A passenger train that can be freely assembled and dispersed independently

Abstract

The present invention provides a passenger train capable of being freely assembled and dispersed independently, comprising a plurality of passenger cars capable of being freely assembled and dispersed independently. When the plurality of passenger cars are freely assembled, the plurality of passenger cars form a passenger train, any one of which can serve as the main car, and the others are followers. The carriages of the passenger train are interconnected and provided with a service corridor, and adjacent passenger cars are connected with each other by weak traction. When the plurality of passenger cars are dispersed independently, each passenger car operates independently. An articulation mechanism, a passage mechanism, and a connecting shed are provided between the rear end of the front car and the head end of the rear car of the passenger train to connect the adjacent passenger cars. The passenger train provided by the present invention can be arbitrarily disassembled and combined, that is, it can be freely assembled and operated by multiple customers, or it can be dispersed and operated independently. It does not require additional investment under the existing road infrastructure or on existing BRT roads. It solves the problem of urban bus operation rates during peak and off-peak periods, improves efficiency, saves resources, and reduces costs.

Description

Technical Field

[0001] The present invention relates to the field of passenger trains, and in particular to a passenger train capable of being freely marshaled and dispersed independently. Background Art

[0002] A motor train is a vehicle group consisting of a tractor and one or more trailers. Types of motor trains include: passenger car trains, coach trains, freight trains, drawbar trailer trains, articulated trains, double trailer trains, double semi-trailer trains, and flatbed trains.

[0003] A passenger train is a combination of a passenger car and one or more passenger trailers. The passenger cars on a passenger train are not connected, though service corridors may be provided. Passenger cars here include minivans with 9 to 16 seats, city buses (public buses), long-distance buses, tourist buses, and other special-purpose buses.

[0004] The first generation of articulated buses were primarily used for buses in the Bus Rapid Transit (BRT) system. These buses consist of two or more rigid carriages connected by articulated joints, with passageways between them allowing passengers to move freely. The number of carriages varies, from single-articulated (two carriages) to double-articulated (three carriages). They are typically single-decker and comprise two bus compartments. They offer high capacity and passenger capacity. Single-articulated buses are typically around 18 meters long, while double-articulated buses can carry approximately 200 people and reach a length of 25 meters.

[0005] The second generation of automobile trains is the smart rail train, which is the abbreviation of the intelligent rail express train, namely ART (full name: Autonomous rail Rapid Transit). In fact, this train should be called a virtual train, because it is an automobile train that runs along two white lines on the ground as a virtual track. The mechanical structure of the smart rail train is basically the same as that of the traditional articulated bus. The smart rail train is an upgraded version of the traditional articulated bus and introduces an intelligent driving system and an automatic identification system. The smart rail train introduces the cab layout of the EMU, with an independent cab connected by an articulated plate. The carriages can reach 3 or more, with a length of more than 30 meters and a capacity of more than 300 people.

[0006] Although the first generation of automobile trains did not require large investments and modifications to road infrastructure, their significant disadvantages were mainly the following: 1.1 They could not be disassembled and combined arbitrarily; 1.2 The cost of the articulated plate was relatively high; 1.3 The operating costs were relatively high; 1.4 A longer platform was required.

[0007] The main disadvantages of the second-generation car trains are as follows: 2.1 The original articulated bus BRT line cannot be used, and new infrastructure construction is required; 2.2 It can only be combined in fixed quantities and cannot be split and combined arbitrarily; 2.3 The manufacturing cost is relatively high; 2.4 It occupies social vehicle space.

[0008] At existing urban bus stops during morning and evening rush hours, the first bus arrives, followed by several other buses waiting to enter. For safety reasons, each bus must enter the platform before its doors open for boarding and disembarking. This means the first bus takes several minutes to board and disembark before subsequent buses arrive. This results in the appearance of multiple buses picking up passengers, but in reality, passengers are not transported in a timely manner. On urban bus routes during off-peak periods, once the morning and evening rush hours have passed and the off-peak period has begun, a common phenomenon can be seen across all routes: one large bus, one driver, and several passengers. Summary of the Invention

[0009] In order to solve the above problems, the purpose of the present invention is to provide a passenger train that can be freely assembled and dispersed independently, so as to solve the defects that articulated passenger cars cannot be arbitrarily disassembled and combined, the high cost of reinvestment in infrastructure and manufacturing of smart rail trains, and the problem that bus companies fail to transport passengers in time during peak hours in the morning and evening and waste resources during off-peak hours.

[0010] In order to achieve the above objectives, the present invention adopts the following technical solutions:

[0011] A passenger train capable of being freely assembled and dispersed independently comprises a plurality of passenger cars capable of being freely assembled and dispersed independently; when the plurality of passenger cars are freely assembled, the plurality of passenger cars form a passenger train, any one of the passenger cars can be used as a main car, and the rest are following cars; the carriages of the passenger train are interconnected and provided with a service corridor, and two adjacent passenger cars are weakly traction-connected; when the plurality of passenger cars are dispersed independently, each passenger car operates independently.

[0012] Furthermore, the passenger bus includes a carriage, which includes a body. The left side of the interior of the body includes a front driving area, a middle passenger seat area and a rear electrical box. The right side of the interior of the body includes a front aisle plug sliding door at the front end, a middle through aisle and a rear aisle plug sliding door at the rear end. A passenger door and a folding seat are provided on the right side of the interior of the body.

[0013] Furthermore, windshields are provided at the front and rear ends of the left side of the compartment, and pillars are provided between the front and rear sliding doors of the passage and the front and rear windshields; the passenger door is an electric sliding door, and the width of the windshield is half the width of the compartment.

[0014] Furthermore, an articulated mechanism, a passage mechanism and a connecting shed for connecting two adjacent passenger cars are provided between the rear end of the front car and the head end of the rear car of the passenger train.

[0015] Furthermore, the articulated mechanism includes a spring articulated device installed at the rear of the front vehicle and the head of the rear vehicle, and the spring articulated device includes a telescopic cylinder, a compression spring and a strong electromagnet;

[0016] The telescopic cylinder is installed at the inner ends of the front and rear bumpers of two adjacent passenger cars. The telescopic cylinder is connected to the compression spring, and the compression spring is connected to the strong electromagnet. The strong electromagnets at the rear of the front car and the head of the rear car are connected to each other.

[0017] Furthermore, the hinge mechanism further includes a chain lock device and a tension sensor;

[0018] The chain lock device includes a chain lock receiving device, a chain lock and a chain lock hook. The chain lock receiving device is arranged at the rear of the front vehicle, the chain lock is placed in the chain lock receiving device, and the chain lock hook is installed at the head of the rear vehicle and connected to the chain lock.

[0019] The tension sensor is installed on a spring hinge device; two spring hinge devices are provided at the rear end of the front vehicle and the head end of the rear vehicle, and the chain lock device is located between the two spring hinge devices.

[0020] Furthermore, the channel mechanism includes a channel cover, a telescopic device, a channel pass plate and a pass plate interface;

[0021] The channel cover is folded and arranged at the rear end of the front vehicle, the telescopic device is located below the channel cover, the output end of the telescopic device is connected to the channel pass plate, and the pass plate interface is arranged at the head of the rear vehicle. When the channel pass plate is retracted, it is located inside the channel cover, and when it is extended, it overlaps the pass plate interface.

[0022] Furthermore, the channel plate includes a plate cover at the upper end and a spring base plate at the lower end;

[0023] A crossbar groove is provided at the lower end of the over-plate cover plate, and the material of the over-plate cover plate is rubber; the spring base plate includes a crossbar and a spring, and multiple crossbars are evenly arranged along the length direction of the over-plate cover plate, and adjacent crossbars are connected by multiple springs.

[0024] Furthermore, the connecting shed includes a passage shed, an outer rain shed, a first spring cylinder and a second spring cylinder;

[0025] The passage shed, outer canopy, first spring cylinder and second spring cylinder are all located at the rear of the front vehicle, and the passage shed is located at the inner end of the outer canopy. The piston spring of the first spring cylinder is connected to the passage shed, and the piston spring of the second spring cylinder is connected to the outer canopy. The passage mechanism is located at the bottom end of the passage shed.

[0026] Furthermore, the passage shed and the outer canopy are both inverted U-shaped structures, and two of the first spring cylinder and the second spring cylinder are provided and are located at the left and right ends of the top of the passage shed and the outer canopy.

[0027] Beneficial effects of the present invention:

[0028] The passenger train provided by the present invention can be arbitrarily disassembled and combined, that is, it can be freely grouped and operated by multiple customers, or it can be dispersed and operated independently; under the existing road infrastructure or on existing BRT roads, no further investment is required; it solves the problem of urban public transportation rate during peak and off-peak periods, improves efficiency, saves resources and reduces costs.

[0029] The passenger train carriage provided by the present invention is provided with front and rear sliding doors at the front and rear ends of the right side of the carriage body for connecting the two passenger carriages, and a through passage is provided in the middle for passengers to stand and pass. The structure is exquisite, novel and simple. In addition to meeting the functions of conventional passenger cars, it also achieves the effect of connecting the carriages of passenger trains and forming a service passage.

[0030] The passenger train articulation mechanism provided by the present invention is provided with spring articulation devices at the rear end of the front car and the head end of the rear car. When power is on, two strong electromagnets attract and connect with each other, so that the rear end of the front car and the head end of the rear car are connected, and the two cars can be freely grouped; when power is off, the two strong electromagnets separate, so that the rear end of the front car and the head end of the rear car are separated, and the two cars can be dispersed and independent.

[0031] The articulated mechanism for a passenger train provided by the present invention has a simple structure and low manufacturing cost, satisfies the function of a weak traction connection for a passenger train, thereby realizing automatic disassembly and combination, and laying a solid foundation for the free formation of passenger trains; the adoption of a weak traction connection not only satisfies the design concept and control strategy of the passenger train, but also serves as a safety mechanism, which plays a role in protecting the passage mechanism and the connection shed when a control system failure occurs, thereby protecting the safety of passengers.

[0032] The passenger train passage mechanism provided by the present invention drives the passage plate to be extended and retracted through an extension device. When the passage plate is retracted, it is located inside the passage cover plate. When it is extended, it overlaps the passage plate interface. In the connection between the front and rear cars of the passenger train, the passage plate is automatically and accurately extended and connected, thereby achieving a free marshaling effect of the passenger train. By providing a spring base plate and arranging the springs longitudinally, the needs of passenger passage, the turning radius of the passenger train, and the weak traction connection of the passenger train are met.

[0033] The passenger car and train connecting shed provided by the present invention drives the passage shed and the outer awning to be extended and retracted by a spring cylinder. When the two cars are combined, the shed is extended to protect the passage between the two cars and to block wind and rain. When the two cars are separated, the shed is retracted into the passenger car, and the disassembly and assembly can be realized simply, quickly and automatically. At the same time, the structure is simple and the manufacturing cost is low, which meets the function of weak traction connection of passenger cars and trains and achieves the effect of automatic disassembly and assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a schematic diagram of the free marshaling of passenger cars according to the present invention;

[0035] Figure 2 This is a schematic diagram of the independent and dispersed passenger car of the present invention;

[0036] Figure 3 is a schematic diagram of the interior of the carriage of the present invention;

[0037] Figure 4 Schematic diagram of the closed state of the front sliding plug door of the passage of the present invention;

[0038] Figure 5 Schematic diagram of the front sliding door of the passage of the present invention in an outward-pushing state;

[0039] Figure 6 Schematic diagram of the sideways displacement state of the front sliding plug door of the passage of the present invention;

[0040] Figure 7 It is a schematic diagram of the rear end of a passenger car of the present invention;

[0041] Figure 8 is a schematic diagram of the hinge mechanism of the present invention;

[0042] Figure 9 Schematic diagram of the channel cover, telescopic device and channel plate in the channel mechanism of the present invention;

[0043] Figure 10 Schematic diagram of the channel mechanism of the present invention in a state where the front vehicle and the rear vehicle are not connected;

[0044] Figure 11 This is a schematic diagram of the passage mechanism of the present invention with the front and rear vehicles connected to each other without a passage cover;

[0045] Figure 12 This is a schematic diagram of the front and rear vehicles in the passage mechanism of the present invention being connected and covered with a passage cover;

[0046] Figure 13 This is a schematic diagram of the channel mechanism of the present invention before the channel plates are assembled;

[0047] Figure 14 This is a schematic diagram of the channel mechanism of the present invention after the channel plate is assembled;

[0048] Figure 15 It is a schematic diagram of the rear end of a passenger car of the present invention;

[0049] In the figure: 1. Passenger car; 2. Carriage; 201. Carriage body; 202. Driving area; 203. Passenger seat area; 204. Electrical box; 205. Front sliding door of aisle; 206. Through-aisle; 207. Rear sliding door of aisle; 208. Passenger door; 209. Windshield; 210. Pillar; 3. Articulation mechanism; 31. Spring articulation device; 311. Telescopic cylinder; 312. Compression spring; 313. Strong electromagnet; 32 , chain lock device; 321, chain lock storage device; 322, chain lock; 4, channel mechanism; 41, channel cover; 42, telescopic device; 43, channel over-plate; 431, over-plate cover; 432, spring base plate; 433, crossbar groove; 434, crossbar; 435, spring; 44, over-plate interface; 5, connecting shed; 51, channel shed; 52, external awning; 53, first spring cylinder; 54, second spring cylinder. DETAILED DESCRIPTION

[0050] In order to make the objectives, technical solutions and advantages of the present invention more clear, the present invention is further described below with reference to the accompanying drawings. In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inner", "outer", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the devices or components referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0051] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "provided with," "mounted / connected," and "connected" should be understood in a broad sense. For example, "connected" can mean 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 an indirect connection through an intermediate medium, and it can be internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention in specific circumstances.

[0052] A passenger train that can be freely formed and dispersed independently, such as Figure 1 and 2 As shown, it includes a number of passenger cars 1 that can be freely grouped and dispersed independently.

[0053] When several passenger cars 1 are freely marshaled, they form a passenger train. Any passenger car 1 can be used as the main car, and the rest are following cars. The carriages of the passenger train are connected and have a service corridor. There is a weak traction connection between two adjacent passenger cars 1. The freely marshaled passenger train in this state is suitable for operation during urban bus peak hours. During bus peak hours, several cars are marshaled into the platform and can get on and off passengers at the same time.

[0054] When several buses are dispersed and independent, each bus operates independently. These dispersed and independent buses are suitable for off-peak periods. During off-peak periods, buses are dispersed and independent. Freely marshaled and dispersed bus trains address the issue of peak and off-peak bus operation rates, improving efficiency, conserving resources, and reducing costs. Furthermore, they eliminate the need for additional infrastructure investment within existing road infrastructure or on existing BRT routes.

[0055] As an optimization solution of this embodiment, Figure 3-6 As shown, the bus 1 includes a carriage 2, which includes a body 201. The left side of the interior of the body 201 includes a front driving area 202, a middle passenger seat area 203 and a rear electrical box 204. The right side of the interior of the body 201 includes a front aisle front plug sliding door 205, a middle through aisle 206 and a rear aisle rear plug sliding door 207. A passenger door 208 and a folding seat are provided on the right side of the interior of the body 201.

[0056] The driver's area 201 is the exclusive, enclosed driver's area, with a slot machine located next to it. The passenger seating area 203 features multiple rows of seats for passengers to rest. An electrical box 204 houses electrical components. A front sliding door 205 connects to the preceding car's compartment when opened. A through tunnel 206 provides a standing area for passengers to stand and walk. A rear sliding door 207 connects to the following car's compartment when opened. Passenger door 208 allows passengers to board and exit the train. The folding seats can be folded down, creating a row of seats on the right side of the car body 201 for passengers to rest. The front and rear sliding doors and through tunnel 206 not only fulfill the functions of a conventional passenger car, but also connect the compartments of a passenger train and form a service corridor.

[0057] As an optimization solution of this embodiment, Figure 3-6As shown, windshields 209 are installed at both the front and rear ends of the left side of the vehicle body 201. Pillars 210 are installed between the front and rear aisle sliding doors 205 and 207 and the front and rear windshields 209. The pillars 210 function to separate the windshields 209 to facilitate the installation of the front and rear aisle sliding doors. In this embodiment, the front and rear aisle sliding doors 205 and 207 are conventional sliding door structures in vehicles in the prior art, such as those found in vans or buses. In this embodiment, they are installed at the front and rear ends of the bus to connect the compartments.

[0058] The passenger door 208 is an electric sliding plug door, and the width of the windshield 209 is half the width of the body 201, so that a channel sliding plug door can be installed on the right side of the windshield 209. At the same time, the instrument panel in the driving area is also only half the width of the left driving area, making the entire structure exquisite and compact.

[0059] As an optimization solution of this embodiment, Figure 7 As shown, an articulated mechanism 3, a passage mechanism 4 and a connecting shed 5 for connecting two adjacent passenger cars 1 are provided between the rear end of the front car and the head end of the rear car of the passenger train, so that the passenger cars can be detachably connected and a passage is formed at the same time. The two adjacent cars are weakly connected to facilitate the free grouping and decentralized independent operation of the passenger trains.

[0060] As an optimization solution of this embodiment, Figure 7 and 8 As shown, the articulated mechanism 3 includes a spring articulated device 31 installed at the rear end of the front vehicle and the head end of the rear vehicle. The spring articulated device 31 includes a telescopic cylinder 311, a compression spring 312 and a strong electromagnet 313; the telescopic cylinder 311 is installed at the inner ends of the front and rear bumpers of the two adjacent passenger cars 1, the telescopic cylinder 311 is connected to the compression spring 312, the compression spring 312 is connected to the strong electromagnet 313, and the strong electromagnets 313 at the rear end of the front vehicle and the head end of the rear vehicle are connected to each other.

[0061] The spring hinge device 31 is used to connect the rear end of the front car and the head end of the rear car, wherein the telescopic cylinder 311 is used to extend and retract the compression spring 312 and the strong electromagnet 313; the compression spring 312 replaces the cylinder piston rod to facilitate automatic telescopic connection; the strong electromagnet 313 is used to connect the rear end of the front car and the head end of the rear car of two adjacent passenger cars. When power is on, the two strong electromagnets 313 attract each other and connect, so that the rear end of the front car and the head end of the rear car are connected, and the two cars can be freely grouped; when power is off, the two strong electromagnets 313 separate, so that the rear end of the front car and the head end of the rear car are separated, and the two cars can be dispersed and independent.

[0062] As an optimization solution of this embodiment, Figure 7 and 8 As shown, the hinge mechanism 3 further includes a chain lock device 32 and a tension sensor.

[0063] The chain lock device 32 includes a chain lock receiving device 321, a chain lock 322, and a chain lock hook. The chain lock receiving device 321 is located at the rear of the leading vehicle, and the chain lock 322 is placed inside the chain lock receiving device 321. The chain lock hook is installed at the front of the trailing vehicle and connected to the chain lock 322. The chain lock device 322 serves as a final safeguard, connecting the two vehicles and preventing them from separating. The chain lock receiving device 321 is specifically a storage cavity structure for accommodating the chain lock 322. The chain lock 322 is used to connect the rear of the leading vehicle and the front of the trailing vehicle of two adjacent passenger vehicles. The chain lock hook is used to hook the chain lock 322. In use, the chain lock 322 is manually removed from the chain lock receiving device 321 and hung on the chain lock hook to connect the two passenger vehicles. When the passenger vehicles separate, the chain lock 322 is manually removed and placed inside the chain lock receiving device 321.

[0064] The tension sensor is installed on the spring hinge 31. Its function is to detect the tension in the connection between the two cars, so that the control system can control the operation of the passenger train. Two spring hinges 31 are installed at the rear of the leading car and the head of the trailing car, and the chain lock device 32 is located between the two spring hinges 31. In other words, four spring hinges 31 are installed at the connection between two adjacent passenger cars, and two of them are connected to form two sets of spring hinge mechanisms. The chain lock device 32 is located between the two sets of spring hinge mechanisms. Figure 8 shown.

[0065] As an optimization solution of this embodiment, Figure 9-12 As shown, the channel mechanism 4 includes a channel cover plate 41, a telescopic device 42, a channel pass plate 43 and a pass plate interface 44; the channel cover plate 41 is folded and arranged at the rear end of the front vehicle, the telescopic device 42 is located below the channel cover plate 41, the output end of the telescopic device 42 is connected to the channel pass plate 43, and the pass plate interface 44 is arranged at the front end of the rear vehicle. When the channel pass plate 43 is retracted, it is located in the channel cover plate 41, and when it is extended, it overlaps at the pass plate interface 44.

[0066] The channel cover 41 is used to cover the telescopic device 42 and the channel pass plate 43 to protect the telescopic device 42 and the channel pass plate 43; the telescopic device 42 is used to drive the channel pass plate 43 to retract and extend, and the telescopic device 42 can be specifically a telescopic cylinder; the channel pass plate 43 is used to form a channel between the front car and the rear car, so that passengers can walk freely between the front car and the rear car; the pass plate interface 44 is used for accurate overlap of the channel pass plate 43 after it is extended to form a channel.

[0067] As an optimization solution of this embodiment, Figure 13 and 14As shown, the channel plate 43 includes a plate cover 431 at the upper end and a spring base plate 432 at the lower end; a crossbar groove 433 is provided at the lower end of the plate cover 431, and the material of the plate cover 431 is rubber; the spring base plate 432 includes a crossbar 434 and a spring 435, and a plurality of crossbars 434 are evenly arranged along the length direction of the plate cover 431, and adjacent crossbars 434 are connected by multiple springs 435.

[0068] The overboard cover 431 is a pedestrian passage to meet the needs of passenger passage, and the spring base plate 432 is used to meet the needs of the turning radius of the passenger car. By being provided with a cross bar 434 and a spring 435, the weak traction connection of the passenger car train is met, and the turning of the passenger car train is facilitated.

[0069] As an optimization solution of this embodiment, Figure 7 and 15 As shown, the connecting shed 5 includes a channel shed 51, an outer canopy 52, a first spring cylinder 53 and a second spring cylinder 54; the channel shed 51, the outer canopy 52, the first spring cylinder 53 and the second spring cylinder 54 are all located at the rear of the front vehicle, and the channel shed 51 is located at the inner end of the outer canopy 52, the piston spring of the first spring cylinder 53 is connected to the channel shed 51, the piston spring of the second spring cylinder 54 is connected to the outer canopy 52, and the channel mechanism 4 is located at the bottom end of the channel shed 51.

[0070] The tunnel canopy 51 is a protective device for the passageway, protecting passengers walking within it. The outer canopy 52 is located at the outer end of the tunnel canopy 51 and fits over the connection between two adjacent passenger cars, providing wind and rain protection. The tunnel canopy 51 and outer canopy 52 are conventional, such as rubber retractable canopies. A first spring cylinder 53 and a second spring cylinder 54 are used to drive the tunnel canopy 51 and outer canopy 52, allowing them to extend and retract. A cavity adapted for the tunnel canopy 51 and outer canopy 52 is located at the rear of the leading vehicle to accommodate them when retracted. The first and second spring cylinders 53 and 54 are controlled by the control system of the preceding vehicle. A spring cylinder differs from a conventional cylinder in that the piston rod of a conventional cylinder is replaced with a compression spring of the corresponding specifications. The present invention utilizes spring cylinders to drive the tunnel canopy 51 and outer canopy 52 to extend and retract, achieving an automatic retractable connection.

[0071] As an optimization solution of this embodiment, Figure 7 and 15As shown, the passage shed 51 and the outer canopy 52 are both inverted U-shaped structures, which protect the passages between the two workshops and block wind and rain; two first spring cylinders 53 and second spring cylinders 54 are provided, and are located at the left and right ends of the top of the passage shed 51 and the outer canopy 52, that is, the left and right ends of the top of the passage shed 51 are connected to the two first spring cylinders 53, and the left and right ends of the top of the outer canopy 52 are connected to the two second spring cylinders 54, so as to drive the passage shed 51 and the outer canopy 52 to extend and retract.

[0072] The passenger train provided by the present invention has a chassis and electrical layout that are all prior arts, and the present invention does not improve them. The improvements made by the present invention are mainly in the connection between two adjacent passenger cars, that is, the improvements and innovations to the carriage 2, the articulated mechanism 3, the passage mechanism 4 and the connecting shed 5.

[0073] In order to better understand the present invention, the working principle of the present invention is described in detail below:

[0074] During peak hours in urban public transport, passenger trains operate in free marshaling formations, with several coaches entering the platform and boarding and alighting passengers simultaneously. Multiple coaches form a passenger train, with any coach serving as the lead coach and the others as followers. Each coach in a passenger train is interconnected and equipped with a service corridor, with adjacent coaches connected by weak traction.

[0075] Specifically, the telescopic cylinders 311 at the rear and head of the front vehicle are activated, extending the compression spring 312 and the strong electromagnet 313. Simultaneously, the strong electromagnet 313 is energized, causing the strong electromagnets 313 at the rear and head of the front vehicle to attract each other, securing the rear and head of the rear vehicle. Simultaneously, a chain lock 322 is manually removed from the chain lock storage device 321 and connected to the chain lock hook at the head of the rear vehicle.

[0076] The telescopic device 42 at the rear of the leading car actuates, driving the aisle plate 43 to extend rearward and overlap the aisle plate interface 44. The aisle plate 43 forms a passage between the two cars, allowing passengers to move freely between the leading and rear cars. The first spring cylinder 53 and the second spring cylinder 54 at the rear of the leading car actuate, driving the aisle canopy 51 and the outer canopy 52 to extend and overlap the front of the rear car, forming a connecting canopy for the two passenger cars.

[0077] The front sliding door 205 of the carriage passage is opened, connecting with the carriage of the preceding car to form a service passage; the rear sliding door 207 of the carriage passage is opened, connecting with the carriage of the following car to form a service passage.

[0078] After getting on the bus, passengers can sit down and rest in the passenger seat area 203, stand and walk in the through passage 206, and enter the front and rear compartments 2 through the passage plate 43.

[0079] During the off-peak period of urban public transportation, passenger trains run separately and independently, and the two passenger trains need to be disconnected at this time.

[0080] Specifically, at this time, the strong electromagnet 313 at the rear of the front car and the head of the rear car is powered off to disconnect the two passenger cars, and at the same time, the telescopic cylinder 311 is activated to retract the compression spring 312 and the strong electromagnet 313. In addition, the chain lock 322 is manually removed from the chain lock hook and placed in the chain lock storage device 321. The telescopic device 42 at the rear of the front car is activated, driving the channel plate 43 to retract and enter the channel cover 41, and the channel between the two cars is disconnected. The first spring cylinder 53 and the second spring cylinder 54 at the rear of the front car are activated, driving the channel shed 51 and the outer canopy 52 to retract and retract into the accommodating cavity at the rear of the front car, and the connecting shed between the two cars is disconnected. The front sliding door 205 and the rear sliding door 207 of the channel of the carriage are closed.

[0081] Weak traction means it's not subject to traction and serves only as a safety feature and channel connection. In the passenger train's components connecting two adjacent passenger cars, in the event of a control system failure, the articulated mechanism 3 functions to protect the channel mechanism 4 and the connecting shed 5, thereby safeguarding passengers. The channel plate 43 provides channel connection, while the channel shed 51 and the outer canopy 52 safely protect the channel plate 43. Therefore, the present invention satisfies the requirements for weak traction connection for passenger trains.

[0082] The basic principles, main features, and advantages of the present invention are shown and described above. Those skilled in the art should understand that the present invention is not limited to the foregoing embodiments. The foregoing embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and modifications are intended to fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A passenger train capable of free formation and dispersion of independent vehicles, characterized in that: The invention comprises a plurality of passenger cars (1) that can be freely formed and dispersed independently; when the plurality of passenger cars (1) are freely formed, the plurality of passenger cars (1) form a passenger train, any one passenger car (1) serves as the main car, and the others are following cars, the carriages of the passenger train are connected and provided with a service corridor, and the adjacent passenger cars (1) are weakly traction-connected; when the plurality of passenger cars (1) are dispersed independently, each passenger car (1) operates independently; An articulated mechanism (3), a passage mechanism (4) and a connecting shed (5) for connecting two adjacent passenger cars (1) are provided between the rear end of the front car and the head end of the rear car of the passenger train; The hinge mechanism (3) includes a spring hinge device (31) installed at the rear end of the front vehicle and the head end of the rear vehicle, and the spring hinge device (31) includes a telescopic cylinder (311), a compression spring (312) and a strong electromagnet (313); the telescopic cylinder (311) is installed at the inner ends of the front and rear bumpers of two adjacent passenger cars (1), the telescopic cylinder (311) is connected to the compression spring (312), the compression spring (312) is connected to the strong electromagnet (313), and the strong electromagnets (313) at the rear end of the front vehicle and the head end of the rear vehicle are connected to each other; The channel mechanism (4) comprises a channel cover plate (41), a telescopic device (42), a channel pass plate (43) and a pass plate interface (44); the channel cover plate (41) is folded and arranged at the rear of the front vehicle, the telescopic device (42) is located below the channel cover plate (41), the output end of the telescopic device (42) is connected to the channel pass plate (43), the pass plate interface (44) is arranged at the head of the rear vehicle, and the channel pass plate (43) is located inside the channel cover plate (41) when retracted, and overlaps the pass plate interface (44) when extended; The connecting shed (5) comprises a passage shed (51), an outer canopy (52), a first spring cylinder (53) and a second spring cylinder (54); the passage shed (51), the outer canopy (52), the first spring cylinder (53) and the second spring cylinder (54) are all located at the rear of the front vehicle, and the passage shed (51) is located at the inner end of the outer canopy (52); the piston spring of the first spring cylinder (53) is connected to the passage shed (51); the piston spring of the second spring cylinder (54) is connected to the outer canopy (52); and the passage mechanism (4) is located at the bottom end of the passage shed (51).

2. The passenger train according to claim 1, wherein: The passenger car (1) comprises a carriage (2), wherein the carriage (2) comprises a carriage body (201), wherein the left side of the interior of the carriage body (201) comprises a front driving area (202), a middle passenger seat area (203), and a rear electrical box (204), and the right side of the interior of the carriage body (201) comprises a front passageway front plug sliding door (205), a middle through passageway (206), and a rear passageway rear plug sliding door (207), and a passenger door (208) and a folding seat are provided on the right side of the interior of the carriage body (201).

3. The passenger train according to claim 2, characterized in that: Windshields (209) are provided at both the front and rear ends of the left side of the vehicle body (201); pillars (210) are provided between the front and rear sliding plug doors (205) and the rear sliding plug doors (207) and the front and rear windshields (209); the passenger door (208) is an electric sliding plug door, and the width of the windshield (209) is half the width of the vehicle body (201).

4. The passenger train according to claim 1, wherein: The hinge mechanism (3) further comprises a chain lock device (32) and a tension sensor; the chain lock device (32) comprises a chain lock receiving device (321), a chain lock (322) and a chain lock hook; the chain lock receiving device (321) is arranged at the rear of the front vehicle; the chain lock (322) is placed in the chain lock receiving device (321); the chain lock hook is installed at the head of the rear vehicle and connected to the chain lock (322); the tension sensor is installed on the spring hinge device (31); two spring hinge devices (31) are arranged at the rear of the front vehicle and the head of the rear vehicle, and the chain lock device (32) is located between the two spring hinge devices (31).

5. The passenger train according to claim 1, wherein: The channel pass plate (43) includes a pass plate cover (431) at the upper end and a spring base plate (432) at the lower end; a crossbar groove (433) is provided at the lower end of the pass plate cover (431), and the material of the pass plate cover (431) is rubber; the spring base plate (432) includes a crossbar (434) and a spring (435), and a plurality of crossbars (434) are evenly arranged along the length direction of the pass plate cover (431), and adjacent crossbars (434) are connected by a plurality of springs (435).

6. The passenger train according to claim 1, wherein: The passage shed (51) and the outer canopy (52) are both inverted U-shaped structures. Two first spring cylinders (53) and two second spring cylinders (54) are provided and are located at the left and right ends of the top of the passage shed (51) and the outer canopy (52).

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