CN219172408U

CN219172408U - Self-coupling coupler for tunnel rail transport vehicle

Info

Publication number: CN219172408U
Application number: CN202223112249.0U
Authority: CN
Inventors: 廖家伟; 王琴; 王鹏; 王锴; 李胜永; 魏金
Original assignee: Railway Engineering Equipment Group Tunnel Equipment Manufacturing Co Ltd
Current assignee: Railway Engineering Equipment Group Tunnel Equipment Manufacturing Co Ltd
Priority date: 2022-11-23
Filing date: 2022-11-23
Publication date: 2023-06-13
Anticipated expiration: 2032-11-23

Abstract

The utility model belongs to the technical field of tunnel rail transport vehicles. The self-connecting coupler comprises a coupler female end and a coupler male end, wherein the coupler female end and the coupler male end are oppositely arranged; the coupler female end comprises a first sliding seat, a female end stop block and a first buffer component, the coupler male end comprises a second sliding seat, a male end stop block, a second buffer component and a coupler, and the second sliding seat is fixedly connected with another car body; when two car bodies touch the hook, the coupler is matched with the female end stop block for hooking; an anti-drop unit is arranged between the first sliding frame and the coupler, and the anti-drop unit is used for preventing the coupler from being separated from the female end stop block. The car coupler realizes self connection through collision, reduces personnel participation, reduces construction safety risk, and improves operation convenience and practicality.

Description

Self-coupling coupler for tunnel rail transport vehicle

Technical Field

The utility model belongs to the technical field of tunnel rail transport vehicles, and particularly relates to a self-coupling coupler of a tunnel rail transport vehicle.

Background

The train end connection coupler is an indispensable device for forming vehicles, and the train connects different vehicles into a train group through the coupler, so that the train keeps a certain distance and transmits and eases longitudinal force and impact force generated in the running or shunting process of the train. The performance of the end-of-vehicle coupler will directly impact the vehicle's operational stability and safety.

At present, a railway coupler or a traditional connecting pull rod coupler is mainly adopted as a railway coupler for the railway, and the railway coupler is complex in structure, high in manufacturing cost, complex in manufacturing process and high in die cost and is used for the railway transportation of the tunnel. The latter tradition connects pull rod coupling, needs artifical supplementary connection when carrying out the vehicle and connects, and difficult operation, coupling hookup location is between two cars, and artifical supplementary easy emergence extrusion accident connects trouble, and the operation exists the potential safety hazard.

The current situation of the tunnel rail transportation industry aims to solve the following problems:

1. the existing coupler has the disadvantages of complex structure, high manufacturing cost, complex manufacturing process and high die cost, and is more wasteful for tunnel rail transportation;

2. most of the existing couplers are large in volume, long in length and heavy in mass, so that the marshalling length is long, and space waste is caused;

3. the existing bolt pull rod is generally required to be manually connected in an auxiliary mode when being hooked, the operation is difficult, a visual field blind area exists between two vehicles at the connecting position, extrusion accidents possibly occur due to manual assistance, and potential safety hazards exist in operation;

4. the bolt pull rod is adopted for marshalling connection, so that the bolt pull rod is easy to be blocked when the turning radius is too small, the marshalling steering can be influenced after long-time use, and safety accidents occur;

5. the traction pin in the bolt pull rod is in a movable state when the bolt pull rod moves in a group, the vertical direction is only acted by gravity, and when the traction pin is acted by vibration or impact, the traction pin can be caused to move, so that the risk of unhooking exists.

Therefore, it is necessary to design a simple coupler for track transportation for tunnels, which realizes self-connection through collision.

Disclosure of Invention

The utility model aims to solve the problems and the defects, and provides the self-connecting coupler for the tunnel rail transport vehicle, which has reasonable structural design, can save the arrangement space of the vehicle and reduce the marshalling length; the car coupler realizes self-connection through collision, reduces personnel participation, reduces construction safety risk, and improves operation convenience and practicality.

In order to achieve the above purpose, the technical scheme adopted is as follows:

the self-connecting coupler for the tunnel rail transport vehicle is used for connecting two vehicle bodies and comprises a coupler female end and a coupler male end, wherein the coupler female end and the coupler male end are oppositely arranged;

the coupler female end comprises:

the first sliding seat is fixedly connected with one of the vehicle bodies;

the rear side of the female end stop block is provided with a first sliding frame which is arranged in the first sliding seat in a matched sliding manner; and

the first buffer assembly is arranged between the rear end of the first sliding frame and the corresponding vehicle body;

the coupler male end comprises:

the second sliding seat is fixedly connected with the other vehicle body;

the male end stop block is provided with a second sliding frame at the rear side thereof, and the second sliding frame is arranged in the second sliding seat in a matched sliding manner;

the second buffer assembly is arranged between the rear end of the second sliding frame and the corresponding vehicle body; and

the rear end of the coupler is pivoted on the second sliding frame;

when two car bodies touch the hook, the coupler is matched with the female end stop block for hooking; an anti-drop unit is arranged between the first sliding frame and the coupler, and the anti-drop unit is used for preventing the coupler from being separated from the female end stop block.

According to the self-connecting coupler for the tunnel rail transport vehicle, preferably, the front end of the coupler is a convex arc surface, the inner side and the outer side of the upper end of the female end stop block are concave arc surfaces, and the two sides of the female end stop block are provided with side anti-drop plates.

According to the self-coupling coupler for the tunnel rail transport vehicle, preferably, the abutting surfaces of the female end stop block and the male end stop block are spherical surfaces.

According to the self-coupling coupler for the tunnel rail transport vehicle, preferably, the coupler head of the coupler is arranged in a backward inclined mode, and the inner side of the female end stop block is provided with an inward inclined groove matched with the coupler head.

According to the self-connecting coupler for the tunnel rail transport vehicle, preferably, the first sliding seat and the second sliding seat comprise two fixing plates which are oppositely arranged left and right, threaded holes are formed in the fixing plates, the fixing plates are fixedly connected with corresponding vehicle bodies through bolts, and U-shaped guide sliding grooves are formed in the inner sides of the fixing plates.

According to the self-connecting coupler for the tunnel rail transport vehicle, preferably, the first sliding frame and the second sliding frame both comprise end plates and connecting plates, the end plates and corresponding male end stop blocks or female end stop blocks are arranged in a front-back opposite mode, a plurality of connecting plates are connected and fixed to form a U-shaped connecting frame, the connecting frame is arranged between the end plates and the corresponding male end stop blocks or female end stop blocks, two side plates of the connecting frame are arranged in corresponding U-shaped guide sliding grooves in a sliding mode, the rear ends of the U-shaped guide sliding grooves are limited corresponding to the end plates, and the front ends of the U-shaped guide sliding grooves are limited corresponding to the corresponding male end stop blocks or female end stop blocks; copper-based lubricating inserts are embedded on two side plates of the connecting frame.

According to the self-connecting coupler for the tunnel rail transport vehicle, preferably, the first buffer assembly and the second buffer assembly comprise a rear limiting plate, a sleeve rod penetrating through the rear limiting plate and the corresponding end plate in a sliding mode, and a spring arranged on the sleeve rod, the rear limiting plate is attached to a corresponding vehicle body and props against the corresponding vehicle body, a limiting nut is arranged at the rear end of the sleeve rod, a corresponding avoiding hole corresponding to the sleeve rod and the limiting nut is formed in the corresponding vehicle body, the front end of the sleeve rod is connected with the end plate, the spring adopts a butterfly spring, a stroke limiting plate is arranged on the end plate, and the distance between the forming limiting plate and the rear limiting plate is buffer stroke.

According to the self-connecting coupler of the tunnel rail transport vehicle, preferably, the front end of the loop bar is fixedly connected with the end plate; or (b)

The end plate is fixedly provided with a U-shaped pulling plate, a corresponding pin hole is formed between the pulling plate and the loop bar, and the pulling plate is connected with the loop bar through a connecting pin.

According to the self-coupling coupler for a tunnel rail transport vehicle of the present utility model, preferably, the drop prevention unit includes a loop chain provided on the first slip frame and a handle provided on the coupler.

By adopting the technical scheme, the beneficial effects are that:

the tunnel rail transport vehicle connection coupler has lower manufacturing cost, and can reduce manufacturing cost when being applied to tunnel rail transport vehicles; the coupler contact surface is a spherical surface, the structure between the coupler and the stop block and the anti-disengaging unit are matched, the fact that the vehicle turns and goes up and down is not unhooked is guaranteed, the buffer component of the coupler is embedded into the vehicle body, the size of the coupler body is short, the arrangement space of the vehicle can be saved, and the marshalling length is reduced; the car coupler realizes self-connection through collision, reduces personnel participation, reduces construction safety risk, and improves operation convenience and practicality.

According to the automatic coupler, the first buffer assembly and the second buffer assembly are arranged, so that the coupler can be realized through extrusion in the automatic coupler process, and the coupler can be realized at different angles by matching with the cambered surface structure between the female end stop block and the coupler, so that the practicability of the product and the success rate of butt joint are greatly improved; this application is through the setting of first seat and the second seat of sliding that slides, can realize holistic directional slip, has improved the structural stability of product greatly, the accuracy of location when can fully satisfy automatic hooking for whole scheme has more the feasibility.

Drawings

In order to more clearly illustrate the technical solution of the embodiments of the present utility model, the following description will briefly explain the drawings of the embodiments of the present utility model. Wherein the showings are for the purpose of illustrating some embodiments of the utility model only and not for the purpose of limiting the same.

Fig. 1 is a schematic diagram of an alignment assembly structure of a self-coupling coupler and a vehicle body of a tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 2 is a schematic diagram of a coupler female end structure of a tunnel rail transport vehicle self-coupling coupler according to an embodiment of the present utility model.

Fig. 3 is a schematic top view of fig. 2.

FIG. 4 is a schematic structural diagram of a first buffer assembly according to an embodiment of the present utility model.

Fig. 5 is a schematic structural view of a loop bar according to an embodiment of the present utility model.

Fig. 6 is a schematic structural diagram of a female end stop and a connecting frame according to an embodiment of the utility model.

Fig. 7 is a schematic top view of fig. 6.

Fig. 8 is a schematic diagram of a coupler male end structure of a tunnel rail transport vehicle self-coupling coupler according to an embodiment of the present utility model.

Fig. 9 is a schematic top view of fig. 8.

Fig. 10 is a schematic diagram of a coupling structure of a coupler according to an embodiment of the present utility model.

Fig. 11 is a schematic top view of fig. 10.

Fig. 12 is a schematic structural view of a male end stop and a connecting frame according to an embodiment of the present utility model.

Fig. 13 is a schematic top view of fig. 12.

Fig. 14 is a schematic diagram of an operating state of a self-coupling coupler of a tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 15 is a second schematic view of an operating state of a self-coupling coupler of a tunnel rail transport vehicle according to an embodiment of the present utility model.

FIG. 16 is a third schematic view of the operating state of the self-coupling coupler of the tunnel rail transit vehicle according to the embodiment of the present utility model.

Fig. 17 is a schematic structural diagram of a tunnel rail transport vehicle before nonlinear alignment of a self-coupling coupler according to an embodiment of the present utility model.

Fig. 18 is a schematic structural diagram of a self-coupling coupler of a tunnel rail transport vehicle after non-linear alignment connection according to an embodiment of the present utility model.

Fig. 19 is a schematic diagram of a self-coupling coupler alignment process state one of the tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 20 is a schematic diagram of a self-coupling coupler alignment process state two of a tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 21 is a state three of the self-coupling coupler alignment process of the tunnel rail transport vehicle according to the embodiment of the present utility model.

Fig. 22 is a schematic diagram of a self-coupling coupler alignment process state four of a tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 23 is a schematic diagram of a self-coupling coupler alignment process state five of a tunnel rail transport vehicle according to an embodiment of the present utility model.

Fig. 24 is a state six of the self-coupling coupler alignment process of the tunnel rail transport vehicle according to the embodiment of the present utility model.

Number in the figure:

100 is a car coupler female end, 110 is a first sliding seat, 111 is a fixed plate, 120 is a female end stop block, 121 is a side anti-drop plate, 130 is a first buffer component, 131 is a rear limit plate, 132 is a loop bar, 133 is a butterfly spring, 134 is a limit nut, 135 is a connecting pin, 136 is a travel limit plate, 140 is a loop chain, 150 is a first sliding frame, 151 is an end plate, 152 is a connecting plate, 153 is a pull plate, and 154 is a sealing plate;

200 is a coupler male end, 210 is a second sliding seat, 220 is a male end stop, 230 is a second buffer component, 240 is a coupler, 241 is a handle, and 250 is a second sliding frame;

300 is a vehicle body.

Detailed Description

An exemplary embodiment of the present utility model will be described more fully hereinafter with reference to the accompanying drawings, in which embodiments of the utility model are shown. Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art.

In the description of the present utility model, it should be understood that the expressions "first" and "second" are used to describe various elements of the present utility model and do not denote any order, quantity, or importance, but rather are used to distinguish one element from another.

It should be noted that when an element is referred to as being "connected," "coupled," or "connected" to another element, it can be directly connected, coupled, or connected, but it is understood that there may be intervening elements present therebetween; i.e. the positional relationship of direct connection and indirect connection is covered.

It should be noted that the use of the terms "a" or "an" and the like do not necessarily denote a limitation of quantity. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items.

It should be noted that terms like "upper," "lower," "left," "right," and the like, which indicate an orientation or a positional relationship, are merely used to indicate a relative positional relationship, and are provided for convenience in describing the present utility model, and do not necessarily refer to devices or elements having a particular orientation, being constructed and operated in a particular orientation; when the absolute position of the object to be described is changed, the relative positional relationship may be changed accordingly.

The application discloses tunnel rail transport vehicle is from even car hook for connect between two automobile bodies, including the female end 100 of car hook and the public end 200 of car hook, the female end 100 of car hook with the public end 200 of car hook sets up relatively, through the female end 100 of car hook and the public end 200 of car hook that set up on two automobile bodies around, realize automatic hook through the extrusion and connect, reduce manual intervention.

In order to realize automatic hooking, the structure, the buffer structure, the positioning structure and the like are required to be designed aiming at the assembly of the automatic hooking device, so that the automatic hooking device has higher practicability in the hooking process. Preferably, the coupler female end 100 in the present embodiment includes a first sliding seat 110, a female end stop 120 and a first buffer assembly 130, wherein the first sliding seat 110 is fixedly connected with one of the car bodies 300; a first sliding frame 150 is arranged at the rear side of the female end stop block 120, and the first sliding frame 150 is arranged in the first sliding seat 110 in a matched sliding manner; the first buffer assembly 130 is disposed between the rear end of the first slider 150 and the corresponding vehicle body.

The coupler male end 200 comprises a second sliding seat 210, a male end stop 220, a second buffer component 230 and a coupler 240, wherein the second sliding seat 210 is fixedly connected with another vehicle body; a second sliding frame 250 is arranged at the rear side of the male end stop block 220, and the second sliding frame 250 is arranged in the second sliding seat 210 in a matched sliding manner; the second buffer assembly 230 is disposed between the rear end of the second slider 250 and the corresponding vehicle body; the rear end of the coupler 240 is pivotally mounted to the second slider 250.

The structural frames of the coupler female end and the coupler male end in the embodiment are basically the same, and are mainly embodied on the sliding seat, the connecting frame and the buffer component.

The sliding seats are the same: specifically the application first seat 110 that slides and second seat 210 that slides all include two and control the fixed plate 111 that set up relatively, be provided with the screw hole on the fixed plate 111, the fixed plate 111 passes through bolted connection with the automobile body that corresponds fixedly, the inboard of fixed plate 111 is provided with U type guide chute. The U-shaped guide chute openings on the two fixing plates are oppositely arranged, so that stable support and effective constraint positioning for front-back sliding of the coupler male end or the coupler female end are provided.

The sliding frames are the same: the first sliding frame 150 and the second sliding frame 250 each comprise an end plate 151 and a connecting plate 152, the end plates 151 and the corresponding male end stop blocks 220 or female end stop blocks 120 are arranged in a front-back opposite mode, a plurality of connecting plates 152 are connected and fixed to form a U-shaped connecting frame, the connecting frame is arranged between the end plates 151 and the corresponding male end stop blocks 220 or female end stop blocks 120, two side plates of the connecting frame are arranged in corresponding U-shaped guide sliding grooves in a sliding mode, the rear ends of the U-shaped guide sliding grooves are limited corresponding to the end plates 151, and the front ends of the U-shaped guide sliding grooves are limited corresponding to the corresponding male end stop blocks 220 or female end stop blocks 120; copper-based lubricating inserts are embedded on two side plates of the connecting frame. The insert can reduce friction force, so that the operation is smoother, and the service life is prolonged.

The cushioning assembly is identical: the first buffer assembly 130 and the second buffer assembly 230 respectively comprise a rear limiting plate 131, a sleeve rod 132 penetrating through the rear limiting plate and the corresponding end plate in a sliding manner, and a spring arranged on the sleeve rod, wherein the rear limiting plate 131 is attached to and propped against the corresponding vehicle body, a limiting nut 134 is arranged at the rear end of the sleeve rod 132, a corresponding avoiding hole corresponding to the sleeve rod 132 and the limiting nut 134 is arranged on the corresponding vehicle body, and the front end of the sleeve rod 132 is connected with the end plate 151, and the spring adopts a butterfly spring 133. In the above structure, there are a plurality of different forms of structural relationship between the loop bar and the end plate, and the present application provides two different forms, one of which is: the front end of the loop bar 132 is fixedly connected with the end plate 151; the second form is: the end plate 151 is fixedly provided with a U-shaped pull plate 153, a corresponding pin hole is provided between the pull plate 153 and the sleeve rod 132, and the pull plate 153 and the sleeve rod 132 are connected by a connecting pin 135, which can be selected according to different conditions. A stroke limiting plate 136 is provided on the end plate, and the distance between the forming limiting plate 136 and the rear limiting plate is a buffer stroke.

Besides the basically same structure of the parts, the coupler female end and the coupler male end also have essential differences, specifically: the front end of the coupler 240 is a convex arc surface, the inner and outer sides of the upper end of the female end stop block 120 are concave arc surfaces, and side anti-drop plates 121 are arranged on two sides of the female end stop block 120. The abutting surfaces of the female end stop block 120 and the male end stop block 220 are spherical surfaces, the hook heads of the coupler 240 are arranged in a backward inclined mode, and an inward inclined groove matched with the hook heads is formed in the inner side of the female end stop block 120. Through the arrangement of the structure, the car coupler can move more smoothly in the automatic hooking process, and the success rate and the feasibility of the automatic hooking are ensured.

When the two bodies touch the hook, the coupler 250 is matched with the female end stop 120 for hooking; an anti-disengagement unit is disposed between the first sliding frame 150 and the coupler 240, and the anti-disengagement unit is used for preventing the coupler 240 from being disengaged from the female end stop 120.

The anti-slip unit in this embodiment comprises a loop chain 140 provided on the first slip frame and a handle 241 provided on the coupler.

The structure is mainly summarized in an upper position aiming at the whole structure, and in practical application, the structure is further refined according to assembly relation, service life, space optimization and the like. The following is further described with reference to the accompanying drawings, as the case may be in particular applications.

The self-connecting coupler consists of a coupler female end and a coupler male end, is of a Chinese character 'ri' shape, is of a box structure, is connected with a vehicle body through a fixing plate, and is connected in a marshalling manner through the coupler of the coupler male end and a female end stop block of the coupler female end. The coupler female end is arranged on the power vehicle, and the coupler male end is arranged on the driven vehicle. As shown in fig. 1 and 2, the rear limiting plate 131, the loop bar 132, the belleville spring 133, the limiting nut 134, the connecting pin 135 and the end plate 151 constitute a first buffer assembly, as shown in fig. 3, for buffering impact load of the vehicle and absorbing impact kinetic energy during starting and running of the consist; loop bar 132: one end is threaded, the middle of the other end is provided with a through hole, as shown in fig. 3 and 4, when in installation, one end is screwed into a limit nut to be fixed, and the other end is fixed by virtue of a connecting pin 135, so that the first buffer component and the first sliding frame are connected into a whole; the connecting pin, the pulling plate and the sealing plate form a connecting assembly, and the first buffer assembly is connected with the female end stop block to form a whole at the female end of the coupler; and (2) connecting pin: the connecting pin penetrates through the through holes of the loop bar and the pull plate from bottom to top, so that the occurrence of unhooking accidents caused by the fact that the connecting pin is bounced under the action of vibration or impact is avoided; safety loop chain: because the vertical direction of the coupler is only acted by gravity, the coupler can be jumped up when the coupler is acted by vibration or impact, and the uncoupling risk exists, after the grouping is completed, the climbing buckle on the safety loop chain is hung on the lifting handle of the coupler, so that the uncoupling accident caused by the fact that the coupler body is jumped up is prevented; female end stop: the whole of the female end stop block and the connecting frame is drawer-shaped, four sides are sealed, and the rear side is connected with the end plate, so that the female end stop block and the connecting frame are not only used for hooking with the hook body of the male end car, but also used as a part for contact collision between the car couplers. The contact plate of the female end stop block and the contact plate of the male end stop block of the coupler are made into spherical surfaces, after the coupler is connected in a grouping way, the male end and the female end of the coupler are always in point contact, as shown in fig. 5, and can freely rotate in the vertical direction and the horizontal direction, namely, when the coupler is grouped on a left-right turn or an up-down ramp, the coupler can also freely rotate, and the grouping operation is not influenced, as shown in fig. 6 and 7. The female end stop block and the coupler contact part are manufactured into a biconcave cambered surface structure, and the set angles are the same, so that when the marshalling is hooked, the coupler can smoothly slide into the stop block along the contact plate of the female end stop block even if the front car and the rear car are not on the same straight line, and the coupler and the contact plate are stably connected after the connection is completed. After the assembly of the coupler nut end is completed, the coupler is connected with the car body by using the fixing plate, and the coupler is required to move back and forth frequently due to the existence of the first buffer component, namely, the two side plates of the connecting frame and the fixing plate are required to be kept in a relative sliding state frequently, concave holes are formed in the side plates, copper-based materials with lubricating effect are inlaid in the side plates, friction resistance during relative sliding of the two is reduced, and the coupler can be replaced only by detaching the coupler from the car body and opening the fixing plate when the lubricating block is replaced. A gap is reserved on the bottom plate of the connecting frame, muddy water and slag falling into the coupler can be discharged from the gap, and the connecting pin can be inserted and connected from the gap. Side anti-drop plates are welded on end plates at two sides of the female end stop block, and the coupler is limited in angle when being connected and in rotation angle when being connected, so that the coupler is prevented from sliding out of the coupler in the direction perpendicular to the advancing direction due to too small turning radius during marshalling operation; the stroke limiting plate is used for limiting the compression amount of the buffer; the fixed plate is used for fixedly connecting the coupler with the car body.

The structure of the male end of the coupler is basically the same as that of the female end of the coupler, and the structures of the second sliding seat, the second sliding frame and the second buffer component are the same as those of the female end of the coupler, so that the description is not repeated, and the difference is in the structure of the coupler, the connection structure of the coupler and the second sliding frame and the structure of the male end stop block. The whole car coupler body is in a fishhook shape, the hook angle is the same as the angle of the female end stop block, the front car can be hooked more firmly, the inner side and the outer side of the part hooked with the female end stop block are of a biconvex spherical structure, when the car is hooked by a group, the car coupler body contacts with the outer side of the male end stop block, the female end stop block is a concave cambered surface, the car coupler is a convex cambered surface, the car coupler body and the car coupler body keep line contact, and collision self-connection can be completed no matter whether the rear car and the front car are in the same straight line or not, as shown in figure 17; when the grouping is completed and hooked, the grouping contacts with the inner side of the female end stop block, the female end stop block is a concave cambered surface, the coupler is a convex cambered surface, the female end stop block and the coupler are in line contact, and when the front car rotates left and right, the rear car can rotate along with the front car, as shown in fig. 18; coupler connecting pin: the coupler assembly is connected into a whole, and the coupler is in clearance fit with the coupler connecting pin because the coupler needs to rotate by taking the coupler connecting pin as an axis, and the coupler connecting pin turn left and right in a grouping way, and the upper ramp and the lower ramp can receive larger vibration and impact force on the coupler connecting pin, so that threaded holes are formed in the end plate of the pin and the supporting plate on the second sliding frame, and the pin is limited to axially move through screw fixation, so that the coupler connecting pin is fixedly connected with the supporting plate, and vibration or swing cannot occur. The male end stop: the male end stop is similar to the female end stop in structure, the whole male end stop and the connecting frame are drawer-shaped, four sides are sealed, the rear side is connected with the end plate as shown in fig. 12 and 13, and the male end stop and the connecting frame are parts for contact collision between couplers. The contact plate outside of the male end stop block is made into a spherical surface, so that after the grouping connection, the male end and the female end of the coupler always keep point contact, and the male end and the female end can freely rotate in the vertical direction and the horizontal direction, namely, when the grouping turns left and right or goes up and down a ramp, the male end and the female end can also freely rotate, and the grouping operation cannot be influenced. The bottom plate of the connecting frame is also provided with a notch, so that the connecting pin can be smoothly installed from bottom to top, and mud and water slag falling into the coupler can be discharged from the notch. Concave holes are also formed in the side plates of the male end stop blocks, copper-based materials with lubricating effect are inlaid in the concave holes, and sliding friction force between the threaded fixing plates and the stop blocks is reduced.

The coupler female end is arranged on the power vehicle, the coupler male end is arranged on the driven vehicle, and the two parts are both bolted with the vehicle body through the fixing plate, so that when the two parts are arranged so as to ensure that the marshalling is separated, the uncoupling can be realized by only lifting a handle on the coupler and moving the front vehicle. When the marshalling is connected, the power vehicle moves to the driven vehicle, when the female end stop block is contacted with the male end vehicle structure, under the impact load effect generated by mutual extrusion of vehicles, the coupler body is forced to move upwards along the concave cambered surface groove of the female end stop block, and the coupler body and the stop block are of cambered surface structures, so that the coupler male end and the female end have a certain deflection angle in the horizontal direction, and the collision self-connection can be realized. As shown in fig. 17. The side anti-drop plate is welded on the female end stop block, so that the coupler can be prevented from sliding out of the range of the coupler until the coupler slides into the female end stop block, and the female end stop block and the male end stop block are contacted at the moment to complete hooking. When the marshalling goes forward, the inner side of the coupler is contacted with the inner side of the female end stop block, the inner side of the coupler is a convex cambered surface, the inner side of the female end stop block is a concave cambered surface, the coupler body and the female end stop block always keep line contact with the coupler body to rotate along with the stop block, and the marshalling steering cannot be influenced even if the marshalling is used for a long time. The coupler body is fishhook-shaped, the inner side of the female end stop block is also provided with a bevel which is inclined inwards at the same angle with the coupler, the coupler body can rotate along with the ascending and descending ramp of the front car, the ascending and descending ramp of the front car cannot be influenced after long-time use, and stable connection can be kept. When the marshalling runs backwards, the two stop blocks at the male end and the female end are in side contact with each other, the contact surfaces of the two stop blocks are convex spherical surfaces, when the marshalling runs, the two stop blocks can be kept in point contact at all times and can freely rotate in the horizontal and vertical directions, the front car pushes the rear car to run, the rear car turns left and right along the track laying direction, the front car can also rotate along with the rear car on the upper and lower slopes, and the marshalling steering and ascending and descending slopes are not influenced after long-time use. The male end of the coupler with the coupler is fixed on a rear car serving as a driven car, when the coupler is unhooked in a marshalling way, the safety ring chain is only required to be unhooked and hung on the fixed ring, then the handle on the coupler of the rear car is lifted, unhooking can be realized by moving a front car, and safety accidents caused during unhooking are avoided.

Therefore, by applying the self-connecting coupler disclosed by the utility model, automatic connection of marshalling can be realized, the connection time is shortened, the participation of personnel is reduced, and the occurrence of accidents is avoided. The contact part of the male end and the female end of the car coupler is a spherical surface, the inner sides of the coupler body hooking part and the female end are cambered surfaces, the car coupler can rotate freely after being hooked by a group, and the steering and ascending and descending of the car are not influenced when the car runs in the time of the marshalling, so that the stable running of the marshalling is ensured.

When the marshalling is connected, the power car moves towards the male end of the coupler on the driven car with the female end of the coupler as shown in fig. 19, until the car moves to the condition that the female end stop is contacted with the male end coupler as shown in fig. 20, under the impact load generated by mutual extrusion of the vehicles, the coupler body is forced to move obliquely upwards along the concave arc surface groove of the female end stop as shown in fig. 21, the car continues to move backwards under the inertia effect, the coupler moves along the female end stop as shown in fig. 22 until the male end stop is in collision with the female end stop, the coupler falls into the box structure of the female end stop under the action of gravity as shown in fig. 23, and then the climbing buckle on the safety loop chain of the female end of the coupler is connected to the handle of the male end coupler to complete marshalling connection as shown in fig. 24. Therefore, the situation that the car coupler body is lifted up and unhooked due to the fact that the grouping is impacted in the vertical direction can be prevented. The male end with the coupler is fixed on a rear car serving as a driven car, when the marshalling is unhooked, the climbing buckle is only required to be unhooked, the climbing buckle is hung on a fixed ring welded on a pulling plate, then a handle on a second coupler of the rear car is lifted, unhooking can be achieved by moving a front car, and safety accidents caused during unhooking are avoided.

When the marshalling is operated, two operation conditions exist, namely the marshalling is driven forward, namely the power vehicle pulls the driven vehicle to move forward. At the moment, the inner side of the coupler is contacted with the inner side of the stop block, the inner side of the coupler is a convex cambered surface, the inner side of the stop block is a concave cambered surface, the coupler body and the stop block always keep line contact, the coupler body can rotate along with the stop block, and the marshalling steering cannot be influenced even if the coupler is used for a long time. The coupler body is in a fishhook shape, the inner side of the stop block is also provided with a bevel which is inclined inwards at the same angle with the coupler body, the coupler body can rotate along with the front vehicle ascending and descending ramp, the marshalling ascending and descending ramp cannot be influenced after long-time use, and stable connection can be kept. The state diagram is shown in fig. 14-16. The second condition is that the marshalling moves backward, the power car pushes the driven car to move, the two stop blocks at the male end and the female end are in lateral contact, the contact surfaces of the two stop blocks are convex spherical surfaces, when the marshalling moves, the two stop blocks can keep point contact at all times and can freely rotate in the horizontal and vertical directions, the front car pushes the rear car to move, the rear car turns left and right along the track laying direction, and goes up and down a ramp, the front car can also rotate along with the rear car, and the marshalling steering and ascending and descending of the marshalling are not influenced when the front car is used for ascending time.

Preferred embodiments for carrying out the utility model have been described in detail hereinabove, but it should be understood that these embodiments are merely illustrative and are not intended to limit the scope, applicability or configuration of the utility model in any way. The scope of the utility model is defined by the appended claims and equivalents thereof. Many modifications and variations of the foregoing embodiments will be apparent to those of ordinary skill in the art in light of the teachings of this utility model, which will fall within the scope of this utility model.

Claims

1. The self-connecting coupler for the tunnel rail transport vehicle is used for connecting two vehicle bodies and is characterized by comprising a coupler female end and a coupler male end, wherein the coupler female end and the coupler male end are oppositely arranged;

the coupler female end comprises:

the first sliding seat is fixedly connected with one of the vehicle bodies;

the coupler male end comprises:

the second sliding seat is fixedly connected with the other vehicle body;

the rear end of the coupler is pivoted on the second sliding frame;

2. The tunnel rail transport vehicle self-coupling coupler according to claim 1, wherein the front end of the coupler is a convex arc surface, the inner side and the outer side of the upper end of the female end stop block are concave arc surfaces, and side anti-drop plates are arranged on two sides of the female end stop block.

3. The self-coupling coupler for a tunnel rail transit vehicle as claimed in claim 2, wherein the abutting surfaces of the female end stop and the male end stop are spherical surfaces.

4. The self-coupling coupler for tunnel rail transit vehicles as claimed in claim 1, wherein the coupler head of the coupler is inclined backward, and the inner side of the female end stop is provided with an inwardly inclined groove matched with the coupler head.

5. The self-connecting coupler for tunnel rail transport vehicle according to any one of claims 1-4, wherein the first sliding seat and the second sliding seat comprise two fixing plates which are oppositely arranged left and right, threaded holes are formed in the fixing plates, the fixing plates are fixedly connected with corresponding vehicle bodies through bolts, and U-shaped guide sliding grooves are formed in the inner sides of the fixing plates.

6. The self-connecting coupler for tunnel rail transport vehicles according to claim 5, wherein the first sliding frame and the second sliding frame comprise end plates and connecting plates, the end plates and the corresponding male end stop blocks or female end stop blocks are arranged in a front-back opposite mode, a plurality of connecting plates are connected and fixed to form a U-shaped connecting frame, the connecting frame is arranged between the end plates and the corresponding male end stop blocks or female end stop blocks, two side plates of the connecting frame are arranged in corresponding U-shaped guide sliding grooves in a sliding mode, the rear ends of the U-shaped guide sliding grooves are limited corresponding to the end plates, and the front ends of the U-shaped guide sliding grooves are limited corresponding to the corresponding male end stop blocks or female end stop blocks; copper-based lubricating inserts are embedded on two side plates of the connecting frame.

7. The tunnel rail transport vehicle self-coupling coupler according to claim 6, wherein the first buffer assembly and the second buffer assembly each comprise a rear limiting plate, a loop bar penetrating between the rear limiting plate and the corresponding end plate in a sliding manner, and a spring arranged on the loop bar, the rear limiting plate is attached to and supported by the corresponding vehicle body, a limiting nut is arranged at the rear end of the loop bar, a corresponding avoiding hole corresponding to the loop bar and the limiting nut is formed in the corresponding vehicle body, and the front end of the loop bar is connected with the end plate.

8. The self-coupling coupler for a tunnel rail transit vehicle as claimed in claim 7, wherein the front end of the loop bar is fixedly connected with the end plate; or (b)

9. The self-coupling coupler for a tunnel rail transit vehicle as claimed in claim 7, wherein said spring is a belleville spring, a travel limit plate is provided on said end plate, and a distance between said travel limit plate and said rear limit plate is a buffer travel.

10. The self-coupling coupler for a tunnel rail transit vehicle of claim 1, wherein the anti-drop unit comprises a loop chain disposed on the first slip frame and a handle disposed on the coupler.