Coupling for train and train

Abstract

The invention provides a coupler for a train and the train, and the coupler for the train comprises an input force transmission disc which is used for cooperating with a motor to be driven by the motor; the force transmission shaft comprises a shaft body, an input end plate connected to the first end of the shaft body and an output end plate connected to the second end of the shaft body, the first end of the shaft body is sleeved with the input force transmission disc which is connected with the input end plate, and the output end plate is used for being connected with a wheel; the first elastic diaphragm group is arranged in the axial direction of the shaft body, and the first elastic diaphragm group is clamped between the input force transfer disc and the input end plate; and the second elastic diaphragm group is arranged in the axial direction of the shaft body and is used for being clamped between the output end plate and the wheel. According to the technical scheme, the problems that the number of connecting structures between the motor and the wheels is increased due to the existence of a gearbox in the related technology, and the possibility of faults is increased are effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of couplings, and in particular to a coupling for a train and a train. Background Art

[0002] For general high-speed trains, the running speed of high-speed trains has been increased to more than 100km / h. Due to the limitation of the development of motors, the motor needs to be connected to the gearbox, the gearbox is connected to the input end of the coupling, and the output end of the coupling is connected to the wheel, and the output power is changed through the gearbox. Although the power requirement for the motor is not large, the existence of the gearbox increases the connection structure between the motor and the wheel, increasing the possibility of failure. Summary of the invention

[0003] The main purpose of the present invention is to provide a vehicle coupling and a train to solve the problem in the related art that the existence of a gear box increases the number of connection structures between the motor and the wheels, thereby increasing the possibility of failure.

[0004] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, a coupling for a train is provided, comprising: an input force transfer disc, used to cooperate with a motor to be driven by the motor; a force transfer shaft, comprising a shaft body, an input end plate connected to the first end of the shaft body and an output end plate connected to the second end of the shaft body, the input force transfer disc is sleeved outside the first end of the shaft body and connected to the input end plate, and the output end plate is used to be connected to the wheel; a first elastic diaphragm group, in the axial direction of the shaft body, the first elastic diaphragm group is clamped between the input force transfer disc and the input end plate; a second elastic diaphragm group, in the axial direction of the shaft body, the second elastic diaphragm group is used to be clamped between the output end plate and the wheel.

[0005] Furthermore, the first end of the shaft body and the input end plate are an integrally formed structure.

[0006] Furthermore, a first end tooth is arranged on the end surface of the second end of the shaft body, and a second end tooth meshing with the first end tooth is arranged on the end surface of the output end plate.

[0007] Furthermore, a third end tooth is arranged on the end surface of the input force transmission disc away from the input end plate, and the third end tooth cooperates with the motor to be driven by the motor to rotate the input force transmission disc.

[0008] Furthermore, along the axial direction parallel to the shaft body, a first connecting hole is arranged on the first elastic diaphragm group, and a second connecting hole coaxial with the first connecting hole is arranged on the input force transmission disc, and the train coupling also includes a first fastener passing through the first connecting hole and the second connecting hole to fix the input force transmission disc and the first elastic diaphragm group together.

[0009] Furthermore, the first fastener includes a bolt that is threadedly connected to the connecting pin sleeve, the connecting pin sleeve passes through the first connecting hole and the second connecting hole, and the screw head of the bolt is pressed tightly on the input force transmission disk.

[0010] Furthermore, a third connecting hole is provided on the first elastic diaphragm group along the axial direction parallel to the shaft body, and a fourth connecting hole coaxial with the third connecting hole is provided on the input end plate, and the train coupling also includes a second fastener passed through the third connecting hole and the fourth connecting hole to fix the first elastic diaphragm group and the input end plate together.

[0011] Furthermore, the first elastic diaphragm group and the second elastic diaphragm group each include a plurality of elastic diaphragms, and the plurality of elastic diaphragms are completely stacked along the axial direction of the shaft body. The train coupling also includes a first clamping plate and a second clamping plate arranged in pairs, and the plurality of elastic diaphragms are clamped between the first clamping plate and the second clamping plate to fix the plurality of elastic diaphragms into the first elastic diaphragm group and the second elastic diaphragm group.

[0012] Furthermore, along the axial direction parallel to the shaft body, a fifth connecting hole is also provided on the second elastic diaphragm group, and a sixth connecting hole coaxial with the fifth connecting hole is provided on the output end plate, and the train coupling also includes a third fastener passed through the fifth connecting hole and the sixth connecting hole to fix the output end plate and the second elastic diaphragm group together; and / or, along the axial direction parallel to the shaft body, a seventh connecting hole is also provided on the second elastic diaphragm group, and an eighth connecting hole coaxial with the seventh connecting hole is provided on the wheel, and the train coupling also includes a connecting pin passed through the seventh connecting hole and the eighth connecting hole to fix the second elastic diaphragm group and the wheel together.

[0013] According to another aspect of the present invention, a train is provided, comprising a body, a motor arranged on the body, a train coupling and wheels, the train coupling is the above-mentioned train coupling, and the motor drives the wheels to rotate through the train coupling.

[0014] According to the technical solution of the present invention, a coupling for a train includes: an input force transmission disc, a force transmission shaft, a first elastic diaphragm group and a second elastic diaphragm group. The input force transmission disc is used to cooperate with the motor to be driven by the motor. The force transmission shaft includes a shaft body, an input end plate connected to the first end of the shaft body and an output end plate connected to the second end of the shaft body. The input force transmission disc is sleeved outside the first end of the shaft body and connected to the input end plate, and the output end plate is used to connect with the wheel. The first elastic diaphragm group is sandwiched between the input force transmission disc and the input end plate in the axial direction of the shaft body. The second elastic diaphragm group is sandwiched between the output end plate and the wheel in the axial direction of the shaft body. In this way, when the driving force of the motor is input into the force transmission disc, the force received by the input force transmission disc is transmitted to the first elastic diaphragm group, and then transmitted to the input end plate by the first elastic diaphragm group, and then transmitted to the shaft body by the input end plate, and then transmitted to the shaft body by the output end plate, and then transmitted to the second elastic diaphragm by the output end plate, and then transmitted to the wheel by the second elastic diaphragm. In this way, the train coupling can directly transmit the force received by the motor to the wheel, eliminating the gearbox in the related art, reducing the number of connection structures between the motor and the wheel, and reducing the possibility of failure. In addition, due to the presence of the first elastic diaphragm group and the second elastic diaphragm group, the train coupling undergoes slight deformation in the axial direction of the shaft body, avoiding the greater wear caused by rigid contact. Therefore, the technical solution of the present application effectively solves the problem in the related art that the presence of the gearbox increases the number of connection structures between the motor and the wheel, increasing the possibility of failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0016] Figure 1 A schematic diagram of the three-dimensional structure of an embodiment of a train coupling according to the present invention is shown;

[0017] Figure 2 Shows Figure 1 A schematic diagram of the installation of parts on the first end of the shaft body of the train coupling;

[0018] Figure 3 Shows Figure 1 A schematic diagram of the installation of parts on the second end of the shaft body of the train coupling;

[0019] Figure 4 Shows Figure 1 A schematic side view of a train coupling;

[0020] Figure 5 Shows Figure 4A schematic cross-sectional view of a train coupling along the AA direction;

[0021] Figure 6 Shows Figure 5 A partial schematic diagram of a first fastener of a train coupling;

[0022] Figure 7 Shows Figure 5 A partial schematic diagram of the connecting pin of a train coupling.

[0023] The above drawings include the following reference numerals:

[0024] 10. Input force transmission disc; 11. Third end tooth;

[0025] 20. force transmission shaft; 21. shaft body; 22. first end tooth; 23. input end plate; 24. output end plate; 25. second end tooth;

[0026] 31. first elastic diaphragm group; 32. second elastic diaphragm group; 33. first clamping plate; 34. second clamping plate;

[0027] 41. First fastener; 411. Connecting pin sleeve; 412. Anti-rotation step; 413. Bolt; 414. Anti-loosening pressure cover; 415. Anti-rotation groove; 42. Second fastener; 43. Third fastener; 44. Connecting pin. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0030] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present invention. Meanwhile, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0031] like Figures 1 to 5 As shown, the present application provides a coupling for trains, and an embodiment of the coupling for trains includes: an input force transmission disc 10, a force transmission shaft 20, a first elastic diaphragm group 31 and a second elastic diaphragm group 32. The input force transmission disc 10 is used to cooperate with the motor to be driven by the motor. The force transmission shaft 20 includes a shaft body 21, an input end plate 23 connected to the first end of the shaft body 21, and an output end plate 24 connected to the second end of the shaft body 21. The input force transmission disc 10 is sleeved outside the first end of the shaft body 21 and connected to the input end plate 23, and the output end plate 24 is used to connect to the wheel. The first elastic diaphragm group 31 is in the axial direction of the shaft body 21, and the first elastic diaphragm group 31 is sandwiched between the input force transmission disc 10 and the input end plate 23. The second elastic diaphragm group 32 is in the axial direction of the shaft body 21, and the second elastic diaphragm group 32 is used to be sandwiched between the output end plate 24 and the wheel.

[0032] By applying the technical solution of this embodiment, when the motor driving force is input into the force transmission disc 10, the force received by the input force transmission disc 10 is transmitted to the first elastic diaphragm group 31, and then transmitted to the input end plate 23 by the first elastic diaphragm group 31, and then transmitted to the shaft body 21 by the input end plate 23, and then transmitted to the output end plate 24 by the shaft body 21, and then transmitted to the second elastic diaphragm by the output end plate 24, and then transmitted to the wheel by the second elastic diaphragm. In this way, the train coupling can directly transmit the force received by the motor to the wheel, eliminating the gear box in the related art, reducing the number of connection structures between the motor and the wheel, and reducing the possibility of failure. And due to the presence of the first elastic diaphragm group 31 and the second elastic diaphragm group 32, the train coupling is slightly deformed in the axial direction of the shaft body 21, avoiding the greater wear caused by rigid contact. Therefore, the technical solution of this embodiment effectively solves the problem that the presence of the gear box in the related art increases the number of connection structures between the motor and the wheel, increasing the possibility of failure.

[0033] like Figures 1 to 5 As shown, the first end of the shaft body 21 and the input end plate 23 are an integrally formed structure. With the integrally formed design, there is no additional connection point between the shaft body 21 and the input end plate 23, which greatly improves the structural strength and rigidity of the entire coupling, reduces the force transmission loss and failure points caused by looseness and wear of the connection parts, ensures the efficient and stable transmission of the motor driving force, and also reduces the maintenance cost.

[0034] like Figures 1 to 5 As shown, a first end tooth 22 is provided on the end face of the second end of the shaft body 21, and a second end tooth 25 meshing with the first end tooth 22 is provided on the end face of the output end plate 24. The first end tooth 22 provided at the second end of the shaft body 21 is precisely meshed with the second end tooth 25 on the output end plate 24, ensuring the accuracy and efficiency of force transmission. Moreover, the meshing connection between the first end tooth 22 and the second end tooth 25 has better reliability and torque transmission capacity under high-speed rotation conditions, and can effectively reduce the power loss caused by gear mismatch or wear, while reducing vibration and noise, and improving passenger comfort. The shaft body 21 mentioned above is a hollow shaft body. Specifically, the output end plate 24 is fastened to the second end of the shaft body 21 by bolts.

[0035] like Figures 1 to 5 As shown, the end face of the input force transmission disc 10 away from the input end plate 23 is provided with a third end tooth 11, and the third end tooth 11 cooperates with the motor to be driven by the motor to rotate the input force transmission disc 10. The third end tooth 11 on the input force transmission disc 10 directly cooperates with the motor and is driven to rotate by the motor. This design allows the motor driving force to act directly on the vehicle coupling, reduces the intermediate transmission links, improves the directness and response speed of force transmission, and thus improves the overall operating efficiency and power performance of the train.

[0036] Specifically, an end gear is sleeved on the motor shaft of the motor, and the end gear is meshed with the third end teeth 11 for transmission to drive the input force transmission disc 10 to rotate.

[0037] like Figures 1 to 5 As shown, along the axial direction parallel to the shaft body 21, a first connection hole is provided on the first elastic diaphragm group 31, and a second connection hole coaxial with the first connection hole is provided on the input force transmission disc 10. The train coupling also includes a first fastener 41 inserted into the first connection hole and the second connection hole to fix the input force transmission disc 10 and the first elastic diaphragm group 31 together. The first elastic diaphragm group 31 is fixed to the input force transmission disc 10 by the first fastener 41, which not only ensures the position stability of the first elastic diaphragm group 31 in the axial direction of the shaft body 21, but also ensures the effective connection between the first elastic diaphragm group 31 and the input force transmission disc 10 under high-speed rotation and vibration conditions, avoiding interruption or instability of force transmission, and enhancing the reliability and stability of the train.

[0038] like Figures 1 to 5 As shown, the first fastener 41 includes a connecting pin sleeve 411 and a bolt 413 threadedly connected to the connecting pin sleeve 411, and the connecting pin sleeve 411 passes through the first connecting hole and the second connecting hole. The screw head of the bolt 413 is pressed against the input force transmission disc 10. The first fastener 41 composed of the connecting pin sleeve 411 and the bolt 413 not only provides a firm connection, but also can cope with the huge torque and vibration generated during the operation of the high-speed train, maintain the integrity of the structure and the continuity of force transmission. The bolt 413 is pressed against the input force transmission disc, further strengthening the tightness of the connection and reducing the energy loss caused by loose connection.

[0039] like Figures 1 to 5 As shown, along the axial direction parallel to the shaft body 21, a third connecting hole is also provided on the first elastic diaphragm group 31, and a fourth connecting hole coaxial with the third connecting hole is provided on the input end plate 23. The train coupling also includes a second fastener 42 inserted into the third connecting hole and the fourth connecting hole to fix the first elastic diaphragm group 31 and the input end plate 23 together. The second fastener 42 connects the first elastic diaphragm group 31 with the input end plate 23, ensuring the positioning of the first elastic diaphragm group 31 in the axial direction of the shaft body 21, avoiding the displacement of the first elastic diaphragm group 31 due to vibration, which has a negative impact on the efficiency and stability of force transmission. This design improves the effective working range and service life of the first elastic diaphragm group 31.

[0040] like Figures 1 to 5 and Figure 7 As shown, the first elastic diaphragm group 31 and the second elastic diaphragm group 32 each include a plurality of elastic diaphragms. The plurality of elastic diaphragms are completely stacked and arranged along the axial direction of the shaft body 21. The train coupling also includes a first clamping plate 33 and a second clamping plate 34 arranged in pairs, and the plurality of elastic diaphragms are clamped between the first clamping plate 33 and the second clamping plate 34 to fix the plurality of elastic diaphragms into the first elastic diaphragm group 31 and the second elastic diaphragm group 32. The plurality of elastic diaphragms are completely stacked and fixed along the axial direction of the shaft body 21 by the first clamping plate 33 and the second clamping plate 34 to form the first elastic diaphragm group 31 and the second elastic diaphragm group 32. This design improves the compensation capacity of the train coupling in the axial and radial directions, can effectively absorb the vibration and impact in the process of power transmission from the motor to the wheel, reduces the wear caused by the rigid connection, and prolongs the service life of the train coupling.

[0041] like Figures 1 to 5As shown, along the axial direction parallel to the shaft body 21, the second elastic diaphragm group 32 is also provided with a fifth connection hole, and the output end plate 24 is provided with a sixth connection hole coaxial with the fifth connection hole, and the train coupling also includes a third fastener 43 inserted into the fifth connection hole and the sixth connection hole to fix the output end plate 24 and the second elastic diaphragm group 32 together. Along the axial direction parallel to the shaft body 21, the second elastic diaphragm group 32 is also provided with a seventh connection hole, and the wheel is provided with an eighth connection hole coaxial with the seventh connection hole, and the train coupling also includes a connecting pin 44 inserted into the seventh connection hole and the eighth connection hole to fix the second elastic diaphragm group 32 and the wheel together. The third fastener 43 ensures the tight connection between the output end plate 24 and the second elastic diaphragm group 32. The connecting pin 44 fixes the second elastic diaphragm group 32 to the wheel, forming a complete force transmission link. This design not only ensures efficient transmission of force from the motor to the wheels, but also reduces the impact and wear that may occur between the wheels and the transmission system through the buffering effect of the second elastic diaphragm group 32, thereby improving the reliability and efficiency of the train.

[0042] In this embodiment, the structures of the second fasteners 42 and the third fasteners 43 are the same as those of the first fasteners 41, and the number of each is four. The four first fasteners 41 and the four second fasteners 42 are arranged alternately in sequence around the axial direction of the shaft body 21. The number of the connecting pins 44 is also four. The four connecting pins 44 and the four third fasteners 43 are arranged alternately in sequence around the axial direction of the shaft body 21.

[0043] The first fastener 41 also includes an anti-loosening pressure cap 414 sandwiched between the screw head of the bolt 413 and the input force transmission disc 10. A rotation-stopping step 412 is provided at the end of the connecting pin sleeve 411 facing the screw head of the bolt 413, and a rotation-stopping groove 415 is provided on the end surface of the pressure cap facing the connecting pin sleeve 411 to stop the rotation with the rotation-stopping step 412. The anti-loosening pressure cap 414 is sandwiched between the screw head of the bolt 413 and the input force transmission disc 10, which can effectively prevent the bolt 413 from loosening under the vibration and impact during the operation of the high-speed train. This is because under the condition of high-speed rotation, the relative movement of the internal components of the train coupling and the vibration of the external environment may cause the first fastener 41 to gradually loosen, and the anti-loosening pressure cap 414 ensures the stability and safety of the first fastener 41 during long-term operation through its close contact with the input force transmission disc and its own anti-loosening characteristics, avoiding the reduction of power transmission efficiency or failure of the train coupling caused by the loosening of the first fastener 41. The anti-rotation step 412 provided at the end of the connecting pin sleeve 411 cooperates with the anti-rotation groove 415 on the end face of the gland to prevent the first fastener 41 from rotating under the action of the axial force. The design of the anti-rotation step 412 and the anti-rotation groove 415 can ensure that when the train is running at high speed, the first fastener 41 will not rotate even if it is subjected to a large torque and axial force, thereby maintaining the positioning of the first fastener 41 and the continuity of force transmission. In addition, this design also helps to simplify the installation process, avoiding additional anti-rotation measures for the first fastener 41 during the installation process, thereby improving the assembly efficiency. The cooperation of the anti-rotation step and the anti-rotation groove, as well as the use of the anti-loosening gland 414, work together to improve the structural stability of the first fastener 41 and the reliability of the entire train coupling. In the operating environment of high-speed trains, these designs ensure that the force transmission between the internal components of the train coupling will not be affected by the loosening or rotation of the first fastener 41, thereby ensuring the efficient transmission of the motor driving force to the wheels, reducing the energy loss in the power transmission process, and extending the service life of the train coupling.

[0044] like Figure 6 and Figure 7 As shown, the first fastener 41, the second fastener 42 and the third fastener 43 are all provided with anti-loosening washers at the connection positions.

[0045] The present application also provides a train, an embodiment of the train includes a body and a motor arranged on the body, a train coupling and wheels, the train coupling is the above-mentioned train coupling, and the motor drives the wheels to rotate through the train coupling. When the motor driving force in the above-mentioned train coupling is input into the force transmission disc 10, the force received by the input force transmission disc 10 is transmitted to the first elastic diaphragm group 31, and then transmitted to the input end plate 23 by the first elastic diaphragm group 31, and then transmitted to the shaft body 21 by the input end plate 23, and then transmitted to the output end plate 24 by the shaft body 21, and then transmitted to the second elastic diaphragm by the output end plate 24, and then transmitted to the wheel by the second elastic diaphragm. In this way, the train coupling can directly transmit the force received by the motor to the wheel, eliminating the gear box in the related art, reducing the number of connection structures between the motor and the wheel, and reducing the possibility of failure. Furthermore, due to the presence of the first elastic diaphragm group 31 and the second elastic diaphragm group 32, the train coupling undergoes slight deformation in the axial direction of the shaft body 21, thereby avoiding greater wear caused by rigid contact. This solves the problem in the related art that the presence of the gearbox increases the number of connection structures between the motor and the wheels and the possibility of failure, thereby enabling a train including the train coupling to solve the same technical problem.

[0046] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0047] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0048] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0049] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A coupling for a train, characterized in that: include: An input force transmission disc (10) is used to cooperate with the motor so as to be driven by the motor; The force transmission shaft (20) comprises a shaft body (21), an input end plate (23) connected to a first end of the shaft body (21), and an output end plate (24) connected to a second end of the shaft body (21); the input force transmission disc (10) is sleeved outside the first end of the shaft body (21) and connected to the input end plate (23); and the output end plate (24) is used to be connected to a wheel; A first elastic diaphragm group (31), in the axial direction of the shaft body (21), the first elastic diaphragm group (31) is sandwiched between the input force transmission disc (10) and the input end plate (23); A second elastic diaphragm group (32) is used to be sandwiched between the output end plate (24) and the wheel in the axial direction of the shaft body (21).

2. The train coupling according to claim 1, characterized in that: The first end of the shaft body (21) and the input end plate (23) are an integrally formed structure.

3. The train coupling according to claim 1, characterized in that: A first end tooth (22) is arranged on the end surface of the second end of the shaft body (21), and a second end tooth (25) meshing with the first end tooth (22) is arranged on the end surface of the output end plate (24).

4. The train coupling according to claim 1, characterized in that: A third end tooth (11) is provided on the end surface of the input force transmission disc (10) facing away from the input end plate (23); the third end tooth (11) cooperates with the motor to be driven by the motor so as to rotate the input force transmission disc (10).

5. The train coupling according to claim 1, characterized in that: Along the axial direction parallel to the shaft body (21), a first connecting hole is provided on the first elastic diaphragm group (31), and a second connecting hole coaxial with the first connecting hole is provided on the input force transmission disc (10), and the train coupling also includes a first fastener (41) inserted into the first connecting hole and the second connecting hole to fix the input force transmission disc (10) and the first elastic diaphragm group (31) together.

6. The train coupling according to claim 5, characterized in that: The first fastener (41) comprises a connecting pin sleeve (411) and a bolt (413) threadedly connected to the connecting pin sleeve (411), the connecting pin sleeve (411) passes through the first connecting hole and the second connecting hole, and the screw head of the bolt (413) is pressed against the input force transmission disc (10).

7. The train coupling according to any one of claims 1 to 6, characterized in that: A third connecting hole is further provided on the first elastic diaphragm group (31) along an axial direction parallel to the shaft body (21), and a fourth connecting hole coaxial with the third connecting hole is provided on the input end plate (23), and the train coupling also includes a second fastener (42) inserted into the third connecting hole and the fourth connecting hole to fix the first elastic diaphragm group (31) and the input end plate (23) together.

8. The train coupling according to any one of claims 1 to 6, characterized in that: The first elastic diaphragm group (31) and the second elastic diaphragm group (32) each include a plurality of elastic diaphragms, and the plurality of elastic diaphragms are completely stacked along the axial direction of the shaft body (21). The train coupling also includes a first clamping plate (33) and a second clamping plate (34) arranged in pairs, and the plurality of elastic diaphragms are clamped between the first clamping plate (33) and the second clamping plate (34) to fix the plurality of elastic diaphragms into the first elastic diaphragm group (31) and the second elastic diaphragm group (32).

9. The train coupling according to any one of claims 1 to 6, characterized in that: The second elastic diaphragm group (32) is further provided with a fifth connection hole along an axial direction parallel to the shaft body (21), the output end plate (24) is provided with a sixth connection hole coaxial with the fifth connection hole, and the train coupling further comprises a third fastener (43) penetrating through the fifth connection hole and the sixth connection hole to fix the output end plate (24) and the second elastic diaphragm group (32) together; and / or, A seventh connecting hole is further provided on the second elastic diaphragm group (32) along an axial direction parallel to the shaft body (21), and an eighth connecting hole coaxial with the seventh connecting hole is provided on the wheel, and the train coupling also includes a connecting pin (44) inserted into the seventh connecting hole and the eighth connecting hole to fix the second elastic diaphragm group (32) and the wheel together.

10. A train, comprising a vehicle body, a motor, a train coupling and wheels arranged on the vehicle body, characterized in that: The train coupling is the train coupling according to any one of claims 1 to 9, and the motor drives the wheels to rotate via the train coupling.

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