Coupling device for flexible marshalling and debugging of train

Abstract

The utility model discloses a coupling device for flexible marshalling and debugging of a train, belongs to the technical field of train debugging, solves the problem that the train needs to be moved for debugging in the prior art, and adopts the technical scheme that the coupling device is mainly suitable for coupling between coupling hangers of two trains. Comprising a first connecting end, a second connecting end and a plurality of coupling lines with different lengths, the two ends of each coupling line are detachably connected with the first connecting end and the second connecting end respectively, and one coupling line is selected to be connected between the first connecting end and the second connecting end. The first connecting end and the second connecting end are used for connecting two connecting trailers so that the two trains can be subjected to coupling marshalling debugging. The utility model is mainly used for realizing static debugging without moving the train.

Description

Technical Field

[0001] This utility model relates to the field of train commissioning technology, and in particular to a coupling device for flexible train formation commissioning. Background Technology

[0002] In urban rail transit signaling systems, operating companies couple different unit trains to form new train sets for operation based on operational needs. Before a train leaves the factory, the onboard signaling system needs to undergo static testing to ensure that the equipment installation, track connection, and software configuration parameters are correct when each car is in the coupled train configuration state. The train is equipped with coupling couplers. In existing technologies, such as the invention patent CN110001703A which discloses a train coupling auxiliary guidance system, method, and coupled train integrity monitoring method, two trains need to be moved to corresponding positions, and the coupling couplers on the two trains need to be connected for coupling testing. However, according to the subway company's management regulations, the movement of trains requires prior application and deployment, which involves a large amount of manpower and resources, a long time cycle, a wide range of impacts, and is inconvenient for testing. Utility Model Content

[0003] The purpose of this invention is to provide a coupling device for flexible train formation and debugging, which solves the problem of needing to move the train for debugging in the prior art, and realizes static debugging without moving the train.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a coupling device for flexible train formation and debugging, applicable to coupling between coupling trailers of two trains, comprising a first connecting end, a second connecting end, and multiple coupling lines of different lengths, wherein the two ends of the coupling lines are detachably connected to the first connecting end and the second connecting end respectively, and one of the coupling lines is selected to be connected between the first connecting end and the second connecting end. The first connecting end and the second connecting end are used to couple two coupling trailers so that the two trains can be coupled and debugged.

[0005] After adopting the above technical solution, this utility model has the following advantages: The first connecting end and the second connecting end are connected by a coupling line. The first connecting end and the second connecting end are used to couple two train couplers, replacing the direct connection of the couplers of two trains. This achieves static debugging without moving the train, without the need for the driver to participate in the debugging, and without the need for complicated EMU operation point application procedures and safety protection. It minimizes the impact of debugging, reduces the investment of manpower and material resources, makes debugging more convenient, and helps to improve debugging efficiency. Secondly, multiple coupling lines of different lengths are set. The two ends of the coupling lines are detachably connected to the first connecting end and the second connecting end, respectively. The appropriate coupling line can be replaced according to the distance between the coupled trains, supporting longer coupling distances and a wider range of applicability.

[0006] Furthermore, the first connection end and the second connection end are identical.

[0007] The aforementioned technical solution uses the same design for the first and second connecting ends, which means they can be interchanged between different heads of the train, offering better versatility and ease of use.

[0008] Furthermore, both the first and second connecting ends include electrical hooks, and the two ends of the connecting line are connected to the two electrical hooks.

[0009] Using the aforementioned technical solution, the connecting line enables signal transmission between the two electric hooks.

[0010] Furthermore, each end of the connecting line is provided with a snap-fit ​​connector, and the electrical hook is provided with a snap-fit ​​groove, wherein the snap-fit ​​connector and the snap-fit ​​groove are snapped together.

[0011] The aforementioned technical solution, with its connector and snap-fit ​​groove design, enables quick and simple connection and disconnection, which helps improve the efficiency of train formation and disassembly. The snap-fit ​​connector and snap-fit ​​groove design can easily achieve precise connection even in limited space, and the snap-fit ​​structure can provide good mechanical stability.

[0012] Furthermore, both the first connecting end and the second connecting end include mechanical hooks.

[0013] By adopting the aforementioned technical solution, the mechanical hook ensures the stability of the physical connection, while the electric hook ensures the continuity of the electrical system. The combination of the two can significantly improve the safety and reliability of train coupling.

[0014] Furthermore, the coupling coupler includes a hook head convex cone and a hook head concave cone. The mechanical coupler is provided with a mating convex cone and a mating concave cone that are adapted to the hook head convex cone and the hook head concave cone. The mating convex cone and the mating concave cone are located on the same side of the mechanical coupler. The mating convex cone and the mating concave cone are used to simultaneously engage with the hook head concave cone and the hook head convex cone. The electrical coupler is provided with a mating pin and a mating slot that are adapted to the electrical pins and electrical slots on the train. The mating pins and the mating slots are located on the same side of the electrical coupler. The mating pins and the mating slots are used to simultaneously engage with the electrical slots and electrical pins.

[0015] By adopting the above technical solution, a mating convex cone and a mating concave cone are set on the same side, which serves as a foolproof design for the connection between the mechanical hook and the trailer, ensuring that the mechanical hook can accurately align with the hook head convex cone and hook head concave cone, improving the accuracy of the connection process, and achieving fast and reliable connection. Furthermore, the mating pin and the mating slot are located on the same side, which also serves as a foolproof design for the connection between the electric hook and the trailer hook, helping to quickly align the electric pin and the electric slot, simplifying the connection process, and improving connection efficiency.

[0016] Furthermore, the mating convex cone, mating concave cone, mating pin, and mating slot are located on the same side of the first connecting end or the second connecting end.

[0017] The above technical solution, with all connecting components located on the same side, facilitates quick alignment of corresponding components on the train, simplifies the coupling process, and improves coupling efficiency.

[0018] Furthermore, the mating cone protrudes outwards compared to the mating pin and the mating slot.

[0019] By adopting the above technical solution, the mechanical hook completes the connection first, which guides the electrical hook connection and provides a stable physical foundation after connection, thus helping to ensure the reliability of the electrical connection.

[0020] Furthermore, the hook head concave cone is provided with a connector, and the mating convex cone includes a first protrusion and a second protrusion disposed opposite to each other, the first protrusion and the second protrusion being spaced apart to form a clamping opening for clamping the connector.

[0021] By adopting the above technical solution, the design of the clamping port helps to quickly align the connector on the train, simplifying the coupling process and improving coupling efficiency.

[0022] Furthermore, the connecting cable includes network cable and circuit cable.

[0023] By adopting the aforementioned technical solution, network cables and power cables can stably transmit data and power, further ensuring the smooth progress of the test. Attached Figure Description

[0024] The present invention will be further described below with reference to the accompanying drawings:

[0025] Figure 1 This is a schematic diagram of the structure of the coupling used for flexible train formation and debugging in this utility model;

[0026] Figure 2 This is a schematic diagram of the structure of the first connecting end in this utility model;

[0027] Figure 3 This is a schematic diagram of the structure of the coupling device in this utility model, which couples the head end of train A and the head end of train B.

[0028] Figure 4 This is a schematic diagram of the structure of the coupling device in this utility model, which couples the tail end of train A and the head end of train B.

[0029] Figure 5 This is a schematic diagram of the structure of the coupling device in this utility model, which couples the head end of train A and the tail end of train B.

[0030] Figure 6This is a schematic diagram of the structure of the coupling device in this utility model, which couples the tail ends of train A and train B.

[0031] Figure 7 This is a schematic diagram of the structure of the coupling device in this utility model, which connects the tail end of train A and the head end of train B in the separated depot tracks.

[0032] In the diagram, 10 is the first connecting end; 11 is the second connecting end; 12 is the mechanical hook; 121 is the mating cone; 122 is the mating concave cone; 123 is the connector; 124 is the first protrusion; 125 is the second protrusion; 126 is the clamping opening; 13 is the electric hook; 131 is the mating pin; 132 is the mating slot; 20 is the connecting line; 30 is train A; and 31 is train B. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments.

[0034] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein.

[0035] It should be understood that in the various embodiments of this utility model, the number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this utility model.

[0036] It should be understood that in this invention, "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product or device.

[0037] It should be understood that in this utility model, "multiple" refers to two or more. "And / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, X and / or Y can represent: X alone, X and Y simultaneously, or Y alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "Contains X, Y, and Z", "Contains X, Y, and Z" means that all three X, Y, and Z are contained; "Contains X, Y, or Z" means that one of X, Y, and Z is contained; "Contains X, Y, and / or Z" means that any one, two, or three of X, Y, and Z are contained.

[0038] The technical solution of this utility model will be described in detail below with specific embodiments. The following specific embodiments can be selected to be combined or substituted with each other according to the actual situation, and the same or similar concepts or processes may not be described again in some embodiments.

[0039] like Figure 1 and Figure 2 As shown, this utility model provides a coupling device for flexible train formation and debugging, applicable to coupling between couplers of two trains. The coupling device includes a first connecting end 10, a second connecting end 11, and multiple coupling lines 20 of different lengths. The two ends of the coupling lines 20 are detachably connected to the first connecting end 10 and the second connecting end 11, respectively. One coupling line 20 is selected to be connected between the first connecting end 10 and the second connecting end 11. The first connecting end 10 and the second connecting end 11 are used to couple two couplers so that the two trains can be coupled and debugged.

[0040] The first connecting end 10 and the second connecting end 11 are connected by a coupling line 20. The first connecting end 10 and the second connecting end 11 are used to couple two train couplers, replacing the direct connection of the couplers of two trains. This achieves static commissioning without moving the train, without the need for the driver to participate in the commissioning, and without the need for complicated application procedures and safety protection for EMU operation points. This minimizes the impact of commissioning, reduces the investment of manpower and resources, and makes commissioning more convenient and efficient. Secondly, multiple coupling lines 20 of different lengths are set. The two ends of the coupling line 20 are detachably connected to the first connecting end 10 and the second connecting end 11, respectively. The appropriate coupling line 20 can be replaced according to the distance between the coupled trains, supporting longer coupling distances and a wider range of compatibility.

[0041] Specifically, both the first connecting end 10 and the second connecting end 11 include an electric hook 13, and the two ends of the connecting line 20 are connected to the two electric hooks 13, thereby enabling signal transmission between the two electric hooks 13.

[0042] The connecting line 20 has snap-fit ​​connectors at both ends and snap-fit ​​grooves on the electric hook 13. The snap-fit ​​connectors and snap-fit ​​grooves engage with each other, making the connection and disconnection process quick and simple, which helps to improve the efficiency of train formation and disassembly. The design of the snap-fit ​​connectors and snap-fit ​​grooves can easily achieve precise connection even in a limited space, and the snap-fit ​​structure can provide good mechanical stability.

[0043] The coupling line 20 includes a network cable and a circuit cable. The two ends of the coupling line 20 are connected to two electrical hooks 13 to transmit signals to complete the coupling test. The mechanical hook 12 mainly serves to connect the first connecting end 10 and the second connecting end 11 to the coupling coupler more reliably.

[0044] Furthermore, both the first connecting end 10 and the second connecting end 11 include a mechanical hook 12, which ensures the stability of the physical connection, while the electric hook 13 ensures the continuity of the electrical system. The combination of the two can significantly improve the safety and reliability of train coupling.

[0045] The connecting coupler on the same train includes a hook head cone, a hook head concave cone, an electrical pin, and an electrical slot. Specifically, the mechanical coupler 12 is provided with a mating cone 121 and a mating concave cone 122 that are adapted to the hook head cone and the hook head concave cone. The mating cone 121 and the mating concave cone 122 are located on the same side of the mechanical coupler 12, which serves as a foolproof design for coupling between the mechanical coupler 12 and the train. The mating cone 121 and the mating concave cone 122 are used to simultaneously engage with the hook head cone and the hook head cone, ensuring that the mechanical coupler 12 can accurately align with the hook head cone and the hook head concave cone on the train, improving the accuracy of the coupling process, and achieving fast and reliable coupling.

[0046] Preferably, the mating cone 121 is the same as the hook cone, and the mating cone 122 is the same as the hook cone.

[0047] To further improve the reliability of coupling, a connector 123 is provided inside the concave cone of the hook head. Correspondingly, a connector 123 is also provided in the cooperating concave cone 122. The cooperating convex cone 121 includes a first protrusion 124 and a second protrusion 125 arranged opposite to each other. The first protrusion 124 and the second protrusion 125 are spaced apart to form a clamping opening 126 for clamping the connector 123 of the hook head concave cone. The first protrusion 124 and the second protrusion 125 fit against the inner wall of the hook head concave cone. Correspondingly, the hook head convex cone is also provided with a first protrusion 124, a second protrusion 125 and a clamping opening 126, which serves as a double coupling, making the coupling more reliable. The design of the clamping opening 126 helps to quickly align the connector 123 on the train, simplifying the coupling process and improving coupling efficiency.

[0048] Furthermore, the electric hook 13 is provided with mating pins 131 and mating slots 132 that are adapted to the electric pins and the electric slots. The mating pins 131 and the mating slots 132 are located on the same side of the electric hook 13. The mating pins 131 and the mating slots 132 are used to simultaneously engage with the electric slots and the electric pins. This design prevents mistaken coupling between the electric hook 13 and the coupling coupler, helps to quickly align the electric pins and the electric slots on the train, simplifies the coupling process, and improves coupling efficiency.

[0049] Preferably, the electrical pin and the mating pin 131 are the same, and the electrical slot and the mating slot 132 are the same, resulting in better compatibility.

[0050] Furthermore, the mating cone 121, mating concave cone 122, mating pin 131, and mating slot 132 are located on the same side of the first connecting end 10 or the second connecting end 11. This design, where all connecting components are located on the same side, facilitates quick alignment of the coupling coupler on the train, simplifies the coupling process, and improves coupling efficiency. The snap-fit ​​groove is located on the other side of the mating cone 121, mating concave cone 122, mating pin 131, and mating slot 132.

[0051] Preferably, the mating cone 121, the mating concave cone 122, the mating pin 131, and the mating slot 132 are all located on one side surface facing the front or rear of the train.

[0052] To reduce the risk of damage to the electrical hook 13 during connection, the mating cone 121 protrudes further than the mating pin 131 and the mating slot 132, allowing the mechanical hook 12 to complete the connection first. This guides the connection of the electrical hook 13 and provides a stable physical foundation after connection, helping to ensure the reliability of the electrical connection.

[0053] When the coupling trailers at the head and tail of the train are the same, the first connecting end 10 and the second connecting end 11 are the same, which means that they can be used interchangeably between different heads of the train, making them more versatile and easier to use.

[0054] When in use, train A30 and train B31 stop at adjacent depot lines.

[0055] like Figure 3 As shown, trains A30 and B31 are stopped at stations 16BG and 15BG respectively. The first connecting end 10 of the train flexible formation debugging coupler is connected to the head end of train A30, and the second connecting end 11 of the train flexible formation debugging coupler is connected to the head end of train B31. A suitable length of connecting line 20 is selected to connect the first connecting end 10 and the second connecting end 11, thereby enabling trains A30 and B31 to form a new train formation and perform static debugging of the coupling. After the debugging is completed, the train flexible formation debugging coupler is separated from trains A30 and B31.

[0056] like Figure 4 As shown, trains A30 and B31 are stopped at stations 16BG and 15BG respectively. The first connecting end 10 of the train flexible formation debugging coupler is connected to the head end of train A30, and the second connecting end 11 of the train flexible formation debugging coupler is connected to the tail end of train B31. A suitable length of connecting line 20 is selected to connect the first connecting end 10 and the second connecting end 11, thereby enabling trains A30 and B31 to form a new train formation and perform static debugging of the coupling. After the debugging is completed, the train flexible formation debugging coupler is separated from trains A30 and B31.

[0057] like Figure 5 As shown, trains A30 and B31 are stopped at stations 16BG and 15BG respectively. The first connecting end 10 of the train flexible formation debugging coupler is connected to the rear end of train A30, and the second connecting end 11 of the train flexible formation debugging coupler is connected to the front end of train B31. A suitable length of connecting line 20 is selected to connect the first connecting end 10 and the second connecting end 11, thereby enabling trains A30 and B31 to form a new train formation and perform static debugging of the coupling. After the debugging is completed, the train flexible formation debugging coupler is separated from trains A30 and B31.

[0058] like Figure 6 As shown, trains A30 and B31 are stopped at stations 16BG and 15BG respectively. The first connecting end 10 of the train flexible formation debugging coupler is connected to the tail end of train A30, and the second connecting end 11 of the train flexible formation debugging coupler is connected to the tail end of train B31. A suitable length of connecting line 20 is selected to connect the first connecting end 10 and the second connecting end 11, thereby enabling trains A30 and B31 to form a new train formation and perform static debugging of the coupling. After the debugging is completed, the train flexible formation debugging coupler is separated from trains A30 and B31.

[0059] Trains A30 and B31 stopped on the separated depot line.

[0060] like Figure 7As shown, trains A30 and B31 are stopped at 16BG and 12AG respectively. The distance between the two trains is relatively long. A coupling line 20 of sufficient length to meet the distance between the two trains is selected and connected with two coupling couplers to form a coupling for flexible train formation testing. The first connecting end 10 of the coupling is connected to the tail end of train A30, and the second connecting end 11 is connected to the head end of train B31, so that trains A30 and B31 can form a new train formation. Static coupling testing is then performed. After the testing is completed, the coupling is separated from the coupling couplers of trains A30 and B31.

[0061] Of course, the coupling used for flexible train formation debugging can also connect the head end of train A30 to the head end of train B31, as well as the tail end of train A30 and train B31.

[0062] It should be noted that the front and rear ends of train A30 and train B31 are equipped with couplers, and the first connecting end 10 and the second connecting end 11 are connected to the couplers.

[0063] Understandably, in other embodiments, when the couplers at the head and tail of the train are different, the first connecting end and the second connecting end are different, thereby connecting the first connecting end and the second connecting end to the corresponding coupler.

[0064] In addition to the preferred embodiments described above, there are other embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection claimed by this utility model.

Claims

1. A coupling for flexible train formation and debugging, applicable to coupling between coupling carriages of two trains, characterized in that, The system includes a first connecting end, a second connecting end, and multiple connecting lines of different lengths. Both ends of each connecting line are detachably connected to the first and second connecting ends, respectively. One of the connecting lines is selected and connected between the first and second connecting ends. The first and second connecting ends are used to connect two trailers for coupling and forming two trains. Both the first and second connecting ends include an electric hook and a mechanical hook. Both ends of the connecting line are connected to two electric hooks. The mechanical hook is equipped with a mating convex cone and a mating concave cone that adapt to the hook head convex cone and concave cone on the train. The mating concave cone is located on the same side of the mechanical hook. The mating convex cone and mating concave cone are used to simultaneously engage with the hook head concave cone and hook head convex cone. The electric hook is provided with mating pins and mating slots adapted to the electrical pins and electrical slots on the train. The mating pins and mating slots are located on the same side of the electric hook. The mating pins and mating slots are used to simultaneously engage with the electrical slots and electrical pins. The hook head concave cone is provided with a connector. The mating convex cone includes a first protrusion and a second protrusion arranged opposite each other. The first protrusion and the second protrusion are spaced apart to form a clamping opening for clamping the connector.

2. The coupling for flexible train formation and debugging according to claim 1, characterized in that, The first connection end and the second connection end are the same.

3. The coupling for flexible train formation and debugging according to claim 1, characterized in that, The two ends of the connecting line are respectively provided with snap-fit ​​connectors, and the electric hook is provided with snap-fit ​​grooves. The snap-fit ​​connectors and snap-fit ​​grooves are snap-fitted together.

4. The coupling for flexible train formation and debugging according to claim 1, characterized in that, The mating convex cone, mating concave cone, mating pin, and mating slot are located on the same side of the first connecting end or the second connecting end.

5. The coupling for flexible train formation and debugging according to claim 4, characterized in that, The mating cone protrudes beyond the mating pin and the mating slot.

6. The coupling for flexible train formation and debugging according to claim 1, characterized in that, The connecting cable includes network cable and circuit cable.

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