WO2019056635A1 - 一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法 - Google Patents

一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法 Download PDF

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Publication number
WO2019056635A1
WO2019056635A1 PCT/CN2017/118453 CN2017118453W WO2019056635A1 WO 2019056635 A1 WO2019056635 A1 WO 2019056635A1 CN 2017118453 W CN2017118453 W CN 2017118453W WO 2019056635 A1 WO2019056635 A1 WO 2019056635A1
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WO
WIPO (PCT)
Prior art keywords
coupler
cylinder
centering
vehicle
recess
Prior art date
Application number
PCT/CN2017/118453
Other languages
English (en)
French (fr)
Inventor
柳晓峰
金希红
帅纲要
匡希超
刘永强
董增文
水文菲
闵阳春
苏柯
Original Assignee
中车株洲电力机车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201710871296.8A external-priority patent/CN107672618B/zh
Priority claimed from CN201710871619.3A external-priority patent/CN107719408B/zh
Priority claimed from CN201710871299.1A external-priority patent/CN107672619B/zh
Priority claimed from CN201710871656.4A external-priority patent/CN107672620B/zh
Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Publication of WO2019056635A1 publication Critical patent/WO2019056635A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a rotating vehicle centering mechanism, a control system and a vehicle rescue method for a rail vehicle, and belongs to the field of rail vehicles.
  • the trolley of the tram and the subway project is equipped with a centering device that cannot rotate automatically.
  • the horizontal rotation of the coupler is less than ⁇ 15°, and the cam and the coupler rotate together to push the roller out of the cam groove, and the disc spring is further compressed.
  • the main function of the centering device is to prevent the coupler from swinging at a random level in the state to be connected, thereby causing the coupler and the hood and the shroud to interfere.
  • the disadvantage of the centering device is that the centering device keeps the centerline of the coupler always aligned with the longitudinal centerline of the vehicle body, and the coupler cannot achieve automatic horizontal swing.
  • the bad small radius curve coupler can't be connected automatically (as shown in Figure 2)
  • the driver needs to use the auxiliary connecting device to pull the coupler at the side of the track to force the coupler to rotate horizontally to meet the requirement of connecting on the small radius curve.
  • the manual auxiliary connection method is mainly applicable to vehicles that are powered by the subway vehicle contact network and that have certain operational space line conditions. For special cases such as the third rail power supply line or the main line cannot be operated by the pedestrian, if the vehicle is on the small radius curve, the coupler cannot be automatically connected, and the train rescue will not be realized.
  • Chinese invention patent CN200880008823.1 discloses a loading assembly for fully fixing and automatically centering a semi-trailer coupler pivot on a railway unit, the loading assembly comprising: a machine locked on a coupler pivot of a semi-trailer
  • the hood which is automatically centered and fixed in the receiving volume of the compartment with the automatic centering oscillating movable member, is supported by a hoistable bracket that forms part of the rail/road intermodal rail unit structure.
  • the loading assembly ensures that the coupler pivot is automatically and safely automatically centered and triaxially fixed with a visual inspection mark.
  • the automatic center-to-center loading assembly can only adapt to the docking and connecting on the large radius curve, and still cannot solve the above problem, that is, the hook cannot be automatically rotated by a certain angle and kept in a holding state, which is inconvenient for the small hook in the small radius.
  • the curve is automatically linked.
  • the small radius curve track of the present invention refers to an S curve in which the minimum curve radius of the track is less than R150m or R150m-5m-R150m.
  • the invention aims to provide a rail vehicle rotating centering mechanism, a control system and a vehicle rescue method.
  • the rotating centering mechanism can control the horizontal rotation of the coupler at a certain angle, thereby solving the problem that the hook cannot be automatically connected on the small radius curve.
  • a rail vehicle coupler rotation centering mechanism comprising:
  • a rotating mechanism for driving the cam plate to rotate clockwise or counterclockwise on a horizontal plane
  • the centering mechanism is disposed on the outer side of the cam plate and cooperates with the cam plate to maintain the center line of the coupler and the center line of the vehicle body in an aligned position.
  • the center line of the coupler and the center line of the vehicle body indicate that the coupler is in a centered state in the aligned position.
  • the present invention realizes the automatic centering function of the hook to be connected and the automatic horizontal rotation by a fixed angle function by controlling the cam disc by the centering mechanism (locking and unlocking), and the rotation mechanism of the rotating mechanism drives the cam disc ( Figure 1 and 2), which solves the problem that the coupler cannot automatically hang on the small radius curve, making it possible to implement vehicle rescue on a small radius orbit.
  • the present invention can be further optimized, and the following is a technical solution formed after optimization:
  • the centering mechanism includes a centering notch formed on an outer circumferential surface of the cam plate, a centering telescopic rod disposed outside the cam plate; the centering notch and the centering telescopic When the protruding end of the rod is engaged, the center line of the coupler and the center line of the vehicle body are aligned, and when the centering recess is separated from the protruding end of the centering telescopic rod, the cam disc can be driven by the rotating mechanism to be clockwise or counterclockwise on the horizontal plane. Turn.
  • the centering telescopic rod is a cylinder; when the cylinder is in a ventilating state, the piston rod is extended to engage with a centering recess, and the piston rod is contracted and centered in the unvented state.
  • the recess is separated; preferably, the piston rod of the cylinder is provided with a return spring, and the return spring causes the piston rod to contract in the unvented state of the cylinder to be separated from the centering recess.
  • the rotating mechanism includes:
  • a first telescopic rod disposed on one side of the cam plate for driving the cam plate to rotate counterclockwise;
  • a second telescopic rod disposed on the other side of the cam disc for driving the cam disc to rotate clockwise;
  • first recess and a second recess disposed on an outer circumferential surface of the cam disc; the first recess engages with an extended end of the first telescopic rod when the cam disc rotates counterclockwise, and the cam disc rotates clockwise
  • the second recess is engaged with the protruding end of the second telescopic rod;
  • the first recess and the second recess are symmetrically disposed with respect to a center line of the vehicle body.
  • the first telescopic rod and the second telescopic rod are cylinders; when the cylinder is in a ventilating state, the piston rod is extended to engage with a corresponding notch, and the cylinder is in an unvented state.
  • the rod is contracted to be separated from the corresponding recess; preferably, the piston rod of the cylinder is provided with a return spring that causes the piston rod to contract in the unvented state of the cylinder to be separated from the corresponding recess.
  • the return spring can achieve automatic retraction of the piston rod in the unvented state of the cylinder, thereby maintaining the unlocked state.
  • the three cylinders are respectively connected to the train air duct through the corresponding air supply ducts, and each of the air supply ducts is provided with a valve, and each valve is controlled by three control switches, so that only one of the three cylinders maintains a ventilating state;
  • the first cylinder as the first telescopic rod is used to drive the cam disc to rotate counterclockwise
  • the second cylinder as the second telescopic rod is used to drive the cam disc to rotate clockwise, and is used as the third cylinder of the centering telescopic rod.
  • the invention utilizes the air duct of the vehicle itself to control the centering mechanism of the coupler without additionally adding a new power source.
  • control hooks are controlled to be in different working states by controlling the charge and discharge states of the three cylinders, and the cylinder control hooks on both sides are rotated left and right, and the middle center cylinder controls the center line of the coupler and the center line of the vehicle body to be aligned, thereby preventing the hooks from being randomly arranged. Swing with automatic alignment.
  • the advantage of using a cylinder is that the air ducts of the train can be used to supply air to each cylinder.
  • the three-position control switch is provided with one bit for controlling the first cylinder to cut off the gas, three bits for controlling the second cylinder to open the gas, and two bits for controlling the third cylinder to open the gas; the three bits of the three-position control switch
  • the bit and the 3 bits are respectively connected to the corresponding valves via corresponding control lines.
  • the valve is a solenoid valve.
  • the clockwise rotation angle and the counterclockwise rotation angle of the cam disc are angled from 4 to 10 degrees, preferably 6 degrees, with respect to the center line of the vehicle body.
  • the cam disc is an internal gear cam disc
  • the rotating mechanism comprises:
  • An external gear transmission mechanism that meshes with the internal gear cam disc
  • a driving device for driving the internal gear cam disc and/or the external gear transmission mechanism to rotate by an angle
  • the inner gear cam disc and/or the outer gear transmission mechanism is provided with a recess, and the outer side of the inner gear cam disc is provided with a centering telescopic rod for maintaining the center line of the coupler and the center line of the vehicle body in an aligned position;
  • the internal gear cam disc and/or the external gear transmission mechanism Cooperating with the recess when the centering telescopic rod is extended, the internal gear cam disc and/or the external gear transmission mechanism are locked with the centering telescopic rod; when the centering telescopic rod is retracted When disengaged from the recess, the internal gear cam disc and/or the external gear transmission mechanism is unlocked with the centering telescopic rod.
  • the invention can realize the automatic alignment function in the state to be connected, and when the small radius plane curve is connected, the hook can be automatically rotated horizontally to any angle, thereby solving the automatic connection of the coupler on the small radius curve. technical problem.
  • the driving device is a motor that drives the external gear transmission through a coupling.
  • the recess is provided on the inner gear cam disc and the recess is located on the extension line of the center line of the coupler.
  • the angle of the clockwise rotation of the internal gear cam disc and the counterclockwise rotation angle are from 0° to 20° (infinite rotation) with respect to the deflection of the center line of the vehicle body.
  • Each of the telescopic rods is a cylinder that drives the piston rod to extend in a vented state to cooperate with a corresponding recess, the piston rod is contracted in the unvented state to be separated from the corresponding recess; preferably the piston rod of the cylinder
  • the upper sleeve is provided with a return spring, and the return spring drives the piston rod to contract and is separated from the corresponding recess when the cylinder is not ventilated.
  • the return spring can facilitate automatic retraction of the piston rod in the unvented state of the cylinder to separate from the corresponding recess.
  • each recess has a guiding bevel.
  • each telescopic rod In order to facilitate the rotation of the driving cam disc and at the same time to facilitate the disengagement from the recess of the cam disc, the ends of each telescopic rod are equipped with rollers. Thus, when it is necessary to drive the cam disc to rotate, the cylinder roller engages with the recess corresponding to the cam disc.
  • the cam disc is fixedly coupled to the coupler bumper housing by a keyway and a fastener.
  • the cam disc is fixedly coupled to the coupler bumper housing by a keyway and a fastener.
  • the present invention also provides a coupler small radius curve automatic continuous control system including a coupler position detecting portion and a coupler rotating portion;
  • the coupler position detecting portion includes a front portion of the cab hood a sensor for transmitting the detected relative position information of the two couplers to be connected to the train detecting system, wherein the train detecting system displays the relative position information of the two couplers to be displayed on the display screen of the driver's station;
  • the rotating portion of the coupler is the rotating centering mechanism of the rail vehicle coupler.
  • the sensor of the invention is preferably an infrared sensor.
  • the invention preferably realizes the automatic left and right rotation control of the coupler through the switch, the electromagnetic reversing valve, the air control reversing valve, the cylinder and the like, and realizes the automatic centering function of the coupler in the state to be connected.
  • the present invention also provides a rail vehicle rescue method, comprising a rescue vehicle having a coupler and a rescued vehicle having a coupler, wherein the rescue vehicle and/or the rescue vehicle are equipped with the rail vehicle coupler a rotating centering mechanism, the rail vehicle coupler rotation centering mechanism is connected to the rescue vehicle and/or the coupler of the rescue vehicle;
  • the rescue method includes the following steps:
  • the rescue vehicle approaches the rescued vehicle, and the horizontal offset of the coupler of the rescue vehicle and the coupler of the rescue vehicle exceeds the range of the coupler;
  • the rotating centering mechanism drives the cam disc to rotate clockwise or counterclockwise by a rotation angle, which makes the horizontal position of the coupler of the rescue vehicle and the coupler of the rescue vehicle The amount of displacement is in the range of the hook of the coupler;
  • the rescued vehicle is located on a small radius curved track, which refers to an S curve having a minimum curve radius of the track smaller than R150m or R150m-5m-R150m; preferably the track is a suspended monorail or a straddle monorail.
  • the cam disc is an internal gear cam disc
  • the internal gear cam disc is meshed with the external gear transmission mechanism
  • the driving device is configured to drive the internal gear cam disc and/or the external gear transmission mechanism to rotate
  • An angle is provided on the inner gear cam disc and/or the outer gear transmission mechanism, and a centering telescopic rod for holding the center line of the coupler and the center line of the vehicle body in an aligned position is disposed outside the inner gear cam disc;
  • the telescopic rod When the coupler swings, the telescopic rod is disengaged from the recess when retracted, and the internal gear cam disc and/or the external gear transmission mechanism is unlocked with the telescopic rod, and the rescue vehicle and/or the rescuer's coupler are driven by
  • the device drives the coupler to rotate clockwise or counterclockwise by a certain angle that causes the horizontal offset of the coupler of the rescue vehicle and the coupler of the rescue vehicle to be within the range of the coupler.
  • the invention can directly observe the relative position of the hook to be connected in the HMI display screen of the driver's station;
  • the invention realizes independent control of the left and right rotation of the coupler and the three positions of the center;
  • the coupler of the present invention has an automatic horizontal rotation feature in the unhooked state
  • the invention realizes the interlock function between three cylinders
  • the invention adopts a gear transmission mechanism to realize the function of rotating the hook at any angle in the horizontal direction;
  • Figure 1 is a structural schematic view of an embodiment of a coupler rotary power mechanism of the present invention (before starting the cylinder);
  • Figure 2 is a schematic view of the starting cylinder of Figure 1;
  • Figure 3 shows the attachment of the coupler in a bad curve
  • Figure 4 is a schematic view of the auxiliary connecting of the rotating power mechanism of the opening hook of the present invention.
  • Figure 5 is a display diagram of the display of the driver's station
  • Figure 6 is a schematic view showing the control of the coupler rotation according to an embodiment of the present invention.
  • Figure 7 is a schematic view showing the control of the coupler rotation according to another embodiment of the present invention.
  • Figure 8 is a schematic illustration of another embodiment of the centering mechanism of the present invention.
  • Figure 9 is a plan view of Figure 8.
  • Figure 10 is a cross-sectional view taken along line A-A of Figure 9;
  • Figure 11 is a left side view of Figure 8.
  • Figure 12 is a schematic illustration of a centering mechanism 44 in accordance with one embodiment of the present invention.
  • Figure 13 is a control schematic diagram of a cylinder of an embodiment of the present invention.
  • the utility model relates to a small radius curve automatic continuous control system for a coupler, comprising a coupler position detecting portion and a coupler rotating portion.
  • the detection part of the coupler is mainly arranged with an infrared sensor in front of the hood of the driver's cab.
  • the sensor will detect the relative position of the two couplers to be connected, and transmit the position information of the coupler to the train detection system, and the position information of the coupler is
  • the driver's desk HMI display shows that the driver can observe the relative position of the rescuer and the rescuer's coupler through the driver's station display. The display effect is shown in Figure 4.
  • the rotating part of the coupler is a cylinder that is selected as a rotating power mechanism of the coupler.
  • the coupler rotary power mechanism includes a coupler bumper housing, a cam plate 12, a first cylinder 1, a second cylinder 2, a third cylinder 3, a cylinder piston rod 8, and a cylinder roller 37.
  • the cam disc 12 is connected to the coupler damper housing through a keyway, a fastener, and the like to drive the coupler to rotate when the cam disc rotates.
  • the vehicle duct 11 inflates the corresponding cylinder to control the cylinder rod 8 to move forward.
  • the return spring in the cylinder moves the cylinder piston rod 8 rearward to reset, separating the cylinder roller from the cam disc.
  • the cam plate 12 is fixedly coupled to the coupler bumper housing by a keyway and a fastener.
  • the outer peripheral surface of the cam plate 12 is provided with a first recess, a second recess and a centering recess, and the side walls of each recess 18 have a guiding slope.
  • the first recess engages with the extended end of the first cylinder 1 when the cam disc 12 rotates counterclockwise
  • the second recess engages with the extended end of the second cylinder 2 when the cam disc 12 rotates clockwise
  • the centering recess engages the projecting end of the third cylinder 3 when the wire and the centerline of the vehicle body are in the aligned position.
  • a cylinder roller 37 is provided at the projecting end of each cylinder.
  • the piston rod of the cylinder is provided with a return spring, and the return spring contracts the cylinder telescopic end to separate from the corresponding recess 18 when the cylinder is not ventilated.
  • the first recess and the second recess are symmetrically disposed with respect to the centerline of the vehicle body.
  • Each cylinder communicates with the vehicle duct 11 through a valve.
  • the cylinder when in the vented state, drives the piston rod 8 to extend into engagement with a corresponding recess in which the piston rod 8 contracts to separate from the corresponding recess 18.
  • the angle of the clockwise rotation of the cam disc 12 and the counterclockwise rotation is 6° with respect to the center line of the vehicle body.
  • the first cylinder 1 and the second cylinder 2 on both sides control the left and right rotation of the coupler; the third cylinder 3 in the middle controls the center line of the coupler to align with the center line of the vehicle body, thereby preventing the coupler from swinging horizontally at random, and realizing the automatic centering function.
  • the third cylinder 3 is in an inflated state, and the center line of the coupler is aligned with the longitudinal centerline of the vehicle body.
  • the present invention takes the first cylinder 1 as an example, and the second cylinder 3 and the third cylinder 3 have the same ventilation principle.
  • the vehicle duct 11 can only be switched to one cylinder at a time, and the remaining two cylinders are not inflated.
  • the air duct of the vehicle inflates the pipeline of the first cylinder 1, the pipeline of the second cylinder 2 and the third cylinder 3 is disconnected, and the piston rod of the second cylinder 2 and the third cylinder 3 moves backwards under the action of the return spring, so that The roller is separated from the cam disc;
  • the piston rod of the first cylinder 1 drives the roller 37 to move forward under the cylinder inflation pressure, and transmits the rotation torque of the coupler after contacting the guide slope of the cam disc 12, and drives the cam disc 12 (cam disc and coupler hook)
  • the mechanical connection) is rotated clockwise until the roller 37 and the circular arc notch 18 of the cam plate 12 are engaged, and then the rotation is stopped (the first cylinder 1 is activated).
  • the cam plate 12 rotate
  • the rotation angle A can be customized according to the actual line conditions.
  • the control principle is as follows: the first cylinder 1 and the second cylinder 2 are respectively controlled by the electromagnetic reversing valves 4, 6, and the third cylinder 3 is controlled by the pneumatic reversing valve 5, and the cylinder is installed in each cylinder.
  • Piston rod 8 and cylinder return spring 9 are respectively controlled by the electromagnetic reversing valves 4, 6, and the third cylinder 3 is controlled by the pneumatic reversing valve 5, and the cylinder is installed in each cylinder.
  • the three-position knob 10 uses only the 1 and 3 positions, and the 2 position is vacant.
  • the first cylinder 1 controls the coupler to rotate to the left side
  • the third cylinder 3 controls the coupler to return to the centered position
  • the second cylinder 2 cylinder controls the coupler to rotate to the right side.
  • the driver's direction of the train is defined as the driver's left hand side is the left side of the coupler, and the driver's right hand side is the right side of the coupler.
  • the three-position knob 10 When the coupler is in the state to be connected, the three-position knob 10 is placed in the position of 2 positions, that is, the vehicle air duct inflates the third cylinder 3, so that the coupler is in the center position, and the longitudinal center line of the coupler is aligned with the longitudinal center line of the vehicle. Prevent the hook from swinging freely and function as an automatic alignment.
  • the driver observes the relative position of the rescuer and the rescuer's coupler through the HMI display to determine the direction in which the coupler needs to rotate.
  • the three-position knob 10 is placed in one position, thereby controlling the electromagnetic reversing valve 4 control end to be electrically commutated, and the vehicle air duct is given to the first cylinder 1 Inflating, pushing the cylinder piston rod 8 forward, providing power for the rotation of the coupler.
  • the gas path of the balancing valve 7 is turned on, the output end of the balancing valve 7 is in communication with the control end of the pneumatically controlled directional control valve 5, the gas-operated directional control valve 5 is reversed, and the gas path of the third cylinder 3 is commutated to the exhaust port.
  • the return spring 9 resets the third cylinder 2.
  • the three-position knob 10 will be placed in the 3-position, the principle is the same as above.
  • control system of the present invention can also adopt the scheme of FIG. 7, that is, three electromagnetic reversing valves are used to realize the charging and discharging control of three cylinders, and the three positions of the three-position knob 10 respectively control three electromagnetics.
  • the electronic control terminal of the reversing valve is de-energized.
  • a single-track vehicle rescue method compares the functions of the automatic rotation centering mechanism of the coupler when the monorail project vehicle is in the R50m curve entrance section.
  • the coupler rotation function is not turned on, the horizontal offset of the coupler 13 of the rescue vehicle 20 and the coupler 14 of the rescue vehicle 21 is large, as shown in FIG. 3, and the automatic hooking cannot be achieved without the hanging range of the coupler. Unable to rescue the faulty car.
  • the rotating part of the coupler in the embodiment 1 adopts a gear transmission mechanism as a rotating power mechanism of the coupler.
  • the rotating power mechanism of the coupler includes:
  • An internal gear cam plate 32 for fixed connection with the coupler bumper housing
  • An external gear transmission mechanism 31 that meshes with the internal gear cam plate 32;
  • a driving device for driving the external gear transmission mechanism 31 and/or the internal gear cam plate 32 to rotate by an angle
  • the inner gear cam plate 32 and/or the outer gear transmission mechanism 31 are provided with a recess, and the outer side of the inner gear cam plate 32 is provided with a telescopic rod for maintaining the center line of the coupler and the center line of the vehicle body in an aligned position;
  • the internal gear cam disc 32 and/or the external gear transmission mechanism 31 are locked with the telescopic rod; when the telescopic rod is retracted, The notch is disengaged, and the internal gear cam plate 32 and/or the external gear transmission mechanism 31 are unlocked with the telescopic rod.
  • the external gear drive mechanism 31 and the internal gear cam plate 32 are mounted in a mechanism housing 38 that is secured to the vehicle by fasteners 40.
  • the drive unit is a motor 36 that drives the external gear drive 31 to rotate via a coupling 42.
  • the motor 36 is a transmission stepping motor, and the motor 36 is provided with a motor protection cover 43.
  • the recess is provided on the inner gear cam plate 32, and the recess is located on the extension line of the center line of the coupler.
  • the telescopic rod is a cylinder that drives the piston rod 34 to extend in engagement with the recess when the cylinder is in a non-vented state, the piston rod contracts and the recess Mouth separation.
  • the advantage of using a cylinder is that the air ducts of the train can be used to supply air to each cylinder.
  • the cylinder intake port 35 of the cylinder is in communication with the vehicle duct via a valve.
  • the cylinder is mounted in a cylinder housing 39 that is mounted to the mechanism housing 38 by fasteners 41.
  • the piston rod 34 of the cylinder is provided with a return spring 33 which, in the unvented state of the cylinder, causes the piston rod 34 to contract to be separated from the recess.
  • the projecting end of the telescopic rod is provided with a roller 37.
  • the angle of the clockwise rotation of the internal gear cam disc and the counterclockwise rotation are angles ranging from 0° to 20° (infinite rotation) with respect to the center line of the vehicle body.
  • the rescue method is similar to that of Embodiment 1, and will not be described again.
  • the coupler rotary power mechanism includes an external gear transmission mechanism 31, an internal gear cam plate 32, a return spring 33, a cylinder piston rod 34, a cylinder intake port 35, and a transmission stepping motor. 36, a roller 37 connected to the cylinder piston rod by a pin, a rotating mechanism housing 38, a cylinder housing 39, a rotating mechanism housing mounting fastener 40, a fastener 41 mounted to the rotating mechanism housing, a coupling 42, motor protection cover 43.
  • the internal gear cam disc 32 fixedly connected with the coupler damper housing is meshed with the external gear transmission mechanism 31, and the motor 36 drives the external gear transmission mechanism 31 through the coupling to rotate 0°-20° (infinite rotation) .
  • the internal gear cam plate 32 is provided with a notch, and the notch is located on an extension line of the center line of the coupler, and the outer side of the internal gear cam plate 32 is provided for holding a cylinder in which the center line of the coupler and the center line of the vehicle body are aligned; the cylinder drives the piston rod 34 to extend in engagement with the recess, and the piston rod contracts with the recess when the cylinder is in an unvented state Separation.
  • the extended end of the cylinder is provided with a roller 37.
  • the piston rod 34 of the cylinder is provided with a return spring 33 which, in the unvented state of the cylinder, causes the piston rod 34 to contract and separate from the recess.
  • the internal gear cam disc 32 and/or the external gear transmission 31 are locked with the cylinder; when the cylinder is retracted, it is disengaged from the recess The internal gear cam disc 32 and/or the external gear transmission 31 are unlocked from the cylinder.
  • the internal gear cam disc 32 is connected to the coupler damper housing through a keyway, a fastener, and the like to drive the coupler to rotate when the cam disc rotates.
  • the cylinder In the unhooked state, the cylinder is in an inflated state, and the piston rod 34 pushes the circular arc notch of the roller 37 and the internal gear cam plate 32 under the action of the compressed gas, thereby providing an automatic centering moment of the coupler to prevent the horizontal swing of the coupler from occurring. Interference and collision with the hood and the shroud.
  • the intake air of the cylinder is first cut off, and the return spring of the cylinder moves the cylinder lifter backward, and at the same time drives the arc notch of the roller 37 and the internal gear cam disc 32 to be separated, and the internal gear cam disc 2 is in a free state.
  • the external gear transmission mechanism is driven to rotate by the bidirectional stepping motor, and the external gear transmission mechanism drives the internal gear cam plate to rotate by the gear meshing, thereby realizing the horizontal rotation of the coupler.
  • a method for rescuing a rail vehicle compares and analyzes the rotation function of the coupler when the monorail project vehicle is in the R50m curve entrance section.
  • the coupler rotation function is not turned on, the horizontal offset of the coupler 13 of the rescue vehicle 20 and the coupler 14 of the rescue vehicle 21 is large, and the automatic hooking cannot be achieved in the range of the hook of the coupler, and the faulty vehicle cannot be realized.
  • the couplers of the two trains realized automatic suspension on the 50m curve entrance, which realized the train rescue on the small radius curve.
  • the coupler rotating portion of Embodiment 1 employs a coupler centering mechanism as a coupler rotary power mechanism.
  • the coupler centering mechanism includes a coupler bumper housing and a cam disc. 12.
  • the cam disc is connected to the coupler damper housing through a keyway, a fastener, and the like to drive the coupler to rotate when the cam disc rotates.
  • the vehicle air duct inflates the corresponding cylinder to control the cylinder piston rod 8 to move forward.
  • the return spring in the cylinder moves the cylinder piston rod 8 rearward to reset, separating the cylinder roller from the cam disc.
  • the cam plate 12 is fixedly coupled to the coupler bumper housing by a keyway and a fastener.
  • the outer peripheral surface of the cam plate 12 is provided with a first recess, a second recess and a third recess, and the side walls of each recess have a guiding slope 17.
  • the first recess engages with the extended end of the first cylinder when the cam disc 12 rotates counterclockwise, and the second recess engages with the extended end of the second cylinder when the cam disc 12 rotates clockwise, the center line of the coupler and
  • the third recess engages the extended end of the third cylinder when the centerline of the vehicle body is in the aligned position.
  • a cylinder roller 37 is provided at the projecting end of each cylinder.
  • the piston rod of the cylinder is provided with a return spring, and the return spring contracts the cylinder telescopic end to separate from the corresponding recess when the cylinder is not ventilated.
  • the first recess and the second recess are symmetrically disposed with respect to a centerline of the vehicle body.
  • Each cylinder communicates with the vehicle duct through a valve.
  • the cylinder in the vented state, drives the piston rod 8 to extend into engagement with a corresponding recess that contracts the piston rod 8 in the unvented state to separate from the corresponding recess.
  • the angle of the clockwise rotation of the cam disc 12 and the counterclockwise rotation is 6° with respect to the center line of the vehicle body.
  • the first cylinder 1 and the second cylinder 2 on both sides control the left and right rotation of the coupler; the third cylinder 3 in the middle controls the center line of the coupler to align with the center line of the vehicle body, thereby preventing the coupler from swinging horizontally at random, and realizing the automatic centering function.
  • the third cylinder 3 is in an inflated state, and the center line of the coupler is aligned with the longitudinal centerline of the vehicle body.
  • the present invention takes the first cylinder 1 as an example, and the second cylinder 3 and the third cylinder 3 have the same ventilation principle.
  • the vehicle air duct can only be switched to one cylinder at a time, and the other two cylinders are not inflated.
  • the air duct of the vehicle inflates the pipeline of the first cylinder 1, the pipeline of the second cylinder 2 and the third cylinder 3 is disconnected, and the piston rod of the second cylinder 2 and the third cylinder 3 moves backwards under the action of the return spring, so that The roller is separated from the cam disc;
  • the piston rod of the first cylinder 1 drives the roller 37 to move forward under the cylinder inflation pressure, and transmits the rotation torque of the coupler after contacting the guide slope of the cam disc 12, and drives the cam disc 12 (cam disc and coupler hook)
  • the mechanical connection rotates clockwise until the arcs of the roller 37 and the cam disc 12 engage and stop rotating as shown in Fig. 2 (enable the first cylinder 1), and the cam disc rotates while driving the hook body
  • the rotation angle A can be customized according to the actual line conditions.
  • a single-track vehicle rescue method compares the functions of the automatic rotation centering mechanism of the coupler when the monorail project vehicle is in the R50m curve entrance section.
  • the coupler rotation function is not turned on, the horizontal offset of the coupler 13 of the rescue vehicle 20 and the coupler 14 of the rescue vehicle 21 is large, as shown in FIG. 3, and the automatic hooking cannot be achieved without the hanging range of the coupler. Unable to rescue the faulty car.
  • the coupler rotating portion of the embodiment 1 adopts the coupler automatic centering device as the coupler rotating power mechanism.
  • the coupler automatic centering device selects the enabling cylinder of the centering device by operating the control knob to make the coupler It can automatically rotate a certain angle in the horizontal direction, increase the range of hooks and hooks, and realize the automatic connection of the couplers on the small curve.
  • the coupler automatic centering device includes a coupler bumper housing, a cam plate 12, a first cylinder 1, a second cylinder 2, a third cylinder 3, a cylinder piston rod 8 and a cylinder roller 5.
  • the cam disc 12 is connected to the coupler damper housing through a keyway, a fastener, and the like to drive the coupler to rotate when the cam disc 12 rotates.
  • the vehicle air duct inflates the corresponding cylinder to control the cylinder piston rod 8 to move forward.
  • the return spring in the cylinder moves the cylinder piston rod 8 rearward to reset, thereby separating the cylinder roller 4 and the cam disc 12.
  • the three-position control switch 47 includes two bits for controlling the supply of air to the first cylinder 1, one position for controlling the supply of the second cylinder 2, and a position for controlling the supply of the third cylinder 3.
  • a first electromagnetic valve 48 is disposed on the air supply line of the first cylinder 1
  • a second electromagnetic valve 49 is disposed on the air supply line of the third cylinder 3
  • a third electromagnetic valve 50 is disposed on the air supply line of the second cylinder 2.
  • Train duct 46 provides a source of air for the three cylinders.
  • Each of the three cylinders includes a cylinder piston rod 8 and a return spring 9 mounted on the cylinder piston rod 8.
  • the three-position control switch 47 rotates to one of the zero position, one position and two positions each time, controls the corresponding solenoid valve to be reversed, the vehicle air duct inflates the corresponding cylinder, and controls the cylinder piston rod 8 to move forward.
  • the return spring 9 in the cylinder compresses the cylinder piston rod 8 to move rearward.
  • the outer peripheral surface of the cam plate 12 is provided with a first recess, a second recess and a third recess, and the side walls of each recess have the guiding slope.
  • the first recess engages with the extended end of the first cylinder 1 when the cam disc 12 rotates counterclockwise
  • the second recess engages with the extended end of the second cylinder 2 when the cam disc 12 rotates clockwise
  • the third recess engages the extended end of the third cylinder 3 when the wire and the centerline of the vehicle body are in the aligned position.
  • a cylinder roller 37 is provided at the projecting end of each cylinder.
  • the piston rod of the cylinder is provided with a return spring, and the return spring contracts the cylinder telescopic end to separate from the corresponding recess 18 when the cylinder is not ventilated.
  • the first recess and the second recess are symmetrically disposed with respect to the centerline of the vehicle body.
  • the control knob is rotated to 2 positions as an example: the knob is rotated to 2 positions in the driver's station, and the air duct of the vehicle is inflated to the pipeline of the first cylinder 1, the first cylinder 1
  • the coupler offset type automatic centering device of the embodiment controls the cylinder position by operating the knob, and realizes the offset angle between the center line of the coupler and the longitudinal center line of the vehicle, so that the center line of the coupler of the rescue train and the rescued vehicle is aligned to the maximum extent.
  • the state increases the range of the hooks indirectly, and realizes the automatic connection of the couplers on the small radius plane curve.
  • the cylinder is selected as the power source to realize the automatic swing function of the horizontal direction of the coupler.
  • the air supply from the train duct is used, and no additional driving device is provided.
  • the centering device of the embodiment adopts three cylinder arrangement structures, and the selection of the knob is used to control the cylinder to be started, and the coupler is rotated to the designated position, so that the center line of the coupler of the rescue train and the rescued vehicle is maximally aligned, and the coupler is enlarged. Hanging range.
  • a single-track vehicle rescue method as shown in Figures 3 and 4, when a single-track project vehicle is in the R50m curve entrance section, the comparison and analysis of the offset centering device are not turned on and turned on.
  • the offset centering device is not turned on, the horizontal offset of the coupler 13 of the rescue vehicle 20 and the coupler 14 of the rescue vehicle 21 is large.
  • the automatic connection cannot be realized, and the faulty vehicle cannot be realized.
  • the left and right vehicle couplers 13, 14 can be rotated by the coupler centering device 15, 16 of the present invention, and the left vehicle coupler can be +6° (counterclockwise is positive), and the right car coupler can be placed + 6° (counterclockwise is positive), the couplers of the two trains realize automatic hanging on the 50m curve entrance, which realizes the train rescue on the small radius curve.

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Abstract

本发明提供了一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法。所述轨道车辆车钩旋转对中机构包括凸轮盘，其用于与车钩缓冲器壳体固定相连；旋转机构，其用于驱动凸轮盘在水平面上顺时针或逆时针转动；以及对中机构，其设置在凸轮盘的外侧，并与凸轮盘配合保持车钩中心线和车体中心线在对齐位置。本发明的旋转对中机构可以控制车钩水平旋转一定角度，从而解决了车钩在小半径曲线上无法自动连挂问题。

Description

一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法 技术领域
本发明涉及一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法，属于轨道车辆领域。
背景技术
一般有轨电车及地铁项目车钩配置有不能自动旋转的对中装置如图1所示，车钩水平旋转小于±15°，凸轮和车钩一起旋转推动辊子脱离凸轮凹槽，此时碟簧进一步受压缩，提供更大的反向旋转力矩，使车钩恢复到中心线和车体纵向中心线对齐状态。
对中装置主要作用：防止车钩在待连挂状态随意水平摆动而导致车钩和头罩、导流罩干涉。
对中装置缺点为：对中装置使车钩中心线始终与车体纵向中心线保持对齐，车钩无法实现自动水平摆动。在恶劣小半径曲线车钩无法自动连挂时(如图2所示)，需要司机在轨旁使用辅助连挂装置拉动车钩迫使车钩水平旋转一定角度来满足小半径曲线上连挂需求，此轨旁手动辅助连挂方法主要适用于地铁车辆接触网供电和存在一定可操作空间线路条件的车辆。对于第三轨供电线路或正线无法站人操作等特殊情况，如果车辆处于小半径曲线上时，车钩无法实现自动连挂，将无法实现列车救援。
中国发明专利CN200880008823.1公开了一种用于使半挂车车钩枢轴在铁道单元上全面固定和自动对中心的装载组合件，该装载组合件包括：闭锁在半挂车的车钩枢轴上的机罩，自动对中心并固定在带有自动对中心摆动活动件的舱室的接纳容积中，由构成铁路/公路联运的铁道单元结构一部分的可提升的支架支撑。装载组合件保证车钩枢轴自动和安全地自动对中心和三轴固定，并带有可视的检查标志。然而这种自动对中心的装载组合件只能适应大半径曲线上的对接连挂，依然无法解决上述问题，即不能实现车钩自动旋转一定角度，并使其处于保持状态，不便于车钩在小半径曲线自动连挂。
本发明所述小半径曲线轨道是指轨道的最小弯道半径小于R150m或R150m-5m-R150m的S曲线。
发明内容
本发明旨在提供一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法，该旋转 对中机构可以控制车钩水平旋转一定角度，从而解决车钩在小半径曲线上无法自动连挂问题。
为了实现上述目的，本发明所采用的技术方案是：
一种轨道车辆车钩旋转对中机构，其特征在于，包括：
凸轮盘，其用于与车钩缓冲器壳体固定相连；
旋转机构，其用于驱动凸轮盘在水平面上顺时针或逆时针转动；以及
对中机构，其设置在凸轮盘的外侧，并与凸轮盘配合保持车钩中心线和车体中心线在对齐位置。
其中，车钩中心线和车体中心线在对齐位置表明车钩处于对中的状态。
由此，本发明通过对中机构对凸轮盘的控制(锁固与解锁)，旋转机构对凸轮盘的驱动实现了车钩待连挂状态下的自动对中功能和自动水平旋转一个固定角度功能(图1和2所示)，从而解决了车钩在小半径曲线上无法自动连挂问题，使实现在小半径轨道上进行车辆救援成为了可能。
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：
根据本发明的第一个实施例，所述对中机构包括开设在凸轮盘外周面上的对中凹口，设置在凸轮盘外侧的对中伸缩杆；所述对中凹口与对中伸缩杆的伸出端啮合时保持车钩中心线和车体中心线在对齐位置，对中凹口与对中伸缩杆的伸出端分离时，凸轮盘可由旋转机构驱动在水平面上顺时针或逆时针转动。
为了方便控制锁固和解锁，所述对中伸缩杆为气缸；该气缸在通气状态时驱动活塞杆伸出而与对中凹口啮合，该气缸在未通气状态时活塞杆收缩而与对中凹口分离；优选所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动活塞杆收缩而与对中凹口分离。
所述旋转机构包括：
第一伸缩杆，其设置在凸轮盘一侧用于驱动凸轮盘逆时针转动；
第二伸缩杆，其设置在凸轮盘另一侧用于驱动凸轮盘顺时针转动；以及
设置在凸轮盘的外周面上的第一凹口和第二凹口；所述凸轮盘逆时针转动时所述第一凹口与第一伸缩杆的伸出端啮合，凸轮盘顺时针转动时所述第二凹口与第二伸缩杆的伸出端啮合；
优选所述第一凹口和第二凹口相对车体中心线对称设置。
为了方便控制锁固和解锁，所述第一伸缩杆和第二伸缩杆为气缸；所述气缸在通气状态时驱动活塞杆伸出而与对应的凹口啮合，该气缸在未通气状态时活塞杆收缩而与对应的凹口分离；优选所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动活塞杆收缩而与对应的凹口分离。由此，在气缸未通气状态复位弹簧可以实现活塞杆的自动缩回，从而保持解锁状态。
三个气缸分别通过相应的供风管道与列车风管连通，每根供风管道上装有阀，各阀由三位控制开关控制，使的三个气缸中仅有一个气缸保持通气状态；三个气缸中，作为第一伸缩杆的第一气缸用于驱动凸轮盘逆时针转动，作为第二伸缩杆的第二气缸用于驱动凸轮盘顺时针转动，作为对中伸缩杆的第三气缸用于保持车钩中心线和车体中心线在对齐位置；当所述凸轮盘逆时针转动时所述第一凹口与第一气缸的伸出端啮合，凸轮盘顺时针转动时所述第二凹口与第二气缸的伸出端啮合，车钩中心线和车体中心线在对齐位置时第三凹口与第三气缸的伸出端啮合。本发明利用车辆自身的风管来控制车钩对中机构，不用额外增加新的动力源。
最优选地，通过控制三个气缸的充放气状态来控制车钩处于不同工作状态，两侧的气缸控制车钩左右旋转，中间的对中气缸控制车钩中心线和车体中心线对齐，防止车钩随意摆动，具有自动对中功能。采用气缸的好处在于可以利用列车风管为各气缸供气。
所述三位控制开关设有控制第一气缸通断气的1位，控制第二气缸通断气的3位，以及控制第三气缸通断气的2位；所述三位控制开关的1位、2位和3位分别通过相应的控制线路与相应的阀相连。
为了方便实现自动控制，所述阀为电磁阀。
所述凸轮盘顺时针转动角度和逆时针转动的角度为相对车体中心线偏转的角度范围为4°-10°，优选为6°。
根据本发明的第二个实施例，所述凸轮盘为内齿轮凸轮盘，所述旋转机构包括：
外齿轮传动机构，其与所述内齿轮凸轮盘啮合传动；以及
驱动装置，其用于驱动所述内齿轮凸轮盘和/或外齿轮传动机构转动一角度；
所述内齿轮凸轮盘和/或外齿轮传动机构上设有凹口，该内齿轮凸轮盘外侧设有用于保持车钩中心线和车体中心线在对齐位置的对中伸缩杆；
当所述对中伸缩杆伸出时与所述凹口配合，所述内齿轮凸轮盘和/或外齿轮传动机构与所述对中伸缩杆锁固在一起；当该对中伸缩杆缩回时与所述凹口脱离，所述内齿轮凸轮盘和/或外齿轮传动机构与所述对中伸缩杆解锁。
由此，通过内齿轮凸轮盘和/或外齿轮传动机构上的凹口与伸缩杆之间的配合关系，实现了车钩待连挂状态下处于锁固的自动对中功能和解锁后通过驱动装置驱动旋转一个角度功能(图8-10所示)，从而使实现在小半径轨道上进行车辆救援成为了可能。
由此，本发明的可实现在待连挂状态自动对中功能，并且在小半径平面曲线连挂时，能够使车钩自动水平左右旋转任意角度，解决了车钩在小半径曲线上的自动连挂技术问题。
优选地，所述驱动装置为电机，该电机通过联轴节驱动外齿轮传动机构转动。
为了更好地保证对中功能，所述凹口设置在内齿轮凸轮盘上，且凹口位于车钩中心线的延伸线上。
所述内齿轮凸轮盘顺时针转动角度和逆时针转动的角度为相对车体中心线偏转的角度范围为0°-20°(无级旋转)。
各伸缩杆为气缸，该气缸在通气状态时驱动活塞杆伸出而与对应的凹口配合，该气缸在未通气状态时活塞杆收缩而与对应的凹口分离；优选所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动活塞杆收缩而与对应的凹口分离。由此，复位弹簧可以便于在气缸未通气状态实现活塞杆的自动缩回而与对应的凹口分离。
为了保证凸轮盘可靠地转动，各凹口的侧壁具有导向斜面。
为了方便驱动凸轮盘转动，同时方便与凸轮盘的凹口脱离，各伸缩杆的端部均装有辊子。由此，需要驱动凸轮盘转动时，气缸辊子与凸轮盘对应的凹口啮合。
作为一种优选的连接方式，所述凸轮盘通过键槽和紧固件与所述车钩缓冲器壳体固定相连。
所述凸轮盘通过键槽和紧固件与所述车钩缓冲器壳体固定相连。
基于同一个发明构思，本发明还提供了一种车钩小半径曲线自动连挂控制系统，其包括车钩位置检测部分和车钩旋转部分；所述车钩位置检测部分包括布置在司机室头罩前部的传感器，该传感器用于将探测的待连挂两个车钩的相对位置信息传递给列车检测系统，该列车检测系统将待连挂两个车钩的相对位置信息显示在司机台显示屏上；所述车钩旋转部分为所述的轨道车辆车钩旋转对中机构。
本发明的传感器优选为红外传感器。
本发明优选通过开关、电磁换向阀、气控换向阀、气缸等装置实现车钩自动左右旋转控制，同时在待连挂状态下可实现车钩的自动对中功能。
基于同一个发明构思，本发明还提供了一种轨道车辆救援方法，有具有车钩的救援车 和具有车钩的被救援车，所述救援车和/或被救援车上装有所述的轨道车辆车钩旋转对中机构，该轨道车辆车钩旋转对中机构与救援车和/或被救援车的车钩相连；所述救援方法包括如下步骤：
S1、救援车向被救援车靠近，救援车的车钩和被救援车的车钩的水平偏移量超出了车钩的连挂范围；
S2、救援车和/或被救援车的轨道车辆车钩旋转对中机构通过旋转机构驱动凸轮盘顺时针或逆时针转动一定的角度，该角度使得救援车的车钩和被救援车的车钩的水平偏移量在车钩的连挂范围；
S3、将救援车的车钩和被救援车的车钩进行连挂，实现救援。
所述被救援车位于小半径曲线轨道上，所述小半径曲线轨道是指轨道的最小弯道半径小于R150m或R150m-5m-R150m的S曲线；优选所述轨道为悬挂单轨或跨坐单轨。
根据本发明的实施例，所述凸轮盘为内齿轮凸轮盘，该内齿轮凸轮盘与外齿轮传动机构啮合传动，驱动装置用于驱动所述内齿轮凸轮盘和/或外齿轮传动机构转动一角度；所述内齿轮凸轮盘和/或外齿轮传动机构上设有凹口，该内齿轮凸轮盘外侧设有用于保持车钩中心线和车体中心线在对齐位置的对中伸缩杆；
在解钩状态下，对中伸缩杆伸出时与所述凹口配合，所述内齿轮凸轮盘和/或外齿轮传动机构与所述伸缩杆锁固在一起，保持车钩处于对中状态；
车钩摆动时，伸缩杆缩回时与所述凹口脱离，所述内齿轮凸轮盘和/或外齿轮传动机构与所述伸缩杆解锁，所述救援车和/或被救援车的车钩通过驱动装置驱动车钩顺时针或逆时针转动一定的角度，该角度使得救援车的车钩和被救援车的车钩的水平偏移量在车钩的连挂范围。
与现有技术相比，本发明的有益效果是：
1、本发明可以实现在司机台HMI显示屏直接观测待连挂车钩相对位置；
2、本发明实现了车钩左、右旋转及对中三位置独立控制；
3、本发明的车钩在解钩状态下具备自动水平转动特征；
4、本发明实现了三个气缸之间的互锁功能；
5、本发明采用齿轮传动机构，实现了车钩水平方向任意角度旋转功能；
6、实现了小半径曲线轨道上的车辆救援。
附图说明
图1是本发明一个车钩旋转动力机构实施例的结构原理图(启动气缸前)；
图2是图1中启动气缸后的示意图；
图3是车钩在恶劣曲线连挂情况；
图4是本发明开启车钩旋转动力机构的辅助连挂示意图；
图5是司机台显示器显示效果图；
图6是本发明一种实施例的车钩旋转控制原理图；
图7是本发明另一种实施例的车钩旋转控制原理图；
图8是本发明的对中机构另一种实施例的示意图；
图9是图8的俯视图；
图10是图9的A-A剖面图；
图11是图8的左视图；
图12是本发明一种实施例的对中机构44的示意图；
图13是本发明一种实施例的气缸的控制原理图。
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。
实施例1
一种车钩小半径曲线自动连挂控制系统，包括车钩位置检测部分和车钩旋转部分。
其中车钩位置检测部分主要是在司机室头罩前部布置1个红外传感器，传感器将探测待连挂两个车钩的相对位置，并将车钩位置信息传递给列车检测系统，并将车钩位置信息在司机台HMI显示屏显示，司机可通过司机台显示屏观察救援车与被救援车的车钩相对位置,显示效果如图4所示。
车钩旋转部分是选择气缸作为车钩旋转动力机构。
如图1和2所示，所述车钩旋转动力机构包括车钩缓冲器壳体，凸轮盘12，第一气缸1，第二气缸2，第三气缸3，气缸活塞杆8和气缸辊子37。凸轮盘12通过键槽、紧固件等部件和车钩缓冲器壳体相连，实现凸轮盘旋转时带动车钩旋转。车辆风管11给相应的气缸充气，控制气缸活塞杆8向前移动。当气缸处于未通气状态时，气缸内的复位弹簧使气缸活塞杆8 向后移动复位，使气缸辊子和凸轮盘分离。所述凸轮盘12通过键槽和紧固件与所述车钩缓冲器壳体固定相连。
如图1所示，所述凸轮盘12的外周面上设有第一凹口、第二凹口和对中凹口，各凹口18的侧壁具有导向斜面。凸轮盘12逆时针转动时所述第一凹口与第一气缸1的伸出端啮合，凸轮盘12顺时针转动时所述第二凹口与第二气缸2的伸出端啮合，车钩中心线和车体中心线在对齐位置时对中凹口与第三气缸3的伸出端啮合。各气缸的伸出端装有气缸辊子37。所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动气缸伸缩端收缩而与对应的凹口18分离。较好的方案是第一凹口和第二凹口相对车体中心线对称设置。
各气缸通过阀门与车辆风管11连通。所述气缸在通气状态时驱动活塞杆8伸出而与对应的凹口啮合，该气缸在未通气状态时活塞杆8收缩而与对应的凹口18分离。
所述凸轮盘12顺时针转动角度和逆时针转动的角度为相对车体中心线偏转6°。
两侧的第一气缸1、第二气缸2控制车钩左右旋转；中间的第三气缸3控制车钩中心线和车体中心线对齐，防止车钩随意水平摆动，实现自动对中功能。车钩待连挂状态时第三气缸3处于充气状态，保持车钩中心线和车体纵向中心线对齐。
本发明以给第一气缸1通气为例，第二气缸2、第三气缸3通气原理一样。车辆风管11每次只能切换给一个气缸充气，其余两个气缸不充气。车辆风管给第一气缸1管路充气，第二气缸2、第三气缸3的管路断开，第二气缸2、第三气缸3的活塞杆在复位弹簧的作用下向后运动，使辊子与凸轮盘分离；第一气缸1活塞杆在气缸充气压力下带动辊子37向前移动，当和凸轮盘12的导向斜面接触后并传递车钩旋转力矩，驱动凸轮盘12(凸轮盘和车钩钩身机械连接)顺时针旋转直至辊子37和凸轮盘12的圆弧凹口18啮合后停止旋转(启用第一气缸1)，如图2所示，凸轮盘12旋转的同时驱动车钩钩身水平方向顺时针旋转一个固定角度A＝6°。
本发明的自动对中机构旋转角度为A＝6°。旋转角度A可根据实际线路情况进行定制设计。
如图6所示，控制原理如下：第一气缸1、第二气缸2分别通过电磁换向阀4,6控制，第三气缸3通过气控换向阀5控制，每个气缸内安装有气缸活塞杆8和气缸复位弹簧9，
三位旋钮10只使用1、3位置，2位置为空位。第一气缸1控制车钩朝左侧旋转，第三气缸3控制车钩复位到居中位置，第二气缸2气缸控制车钩朝右侧旋转。以司机面向列车前进方向定义司机左手侧为车钩左侧，司机右手侧位车钩右侧。
当车钩处于待连挂状态时，三位旋钮10置于2位即空位，此时车辆风管为第三气缸3充 气，使车钩处于居中位置，保持车钩纵向中心线和车辆纵向中心线对齐，防止车钩随意摆动，起到自动对中功能。
司机通过HMI显示屏观察救援车与被救援车的车钩相对位置，判断车钩需要旋转方向。
假设司机在司机室司机台显示屏判断车钩需要往左侧旋转，则将三位旋钮10置于1位，从而控制电磁换向阀4控制端得电换向，车辆风管给第一气缸1充气，推动气缸活塞杆8向前推动，为车钩旋转提供动力。同时平衡阀7的气路导通，平衡阀7的输出端和气控换向阀5的控制端连通，使气控换向阀5换向,第三气缸3的气路换向到排气口，复位弹簧9使第三气缸2复位。
如果司机判断车钩需要往右侧旋转，则将则将三位旋钮10置于3位，原理同上。
值得一提的是，本发明的控制系统还可以采用图7的方案，即采用3个电磁换向阀实现对3个气缸的充放气控制，三位旋钮10的三位置分别控制3个电磁换向阀电控端得失电状态。
一种单轨车辆救援方法，如图3和4所示，单轨项目车辆在R50m曲线入口路段时，未开启及开启车钩自动旋转对中机构的功能对比分析。在未开启车钩旋转功能时，救援车20的车钩13和被救援车21的车钩14的水平偏移量很大，如图3所示，未在车钩的连挂范围，无法实现自动连挂，无法实现对故障车的救援。通过本发明的车钩对中机构15,16即可实现左右车车钩13,14旋转一定角度A＝6°，两列车的车钩在50m曲线入口上实现了自动连挂，实现了小半径曲线上的列车救援。
实施例2
实施例1中的车钩旋转部分采用齿轮传动机构作为车钩旋转动力机构，具体而言，如图8-11所示，所述的车钩旋转动力机构包括：
内齿轮凸轮盘32，其用于与车钩缓冲器壳体固定相连；
外齿轮传动机构31，其与所述内齿轮凸轮盘32啮合传动；以及
驱动装置，其用于驱动所述外齿轮传动机构31和/或内齿轮凸轮盘32转动一角度；
所述内齿轮凸轮盘32和/或外齿轮传动机构31上设有凹口，该内齿轮凸轮盘32外侧设有用于保持车钩中心线和车体中心线在对齐位置的伸缩杆；
当所述伸缩杆伸出时与所述凹口配合，所述内齿轮凸轮盘32和/或外齿轮传动机构31与所述伸缩杆锁固在一起；当该伸缩杆缩回时与所述凹口脱离，所述内齿轮凸轮盘32和/或外齿轮传动机构31与所述伸缩杆解锁。
由此，通过内齿轮凸轮盘和/或外齿轮传动机构上的凹口与伸缩杆之间的配合关系，实现了车钩待连挂状态下处于锁固的自动对中功能和解锁后通过驱动装置驱动旋转一个角度功能，从而使实现在小半径轨道上进行车辆救援成为了可能。
所述外齿轮传动机构31和内齿轮凸轮盘32安装在机构壳体38内，机构壳体38通过紧固件40固定在车上。
为了方便控制，所述驱动装置为电机36，该电机36通过联轴节42驱动外齿轮传动机构31转动。优选电机36为传动步进电机，电机36外设有电机保护外罩43。由此，在伸缩杆缩回时与所述凹口脱离的解锁状态下，通过电机的正反转驱动外齿轮传动机构正反转，从而带动内齿轮凸轮盘和车钩转动相应的角度。
为了更好地保证对中功能，所述凹口设置在内齿轮凸轮盘32上，且凹口位于车钩中心线的延伸线上。
为了方便控制锁固和解锁，所述伸缩杆为气缸，该气缸在通气状态时驱动活塞杆34伸出而与所述凹口配合，该气缸在未通气状态时活塞杆收缩而与所述凹口分离。采用气缸的好处在于可以利用列车风管为各气缸供气。优选地，气缸的气缸进气口35通过阀门与车辆风管连通。气缸安装在气缸壳体39内，该气缸壳体39通过紧固件41安装在机构壳体38上。
为了便于在气缸未通气状态实现活塞杆的自动缩回，所述气缸的活塞杆34上套装有复位弹簧33，该复位弹簧33在气缸未通气状态带动活塞杆34收缩而与凹口分离。
优选地，所述伸缩杆的伸出端装有辊子37。
优选地，所述内齿轮凸轮盘顺时针转动角度和逆时针转动的角度为相对车体中心线偏转的角度范围为0°-20°(无级旋转)。
救援方法与实施例1类似，不再赘述。
实施例3
与实施例2类似，如图8-11所示，车钩旋转动力机构包括外齿轮传动机构31，内齿轮凸轮盘32，复位弹簧33，气缸活塞杆34，气缸进气口35，传动步进电机36，与气缸活塞杆通过销连接的辊子37，旋转机构壳体38，气缸壳体39，旋转机构壳体安装紧固件40，气缸安装到旋转机构壳体的紧固件41，联轴节42，电机保护外罩43。
其中，与车钩缓冲器壳体固定相连的内齿轮凸轮盘32与外齿轮传动机构31啮合传动，电机36通过联轴节驱动所述外齿轮传动机构31转动0°-20°(无级旋转)。
如图9和10所示，为了方便自动对中，所述内齿轮凸轮盘32上设有凹口，且凹口位于车钩中心线的延伸线上，该内齿轮凸轮盘32外侧设有用于保持车钩中心线和车体中心线在对齐位置的气缸；该气缸在通气状态时驱动活塞杆34伸出而与所述凹口配合，该气缸在未通气状态时活塞杆收缩而与所述凹口分离。所述气缸的伸出端装有辊子37。所述气缸的活塞杆34上套装有复位弹簧33，该复位弹簧33在气缸未通气状态带动活塞杆34收缩而与凹口分离。
当所述气缸伸出时与所述凹口配合，所述内齿轮凸轮盘32和/或外齿轮传动机构31与所述气缸锁固在一起；当该气缸缩回时与所述凹口脱离，所述内齿轮凸轮盘32和/或外齿轮传动机构31与所述气缸解锁。
内齿轮凸轮盘32通过键槽、紧固件等部件和车钩缓冲器壳体相连，实现凸轮盘旋转时带动车钩旋转。
解钩状态下，气缸处于充气状态，活塞杆34在压缩气体作用下，推动辊子37和内齿轮凸轮盘32的圆弧凹口啮合接触，提供车钩自动对中力矩，防止车钩随意水平摆动，发生和头罩、导流罩干涉、碰撞。
当需要车钩水平摆动时，首先切断气缸进气，气缸的复位弹簧使气缸挺杆向后移动，同时带动辊子37和内齿轮凸轮盘32的圆弧凹口分离，内齿轮凸轮盘2处于自由状态。此时通过双向步进电机驱动外齿轮传动机构旋转，外齿轮传动机构通过齿轮啮合带动内齿轮凸轮盘旋转，从而实现车钩水平方向转动。
一种轨道车辆的救援方法，图3和4所示，单轨项目车辆在R50m曲线入口路段时，未开启及开启车钩旋转功能对比分析。在未开启车钩旋转功能时，救援车20的车钩13和被救援车21的车钩14的水平偏移量很大，未在车钩的连挂范围，无法实现自动连挂，无法实现对故障车的救援。通过本发明的车钩对中机构15，16即可实现左右车车钩13，14旋转一定角度A1＝13°，A2＝5°(两个车钩中心线对齐连挂，车钩最佳连挂状态)，两列车的车钩在50m曲线入口上实现了自动连挂，实现了小半径曲线上的列车救援。
实施例4
与实施例1类似，实施例1中的车钩旋转部分采用车钩对中机构作为车钩旋转动力机构，具体而言，如图1-2所示，车钩对中机构包括车钩缓冲器壳体，凸轮盘12，第一气缸1，第二气缸2，第三气缸3，气缸活塞杆8和气缸辊子37。凸轮盘通过键槽、紧固件等部件和车钩缓冲器壳体相连，实现凸轮盘旋转时带动车钩旋转。车辆风管给相应的气缸充气，控制 气缸活塞杆8向前移动。当气缸处于未通气状态时，气缸内的复位弹簧使气缸活塞杆8向后移动复位，使气缸辊子和凸轮盘分离。
所述凸轮盘12通过键槽和紧固件与所述车钩缓冲器壳体固定相连。
所述凸轮盘12的外周面上设有第一凹口、第二凹口和第三凹口，各凹口的侧壁具有导向斜面17。凸轮盘12逆时针转动时所述第一凹口与第一气缸的伸出端啮合，凸轮盘12顺时针转动时所述第二凹口与第二气缸的伸出端啮合，车钩中心线和车体中心线在对齐位置时第三凹口与第三气缸的伸出端啮合。各气缸的伸出端装有气缸辊子37。所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动气缸伸缩端收缩而与对应的凹口分离。优选第一凹口和第二凹口相对车体中心线对称设置。
各气缸通过阀门与车辆风管连通。所述气缸在通气状态时驱动活塞杆8伸出而与对应的凹口啮合，该气缸在未通气状态时活塞杆8收缩而与对应的凹口分离。
所述凸轮盘12顺时针转动角度和逆时针转动的角度为相对车体中心线偏转6°。
两侧的第一气缸1、第二气缸2控制车钩左右旋转；中间的第三气缸3控制车钩中心线和车体中心线对齐，防止车钩随意水平摆动，实现自动对中功能。车钩待连挂状态时第三气缸3处于充气状态，保持车钩中心线和车体纵向中心线对齐。
本发明以给第一气缸1通气为例，第二气缸2、第三气缸3通气原理一样。车辆风管每次只能切换给一个气缸充气，其余两个气缸不充气。车辆风管给第一气缸1管路充气，第二气缸2、第三气缸3的管路断开，第二气缸2、第三气缸3的活塞杆在复位弹簧的作用下向后运动，使辊子与凸轮盘分离；第一气缸1活塞杆在气缸充气压力下带动辊子37向前移动，当和凸轮盘12的导向斜面接触后并传递车钩旋转力矩，驱动凸轮盘12(凸轮盘和车钩钩身机械连接)顺时针旋转直至辊子37和凸轮盘12的圆弧凹口啮合后停止旋转如图2(启用第一气缸1)所示，凸轮盘旋转的同时驱动车钩钩身水平方向顺时针旋转一个固定角度A＝6°。
本发明的自动对中装置旋转角度为A＝6°。旋转角度A可根据实际线路情况进行定制设计。
一种单轨车辆救援方法，如图3和4所示，单轨项目车辆在R50m曲线入口路段时，未开启及开启车钩自动旋转对中机构的功能对比分析。在未开启车钩旋转功能时，救援车20的车钩13和被救援车21的车钩14的水平偏移量很大，如图3所示，未在车钩的连挂范围，无法实现自动连挂，无法实现对故障车的救援。通过本发明的车钩对中机构15,16即可实现左右车车钩13,14旋转一定角度A＝6°，两列车的车钩在50m曲线入口上实现了自动连挂，实现了小半径曲线上的列车救援。
实施例5
与实施例1类似，实施例1中的车钩旋转部分采用车钩自动对中装置作为车钩旋转动力机构，具体而言，车钩自动对中装置通过操作控制旋钮，选择对中装置的启用气缸，使车钩能够水平方向自动旋转一定角度，增加车钩连挂范围，实现小曲线上车钩的自动连挂。
如图2-5所示，所述车钩自动对中装置包括车钩缓冲器壳体，凸轮盘12，第一气缸1，第二气缸2，第三气缸3，气缸活塞杆8和气缸辊子5。凸轮盘12通过键槽、紧固件等部件和车钩缓冲器壳体相连，实现凸轮盘12旋转时带动车钩旋转。车辆风管给相应的气缸充气，控制气缸活塞杆8向前移动。当气缸处于未通气状态时，气缸内的复位弹簧使气缸活塞杆8向后移动复位，使气缸辊子4和凸轮盘12分离。
如图13所示，三位控制开关47包括控制第一气缸1供气的2位，控制第二气缸2供气的1位，以及控制第三气缸3供气的0位。其中第一气缸1的供气管路上设有第一电磁阀48，第三气缸3的供气管路上设有第二电磁阀49，第二气缸2的供气管路上设有第三电磁阀50。列车风管46为三个气缸提供气源。
三个气缸中，每个气缸均包括气缸活塞杆8和装在气缸活塞杆8上的复位弹簧9。三位控制开关47每次旋转到0位,1位,2位中的一个控制位，控制相应的电磁阀换向，车辆风管给相应的气缸充气，控制气缸活塞杆8向前移动。当气缸处于未通气状态时，气缸内的复位弹簧9压缩气缸活塞杆8向后移动。
所述凸轮盘12的外周面上设有第一凹口、第二凹口和第三凹口，各凹口的侧壁具有所述的导向斜面。凸轮盘12逆时针转动时所述第一凹口与第一气缸1的伸出端啮合，凸轮盘12顺时针转动时所述第二凹口与第二气缸2的伸出端啮合，车钩中心线和车体中心线在对齐位置时第三凹口与第三气缸3的伸出端啮合。各气缸的伸出端装有气缸辊子37。所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动气缸伸缩端收缩而与对应的凹口18分离。较好的方案是第一凹口和第二凹口相对车体中心线对称设置。
图13为对中装置控制原理，本实施例以控制旋钮旋转到2位为例：在司机台将旋钮旋转到2位，车辆风管给第一气缸1的管路充气，第一气缸1的辊子37向前移动，当和凸轮盘12的导向斜面17接触后并传递车钩旋转力矩，驱动凸轮盘(凸轮盘和车钩钩身机械连接)顺时针旋转直至辊子37和凸轮盘12圆弧面啮合后停止旋转，凸轮盘旋转的同时驱动车钩钩身水平方向顺时针旋转角度A＝6°。本发明的自动对中装置旋转角度为A＝6°。旋转角度A可根据实际情况进行定制。
本实施例的车钩偏置式自动对中装置通过操作旋钮控制启用气缸位置，实现了车钩中心线与车辆纵向中心线产生偏置角度，使救援列车和被救援车的车钩中心线最大程度处于对齐状态，间接增加车钩连挂范围，实现小半径平面曲线上车钩的自动连挂。
同时，选择气缸作为动力源，实现车钩水平方向的自动摆动功能，同时，利用列车风管供气，不用额外设置驱动装置。
本实施例的对中装置采用三个气缸布置结构，通过选择旋钮来控制需要启动气缸，实现车钩向指定位置旋转，使救援列车和被救援车的车钩中心线最大程度处于对齐状态，增大车钩连挂范围。
一种单轨车辆救援方法，如图3和4所示，单轨项目车辆在R50m曲线入口路段时，未开启及开启偏置对中装置对比分析。在未开启偏置对中装置时，救援车20的车钩13和被救援车21的车钩14的水平偏移量很大，如图3所示，无法实现自动连挂，无法实现对故障车的救援。开启偏置对中后，通过本发明的车钩对中装置15,16即可实现左右车车钩13,14旋转，可以实现左车车钩摆+6°(逆时针为正)，右车车钩摆+6°(逆时针为正)，两列车的车钩在50m曲线入口上实现了自动连挂，实现了小半径曲线上的列车救援。
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 (21)

  1. 一种轨道车辆车钩旋转对中机构，其特征在于，包括：
    凸轮盘(12,32)，其用于与车钩缓冲器壳体固定相连；
    旋转机构，其用于驱动凸轮盘(12,32)在水平面上顺时针或逆时针转动；以及
    对中机构，其设置在凸轮盘(12,32)的外侧，并与凸轮盘(12,32)配合保持车钩中心线和车体中心线在对齐位置。
  2. 根据权利要求1所述的轨道车辆车钩旋转对中机构，其特征在于，所述对中机构包括开设在凸轮盘(12,32)外周面上的对中凹口，设置在凸轮盘(12,32)外侧的对中伸缩杆；所述对中凹口与对中伸缩杆的伸出端啮合时保持车钩中心线和车体中心线在对齐位置，对中凹口与对中伸缩杆的伸出端分离时，凸轮盘(12,32)可由旋转机构驱动在水平面上顺时针或逆时针转动。
  3. 根据权利要求2所述的轨道车辆车钩旋转对中机构，其特征在于，所述对中伸缩杆为气缸；该气缸在通气状态时驱动活塞杆(8)伸出而与对中凹口啮合，该气缸在未通气状态时活塞杆(8)收缩而与对中凹口分离；优选所述气缸的活塞杆(8)上套装有复位弹簧(9)，该复位弹簧(9)在气缸未通气状态带动活塞杆(8)收缩而与对中凹口分离。
  4. 根据权利要求1-3中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，所述旋转机构包括：
    第一伸缩杆，其设置在凸轮盘(12)一侧用于驱动凸轮盘(12)逆时针转动；
    第二伸缩杆，其设置在凸轮盘(12)另一侧用于驱动凸轮盘(12)顺时针转动；以及设置在凸轮盘(12)的外周面上的第一凹口和第二凹口；所述凸轮盘(12)逆时针转动时所述第一凹口与第一伸缩杆的伸出端啮合，凸轮盘(12)顺时针转动时所述第二凹口与第二伸缩杆的伸出端啮合；
    优选所述第一凹口和第二凹口相对车体中心线对称设置。
  5. 根据权利要求4所述的轨道车辆车钩旋转对中机构，其特征在于，所述第一伸缩杆和第二伸缩杆为气缸；所述气缸在通气状态时驱动活塞杆(8)伸出而与对应的凹口啮合，该气缸在未通气状态时活塞杆(8)收缩而与对应的凹口分离；优选所述气缸的活塞杆(8)上套装有复位弹簧(9)，该复位弹簧(9)在气缸未通气状态带动活塞杆(8)收缩而与对应的凹口分离。
  6. 根据权利要求5所述的轨道车辆车钩旋转对中机构，其特征在于，三个气缸分别通过相应的供风管道与列车风管连通，每根供风管道上装有阀，各阀由三位控制开关控制，使的三个气缸中仅有一个气缸保持通气状态；
    三个气缸中，作为第一伸缩杆的第一气缸用于驱动凸轮盘逆时针转动，作为第二伸缩杆的第二气缸用于驱动凸轮盘顺时针转动，作为对中伸缩杆的第三气缸用于保持车钩中心线和车体中心线在对齐位置；当所述凸轮盘逆时针转动时所述第一凹口与第一气缸的伸出端啮合，凸轮盘顺时针转动时所述第二凹口与第二气缸的伸出端啮合，车钩中心线和车体中心线在对齐位置时第三凹口与第三气缸的伸出端啮合。
  7. 根据权利要求6所述的轨道车辆车钩旋转对中机构，其特征在于，所述三位控制开关设有控制第一气缸通断气的1位，控制第二气缸通断气的3位，以及控制第三气缸通断气的2位；所述三位控制开关的1位、2位和3位分别通过相应的控制线路与相应的阀相连。
  8. 根据权利要求1所述的轨道车辆车钩旋转对中机构，其特征在于，所述阀为电磁阀。
  9. 根据权利要求1所述的轨道车辆车钩旋转对中机构，其特征在于，所述凸轮盘顺时针转动角度和逆时针转动的角度为相对车体中心线偏转的角度范围为4°-10°，优选为6°。
  10. 根据权利要求1所述的轨道车辆车钩旋转对中机构，其特征在于，所述凸轮盘(32)为内齿轮凸轮盘，所述旋转机构包括：
    外齿轮传动机构，其与所述内齿轮凸轮盘啮合传动；以及
    驱动装置，其用于驱动所述内齿轮凸轮盘和/或外齿轮传动机构转动一角度；
    所述内齿轮凸轮盘和/或外齿轮传动机构上设有凹口，该内齿轮凸轮盘外侧设有用于保持车钩中心线和车体中心线在对齐位置的对中伸缩杆；
    当所述对中伸缩杆伸出时与所述凹口配合，所述内齿轮凸轮盘和/或外齿轮传动机构与所述对中伸缩杆锁固在一起；当该对中伸缩杆缩回时与所述凹口脱离，所述内齿轮凸轮盘和/或外齿轮传动机构与所述对中伸缩杆解锁。
  11. 根据权利要求10所述的轨道车辆车钩旋转对中机构，其特征在于，所述驱动装置为电机，该电机通过联轴节驱动外齿轮传动机构转动。
  12. 根据权利要求10所述的轨道车辆车钩旋转对中机构，其特征在于，所述凹口设置在内齿轮凸轮盘上，且凹口位于车钩中心线的延伸线上。
  13. 根据权利要求10-12中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，所述 内齿轮凸轮盘顺时针转动角度和逆时针转动的角度为相对车体中心线偏转的角度范围为0°-20°。
  14. 根据权利要求2-12中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，各伸缩杆为气缸，该气缸在通气状态时驱动活塞杆伸出而与对应的凹口配合，该气缸在未通气状态时活塞杆收缩而与对应的凹口分离；优选所述气缸的活塞杆上套装有复位弹簧，该复位弹簧在气缸未通气状态带动活塞杆收缩而与对应的凹口分离。
  15. 根据权利要求2-12中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，各凹口的侧壁具有导向斜面(17)。
  16. 根据权利要求2-12中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，各伸缩杆的端部均装有辊子(37)。
  17. 根据权利要求2-12中任一项所述的轨道车辆车钩旋转对中机构，其特征在于，所述凸轮盘通过键槽和紧固件与所述车钩缓冲器壳体固定相连。
  18. 一种车钩小半径曲线自动连挂控制系统，其特征在于，包括车钩位置检测部分和车钩旋转部分；所述车钩位置检测部分包括布置在司机室头罩前部的传感器，该传感器用于将探测的待连挂两个车钩的相对位置信息传递给列车检测系统，该列车检测系统将待连挂两个车钩的相对位置信息显示在司机台显示屏上；所述车钩旋转部分为权利要求1-12中任一项所述的轨道车辆车钩旋转对中机构。
  19. 一种轨道车辆救援方法，有具有车钩(13)的救援车(20)和具有车钩(14)的被救援车(21)，其特征在于，所述救援车(20)和/或被救援车(21)上装有如权利要求1-17中任一项所述的轨道车辆车钩旋转对中机构，该轨道车辆车钩旋转对中机构与救援车(20)和/或被救援车(21)的车钩(13)相连；所述救援方法包括如下步骤：
    S1、救援车(20)向被救援车(21)靠近，救援车(20)的车钩(13)和被救援车(21)的车钩(14)的水平偏移量超出了车钩的连挂范围；
    S2、救援车(20)和/或被救援车(21)的轨道车辆车钩旋转对中机构通过旋转机构驱动凸轮盘(5)顺时针或逆时针转动一定的角度，该角度使得救援车(20)的车钩(13)和被救援车(21)的车钩(14)的水平偏移量在车钩的连挂范围；
    S3、将救援车(20)的车钩(13)和被救援车(21)的车钩(14)进行连挂，实现救援。
  20. 根据权利要求19所述的轨道车辆救援方法，其特征在于，所述被救援车(21)位于小半径曲线轨道上，所述小半径曲线轨道是指轨道的最小弯道半径小于R150m或 R150m-5m-R150m的S曲线；优选所述轨道为悬挂单轨或跨坐单轨。
  21. 根据权利要求19所述的轨道车辆救援方法，其特征在于，所述凸轮盘(32)为内齿轮凸轮盘，该内齿轮凸轮盘与外齿轮传动机构啮合传动，驱动装置用于驱动所述内齿轮凸轮盘和/或外齿轮传动机构转动一角度；所述内齿轮凸轮盘和/或外齿轮传动机构上设有凹口，该内齿轮凸轮盘外侧设有用于保持车钩中心线和车体中心线在对齐位置的对中伸缩杆；
    在解钩状态下，对中伸缩杆伸出时与所述凹口配合，所述内齿轮凸轮盘(2)和/或外齿轮传动机构(1)与所述伸缩杆锁固在一起，保持车钩处于对中状态；
    车钩摆动时，伸缩杆缩回时与所述凹口脱离，所述内齿轮凸轮盘(2)和/或外齿轮传动机构(1)与所述伸缩杆解锁，所述救援车(20)和/或被救援车(21)的车钩通过驱动装置驱动车钩顺时针或逆时针转动一定的角度，该角度使得救援车(20)的车钩(13)和被救援车(21)的车钩(14)的水平偏移量在车钩的连挂范围。
PCT/CN2017/118453 2017-09-25 2017-12-26 一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法 WO2019056635A1 (zh)

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