Train dynamic formation car connection control method and device

Abstract

The application provides a train dynamic formation car connection control method and device, and belongs to the technical field of train models. The device comprises a train head, a car, a connection mechanism, a positioning mechanism and a switching mechanism. A control box and a driving box are respectively arranged on the chassis of the train head and the chassis of the car. The control box is integrated with a wireless communication, an electromagnet and a push rod driving circuit. The driving box independently drives the running wheels to operate. The whole train is connected through a Bluetooth wireless network. A command is issued by a master control body. The multiple car bodies are cooperatively operated. During docking operation, the positioning mechanism first completes position pre-correction. Then, the magnetic attraction structure is used to achieve initial adhesion. Subsequently, the mechanical structure is used to complete self-locking. The magnetic attraction power supply can be cut off to reduce energy consumption. The application can complete full-automatic docking, decoupling and dynamic car switching during train running. The docking precision is high, and the operation is stable. The defects of the traditional magnetic attraction structure, such as high energy consumption, easy disconnection after power failure and inaccurate alignment, are solved. The application can meet the use requirements of the intelligent model train for long-time cyclic operation.

Description

Technical Field

[0001] This invention relates to the field of train model technology, and in particular to a method and device for controlling the connection of carriages in dynamic train formation. Background Technology

[0002] At present, intelligent model trains are often used in scenarios such as dynamic formation and carriage replacement during the journey. Traditional train carriages are mostly connected by mechanical buckles. The docking and separation of carriages require staff to stop the train and manually operate the buckles to open and close. It is impossible to achieve automatic docking and disassembly while the train is in motion, resulting in low work efficiency and failing to meet the needs of continuous dynamic formation of trains.

[0003] To mitigate the drawbacks of manual operation, the industry has gradually adopted magnetic car connection structures, relying on electromagnets to achieve automatic car docking. However, conventional magnetic structures require continuous energization of the electromagnets to maintain the connection, resulting in high overall energy consumption. Furthermore, in the event of circuit failure or unexpected power outage, the magnetic force disappears, easily causing cars to detach and the train to become disorganized. Some products are equipped with mechanical locking structures but lack pre-positioning components for docking. Due to track assembly tolerances and car body deviations during travel, the docking ends are prone to misalignment, leading to a high failure rate.

[0004] In addition, existing electronic control solutions mostly use wired wiring, resulting in complex wiring between vehicle bodies and limiting the flexibility of train formation expansion. Furthermore, the low integration of the driving and electrical control modules prevents multi-vehicle coordinated operation. Current technologies struggle to simultaneously meet multiple requirements such as precise alignment, power-off self-locking, curve passage, and fully automated dynamic operation. Therefore, it is necessary to develop a vehicle connection control solution that integrates wireless collaborative control, positioning correction, and electromagnetic-mechanical composite locking. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a method and apparatus for controlling the connection of carriages in dynamic train formation, thereby resolving the problems existing in the prior art.

[0006] According to a first aspect of the present invention, a method for controlling the connection of carriages in dynamic train formation is provided, comprising a dynamic docking control step: Step 1: The upper control terminal sends a dynamic docking command to the main control car body. The main control car body synchronizes the command to all slave control cars to be docked through the Bluetooth wireless communication module. The control boxes of each car body enter the standby state. At the same time, the control boxes send commands to the drive boxes to drive the wheels to rotate, so that the cars to be docked travel in the same direction as the main train and reduce the speed difference. Step 2: The control box powers the adjusting electromagnet through the electromagnet drive circuit. The adjusting electromagnet and the permanent magnet generate a repulsive force, which pushes the adjusting plate to rotate and lifts the locking plate, thus releasing the mechanical lock. Step 3: The control box of the front vehicle controls the extension of the electric push rod through the push rod drive circuit. The telescopic rod drives the positioning block to move. After the snap plate is guided and corrected by the gradually expanding groove, it snaps into the slot to complete the coaxial positioning. Step 4: The control box of the front vehicle controls the connection electromagnet to be energized, and the connection electromagnet attracts the positioning iron ring, completing the initial magnetic docking of the two vehicles. Step 5: The control box cuts off the power supply to the adjusting electromagnet, the spring pulls the adjusting plate to reset, the clamping plate locks the positioning plate to achieve mechanical self-locking, and then cuts off the power supply to the connecting electromagnet; Step Six: The control box of the front vehicle controls the electric push rod to retract, the positioning block to reset, the snap plate to remain in the expanding groove and retains swing margin, thus completing the dynamic docking.

[0007] As a further aspect of the first aspect of the present invention, it also includes a dynamic decompilation control step: Step 1: The host control terminal sends a decompilation command to the main control vehicle body. The command is synchronized to the control boxes of the two adjacent vehicle bodies to be separated via the Bluetooth wireless communication module. Step 2: The control boxes of the two vehicles respectively control the electromagnet to energize, lift the locking plate, and release the mechanical locking constraint; Step 3: The control box sends speed adjustment commands to the drive boxes on both sides of the vehicle body to increase the distance between the two vehicles and separate them; Step 4: After the vehicle body is completely separated, all electrical components return to standby mode, and the decompilation process ends.

[0008] As a further aspect of the first aspect of the present invention, it also includes a driving curve coordination control step: the control boxes of all cars in the train synchronize driving commands through the Bluetooth wireless communication module, uniformly regulate the output speed of each drive box, the snap-fit ​​plate moves in the gradually expanding groove, and the adapter block swings relative to the adapter through the adapter through hole to adapt to the track curve deflection and maintain the stability of the train's driving.

[0009] As a further aspect of the first aspect of the present invention: all vehicle bodies rely on Bluetooth wireless communication modules to achieve wireless synchronization of commands, the control box coordinates the operation of electrical components, and the drive box independently executes the walking drive action.

[0010] According to a second aspect of the present invention, a car connection structure for dynamic train formation is provided, comprising a locomotive, cars, a connecting mechanism, a positioning mechanism, a connecting plate, a transition piece, and a transition mechanism; the locomotives are symmetrically arranged at both ends of the formation, the locomotives comprising a locomotive shell and a locomotive chassis, and a plurality of cars are arranged between the two locomotives, each car comprising a car shell and a car chassis; a connecting plate, a transition piece, a transition mechanism, a connecting mechanism, and a positioning mechanism are provided between adjacent locomotives and cars, and between adjacent two cars; Control boxes and drive boxes are fixedly installed on both the front chassis and the cargo box chassis. In two adjacent vehicle bodies, a connecting plate is fixedly installed on the chassis of the front vehicle, and an adapter is fixedly connected to the upper surface of the connecting plate. The adapter mechanism is movably sleeved on the adapter. The connecting mechanism is fixedly installed on the chassis of the rear vehicle, and the connecting mechanism and the adapter mechanism are magnetically engaged to form a mechanical locking structure. The positioning mechanism is fixedly installed on the chassis of the front vehicle and is used to perform position correction on the adapter mechanism before docking. The control box integrates an on-board power supply module, a main control chip, a Bluetooth wireless communication module, an electromagnet drive circuit, and a push rod drive circuit. The drive box is electrically connected to the control box and is used to drive the side wheels of the train body. The entire train has one main control car body and the other car bodies are slave control car bodies. The Bluetooth wireless communication modules of all car bodies are interconnected and control commands are uniformly issued by the control box of the main control car body.

[0011] As a further aspect of the second aspect of the present invention: the adapter mechanism includes an adapter block, the adapter block having a through hole, the adapter block being movably sleeved on the adapter through the through hole; a positioning plate is fixedly installed on the side of the adapter block away from the front vehicle, a snap-fit ​​plate is fixedly installed on the side of the adapter block close to the front vehicle, and a connecting electromagnet is fixedly mounted on the end face of the positioning plate away from the front vehicle.

[0012] As a further aspect of the present invention: the connecting mechanism includes a mounting block, a connecting base is fixedly connected to the bottom surface of the mounting block, and the connecting base is fixedly mounted on the rear vehicle chassis; a positioning iron ring is fixed to the end face of the mounting block facing the adjacent front vehicle, and the positioning iron ring is magnetically attracted to the connecting electromagnet. As a further aspect of the invention: the upper surface of the mounting block is provided with mounting groove one and mounting groove two respectively. A spring is provided inside the mounting groove one, the lower end of the spring is fixedly connected to the bottom of the mounting groove one, and an adjusting plate is fixedly connected to the upper end of the spring. An adjusting electromagnet is embedded inside the mounting groove two, and a permanent magnet is embedded on the adjusting plate at the position corresponding to the adjusting electromagnet. The end of the adjusting plate away from the front vehicle is rotatably hinged to the mounting block, and a locking plate is fixedly mounted on the side of the adjusting plate close to the front vehicle. The locking plate is locked to the outside of the positioning plate to form a mechanical lock.

[0013] As a further aspect of the invention: the positioning mechanism includes a fixed frame, which is fixed on the front vehicle chassis. An electric push rod is fixed on the fixed frame. A telescopic rod is connected to the driving end of the electric push rod, and a positioning block is fixed to the end of the telescopic rod. The end face of the positioning block facing the snap-fit ​​plate has a gradually expanding groove and a snap-fit ​​groove. The opening of the gradually expanding groove is arranged outward, and the snap-fit ​​groove is located in the middle of the positioning block. The gradually expanding groove and the snap-fit ​​groove are connected to form a funnel-shaped guide and limiting groove.

[0014] The beneficial effects of this invention are: 1. This invention uses Bluetooth wireless networking to achieve full vehicle command synchronization, freeing it from the constraints of traditional wired wiring and making group expansion more flexible; electrical control and travel drive are set as control boxes and drive boxes respectively, with clear functional partitions, simple control logic, and effectively reducing the probability of equipment malfunction.

[0015] 2. The positioning mechanism can pre-calibrate the connection end before docking to eliminate alignment errors caused by track tolerance and driving offset, greatly improving the docking success rate. After docking, the positioning mechanism retracts to retain swing margin for the vehicle body, while taking into account both docking accuracy and the flexibility of driving on curves.

[0016] 3. The composite connection structure of magnetic docking and mechanical self-locking is adopted. After docking, the power supply to the electromagnet can be cut off, eliminating the need for continuous power supply to maintain the connection and significantly reducing overall energy consumption. Even in the event of an accidental power outage, the mechanical locking structure can still ensure reliable connection of the carriages, preventing the train from becoming disorganized and improving operational safety.

[0017] 4. This invention is equipped with a dedicated control method, which can complete docking, uncoupling, and dynamic replacement of carriages throughout the entire process while the train is in motion. No manual stopping operation is required, the degree of automation is high, and it is fully adapted to the operation scenario of uninterrupted cyclic operation of intelligent rail trains. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall three-dimensional structure of a train dynamic formation carriage connection control structure provided by the present invention; Figure 2 This is a partial three-dimensional structural diagram of a train dynamic formation carriage connection control structure provided by the present invention; Figure 3 This is a three-dimensional structural diagram illustrating the connection relationship between the front and rear chassis of a train dynamic formation car connection control structure provided by the present invention. Figure 4 This invention provides a train dynamic formation car connection control structure. Figure 3 Enlarged 3D structural diagram at point A; Figure 5 This is a three-dimensional structural diagram of the positioning mechanism, the transfer mechanism, and the connection relationship between the connecting mechanisms of a train dynamic formation car connection control structure provided by the present invention. Figure 6 This is a side sectional view of the positioning mechanism, the transfer mechanism, and the connection relationship between the connecting mechanisms of a train dynamic formation car connection control structure provided by the present invention.

[0019] List of reference numerals in the attached diagram: 1. Car front; 11. Car front shell; 12. Car front chassis; 2. Car body; 21. Car body shell; 22. Car body chassis; 3. Connecting mechanism; 31. Mounting block; 32. Connecting base; 33. Positioning iron ring; 34. Mounting slot one; 35. Mounting slot two; 36. Spring; 37. Adjusting electromagnet; 38. Adjusting plate; 39. Clamping plate; 310. Permanent magnet; 4. Positioning mechanism; 41. Fixing frame; 42. Electric push rod; 43. Telescopic rod; 44. Positioning block; 45. Gradually expanding groove; 46. Clamping slot; 5. Connecting plate; 6. Adapter; 7. Adapter mechanism; 71. Adapter block; 72. Adapter through hole; 73. Clamping plate; 74. Positioning plate; 75. Connecting electromagnet; 8. Control box; 9. Drive box. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0021] In the description of this invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] Reference Figures 1 to 6This invention discloses a method and device for controlling the connection of carriages in dynamic train formation. The invention includes both a mechanical connection structure and a wireless collaborative electronic control system, suitable for automatic docking, disassembly, and dynamic carriage replacement operations of multiple model trains in motion. The overall device includes a train head 1, carriages 2, a connecting mechanism 3, a positioning mechanism 4, a connecting plate 5, a transition piece 6, and a transition mechanism 7. Train heads 1 are symmetrically arranged at both ends of the formation. Each train head 1 includes a train head shell 11 and a train head chassis 12. Several carriages 2 are arranged between the two train heads 1. Each carriage 2 consists of a carriage shell 21 and a carriage chassis 22. Control boxes 8 and drive boxes 9 are fixedly installed on both the train head chassis 12 and the carriage chassis 22. The functional components of the train head chassis 12 and the carriage chassis 22 are directly assembled onto their respective chassis. Relying on the cooperation of the control boxes 8 and drive boxes 9, the movement of the train body, the operation of electrical components, and the coordinated control of the entire train body are achieved.

[0024] Each adjacent locomotive head 1 and car body 2, as well as between two adjacent car bodies 2, is equipped with a connecting plate 5, a transition piece 6, a transition mechanism 7, a connecting mechanism 3, and a positioning mechanism 4.

[0025] In two adjacent vehicle bodies, a connecting plate 5 is fixed on the chassis of the front vehicle body. A converter 6 is fixedly connected to the upper end face of the connecting plate 5. The converter mechanism 7 includes a converter block 71. A converter through hole 72 is opened through the converter block 71. The converter block 71 is movably sleeved on the converter 6 through the converter through hole 72. A positioning plate 74 is fixedly installed on the side of the converter block 71 away from the front vehicle. A snap-fit ​​plate 73 is fixedly installed on the side of the converter block 71 close to the front vehicle. An electromagnet 75 is fixedly assembled on the end face of the positioning plate 74 away from the front vehicle.

[0026] The connecting mechanism 3 includes a mounting block 31. A connecting base 32 is fixedly connected to the bottom surface of the mounting block 31. The connecting base 32 is fixedly mounted on the chassis of the rear vehicle body. A positioning iron ring 33 is fixedly fixed to the end face of the mounting block 31 facing the adjacent front vehicle. The positioning iron ring 33 is magnetically attracted to the connecting electromagnet 75. The upper end face of the mounting block 31 has a mounting groove 1 34 and a mounting groove 2 35 respectively. A spring 36 is arranged inside the mounting groove 1 34. The lower end of the spring 36 is fixedly connected to the bottom of the mounting groove 1 34. An adjusting plate 38 is fixedly connected to the upper end of the spring 36. An adjusting electromagnet 37 is embedded inside the mounting groove 2 35. A permanent magnet 310 is embedded on the adjusting plate 38 at the position corresponding to the adjusting electromagnet 37. The end of the adjusting plate 38 away from the front vehicle is rotatably hinged to the mounting block 31. A locking plate 39 is fixedly mounted on the side of the adjusting plate 38 close to the front vehicle. The locking plate 39 can be locked to the outside of the positioning plate 74 to achieve mechanical locking.

[0027] The positioning mechanism 4 is mainly used for position correction before docking. The positioning mechanism 4 includes a fixed frame 41, which is fixed on the front chassis. An electric push rod 42 is fixed on the fixed frame 41. The drive end of the electric push rod 42 is connected to a telescopic rod 43. A positioning block 44 is fixed at the end of the telescopic rod 43. The positioning block 44 has a gradually expanding groove 45 and a slot 46 on the end face facing the snap plate 73. The opening of the gradually expanding groove 45 is arranged outward. The slot 46 is located in the middle of the positioning block 44. The gradually expanding groove 45 and the slot 46 are connected to form a funnel-shaped guide and limiting groove.

[0028] The control box 8 is sealed and installed on the front chassis 12 and the cargo box chassis 22. It integrates the vehicle power supply module, main control chip, Bluetooth wireless communication module, electromagnet drive circuit and push rod drive circuit.

[0029] The vehicle-mounted power supply module provides a stable power supply for all electrical components of this device. The Bluetooth wireless communication module is used for wireless transmission and reception of control commands between each vehicle body and between the vehicle body and the upper control terminal to achieve signal synchronization of the entire train formation. The main control chip, as the core computing unit, receives the command signals transmitted by the Bluetooth wireless communication module and sends execution signals to the electromagnet drive circuit, the push rod drive circuit, and the drive box 9 respectively. The electromagnet drive circuit is electrically connected to the adjusting electromagnet 37 and the connecting electromagnet 75 respectively to control the on and off state of the electromagnet. The push rod drive circuit is electrically connected to the electric push rod 42 to control the extension and retraction of the electric push rod 42.

[0030] The drive box 9 is synchronously installed on the front chassis 12 and the cargo box chassis 22. The drive box 9 is electrically connected to the control box 8 and is specifically used to drive the running wheels on the side of the vehicle body. According to the instructions issued by the control box 8, the drive wheels can start and stop, adjust the speed, and switch the direction of travel, thereby completing the vehicle body's forward movement, deceleration, acceleration, and speed difference adjustment between the two vehicles.

[0031] The entire train is equipped with one main control car body (first car head 1), and the remaining cars 2 and the last car head 1 are all slave control car bodies. The Bluetooth wireless communication modules of all car bodies are interconnected. The control box 8 of the main control car body uniformly issues action commands, which link the drive boxes 9 of each car body and various electrical components to operate synchronously, so as to realize the coordinated operation of multiple car bodies.

[0032] The core of this invention is automatic docking control and automatic decoding control based on wireless signal coordination, and it also includes driving and cornering coordination control logic. The specific control steps are as follows: I. Dynamic docking control method Step 1: Command Issuance and Standby Preparation: The host terminal sends a dynamic docking command to the main control car body. The control box 8 of the main control car body synchronizes the command to all slave control car bodies to be docked through the Bluetooth wireless communication module. After receiving the command, each car body control box 8 enters the standby state. At the same time, the control box 8 issues a travel command to the drive box 9. The drive box 9 drives the side wheels of the car body to rotate, controlling the car body to be docked to keep traveling in the same direction as the main train and gradually reducing the speed difference.

[0033] Step 2: Locking mechanism pre-unlocking: The control boxes 8 of all the vehicles to be docked are powered to the adjusting electromagnet 37 through the electromagnet drive circuit. The adjusting electromagnet 37 and the permanent magnet 310 generate a repulsive force, which pushes the adjusting plate 38 to overcome the elastic force of the spring 36 and rotate upward around the hinge point, thereby lifting the card plate 39.

[0034] Step 3: Pre-calibration of docking position: The front vehicle main control box 8 controls the electric push rod 42 to extend through the push rod drive circuit. The telescopic rod 43 pushes the positioning block 44 to move towards the snap plate 73. Under the guidance of the gradually expanding groove 45, the snap plate 73 completes the position correction and finally snaps into the slot 46, limiting the left and right offset of the adapter block 71 and ensuring that the adapter mechanism 7 and the connecting mechanism 3 are coaxial and aligned.

[0035] Step 4: Initial magnetic docking: The main control box 8 of the front vehicle controls the connection electromagnet 75 to be energized. The connection electromagnet 75 generates magnetic force to attract the positioning iron ring 33 of the rear vehicle, and the two vehicles are initially attached and docked by relying on magnetic force.

[0036] Step 5: Mechanical locking and power-off connection maintenance: After the initial docking is completed, the main control vehicle body issues a power-off command. Each vehicle body control box 8 cuts off the power supply to the adjusting electromagnet 37. After the repulsive force disappears, the spring 36 pulls the adjusting plate 38 to reset, and the locking plate 39 falls and locks itself on the outside of the positioning plate 74, realizing mechanical self-locking. After the mechanical locking is completed, the power supply to the connecting electromagnet 75 is cut off again. The connection is maintained by mechanical structure throughout the process, reducing energy consumption and avoiding the problem of disconnection when power is cut off.

[0037] Step 6: Positioning mechanism reset: The front vehicle main control box 8 controls the electric push rod 42 to retract, driving the positioning block 44 away from the snap plate 73. The snap plate 73 remains inside the gradually expanding groove 45, leaving room for swing, thus completing the entire dynamic docking process.

[0038] II. Dynamic Decoding Control Method Step 1: Synchronization of decompilation instructions: The host terminal sends decompilation instructions to the main control vehicle body, and the instructions are synchronized to the control boxes 8 of the two adjacent vehicle bodies that need to be separated via Bluetooth wireless communication module.

[0039] Step 2: Release the mechanical lock: The control boxes 8 of both vehicles simultaneously control the adjustment electromagnet 37 to be energized, and use electromagnetic repulsion to lift the locking plate 39, thereby releasing the mechanical locking constraint.

[0040] Step 3: Release the magnetic connection: Control box 8 sends a speed adjustment command to the drive boxes 9 on both sides of the vehicle body, driving the driving wheels to change the speed, increasing the distance between the vehicle bodies so that the two vehicles separate momentarily.

[0041] Step 4: Separation complete: After the adjacent vehicle bodies are completely separated, all electrical components return to standby mode. Drive box 9 maintains normal vehicle movement according to the overall operation instructions. The decompression process ends. The entire process does not require manual stopping.

[0042] III. Cooperative Control Methods for Cornering When the train is traveling normally through a curve, the control boxes 8 of all cars in the trainset synchronize driving commands in real time through the Bluetooth wireless communication module, uniformly regulate the output speed of each drive box 9, and ensure that the speed of the whole train is consistent. Since the positioning mechanism 4 has been retracted, the snap plate 73 can move within the gradually expanding groove 45 with a certain range. The adapter block 71 swings relative to the adapter 6 with the help of the adapter through hole 72 to adapt to the deflection requirements of the track curve. The control boxes 8 of each carset monitor the operating status in real time to ensure the overall driving stability of the trainset and prevent the connection from becoming loose due to the swing of the carset.

[0043] This invention utilizes Bluetooth wireless networking technology to achieve multi-vehicle command synchronization, solving the problem of wired signal transmission between separate carriages during dynamic formation. The control box 8 coordinates the actions of all electrical components, while the drive box 9 independently drives the walking wheels. The functional areas are clearly defined, and the control logic is clear. The equipment combines an electromagnetic control + mechanical self-locking composite connection structure, which can achieve fully automatic docking, disassembly, and carriage replacement during operation, while maintaining connection reliability in the event of a power outage. The overall mechanical structure uses mature connection, transfer, and positioning mechanisms, combined with partitioned electrical control components, resulting in strong structural stability and suitability for the long-term, uninterrupted cyclic operation of intelligent model track trains.

[0044] It should be noted that not all steps and modules in the above processes and system structure diagrams are mandatory; some steps or modules can be omitted as needed. The execution order of each step is not fixed and can be adjusted as required. The system structure described in the above embodiments can be a physical structure or a logical structure. That is, some modules may be implemented by the same physical entity, or some modules may be implemented by multiple physical entities, or they may be jointly implemented by certain components in multiple independent devices.

[0045] In the above embodiments, the hardware modules can be implemented mechanically or electrically. The present invention has been described and illustrated in detail above with reference to the accompanying drawings and preferred embodiments. However, the present invention is not limited to these disclosed embodiments. Based on the above embodiments, those skilled in the art will understand that more embodiments of the present invention can be obtained by combining the code review methods in the different embodiments described above, and these embodiments are also within the protection scope of the present invention.

Claims

1. A method for controlling the connection of carriages in dynamic train formation, characterized in that, Includes dynamic docking control steps: Step S1: The upper control terminal sends a dynamic docking command to the main control vehicle body. The main control vehicle body synchronizes the command to all the slave control vehicles to be docked through the Bluetooth wireless communication module. The control box (8) of each vehicle body enters the standby state. At the same time, the control box (8) sends a command to the drive box (9) to drive the running wheels to rotate, so that the carriage to be docked travels in the same direction as the main train and reduces the speed difference. Step S2: The control box (8) powers the regulating electromagnet (37) through the electromagnet drive circuit. The regulating electromagnet (37) and the permanent magnet (310) generate a repulsive force, which pushes the regulating plate (38) to rotate and drives the locking plate (39) to lift, thus releasing the mechanical lock. Step S3: The control box (8) of the front vehicle controls the electric push rod (42) to extend through the push rod drive circuit, the telescopic rod (43) drives the positioning block (44) to move, and the snap-fit ​​plate (73) is guided and corrected by the gradually expanding groove (45) and then snaps into the slot (46) to complete the coaxial positioning; Step S4: The control box (8) of the front vehicle controls the connection electromagnet (75) to be energized, and the connection electromagnet (75) attracts the positioning iron ring (33) to complete the initial magnetic docking of the two vehicles; Step S5: The control box (8) cuts off the power supply to the adjusting electromagnet (37), the spring (36) pulls the adjusting plate (38) to reset, the clamping plate (39) clamps the positioning plate (74) to achieve mechanical self-locking, and then cuts off the power supply to the connecting electromagnet (75); Step S6: The control box (8) of the front vehicle controls the electric push rod (42) to retract, the positioning block (44) to reset, the snap plate (73) to remain in the gradually expanding groove (45) and retain the swing margin, and the dynamic docking is completed.

2. The method for controlling the connection of carriages in dynamic train formation according to claim 1, characterized in that, It also includes dynamic decompilation control steps: Step T1: The host control terminal sends a decompilation command to the main control vehicle body. The command is synchronized to the control boxes (8) of the two adjacent vehicle bodies to be separated via the Bluetooth wireless communication module. Step T2: The control boxes (8) of the two vehicles respectively control the adjustment electromagnet (37) to be energized, lift the plate (39), and release the mechanical clamping constraint; Step T3: The control box (8) controls the drive boxes (9) on both sides of the vehicle body to issue speed adjustment commands, increasing the distance between the two vehicles to separate them; Step T4: After the vehicle body is completely separated, all electrical components return to standby mode, and the decompilation process ends.

3. The method for controlling the connection of carriages in dynamic train formation according to claim 1, characterized in that, It also includes a driving curve coordination control step: the control boxes (8) of all cars in the group synchronize driving commands through the Bluetooth wireless communication module, uniformly regulate the output speed of each drive box (9), the snap plate (73) moves in the gradually expanding groove (45), and the adapter block (71) swings relative to the adapter (6) with the help of the adapter through hole (72) to adapt to the track curve deflection and maintain the stability of the group driving.

4. The method for controlling the connection of carriages in dynamic train formation according to claim 1, characterized in that: All vehicle bodies rely on Bluetooth wireless communication modules to achieve wireless synchronization of commands. The control box (8) coordinates the operation of electrical components, while the drive box (9) independently executes the walking drive action.

5. A train dynamic formation carriage connection structure, applied to the train dynamic formation carriage connection control method according to any one of claims 1-4, characterized in that, It includes a locomotive (1), a carriage (2), a connecting mechanism (3), a positioning mechanism (4), a connecting plate (5), a transition piece (6), and a transition mechanism (7); the locomotive (1) is symmetrically arranged at both ends of the train, the locomotive (1) includes a locomotive shell (11) and a locomotive chassis (12), and several carriages (2) are arranged between the two locomotives (1), the carriages (2) include a carriage shell (21) and a carriage chassis (22); a connecting plate (5), a transition piece (6), a transition mechanism (7), a connecting mechanism (3), and a positioning mechanism (4) are installed between adjacent locomotives (1) and carriages (2), and between two adjacent carriages (2); Control boxes (8) and drive boxes (9) are fixedly installed on the front chassis (12) and the side chassis (22); in the two adjacent vehicle bodies, a connecting plate (5) is fixedly installed on the chassis of the front vehicle, and a converter (6) is fixedly connected to the upper end face of the connecting plate (5). The converter mechanism (7) is movably sleeved on the converter (6); the connecting mechanism (3) is fixedly installed on the chassis of the rear vehicle, and the connecting mechanism (3) and the converter mechanism (7) are magnetically attracted to form a mechanical locking structure; the positioning mechanism (4) is fixedly installed on the chassis of the front vehicle and is used to correct the position of the converter mechanism (7) before docking. The control box (8) integrates an on-board power supply module, a main control chip, a Bluetooth wireless communication module, an electromagnet drive circuit, and a push rod drive circuit. The drive box (9) is electrically connected to the control box (8) and is used to drive the side wheels of the car body. The entire train has one main control car body and the other car bodies are slave control car bodies. The Bluetooth wireless communication modules of all car bodies are interconnected and control commands are uniformly issued by the control box (8) of the main control car body.

6. The train dynamic formation carriage connection structure according to claim 5, characterized in that: The adapter mechanism (7) includes an adapter block (71), which has a through hole (72) and is movably fitted onto the adapter (6) through the through hole (72). A positioning plate (74) is fixedly installed on the side of the adapter block (71) away from the front vehicle, and a snap-fit ​​plate (73) is fixedly installed on the side of the adapter block (71) close to the front vehicle. A connecting electromagnet (75) is fixedly mounted on the end face of the positioning plate (74) away from the front vehicle.

7. The train dynamic formation carriage connection structure according to claim 5, characterized in that: The connecting mechanism (3) includes a mounting block (31), and a connecting base (32) is fixedly connected to the bottom surface of the mounting block (31). The connecting base (32) is fixedly mounted on the rear vehicle chassis. A positioning iron ring (33) is fixed to the end face of the mounting block (31) facing the adjacent front vehicle. The positioning iron ring (33) is magnetically attracted to the connecting electromagnet (75).

8. The train dynamic formation carriage connection structure according to claim 7, characterized in that: The upper surface of the mounting block (31) is provided with mounting groove 1 (34) and mounting groove 2 (35). The mounting groove 1 (34) is provided with a spring (36). The lower end of the spring (36) is fixedly connected to the bottom of the mounting groove 1 (34). The upper end of the spring (36) is fixedly connected with an adjusting plate (38). The mounting groove 2 (35) is provided with an adjusting electromagnet (37). The adjusting plate (38) is provided with a permanent magnet (310) at the position corresponding to the adjusting electromagnet (37). The end of the adjusting plate (38) away from the front vehicle is rotatably hinged to the mounting block (31). The side of the adjusting plate (38) close to the front vehicle is fixedly equipped with a locking plate (39). The locking plate (39) is locked to the outside of the positioning plate (74) to form a mechanical lock.

9. The train dynamic formation carriage connection structure according to claim 5, characterized in that: The positioning mechanism (4) includes a fixed frame (41), which is fixed on the front chassis. An electric push rod (42) is fixed on the fixed frame (41). The drive end of the electric push rod (42) is connected to a telescopic rod (43). A positioning block (44) is fixed at the end of the telescopic rod (43). The positioning block (44) has a gradually expanding groove (45) and a slot (46) on its end face facing the snap plate (73). The opening of the gradually expanding groove (45) is arranged outward, and the slot (46) is located in the middle of the positioning block (44). The gradually expanding groove (45) and the slot (46) are connected to form a funnel-shaped guide limiting groove.

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