Coupling for train and train

Abstract

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

Description

Technical Field

[0001] The utility model relates to the technical field of couplings, and more specifically, to a coupling for trains and a train. Background Art

[0002] For general high-speed trains, the running speed of high-speed trains has been increased to more than 100 km / h. Limited by the development of motors, it is necessary to connect the motor to the gearbox, the gearbox to the input end of the coupling, and the output end of the coupling to the wheels, and the gearbox is used to change the output power. Although the power requirement for the motor is not large, the presence of the gearbox increases the connection structure between the motor and the wheels, increasing the possibility of failures. Summary of the Utility Model

[0003] The main purpose of the utility model is to provide a coupling for vehicles and a train to solve the problem that the presence of the gearbox in the related art increases the connection structure between the motor and the wheels, increasing the possibility of failures.

[0004] To achieve the above object, according to one aspect of the utility model, there is provided a coupling for trains, including: an input force transmission disk for cooperating with a motor to be driven by the motor; a force transmission shaft including a shaft body, an input end plate connected to the first end of the shaft body, and an output end plate connected to the second end of the shaft body, the input force transmission disk is sleeved outside the first end of the shaft body and connected to the input end plate, and the output end plate is used to be connected to the wheels; a first elastic diaphragm group, in the axial direction of the shaft body, the first elastic diaphragm group is clamped between the input force transmission disk and the input end plate; a second elastic diaphragm group, in the axial direction of the shaft body, the second elastic diaphragm group is used to be clamped between the output end plate and the wheels.

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

[0006] Further, first end teeth are provided on the end surface of the second end of the shaft body, and second end teeth meshing with the first end teeth are provided on the end surface of the output end plate.

[0007] Further, third end teeth are provided on the end surface of the input force transmission disk facing away from the input end plate, and the third end teeth cooperate with the motor to be driven by the motor so that the input force transmission disk rotates.

[0008] Further, in the direction parallel to the axial direction of the shaft body, first connection holes are provided on the first elastic diaphragm group, second connection holes coaxial with the first connection holes are provided on the input force transmission disk, and the coupling for trains further includes first fasteners passing through the first connection holes and the second connection holes to fix the input force transmission disk and the first elastic diaphragm group together.

[0009] Further, the first fastener includes a bolt that is screwed to the connecting pin sleeve, the connecting pin sleeve passes through the first connecting hole and the second connecting hole, and the screw head of the bolt presses against the input force transmission disk.

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

[0011] Further, both the first elastic diaphragm group and the second elastic diaphragm group include a plurality of elastic diaphragms, the plurality of elastic diaphragms are completely stacked along the axial direction of the shaft body, and the train coupling further includes a pair of first clamping plates and second clamping plates, and the plurality of elastic diaphragms are clamped between the first clamping plate and the second clamping plate to fix the plurality of elastic diaphragms into the first elastic diaphragm group and the second elastic diaphragm group.

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

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

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

[0015] The accompanying drawings forming a part of this application are used to provide a further understanding of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0016] Figure 1 shows a three-dimensional structural schematic diagram of an embodiment of a coupling for a train according to the present utility model;

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

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

[0019] Figure 4 shows Figure 1 a side view schematic diagram of the coupling for a train;

[0020] Figure 5 shows Figure 4Cross-sectional schematic view of the train coupling in the A-A direction;

[0021] Figure 6 Shows Figure 5 Partial schematic view of the first fastener of the train coupling;

[0022] Figure 7 Shows Figure 5 Partial schematic view of the connecting pin of the train coupling.

[0023] Among them, the above-mentioned drawings include the following reference numerals:

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

[0025] 20. Force transmission shaft; 21. Shaft body; 22. First end teeth; 23. Input end plate; 24. Output end plate; 25. Second end teeth;

[0026] 31. First elastic diaphragm group; 32. Second elastic diaphragm group; 33. First clamping plate; 34. Second clamping plate;

[0027] 41. First fastener; 411. Connecting pin sleeve; 412. Anti-rotation step; 413. Bolt; 414. Anti-loosening gland; 415. Anti-rotation counterbore; 42. Second fastener; 43. Third fastener; 44. Connecting pin. Detailed implementation mode

[0028] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way restricts the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

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

[0030] Unless otherwise specifically stated, the relative arrangements, numerical expressions, and numerical values of the components and steps set forth in these embodiments do not limit the scope of the present utility model. At the same time, it should be understood that for the sake of convenience of description, the dimensions of the various parts shown in the drawings are not drawn in actual proportional relationship. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the said technologies, methods, and devices should be regarded as part of the description. In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

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

[0032] Applying the technical solution of this embodiment, when the driving force of the motor is input to the input force transmission disk 10, the force received by the input force transmission disk 10 is transmitted to the first elastic diaphragm group 31, then transmitted from the first elastic diaphragm group 31 to the input end plate 23, then transmitted from the input end plate 23 to the shaft body 21, then transmitted from the shaft body 21 to the output end plate 24, then transmitted from the output end plate 24 to the second elastic diaphragm, and then transmitted from the second elastic diaphragm to the wheel. In this way, the coupling for a train can directly transmit the force it receives from the motor to the wheel, eliminating the gearbox in the related art, reducing the number of connection structures between the motor and the wheel, and reducing the possibility of failure. And due to the presence of the first elastic diaphragm group 31 and the second elastic diaphragm group 32, the coupling for a train undergoes slight deformation in the axial direction of the shaft body 21, avoiding the large wear caused by rigid contact. Therefore, the technical solution of this embodiment effectively solves the problem that the existence of the gearbox in the related art increases the number of connection structures between the motor and the wheel and increases the possibility of failure.

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

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

[0035] As Figures 1 to 5 shown, a third end tooth 11 is provided on the end face of the input force transmission disk 10 facing away from the input end plate 23. The third end tooth 11 cooperates with the motor to be driven by the motor so that the input force transmission disk 10 rotates. The third end tooth 11 on the input force transmission disk 10 directly cooperates with the motor and is driven by the motor to rotate. This design allows the motor driving force to directly act on the vehicle coupling, reduces the intermediate transmission link, improves the directness and response speed of force transmission, thereby enhancing the overall operation efficiency and dynamic performance of the train.

[0036] Specifically, a end gear is sleeved on the motor shaft of the motor, and the end gear meshes with the third end tooth 11 to drive the input force transmission disk 10 to rotate.

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

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

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

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

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

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

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

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

[0045] This application also provides a train. The embodiments of the train include a vehicle body, a motor, a train coupling, and wheels provided on the vehicle body. The train coupling is the above-mentioned train coupling, and the motor drives the wheels to rotate through the train coupling. Since the above-mentioned train coupling can solve the problem that the existence of the gearbox in the related art increases the number of connection structures between the motor and the wheels and increases the possibility of failure, the train including this train coupling can solve the same technical problem.

[0046] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description. Without contrary description, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the protection scope of the present utility model; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

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

[0048] In addition, it should be noted that the use of words such as "first", "second", etc. to limit the components is only for the convenience of distinguishing the corresponding components. Without additional declaration, the above words have no special meaning. Therefore, it should not be construed as a limitation on the protection scope of the present utility model.

[0049] The above are only the preferred embodiments of the present utility model and are not used to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

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

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

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

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

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

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

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

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

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

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

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