CN118810853A - A coupling device and train - Google Patents

Abstract

The present invention provides a coupling device and a train. The coupling device includes a first damping rotary mechanism, which is arranged at a first end of a first vehicle and is used to connect the second end of a second vehicle adjacent to the first vehicle. The first damping rotary mechanism increases the rotational damping between the first vehicle and the second vehicle as the travel speed of the first vehicle increases, and/or reduces the rotational damping between the first vehicle and the second vehicle as the first angle between the travel directions of the first vehicle and the second vehicle increases.

Description

A coupling device and train

Technical Field

The invention relates to the field of intelligent trams, and in particular to a coupling device and a train.

Background Art

With the expansion of the application scenarios of electronic guided rubber-tyred system vehicles and the continuous evolution of user needs, the demand for flexible tram formation has become increasingly prominent in order to cope with peak passenger flow during rush hours and holidays.

In the prior art, train coupling is usually performed by physical connection and disconnection. However, during the operation of coupled vehicles, the body of a long train may bend and twist when passing through a curve, and vibration, impact and force may be generated during high-speed operation, posing a great threat to the driving safety of the coupled vehicles.

In order to overcome the above-mentioned defects of the prior art, there is an urgent need in the art for a coupling technology to improve the stability of coupled vehicles during high-speed straight driving and the portability during low-speed curved driving, thereby ensuring the driving safety of coupled vehicles.

Summary of the invention

A brief summary of one or more aspects is given below to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceived aspects, and is neither intended to identify the key or decisive elements of all aspects nor to define the scope of any or all aspects. Its only purpose is to give some concepts of one or more aspects in a simplified form as a prelude to a more detailed description that will be given later.

In order to overcome the above-mentioned defects existing in the prior art, the present invention provides a coupling device and a train, which are used to improve the stability of the coupled vehicles during high-speed straight-line driving and the portability during low-speed curve driving, thereby ensuring the driving safety of the coupled vehicles. Specifically, the coupling device provided according to the first aspect of the present invention includes a first damping rotary mechanism, which is arranged at the first end of the first vehicle and is used to connect the second end of the second vehicle adjacent to the first vehicle, wherein the first damping rotary mechanism increases the rotational damping between the first vehicle and the second vehicle as the driving speed of the first vehicle increases, and/or reduces the rotational damping between the first vehicle and the second vehicle as the first angle between the driving directions of the first vehicle and the second vehicle increases.

Furthermore, in some embodiments of the present invention, the first damping rotary mechanism includes a first damping adjustable shock absorber, a first angle sensor and a first controller, wherein the first damping adjustable shock absorber is used to adjust the damping between the first vehicle and the first damping rotary mechanism, the first angle sensor is used to collect the first angle between the driving directions of the first vehicle and the second vehicle, and the first controller is used to control the first damping adjustable shock absorber to adjust the rotational damping between the first vehicle and the second vehicle according to the driving speed of the first vehicle and/or the first angle.

Furthermore, in some embodiments of the present invention, the coupling device also includes a second damping rotary mechanism, which is arranged at the second end of the second vehicle, and is used to connect the first end of the first vehicle via the first damping rotary mechanism, wherein the second damping rotary mechanism increases the rotational damping between the first vehicle and the second vehicle as the driving speed of the second vehicle increases, and/or reduces the rotational damping between the first vehicle and the second vehicle as the first angle between the driving directions of the first vehicle and the second vehicle increases.

Furthermore, in some embodiments of the present invention, the second damping rotary mechanism includes a second damping adjustable shock absorber, a second angle sensor and a second controller, wherein the second damping adjustable shock absorber is used to adjust the damping between the second vehicle and the second damping rotary mechanism, the second angle sensor is used to collect the first angle between the driving directions of the first vehicle and the second vehicle, and the second controller is used to control the second damping adjustable shock absorber to adjust the rotational damping between the first vehicle and the second vehicle according to the driving speed of the first vehicle and/or the first angle.

Furthermore, in some embodiments of the present invention, the coupling device also includes an electric slewing mechanism, which is arranged at the second end of the second vehicle, and is used to adjust the slewing angle according to a third angle signal provided by a third angle sensor to align with the first damping slewing mechanism, and connect the first end of the first vehicle via the first damping slewing mechanism.

Furthermore, in some embodiments of the present invention, the electric rotating mechanism includes a servo electric cylinder, the third angle sensor and a third controller, wherein the servo electric cylinder is used to perform angle control on the first damping rotating mechanism, the third angle sensor is used to collect a third angle signal, and the third controller is used to drive the servo electric cylinder to rotate according to the third angle signal collected by the third angle sensor to align with the first damping rotating mechanism.

Further, in some embodiments of the present invention, the first damping slewing mechanism also includes a first slewing base, a first slewing upper frame and a first mounting support, wherein the first slewing upper frame is slewingly connected to the first slewing base via a first slewing bearing, the first slewing base is provided with the first controller, the first end of the first damping adjustable shock absorber is movably connected to the first slewing upper frame, the second end of the first damping adjustable shock absorber is movably connected to the first mounting support, the first angle sensor is fixedly installed on the first slewing base and includes a first swing rod and a first connecting rod, the first end of the first swing rod is fixedly connected to the central axis of the first angle sensor, the second end is hinged to the first end of the first connecting rod, the second end of the first connecting rod is hinged to the first slewing upper frame, and/or the second damping slewing mechanism also includes a second slewing base, a second slewing upper frame and a second mounting support, wherein the second slewing upper frame is slewingly connected to the second slewing base via a second slewing bearing, the second slewing base is provided with the second controller, and the second slewing upper frame is movably connected to the second damping adjustable shock absorber. The first end of the second mounting support is movably connected to the second end of the second damping adjustable shock absorber, the second angle sensor is fixedly mounted on the second rotating base frame and includes a second swing rod and a second connecting rod, the first end of the second swing rod is fixedly connected to the central axis of the second angle sensor, the second end is hinged to the first end of the second connecting rod, the second end of the second connecting rod is hinged to the second rotating upper frame, and/or the electric rotating mechanism also includes a third rotating base frame, a third rotating upper frame and a third mounting support, wherein the third rotating upper frame is rotationally connected to the third rotating base frame via a third rotating bearing, the third rotating base frame is provided with the third controller, the third rotating upper frame is movably connected to the first end of the servo electric cylinder, the third mounting support is movably connected to the second end of the servo electric cylinder, the third angle sensor is fixedly mounted on the third rotating base frame and includes a third swing rod and a third connecting rod, the first end of the third swing rod is fixedly connected to the central axis of the third angle sensor, the second end of the third swing rod is hinged to the first end of the third connecting rod, and the second end of the third connecting rod is hinged to the third rotating upper frame.

Further, in some embodiments of the present invention, a first limit block is provided on the first rotating frame, a first limit surface is provided on the first rotating frame, the first limit block abuts against the first limit surface at a preset angle, and/or a second limit block is provided on the second rotating frame, a second limit surface is provided on the second rotating frame, the second limit block abuts against the second limit surface at a preset angle, and/or a third limit block is provided on the third rotating frame, a third limit surface is provided on the third rotating frame, the third limit block abuts against the third limit surface at a preset angle, for limiting the rotation angle between the first vehicle and the second vehicle.

Furthermore, in some embodiments of the present invention, the coupling device further comprises a connecting rod assembly for connecting the first damping rotary mechanism to the second damping rotary mechanism and/or the electric rotary mechanism.

Further, in some embodiments of the present invention, the connecting rod assembly includes: a first component, provided with a first guide tooth, a first guide groove and a first ball pin slot, wherein a first ball joint pin provided on a first rotating upper frame of the first damping rotary mechanism is engaged with the first ball pin slot to connect the first damping rotary mechanism to the first component. A second component, provided with a second guide tooth, a second guide groove and a second ball pin slot, wherein a second ball joint pin provided on a second rotating upper frame of the second damping rotary mechanism is engaged with the second ball pin slot to connect the second damping rotary mechanism to the second component, or a third ball joint pin provided on a third rotating upper frame of the electric rotary mechanism is engaged with the second ball pin slot to connect the electric rotary mechanism to the second component. The first component and the second component are engaged via the first guide tooth, the first guide groove, the second guide tooth and the second guide groove.

Furthermore, in some embodiments of the present invention, the coupling device also includes a fastener, wherein the first damping rotary mechanism and the first component are reinforced via a first fastener, and/or the second damping rotary mechanism or the electric rotary mechanism and the first component are reinforced via a second fastener.

Furthermore, in some embodiments of the present invention, the connecting rod assembly also includes a connecting rod pin, the first component also includes a first through hole, and the second component also includes a second through hole, the through hole axes of the first through hole and the second through hole coincide, and the connecting rod pin passes through the through hole axis to reinforce the connection between the first component and the second component.

In addition, the train provided according to the second aspect of the present invention comprises a plurality of vehicles and a coupling device as described in any one of the first aspect of the present invention, wherein at least one of the vehicles is connected to its adjacent vehicle via the coupling device.

Furthermore, in some embodiments of the present invention, the coupling device is provided at the front end of the first vehicle of the train to connect to the rear end of the last vehicle of another train, and/or the coupling device is provided at the rear end of the last vehicle of the train to connect to the front end of the first vehicle of another train.

Furthermore, in some embodiments of the present invention, an equipment compartment is provided on the body of the first vehicle section and/or the last vehicle section for carrying the connecting rod assembly of the coupling device.

BRIEF DESCRIPTION OF THE DRAWINGS

The above features and advantages of the present invention can be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or features may have the same or similar reference numerals.

FIG. 1 shows a schematic diagram of a three-unit train according to some embodiments of the present invention.

FIG. 2 shows a schematic diagram of a coupling structure of a three-train set according to some embodiments of the present invention.

FIG. 3 shows a schematic structural diagram of a coupling device provided according to some embodiments of the present invention.

FIG. 4 shows a schematic structural diagram of a damping rotation mechanism provided according to some embodiments of the present invention.

FIG. 5 is a schematic structural diagram of a coupling device provided according to some embodiments of the present invention.

FIG6 shows a schematic structural diagram of an electric slewing mechanism according to some embodiments of the present invention.

FIG. 7 shows a schematic structural diagram of an angle sensor provided according to some embodiments of the present invention.

FIG. 8 is a schematic structural diagram of a limiting mechanism provided according to some embodiments of the present invention.

FIG. 9 shows a schematic diagram of a split structure of a connecting rod provided according to some embodiments of the present invention.

FIG. 10 is a schematic diagram showing a connection structure between a connecting rod and a rotating mechanism according to some embodiments of the present invention.

FIG. 11 is a schematic diagram showing a connected structure of connecting rods provided according to some embodiments of the present invention.

FIG. 12 is a schematic diagram of a cross-sectional structure of a connecting rod provided according to some embodiments of the present invention.

Reference numerals:

1 Coupling device

10, 20 damping rotary mechanism

11. Adjustable damping shock absorber

111 Spherical plain bearings

12, 32 Angle Sensor

121 Swing Rod

122 Connecting rod

13.33 Controller

14, 34 revolving chassis

141 Limit block

15, 35 rotation rack

151 Limiting surface

152, 352 ball hinge pin

16, 36 slewing bearing

17, 37 Install the support

30 Electric rotary mechanism

31 Servo electric cylinder

40 connecting rod assembly

41 First Component

411, 421 guide teeth

412, 422 guide groove

413, 423 through hole

414, 424 ball pin slot

42 Second Component

43 Fasteners

44 Connecting rod pin

45 slotted nut and split pin

DETAILED DESCRIPTION

The following specific embodiments illustrate the implementation of the present invention, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this implementation. On the contrary, the purpose of introducing the invention in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description.

In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

In addition, the terms "upper", "lower", "left", "right", "top", "bottom", "horizontal" and "vertical" used in the following description should be understood as the directions shown in the paragraph and the related drawings. Such relative terms are only used for the convenience of description and do not mean that the device described therein must be manufactured or operated in a specific direction, and therefore should not be understood as limiting the present invention.

It is understood that although the terms "first", "second", "third", etc. may be used herein to describe various components, regions, layers and/or parts, these components, regions, layers and/or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers and/or parts. Therefore, the first component, region, layer and/or part discussed below may be referred to as a second component, region, layer and/or part without departing from some embodiments of the present invention.

As mentioned above, in the prior art, the train coupling operation is usually carried out by physical connection and disconnection. However, during the operation of the coupled vehicles, the body of the long train may bend and twist when passing through a curve, and vibration, impact and force may be generated during high-speed operation, posing a great threat to the driving safety of the coupled vehicles.

In order to overcome the above-mentioned defects in the prior art, the present invention provides a coupling device and a train, which are used to improve the stability of the coupled vehicles during high-speed straight driving and the lightness during low-speed curved driving, thereby ensuring the driving safety of the coupled vehicles.

In some non-limiting embodiments, the coupling device provided in the first aspect of the present invention may be configured and implemented in the train provided in the second aspect of the present invention.

First, please refer to Figures 1 and 2. Figure 1 shows a schematic diagram of the structure of a three-carriage train provided according to some embodiments of the present invention. Figure 2 shows a schematic diagram of the coupling structure of a three-carriage train provided according to some embodiments of the present invention.

As shown in Fig. 1 and Fig. 2, the train includes a plurality of vehicles and a coupling device 1 according to any one of the first aspects of the present invention, wherein at least one vehicle is connected to its adjacent vehicle via the coupling device 1. Here, the coupling device 1 is provided at the front end of the first vehicle of the train to connect to the rear end of the last vehicle of another train, and/or the coupling device 1 is provided at the rear end of the last vehicle of the train to connect to the front end of the first vehicle of another train.

Preferably, an equipment compartment may be provided on the body of the first vehicle and/or the last vehicle for carrying the connecting rod assembly 40 of the coupling device 1 .

Specifically, taking a three-carriage train as an example, the tram can be equipped with a coupling device 1 at the front of the train to couple two trains. For example, the tram can be equipped with a coupling device 1 (for example, an electric slewing mechanism) at the first front of the train, wherein the mounting support of the slewing mechanism is welded to the first car body, and the slewing chassis is connected to the first car body by bolts. Another coupling device 1 (for example, a damping slewing mechanism) is configured at the second front of the train, wherein the mounting support of the slewing mechanism is welded to the second car body, and the slewing chassis is connected to the second car body by bolts.

Then, the two trains are parked in the same lane in the order of the first train and the second train, the connecting rod assembly 40 on the two trams is removed, the connecting rod is connected to the electric slewing mechanism, the electric slewing mechanism is used for lateral alignment, and the vehicle is moved forward and backward for longitudinal alignment. Then, the connecting rod is connected to the damping slewing mechanism, the connecting rod tapered shaft is inserted and tightened, the vehicle is driven in a low speed and straight line, the electric slewing mechanism is self-locked at zero angle, and only a single slewing center, namely the damping slewing center, is retained between the two trains to complete the six-car assembly of the two trams.

Optionally, the train may include different marshalings, so as to be flexibly matched and coupled (for example, a two-marshaling train is coupled with a three-marshaling train) to meet the flexible marshaling operation requirements in different application scenarios.

Please refer to Figures 3 and 4. Figure 3 shows a schematic diagram of the structure of a coupling device 1 provided according to some embodiments of the present invention. Figure 4 shows a schematic diagram of the structure of a damping slewing mechanism provided according to some embodiments of the present invention.

As shown in Fig. 3, the coupling device 1 may include a first damping slewing mechanism 10, a second damping slewing mechanism 20, and a connecting rod assembly 40. The first damping slewing mechanism 10 is provided at the first end of the first vehicle, the second damping slewing mechanism 20 is provided at the second end of the second vehicle, and the first damping slewing mechanism 10 is connected to the second damping slewing mechanism 20 via the connecting rod assembly 40. In this way, after coupling, the two trains have two free slewing centers, which can improve the consistency of bidirectional driving.

As shown in FIG4 , the first damping rotary mechanism 10 increases the rotational damping between the first vehicle and the second vehicle as the travel speed _v1 of the first vehicle increases, and/or decreases the rotational damping between the first vehicle and the second vehicle as the first angle _θ1 between the travel directions of the first vehicle and the second vehicle increases, so as to improve the stability of the coupled vehicle during high-speed straight-line travel and the portability during low-speed curve travel, thereby ensuring the driving safety of the coupled vehicle. Here, the speed threshold may be 40 km/h, and the angle threshold may be 10 degrees.

Further, in some embodiments, the first damping rotary mechanism 10 includes a first damping adjustable shock absorber 11, a first angle sensor 12, and a first controller 13. The first damping adjustable shock absorber 11 is used to adjust the damping between the first vehicle and the first damping rotary mechanism 10, the first angle sensor 12 is used to collect the first angle θ ₁ between the driving directions of the first vehicle and the second vehicle, and the first controller 13 is used to control the first damping adjustable shock absorber 11 to adjust the rotational damping between the first vehicle and the second vehicle according to the first vehicle driving speed v ₁ and/or the first angle θ ₁ .

Furthermore, in some embodiments, the first damping slewing mechanism 10 further includes a first slewing base frame 14, a first slewing upper frame 15 and a first mounting support 17, wherein the first slewing upper frame 15 is slewingly connected to the first slewing base frame 14 via a first slewing bearing 16, providing the rotational freedom required for the double-vehicle linkage to travel on a curve. The first slewing base frame 14 is provided with a first controller 13, the first end of the first damping adjustable shock absorber 11 is movably connected to the first slewing upper frame 15, the second end of the first damping adjustable shock absorber 11 is movably connected to the first mounting support 17, and the first angle sensor 12 is fixedly mounted on the first slewing base frame 14. Here, joint bearings 111 may be provided at both ends (cylinder end and piston rod end) of the first damping adjustable shock absorber 11, which may be connected to the first mounting support 17 and the first slewing upper frame 15 via joint bearings 111.

Similarly, the second damping rotary mechanism 20 increases the rotational damping between the first vehicle and the second vehicle as the second vehicle travel speed _v2 increases, and/or decreases the rotational damping between the first vehicle and the second vehicle as the first angle between the travel directions of the first vehicle and the second vehicle increases. Here, the speed threshold may be 40 km/h, and the angle threshold may be 10 degrees.

Further, in some embodiments, the second damping rotary mechanism 20 includes a second damping adjustable shock absorber, a second angle sensor and a second controller, wherein the second damping adjustable shock absorber is used to adjust the damping between the second vehicle and the second damping rotary mechanism 20, the second angle sensor is used to collect a first angle θ ₁ between the driving directions of the first vehicle and the second vehicle, and the second controller is used to control the second damping adjustable shock absorber to adjust the rotational damping between the first vehicle and the second vehicle according to the first vehicle driving speed v ₁ and/or the first angle θ ₁ .

Furthermore, in some embodiments, the second damping slewing mechanism 20 further includes a second slewing chassis, a second slewing upper frame and a second mounting support, wherein the second slewing upper frame is slewingly connected to the second slewing chassis via a second slewing bearing, providing the rotational freedom required for the double-vehicle linkage to travel on a curved road. The second slewing chassis is provided with a second controller, the second slewing upper frame is movably connected to the first end of the second damping adjustable shock absorber, the second mounting support is movably connected to the second end of the second damping adjustable shock absorber, and the second angle sensor is fixedly mounted on the second slewing chassis.

Preferably, please refer to FIG. 5 , which shows a schematic structural diagram of a coupling device 1 provided according to some embodiments of the present invention.

As shown in Fig. 5, the second damping rotary mechanism 20 may also be an electric rotary mechanism 30. The electric rotary mechanism 30 is disposed at the second end of the second vehicle, and is used to adjust the rotary angle according to the third angle signal provided by the third angle sensor 32 to align with the first damping rotary mechanism 10, and is connected to the first end of the first vehicle via the first damping rotary mechanism 10. The electric rotary mechanism 30 can achieve inching rotation alignment within an angle range of ±54°.

Further, in some embodiments, the electric rotating mechanism 30 includes a servo electric cylinder 31, a third angle sensor 32 and a third controller 33, wherein the servo electric cylinder 31 is used to perform angle control on the first damping rotating mechanism 10, the third angle sensor 32 is used to collect a third angle signal, and the third controller 33 is used to drive the servo electric cylinder 31 to rotate according to the third angle signal collected by the third angle sensor 32 to align with the first damping rotating mechanism 10.

Furthermore, in some embodiments, the electric slewing mechanism 30 further includes a third slewing chassis 34, a third slewing upper frame 35 and a third mounting support 3737, wherein the third slewing upper frame 35 is slewingly connected to the third slewing chassis 34 via a third slewing bearing 3636, providing the rotational freedom required for the double-vehicle linkage to travel on a curved road. The third slewing chassis 34 is provided with a third controller 33, the third slewing upper frame 35 is movably connected to the first end of the servo electric cylinder 31, and the third mounting support 3737 is movably connected to the second end of the servo electric cylinder 31. Here, both ends (cylinder end and rod end) of the damping adjustable shock absorber and/or the servo electric cylinder 31 are provided with joint bearings, which are connected to the mounting support and the slewing upper frame through joint bearings. In addition, the damping adjustable shock absorber and/or the servo electric cylinder 31 are arranged in an eight-shaped pattern, so that the slewing mechanism has a better damping torque output at different rotation angles.

Optionally, the servo electric cylinder 31 of the electric rotary mechanism 30 can also be replaced by a mechanical connecting rod, which can be manually adjusted and aligned, and locked at the zero position after being straightened, thereby reducing the complexity and cost of the system.

Furthermore, in some embodiments, a ball joint pin is provided on the rotating upper frame, which is used to connect the connecting rod assembly 40 through a retaining spring. The double-sided double-rod rubber ball joint connection structure not only ensures the pitch and roll movement requirements of the double workshop, but also has a buffering and vibration reduction effect.

Optionally, the second damping slewing mechanism 20 can also be directly connected to the second end of the second vehicle, so that the coupled vehicle only relies on the first damping slewing mechanism 10, which can also improve the stability of the coupled vehicle during high-speed straight driving and the lightness during low-speed curved driving.

Please refer to FIG. 7 , which shows a schematic structural diagram of an angle sensor provided according to some embodiments of the present invention.

As shown in Fig. 7, the angle sensor is fixedly mounted on the slewing chassis and includes a rocker arm and a connecting rod. Optionally, two redundant angle sensors can be configured in the damping slewing mechanism and/or the electric slewing mechanism 30 to ensure stability in obtaining angle information and improve driving safety.

Specifically, the first angle sensor 12 includes a first swing rod 121 and a first connecting rod 122. The first end of the first swing rod 121 is fixedly connected to the central axis of the first angle sensor 12, and the second end is hinged to the first end of the first connecting rod 122. The second end of the first connecting rod 122 is hinged to the first rotating frame 15. The second angle sensor includes a second swing rod and a second connecting rod. The first end of the second swing rod is fixedly connected to the central axis of the second angle sensor, and the second end is hinged to the first end of the second connecting rod. The second end of the second connecting rod is hinged to the second rotating frame. The third angle sensor 32 is fixedly installed on the third rotating frame 34, and includes a third swing rod and a third connecting rod. The first end of the third swing rod is fixedly connected to the central axis of the third angle sensor 32, the second end of the third swing rod is hinged to the first end of the third connecting rod, and the second end of the third connecting rod is hinged to the third rotating frame 35. Here, the articulation can be achieved by a joint bearing.

Please refer to FIG. 8 , which shows a schematic structural diagram of a limiting mechanism provided according to some embodiments of the present invention.

As shown in FIG8 , a limit block 141 is provided on the revolving bottom frame, and a limit surface 151 is provided on the revolving top frame. The limit block 141 abuts against the limit surface 151 at a preset angle, which can limit the rotation angle of the double workshop and avoid the vehicle folding and collision.

Specifically, the first rotating base frame 14 is provided with a first limit block 141, the first rotating upper frame 15 is provided with a first limit surface 151, and the first limit block 141 abuts against the first limit surface 151 at a preset angle. The second rotating base frame is provided with a second limit block 141, the second rotating upper frame is provided with a second limit surface 151, and the second limit block 141 abuts against the second limit surface 151 at a preset angle. The third rotating base frame 34 is provided with a third limit block 141, the third rotating upper frame 35 is provided with a third limit surface 151, and the third limit block 141 abuts against the third limit surface 151 at a preset angle, which is used to limit the rotation angle between the first vehicle and the second vehicle.

Please refer to Figures 9 and 10, Figure 9 shows a schematic diagram of the split structure of the connecting rod provided according to some embodiments of the present invention. Figure 10 shows a schematic diagram of the connection structure of the connecting rod and the rotary mechanism provided according to some embodiments of the present invention.

As shown in FIGS. 9 and 10 , the connecting rod assembly 40 is used to connect the first damping rotary mechanism 10 to the second damping rotary mechanism 20 and/or the electric rotary mechanism 30. The connecting rod assembly 40 includes a first component 41 and a second component 42.

Furthermore, in some embodiments, the first component 41 is provided with a first guide tooth 411, a first guide groove 412 and a first ball pin groove 414, and the second component 42 is provided with a second guide tooth 421, a second guide groove 422, and a second ball pin groove 424. The first component 41 and the second component 42 are clamped via the first guide tooth 411, the first guide groove 412, the second guide tooth 421, and the second guide groove 422, so as to connect the first component 41 with the second component 42.

Furthermore, in some embodiments, the first ball joint pin shaft 152 is engaged with the first ball pin slot 414 to connect the first damping rotary mechanism 10 to the first component 41 , and is reinforced via fasteners 43 to connect the first damping rotary mechanism 10 to the connecting rod assembly 40 .

Further, in some embodiments, the second ball joint pin is engaged with the second ball pin slot 424 to connect the second damping rotary mechanism 20 to the second component 42, and is reinforced via the fastener 43 to connect the second damping rotary mechanism 20 to the connecting rod assembly 40, and/or the third ball joint pin 352 and the second ball pin slot 424 are engaged with each other to connect the electric rotary mechanism 30 to the second component 42, and are reinforced via the fastener 43 to connect the electric rotary mechanism 30 to the connecting rod assembly 40.

Here, through the cooperative connection of the first component 41, the second component 42, the ball joint pin, the ball pin slot and the fastener 43 of the connecting rod assembly 40, rapid coupling and uncoupling (for example, the time can be controlled within 10 minutes) and a firm connection can be achieved without special requirements for tools and sites.

Optionally, please refer to Figures 11 and 12. Figure 11 shows a schematic diagram of a connected structure of a connecting rod provided according to some embodiments of the present invention. Figure 12 shows a schematic diagram of a connected cross-sectional structure of a connecting rod provided according to some embodiments of the present invention.

As shown in FIGS. 11 and 12 , the connecting rod assembly 40 further includes a connecting rod pin 44, the first component 41 further includes a first through hole 413, and the second component 42 further includes a second through hole 423. The through hole axes of the first through hole 413 and the second through hole 423 coincide. The connecting rod pin 44 passes through the through hole axis to reinforce the connection between the first component 41 and the second component 42.

Furthermore, the diameter of the first through hole 413 may be larger than that of the second through hole 423, and the connecting rod pin 44 may be a tapered shaft adapted to the first through hole 413 and the second through hole 423. Therefore, in the process of assembling the connecting rod assembly 40, a person skilled in the art may first insert the guide tooth into the guide groove, rotate 90° to engage, then insert the tapered shaft into the tapered hole formed by the first through hole 413 and the second through hole 423, and finally tighten the slotted nut and insert the split pin 45. Thus, the staggered connection between the guide groove and the guide tooth can ensure that the connection between the first component 41 and the second component 42 will not be disconnected even after the tapered shaft falls off.

In summary, the coupling device 1 and the train provided by the present invention can be used to improve the stability of the coupled vehicle during high-speed straight driving and the portability during low-speed curved driving, thereby ensuring the driving safety of the coupled vehicle. In addition, a variety of marshaling methods can be realized to meet the flexible marshaling operation requirements in different application scenarios. At the same time, when a vehicle fails, the normal tram can rescue the faulty tram, which is convenient for towing the faulty vehicle away from the scene in a timely manner, avoiding line congestion, and avoiding the trouble of specially configuring a rescue vehicle.

Although the above methods are illustrated and described as a series of actions for simplicity of explanation, it should be understood and appreciated that these methods are not limited by the order of the actions, because according to one or more embodiments, some actions may occur in a different order and/or concurrently with other actions from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art.

The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein, but should be granted the widest scope consistent with the principles and novel features disclosed herein.

Claims (15)

1. A coupling device, which comprises a main body and a plurality of auxiliary bodies, characterized by comprising the following steps:

The first damping slewing mechanism is arranged at a first end of a first vehicle and is used for connecting a second end of a second vehicle adjacent to the first vehicle, wherein the first damping slewing mechanism increases the rotation damping between the first vehicle and the second vehicle along with the increase of the running speed of the first vehicle and/or decreases the rotation damping between the first vehicle and the second vehicle along with the increase of a first included angle between the running directions of the first vehicle and the second vehicle.

2. The hitch apparatus of claim 1, wherein the first damping swivel mechanism comprises a first damping adjustable shock absorber, a first angle sensor and a first controller, wherein the first damping adjustable shock absorber is configured to adjust damping between a first vehicle and the first damping swivel mechanism, the first angle sensor is configured to collect a first included angle between a first vehicle and the second vehicle travel direction, and the first controller is configured to control the first damping adjustable shock absorber to adjust rotational damping between the first vehicle and the second vehicle based on the first vehicle travel speed and/or the first included angle.

3. The hitch apparatus as set forth in claim 1, further comprising:

The second damping slewing mechanism is arranged at the second end of the second vehicle and is used for being connected with the first end of the first vehicle through the first damping slewing mechanism, wherein the second damping slewing mechanism increases the rotation damping between the first vehicle and the second vehicle along with the increase of the running speed of the second vehicle and/or decreases the rotation damping between the first vehicle and the second vehicle along with the increase of a first included angle between the running directions of the first vehicle and the second vehicle.

4. A hitch apparatus as claimed in claim 3, in which the second damping swivel mechanism comprises a second damping adjustable shock absorber for adjusting damping between a second vehicle and the second damping swivel mechanism, a second angle sensor for acquiring a first angle of included between a first vehicle and the direction of travel of the second vehicle, and a second controller for controlling the second damping adjustable shock absorber to adjust rotational damping between the first vehicle and the second vehicle in dependence on the first vehicle speed of travel and/or the first angle of included.

5. The hitch apparatus as set forth in claim 1, further comprising:

The electric swing mechanism is arranged at the second end of the second vehicle and used for adjusting the swing angle according to a third angle signal provided by a third angle sensor so as to align the first damping swing mechanism and connect the first end of the first vehicle through the first damping swing mechanism.

6. The hitch apparatus of claim 5, wherein the motorized pulley comprises a servo motorized cylinder for angular control of the first dampened pulley, the third angular sensor for a collected third angular signal, and a third controller for driving the servo motorized cylinder to rotate in accordance with the third angular signal collected by the third angular sensor to align with the first dampened pulley.

7. The hitch apparatus of claim 2, 4 or 6, wherein the first damping swing mechanism further comprises a first swing frame, a first swing upper frame and a first mounting support, wherein the first swing upper frame is pivotally connected to the first swing frame via a first swing bearing, the first swing frame is provided with the first controller, a first end of the first damping adjustable shock absorber is movably connected to the first swing upper frame, a second end of the first damping adjustable shock absorber is movably connected to the first mounting support, the first angle sensor is fixedly mounted on the first swing frame, and comprises a first swing rod and a first connecting rod, a first end of the first swing rod is fixedly connected to a central shaft of the first angle sensor, a second end of the first swing rod is hinged to a first end of the first connecting rod, a second end of the first connecting rod is hinged to the first swing upper frame, and/or

The second damping rotary mechanism further comprises a second rotary underframe, a second rotary upper frame and a second mounting support, wherein the second rotary upper frame is in rotary connection with the second rotary underframe through a second rotary bearing, the second rotary underframe is provided with a second controller, the second rotary upper frame is movably connected with the first end of the second damping adjustable shock absorber, the second mounting support is movably connected with the second end of the second damping adjustable shock absorber, the second angle sensor is fixedly mounted on the second rotary underframe and comprises a second swing rod and a second connecting rod, the first end of the second swing rod is fixedly connected with a central shaft of the second angle sensor, the second end of the second swing rod is hinged with the first end of the second connecting rod, the second end of the second connecting rod is hinged with the second rotary upper frame, and/or

The electric rotating mechanism further comprises a third rotating underframe, a third rotating upper frame and a third mounting support, wherein the third rotating upper frame is connected with the third rotating underframe in a rotating way through a third rotating bearing, the third rotating underframe is provided with a third controller, the third rotating upper frame is movably connected with the first end of the servo electric cylinder, the third mounting support is movably connected with the second end of the servo electric cylinder, the third angle sensor is fixedly arranged on the third rotating underframe and comprises a third swing rod and a third connecting rod, the first end of the third swing rod is fixedly connected with a central shaft of the third angle sensor, the second end of the third swing rod is hinged with the first end of the third connecting rod, and the second end of the third connecting rod is hinged with the third rotating upper frame.

8. The hitch apparatus of claim 7, wherein the first rotating chassis is provided with a first stopper, the first rotating chassis is provided with a first stopper surface, the first stopper is abutted with the first stopper surface at a predetermined angle, and/or

The second rotary underframe is provided with a second limiting block, the second rotary underframe is provided with a second limiting surface, and the second limiting block is abutted with the second limiting surface at a preset angle, and/or

The third rotary underframe is provided with a third limiting block, a third limiting surface is arranged on the third rotary upper frame, and the third limiting block is abutted to the third limiting surface at a preset angle and used for limiting the rotation angle between the first vehicle and the second vehicle.

9. A hitch apparatus as claimed in claim 3 or claim 5, further comprising:

and a connecting rod assembly for connecting the first damping rotation mechanism to the second damping rotation mechanism and/or the electric rotation mechanism.

10. The hitch apparatus as claimed in claim 9, wherein said linkage assembly comprises:

A first component provided with a first guide tooth, a first guide groove and a first ball pin clamping groove, wherein a first ball hinge pin shaft arranged on a first rotary upper frame of the first damping rotary mechanism is clamped with the first ball pin clamping groove so as to connect the first damping rotary mechanism to the first component,

The second assembly is provided with a second guide tooth, a second guide groove and a second ball pin clamping groove, wherein a second ball hinge pin shaft arranged on a second rotary upper frame of the second damping rotary mechanism is clamped with the second ball pin clamping groove so as to connect the second damping rotary mechanism to the second assembly, or a third ball hinge pin shaft arranged on a third rotary upper frame of the electric rotary mechanism is clamped with the second ball pin clamping groove so as to connect the electric rotary mechanism to the second assembly,

The first component and the second component are clamped with each other through the first guide teeth, the first guide grooves, the second guide teeth and the second guide grooves.

11. The hitch apparatus as set forth in claim 10, further comprising:

And a fastener, wherein the first damping rotation mechanism and the first component are reinforced by the first fastener, and/or the second damping rotation mechanism or the electric rotation mechanism and the first component are reinforced by the second fastener.

12. The hitch apparatus as claimed in claim 11, wherein said linkage assembly further comprises a linkage pin, said first assembly further comprises a first through-hole, said second assembly further comprises a second through-hole,

The axes of the first through hole and the second through hole are coincident, and the connecting rod pin shaft passes through the axes of the through holes to strengthen the connection of the first component and the second component.

13. A train comprising a plurality of vehicles, and a hitch as claimed in any one of claims 1 to 12, wherein at least one of the vehicles connects its adjacent vehicles via the hitch.

14. A train as claimed in claim 13, wherein the front end of the first train is provided with said hitch for connecting to the rear end of the last train of another train, and/or

The rear end of the last-section vehicle of the train is provided with the coupling device so as to be connected with the front end of the first-section vehicle of another train.

15. The train of claim 14, wherein the body of the lead and/or the tail vehicles is provided with equipment compartments for carrying the linkage assembly of the hitch.