WO2018040422A1 - 一种动车组前端结构及救援方法 - Google Patents

一种动车组前端结构及救援方法 Download PDF

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Publication number
WO2018040422A1
WO2018040422A1 PCT/CN2016/112526 CN2016112526W WO2018040422A1 WO 2018040422 A1 WO2018040422 A1 WO 2018040422A1 CN 2016112526 W CN2016112526 W CN 2016112526W WO 2018040422 A1 WO2018040422 A1 WO 2018040422A1
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Prior art keywords
emu
coupler
side door
opening
closing mechanism
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PCT/CN2016/112526
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English (en)
French (fr)
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金希红
闵阳春
张兴
杨小荣
魏伟龙
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中车株洲电力机车有限公司
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Publication of WO2018040422A1 publication Critical patent/WO2018040422A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a front end structure and a rescue method for an EMU, and belongs to the field of rail vehicles.
  • the rescue mode is usually locomotive rescue or EMU rescue.
  • These two methods can't supply power to the rescued vehicles, resulting in no power for the EMU car, the air conditioner can't start, and the EMU's confined space air is not circulating. In the summer, the temperature rises quickly, causing the passenger to be uncomfortable.
  • the present invention aims to solve the problem of powering the compartment when the EMU is rescued.
  • the EMU's car end is an opening and closing mechanism. Because the opening and closing mechanism door is opened, it is mainly used to provide the coupler joint space (the upper and lower swinging spaces of the coupler), and the power supply socket structure size is better. Large, the cable is also thick, and it is impossible to connect the power supply line through the door of the opening and closing mechanism. Therefore, the EMU usually integrates the control circuit and the brake control line on the automatic coupler, and there is no dedicated power socket for the rescue at the front end of the vehicle body. Pipe joints. The front end of the locomotive usually has a special power socket and pipe joint, and the coupler is a pure mechanical coupler.
  • the EMU rescue is mostly a re-tracking method for the EMU derailment.
  • the journal "Technology and Enterprise” introduced a CRH3 EMU in the article “Talking about the CRH3 EMU Drag and Drop Operation Mode” published in 2014.
  • the operation mode applied in the group to enable the safe and reliable movement of the rescued trains; the "Experimental Study on Mutual Rescue of Different Types of EMUs” published by the journal “Railway Vehicles” in 2014
  • the paper introduces the need for mutual rescue and suspension of different types of EMUs. Through the operation and braking tests of different types of EMUs, the feasibility of different types of EMUs connected to each other is verified. A rescue plan that supplies power to the car.
  • the invention aims to provide a front end structure and a rescue method for an EMU.
  • the front end structure and rescue method of the EMU can meet the connection requirements of the circuit and the control pipeline when the locomotive rescues the EMU, and the operation is simple and the connection is stable and reliable.
  • the front end structure of the EMU includes an opening and closing mechanism and a coupler disposed at the front end portion of the EMU; and the structural feature is that the front end portion of the EMU is further provided with a side door located outside the opening and closing mechanism;
  • the power distribution socket is disposed on the side of the side door, and the power supply socket is configured to be electrically connected to the power supply socket of the rescue vehicle through a cable;
  • the pipe joint located inside the side door is distributed on both sides of the opening and closing mechanism, as the reserved rescue interface The pipe joint is used to communicate with the pipeline connection of the rescue vehicle through the control line.
  • connection of the mechanical, power supply circuit and control pipeline between the locomotive and the EMU, between the EMU and the EMU can be quickly realized.
  • the size position of the door, the position of the socket, and the length of the cable in the present invention should be determined according to the following principles.
  • the minimum radius of the railway is exceeded, the positions of the sockets of the two cars on the inner side of the curve will be close, and the cable will be The drooping is more severe, and it is necessary to avoid the cable and the ground contact.
  • the position of the two car sockets will be far away, and the cable has a tendency to straighten, so that the cable has sufficient length to ensure that it will not be broken. Cables coming out of the side doors should also avoid contact with the door frame to avoid cable wear.
  • the size and position of the door should also facilitate the connection of the socket.
  • the present invention can be further optimized, and the following is a technical solution formed after optimization:
  • the coupler is a mechanical coupler or an automatic coupler.
  • the side door is located on both sides of the opening and closing mechanism, and of course, may be opened on the upper side or the lower side of the opening and closing mechanism.
  • the control line is integrated on the coupler; one end of the control line is connected to the pipe joint located inside the side door, and the other end of the control line is connected to the pipeline joint of the rescue vehicle.
  • the present invention also provides a method for locomotive rescue EMU, the coupler of the rescued EMU is a mechanical coupler; the EMU has the front end structure of the EMU; and the power supply socket of the locomotive Distributed on the two sides of the vehicle head, the control pipeline is distributed in the middle of the vehicle head; the method for the locomotive rescue EMU includes the following steps:
  • the present invention also provides a method for locomotive rescue EMU, the coupler of the rescued EMU is an automatic coupler; the EMU has the front end structure of the EMU; and the power supply socket of the locomotive Distributed on the two sides of the vehicle head, the control pipeline is distributed in the middle of the vehicle head; the method for the locomotive rescue EMU includes the following steps:
  • the rescue EMU when the rescue EMU is an automatic coupler, it is necessary to use the transitional coupler for continuous connection.
  • the rescued EMU is an automatic coupler, the other end of the control line is directly connected to the pipe joint of the transition coupler.
  • the first coupler is connected, and then the EMU opening and closing mechanism or the side door is opened, and the power supply cable is connected from the opening and closing mechanism or the side door to complete the connection of the circuit and the gas path.
  • the present invention also provides a method for requiring an EMU of an EMU.
  • the EMUs of the EMU are all automatic couplers; the EMU has the front end structure of the EMU; and the EMU rescue EMU The method includes the following steps:
  • the present invention also provides a method for requiring an EMU of an EMU, the couplers of the EMU are mechanical couplers; the EMU has the front end structure of the EMU; and the EMU rescue EMU
  • the method includes the following steps:
  • one end of the control line must be connected to the pipe joint reserved inside the EMU opening and closing mechanism, and the other end of the control line passes through the front end of the EMU.
  • the opening and closing mechanism or the side door is connected with the pipeline joint reserved at the front end of the rescue EMU; when the couplers of the two EMUs are different, the pipeline reserved at one end of the control pipeline and the inside and outside of the EMU opening and closing mechanism The joint is connected, and the other end of the control line is connected to the pipe joint on the transition coupler.
  • the present invention also provides a method for requiring an EMU of an EMU, wherein a coupler of one EMU is a mechanical coupler, and a coupler of another EMU is an automatic coupler;
  • the front-end structure of the EMU; the method of the EMU rescue EMU includes the following steps:
  • one of the two EMUs is a mechanical coupler and the other is an automatic coupler, it is also necessary to use the transitional coupler for continuous connection.
  • the automatic coupler is first connected, and then the side door of the EMU opening and closing mechanism is opened, and the power supply cable is connected from the side door to complete the connection of the circuit and the gas path.
  • the invention has the beneficial effects that the invention quickly realizes the connection of the mechanical, power supply circuit and control pipeline between the locomotive and the EMU, between the EMU and the EMU, and satisfies the locomotive.
  • the connection between the circuit and the control line is required, and the operation is simple and the connection is stable and reliable.
  • Figure 1 is a front elevational view of one embodiment of the present invention
  • Figure 2 is a cross-sectional view taken along line A-A of Figure 1;
  • Figure 3 is a schematic view of the locomotive rescue motor train (automatic coupler) of the present invention.
  • Figure 4 is a cross-sectional view taken along line A-A of Figure 3;
  • FIG. 5 is a schematic view of the EMU rescue EMU of the present invention (both are automatic couplers);
  • Figure 6 is a plan view of Figure 5;
  • FIG 7 is a schematic view of the EMU rescue EMU of the present invention (both mechanical couplers);
  • Figure 8 is a cross-sectional view taken along line A-A of Figure 7;
  • FIG 9 is a schematic view of the EMU rescue EMU of the present invention (an other automatic coupler of a mechanical coupler);
  • Figure 10 is a cross-sectional view taken along line A-A of Figure 9;
  • Figure 11 is a schematic structural view of a mechanical coupler of the present invention.
  • Figure 12 is a schematic structural view of an automatic coupler of the present invention.
  • Figure 13 is a schematic view showing the structure of the transition coupler of the present invention.
  • the power supply socket is distributed on both sides of the front of the vehicle, and the control pipeline is distributed in the middle of the front.
  • the power supply socket is distributed on both sides of the opening and closing mechanism and inside the side door, the control pipeline is integrated on the automatic coupler, and the pipeline joint is reserved for the rescue interface.
  • the closing mechanism On both sides of the closing mechanism, inside the side door.
  • the above method provides a circuit socket and a pipe joint near the side door, and the operator can connect the cable and the control pipe on the side of the front of the vehicle head, which is convenient and quick.
  • the side door can be used as a passage for repairing the opening and closing structure and the coupler.
  • the method of locomotive 1 rescue EMU 2 is shown in Figures 1 and 2.
  • the opening and closing mechanism door 5 of the front end of the EMU is opened, then the coupler 7 is hung, then the side door 3 of the EMU is opened, and one end of the cable plug 4 is inserted into the EMU.
  • the power supply socket in the side door of the group is inserted into the power socket of the locomotive.
  • one end of the control pipeline 6 is connected with the locomotive, and the other end is connected to the opening and closing mechanism of the front end of the motor train, and is connected with the control pipeline socket at the front end of the EMU.
  • the method of the EMU 2' rescue EMU 2 is shown in Figure 5-10.
  • the EMU 2, 2' front end opening and closing mechanism is opened to open the door, then the automatic coupler 7 is connected, then the side door 3 is opened, and the cable 4 is The plugs at both ends are respectively inserted into the power supply sockets in the side doors of the two trains, thereby realizing the connection of the mechanical, power supply circuit and pipeline of the EMU rescue EMU.
  • the side door provided by the EMU transmits the power supply line through the side door, and the position of the side door is different.
  • the side door is disposed at the upper or lower part of the opening and closing mechanism, but the principle is similarly included in the protection scope of the present invention.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Emergency Lowering Means (AREA)
  • Quick-Acting Or Multi-Walled Pipe Joints (AREA)

Abstract

一种动车组前端结构。所述动车组前端结构包括设置在动车组（2）前端部的开闭机构和车钩（7）；所述动车组（2）前端部还设有位于开闭机构外侧的侧门（3）；所述开闭机构的两侧分布有位于侧门（3）内部的供电插座，该供电插座用于通过电缆与救援车辆的供电插座电连接；所述开闭机构两侧分布有位于侧门（3）内部的管路接头，作为预留救援接口的该管路接头用于通过控制管路与救援车辆的管路接头通信。本结构快速实现了机车与动车组之间、动车组与动车组之间的机械、供电电路、控制管路的连接。还提供了机车救援的方法。

Description

一种动车组前端结构及救援方法 技术领域
本发明涉及一种动车组前端结构及救援方法，属于轨道车辆领域。
背景技术
当动车组高压供电系统失效时，通常救援方式为机车救援或者动车组救援，这两种方式都无法给被救援车辆供电，导致动车组车厢无电，空调无法启动，动车组密闭空间空气不流通，夏季升温快，导致乘客身体不适，本发明旨在解决动车组救援时给车厢供电的问题。
传统动车组前端没有供电线路，主要原因是动车组车端为开闭机构，由于开闭机构舱门打开后主要用于提供车钩联挂空间(车钩上下左右摆动空间)，而供电插座结构尺寸较大，线缆也较粗，无法通过开闭机构舱门进行连接供电线路，所以通常动车组将控制电路和制动控制管路集成在自动车钩上，车体前端无用于救援的专用供电插座和管路接头。机车前端通常设有专门的供电插座和管路接头，车钩为纯机械车钩。在机车救援动车组时，两种不同的车钩通过过渡车钩连挂，无法传递电路和制动控制管路；动车组救援动车组时，自动车钩连挂后，实现机械、制动控制管路和控制电路连接，但供电线路仍然没有连接。所以救援时及时给乘客车厢供电成为亟待解决的问题。
现有专利中动车组救援多为动车组脱轨的复轨方法，期刊《科技与企业》在2014年刊发的《浅谈CRH3型动车组拖拽运行模式》一文中介绍了一种CRH3型动车组上所应用的，能够使被救援列车安全可靠移动的运行模式；期刊《铁道车辆》在2014年刊发的《不同类型动车组相互救援的试验研究》一 文中介绍了针对不同类型动车组相互救援连挂的需要，通过不同类型动车组救援连挂后的运行和制动试验，验证了不同类型动车组相互连挂救援运行的可行性，均没有涉及到给车厢供电的救援方案。
发明内容
本发明旨在提供一种动车组前端结构及救援方法，该动车组前端结构及救援方法可以满足机车救援动车组时电路和控制管路的连接需求，且操作简单、连接稳定可靠。
为了实现上述目的，本发明所采用的技术方案是：
一种动车组前端结构，包括设置在动车组前端部的开闭机构和车钩；其结构特点是，所述动车组前端部还设有位于开闭机构外侧的侧门；所述开闭机构的两侧分布有位于侧门内部的供电插座，该供电插座用于通过电缆与救援车辆的供电插座电连接；所述开闭机构两侧分布有位于侧门内部的管路接头，作为预留救援接口的该管路接头用于通过控制管路与救援车辆的管路接头通信。
由此，可以快速实现机车与动车组之间、动车组与动车组之间的机械、供电电路、控制管路的连接。
值得注意的是，本发明中门的大小位置、插座的位置、线缆长度应根据以下原则进行确定，在过铁路最小半径时，在弯道内侧的两车的插座位置会靠近，线缆会下垂的较厉害，需要避免线缆与地面接触，在弯道外侧，两车插座位置会远离，线缆有拉直的趋势，应使线缆有足够的长度保证不会拉断。线缆从侧门出来还应避免与门框发生接触，以免造成线缆磨损。门的大小和位置还应方便插座的连接操作。
根据本发明的实施例，还可以对本发明作进一步的优化，以下为优化后形成的技术方案：
所述车钩为机械车钩或自动车钩。
优选地，所述侧门位于开闭机构的两侧，当然，也可以开设在开闭机构的上侧或下侧。
所述控制管路集成在车钩上；所述控制管路的一端用于与位于侧门内部的管路接头相连，该控制管路的另一端与救援车辆的管路接头相连。
基于同一个发明构思，本发明还提供了一种机车救援动车组的方法，被救援的动车组的车钩为机械车钩；所述动车组具有所述的动车组前端结构；所述机车的供电插座分布在车头两侧，控制管路分布在车头中部；所述机车救援动车组的方法包括如下步骤：
S1、将动车组前端开闭机构的舱门打开，将通过车钩将机车和动车组连挂；
S2、打开动车组的侧门，将电缆的一端插头插入动车组侧门内的供电插座上，将该电缆的另一端插头插入机车的供电插座上；将控制管路一端与机车的管路接头连接，该控制管路的另一端穿过动车组前端的开闭机构或侧门，并与动车组前端的管路接头连接。
基于同一个发明构思，本发明还提供了一种机车救援动车组的方法，被救援的动车组的车钩为自动车钩；所述动车组具有所述的动车组前端结构；所述机车的供电插座分布在车头两侧，控制管路分布在车头中部；所述机车救援动车组的方法包括如下步骤：
S1、将动车组前端开闭机构的舱门打开，通过过渡车钩将机车机械车钩和动车组自动车钩连挂；
S2、打开动车组的侧门，将电缆的一端插头插入动车组侧门内的供电插座上，将该电缆的另一端插头插入机车的供电插座上；将控制管路一端与机车的管路接头连接，该控制管路的另一端与过渡车钩上的管路接头连接。
换句话说，当被救援动车组为自动车钩时，还需使用过渡车钩进行连挂。当被救援动车组为自动车钩时，该控制管路的另一端直接连接在过渡车钩的管路接头上。
由此，在机车救援动车组时，首先车钩连挂，然后打开动车组开闭机构或侧门，供电电缆从开闭机构或侧门连接后即完成了电路、气路的连通。
基于同一个发明构思，本发明还提供了一种动车组救援动车组的方法，动车组的车钩均为自动车钩；所述动车组具有所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
S1、将两辆动车组前端开闭机构的舱门打开，直接将两辆动车组的自动车钩进行连挂；
S2、打开动车组的侧门，将电缆的一端插头插入动车组侧门内的供电插座上，将该电缆的另一端插头穿过动车组前端的开闭机构或侧门，并插入救援动车组的供电插座上。
基于同一个发明构思，本发明还提供了一种动车组救援动车组的方法，动车组的车钩均为机械车钩；所述动车组具有所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
S1、将两辆动车组前端开闭机构的舱门打开，直接将两辆动车组的机械车钩进行连挂。
S2、打开动车组的侧门，将电缆的一端插头插入动车组侧门内的供电插座上，将该电缆的另一端插头插入另一台动车组侧门内的供电插座上；将控 制管路一端与动车组开闭机构内部预留的管路接头连接，该控制管路的另一端穿过动车组前端的开闭机构或侧门，并与动车组前端预留的管路接头连接。
换句话说，当两辆动车组的车钩均为机械车钩时还需将控制管路一端与动车组开闭机构内部预留的管路接头连接，该控制管路的另一端穿过动车组前端的开闭机构或侧门，并与救援动车组前端预留的管路接头连接；当两辆动车组的车钩不同时，还需将控制管路一端与动车组开闭机构内部预留的管路接头连接，该控制管路的另一端与过渡车钩上的管路接头连接。
基于同一个发明构思，本发明还提供了一种动车组救援动车组的方法，其中一台动车组的车钩为机械车钩，另一台动车组的车钩为自动车钩；所述动车组具有所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
S1、将动车组前端开闭机构的舱门打开，通过过渡车钩将一台动车组的机械车钩和另一台动车组的自动车钩连挂；
S2、打开动车组的侧门，将电缆的一端插头插入动车组侧门内的供电插座上，将该电缆的另一端插头插入另一台动车组侧门内的供电插座上；将控制管路一端与动车组侧门内预留的管路接头连接，该控制管路的另一端与过渡车钩上的管路接头连接。
换句话说，当两辆动车组一台车钩为机械车钩另一台为自动车钩时，还需使用过渡车钩进行连挂。
由此，在动车组救援动车组时，首先自动车钩连接，然后打开动车组开闭机构的侧门，供电电缆从侧门连接后即完成了电路、气路的连通。
与现有技术相比，本发明的有益效果是：本发明快速实现机车与动车组之间、动车组与动车组之间的机械、供电电路、控制管路的连接，满足机车 救援动车组时或动车组救援动车组时电路和控制管路的连接需求，且操作简单、连接稳定可靠。
附图说明
图1是本发明一个实施例的正视图；
图2是图1的A-A剖视图；
图3是本发明的机车救援动车组(自动车钩)的示意图；
图4是图3的A-A剖视图；
图5是本发明的动车组救援动车组(均为自动车钩)的示意图；
图6是图5的俯视图；
图7是本发明的动车组救援动车组(均为机械车钩)的示意图；
图8是图7的A-A剖视图；
图9是本发明的动车组救援动车组(一台机械车钩另一台自动车钩)的示意图；
图10是图9的A-A剖视图；
图11是本发明的机械车钩的结构示意图；
图12是本发明的自动车钩的结构示意图；
图13是本发明的过渡车钩的结构示意图。
在图中
1-机车；2，2’-动车组；3-侧门；4-电缆；5-开闭机构舱门；6-控制管路；7-车钩；8-过渡车钩；9-控制电路接头；10-管路接头。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲 突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
现有机车车头端部，供电插座分布在车头两侧，控制管路分布在车头中部。
本实施例的动车组车头端部结构，如图1和2所示，供电插座分布在开闭机构两侧和侧门内部，控制管路集成在自动车钩上，管路接头预留救援接口在开闭机构两侧，侧门内部。
通过在动车组开闭机构两侧设置侧门，机车救援动车组时，首先连接车钩，然后打开开闭机构侧门，电缆一端连接机车供电插座，另一端穿过侧门连接动车组供电插座，侧门打开后应保证具有充足的空间来拧紧电缆插头。侧门的位置与电缆长度根据线路条件和动车组参数确定，使电缆在动车组运行过程中不与开闭机构和地面接触。控制管路一端从开闭机构前端舱门穿过与机车连接，另一端与侧门内部的管路接头连接。
在动车组救援动车组时，首先自动车钩连接，然后打开动车组开闭机构的侧门，供电电缆从侧门连接后即完成了电路、气路的连通。
以上方法在侧门附近设置电路插座和管路接头，操作人员在车头的侧面就可将电缆和控制管路连接上，方便快捷。同时该侧门可以作为检修开闭结构和车钩的通道。
机车1救援动车组2的方法见图1和2所示，首先动车组前端的开闭机构舱门5打开，然后车钩7连挂，然后打开动车组的侧门3，将电缆插头4一端插入动车组侧门内的供电插座上，另一端插入机车的供电插座上，最后控制管路6一端与机车连接，另一端穿过动车组前端的开闭机构，与动车组前端的控制管路插座连接。通过以上方法实现了机车和动车组的机械、供电电路、管路的 连接。
动车组2’救援动车组2的方法见图5-10所示，首先将动车组2，2’前端开闭机构打开舱门，然后自动车钩7连挂，然后打开侧门3，将电缆4的两端插头分别插入两列动车组侧门内的供电插座上，从而实现了动车组救援动车组机械、供电电路、管路的连接。
当被救援动车组为如图12所示的自动车钩时，还需使用如图13所示的过渡车钩8进行连挂。当两辆动车组中一台动车组的车钩为如图11所示的机械车钩，另一台动车组的车钩为如图12所示的自动车钩时，也需使用如图13所示的过渡车钩8进行连挂。
值得一提的是，动车组设置的侧门，通过侧门传递供电线路，侧门的位置不同，如侧门设在开闭机构上部或下部，但原理类似仍然包含在本发明的保护范围内。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。

Claims (8)

  1. 一种动车组前端结构，包括设置在动车组(2)前端部的开闭机构和车钩(7)；其特征在于，所述动车组(2)前端部还设有位于开闭机构外侧的侧门(3)；所述开闭机构的两侧分布有位于侧门(3)内部的供电插座，该供电插座用于通过电缆与救援车辆的供电插座电连接；所述开闭机构两侧分布有位于侧门(3)内部的管路接头，作为预留救援接口的该管路接头用于通过控制管路(6)与救援车辆的管路接头通信。
  2. 根据权利要求1所述的动车组前端结构，其特征在于，所述车钩(7)为机械车钩或自动车钩。
  3. 根据权利要求1或2所述的动车组前端结构，其特征在于，所述侧门(3)位于开闭机构的两侧。
  4. 一种机车救援动车组的方法，被救援的动车组的车钩(7)为机械车钩；其特征在于，所述动车组具有权利要求1-3之一所述的动车组前端结构；所述机车的供电插座分布在车头两侧，控制管路分布在车头中部；所述机车救援动车组的方法包括如下步骤：
    S1、将动车组前端开闭机构的舱门(5)打开，将通过车钩将机车和动车组连挂；
    S2、打开动车组的侧门(3)，将电缆(4)的一端插头插入动车组侧门内的供电插座上，将该电缆(4)的另一端插头插入机车的供电插座上；将控制管路(6)一端与机车的管路接头连接，该控制管路(6)的另一端穿过动车组前端的开闭机构或侧门(3)，并与动车组前端的管路接头连接。
  5. 一种机车救援动车组的方法，被救援的动车组的车钩(7)为自动车钩；其特征在于，所述动车组具有权利要求1-3之一所述的动车组前端结构；所述 机车的供电插座分布在车头两侧，控制管路分布在车头中部；所述机车救援动车组的方法包括如下步骤：
    S1、将动车组前端开闭机构的舱门(5)打开，通过过渡车钩(8)将机车机械车钩和动车组自动车钩连挂；
    S2、打开动车组的侧门(3)，将电缆(4)的一端插头插入动车组侧门内的供电插座上，将该电缆(4)的另一端插头插入机车的供电插座上；将控制管路(6)一端与机车的管路接头连接，该控制管路(6)的另一端与过渡车钩(8)上的管路接头连接。
  6. 一种动车组救援动车组的方法，动车组的车钩(7)均为自动车钩；其特征在于，所述动车组具有权利要求1-3之一所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
    S1、将两辆动车组前端开闭机构的舱门(5)打开，直接将两辆动车组的自动车钩进行连挂；
    S2、打开动车组的侧门(3)，将电缆(4)的一端插头插入动车组侧门内的供电插座上，将该电缆(4)的另一端插头穿过动车组前端的开闭机构或侧门(3)，并插入救援动车组的供电插座上。
  7. 一种动车组救援动车组的方法，动车组的车钩(7)均为机械车钩；其特征在于，所述动车组具有权利要求1-3之一所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
    S1、将两辆动车组前端开闭机构的舱门(5)打开，直接将两辆动车组的机械车钩进行连挂。
    S2、打开动车组的侧门(3)，将电缆(4)的一端插头插入动车组侧门内的供电插座上，将该电缆(4)的另一端插头插入另一台动车组侧门内的供电 插座上；将控制管路(6)一端与动车组开闭机构内部预留的管路接头连接，该控制管路(6)的另一端穿过动车组前端的开闭机构或侧门(3)，并与动车组前端预留的管路接头连接。
  8. 一种动车组救援动车组的方法，其中一台动车组的车钩(7)为机械车钩，另一台动车组的车钩(7)为自动车钩；其特征在于，所述动车组具有权利要求1-3之一所述的动车组前端结构；所述动车组救援动车组的方法包括如下步骤：
    S1、将动车组前端开闭机构的舱门(5)打开，通过过渡车钩(8)将一台动车组的机械车钩和另一台动车组的自动车钩连挂；
    S2、打开动车组的侧门(3)，将电缆(4)的一端插头插入动车组侧门内的供电插座上，将该电缆(4)的另一端插头插入另一台动车组侧门内的供电插座上；将控制管路(6)一端与动车组侧门内预留的管路接头连接，该控制管路(6)的另一端与过渡车钩(8)上的管路接头连接。
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