WO2017054177A1 - Dispositif de commutation de déflecteur d'air de véhicule ferroviaire et ensemble nez avant le comprenant - Google Patents

Dispositif de commutation de déflecteur d'air de véhicule ferroviaire et ensemble nez avant le comprenant Download PDF

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Publication number
WO2017054177A1
WO2017054177A1 PCT/CN2015/091234 CN2015091234W WO2017054177A1 WO 2017054177 A1 WO2017054177 A1 WO 2017054177A1 CN 2015091234 W CN2015091234 W CN 2015091234W WO 2017054177 A1 WO2017054177 A1 WO 2017054177A1
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WO
WIPO (PCT)
Prior art keywords
locking
pin
opening
closing device
lever
Prior art date
Application number
PCT/CN2015/091234
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English (en)
Chinese (zh)
Inventor
宋自帅
张小军
郭晓晖
高华
高帅
Original Assignee
南车戚墅堰机车车辆工艺研究所有限公司
常州南车铁马科技实业有限公司
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Application filed by 南车戚墅堰机车车辆工艺研究所有限公司, 常州南车铁马科技实业有限公司 filed Critical 南车戚墅堰机车车辆工艺研究所有限公司
Priority to PCT/CN2015/091234 priority Critical patent/WO2017054177A1/fr
Publication of WO2017054177A1 publication Critical patent/WO2017054177A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E05F15/53—Power-operated mechanisms for wings using fluid-pressure actuators for swinging wings

Definitions

  • the invention belongs to the technical field of rail vehicles, and in particular relates to a front nose assembly of a rail vehicle, and more particularly to an opening and closing device for opening and closing a shroud.
  • the front end is provided with a front nose assembly for protecting the interior of the coupler member, and the front nose assembly usually has a streamlined design to reduce the air in the forward direction of the rail vehicle. Resistance, this is the shroud (or "rectifier”, “front hatch”) normally set in the front nose assembly.
  • the shroud usually includes a left shroud and a right shroud.
  • the shroud needs to be opened and locked, and then closed. Locking, therefore, it is necessary to set a corresponding opening and closing device corresponding to the shroud in the front nose assembly.
  • a patent of the Chinese Patent Application No. 201180028616.4, entitled “A Device for Pivoting One or More Front Covers of a Track-Oriented Vehicle, and a Front Cover Assembly” discloses a front cover opening and closing device, which mainly includes Bracket components, drive components and horizontal rails.
  • the bracket element is designed to change the front cover from the closed position to the open position or from the open position to the closed position during pivoting (driven by the drive element); in order to form between the front cover or the front cover and other components a well-closed seam, the bracket element having a shifting mechanism that enables the front cover to move back and forth in the axial direction of the bracket element; during pivoting, the bracket element is moved on a horizontal rail, and the horizontal rail can carry the front cover
  • a large part of the gravity (rather than being carried by the support elements) facilitates the lightweight design of the support elements.
  • the opening and closing device of the patent 201180028616.4 is also provided with a locking mechanism for fixing the bracket element relative to the horizontal rail to achieve locking in the open or closed position; however, the Applicant has found that the bracket element and the horizontal rail Structural design, resulting in the use of a locking mechanism at the horizontal rail corresponding to the open position to secure the bracket member relative to the horizontal rail (eg, the pin is vertically locked through the horizontal rail from below), In the closed position, a set of locking mechanism is used to fix the bracket member relative to the horizontal rail, so that two sets of locking mechanisms are actually needed and controlled separately, and two sets of driving cylinders are required to drive the locking mechanism. . Therefore, the realization of the locking mechanism is complicated, the cost is high, and the operation is complicated, which further increases the cost of the opening and closing device.
  • the patent application No. 201310493600.1 entitled “Opening and Closing Mechanism with Self-locking Device” discloses a front cover opening and closing device which is provided with a fairing support arm, a power source pushing cylinder and a locking mechanism, and a locking mechanism.
  • the roller can be rolled in the guide groove of the fairing support arm, and a structure similar to the sliding pair is formed between the two, and the power of the power source is pushed by the locking mechanism to push the power of the cylinder and the fairing support arm is rotated to open or close the rectification. cover.
  • the patented opening and closing device has a simple structure and simple operation, the rotation of the fairing support arm is actually completely dependent on the locking mechanism for transmission, and the locking mechanism (especially the spring therein) is prone to fatigue damage and the like. Reliability issues. Moreover, the locking mechanism is locked by a mechanical "dead point" that is generated when the spring is compressed to a minimum when it is rotated perpendicular to the fairing support arm, which is further driven by the power source to drive the cylinder through the mechanical "dead point".
  • the spring releases the elastic force to drive the locking mechanism to further rotate relative to the fairing support arm to generate a self-locking angle of less than 90° between the locking mechanism and the fairing support arm, thereby implementing a self-locking operation process; therefore, the rectifying of the opening and closing device
  • the cover support arm and the locking mechanism are relatively locked, they completely rely on the elastic release of the spring of the locking mechanism to achieve the self-locking angle, that is, the spring is directly locked depending on the locking mechanism, locking
  • the stability and reliability are very poor and can easily lead to safety accidents. Therefore, the locking of the opening and closing device in this patent has a problem of poor reliability.
  • One of the objects of the present invention is to improve the reliability of the locking of the opening and closing device of the shroud of the rail vehicle in the open position and/or the closed position.
  • Still another object of the present invention is to simplify the structure of the opening and closing device of the shroud of the rail vehicle, to simplify the operation, and to reduce the cost thereof.
  • the present invention provides the following technical solutions.
  • an opening and closing device for a shroud of a rail vehicle comprising:
  • pivoting bracket arm having a first end fixedly coupled to an inner side of the shroud and a second end pivotally coupled to the base;
  • a first drive member directly acting on the pivoting bracket arm and for driving the pivoting bracket arm to pivot relative to the base;
  • a locking mechanism disposed corresponding to the pivoting bracket arm and fixed to the base;
  • the pivoting bracket arm is provided with a locking hole
  • the locking mechanism is provided with a locking pin corresponding to the locking hole, and the locking pin is operatively driven into or out of the locking under the driving force a hole and preventing the pivoting bracket arm from pivoting relative to the base when the locking pin enters the locking hole.
  • a forearm assembly including a shroud and a coupler member disposed inside the shroud, and further comprising the above-described opening and closing device is provided.
  • FIG. 1 is a perspective view showing the structure of an opening and closing device for a wind deflector of a rail vehicle according to an embodiment of the present invention.
  • FIG. 2 is a partial structural schematic view showing the arrangement of the corresponding left shroud in the opening and closing device of the embodiment shown in FIG. 1.
  • FIG. 2 is a partial structural schematic view showing the arrangement of the corresponding left shroud in the opening and closing device of the embodiment shown in FIG. 1.
  • Fig. 3 is a plan view showing the opening and closing device of the embodiment shown in Fig. 1 in a closed locked state.
  • Fig. 4 is a plan view showing the opening and closing device of the embodiment shown in Fig. 1 in an open locked state.
  • Figure 5 is a plan view of a locking mechanism in an opening and closing device in accordance with an embodiment of the present invention.
  • Figure 6 is a front elevational view of the locking mechanism in the opening and closing device in accordance with an embodiment of the present invention.
  • Figure 7 is a left side elevational view of the locking mechanism in the opening and closing device in accordance with an embodiment of the present invention.
  • Figure 8 is a plan view of a locking mechanism in an opening and closing device in accordance with still another embodiment of the present invention.
  • Figure 9 is a front elevational view of a locking mechanism in an opening and closing device in accordance with still another embodiment of the present invention.
  • Figure 10 is a bottom plan view of a locking mechanism in an opening and closing device in accordance with still another embodiment of the present invention.
  • Figure 11 is a left side elevational view of the locking mechanism in the opening and closing device in accordance with still another embodiment of the present invention.
  • orientation terms of "upper”, “lower”, “left”, “right”, “front”, and “rear” are relative to the orientation or relative of the opening and closing device in the rail vehicle after installation and use in the rail vehicle.
  • the orientations shown in the figures are defined, and it should be understood that these directional terms are relative concepts that are used in relation to the description and clarification, which may vary depending on the orientation in which the opening and closing device is placed. Change accordingly.
  • FIG. 1 is a perspective view showing the opening and closing device of a wind deflector of a rail vehicle according to an embodiment of the present invention
  • the state of the opening and closing device 10 in the state of FIG. 1 is a closed lock state, which further has an open lock device.
  • 2 is a partial structural view of the opening and closing device of the embodiment shown in FIG. 1 corresponding to the left shroud
  • FIG. 3 is a plan view showing the opening and closing device of the embodiment shown in FIG. 1 in a closed locked state
  • 4 is a plan view showing the opening and closing device of the embodiment shown in FIG. 1 in an open locked state.
  • the opening and closing device of the embodiment of the present invention will be described in detail below with reference to FIGS. 1 to 4.
  • the opening and closing device 10 is disposed in the front nose assembly of the rail vehicle.
  • the front nose assembly of the embodiment of the present invention includes the opening and closing device 10 and the air guiding cover 190 as shown in FIG. 1 (left shroud 190a) And the right shroud 190b) and the coupler member (not shown) protected by the shroud 190, the coupler member may also be referred to as a "shoulder assembly", and the opening and closing device 10 is mainly used to guide the left guide
  • the cover 190a and the right shroud 190b perform an opening and closing operation, so that the coupler member (for example, the coupler member of another rail vehicle is docked) can be conveniently used when opened, and the shroud 190 can be better protected when closed.
  • the coupler member, and the streamlined design of the shroud 190 as a whole, also facilitates reducing the wind resistance of the rail vehicle during advancement.
  • the opening and closing device 10 can be applied in various rail vehicles, and is particularly suitable for In a high speed rail vehicle; the specific shape and configuration of the shroud 190 is also not limited to the illustrated embodiment.
  • the opening and closing device 10 of the embodiment of the present invention performs an opening and closing operation for the left and right shrouds 190a and 190b of the symmetric structure; corresponding to the left and right shrouds 190a and 190b, the opening and closing device 10
  • the corresponding components are respectively arranged and arranged in a bilaterally symmetric manner.
  • the components provided in the opening and closing device 10 corresponding to the left shroud 190a are provided with the letter "a”
  • the corresponding right shroud 190b in the opening and closing device 10 is The components are provided with the letter "b", the components with the letter "a” and the components with the letter "b” are symmetrically arranged, respectively. 2 shows a part of the component corresponding to the left shroud 190a, which does not include the base 110.
  • the opening and closing device 10 is integrally mounted on the base 110.
  • the base 110 may also be referred to as a base assembly, which is fixed to the rail vehicle body or is part of the body of the rail vehicle. Only a partial structure of the base 110 is shown in the drawings, it being understood that the specific structural design of the base 110 is not limitative.
  • the opening and closing device 10 mainly includes a pivoting bracket arm 120, that is, a left pivoting bracket arm 120a and a right pivoting bracket arm 120b.
  • One end of the left pivoting bracket arm 120a is fixedly connected to the inner side of the left air guiding cover 190a, for example, by bolting, and the other end is pivotally connected to the base 110 by a rotating shaft 111a disposed on the base 110; likewise, the right pivoting bracket arm
  • One end of the 120b is fixedly coupled to the inner side of the right shroud 190b, for example, by bolting, and the other end is pivotally coupled to the base 110 by a rotating shaft 111b provided on the base 110.
  • the pivoting bracket arm 120 pivots relative to the rotating shaft 111 (111a or 111b), the corresponding shroud can be rotated to perform an opening or closing operation.
  • the pivoting bracket arm 120 can provide primary or full support for the corresponding shroud 190, without the need to provide a shifting mechanism similar to that of the patent 201180028616.4, nor to set up a similar horizontal rail in the patent 201180028616.4. Therefore, the structure is simpler and more compact.
  • the stiffness or support strength of the pivot bracket arm 120 can be set according to the gravity of the shroud 190.
  • the pivoting bracket arm 120 is adjustable (eg, lengthened) prior to installation (eg, prior to installation between the shroud 190 and the rotating shaft 110).
  • the calibration adjustment is such that the closed pivoting between the left and right shrouds 190a and the right shroud 190b is better when the mounted pivoting arm 120 is pivoted to perform the closing operation.
  • length adjustment portions may be respectively disposed on the pivoting bracket arm 120, and it should be noted that In this embodiment, the length adjusting portion is fixed in length during use of the opening and closing device 10.
  • Each of the pivoting bracket arms 120 is correspondingly provided with a driving member 130.
  • a left driving member 130a is disposed corresponding to the left pivoting bracket arm 120a
  • a right driving member 130b is disposed corresponding to the right pivoting bracket arm 120b.
  • the drive member 130 is used to provide a direct driving force for the pivoting motion of the pivoting bracket arm 120 relative to the base 110.
  • the driving component 130 can be specifically, but not limited to, a driving cylinder, and the connecting rod is directly hinged on the pivoting bracket arm 120, thereby generating a direct pushing or pulling force on the pivoting bracket arm 120, thereby driving each pivoting bracket.
  • the arm 120 pivots relative to the base 110.
  • Each of the drive members 130 is rotatably coupled to the base 110 with a variable link length.
  • a locking mechanism 140 is disposed corresponding to each of the pivoting bracket arms 120, that is, a left locking mechanism 140a is provided corresponding to the left pivoting bracket arm 120a, corresponding to the right pivoting bracket arm. 120b sets the right locking mechanism 140b.
  • the locking mechanism 140 is also fixed to the base 110 and is disposed substantially below the respective pivoting bracket arm 120.
  • a locking pin (such as the locking pin 141 of FIGS. 5 to 7) is provided in the locking mechanism 140, and locking holes 122 and 124 are provided on the pivoting bracket arm 120 corresponding to the locking pin of the locking mechanism 140.
  • the arms 121 and 123 may be fixedly disposed at a position in the middle of the pivoting bracket arm 120, and the arms 121 and 123 respectively protrude from both sides of the pivoting bracket arm 120, and may be respectively in the arm wing 121
  • Locking holes 122 and 124 are provided on the 123 and 123.
  • the locking pin of the locking mechanism 140 is substantially aligned with the locking hole 124 and can be driven into the locking hole 124 under the driving force, thereby achieving the opening lock.
  • the locking pin limits the pivoting bracket arm 120 from acting relative to the locking mechanism 140, that is, defining that the pivoting bracket arm 120 is prevented from pivoting relative to the base 110.
  • the arms 121a and 123a and the locking holes 122a and 124a provided thereon respectively correspond to the left pivoting bracket arms 120a which are provided corresponding to the left locking mechanism 140a; the arms 121b and 123b and the respective upper portions thereof
  • the locking holes 122b and 124b are provided to correspond to the right pivoting bracket arms 120b which are provided corresponding to the right locking mechanism 140b.
  • the driving force supplied to the lock pin can be raised by the driving member 150 in the opening and closing device 10.
  • the corresponding left locking mechanism 140a is provided with the driving member 150a to provide the driving force of the locking pin
  • the right locking mechanism 140b is provided with the driving member 150b to provide the driving force of the locking pin.
  • the driving components 150 may specifically, but not limited to, drive cylinders, which may employ the same pneumatic system as the drive components 130 that also drive the cylinders, and the pneumatic system is simple. The principle of interaction of the drive member 150 with the locking mechanism 140 will be explained in detail later.
  • the opening and closing device 10 further includes a plurality of connecting rods 160 located above the pivoting bracket arms 120.
  • the corresponding left deflector 190a is provided with two connecting rods 160a and 160a'.
  • Corresponding right shroud 190b is provided with two connecting rods 160b and 160b'.
  • One end of each connecting rod 160 is fixedly connected to the inner side of the shroud 190, and the other end thereof is pivotally connected to the base by a rotating shaft (not shown) provided on the upper base 110'.
  • the rotation axes of the corresponding connecting rods 160a and 160a' of the upper base 110' are coaxially arranged with the rotating shaft 111a in the up and down direction, so that the connecting rods 160a and 160a' are also pivoted when the left pivoting bracket arm 120a pivots relative to the base 110.
  • the connecting rods 160b and 160b' are coaxially arranged with the rotating shaft 111b in the up and down direction, such that
  • the connecting rods 160b and 160b' are also pivoted synchronously and coaxially with respect to the base 110 (ie, the upper base 110').
  • the arrangement of the connecting rod 160 can also provide a partial support for the shroud 190, and the overall turning action of the shroud 190 when opening or closing is more stable, and the closing effect when closing is also better.
  • the upper base 110 ′ is defined relative to the base portion corresponding to the pivot bracket arm 120 , which actually belongs to a part of the base 110 , which is also fixed on the rail vehicle body or belongs to the rail vehicle. A part of the body, but only the upper base 110' is not illustrated in Figures 1 to 4 for other connection portions thereof to be fixed relative to the vehicle body.
  • the connecting rod 160 can also be provided with a length adjustment, for example by means of a thread adjustment. Based on the length adjustment portion, the overall length of the connecting rod 160 can be adjusted (for example, length calibration adjustment) before being installed and used, which is advantageous for the closed butt joint between the left and right shrouds 190a and 190b. . It is to be understood that in this embodiment, the length adjustment portion is fixed during the use of the opening and closing device 10, and the length of the connecting rod 160 is fixed. In other alternative embodiments, since the connecting rod 160 does not exert a primary supporting effect on the shroud 190, an energy absorbing member may be disposed in the connecting rod 160 so that a slight impact on the shroud 190 can be slightly absorbed.
  • the locking mechanism 140 of the embodiment of the present invention is further integrated into the opening and closing device 10 of the embodiment of the present invention. Step by step.
  • FIGS. 5 to 7 are plan views showing a locking mechanism in the opening and closing device according to an embodiment of the present invention
  • Figure 6 is a front view showing a locking mechanism in the opening and closing device according to an embodiment of the present invention
  • each of the locking mechanisms 140 is provided corresponding to the locking holes 122 and 124 respectively provided on the arms 121 and 123 of each of the pivoting bracket arms 120, and the locking mechanism 140 is provided.
  • Mainly provided are a locking pin 141, a mounting base 149, a link 142, a main swinging lever 145, a secondary swinging lever 143, and an elastic member 144 on the secondary swinging lever.
  • the locking mechanism 140 has an unlocked state and a locked state, depending on whether or not the locking pin 141 enters the locking hole 122 or 124.
  • the mounting base 149 is fixedly mounted on the base 110 such that the locking mechanism 140 is fixed relative to the base 110, whether in the unlocked state or in the locked state.
  • the corresponding locking pin 141 of the locking mechanism 140 is provided with a guiding seat 147 which passes through the guiding hole of the guiding seat 147 to reciprocate in the left-right direction as shown in FIGS.
  • Locking or unlocking is simple and reliable.
  • the end of the locking pin 141 is hinged to the first end of the connecting rod 142, and the connecting rod 142 can drive the locking pin 141 to guidely move in the guiding seat 147 when moving.
  • the second end of the link 142 is hinged to the first end of the secondary swing lever 143, and the first end of the secondary swing lever 143 is in turn hinged to the first end of the main swing lever 145.
  • the first end of the link 142 The two ends, the first end of the secondary swinging lever 143, and the first end of the primary swinging lever 145 are hinged together at the same hinge point.
  • a pin shaft 1431 is provided, which is rotatably mounted on the mounting base 149, and the second end of the auxiliary swing lever 143 can pass through a hole (not shown) of the pin shaft 1431 and can be in the pin shaft.
  • the hole of the 1431 slides in such a manner that the distance between the first end and the pin 1431 is variable when the sub-oscillation lever 143 swings around the pin 1431.
  • An elastic member 144 is disposed between the first end of the auxiliary swing lever 143 and the pin 1431.
  • the elastic member 144 may be a spring, which is mounted on the auxiliary swing lever 143.
  • the second end of the main swing lever 145 is rotatably mounted on the mounting base 149
  • the second end of the main swinging lever 145 is fixed on the swinging shaft 146, and the pivoting shaft 146 can be rotated by the fixed mounting base plate 149 under the external force, thus realizing the second swinging of the main swinging lever 145.
  • the rotational connection of the ends, therefore, the main oscillating lever 145 can also be regarded as a oscillating arm of the oscillating shaft 146 in this example.
  • the swinging shaft 146 is specifically disposed on the mounting bottom plate 149 opposite to the pin shaft 1431.
  • the main swinging lever 145 and the auxiliary swinging lever 143 connected by the hinge point are substantially disposed between the swinging shaft 146 and the pin shaft 1431.
  • the main swinging lever 145 is disposed.
  • the sum of the lengths of the pair of swing levers 143 is significantly larger than the distance between the swing shaft 146 and the pin shaft 1431.
  • the swing shaft 146 has an elongated portion 1462 that projects downwardly beyond the base 110 such that the elongated portion 1462 extends below the entire front nose assembly; thus, in actual operation, the lock
  • the driving force of the locking pin 141 of the mechanism 140 may not be limited to being provided by the driving member 150, and the swinging shaft 146 may be operated by the external artificial action on the extending portion 1462, thereby causing the main swinging lever 145 to rotate together with the swinging shaft 146.
  • the locking and unlocking operations can also be performed.
  • one or more rotating arms 1461 may be fixedly disposed on the swinging shaft 146.
  • One end of the rotating arm 1461 is fixed on the swinging shaft 146, and the other end thereof is hinged to the driving component 150, so that the driving component 150 can be driven to swing.
  • the shaft 146 rotates to rotate the main swing lever 145 together with the swing shaft 146.
  • the main swing lever 145 rotates together with the swing shaft 146, the first end of the auxiliary swing lever 143 rotates synchronously with the main swing lever 145, and swings relative to the pin shaft 1431, and further, the second end of the auxiliary swing lever 143 is outward or Sliding inwardly, at this time, the distance between the first end of the auxiliary swing lever 143 and the pin 1431 is changed; and, the secondary swing lever 143 and the main swing lever 145 are substantially in a straight line (ie, the pin 1431 and On the straight line between the swinging shafts 146, the distance between the first end of the auxiliary swinging lever 143 and the pin 1431 is the shortest, at which time the elastic member 144 is compressed to the shortest.
  • the locking pin 141 In the locked state as shown in Fig. 5 (i.e., the locking pin 141 enters the locking hole 122 or 124), it may be externally artificial (acting from the extension 1462) or the driving member 150 (acting from the rotating arm 1461)
  • the driving force is provided, and the main swinging lever 145 is rotated in the clockwise direction as shown in FIG. 5 with respect to the swinging shaft 146, thereby causing the auxiliary swinging lever 143 to swing relative to the pin 1431, and the connecting rod 142 is also moved to the right substantially, thereby pulling the locking.
  • the pin 141 is moved to the right to achieve unlocking.
  • the elastic element 144 is continuously Compressed until the secondary swing lever 143 swings to be substantially in line with the main swing lever 145, the distance between the first end of the secondary swing lever 143 and the pin 1431 is the shortest, at which time the elastic member 144 is compressed to the shortest; the main swing
  • the rod 145 continues to rotate in the clockwise direction as shown in FIG. 5 with respect to the swing shaft 146, it can be accelerated to a certain position on the right side of the swing shaft 146 by the elastic force of the elastic member 144 (the elastic member 144 is restored to the elongation).
  • the first end of the secondary swinging lever 143, the second end of the connecting rod 142 and the first end of the main swinging lever 145 are correspondingly fixed in the "second defined position", and the locking pin 142 completely leaves the locking hole 122 or 124, This corresponds to the unlocked state.
  • the main swinging lever 145 rotates in the counterclockwise direction as shown in FIG. 5 with respect to the swinging shaft 146, thereby causing the auxiliary swinging lever 143 to swing relative to the pin 1431.
  • the link 142 also moves generally to the left, thereby driving the lock pin 141 to move to the left to guide the lock.
  • the elastic member 144 is also continuously compressed first until the sub-oscillation lever 143 is swung to be substantially in line with the main swing lever 145, and the distance between the first end of the auxiliary swing lever 143 and the pin 1431 is the shortest.
  • the elastic member 144 is compressed to the shortest; when the main swing lever 145 continues to rotate in the counterclockwise direction as shown in FIG. 5 with respect to the swing shaft 146, it can be accelerated to the left of the swing shaft 146 by the elastic force of the elastic member 144.
  • a certain position of the side that is, the first end of the auxiliary swing lever 143, the second end of the link 142, and the first end of the main swing lever 145 are correspondingly defined in the "first limited position",
  • the locking pin 142 enters the locking hole 122 or 124, which corresponds to the locked state.
  • the first end of the secondary swing lever 143, the second end of the link 142, and the first end of the main swing lever 145 in the "first defined position” or “second defined position” The upper limit position is fixed, and the first limiting rod 148a and the second limiting rod 148b are fixedly disposed on the mounting bottom plate 149 of the locking mechanism 140.
  • the first limiting rod 148a and the second limiting rod 148b are respectively disposed on the main swinging position. Both sides of the rod 145; thus, when the main swinging lever 145 is rotated in the counterclockwise direction as shown in FIG.
  • the main swinging lever 145 is moved to contact with the first limiting lever 148a at most, thereby being A limiting rod 148a is limited to block.
  • the main swinging lever 145 is rotated in the clockwise direction as shown in FIG. 5 with respect to the swinging shaft 146, the main swinging lever 145 is moved to contact with the second limiting lever 148b at most, thereby being The second limiting rod 148b is limited to block. Therefore, the first limiting lever 148a can restrict the main swinging lever 145 from rotating in the counterclockwise direction as shown in FIG.
  • the secondary swinging lever 143 reciprocates against the pin 1431 and must pass the distance between the first end of the secondary swinging lever 143 and the pin 1431.
  • the shortest position that is, the action must be overcome against the reaction of the compressed elastic member 144, which can be used to prevent movement from the first defined position or the second defined position to the shortest position, thereby Having a "self-locking" function for the locking pin 141 in the locked or unlocked state, enabling self-locking of the locking pin (141) with the locking pin 141 entering the locking hole or completely leaving the locking hole, Thereby, the action of the lock pin 141 is restricted, so that the lock pin 141 is less likely to malfunction, and the reliability of the lock of the lock mechanism 140 is further greatly improved.
  • the locking mechanism 140 of the above embodiment is, for example, two of the left locking mechanism 140a and the right locking mechanism 140b, which are symmetrically arranged. Therefore, it will be understood that the left locking mechanism 140a and the right locking mechanism 140b respectively correspond.
  • the elongated portions 1462 are all disposed near both sides of the center line of the rail vehicle, and the distance between the two elongated portions 1462 is not far, and it is convenient and simple to perform manual operation on both at the same time.
  • the opening and closing device When the opening operation is performed, the opening and closing device needs to be changed from the closed locked state shown in FIG. 3 to the open locked state shown in FIG. 4; first, the driving member 150 is operated to provide a driving force, and the locking mechanism 140 is changed from the locked state to the unlocked state.
  • the operation process is reversed from the above. Specifically, first, the driving force is supplied by the driving member 150 to change the locking mechanism 140 from the locked state to the unlocked state, that is, the locking pin 141 is separated from the locking hole 124; further, the pivoting bracket arm 120 is driven by the driving member 130 to the base The pivoting of 110 until the other locking hole 122 on the pivoting bracket arm 120 is substantially aligned with the locking pin 141; further, the driving member 150 operates to provide a driving force to change the locking mechanism 140 from the unlocked state to the locked state, Lock The pin 141 enters the locking hole 122, which corresponds to the closed locking state shown in FIG. Thereby, the closing operation of the shroud 190 is completed.
  • the above locking mechanism 140 transitioning from a locked state to an unlocked state or from an unlocked state to a locked state may be accomplished by manual operation.
  • the opening angle of the left shroud 190a relative to the right shroud 190b can be determined by setting the position between the locking hole 122 and the locking hole 124. . The further the distance between the locking hole 122 and the locking hole 124 in the pivoting direction of the pivoting bracket arm 120, the greater the opening angle of the left shroud 190a relative to the right shroud 190b.
  • the coupler member in the front nose assembly can have a larger swing angle (ie, has a larger swing angle of the coupler), It is advantageous for the two-track vehicle connected by the coupler member to travel on a line with a larger orbital curve.
  • the opening and closing mechanism 10 of the above embodiment is simple in structure, for example, can be realized by four driving cylinders, two pivoting bracket arms, and two small-volume locking mechanisms, and the space arrangement is also relatively compact; and the pivot bracket can be realized.
  • the locking hole on the arm 120 is mechanically locked with the locking pin 141 of the locking mechanism 140, the locking operation and the unlocking operation are simple, and the locking reliability is good.
  • it can be installed in the inner space of the front end of the smaller front, and is suitable for the shroud of various shapes. Therefore, it is suitable for use in a variety of rail vehicles, such as various types of high speed EMUs.
  • FIG. 8 to 11 are locking mechanisms of an opening and closing device according to still another embodiment of the present invention, wherein FIG. 8 is a plan view of a locking mechanism in an opening and closing device according to still another embodiment of the present invention, and FIG. 1 is a front view of a locking mechanism in an opening and closing device according to still another embodiment of the present invention, and FIG. 10 is a bottom view of the locking mechanism in the opening and closing device according to still another embodiment of the present invention, and FIG. A left side view of the locking mechanism in the opening and closing device according to still another embodiment of the present invention.
  • the locking mechanism 240 of this embodiment will be further described below with reference to FIGS. 8 to 11.
  • the locking mechanism 240 also includes a mounting base 149, a locking pin 141, a link 142, a main swinging lever 145, a swinging shaft 146, a guiding seat 147, a first limiting lever 148a, and a second limit in the embodiment of the locking mechanism 140.
  • the positional lever 148b, the secondary swinging lever 143, and the elastic member 144 on the secondary swinging lever 143, and also the corresponding secondary swinging lever 143 are provided with a pin 1431 which is disposed substantially the same as the corresponding setting in the embodiment of the locking mechanism 140. Do not repeat them one by one.
  • the main difference between the locking mechanism 240 and the locking mechanism 140 is that it can be added a pull rod 241 for directly driving the locking pin 141 into or out of the locking hole 122 or 124; specifically, the first end of the pull rod 241 is hinged with the end of the locking pin 141, in this embodiment, the first of the pull rod 241 One end, the first end of the link 142, and the end of the lock pin 141 are hinged together by a rotating shaft 242; the second end of the pull rod 241 is directly connected to the driving member 250 for providing a driving force, in this embodiment,
  • the lock pin 141, the tie rod 241, and the driving member 250 may be disposed substantially on the same straight line.
  • the locking mechanism 240 of the embodiment shown in FIG. 8 to FIG. 11 directly drives the pull rod 241 to reciprocate by the driving force provided by the driving member 250, thereby driving the locking pin 141 to reciprocate, and at the same time, driving the connecting rod 142.
  • the secondary swinging lever 143 and the main swinging lever 145 are moved, wherein the secondary swinging lever 143 is swung relative to the pin 1431 and slides in the bore of the pin 1431, and the main swinging lever 145 is rotated about its second end.
  • the locking pin 141 in the locked state as shown in FIG. 8 (ie, the locking pin 141 enters the locking hole 122 or 124), the locking pin 141 can be pulled to the right by the driving force provided by the driving member 250, so that unlocking can be achieved.
  • the link 142 also moves generally to the right and rotates relative to the second end thereof, thereby pushing the main swinging lever 145 to rotate in the clockwise direction with respect to the swinging shaft 146, and driving the secondary swinging lever 143 to swing relative to the pin 1431.
  • the link 142 Similar to the embodiment shown in FIG.
  • the elastic member 144 is first continuously compressed until the sub-oscillating lever 143 is swung to be substantially in line with the main swinging lever 145, and the first end of the secondary swinging lever 143 is The distance between the pins 1431 is the shortest, at which time the elastic member 144 is compressed to the shortest; when the main swinging lever 145 continues to rotate in the clockwise direction with respect to the swinging shaft 146, it can be accelerated to the swinging shaft 146 by the elastic force of the elastic member 144.
  • the elastic member 144 resumes elongation
  • the first end of the auxiliary swing lever 143, the second end of the link 142, and the first end of the main swing lever 145 are fixed in the "second limited position".
  • the locking pin 142 also completely leaves the locking hole 122 or 124, and this corresponds to the unlocked state.
  • the driving force provided by the driving member 250 urges the locking pin 141 to move to the left, thereby achieving locking; during the locking process, the main swinging lever 145 is rotated counterclockwise with respect to the swinging shaft 146, The rod 142 also moves generally to the left and rotates relative to its second end, thereby pushing the main swinging lever 145 to rotate counterclockwise relative to the swinging shaft 146 and causing the secondary swinging lever 143 to swing relative to the pin 1431.
  • the elastic member 144 is also continuously compressed first until the sub-oscillating lever 143 swings to be substantially in line with the main swinging lever 145, and the sub-swing
  • the distance between the first end of the rod 143 and the pin 1431 is the shortest, At this time, the elastic member 144 is compressed to the shortest position; when the main swinging lever 145 continues to rotate in the counterclockwise direction with respect to the swinging shaft 146, it can be accelerated to a certain position on the left side of the swinging shaft 146 by the elastic force of the elastic member 144 (elasticity)
  • the element 144 resumes elongation, that is, the first end of the secondary swing lever 143, the second end of the link 142, and the first end of the main swing lever 145 are correspondingly defined in the "first defined position", and the lock pin 14 also enters the lock.
  • the hole 122 or 124 corresponds to the locked state at this time.
  • the locking mechanism 240 can also achieve self-locking of the locking pin 141, and the locking reliability is good.
  • the locking mechanism 240 can be basically installed in the opening and closing device 10 of the embodiment shown in FIG. 1 to FIG. 4 according to the mounting manner of the locking mechanism 140, and only the driving component 150 in the opening and closing device 10 needs to be performed.
  • the mounting position is changed to substantially realize the driving member 250 corresponding to the locking mechanism 240.

Abstract

L'invention concerne un dispositif de commutation (10) d'un déflecteur d'air (190) d'un véhicule ferroviaire et un ensemble nez avant le comprenant, appartenant au domaine technique des véhicules ferroviaires. Le dispositif de commutation (10) comprend : un bras de support pivotant (120), une première extrémité de celui-ci étant reliée à demeure à un côté interne du déflecteur d'air (190), et une seconde extrémité de celui-ci étant reliée pivotante à une base (110) ; un premier élément d'entraînement (130), agissant directement sur le bras de support pivotant (120) et entraînant le bras de support pivotant (120) pour pivoter par rapport à la base (110) ; et un mécanisme de verrouillage (140, 240), disposé pour correspondre au bras de support pivotant (120) et fixé à la base (110). Un trou de verrouillage (122, 124) est ménagé sur le bras de support pivotant (120) ; le mécanisme de verrouillage (140, 240) est pourvu d'une broche de verrouillage (141) correspondant au trou de verrouillage (122, 124) ; la broche de verrouillage (141) entre dans le trou de verrouillage (122, 124) ou sort de celui-ci fonctionnellement lorsqu'elle est entraînée par une force d'entraînement ; et la broche de verrouillage (141), lorsqu'elle entre dans le trou de verrouillage (122, 124), empêche le bras de support pivotant (120) de pivoter par rapport à la base (110). Le dispositif de commutation présente un verrouillage fiable, possède une structure simple et compacte, est facile à utiliser et présente un faible coût.
PCT/CN2015/091234 2015-09-30 2015-09-30 Dispositif de commutation de déflecteur d'air de véhicule ferroviaire et ensemble nez avant le comprenant WO2017054177A1 (fr)

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PCT/CN2015/091234 WO2017054177A1 (fr) 2015-09-30 2015-09-30 Dispositif de commutation de déflecteur d'air de véhicule ferroviaire et ensemble nez avant le comprenant

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CN108216280A (zh) * 2018-01-04 2018-06-29 今创集团股份有限公司 自锁型启闭机构及具有该机构的动车组头部导流罩
CN112389600A (zh) * 2020-10-23 2021-02-23 重庆长安工业(集团)有限责任公司 一种可开闭式导流罩

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CN108216280A (zh) * 2018-01-04 2018-06-29 今创集团股份有限公司 自锁型启闭机构及具有该机构的动车组头部导流罩
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CN112389600A (zh) * 2020-10-23 2021-02-23 重庆长安工业(集团)有限责任公司 一种可开闭式导流罩

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