A hitching device and train

Abstract

The application provides a coupling device and a train. The coupling device comprises a first damping rotation mechanism arranged at a first end of a first vehicle and used for connecting a second end of a second vehicle adjacent to the first vehicle. The first damping rotation mechanism increases the rotation damping between the first vehicle and the second vehicle 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 with the increase of the first included angle between the running directions of the first vehicle and the second vehicle.

Description

Technical Field

[0001] This invention relates to the field of intelligent trams, and more particularly to a coupling device and a train. Background Technology

[0002] With the expansion of application scenarios for electronically guided rubber-tired vehicle systems and the continuous evolution of user needs, the demand for flexible trolley train formation is becoming increasingly prominent in order to cope with peak passenger flow during commuting hours and holidays.

[0003] In existing technologies, train coupling operations are typically carried out through physical connection and disconnection. However, during the operation of coupled vehicles, the car bodies of long trains may bend and twist when passing through curves, and vibrations, impacts, and forces may be generated at high speeds, posing a significant threat to the driving safety of coupled vehicles.

[0004] In order to overcome the above-mentioned defects in the existing technology, there is an urgent need in the field for a trailer technology to improve the stability of trailer vehicles during high-speed straight driving and the ease of driving during low-speed curves, thereby ensuring the driving safety of trailer vehicles. Summary of the Invention

[0005] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed descriptions that follow.

[0006] To overcome the aforementioned deficiencies in the prior art, the present invention provides a coupling device and a train for improving the stability of coupled vehicles during high-speed straight-line travel and the ease of travel during low-speed curves, thereby ensuring the driving safety of the coupled vehicles. Specifically, according to the first aspect of the present invention, the coupling device includes a first damping slewing mechanism disposed at a first end of a first vehicle for connecting to the second end of a second vehicle adjacent to the first vehicle. The first damping slewing mechanism increases the rotational damping between the first vehicle and the second vehicle as the speed of the first vehicle increases, and / or decreases the rotational damping between the first vehicle and the second vehicle as the first angle between their travel directions increases.

[0007] Furthermore, in some embodiments of the present invention, the first damping rotary mechanism includes a first damping adjustable damper, a first angle sensor, and a first controller, wherein the first damping adjustable damper is used to adjust the damping between the first vehicle and the first damping rotary mechanism, the first angle sensor is used to collect a first included angle between the travel directions of the first vehicle and the second vehicle, and the first controller is used to control the first damping adjustable damper to adjust the rotational damping between the first vehicle and the second vehicle according to the travel speed of the first vehicle and / or the first included angle.

[0008] Furthermore, in some embodiments of the present invention, the coupling device further includes a second damping slewing mechanism disposed at the second end of the second vehicle for connecting the first end of the first vehicle via the first damping slewing mechanism. The second damping slewing mechanism increases the rotational damping between the first vehicle and the second vehicle as the speed of the second vehicle increases, and / or decreases the rotational damping between the first vehicle and the second vehicle as the first angle between their driving directions increases.

[0009] Furthermore, in some embodiments of the present invention, the second damping slewing mechanism includes a second damping adjustable damper, a second angle sensor, and a second controller. The second damping adjustable damper is used to adjust the damping between the second vehicle and the second damping slewing mechanism. The second angle sensor is used to collect a first angle between the travel directions of the first vehicle and the second vehicle. The second controller is used to control the second damping adjustable damper to adjust the rotational damping between the first vehicle and the second vehicle according to the travel speed of the first vehicle and / or the first angle.

[0010] Furthermore, in some embodiments of the present invention, the coupling device further includes an electric slewing mechanism disposed at the second end of the second vehicle, for adjusting the slewing angle according to the third angle signal provided by the third angle sensor to align with the first damping slewing mechanism, and connecting the first end of the first vehicle via the first damping slewing mechanism.

[0011] Furthermore, in some embodiments of the present invention, the electric rotary mechanism includes a servo electric cylinder, the third angle sensor, and a third controller, wherein the servo electric cylinder is used to control the angle of the first damping rotary 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, so as to align with the first damping rotary mechanism.

[0012] Furthermore, in some embodiments of the present invention, the first damping rotary mechanism further includes a first rotary base, a first rotary upper frame, and a first mounting bracket, wherein the first rotary upper frame and the first rotary base are rotatably connected via a first rotary bearing, the first rotary base is provided with the first controller, the first end of the first damping adjustable damper is movably connected to the first rotary upper frame, the second end of the first damping adjustable damper is movably connected to the first mounting bracket, the first angle sensor is fixedly mounted on the first rotary base and includes a first swing arm and a first connecting rod, the first end of the first swing arm 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 rotary upper frame, and / or the second damping rotary mechanism further includes a second rotary base, a second rotary upper frame, and a second mounting bracket, wherein the second rotary upper frame and the second rotary base are rotatably connected via a second rotary bearing, the second rotary base is provided with the second controller, and the second rotary upper frame is movably connected to the second damping adjustable damper. The first end of the second mounting bracket is movably connected to the second end of the second damping adjustable shock absorber. The second angle sensor is fixedly mounted on the second slewing base and includes a second swing arm and a second connecting rod. The first end of the second swing arm 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 slewing upper frame. And / or the electric slewing mechanism also includes a third slewing base, a third slewing upper frame, and a third mounting bracket. The third slewing upper frame and the third slewing base are rotatably connected via a third slewing bearing. The third controller is provided on the third slewing base. The third slewing upper frame is movably connected to the first end of the servo electric cylinder. The third mounting bracket is movably connected to the second end of the servo electric cylinder. The third angle sensor is fixedly mounted on the third slewing base and includes a third swing arm and a third connecting rod. The first end of the third swing arm is fixedly connected to the central axis of the third angle sensor. The second end of the third swing arm is hinged to the first end of the third connecting rod. The second end of the third connecting rod is hinged to the third slewing upper frame.

[0013] Furthermore, in some embodiments of the present invention, the first slewing base is provided with a first limiting block, the first slewing upper frame is provided with a first limiting surface, the first limiting block abuts against the first limiting surface at a preset angle, and / or the second slewing base is provided with a second limiting block, the second slewing upper frame is provided with a second limiting surface, the second limiting block abuts against the second limiting surface at a preset angle, and / or the third slewing base is provided with a third limiting block, the third slewing upper frame is provided with a third limiting surface, the third limiting block abuts against the third limiting surface at a preset angle, for limiting the rotation angle between the first vehicle and the second vehicle.

[0014] Furthermore, in some embodiments of the present invention, the coupling device further includes a linkage assembly for connecting the first damping slewing mechanism to the second damping slewing mechanism and / or the electric slewing mechanism.

[0015] Further, in some embodiments of the present invention, the linkage assembly includes: a first component having a first guide tooth, a first guide groove, and a first ball pin slot, wherein a first ball joint pin disposed on a first rotating upper frame of the first damping rotating mechanism engages with the first ball pin slot to connect the first damping rotating mechanism to the first component. A second component having a second guide tooth, a second guide groove, and a second ball pin slot, wherein a second ball joint pin disposed on a second rotating upper frame of the second damping rotating mechanism engages with the second ball pin slot to connect the second damping rotating mechanism to the second component, or a third ball joint pin disposed on a third rotating upper frame of the electric rotating mechanism engages with the second ball pin slot to connect the electric rotating 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.

[0016] Furthermore, in some embodiments of the present invention, the coupling device further includes fasteners, wherein the first damping slewing mechanism is reinforced to the first component via a first fastener, and / or the second damping slewing mechanism or the electric slewing mechanism is reinforced to the first component via a second fastener.

[0017] Furthermore, in some embodiments of the present invention, the connecting rod assembly further includes a connecting rod pin, the first component further includes a first through hole, and the second component further 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.

[0018] Furthermore, the train provided according to the second aspect of the invention includes multiple cars and a coupling device as described in any one of the first aspects of the invention, wherein at least one of the cars is connected to its adjacent cars via the coupling device.

[0019] Furthermore, in some embodiments of the present invention, the coupling device is provided at the front end of the first car of the train to connect to the rear end of the last car of another train, and / or the coupling device is provided at the rear end of the last car of the train to connect to the front end of the first car of another train.

[0020] Furthermore, in some embodiments of the present invention, the first and / or last vehicles are provided with an equipment compartment for carrying the connecting rod assembly of the coupling device. Attached Figure Description

[0021] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0022] Figure 1 A schematic diagram of a three-car train according to some embodiments of the present invention is shown.

[0023] Figure 2 A schematic diagram of the coupling structure of a three-car train according to some embodiments of the present invention is shown.

[0024] Figure 3 A schematic diagram of the structure of the coupling device provided according to some embodiments of the present invention is shown.

[0025] Figure 4 A schematic diagram of the structure of a damped rotary mechanism provided according to some embodiments of the present invention is shown.

[0026] Figure 5 A schematic diagram of the structure of the coupling device provided according to some embodiments of the present invention is shown.

[0027] Figure 6 A schematic diagram of the structure of an electric rotary mechanism provided according to some embodiments of the present invention is shown.

[0028] Figure 7 A schematic diagram of the structure of an angle sensor provided according to some embodiments of the present invention is shown.

[0029] Figure 8 A schematic diagram of the limiting mechanism provided according to some embodiments of the present invention is shown.

[0030] Figure 9 A schematic diagram of a split structure of a connecting rod according to some embodiments of the present invention is shown.

[0031] Figure 10 A schematic diagram of the connection structure of the linkage and the rotary mechanism provided according to some embodiments of the present invention is shown.

[0032] Figure 11 A schematic diagram of a connecting rod structure provided according to some embodiments of the present invention is shown.

[0033] Figure 12A schematic cross-sectional view of a connecting rod provided according to some embodiments of the present invention is shown.

[0034] Figure label:

[0035] 1. Connecting device

[0036] 10, 20 Damped Rotary Mechanism

[0037] 11. Adjustable damping shock absorber

[0038] 111 Spherical plain bearing

[0039] 12 and 32 angle sensors

[0040] 121 oscillating arm

[0041] 122 Linkage

[0042] 13, 33 controllers

[0043] 14, 34 slewing base

[0044] 141 Limit Block

[0045] 15 and 35 turns for shelving

[0046] 151 Limiting Surface

[0047] 152, 352 ball joint pins

[0048] 16 and 36 slewing bearings

[0049] 17, 37 Installation supports

[0050] 30 Electric rotary mechanism

[0051] 31 Servo Electric Cylinder

[0052] 40-link assembly

[0053] 41 First Component

[0054] 411, 421 guide teeth

[0055] 412, 422 Guide grooves

[0056] 413, 423 Through holes

[0057] 414, 424 Ball Pin Slot

[0058] 42 Second Component

[0059] 43 Fasteners

[0060] 44 Connecting rod pin

[0061] 45 Slotted nuts and cotter pins Detailed Implementation

[0062] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a thorough understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description.

[0063] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0064] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood as the orientations shown in the relevant paragraphs and accompanying drawings. These relative terms are for illustrative purposes only and do not imply that the described apparatus must be manufactured or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0065] It is understood that although terms such as "first," "second," and "third" 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 components, regions, layers, and / or parts discussed below may be referred to as second components, regions, layers, and / or parts without departing from some embodiments of the present invention.

[0066] As mentioned above, in the prior art, train coupling operations are usually carried out through physical connection and disconnection. However, during the operation of coupled vehicles, the car body of a long train may bend and twist when passing through curves, and vibrations, impacts and forces will also be generated at high speeds, posing a great threat to the driving safety of coupled vehicles.

[0067] In order to overcome the above-mentioned defects in the prior art, the present invention provides a coupling device and a train to improve the stability of the coupled vehicles during high-speed straight-line travel and the ease of travel during low-speed curve travel, thereby ensuring the driving safety of the coupled vehicles.

[0068] In some non-limiting embodiments, the coupling device provided in the first aspect of the present invention can be configured in the train provided in the second aspect of the present invention.

[0069] Please refer to the following first. Figures 1-2 , Figure 1 A schematic diagram of the structure of a three-car train according to some embodiments of the present invention is shown. Figure 2 A schematic diagram of the coupling structure of a three-car train according to some embodiments of the present invention is shown.

[0070] like Figures 1-2 As shown, the train includes multiple cars and a coupling device 1 according to any of the first aspects of the present invention, wherein at least one car is connected to its adjacent car via the coupling device 1. Here, the front end of the first car of the train is provided with the coupling device 1 to connect to the rear end of the last car of another train, and / or the rear end of the last car of the train is provided with the coupling device 1 to connect to the front end of the first car of another train.

[0071] Preferably, the first and / or last car body may be provided with an equipment compartment for carrying the connecting rod assembly 40 of the coupling device 1.

[0072] Specifically, taking a three-car train as an example, the tram can be equipped with a coupling device 1 at the head of the car to couple two train sets. For example, the tram can be equipped with a coupling device 1 (e.g., an electric slewing mechanism) at the first head, wherein the mounting bracket of the slewing mechanism is welded to the first car body, and the slewing underframe is bolted to the first car body. Another coupling device 1 (e.g., a damped slewing mechanism) is equipped at the second head, wherein the mounting bracket of the slewing mechanism is welded to the second car body, and the slewing underframe is bolted to the second car body.

[0073] Then, the two trains are parked in the same lane, one after the other, in the order of the first and second trains. The connecting rod assembly 40 on the two trains is removed, and the connecting rod is connected to the electric slewing mechanism. The electric slewing mechanism is used for lateral alignment, and the vehicles are moved back and forth for longitudinal alignment. Then, the connecting rod is connected to the damping slewing mechanism, the connecting rod tapered shaft is inserted and tightened, and the vehicles are driven at low speed in a straight line to complete the zero-angle self-locking of the electric slewing mechanism. Only a single slewing center, namely the damping slewing center, is retained between the two trains, thus completing the six-car formation of the two trains.

[0074] Optionally, the train can contain different formations, allowing for flexible coupling (e.g., coupling two-car trains with three-car trains) to meet the flexible formation operation needs in different application scenarios.

[0075] Please refer to Figures 3-4 , Figure 3 A schematic diagram of the structure of the coupling device 1 provided according to some embodiments of the present invention is shown. Figure 4 A schematic diagram of the structure of a damped rotary mechanism provided according to some embodiments of the present invention is shown.

[0076] like Figure 3 As shown, 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 located at the first end of the first vehicle, and the second damping slewing mechanism 20 is located at the second end of the second vehicle. 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 travel.

[0077] like Figure 4 As shown, the first damping slewing mechanism 10 increases the rotational damping between the first and second vehicles as the speed v1 of the first vehicle increases, and / or decreases the rotational damping between the first and second vehicles as the first angle θ1 between their driving directions increases. This improves the stability of the trailer vehicle during high-speed straight-line driving and its ease of handling during low-speed cornering, thereby ensuring the driving safety of the trailer vehicle. Here, the speed threshold can be 40 km / h, and the angle threshold can be 10 degrees.

[0078] Furthermore, in some embodiments, the first damping rotation mechanism 10 includes a first damping adjustable damper 11, a first angle sensor 12, and a first controller 13. The first damping adjustable damper 11 is used to adjust the damping between the first vehicle and the first damping rotation mechanism 10, the first angle sensor 12 is used to collect the first included angle θ1 between the travel directions of the first vehicle and the second vehicle, and the first controller 13 is used to control the first damping adjustable damper 11 to adjust the rotational damping between the first vehicle and the second vehicle according to the travel speed v1 of the first vehicle and / or the first included angle θ1.

[0079] Furthermore, in some embodiments, the first damping slewing mechanism 10 further includes a first slewing base 14, a first slewing upper frame 15, and a first mounting bracket 17. The first slewing upper frame 15 and the first slewing base 14 are rotatably connected via a first slewing bearing 16, providing the rotational freedom required for cornering after the two vehicles are coupled together. A first controller 13 is mounted on the first slewing base 14. The first end of the first damping adjustable shock absorber 11 is movably connected to the first slewing upper frame 15, and the second end of the first damping adjustable shock absorber 11 is movably connected to the first mounting bracket 17. A first angle sensor 12 is fixedly mounted on the first slewing base 14. Here, the two ends (cylinder end and piston rod end) of the first damping adjustable shock absorber 11 can be provided with spherical bearings 111, which can connect it to the first mounting bracket 17 and the first slewing upper frame 15 via the spherical bearings 111.

[0080] Similarly, the second damping slewing mechanism 20 increases the rotational damping between the first and second vehicles as the speed v2 of the second vehicle increases, and / or decreases the rotational damping between the first and second vehicles as the first angle between their travel directions increases. Here, the speed threshold can be 40 km / h, and the angle threshold can be 10 degrees.

[0081] Furthermore, in some embodiments, the second damping rotation mechanism 20 includes a second damping adjustable damper, a second angle sensor, and a second controller. The second damping adjustable damper is used to adjust the damping between the second vehicle and the second damping rotation mechanism 20. The second angle sensor is used to collect the first included angle θ1 between the travel directions of the first vehicle and the second vehicle. The second controller is used to control the second damping adjustable damper to adjust the rotational damping between the first vehicle and the second vehicle according to the travel speed v1 of the first vehicle and / or the first included angle θ1.

[0082] Furthermore, in some embodiments, the second damping slewing mechanism 20 further includes a second slewing base, a second slewing upper frame, and a second mounting bracket. The second slewing upper frame and the second slewing base are rotatably connected via a second slewing bearing, providing the rotational freedom required for cornering after the two vehicles are coupled together. A second controller is mounted on the second slewing base. The second slewing upper frame is movably connected to the first end of the second adjustable damping shock absorber, and the second mounting bracket is movably connected to the second end of the second adjustable damping shock absorber. A second angle sensor is fixedly mounted on the second slewing base.

[0083] Preferably, please refer to Figure 5 , Figure 5 A schematic diagram of the structure of the coupling device 1 provided according to some embodiments of the present invention is shown.

[0084] like Figure 5As shown, the second damping slewing mechanism 20 can also be an electric slewing mechanism 30. This electric slewing mechanism 30 is located at the second end of the second vehicle and is used to adjust the slewing angle according to the third angle signal provided by the third angle sensor 32 to align with the first damping slewing mechanism 10, and is connected to the first end of the first vehicle via the first damping slewing mechanism 10. This electric slewing mechanism 30 can achieve inching rotation alignment within an angle range of ±54°.

[0085] Furthermore, in some embodiments, the electric rotary mechanism 30 includes a servo electric cylinder 31, a third angle sensor 32, and a third controller 33. The servo electric cylinder 31 is used to control the angle of the first damping rotary 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, so as to align with the first damping rotary mechanism 10.

[0086] Furthermore, in some embodiments, the electric slewing mechanism 30 also includes a third slewing base 34, a third slewing upper frame 35, and a third mounting bracket 3737. The third slewing upper frame 35 and the third slewing base 34 are rotatably connected via a third slewing bearing 3636, providing the rotational freedom required for cornering after the two vehicles are coupled together. A third controller 33 is mounted on the third slewing base 34. The third slewing upper frame 35 is movably connected to the first end of the servo electric cylinder 31, and the third mounting bracket 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 damper and / or the servo electric cylinder 31 are equipped with spherical bearings, which are connected to the mounting bracket and the slewing upper frame via spherical bearings. Furthermore, the damping adjustable damper and / or the servo electric cylinder 31 are arranged in a V-shape, ensuring optimal damping torque output from the slewing mechanism at different turning angles.

[0087] Optionally, the servo electric cylinder 31 of the electric rotary mechanism 30 can be replaced with a mechanical linkage, which can be manually adjusted for alignment, straightened, and locked at the zero position, thereby reducing the complexity and cost of the system.

[0088] Furthermore, in some embodiments, the slewing frame is provided with a ball joint pin shaft, which is locked by a snap ring and used to connect the connecting rod assembly 40. This double-sided double-rod rubber ball joint connection structure not only ensures the pitch and tilt motion requirements of the two workshops, but also has a buffering and vibration reduction function.

[0089] Optionally, the second damping slewing mechanism 20 can also be directly connected to the second end of the second vehicle, so that the trailer vehicle can improve the stability of the trailer vehicle during high-speed straight driving and the ease of driving in low-speed curves by relying solely on the first damping slewing mechanism 10.

[0090] Please refer to Figure 7, Figure 7 A schematic diagram of the structure of an angle sensor provided according to some embodiments of the present invention is shown.

[0091] like Figure 7 As shown, the angle sensor is fixedly mounted on the slewing base and includes a swing arm and a connecting rod. Optionally, the damped slewing mechanism and / or the electric slewing mechanism 30 can be configured with two redundant angle sensors to ensure stable acquisition of angle information and improve driving safety.

[0092] Specifically, the first angle sensor 12 includes a first swing arm 121 and a first connecting rod 122. The first end of the first swing arm 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 upper frame 15. The second angle sensor includes a second swing arm and a second connecting rod. The first end of the second swing arm 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 upper frame. The third angle sensor 32 is fixedly mounted on the third rotating base 34 and includes a third swing arm and a third connecting rod. The first end of the third swing arm is fixedly connected to the central axis of the third angle sensor 32, and the second end of the third swing arm is hinged to the first end of the third connecting rod. The second end of the third connecting rod is hinged to the third rotating upper frame 35. Here, the hinge can be achieved using a spherical bearing.

[0093] Please refer to Figure 8 , Figure 8 A schematic diagram of the limiting mechanism provided according to some embodiments of the present invention is shown.

[0094] like Figure 8 As shown, a limiting block 141 is provided on the slewing base frame, and a limiting surface 151 is provided on the slewing upper frame. The limiting block 141 and the limiting surface 151 abut at a preset angle, which can limit the rotation angle of the two workshops and prevent the vehicle from folding and colliding.

[0095] Specifically, the first rotating base frame 14 is provided with a first limiting block 141, and the first rotating upper frame 15 is provided with a first limiting surface 151. The first limiting block 141 and the first limiting surface 151 abut against each other at a preset angle. The second rotating base frame is provided with a second limiting block 141, and the second rotating upper frame is provided with a second limiting surface 151. The second limiting block 141 and the second limiting surface 151 abut against each other at a preset angle. The third rotating base frame 34 is provided with a third limiting block 141, and the third rotating upper frame 35 is provided with a third limiting surface 151. The third limiting block 141 and the third limiting surface 151 abut against each other at a preset angle, thereby limiting the rotation angle between the first vehicle and the second vehicle.

[0096] Please refer to Figures 9-10 , Figure 9A schematic diagram of a split structure of a connecting rod according to some embodiments of the present invention is shown. Figure 10 A schematic diagram of the connection structure of the linkage and the rotary mechanism provided according to some embodiments of the present invention is shown.

[0097] like Figures 9-10 As shown, the linkage assembly 40 is used to connect the first damped rotary mechanism 10 to the second damped rotary mechanism 20 and / or the electric rotary mechanism 30. The linkage assembly 40 includes a first component 41 and a second component 42.

[0098] 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 engaged via the first guide tooth 411, the first guide groove 412, the second guide tooth 421 and the second guide groove 422 to connect the first component 41 and the second component 42.

[0099] Furthermore, in some embodiments, the first ball joint pin 152 engages with the first ball joint slot 414 to connect the first damping rotation mechanism 10 to the first component 41, and is reinforced by fasteners 43 to connect the first damping rotation mechanism 10 to the connecting rod assembly 40.

[0100] Furthermore, in some embodiments, the second ball joint pin is engaged with the second ball joint slot 424 to connect the second damping rotary mechanism 20 to the second component 42, and is reinforced by fasteners 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 joint slot 424 are engaged to connect the electric rotary mechanism 30 to the second component 42, and are reinforced by fasteners 43 to connect the electric rotary mechanism 30 to the connecting rod assembly 40.

[0101] Here, the first component 41, the second component 42, the ball joint pin, the ball pin slot, and the fastener 43 of the linkage assembly 40 are connected to achieve quick coupling and discoupling (e.g., the time can be controlled within 10 minutes) without special requirements for tools and site, and the connection is firm.

[0102] Alternatively, please refer to Figures 11-12 , Figure 11 A schematic diagram of a connecting rod structure provided according to some embodiments of the present invention is shown. Figure 12 A schematic cross-sectional view of a connecting rod provided according to some embodiments of the present invention is shown.

[0103] like Figures 11-12As shown, the connecting rod assembly 40 also includes a connecting rod pin 44, the first component 41 includes a first through hole 413, and the second component 42 includes a second through hole 423. The axes of the first through hole 413 and the second through hole 423 coincide. The connecting rod pin 44 passes through the axis of the through hole and is used to reinforce the connection between the first component 41 and the second component 42.

[0104] Furthermore, the diameter of the first through hole 413 can be larger than that of the second through hole 423, and the connecting rod pin 44 can be a tapered shaft adapted to the first through hole 413 and the second through hole 423. Therefore, during the assembly of the connecting rod assembly 40, those skilled in the art can first insert the guide teeth into the guide groove, rotate 90° to engage, then align the tapered holes formed by the first through hole 413 and the second through hole 423 and insert the tapered shaft, and finally tighten the slotted nut and insert the cotter pin 45. Thus, the misaligned connection between the guide groove and the guide teeth ensures that even if the tapered shaft falls off, the connection between the first component 41 and the second component 42 will not break.

[0105] In summary, the coupling device 1 and train provided by this invention can improve the stability of coupled vehicles during high-speed straight-line travel and the ease of travel during low-speed curves, thereby ensuring the driving safety of coupled vehicles. Furthermore, it can realize multiple train formation modes to address the flexible train formation operation needs in different application scenarios. Simultaneously, in the event of vehicle malfunction, it can realize the function of normal trolley trains rescuing faulty trolley trains, facilitating the timely removal of faulty vehicles from the scene, avoiding line congestion, and eliminating the hassle of specially configured rescue vehicles.

[0106] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.

[0107] The prior description of this disclosure is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to this 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 this disclosure. Therefore, this disclosure is not intended to be limited to the examples and designs described herein, but should be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A coupling device, characterized in that, include: A first damping slewing mechanism, located at the first end of a first vehicle, is used to connect to the second end of a second vehicle adjacent to the first vehicle. The first damping slewing mechanism includes a first slewing base, a first slewing upper frame, a first mounting bracket, a first adjustable damping shock absorber, a first angle sensor, and a first controller. The first slewing upper frame and the first slewing base are rotatably connected via a first slewing bearing. The first controller is mounted on the first slewing base. The first end of the first adjustable damping shock absorber is movably connected to the first slewing upper frame, and the second end of the first adjustable damping shock absorber is movably connected to the first mounting bracket. An angle sensor is fixedly mounted on the first slewing base and includes a first swing arm and a first connecting rod. The first end of the first swing arm is fixedly connected to the central axis of the first angle sensor, and 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. The first damping slewing mechanism increases the rotational damping between the first vehicle and the second vehicle as the speed of the first vehicle increases, and / or decreases the rotational damping between the first vehicle and the second vehicle as the first included angle between their driving directions increases.

2. The coupling device as described in claim 1, characterized in that, The first adjustable damper is used to adjust the damping between the first vehicle and the first damping slewing mechanism. The first angle sensor is used to collect the first included angle between the travel directions of the first vehicle and the second vehicle. The first controller is used to control the first adjustable damper to adjust the rotational damping between the first vehicle and the second vehicle according to the travel speed of the first vehicle and / or the first included angle.

3. The coupling device as described in claim 1, characterized in that, Also includes: A second damping slewing mechanism is disposed at the second end of the second vehicle and is used to connect the first end of the first vehicle via the first damping slewing mechanism. The second damping slewing mechanism increases the rotational damping between the first vehicle and the second vehicle as the speed of the second vehicle increases, and / or decreases the rotational damping between the first vehicle and the second vehicle as the first included angle between the directions of travel of the first vehicle and the second vehicle increases.

4. The coupling device as described in claim 3, characterized in that, The second damping slewing mechanism includes a second adjustable damper, a second angle sensor, and a second controller. The second adjustable damper is used to adjust the damping between the second vehicle and the second damping slewing mechanism. The second angle sensor is used to collect the first angle between the travel directions of the first vehicle and the second vehicle. The second controller is used to control the second adjustable damper to adjust the rotational damping between the first vehicle and the second vehicle based on the travel speed of the first vehicle and / or the first angle.

5. The coupling device as described in claim 1, characterized in that, Also includes: An electric slewing mechanism is located at the second end of the second vehicle and is used to adjust the slewing angle according to the third angle signal provided by the third angle sensor to align with the first damping slewing mechanism, and is connected to the first end of the first vehicle via the first damping slewing mechanism.

6. The coupling device as described in claim 5, characterized in that, The electric rotary mechanism includes a servo electric cylinder, a third angle sensor, and a third controller. The servo electric cylinder is used to control the angle of the electric rotary mechanism. The third angle sensor is used to collect a third angle signal. 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, so as to align with the first damped rotary mechanism.

7. The coupling device as described in claim 4, characterized in that, The second damping rotary mechanism further includes a second rotary base, a second rotary upper frame, and a second mounting bracket. The second rotary upper frame and the second rotary base are rotatably connected via a second rotary bearing. The second controller is mounted on the second rotary base. The first end of the second damping adjustable damper is movably connected to the second rotary upper frame. The second mounting bracket is movably connected to the second end of the second damping adjustable damper. The second angle sensor is fixedly mounted on the second rotary base and includes a second swing arm and a second connecting rod. The first end of the second swing arm 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 rotary upper frame. The second slewing base is provided with a second limiting block, and the second slewing upper frame is provided with a second limiting surface. The second limiting block and the second limiting surface abut against each other at a preset angle.

8. The coupling device as described in claim 6, characterized in that, The first slewing base is provided with a first limiting block, and the first slewing upper frame is provided with a first limiting surface. The first limiting block and the first limiting surface abut at a preset angle, and / or The electric rotary mechanism further includes a third rotary base, a third rotary upper frame, and a third mounting bracket. The third rotary upper frame and the third rotary base are rotatably connected via a third rotary bearing. The third controller is mounted on the third rotary base. The first end of the servo electric cylinder is movably connected to the third rotary upper frame. The second end of the servo electric cylinder is movably connected to the third mounting bracket. The third angle sensor is fixedly mounted on the third rotary base and includes a third swing arm and a third connecting rod. The first end of the third swing arm is fixedly connected to the central axis of the third angle sensor. The second end of the third swing arm is hinged to the first end of the third connecting rod. The second end of the third connecting rod is hinged to the third rotary upper frame. The third rotating base is provided with a third limiting block, and the third rotating upper frame is provided with a third limiting surface. The third limiting block and the third limiting surface abut at a preset angle to limit the rotation angle between the first vehicle and the second vehicle.

9. The coupling device as described in claim 1, characterized in that, Also includes: A linkage assembly for connecting the first damping slewing mechanism to a second damping slewing mechanism or an electric slewing mechanism, wherein the first damping slewing mechanism is connected to the second vehicle via the second damping slewing mechanism or the electric slewing mechanism.

10. The coupling device as described in claim 9, characterized in that, The linkage assembly includes: The first component includes a first guide tooth, a first guide groove, and a first ball pin slot. A first ball joint pin, located on the first rotating frame of the first damping rotary mechanism, engages with the first ball pin slot to connect the first damping rotary mechanism to the first component. The second component includes a second guide tooth, a second guide groove, and a second ball pin slot. A second ball joint pin, located on the second rotating upper frame of the second damping rotary mechanism, engages with the second ball pin slot to connect the second damping rotary mechanism to the second component. Alternatively, a third ball joint pin, located on the third rotating upper frame of the electric rotary mechanism, engages 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.

11. The coupling device as described in claim 10, characterized in that, Also includes: Fasteners, wherein the first damping slewing mechanism is reinforced to the first component by a first fastener, and / or the second damping slewing mechanism or the electric slewing mechanism is reinforced to the first component by a second fastener.

12. The coupling device as described in claim 11, characterized in that, The connecting rod assembly further includes a connecting rod pin, the first component also includes a first through hole, and the second component further includes a second through hole. The axes of the first and second through holes coincide, and the connecting pin passes through the axis of the through holes to reinforce the connection between the first and second components.

13. A train, characterized in that, It includes multiple vehicles and a coupling device as described in any one of claims 1 to 12, wherein at least one of the vehicles is connected to its adjacent vehicle via the coupling device.

14. The train as described in claim 13, characterized in that, The first car of the train is equipped with the coupling device at its front end to connect to the rear end of the last car of another train, and / or The coupling device is located at the rear end of the last car of the train to connect to the front end of the first car of another train.

15. The train as described in claim 14, characterized in that, The first and / or last car sections are equipped with equipment compartments for carrying the connecting rod assembly of the coupling device.

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