in the cab of the rail vehicle.

According to an additional or alternative embodiment, an air inlet path mainly composed of a main air pipe, a second pipeline, a filter, a ball valve and a third pipeline is arranged corresponding to the first air inlet of the first action reversing air valve.

According to another aspect of the present invention, there is provided a railway vehicle comprising a vehicle body and a coupler mounted on the vehicle body as defined in any one of the above.

According to the utility model discloses a still on the one hand, provide the pneumatic control method of above-mentioned coupling, it includes:

when the coupler is coupled with another coupler of a coupler type different from the coupler, selecting an air inlet end of the actuating cylinder, so that the actuating cylinder controls the electric coupler to perform retraction action or keep a retraction state;

when the coupler is coupled with other couplers of the same coupler type as the coupler, selecting the gas inlet end of the actuating cylinder so that the actuating cylinder controls the electric coupler to perform extending action or keep an extending state;

and when the coupler is uncoupled from other couplers connected with the coupler, selecting the gas inlet end of the actuating cylinder, so that the actuating cylinder controls the electric coupler to perform retraction operation or keep a retraction state.

According to an additional or alternative embodiment, when the coupler is coupled with another coupler of a coupler type different from the coupler, the first movable contact of the first action reversing air valve is compressed through a coupling end surface of the other coupler, so that the first movable contact is in a first position state, and an air path of the first action reversing air valve is changed, and therefore the purpose of selecting the air inlet end of the action cylinder to be a retraction air inlet end is achieved.

According to an additional or alternative embodiment, when the coupler is coupled with another coupler of the same coupler type as the coupler, the first movable contact of the first action reversing air valve is released through the through hole on the coupling end face of the coupler and the through holes on the coupling end faces of the other couplers, so that the first movable contact is in the second position state, and the air path of the first action reversing air valve is changed, thereby realizing the selection of the air inlet end of the action cylinder as the extending air inlet end.

According to an additional or alternative embodiment, the gas inlet end of the actuating cylinder is selected when the coupler is in the coupling waiting state, so that the actuating cylinder controls the electric coupler to keep the retraction state.

According to an additional or alternative embodiment, when the coupler is in a to-be-coupled state, the first movable contact of the first action reversing air valve is released through the through hole in the coupling end face of the coupler, so that the first movable contact is in a second position state, and the second movable contact of the second action reversing air valve is in a fourth position state, thereby realizing that the air inlet end of the air of the action cylinder is also selected to be a retraction air inlet end.

According to an additional or alternative embodiment, when the coupler is uncoupled from other couplers connected with the coupler, the coupler lock mechanism is driven to automatically decouple through the pneumatically controlled decoupling cylinder, so that the second movable contact of the second motion reversing pneumatic valve is switched from the third position state to the fourth position state, and the air inlet end of the air of the motion cylinder is selected to be the retraction air inlet end.

The above features and operation of the present invention will become more apparent from the following description and the accompanying drawings.

Drawings

The above and other objects and advantages of the present invention will be more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which like or similar elements are designated with like reference numerals.

Fig. 1 is a perspective view of a coupler of a railway vehicle in a certain direction according to an embodiment of the present invention.

Fig. 2 is a perspective view of a coupler of a railway vehicle in yet another orientation in accordance with an embodiment of the present invention.

Fig. 3 is a front view of a coupler of a railway vehicle according to an embodiment of the present invention.

Fig. 4 is a left side view of a coupler of a railway vehicle according to an embodiment of the present invention.

Fig. 5 is a top view of a coupler of a railway vehicle according to an embodiment of the present invention, wherein the electrical coupler and the electrical coupler pushing mechanism of fig. 3 are omitted.

Fig. 6 is a front view of a coupler lock mechanism of a railway vehicle in a pending coupling state according to an embodiment of the present invention, which corresponds to a partial view of the coupler lock mechanism in a cross-sectional view of C-C in fig. 4.

Fig. 7 is a front view of a coupler lock mechanism of a railway vehicle with a coupler coupled according to an embodiment of the present invention.

Fig. 8 is a top view of a coupler lock mechanism of a railway car with a coupler in a pending hitch position, corresponding to the cross-sectional view of fig. 6, taken along line D-D, in accordance with an embodiment of the present invention.

Fig. 9 is a top view of a coupler lock mechanism of a railway car with a coupler coupled according to an embodiment of the present invention, which corresponds to the cross-sectional view E-E of fig. 7.

Fig. 10 is a schematic control diagram of a pneumatic control system of a coupler of a railway vehicle according to an embodiment of the present invention.

Fig. 11 and 12 are schematic views showing the position of a first motion-reversing pneumatic valve of a railway vehicle according to an embodiment of the present invention.

Fig. 13 is a schematic diagram of a railway car coupler in a pending hitching state, showing in particular the state of a second motion reversing pneumatic valve, according to an embodiment of the present invention.

Fig. 14 is a schematic diagram of a coupler of a railway vehicle in a coupled state, in which the second motion reversing pneumatic valve is specifically shown, according to an embodiment of the present invention.

Fig. 15 is a schematic view of a coupling end surface of a coupler of a type of railway vehicle according to an embodiment of the present invention

Fig. 16 is a schematic coupling end view of another type of coupler.

Fig. 17 is a front view and a side view of a kingpin cam of a coupler of a railway vehicle, in accordance with an embodiment of the present invention.

Description of reference numerals:

1. an unhooking air pipe, 2, a first pipeline, 3, a second pipeline,

4. a filter, 5, a ball valve, 6, a third pipeline,

7. a fourth pipeline, 8, a fifth pipeline, 9, a sixth pipeline,

10. a seventh pipeline, 11, an unhooking cylinder, 12, an action cylinder,

122. retracting the air inlet end to 121, extending the air inlet end to 13, a main air pipe,

14. an electric coupler, 15, a three-way joint, 16, an eighth pipeline,

17. a second motion-reversing pneumatic valve 18, a first motion-reversing pneumatic valve,

19. an electric coupler pushing mechanism 20, a coupler locking mechanism 21 and a coupler body,

22. center pin, 23, center pin cam, 231, cam surface

231a, a first region of the cam surface, 231b, a second region of the cam surface

24. A tension spring 25, a latch plate 26, a hook lock connecting rod,

27. a connecting pin, 28, a hook lock positioning rod, 29, a connecting rod,

30. elastic pin, 40, connecting end face, 41 and through hole.

Detailed Description

The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. The present invention may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. The embodiments described above are intended to be illustrative in all respects, all of the present disclosure being full and complete, so that the scope of the present invention may be more fully and accurately understood.

Terms such as "comprising" and "comprises" mean that, in addition to having components which are directly and explicitly stated in the description and the claims, the solution of the invention does not exclude other components which are not directly or explicitly stated.

In the description herein, directional terms such as "upper", "lower", "front", "rear", etc. are used, it being understood that these directional terms are relative terms, which are used for relative positional description and clarification, and that the particular orientation of the coupler may vary accordingly as the orientation of the coupler varies.

Referring to fig. 1 to 4, a partial specific structure of a coupler of a railway vehicle is shown, which may include a mechanical coupler, which may include a coupler body 21 and a coupler lock mechanism 20, and an electrical coupler 14 and an electrical coupler pushing mechanism 19 are arranged on the coupler body 21; it should be noted that the electrical coupler 14 and the electrical coupler pushing mechanism 19 may be regarded as parts of the coupler in one embodiment, and the electrical coupler 14 and the electrical coupler pushing mechanism 19 may not be regarded as parts of the coupler but may be assembled with the coupler according to the embodiment of the present invention for use in other embodiments.

The coupler of the railway vehicle can work in a coupling state or a to-be-coupled state (namely, a non-coupling state); in the coupling state, the mechanical coupler of one coupler is connected with the mechanical coupler of the other coupler to realize mechanical connection, but the corresponding electric couplers may not be connected together, for example, in the case of train rescue, the electric connection between rail vehicles may not be needed when coupling occurs, and the electric coupler of one coupler is not needed to be connected with the other coupler. Different types of railway vehicles (e.g., multiple unit trains) generally use different types of couplers; when the couplers of the same type are coupled, the electrical connection is needed, namely the electrical coupler needs to be in an extending state; when coupling occurs, the different types of couplers do not need to be electrically connected, namely, the electric coupler needs to be in a retracted state, so that the electric coupler is prevented from being damaged due to the fact that the electric coupler is extended.

Therefore, in one embodiment, the actuating cylinder 12 is provided corresponding to the electric coupler pushing mechanism 19, and the actuating cylinder 12 can control the electric coupler 14 to perform the retracting operation or the extending operation through the electric coupler pushing mechanism 19 under the driving of gas, so as to automatically control the electric coupler 14 to switch between the retracting state and the extending state according to requirements. The actuating cylinder 12 may be specifically disposed on the electric coupler pushing mechanism 19, and the actuating cylinder 12 may have two different air inlet ends, namely a retracted air inlet end 122 and an extended air inlet end 121; the corresponding pneumatic control system for the actuating cylinder 12 and the control principle thereof will be explained in the following examples.

In an embodiment, a pneumatic control system may be disposed on the hook body 21 corresponding to the actuating cylinder 12, and the pneumatic control system controls the actuation of the electric coupler 14 by controlling the pneumatic circuit of the gas. The pneumatic control system may be configured to: when the coupler is coupled with another coupler of a coupler type different from the coupler (i.e., a working condition in which couplers of different types are coupled), selecting an intake end of gas of the actuating cylinder 12 to cause the actuating cylinder 12 to control the electric coupler 14 to perform a retracting action or to maintain a retracted state (if the electric coupler 14 is in the retracted state by nature); when the coupler is coupled with other couplers of the same coupler type (namely, the coupler of the same type is coupled), selecting the gas inlet end of the actuating cylinder 12 to enable the actuating cylinder 12 to control the electric coupler 14 to perform extending action or keep an extending state (if the electric coupler 14 is in the extending state in nature); when the coupler is uncoupled from other couplers connected with the coupler, the gas inlet end of the actuating cylinder 12 is selected so that the actuating cylinder 12 controls the electric coupler 14 to perform retraction action or keep a retraction state (if the electric coupler 14 is in the retraction state originally). Therefore, the utility model discloses the coupling can be according to whether the same operation that carries out the self-adaptation of coupling type when linking.

The following specifically refers to the accompanying drawings to illustrate the specific structure of the pneumatic control system and its working principle.

Referring to fig. 1 to 10, the pneumatic control system mainly includes a first action reversing air valve 18, a second action reversing air valve 17, a hook lock mechanism 20, an unhooking cylinder 11, and specifically includes an unhooking air pipe 1, a first pipeline 2, a second pipeline 3, a filter 4, a ball valve 5, a third pipeline 6, a fourth pipeline 7, a fifth pipeline 8, a sixth pipeline 9, a seventh pipeline 10, a main air pipe 13, a tee joint 15 (for example, it may be specifically but not limited to a T-shaped tee joint), an eighth pipeline 16, and the like.

Specifically, the unhooking air pipe 1 is installed on the hook body 21 and is connected with an unhooking pipeline of a vehicle body of the railway vehicle; the first pipeline 2 is arranged between the unhooking cylinder 11 and the unhooking air pipe 1 and communicates the unhooking cylinder 11 with the unhooking air pipe 1 arranged on the hook body 21, and gas in the vehicle body can be sequentially introduced into an air inlet of the unhooking cylinder 11 through the unhooking air pipe 1 and the first pipeline 2.

Fig. 11 to 12 show the first motion-reversing air-operated valve 18, the first motion-reversing air-operated valve 18 may be mounted on the hook body 21, and the first motion-reversing air-operated valve 18 has a first air inlet V1, a first air outlet V2, a second air outlet V3, and a first movable contact D1. Corresponding to the first air inlet V1 of the first motion-reversing air valve 18, an air inlet path mainly composed of a main air pipe 13, a second pipeline 3, a filter 4, a ball valve 5, a third pipeline 6 and the like can be arranged, wherein the main air pipe 13 can be installed on the hook body 21, the second pipeline 3 connects the main air pipe 13 with the air path of the filter 4, the filter 4 is connected with the ball valve 5, and the third pipeline 6 connects the ball valve 5 with the first air inlet V1 of the first motion-reversing air valve 18. Gas (e.g., high-pressure gas) in the vehicle body can enter the first air inlet V1 (see fig. 10) of the first motion-reversing air valve 18 through the main air duct 13, the second pipeline 3, the filter 4, the ball valve 5 and the third pipeline 6.

Wherein, filter 4 plays the effect of impurity in the filtering gas, and ball valve 5 can the manual control its break-make of entering the gas circuit in place. It will be appreciated that the filter 4 or ball valve 5 is an optional component of the air circuit and that a gas circuit component may be added to the air inlet circuit as required.

The first movable contact D1 may be, for example, released or compressed by an external factor to switch between different position states, for example, between a first position state and a second position state. The switching of the position state causes the air passage of the first action reversing air-operated valve 18 to be reversed; in the first position state (i.e. the compression state), the gas corresponding to the first motion-reversing gas valve 18 flows out from the second gas outlet V3; in the second position (i.e., the release state), the gas corresponding to the first motion reversing gas valve 18 flows out of the first gas outlet V2.

In correspondence with the first outlet port V2, a fourth line 7 is provided which can communicate with the outlet port V2 of the first motion-reversing air-operated valve 18 in the released state and introduce the gas to the second motion-reversing air valve 17 (see fig. 10); in correspondence with the second outlet port V3, a fifth line 8 is provided, the fifth line 8 being communicable with the second outlet port V3 of the first motion-reversing air-operated valve 18 in a compressed state and introducing the gas to the three-way joint 15 (see fig. 10).

Specifically, the hooking end surface 40 of the hook body 21 may be opened with a corresponding through hole 41, and the first movable contact D1 of the first motion-reversing air-operated valve 18 may be released out of the hooking end surface 40 of the hook body 21 through the through hole 41.

In an embodiment, referring to fig. 15 and 16, the coupler body 21 of the mechanical coupler may be provided with a coupling end surface 40; a coupling end face 40 may be provided with a through hole 41 for indicating a coupler type of a coupler; for example, couplers of the same type may each be provided with two through holes 41 at the same position of the coupling end face 40, so that when couplers of the same type are coupled, the through holes 41 of the two couplers are substantially aligned, and the first movable contact D1 arranged corresponding to the through holes 41 is released outside the coupling end face 40 of the other coupler without being blocked by the coupling end face 40; also for example, different types of couplers may be provided with through holes 41 at different locations on the coupling end face 40, and even some types of couplers may not be provided with through holes 41, so that when different types of couplers are coupled, the through holes 41 of the two couplers are not substantially aligned, and the first movable contact D1 disposed corresponding to the through holes 41 is blocked by the coupling end face 40 of the other coupler and is compressed back. Therefore, the coupler type information of the coupled coupler can be fed back to the coupler lock structure 20 through the through hole 41 and the first movable contact D1, and the first movable contact D1 also performs position state switching accordingly.

The differences in coupling end faces of different types of couplers (including those used with rescue rail vehicles) can be seen in fig. 15-16; referring to fig. 15, the coupling end surface of the coupler according to an embodiment of the present invention is symmetrically provided with two through holes 41, while the coupling end surface 40 of the coupler according to another embodiment of the present invention is not provided with an opening.

Specifically, when the coupler is coupled with another coupler of a coupler type different from the coupler, the first movable contact D1 may be released from the through hole 41 so as to be in its second position state (i.e., a release state), and when the coupler is coupled with another coupler of a coupler type different from the coupler, the first movable contact D1 may be compressed or pressed against the coupling end surface 40 of another coupler, and the first movable contact D1 is in its first position state (i.e., a compression state).

With continued reference to fig. 1 to 10, the second motion-reversing air-operated valve 17 mounted on the hook body 21 has a second air inlet V4, a third air outlet V5, and fourth air outlet V6, and a second movable contact D2. Wherein the second movable contact D2 is switchable between a third position state and a fourth position state; the third position state corresponds to the gas of the second action reversing gas valve 17 to flow out from a third gas outlet V5, and the fourth position state corresponds to the gas of the second action reversing gas valve 17 to flow out from a fourth gas outlet V6; the outer end of the second movable contact D2 of the second motion reversing air-operated valve 17 may be in contact with the center pin cam 23 of the latch mechanism 20 (see fig. 7, 13, and 14), so that the switching of the position state of the second movable contact D2 may be driven by the center pin cam 23, that is, the center pin cam 23 can control the air passage reversing of the second motion reversing air-operated valve 17 by the change of the contact state with the second movable contact D2 of the second motion reversing air-operated valve 17 at the different positions thereof.

Fig. 13 and 14 show schematic mounting positions of the second motion-switching air-operated valve 17. The second operation-switching air-operated valve 17 may be specifically attached and fixed to an end surface of the hook body 21 behind the coupling end surface 40. When the coupler is in a state of waiting for coupling, the second movable contact D2 of the second motion reversing pneumatic valve 17 is in contact with the kingpin cam 23 and is pressed; when the coupler is in a coupling state, the coupler knuckle disk 25 can drive the center pin 22 to rotate, the center pin 22 drives the center pin cam 23 to rotate anticlockwise, the second movable contact D2 of the second motion reversing air-operated valve 17 and the center pin cam 23 are changed from a contact extrusion state to a separation state, and an air path inside the second motion reversing air-operated valve 17 can be reversed.

Referring to fig. 10, the fourth line 7 may be connected to the second intake port V4 of the second motion-reversing air-operated valve 17; a sixth pipeline 9 is provided corresponding to the third air outlet V5 of the second motion-reversing air-operated valve 17, the sixth pipeline 9 connecting the protruding air intake end 121 of the motion cylinder 12 with the third air outlet V5 of the second motion-reversing air-operated valve 17; an eighth line 16 is provided corresponding to the fourth air outlet V6 of the second motion reversing air-operated valve 17, and the eighth line 16 connects the three-way joint 15 with the fourth air outlet V6 of the second motion reversing air-operated valve 17 with the second movable contact D2 in a compressed state.

The three ports (i.e., T1, T2, and T3) of the three-way joint 15 are connected to the eighth line 16, the fifth line 8, and the seventh line 10, respectively, and the other end of the seventh line 10 is connected to the retract intake end 122 of the actuating cylinder 12.

In one embodiment, the coupler lock mechanism 20 may be configured to control the switching of the position state of the second movable contact D2 of the second motion switching valve 17 in response to a state change of the mechanical coupler between the coupling state and the to-be-coupled state; the unhooking cylinder 11 is provided corresponding to the hook lock mechanism 20, and it can controllably introduce gas (e.g., high-pressure gas) from the vehicle body of the railway vehicle to drive the hook lock mechanism 20 to perform an unhooking operation and switching of the position state of the second movable contact D2 of the second motion switching gas valve 17.

Referring specifically to fig. 8 and 9, the hook lock mechanism 20 mainly includes a center pin 22, a center pin cam 23, a tension spring 24, a knuckle disc 25, a hook lock connecting rod 26, a connecting pin 27, a hook lock positioning rod 28, a connecting rod 29, an elastic pin 30, and the like; wherein, the center pin 22 is pivotally provided on the hook body 21; the knuckle disc 25 is fixedly arranged on the central pin 22 and can synchronously rotate along with the central pin 22; one end of the coupler lock connecting rod 26 is connected to an upper portion of the knuckle disc 25 by a connecting pin 27.

The center pin cam 23 is installed on the center pin 22 (e.g., the center pin cam 23 is connected to the center pin 22 by an elastic pin 30 and installed at the upper end of the center pin 22) and can be synchronously operated with the center pin 22. In an embodiment, referring to fig. 17, the center pin cam 23 has a cam surface 231 acting on the second movable contact D2 of the second motion switching air valve 17, and by configuring the radial dimension R of the cam surface 231, the cam surface 231 may be made to include a first region 231a and a second region 231b, wherein the first region 231a does not compress the second movable contact D2 when facing the second movable contact D2, and the second region 231b compresses the second movable contact D2 when facing the second movable contact D2. Therefore, the center pin cam 23 switches the second movable contact D2 between the third position state and the fourth position state by the cam surface 231 when it is operated (for example, by being moved by the latch plate 25).

The connecting rod 29 is approximately arranged on the plane of the knuckle disk 25, the first end of the connecting rod is fixedly connected to the lower part of the knuckle disk 25, and the second end of the connecting rod 29 can contact the hook lock positioning rod 28 below the connecting rod by setting the size of the connecting rod 29; the second end of the connecting rod 29 may in particular be provided with a boss. One end of the tension spring 24 is fixed on the hook body 21, and the other end is fixed on the hook lock connecting rod 26; the tension spring 24 can thus act on the coupler link 26 and give the coupler link 26 a certain tension, so that the coupler link 26 can be automatically extended when the mechanical coupler is coupled. The rear end of the coupler lock positioning rod 28 can contact the second end of the connecting rod 29 to restrain or limit the motion of the connecting rod 29 and the knuckle disc 25.

In the case where the coupler is coupled to another coupler of the same type, the coupler lock positioning lever 28 is pushed by the coupler body 21 of the other coupler to move toward the rear end thereof and separate the coupler lock positioning lever 28 from the second end (e.g., a boss of the second end) of the connecting lever 29, and the knuckle disk 25 and the center pin 22 are rotated in the first direction (e.g., counterclockwise direction in fig. 14) by the tension spring 24, so that the coupler lock connecting lever 26 is pushed out (e.g., the coupler lock connecting lever 26 is extended outward), and the second movable contact D2 is released to switch to the third position state; the unhooking cylinder 11 acts on the knuckle disc 25 to rotate in a second direction (for example, clockwise in fig. 13) opposite to the first direction during an unhooking operation, so that the second movable contact D2 is compressed to switch to the fourth position state. It will be appreciated that pushing or extending the coupler lock attachment bar 26 out will allow the outer cylinder of the coupler lock attachment bar 26 to enter the recess of the knuckle disc 25, facilitating the coupling.

Referring to fig. 10, the following further 5 practical operating conditions are combined to describe the working principle and the pneumatic control method of the coupler according to the embodiment of the present invention.

Working condition 1, the car coupler is in a state of waiting to be coupled:

when the coupler is in the state of waiting to be coupled, the first motion reversing pneumatic valve 18 is in a free state (corresponding to the state that the first movable contact D1 is in the first position) in which the first movable contact D1 is naturally released; therefore, the high-pressure air pressure exists on the train body of the rail vehicle (such as a motor train unit), the air passes through the train body and sequentially passes through the main air duct 13, the second pipeline 3, the filter 4, the ball valve 5 and the third pipeline 6 to reach the first air inlet V1 of the first motion-reversing air-operated valve 18, the first movable contact D1 is in the second position state, and the air passes through the fourth pipeline 7 from the first air outlet V2 of the first motion-reversing air-operated valve 18 to reach the second air inlet V4 of the second motion-reversing air-operated valve 17;

when the coupler is in the state to be coupled, the coupler lock mechanism 20 to be coupled causes the kingpin cam 23 to press the second movable contact D2 of the second motion reversing air-operated valve 17, and the second movable contact D2 is compressed to be in the fourth position state, so that the air flows out through the fourth air outlet V6 of the second motion reversing air-operated valve 17, and then passes through the port T1 of the three-way joint 15 to reach the retraction air inlet 122 of the actuating cylinder 12, and the actuating cylinder 12 keeps the electric coupler 14 in the retraction state, which does not extend.

Working condition 2, coupling the car coupler with the same type of car coupler, and entering a coupling state:

when the coupler is coupled with the same type coupler, the first movable contact D1 of the coupler is not compressed by the coupling end surface 40 of the same type coupler (because the coupling end surface 40 of the corresponding type coupler is correspondingly provided with the through hole 41 for accommodating the first movable contact D1), the first motion reversing air-operated valve 18 is in a free state that the first movable contact D1 is released, and the first movable contact D1 is not compressed and is in a second position state; therefore, the gas passes from the vehicle body of the railway vehicle through the main duct 13, the second line 3, the filter 4, the ball valve 5, the third line 6 to the first gas inlet V1 of the first motion-reversing air-operated valve 18, and the gas passes from the first gas outlet V2 of the first motion-reversing air-operated valve 18 through the fourth line 7 to the second gas inlet V4 of the second motion-reversing air-operated valve 17;

when the coupler is coupled with the couplers of the same type, the coupler lock mechanism 20 drives the center pin cam 23 to rotate due to coupling operation, the second movable contact D2 of the second motion reversing air-operated valve 17 is converted from a compressed state (i.e., a fourth position state) to a released state (i.e., a third position state), the air path inside the second motion reversing air-operated valve 17 is reversed, air is converted from the fourth air outlet V6 of the second motion reversing air-operated valve 17 to the protruding air inlet end 121 which enters the motion air cylinder 12 through the third air outlet V5, the motion air cylinder 12 keeps the electric coupler 14 in a protruding state, and the electric coupler 14 is automatically pushed out to conveniently complete electric connection.

Working condition 3, coupling the car coupler with different types of car couplers (including rescue working conditions):

when the coupler is coupled with different types of couplers, the first movable contact D1 of the coupler is pressed by the coupling end surfaces 40 of the coupled couplers (because the coupling end surfaces 40 of the couplers are not correspondingly provided with the through holes 41), the first motion reversing air-operated valve 18 is in a non-free state that the first movable contact D1 is compressed, and the first movable contact D1 is compressed and is in a first position state; accordingly, the gas reaches the first air inlet V1 of the first motion reversing air-operated valve 18 from the body of the railway vehicle through the main air duct 13, the second pipeline 3, the filter 4, the ball valve 5 and the third pipeline 6, the internal air path of the first motion reversing air-operated valve 18 is reversed, the gas is switched from the first air outlet V2 of the first motion reversing air-operated valve 18 to the second air outlet V3 and then enters the retraction air inlet 122 of the motion cylinder 12 through the T2 port of the three-way joint 15, the motion cylinder 12 keeps the electric coupler 14 in the retraction state, and the electric coupler 14 cannot be extended even if the hitching operation is performed, so the electric coupler 14 cannot be damaged.

Working condition 4-car coupler and car coupler of the same type are automatically unhooked:

controlling an automatic unhooking coupler in a cab of a railway vehicle, for example, inputting a corresponding automatic unhooking command or operation from a control part of a pneumatic control system arranged in the driving process, inflating an unhooking cylinder 11 by gas through an unhooking air pipe 1 and a first pipeline 2 in sequence, and enabling an unhooking mechanism 20 to automatically unhook by pushing a coupler knuckle disc 25 to rotate by the unhooking cylinder 11 (see fig. 9, for example, pushing the coupler knuckle disc 25 to rotate clockwise in fig. 9); when the hook lock mechanism 20 automatically realizes the unhooking, the rotation of the coupler knuckle disc 25 can drive the center pin cam 23 to rotate, so that the second movable contact D2 in the second motion reversing air-operated valve 17 is changed from the release state to the compression state (see fig. 13, and is restored to the to-be-coupled state illustrated in fig. 13), the internal air path of the second motion reversing air-operated valve 17 is changed, the air is switched from the third air outlet V5 to the fourth air outlet V6 of the second motion reversing air-operated valve 17, and then enters the T1 interface of the three-way joint 15 from the eighth pipeline 16, and then enters the retraction air inlet end 122 of the motion air cylinder 12 through the seventh pipeline 10, the motion air cylinder 12 drives the electric coupler 14 to automatically retract, and the electric coupler 14 enters the retraction state and realizes the unhooking.

Working condition 5- -car coupler and car couplers of different types are automatically unhooked:

controlling an automatic unhooking coupler on a cab of a railway vehicle, inputting a corresponding automatic unhooking command or operation, sequentially inflating an unhooking cylinder 11 through an unhooking air pipe 1 and a first pipeline 2 by using air, and enabling a coupler knuckle disc 25 to rotate by the aid of the unhooking cylinder 11 (see fig. 9, for example, the coupler knuckle disc 25 is driven to rotate clockwise in fig. 9) to achieve automatic unhooking of a coupler locking mechanism 20; the rotation of the knuckle disk 25 can drive the center pin cam 23 to rotate, so that the second movable contact D2 in the second motion-reversing air-operated valve 17 is changed from a release state to a compression state (see fig. 13, and is restored to the to-be-connected state illustrated in fig. 13), the internal air path of the second motion-reversing air-operated valve 17 is changed, the air can be switched from the third air outlet V5 of the second motion-reversing air-operated valve 17 to the fourth air outlet V6, and then enters the T1 port of the three-way joint 15 from the eighth pipeline 16 and then enters the extending air inlet end 121 of the motion cylinder 12; at the same time, since the coupling end face 40 of the coupler of the different type may also press the first movable contact D1 of the first motion-reversing air-operated valve 18 at the initial stage of uncoupling, the first movable contact D1 continues to be in the first position state; therefore, regardless of the first and second motion switching air-operated valves 18 and 17, the motion cylinder 12 keeps the electric coupler 14 in the retracted state, and the uncoupling is achieved;

as the uncoupling is performed or completed, the coupling end surfaces 40 of different couplers are separated, the first movable contact D1 pressed by the coupling end surfaces 40 of the different coupled couplers is released, the internal air passage of the first motion reversing air-operated valve 18 is reversed, the first motion reversing air-operated valve 18 is changed from the pressed state to the released state, the first movable contact D1 is in the second position state, the gas is output from the first air outlet V2 of the first motion reversing air-operated valve 18 to the second air inlet V4 of the second motion reversing air-operated valve 17 through the fourth pipeline 7, the gas is output through the fourth air outlet V6 of the second motion reversing air-operated valve 17, the gas continues to enter the retraction air inlet end 122 of the actuating cylinder 12, and the actuating cylinder 12 keeps the electric coupler 14 in the retraction state.

It should be noted that in the coupler of the above embodiment, different types of couplers can be identified by the actuating cylinder and the corresponding pneumatic control system, so as to make a correct instruction; the electric car couplers of the same type automatically extend out after the car couplers are linked, and the electric car couplers cannot extend out in the linking process of the car couplers of different types; therefore, the damage of the electric coupler is avoided, and the electric coupler can be suitable for various working conditions to operate. In particular, it should be understood that coupling operation (including extending or retracting of an electric coupler) and uncoupling operation of a coupler can be realized by the same pneumatic control system, the whole structure becomes simple, the cost is low, the coupler is easy to operate, and coupling operation and uncoupling operation can be conveniently completed in a cab or a cab of a railway vehicle.

It should be noted that the coupler of the above embodiment can be applied to the rail vehicles of various embodiments, which are correspondingly installed on the vehicle body of the rail vehicle and obtain the corresponding high-pressure gas from the gas source of the vehicle body.

The above examples mainly illustrate the coupler and the pneumatic control method thereof according to the embodiments of the present invention. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made thereto without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. A coupler of a railway vehicle comprises a coupler body of a mechanical coupler, wherein an electric coupler and an electric coupler pushing mechanism are arranged on the coupler body; it is characterized in that the preparation method is characterized in that,

the coupler further comprises:

2. The coupler of claim 1, wherein the actuating cylinder has a retracted air inlet end and an extended air inlet end, the actuating cylinder controlling the electrical coupler to perform a retracting action or to maintain a retracted state if the gas is selected to enter from the retracted air inlet end, the actuating cylinder controlling the electrical coupler to perform an extending action or to maintain an extended state if the gas is selected to enter from the extended air inlet end.

3. The coupler of claim 2, wherein the pneumatic control system comprises:

4. The coupler of claim 3, wherein the mechanical coupler is provided with a coupling end face; a through hole used for representing the coupler type of the coupler is arranged on the coupling end surface; when the coupler is coupled with other couplers of different coupler types, the first movable contact is compressed by coupling end faces of the other couplers to be in a first position state; when the coupler is coupled with another coupler of the same coupler type as the coupler, the first movable contact is released in the through hole of the coupled coupler to be in the second position state thereof;

5. The coupler of claim 3, wherein the second movable contact is switchable between a third position state and a fourth position state;

6. The coupler of claim 5, wherein the coupler lock mechanism comprises:

a center pin pivotably provided on the hook body;

7. The coupler of claim 6, wherein the cam surface of the kingpin cam includes a first region and a second region; wherein the second movable contact is not compressed and switched to the third position state when the first region faces the second movable contact, and the second movable contact is compressed and switched to the fourth position state when the second region faces the second movable contact.

8. The coupler of claim 1, wherein the pneumatic control system includes a steering portion correspondingly disposed in a cab of the railway vehicle.

9. The coupler according to claim 3, characterized in that an air inlet path mainly composed of a main air pipe, a second pipeline, a filter, a ball valve and a third pipeline is arranged corresponding to the first air inlet of the first action reversing air valve.

10. A railway vehicle comprising a body, further comprising a coupler as claimed in any one of claims 1 to 9 mounted on the body.