Automatic coupling and unpacking through passage and railway vehicle
Through the improved push structure and control system, the automated coupling and uncoupling of rail transit vehicles in the through passageway has been realized, solving the problems of complex structure and insufficient curve operation capability, and improving safety and intelligence level.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- QINGDAO SRI TECH CO LTD
- Filing Date
- 2026-03-31
- Publication Date
- 2026-05-12
AI Technical Summary
The existing rail transit vehicle connecting tunnels suffer from structural complexity and poor flexibility during coupling and uncoupling processes, especially in terms of insufficient curve crossing capability when running on curves, and have a low degree of automation.
An improved push structure and control system are adopted, including a drive rod assembly and push cylinder with articulated flexible connection. The control unit realizes the automatic coupling and uncoupling of the through channel to adapt to the curve operation requirements of the vehicle, and the push process is precisely controlled by the detection unit.
It improves the safety, efficiency, and intelligence of the connecting passageway, enhances its adaptability during curved operation, reduces wear risk, and improves the system's reliability and automation.
Smart Images
Figure CN122009259A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of rail transit technology, and specifically to an automatic coupling and uncoupling track and rail vehicle. Background Technology
[0002] Train connecting passageways with coupling and decoupling functions are a key technological device in modern urban rail transit and railway vehicles. They not only provide flexible connections between carriages and facilitate passenger passage, but also support rapid and safe mechanical connection (coupling) and separation (decoupling) during train formation adjustments (such as adding or removing carriages).
[0003] Currently, most train coupling and uncoupling mechanisms still rely on manual methods for coupling and uncoupling, especially in urban rail transit systems such as subways and light rail. Although fully automated coupling technology is under development, manual operation remains the mainstream solution due to factors such as cost, reliability, ease of maintenance, and operational habits.
[0004] In existing technologies, some through-passage systems are equipped with automatic pushing structures, but these often suffer from problems such as complex structures and unreasonable layouts. For example, some automatic coupling and uncoupling through-passage systems use X-links as telescopic drive structures to drive coupling or uncoupling, resulting in complex structures and poor flexibility; some automatic coupling and uncoupling through-passage systems place the coupling and pushing structure on the vehicle roof or inside the vehicle body, which can easily cause interference with other vehicle structures.
[0005] Furthermore, during vehicle curvature, the carriages undergo motion deflection, requiring the connecting passageway to accommodate the vehicle's curved movement. Current technologies exhibit poor small-curve-passing capacity after connecting passageway coupling. Summary of the Invention
[0006] The purpose of this application is to solve one of the above-mentioned technical problems by providing an automatic connecting and unconnecting channel, improving the connecting and pushing structure of the channel, making the structure simpler and the operation more flexible, while improving the channel's ability to pass through curves.
[0007] The first aspect of this application provides an automatic coupling and uncoupling channel, including two semi-channels, wherein each semi-channel includes a folding frame assembly, a vehicle frame assembly, and a docking frame assembly. The vehicle frame assembly can be connected to a vehicle body, and the docking frame assemblies of the two semi-channels to be coupled can be coupled or uncoupled. A push structure is provided between the vehicle body frame assembly and the docking frame assembly, the push structure including: First transmission rod group and second transmission rod group: Each transmission rod group includes a first transmission rod and a second transmission rod, the first transmission rod and the second transmission rod are axially connected, wherein the first transmission rod of each transmission rod group is connected to the vehicle body frame or the vehicle body, and the second transmission rod of each transmission rod group is connected to the docking frame. The pushing structure also includes a control unit, a pushing cylinder, a first pushing rod, and a second pushing rod; The first push rod connects the cylinder barrel of the push cylinder and the first transmission rod assembly; the second push rod connects the piston of the push cylinder and the second transmission rod assembly; the control unit is connected to the push cylinder and is configured as follows: After receiving the through-channel coupling command, the push cylinders of the two semi-through channels are controlled to move, thereby controlling the movement of the first transmission rod group and the second transmission rod group, to realize the coupling of the docking frames of the two semi-through channels to be coupled.
[0008] In this embodiment, both the first and second transmission rod groups are hinged flexible connection structures, upgrading the traditional passive, non-flexible connection between the docking frame assembly and the car body frame assembly to an active, controllable, intelligent flexible connection docking device. This significantly improves the safety, efficiency, and intelligence level of rail transit vehicles during coupling operations. Simultaneously, when the vehicle traverses a curve, adjacent cars will rotate relative to each other around a vertical axis. If the transmission rod group is a rigid straight rod, it will be subjected to bending moment, leading to jamming, deformation, or even damage. In this application, the relative rotation of the first and second transmission rod groups forms a variable-angle open linkage mechanism, adapting to the relative positional deflection between the cars. Furthermore, through the integration of this control unit, the automation, timing, and closed-loop management of the coupling and uncoupling process in the through-passage are achieved, significantly improving operational safety, coupling accuracy, and system intelligence, making it particularly suitable for fully automated rail transit systems.
[0009] In conjunction with the first aspect, in some embodiments of this application, the first push rod includes an elongated hole, the length direction of the elongated hole on the first push rod is parallel to the length direction of the first push rod, and a slider is provided on the first transmission rod assembly. The slider provided on the first transmission rod assembly is rotatably connected to the first transmission rod assembly and is located inside the elongated hole. And / or, The second push rod includes an elongated hole, the length direction of which is parallel to the length direction of the second push rod. A slider is provided on the second transmission rod assembly, and the slider is rotatably connected to the second transmission rod assembly and located inside the elongated hole.
[0010] In some embodiments of this application, the first push rod and / or the second push rod are provided with elongated holes extending along their length, and the corresponding transmission rod assembly is provided with a slider that cooperates with it. The slider is rotatably connected to the transmission rod assembly (e.g., hinged via a pin), and its connecting pin passes through the elongated hole. This structural design not only achieves effective force transmission, but more importantly, provides the system with the necessary degrees of freedom of movement, significantly improving the adaptability of the through-passage under dynamic vehicle operation, especially under curve conditions.
[0011] In conjunction with the first aspect, in some embodiments of this application, each group of transmission rods further includes a first mounting base, wherein the first transmission rod includes rod one and rod two; The first mounting base is provided with a first rotating shaft, and the first rod and the second rod are both installed on the first rotating shaft at intervals and are both axially connected to the first rotating shaft; A second rotating shaft is provided between rod one and rod two, and the slider is installed on the second rotating shaft and located in the gap between rod one and rod two.
[0012] In some embodiments of this application, a first mounting seat is provided in each group of transmission rods, and the first transmission rod is constructed as a double-rod structure consisting of rod one and rod two, which are pivotally connected to a first rotating shaft at intervals. A second rotating shaft is provided between rod one and rod two to mount a slider, which passes through the elongated hole of the push rod. This double-rod structure for holding the slider significantly improves overall rigidity and motion stability, effectively preventing the slider from tilting or wobbling within the elongated hole, ensuring smooth sliding and free rotation even under complex conditions such as vehicle curves, nodding, or swaying. Simultaneously, the double rods share the load, reducing local stress concentration, decreasing wear, improving durability, and providing more reliable support for the longitudinal and angular compensation space provided by the elongated hole, thereby enhancing the adaptability, coupling accuracy, and system reliability of the through-channel during dynamic operation. After pushing is completed, the motion between the cylinder and piston is converted into the motion of the slider within the elongated hole, reducing wear on the rubber seals between the cylinder and piston.
[0013] In conjunction with the first aspect, in some embodiments of this application, the first push rod connects the cylinder barrel of the push cylinder and the first transmission rod in the first transmission rod group, and is axially connected to the first transmission rod in the first transmission rod group; the second push rod connects the piston of the push cylinder and the first transmission rod in the second transmission rod group, and is axially connected to the first transmission rod in the second transmission rod group.
[0014] In this embodiment, the arrangement allows the cylinder and piston to synchronously drive the first transmission rods on both sides when the push cylinder retracts, thereby coordinating the unfolding of the entire transmission rod assembly and achieving a smooth and symmetrical push of the docking frame assembly relative to the vehicle body frame assembly. Since the thrust on both sides originates from two relatively moving parts (cylinder and piston) of the same push cylinder, it possesses stroke consistency and action synchronization, effectively preventing the docking frame from deflecting or jamming during movement, thus improving the reliability of automatic coupling and the smoothness of disengagement. Simultaneously, combined with the aforementioned elongated hole and slider structure, this connection method can also accommodate manufacturing and assembly errors and multi-degree-of-freedom relative motion during operation, further enhancing the system's compliance and environmental adaptability.
[0015] In conjunction with the first aspect, in some embodiments of this application, the cylinder of the push cylinder is provided with a guide post and a piston, the piston including a piston seat and a piston rod, and the piston seat radially enclosing the inner cavity of the cylinder; The first end of the piston rod passes through the cylinder and is connected to the second push rod; The piston seat and piston rod are provided with column holes, and the guide column passes through the column holes; It also includes elastic components: The elastic element is fitted onto the guide post and is constrained between the piston seat and the cylinder. or, The elastic element is disposed between the cylinder and the second push rod.
[0016] In this embodiment, the guide post passes through the piston seat to achieve precise guidance of the piston movement. During the connection process of the through channel, compressed air (or hydraulic oil) is filled into the piston chamber of the cylinder, which pushes the piston seat to move along the guide post to the second end of the cylinder. The piston rod extends synchronously to drive the pushing mechanism to complete the docking, while compressing the elastic element. When the through channels on both sides are successfully connected, the piston chamber is vented, the elastic element releases the stored energy, and pushes the piston seat back to the initial position, so that there is a movement gap between the slider and both ends of the long hole.
[0017] In conjunction with the first aspect, in some embodiments of this application, the through passage further includes a folding canopy assembly disposed between the vehicle body frame assembly and the docking frame assembly, the folding canopy assembly including an outer folding canopy and an inner folding canopy, and the transmission rod assembly disposed between the outer folding canopy and the inner folding canopy.
[0018] In this embodiment, a closed or semi-closed inner and outer protective space is formed between the two folding canopies, and the transmission rod assembly is arranged within this protective space. This structural design not only effectively utilizes the unused area inside the folding canopy, integrating moving parts such as the pushing mechanism, connecting rods, and sliders into it, avoiding the safety risks and environmental interference caused by exposure, but also provides a dustproof, waterproof, and foreign object-proof protective environment for the transmission rod assembly, improving the reliability of the mechanism's operation.
[0019] In conjunction with the first aspect, in some embodiments of this application, the push structure includes two sets, respectively disposed at the bottom of the vehicle body frame assembly and the docking frame assembly, and at the top of the vehicle body frame assembly and the docking frame assembly.
[0020] In this embodiment, by setting two sets of pushing structures, when the pushing cylinder is activated, the upper and lower sets of transmission rods extend and push the docking frame from the upper and lower parts to more conveniently complete the connection of the docking frame.
[0021] In conjunction with the first aspect, some embodiments of this application further include a detection unit disposed on the docking frame assembly, which is used to detect the distance between the docking frame assemblies of the two semi-through channels; The control unit is connected to the detection unit and is configured as follows: After receiving the through-channel connection command, control the first group of pushing structures to start; Detect the distance between the two semi-through channel docking frames on the side where the first push structure is located; When the distance between the docking frames of the two semi-through channels and the side where the first push structure is located meets the set threshold condition, the second push structure is activated.
[0022] This application embodiment provides a segmented control method. The control unit first controls one set of pushing structures to push, and then, based on the distance between the upper or lower docking frame components, delays the control of another set of pushing structures to push. By setting two sets of pushing structures, when the pushing cylinder actuates, the upper and lower sets of transmission rods extend, pushing the docking frame components from the upper and lower parts, thus facilitating the connection of the docking frame components. Controlling the starting action of the pushing components based on the distance between the docking frame components on both sides detected by the detection unit enables more precise control of the connection between the two through channels.
[0023] In conjunction with the first aspect, in some embodiments of this application, a tension spring is provided between the vehicle body frame assembly and the docking frame assembly.
[0024] In this embodiment of the application, the folding frame assembly can be retracted after the docking frame is disassembled by the left and right balanced tension springs.
[0025] The second aspect of this application provides a vehicle that includes the automatic coupling and uncoupling channel provided in the first aspect of this application.
[0026] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more apparent, specific embodiments of this application are given below. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of the docking frame and the vehicle body frame structure in an embodiment of this application.
[0028] Figure 2 This is a schematic diagram illustrating the structural principle of the connection between the two semi-through channel docking frames and the vehicle body frame in an embodiment of this application.
[0029] Figure 3 This is a schematic diagram of the hanging state of the connecting frames of the two semi-through channels on both sides in an embodiment of this application (excluding the folding canopy).
[0030] Figure 4a This is a schematic diagram of the first embodiment of the transmission rod assembly in this application.
[0031] Figure 4b This is a schematic diagram of the second embodiment of the transmission rod assembly in this application.
[0032] Figure 5 This is a schematic diagram of the hanging state of the connecting frames of the two semi-through channels on both sides in an embodiment of this application (including the folding canopy).
[0033] Figure 6 This is a schematic diagram of the state after the passageway is connected according to an embodiment of this application.
[0034] Figure 7 This is a schematic diagram of the state of the passageway after it is connected and strung together in an embodiment of this application.
[0035] Figure 8 This is a schematic diagram of the state of the passageway after it is connected and strung together in an embodiment of this application.
[0036] Figure 9 This is a schematic diagram of the state of the passageway after it is connected and strung together in an embodiment of this application.
[0037] Figure 10 This is a schematic diagram of the state of the passageway after it is connected and strung together in an embodiment of this application.
[0038] Figure 11 This is a schematic diagram of the state of the pushing cylinder in an embodiment of this application.
[0039] Figure 12 This is a schematic diagram showing the push bar being pushed into position according to an embodiment of this application.
[0040] Figure 13 This is a partial enlarged view of the second push rod in an embodiment of this application.
[0041] 1. The docking frame consists of 101 components, including the base. 2. Composition of the vehicle body frame; 3. The folding structure consists of: 301, outer folding structure; and 302, inner folding structure. 4. Support slide, 401, support block; 5. Detection unit; 6. Locking bar; 7. Locking tongue; 8. Locking tongue plate; 901, First transmission rod; 9011, Rod 1; 9012, Rod 2; 902, Second transmission rod; 9021, Rod 3; 9022, Rod 4; 10. Push cylinder; 1001. Guide column; 1002. Piston seat; 1003. Piston rod; 1004. Column bore; 1005. Piston column. 11. First push rod; 12. Second push rod, 1201. Long hole; 13. Slider; 14. Guide groove; 15. Guide cone; 16. Guide board; 17. Push structure; 18. Tension spring; 1901, First mounting base; 1902, Second mounting base; 2001, First pivot; 2002, Second pivot; 2003, Third pivot; 2004, Fourth pivot; 21. Elastic component. Detailed Implementation
[0042] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.
[0043] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0044] A train connecting passageway is a flexible passageway connecting adjacent carriages, often referred to as a carriage connection. Its core function is to ensure the safe passage of passengers between carriages and to accommodate the relative movement of the train during operation. It also provides sealing and protection functions, making it one of the key components of a train. Installed between two carriages, the train connecting passageway is a movable passageway composed of flexible and rigid components. It can stretch, compress, and sway with the displacement caused by the train turning, going uphill, downhill, and braking, creating a continuous internal space between the carriages.
[0045] The train connecting passage includes two semi-connecting passages, which are symmetrically arranged. In this embodiment, symmetry refers to a rotationally symmetrical structure, where one semi-connecting passage is rotated 180° to become the other semi-connecting passage. The coupling and uncoupling of the train connecting passage refers to the operation of connecting (coupling) or separating (uncoupling) the two semi-connecting and coupler systems. The coupling and uncoupling of the connecting passage is usually linked to the train coupler system, and the common method is manual coupling and uncoupling.
[0046] The manual coupling and uncoupling method involves manually directing the precise alignment of two carriages. This is achieved by manually manipulating the docking structures on the two coupling frames to connect them in the passageway. Because this method requires manual adjustment of the coupling structure alignment, it is inefficient.
[0047] Existing technologies also include some solutions for automatic coupling and uncoupling of through-passage sections. These solutions utilize a pushing structure to facilitate the connection and uncoupling of through-passage sections on both sides. However, due to the limited space in the through-passage sections of the vehicle body, the design of the pushing structure faces numerous limitations.
[0048] To address the above issues, this application proposes an automatic connecting and unconnecting channel, which solves the problems of connecting and unconnecting control by improving the pushing structure and control system of the channel.
[0049] refer to Figures 1 to 5 Each semi-passage on each side includes a folding canopy assembly 3, a vehicle body frame assembly 2, and a docking frame assembly 1. Among them, the vehicle body frame assembly 2 can be connected to the vehicle body. The vehicle body frame assembly 2 serves as a "fixed end," rigidly connected to the vehicle body chassis or side wall, providing an installation reference and load-bearing support for the entire passageway.
[0050] The docking frame assembly 1 is equipped with a connecting structure, allowing two adjacent docking frame assemblies 1 to be connected or disconnected. For example, the connecting structure on the docking frame assembly 1 consists of a locking tongue 7 and a locking tongue latch plate 8. The locking tongue 7 is mounted on the locking rod 6 and can be moved by driving the locking rod 6. In the two connected semi-passages, the locking tongue 7 on one semi-passage can engage with the locking tongue latch plate 8 on the other semi-passage. The docking frame assembly 1, as the "movable end" of the passageway, achieves mechanical docking of the two semi-passages through the connecting structure (locking tongue 7 / locking tongue latch plate 8) and provides both sealing and passage functions.
[0051] For example, a locking tongue 6 can be provided on the first side semi-through channel docking frame 1, and a locking tongue buckle plate 8 can be provided on the second side docking frame 1, with the number of locking tongues 6 and the number and position of locking tongue buckle plates 8 matching; alternatively, a locking tongue 6 and a locking tongue buckle plate 8 can be provided on the first side semi-through channel docking frame 1, and a locking tongue 6 and a locking tongue buckle plate 8 can be provided on the second side docking frame 1, with the position of the locking tongue 6 on this side docking frame 101 matching the position of the locking tongue buckle plate 8 on the opposite side docking frame 102, and the position of the locking tongue buckle plate 8 on this side docking frame 101 matching the position of the locking tongue 6 on the opposite side docking frame 102.
[0052] In some embodiments, the locking tongue 6 is disposed on the first side (e.g., the left side) of the docking frame, and the locking tongue buckle plate 8 is disposed on the second side (e.g., the right side) opposite to the first side. When the docking frames of the two semi-through channels are connected, the position of the locking tongue 6 of one docking frame 1 is connected with the locking tongue buckle plate 8 of the other docking frame 1.
[0053] It should be noted that the first and second sides of the connecting frame described in this application embodiment are not absolutely left and right sides, or top and bottom sides, but rather two sides of the axis of symmetry of the connecting frame. For example, if the connecting frame is rectangular and its axis of symmetry is a vertical axis, the first side is to the left of its vertical axis of symmetry, and the second side is to the right of its vertical axis of symmetry. Then, the latch 6 can be arranged vertically and horizontally on the left side, and the latch plate 8 can be arranged vertically and horizontally on the right side.
[0054] A push structure 17 is provided between the vehicle frame assembly 2 and the docking frame assembly 1. The push structure 17 is used to push the docking frame assembly 1 during the coupling and uncoupling process to realize the coupling and uncoupling between the two semi-passage channels to be coupled.
[0055] In some embodiments, a support slide 4 is provided on the coupler connecting the two carriages.
[0056] A matching slide rail is provided between the coupler and the support slide 4, allowing the support slide 4 to slide along the slide rail. A support block 401 is provided on the support slide 4. The bottom of the docking frame assembly 1 is mounted on the support block 401 of the support slide 4 via a base 103. Specifically, the base 103 has a semi-circular base groove, and the support block 401 is also semi-circular. The support block 401 is located in the base groove, allowing the support slide 4 and the docking frame assembly 1 to rotate relative to each other.
[0057] During the coupling or uncoupling process, the two coupling frames 1 can move relative to or towards each other, and the support slide 4 moves along the coupler's slide rail. When the vehicle passes through a curve, the coupling frame 1 can rotate relative to the support slide 4.
[0058] The pushing structure 17 is a key actuator for realizing automatic docking / separation of the through channel. The pushing structure 17 provided in this application embodiment is essentially a double-bar synchronous push-pull mechanism, driven by a hydraulic / pneumatic cylinder, which converts linear motion into translational motion of the docking frame through linkage transmission.
[0059] refer to Figure 4a The push structure 17 includes a first transmission rod group and a second transmission rod group: each transmission rod group includes a first transmission rod 901 and a second transmission rod 902, the first transmission rod 901 and the second transmission rod 902 are axially connected, wherein the first transmission rod 901 of each transmission rod group is near the vehicle body side and is connected to the vehicle body frame assembly 2 or the vehicle body; the second transmission rod 902 of each transmission rod group is near the docking frame assembly 1 side and can be connected to the docking frame assembly 1.
[0060] The pushing structure 17 also includes a pushing cylinder 10, a first pushing rod 11, and a second pushing rod 12; wherein, the first pushing rod 11 connects the cylinder barrel of the pushing cylinder and the first transmission rod group; the second pushing rod 12 connects the piston of the pushing cylinder 10 and the second transmission rod group. The pushing cylinder 10 serves as a power source, and its cylinder barrel and piston rod 1003 are respectively connected to two transmission rod groups through the first pushing rod 11 and the second pushing rod 12.
[0061] For example, the first push rod 11 is connected to the second transmission rod 902 in the first transmission rod group, and the second push rod 12 is connected to the second transmission rod 902 in the second transmission rod group.
[0062] For example, the first push rod 11 is connected to the first transmission rod 901 in the first transmission rod group, and the second push rod 12 is connected to the second transmission rod 902 in the second transmission rod group; or, the first push rod 11 is connected to the second transmission rod 902 in the first transmission rod group, and the second push rod 12 is connected to the first transmission rod 901 in the second transmission rod group.
[0063] In a preferred embodiment, the first push rod 11 is connected to the first transmission rod 901 in the first transmission rod group, and the second push rod 12 is connected to the first transmission rod 901 in the second transmission rod group. When the through-channel between the two semi-through channels is not connected, the first transmission rod 901 and the second transmission rod 902 are in a retracted state, forming a relatively outward contraction angle between the transmission rod groups on both sides, and the docking frame assembly 1 and the vehicle body frame assembly 2 are in close contact. When the connection command is issued, the piston rod 1003 of the control push cylinder 10 retracts, and the first push rod 11 and the second push rod 12 respectively pull the first transmission rod 901 connected to them, so that the first transmission rod 901 transmits power to the second transmission rod 902 through the connecting shaft between the first transmission rod 901 and the second transmission rod 902. During this process, the first transmission rods 901 on both sides simultaneously unfold outward, driving the second transmission rod 902 to rotate and pushing the docking frame 1 forward.
[0064] The second transmission rod 902 pushes the docking frame assembly 1 directly towards the opposite side of the semi-passage. When the docking frame assembly 1 of the semi-passage is close enough, the locking tongue 7 and the locking tongue buckle plate 8 are engaged, completing the passage engagement. Conversely, when the uncoupling command is issued, the locking tongue 7 is retracted from the locking tongue buckle plate 8. A tension spring 18 is also provided between the car body frame assembly 2 and the docking frame assembly 1 on the same side. After the locking tongue 7 disengages from the locking tongue buckle plate 8, the tension spring 19 pulls the docking frame assembly 1 back, while buffering the movement between the car body frame assembly 2 and the docking frame assembly 1 on the same side. After uncoupling, the docking frame assembly 1 returns to its original position and retracts to the vicinity of the car body frame assembly 2.
[0065] In some embodiments, the automatic coupling and uncoupling channel further includes a coupling feedback detection component, which is used to detect the movement stroke of the locking rod assembly and is connected to the control unit. For example, the feedback detection component can be a displacement sensor, which can detect the position / stroke of the locking tongue 7, or the position / stroke of the locking rod 6, and determine whether the coupling or uncoupling of the docking frame 1 of the two semi-channels is completed based on the detected stroke.
[0066] Subsequently, during normal vehicle operation (such as navigating curves, experiencing vibrations, and extending / retracting), the piston rod 1003 no longer reciprocates with the relative movement of the vehicle body. Instead, the dynamic displacement is borne by the coupled mechanical structure, thus preventing frequent movement of the piston rod 1003 from causing frictional wear on the cylinder seals. This design effectively protects the internal sealing elements of the push cylinder, significantly improving the reliability of the push system and the service life of the overall mechanism. It also simplifies load management during system operation, achieving a highly efficient working mode of "active push, passive locking, and static sealing."
[0067] The automatic coupling and uncoupling channel provided in this application upgrades the traditional passive non-flexible connection between the docking frame assembly 1 and the car body frame assembly 2 into an active and controllable intelligent flexible connection docking device, which significantly improves the safety, efficiency and intelligence level of rail transit vehicles in coupling operations. It is particularly suitable for emerging application scenarios such as urban rail transit, fully automated metro, and variable formation trains.
[0068] When a train passes through a curved track, relative rotation and lateral displacement occur between the front and rear carriages. Therefore, the connecting passage must possess good flexibility and extensibility. The pushing structure 17 needs to adapt to the flexibility and extensibility requirements of the connecting passage. The hinge point between the first transmission rod 901 and the second transmission rod 902 allows for angle changes; the two sets of transmission rods can be asymmetrically extended or retracted: the extension angle of the transmission rod set on the outer side of the curve increases; the angle of the transmission rod set on the inner side of the curve decreases; the overall structure forms a "V" or "figure-eight" shape, conforming to the direction of carriage deflection.
[0069] refer to Figures 6 to 10 In order to further adapt to the needs of vehicles running through curves, some embodiments of this application further design the connection structure between the push rod and the transmission rod assembly.
[0070] The second push rod 12 includes an elongated hole 1201. A slider 13 is provided on the second transmission rod assembly. The slider 13 is rotatably connected to the second transmission rod assembly and is located within the elongated hole 1201. The elongated hole 1201 is located at the end of the first push rod 12, and the length direction of the elongated hole 1201 is the same as the length direction of the second push rod 12.
[0071] For example, the slider 13 is disposed on the second transmission rod 902. In a specific embodiment, each transmission rod group further includes a first mounting base 1901 and a second mounting base 1902. The first transmission rod 901 includes rod one 9011 and rod two 9012, and the second transmission rod 902 includes rod three 9021 and rod four 9012. The first mounting base 1901 can be mounted to one end of the vehicle body frame assembly 2, and the second mounting base 1902 can be mounted to one end of the docking frame assembly 1.
[0072] A first rotating shaft 2001 is provided on the first mounting base 1901. Rods 1 9011 and 2 9012 are rotatably mounted on the first rotating shaft 2001 at intervals, and are both axially connected to the first rotating shaft 2001. A third rotating shaft 2003 is provided on the second mounting base 1902. Rods 3 9021 and 4 9022 are rotatably mounted on the second rotating shaft 2002 at intervals. A fourth rotating shaft 2024 is provided at the intersection of rods 1 9011, 2 9012, 3 9021, and 4 9022.
[0073] A second rotating shaft 2002 is provided between rod 1 9011 and rod 2 9012. The slider 13 is mounted on the second rotating shaft 2002 and is located in the gap between rod 1 9011 and rod 2 9012. The end of the first push rod 11 can be inserted into the gap between rod 1 9011 and rod 2 9012 so that the slider 13 can be installed in the elongated hole 1101.
[0074] Furthermore, in some embodiments, the first push rod 11 can also be designed with an elongated hole structure, and a slider 13 is provided on the first transmission rod assembly. The slider 13 on the first transmission rod assembly is rotatably connected to the first transmission rod assembly and is located inside the elongated hole of the first push rod 11. Its working principle is the same as that of the aforementioned embodiments, and will not be described again.
[0075] refer to Figures 6 to 10 This diagram illustrates the vehicle's movement through a curve in the connected state of the through-channel. Because the elongated hole 1101 provides working space for the slider 13, when the vehicle passes through a curve, the relative positions between the carriages deflect, leading to deflection between the semi-connected channels. The multi-bar linkage structure of the first and second transmission rod groups can hinge and rotate according to the deflection direction of the vehicle body. The slider 13 can move within the elongated hole 1101, thus allowing the through-channel to better match the vehicle body's rotation direction and automatically adjust its position. This mechanism has better displacement capability after the product is pushed and connected, without affecting the vehicle's ability to pass through small curves.
[0076] refer to Figure 11 and Figure 12 The cylinder of the push cylinder 10 has a guide post 1001 and a piston inside. The piston includes a piston seat 1002 and a piston rod 1003. The piston seat 1002 radially seals the inner cavity of the cylinder and can move back and forth inside the inner cavity of the cylinder. The first end of the piston rod 1003 passes through the first end of the cylinder and is connected to a second push rod 12, which can move with the piston rod 1003. The guide post 1001 is installed at the bottom of the second end of the cylinder. The piston seat 1002 and the piston rod 1003 are provided with a communicating post hole 1004. The post hole 1004 is located at the end facing the guide post 1001, and the guide post 1001 passes through the post hole 1004. An elastic element 21 is fitted on the guide post 1001 and is constrained between the piston seat 1002 and the bottom of the cylinder.
[0077] The elastic element 21 is preferably a return spring. During the connection of the two through channels, the piston chamber of the cylinder is filled with air, the piston seat 1002 moves towards the second end of the cylinder, the piston rod 1003 passes through the post hole 1004, and the elastic element 21 is compressed. After the connection of the two through channels is completed, the piston chamber of the cylinder is vented, the elastic element 21 returns to its original position, and the second push rod 12 returns to its original position, restricting the movement of the piston seat 1002. During subsequent product movement, the piston rod 1003 will not move, which helps protect the internal sealing ring and improves the service life of the mechanism.
[0078] refer to Figure 4b In an alternative embodiment, the elastic element 21 may also be disposed on the outside of the cylinder, between the cylinder and the second push rod 12. For example, the piston rod 1005, integral with the piston seat 1002, extends through the cylinder and connects to the second push rod 12, with the elastic element 21 fitted onto the piston rod 1005. During the movement of the piston seat 1002 toward the first push rod 11, the elastic element 21 is compressed.
[0079] In this embodiment, the folding canopy assembly 3 is disposed between the vehicle body frame assembly 2 and the docking frame assembly 1. The folding canopy assembly 3 includes an outer folding canopy 301 and an inner folding canopy 302. The outer folding canopy 301 is installed between the two sides of the vehicle body frame assemblies 2, and the inner folding canopy 302 is disposed between the inner frame 202 and the docking frame assembly 1. Two sets of transmission rods are disposed between the outer folding canopy 301 and the inner folding canopy 302. The inner folding canopy 302 constitutes the internal sealing layer of the through passage, directly facing the passenger area, and must consider airtightness, sound insulation, and aesthetics. A closed or semi-closed interlayer space is formed between the outer folding canopy and the inner folding canopy 301. Even if one folding canopy is damaged, the other layer can still maintain a basic seal, while also providing heat insulation and sound insulation effects.
[0080] In order to solve the problem of transmission mechanism installation, this embodiment of the application uses the space between the outer folding canopy 301 and the inner folding canopy 302 as a space for the installation and movement of the transmission rod assembly, so as to avoid the transmission rod assembly being exposed and affecting safety.
[0081] In some embodiments of this application, the push structure 17 includes two sets, which are respectively disposed at the bottom of the vehicle body frame assembly and the docking frame assembly, and at the top of the vehicle body frame assembly and the docking frame assembly.
[0082] In some embodiments of this application, a control unit is also included. The control unit is connected to the push cylinder and is configured to: after obtaining the through-channel coupling command, control the movement of the push cylinders of the two semi-through channels to control the movement of the first transmission rod group and the second transmission rod group, and push the docking frame group 1 towards the opposite semi-through channel.
[0083] In some embodiments of this application, a detection unit is also included. The detection unit 5 is disposed on the docking frame assembly 1 and is used to detect the distance between the docking frame assemblies 1 between the two semi-through channels. The control unit is connected to the detection unit 5 and is configured as follows: After receiving the through-channel connection command, control the first push structure 17 to start; Detect the distance between the two semi-through channel docking frames 1 and the side where the first push structure 17 is located; When the distance between the docking frames of the two semi-through channels and the side where the first push structure 17 is located meets the set threshold condition, the second push structure 17 is activated. The first push structure 17 can be located at the top or bottom.
[0084] By setting a detection unit 5 (such as a laser rangefinder, ultrasonic sensor, or proximity switch) on the docking frame assembly 1, the relative distance between the two semi-through channel docking frame assemblies 1 can be obtained in real time. After receiving the through channel connection command, the control unit does not simultaneously activate all the pushing structures 17, but adopts a phased, condition-triggered collaborative control strategy: firstly, only the first set of pushing structures 17 (such as the bottom pushing mechanism) is activated, so that the docking frame initially extends and approaches the opposite semi-through channel; during this process, the detection unit continuously feeds back the spacing data; when the distance decreases to the preset threshold condition (such as entering the safe alignment range or the lock mechanism's operable window), the control unit then activates the second set of pushing structures 17 (such as the top pushing mechanism) to achieve synchronous fine-tuning and final clamping on the upper and lower or left and right sides.
[0085] In order to improve the reliability, alignment accuracy and success rate of automated operation of the coupling, in some embodiments of this application, a coupling guide structure is provided between the two semi-through channels opposite docking frames 1. The coupling guide structure includes a guide groove 14 and a guide cone 15 that are provided on the docking frames on both sides to cooperate with each other. The guide cone 15 of one docking frame 1 can be inserted into the guide groove 14 of the opposite docking frame 1, and the guide groove 14 of one docking frame 1 can be inserted into the guide cone 15 of the opposite docking frame 1.
[0086] For example, the connecting guide structure includes a guide groove 14 on one side of the docking frame assembly 1 and a guide cone 15 on the opposite side of the docking frame assembly 1. If a rectangular frame is used, the guide groove 14 and the guide cone 15 are both located at the four corners of the frame. Alternatively, the guide groove 14 and the guide cone 15 can be located on the docking frame assembly 101 on this side and on the docking frame assembly 102 on the opposite side, provided that the corresponding guide cone 15 can be inserted into the corresponding guide groove 14.
[0087] For example, to ensure smooth guidance, the cone head of the guide cone 15 can be designed with an arc-shaped or wedge-shaped head (such as a cone or ellipse), and a flared or chamfered opening can be designed at the entrance of the guide groove 14 to ensure that even with minor deviations, the mating frames on both sides can be smoothly guided into the correct alignment position. The guide structure begins to bear force at the initial contact stage, avoiding direct collisions between rigid components, reducing vibration and noise, and protecting the motor, transmission mechanism, and through-channel body structure from impact damage.
[0088] In some embodiments of this application, the connecting guide structure may also be a guide plate 16 disposed on any side of the docking frame assembly; the plate body of the guide plate 16 forms an inclined guide surface and the plate body has a certain elasticity. When the docking frame assembly 101 on this side is connected to the docking frame assembly 102 on the opposite side, the guide plate located on one side of the docking frame assembly can contact the docking frame assembly on the opposite side and guide the two docking frame assemblies to align through the guide surface.
[0089] For example, the guide plate 16 can be set only on the vertical beam of the docking frame 101 on this side, and has an arc-shaped guide surface that flips inward toward the middle of the vehicle body. When the two sides are connected through the channel, the guide surface of the guide plate 16 contacts the corresponding vertical beam on the opposite side. The guide plate 16 can make sliding contact with the edge or corresponding contact surface of the docking frame on the opposite side. By utilizing the geometric characteristics of the arc-shaped guide surface, the docking frames on both sides are actively pulled into an aligned state, thereby improving the fault tolerance and success rate of automatic connection.
[0090] Applying the automatic coupling and uncoupling tunnel provided in this application to rail vehicles can simplify the coupling and pushing structure 17 of the tunnel, improve the vehicle's curve-crossing ability, and maintain the stability of the tunnel structure during vehicle operation.
[0091] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. An automatic splicing and unspun-through channel, characterized in that, It includes two semi-passages, each of which includes a folding canopy assembly, a vehicle frame assembly, and a docking frame assembly. The vehicle frame assembly can be connected to the vehicle body, and the docking frame assemblies of the two semi-passages to be connected can be connected or disconnected. A push structure is provided between the vehicle body frame assembly and the docking frame assembly, the push structure including: First transmission rod group and second transmission rod group: Each transmission rod group includes a first transmission rod and a second transmission rod, the first transmission rod and the second transmission rod are axially connected, wherein the first transmission rod of each transmission rod group is connected to the vehicle body frame or the vehicle body, and the second transmission rod of each transmission rod group is connected to the docking frame. The pushing structure also includes a control unit, a pushing cylinder, a first pushing rod, and a second pushing rod; The first push rod connects the cylinder barrel of the push cylinder and the first transmission rod assembly; the second push rod connects the piston of the push cylinder and the second transmission rod assembly; the control unit is connected to the push cylinder and is configured as follows: After receiving the through-channel coupling command, the push cylinders of the two semi-through channels are controlled to move, thereby controlling the movement of the first transmission rod group and the second transmission rod group, to realize the coupling of the two semi-through channel docking frames to be coupled.
2. The automatic splicing and unspun-through channel according to claim 1, characterized in that, The first push rod includes an elongated hole, the length direction of which is parallel to the length direction of the first push rod. A slider is provided on the first transmission rod assembly, and the slider is rotatably connected to the first transmission rod assembly and located inside the elongated hole. And / or, The second push rod includes an elongated hole, the length direction of which is parallel to the length direction of the second push rod. A slider is provided on the second transmission rod assembly, and the slider is rotatably connected to the second transmission rod assembly and located inside the elongated hole.
3. The automatic splicing and unspun-through channel according to claim 2, characterized in that, Each set of transmission rods also includes a first mounting base, and the first transmission rod includes rod one and rod two; The first mounting base is provided with a first rotating shaft, and the first rod and the second rod are both installed on the first rotating shaft at intervals and are both axially connected to the first rotating shaft; A second rotating shaft is provided between rod one and rod two, and the slider is installed on the second rotating shaft and located in the gap between rod one and rod two.
4. The automatic splicing and unspun-through channel according to claim 1, 2, or 3, characterized in that, The first push rod connects the cylinder barrel of the push cylinder and the first transmission rod in the first transmission rod group, and is axially connected to the first transmission rod in the first transmission rod group; The second push rod is connected to the piston of the push cylinder and the first transmission rod in the second transmission rod group, and is axially connected to the first transmission rod in the second transmission rod group.
5. The automatic splicing and unspun-through channel according to claim 1, characterized in that, The push cylinder has a guide post and a piston inside its cylinder barrel. The piston includes a piston seat and a piston rod. The piston seat radially closes the inner cavity of the cylinder barrel. The first end of the piston rod passes through the cylinder and is connected to the second push rod; The piston seat and piston rod are provided with column holes, and the guide column passes through the column holes; It also includes elastic components: The elastic element is fitted onto the guide post and is constrained between the piston seat and the cylinder. or, The elastic element is disposed between the cylinder and the second push rod.
6. The automatic splicing and unspun-through channel according to claim 1, characterized in that, The through passage also includes a folding canopy assembly disposed between the vehicle body frame assembly and the docking frame assembly. The folding canopy assembly includes an outer folding canopy and an inner folding canopy, and the transmission rod assembly is disposed between the outer folding canopy and the inner folding canopy.
7. The automatic splicing and unspun-through channel according to claim 1, characterized in that, The push structure includes two sets, which are respectively located at the bottom of the vehicle body frame assembly and the docking frame assembly, and at the top of the vehicle body frame assembly and the docking frame assembly.
8. The automatic splicing and unspun-through channel according to claim 7, characterized in that, It also includes a detection unit, which is disposed on the docking frame assembly and is used to detect the distance between the docking frame assemblies of the two semi-through channels; The control unit is connected to the detection unit and is configured as follows: After receiving the through-channel connection command, control the first group of pushing structures to start; Detect the distance between the two semi-through channel docking frames on the side where the first push structure is located; When the distance between the docking frames of the two semi-through channels and the side where the first push structure is located meets the set threshold condition, the second push structure is activated.
9. The automatic splicing and unspun-through channel according to claim 1, characterized in that, A tension spring is provided between the vehicle body frame assembly and the docking frame assembly.
10. A rail vehicle, characterized in that, Includes the automatic connection and unconnection channel as described in any one of claims 1 to 9.