A coupler and a test device thereof

Abstract

The utility model discloses a coupler and test device thereof relates to rail transit technical field, and coupler is located between the wheel and axle, and coupler includes base ring, a plurality of centrifugal blocks and a plurality of elastic components, base ring is fixed between the wheel and axle, centrifugal block is flexible block, and all centrifugal blocks are along the circumferential distribution of base ring, and all centrifugal blocks are fixed in the one end of base ring by relying on self elasticity extrusion, and each elastic component is arranged between centrifugal block and base ring, when the rotational speed of wheel is lower than the set rotational speed, all centrifugal blocks are fixed by relying on the elastic force of elastic component and tightly close the end surface of base ring, and coupler is in coupling state, when the rotational speed of wheel reaches the set rotational speed, and all centrifugal blocks rotate and produce the centrifugal force of base ring, and the elastic force of elastic component is overcome, and makes all centrifugal blocks along the radial decoupling of base ring, and coupler is in decoupling state. The utility model not only can satisfy the operation demand of high -speed train, and improve the reliability of coupler while realizing the function.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a coupler and its testing device. Background Technology

[0002] The wheelset system is the core component of the bogie in rail vehicles, and its structural form directly affects the vehicle's running stability, curve-passing ability, and safety. Currently, there are three types of wheelsets: rigidly bonded wheelsets, independently spinning wheelsets, and coupled independent wheelsets. Rigidly bonded wheelsets achieve self-centering through the conical treads of the left and right wheels; however, at high speeds, vibration energy cannot be effectively damped, easily leading to hunting instability and severe lateral vibration, severely limiting vehicle acceleration. Independently spinning wheelsets eliminate hunting vibration but lose self-centering capability, resulting in increased wheel-rail forces on one side when traversing curves, increasing the risk of derailment. Furthermore, due to the lack of self-orienting forces provided by wheel-rail geometry, their lateral stability is poor. Coupled independent wheelsets combine the advantages of both: possessing the strong self-orienting capability and high stability of rigidly bonded wheelsets during lateral movement, while inheriting the advantages of independently spinning wheelsets—less prone to hunting at high speeds and easier to control by the suspension system—thus offering broad application prospects.

[0003] Currently, there are two main types of coupled independent wheelsets: friction coupling and electric coupling. Friction coupling is based on a differential structure with friction plates, and its operation depends entirely on the changes in wheel-rail forces, achieving a "curve decoupling, straight-line coupling" working mode. It can effectively reduce wheel-rail wear when passing through small-radius curves and maintain the stability of traditional wheelsets on straight sections. However, its working mode is opposite to the operating requirements of high-speed trains, and it is only suitable for medium- and low-speed urban rail vehicles, making it difficult to use in medium- and high-speed train scenarios. In electric coupling, the magnetorheological coupler can achieve on-demand decoupling through electrical signal control, achieving a "straight-line decoupling, curve coupling" working mode, which can match the decoupling requirements of high-speed trains on straight sections. However, severe wheel and axle vibrations and harsh working environments can easily affect the reliability of its internal electronic components.

[0004] Therefore, how to design a coupler suitable for medium and high-speed trains and with high reliability is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a coupler that relies entirely on centrifugal force and the elastic force of elastic elements to achieve coupling and decoupling control of wheelsets. It requires no internal electronic components and can meet the decoupling requirements of high-speed trains on straight sections, solving the technical problem that existing couplers are unsuitable for medium- and high-speed trains and have low reliability. Another purpose of this utility model is to provide a testing device for the coupler, capable of reliably testing the aforementioned coupler.

[0006] To achieve the above objectives, this utility model provides a coupler disposed between a wheel and an axle; the coupler includes a base ring, several centrifugal blocks, and several sets of elastic components; the base ring is fixed between the wheel and the axle; the centrifugal blocks are flexible blocks, all of which are distributed along the circumference of the base ring, and all of which are fixed to one end of the base ring by their own elastic compression; each set of elastic components is disposed between the centrifugal blocks and the base ring;

[0007] When the wheel speed is lower than the set speed, all centrifugal blocks are fixed to the end face of the base ring by the elastic force of the elastic component, and the coupler is in the coupling state.

[0008] When the wheel reaches the set speed, the centrifugal force generated by the rotation of all centrifugal blocks with the base ring overcomes the elastic force of the elastic component, causing all centrifugal blocks to detach from the base ring radially, and the coupler is in a decoupled state.

[0009] In some embodiments, each centrifugal block is provided with a mounting groove for mounting an elastic component on the side facing the base ring, and a first slot and a second slot are provided at both ends of the mounting groove.

[0010] Each set of elastic components includes a first elastic element and a second elastic element; the outer side wall of the base ring protrudes to form a snap-fit ​​protrusion, and each mounting groove has a snap-fit ​​protrusion; the two sides of the snap-fit ​​protrusion are respectively provided with a first groove and a second groove;

[0011] The two ends of the first elastic element are respectively engaged between the first slot and the first groove, and the two ends of the second elastic element are respectively engaged between the second slot and the second groove;

[0012] When the coupler is in the coupled state, both the first elastic element and the second elastic element have a tendency to undergo radial elastic deformation along the base ring.

[0013] In some embodiments, the base ring has a central hole through which the bushing of the axle passes, and there are meshing teeth and meshing grooves that mesh with each other radially between the central hole and the bushing.

[0014] In some embodiments, the central hole is provided with a limiting ring extending axially along the base ring; when the coupler is in the coupled state, the limiting grooves of all centrifugal blocks abut against the limiting rings radially along the base ring.

[0015] In some embodiments, each centrifugal block has protruding teeth on the side away from the base ring; the wheel cap has interlocking teeth, and the protruding teeth and interlocking teeth interlock with each other along the axial direction of the base ring.

[0016] In some embodiments, each centrifugal block is wedge-shaped with the gland along the base ring axis.

[0017] In some embodiments, the end of the base ring away from the centrifuge block is provided with an annular groove, and a helical spring is installed in the annular groove.

[0018] This utility model also provides a test device for a coupler, which is applied to the coupler according to any one of claims 1 to 7, including a positioning frame, a plurality of radial actuators and an axial actuator, wherein the coupler is installed in the positioning frame;

[0019] All radial actuators are distributed around the outside of the positioning frame along the circumference of the coupler, and each radial actuator is connected to all the centrifugal blocks of the coupler in a radial direction. The radial actuators are used to provide radial force to the coupler.

[0020] The axial actuator is fixed at one end of the positioning frame. The axial actuator is fixedly connected to the base ring of the coupler along the axial direction of the coupler. The axial actuator is used to provide axial force to the coupler.

[0021] In some embodiments, a toothed slide is rotatably provided inside the positioning frame, and the toothed slide meshes with the protruding teeth of the centrifugal block along the axial direction.

[0022] In some embodiments, a toothed shaft is rotatably provided inside the positioning frame. The toothed shaft is fixedly connected to the axial actuator, and there are meshing teeth and meshing grooves that mesh with each other radially between the toothed shaft and the center hole of the base ring.

[0023] Compared with the prior art, the present invention optimizes the structure of the coupler. The optimized coupler includes a base ring, several centrifugal blocks and several sets of elastic components. The base ring is fixed between the wheel and the axle. The centrifugal blocks are flexible blocks, all of which are distributed along the circumference of the base ring and are fixed to one end of the base ring by their own elastic compression. Each set of elastic components is located between the centrifugal blocks and the base ring.

[0024] When the wheel speed is lower than the set speed, all centrifugal blocks are fixed to the end face of the base ring by the elastic force of the elastic component. The coupler is in the coupling state, and the left and right wheels are rigidly connected and rotate synchronously. At this time, the coupler has the self-centering and guiding advantages of rigidly fixed wheelsets.

[0025] When the wheel reaches the set speed, the centrifugal force generated by all the centrifugal blocks rotating with the base ring continues to increase, eventually overcoming the elastic force of the elastic component and pushing all the centrifugal blocks to move outward along the radial direction of the base ring until all the centrifugal blocks are completely separated from the base ring. The coupler is in a decoupled state, and the left and right wheels can rotate independently. At this time, the coupler has the advantage of avoiding snake-like instability and reducing wheel and rail wear when the wheelset rotates independently at high speed.

[0026] The coupler of this invention is a purely mechanical structure, relying entirely on centrifugal force and the elastic force of elastic elements to achieve coupling and decoupling control of the wheelsets. It requires no internal electronic components, resulting in a simple structure and fundamentally avoiding the risk of electronic component failure due to severe wheel axle vibration and harsh environments, thus effectively improving the reliability of the coupler. Furthermore, this coupler can achieve a "low-speed coupling and high-speed decoupling" operating mode, meeting the decoupling requirements of high-speed trains on straight sections. This invention not only effectively meets the operational needs of high-speed trains but also significantly improves the reliability of the coupler while fulfilling its functional requirements. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of a coupler installed between a wheel and an axle according to a specific embodiment of the present invention.

[0029] Figure 2 for Figure 1 A sectional view;

[0030] Figure 3 for Figure 2 A magnified view of a portion of the image;

[0031] Figure 4 This is an isometric view of a coupler provided in a specific embodiment of the present invention;

[0032] Figure 5 for Figure 4 Another axonometric drawing;

[0033] Figure 6 for Figure 5 Side view;

[0034] Figure 7 for Figure 5 The main view;

[0035] Figure 8 for Figure 7 Sectional view along line AA;

[0036] Figure 9 for Figure 4 Another axonometric drawing;

[0037] Figure 10 for Figure 9 The main view;

[0038] Figure 11 for Figure 10 A magnified view of a portion of the image;

[0039] Figure 12 This is a schematic diagram of the coupler switching from a coupled state to a decoupled state according to a specific embodiment of the present invention.

[0040] Figure 13 An isometric view of the test apparatus for the coupler provided in a specific embodiment of this utility model;

[0041] Figure 14 for Figure 13 Top view;

[0042] Figure 15 for Figure 14 BB-direction sectional view;

[0043] Figure 16 for Figure 14 The main view;

[0044] Figure 17 for Figure 14 Rear view;

[0045] Figure 18 for Figure 13 Axonometric view of the axial actuator in the diagram;

[0046] Figure 19 for Figure 13 Longitudinal sectional view of the positioning frame in the middle;

[0047] Figure 20 for Figure 13 A cross-sectional view of the positioning frame in the middle;

[0048] Figure 21 for Figure 13 Axonometric view of the positioning frame in the image;

[0049] Figure 22 for Figure 21 The main view;

[0050] Figure 23 for Figure 21 Side view.

[0051] The attached figures are labeled as follows:

[0052] 1. Wheel; 2. Axle; 3. Coupler; 4. Positioning frame; 5. Radial actuator; and 6. Axial actuator.

[0053] Cap 11;

[0054] Bushing 21;

[0055] Base ring 31, centrifugal block 32, elastic component 33 and helical spring 34;

[0056] The snap-fit ​​protrusion 311, the center hole 312, the limiting ring 313, and the annular groove 314;

[0057] Meshing teeth 3121;

[0058] Mounting slot 321 and protruding tooth 322;

[0059] First elastic element 331 and second elastic element 332;

[0060] Toothed slide 41 and toothed shaft 42. Detailed Implementation

[0061] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0062] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0063] This utility model discloses a coupler disposed between a wheel 1 and an axle 2, as shown in the attached figure. Figures 1 to 3 As shown, it is used to automatically control the connection state of the left and right wheels 1 according to the operating conditions of the rail vehicle, so as to achieve decoupling at high speed to suppress snake motion and improve stability, and coupling at low speed to maintain self-guiding ability and curve passing performance, thereby taking into account the smoothness of the vehicle when running in a straight line and the flexibility when passing through curves, while reducing wheel and rail wear and energy loss.

[0064] As attached Figures 4 to 12 As shown, the coupler 3 includes a base ring 31, several centrifugal blocks 32, and several sets of elastic components 33. The base ring 31 is arc-shaped and fixed between the wheel 1 and the axle 2. The centrifugal blocks 32 are flexible blocks, which can be made of rubber or silicone material, and have a certain degree of extensibility and elasticity. In the pre-tightened state, they lock the coupling; under centrifugal force, they expand the coupling. Each centrifugal block 32 is fan-shaped, and all the centrifugal blocks 32 form a ring structure.

[0065] All centrifugal blocks 32 are distributed circumferentially along the base ring 31, and are fixed to one end of the base ring 31 by their own elastic compression. This ensures that each centrifugal block 32 is subjected to uniform force during rotation, avoiding abnormal vibration or localized wear caused by unbalanced operation. At the same time, it ensures the synchronicity of coupling or decoupling actions, which is beneficial to maintaining the dynamic balance of the wheelset system. In addition, each centrifugal block 32 is directly integrated between the wheel 1 and the axle 2, without occupying a large amount of additional space, which is conducive to achieving a compact layout.

[0066] Each set of elastic components 33 is disposed between the centrifugal block 32 and the base ring 31 to provide a continuous elastic force to the centrifugal block 32 along the radial direction of the base ring 31. On the one hand, when the speed is lower than the set speed, the elastic force can ensure that sufficient friction is generated between the centrifugal block 32 and the base ring 31 to achieve a reliable coupling state. On the other hand, after high-speed decoupling, the elastic force can promptly drive the centrifugal block 32 to automatically reset, preparing for the next coupling process.

[0067] When the rotational speed of wheel 1 is lower than the set rotational speed, all centrifugal blocks 32 are fixed to the end face of base ring 31 by the elastic force of elastic component 33. Coupler 3 is in a coupled state, and the left and right wheels 1 are rigidly connected and rotate synchronously. At this time, coupler 3 has the self-centering and guiding advantages of rigidly fixed wheelset.

[0068] When the rotational speed of wheel 1 reaches the set speed, the centrifugal force generated by all centrifugal blocks 32 rotating with the base ring 31 continues to increase, eventually overcoming the elastic force of the elastic component 33 and pushing all centrifugal blocks 32 to move outward along the radial direction of the base ring 31 until all centrifugal blocks 32 are completely separated from the base ring 31. The coupler 3 is in a decoupled state, and the left and right wheels 1 can rotate independently. At this time, the coupler 3 has the advantage of avoiding snake-like instability and reducing wheel and rail wear when the wheelset rotates independently at high speed.

[0069] The coupler 3 of this invention is a purely mechanical structure, relying entirely on centrifugal force and the elastic force of elastic elements to achieve coupling and decoupling control of the wheelsets. It requires no internal electronic components, resulting in a simple structure and fundamentally avoiding the risk of electronic component failure due to severe wheel axle vibration and harsh environments, effectively improving the reliability of the coupler 3. Simultaneously, the coupler 3 of this invention can achieve a "low-speed coupling and high-speed decoupling" operating mode, meeting the decoupling requirements of high-speed trains on straight sections. This invention not only effectively meets the operational needs of high-speed trains but also significantly improves the reliability of the coupler 3 while fulfilling its functions.

[0070] As a preferred embodiment, as shown in the appendix Figure 10As shown, each centrifugal block 32 has a mounting groove 321 on the side facing the base ring 31 for mounting the elastic component 33. Preferably, five centrifugal blocks 32 are mounted on one end of each base ring 31, and each centrifugal block 32 has a mounting groove 321. Each mounting groove 321 contains a set of elastic components 33. The two ends of the mounting groove 321 are respectively provided with a first retaining groove and a second retaining groove. Both the first retaining groove and the second retaining groove are arc grooves that are recessed along the circumference of the base ring 31 in a direction away from the mounting groove 321.

[0071] Each set of elastic components 33 includes a first elastic element 331 and a second elastic element 332. The first elastic element 331 includes a first elastic arm and a first elastic pin integrally disposed at both ends of the first elastic arm. The second elastic element 332 includes a second elastic arm and a second elastic pin integrally disposed at both ends of the second elastic arm. Both the first elastic pin and the second elastic pin are cylindrical.

[0072] The outer wall of the base ring 31 has protrusions forming snap-fit ​​protrusions 311, with one snap-fit ​​protrusion 311 in each mounting groove 321. Each snap-fit ​​protrusion 311 has a first groove and a second groove on both sides, both being arc grooves. Preferably, the snap-fit ​​protrusion 311 is a T-shaped protrusion, with five snap-fit ​​protrusions 311 evenly distributed circumferentially on the outer arm of the base ring 31. Each snap-fit ​​protrusion 311 includes a snap-fit ​​portion extending radially along the base ring 31 and a stop portion fixedly connected to the snap-fit ​​portion. The stop portion extends circumferentially along the base ring 31, with both ends extending beyond the snap-fit ​​portion, thus radially restricting the first elastic element 331 and the second elastic element 332 from disengaging from the snap-fit ​​portion.

[0073] The two ends of the first elastic element 331 are respectively engaged between the first slot and the first recess, and the two ends of the second elastic element 332 are respectively engaged between the second slot and the second recess. This provides reliable spatial constraints for the first elastic element 331 and the second elastic element 332, ensuring that the elastic force of both elastic elements 331 and 332 can be accurately transmitted to the centrifugal block 32 along the designed path, thus ensuring the accuracy of coupling and decoupling. The centrifugal block 32, the base ring 31, and the elastic components 33 are connected by snap-fit ​​connections, eliminating the need for complex fasteners, simplifying the assembly process of the elastic components 33, and facilitating rapid installation, disassembly, or replacement within a limited space, thereby reducing manufacturing and maintenance costs. In addition, each set of elastic components 33 adopts a symmetrical arrangement of dual elastic elements, ensuring that the preload acting on the centrifugal block 32 is evenly distributed in the circumferential direction, avoiding uneven wear or abnormal wear caused by asymmetrical installation, and ensuring reliable coupling.

[0074] When the coupler 3 is in the coupled state, both the first elastic element 331 and the second elastic element 332 have a tendency to undergo radial elastic deformation along the base ring 31. On the one hand, the elastic deformation tendency of the two elastic elements themselves is converted into a continuous radial preload on the centrifugal block 32, ensuring that the centrifugal block 32 is reliably attached to the base ring 31 at low speed, and preventing accidental decoupling due to vibration or speed fluctuation. On the other hand, the elastic deformation capability allows the two elastic elements to undergo slight deformation when subjected to external impact or speed fluctuation, absorbing vibration energy, avoiding damage to the coupler 3 caused by rigid impact, and automatically compensating for the gap caused by wear during operation, maintaining the long-term stability of the preload.

[0075] In a preferred embodiment, the base ring 31 has a central hole 312 for the bushing 21 of the axle 2 to pass through. Between the central hole 312 and the bushing 21, there are meshing teeth 3121 and a meshing groove that engage radially with each other, achieving a rigid connection between the base ring 31 and the bushing 21. This ensures efficient transmission of circumferential torque in the coupled state and effectively suppresses radial runout or eccentric movement of the base ring 31 relative to the bushing 21, ensuring coaxiality between the base ring 31 and the axle 2 during rotation. Preferably, the meshing teeth 3121 are located on the inner wall of the central hole 312, and the meshing groove is located on the outer wall of the bushing 21. Of course, interchangeable positions of the meshing teeth 3121 and the meshing groove do not affect the purpose of this invention.

[0076] In a preferred embodiment, the central hole 312 has a limiting ring 313 extending axially along the base ring 31. When the coupler 3 is in the coupled state, the limiting grooves of all centrifugal blocks 32 abut against the limiting ring 313 radially along the base ring 31, forming an effective radial constraint. This provides a radial stop for each centrifugal block 32, preventing them from continuing to converge radially inward under elastic force or working load. This avoids off-center loading caused by excessive displacement of individual centrifugal blocks 32, ensuring that each centrifugal block 32 remains in the set position during coupling, thereby guaranteeing the reliability of the torque transmission path. It should be noted that the limiting ring 313 only constrains the inner side of each centrifugal block 32 and does not restrict the radial outward movement of each centrifugal block 32 during decoupling. When the centrifugal force overcomes the elastic force, the centrifugal block 32 smoothly disengages from the limiting ring 313 along the radial direction of the base ring 31, thus achieving decoupling. When the rotational speed decreases and recoupling is required, the limiting ring 313 plays a radial centering and guiding role for the centrifugal block 32 returning to its original position, ensuring that each centrifugal block 32 is accurately reset.

[0077] In a preferred embodiment, each centrifugal block 32 has a protruding tooth 322 on the side away from the base ring 31; the cover 11 of the wheel 1 has a meshing tooth. When the coupler 3 is in the coupling state, the protruding tooth 322 and the meshing tooth mesh with each other along the axial direction of the base ring 31, which increases the contact area between the centrifugal block 32 and the cover 11, enabling it to transmit a larger torque. It also achieves rigid interlocking through the squeezing and meshing between the tooth surfaces, avoiding the slippage phenomenon that exists in pure friction transmission, thereby ensuring the reliability of power transmission.

[0078] As a preferred embodiment, as shown in the appendix Figure 3 As shown, each centrifugal block 32 is wedge-shapedly engaged with the pressure cap 11 along the axial direction of the base ring 31. When decoupling is required, the centrifugal block 32 slides along the wedge-shaped inclined surface under the action of centrifugal force, achieving smooth disengagement and effectively avoiding motion jamming. When coupling is required, the returning centrifugal block 32 automatically centers itself through the guiding action of the wedge-shaped inclined surface and achieves self-tightening under the action of axial clamping force, improving the response speed and action accuracy of state switching.

[0079] As a preferred embodiment, as shown in the appendix Figure 8 As shown, the end of the base ring 31 furthest from the centrifugal block 32 is provided with an annular groove 314, in which a helical spring 34 is installed. When subjected to vibration or impact loads, the helical spring 34 absorbs the impact energy, effectively mitigating rigid impacts during power transmission, reducing noise, and minimizing overload damage to the centrifugal block 32 and the pressure cap 11, thus extending the service life of the coupler 3. Furthermore, after the decoupling process is completed, the elastic potential energy stored in the helical spring 34 can be converted into axial restoring force, assisting the base ring 31 and the pressure cap 11 in maintaining stable axial contact.

[0080] This utility model also provides a test device for a coupler, as shown in the attached figure. Figures 13 to 17 As shown, the coupling 3 described above includes a positioning frame 4, several radial actuators 5 and axial actuators 6, with the coupling 3 installed inside the positioning frame 4.

[0081] As a preferred embodiment, as shown in the appendix Figures 21 to 23 As shown, the positioning frame 4 includes an upper positioning plate and a lower positioning plate arranged opposite to each other. The lower positioning plate has several support columns evenly distributed along the circumference. The upper positioning plate is detachably fixed to each support column by means of fastening screws. A positioning groove is formed between the upper and lower positioning plates to define the position of the coupler 3.

[0082] All radial actuators 5 are distributed circumferentially along the outer side of the positioning frame 4. Each radial actuator 5 is preferably fixed to the lower positioning plate. Each radial actuator 5 is radially connected to all the centrifugal blocks 32 of the coupler 3. As a preferred embodiment, the five radial actuators 5 and the five centrifugal blocks 32 are connected radially along the coupler 3 by bolts.

[0083] The radial actuator 5 provides radial force to the coupler 3, driving each centrifugal block 32 to generate a small radial displacement, thus simulating the situation where the centrifugal block 32 is subjected to radial force and undergoes displacement. Furthermore, since the centrifugal block 32 is a flexible block, it expands outward during high-speed decoupling and contracts inward during low-speed coupling. The radial actuator 5 is also used to test the reliability and fatigue durability of the centrifugal block 32 under repeated radial contraction and expansion movements under different operating speeds over a long period, thereby verifying the mechanical stability and service life of the centrifugal block 32 during actual high-frequency operation.

[0084] The axial actuator 6 is fixed to one end of the positioning frame 4 and rigidly connected axially to the base ring 31 of the coupler 3, providing axial force to the coupler 3. A reducer is connected between the axial actuator 6 and the coupler 3. By precisely controlling the output torque of the reducer, the axial actuator 6 accurately simulates the dynamic balance between the preload and centrifugal force experienced by the centrifugal block 32 during operation, realizing the switching action of coupling and decoupling under different operating speed conditions, thereby verifying the reliability and fatigue durability of the coupler 3 under different operating speeds over a long period of time.

[0085] As a preferred embodiment, as shown in the appendix Figure 19 As shown, a toothed slide 41 is rotatably provided inside the positioning frame 4. The toothed slide 41 meshes with the protruding teeth 322 of the centrifugal block 32 along the axial direction, simulating the engagement relationship between the wheel 1 and the centrifugal block 32 of the coupler 3. This highly replicates the torque transmission path and mechanical environment between the wheel 1 cover 11 and the centrifugal block 32 in actual operation, enabling the test to accurately simulate the stress distribution, contact stiffness and power transmission characteristics under real meshing conditions in the laboratory, greatly improving the authenticity and reliability of the test results.

[0086] As a preferred embodiment, as shown in the appendix Figure 20 As shown, a toothed shaft core 42 is rotatably mounted inside the positioning frame 4. The toothed shaft core 42 is fixedly connected to the axial actuator 6, enabling the toothed shaft core 42 to efficiently transmit the axial force applied by the axial actuator 6 to the base ring 31. Between the toothed shaft core 42 and the center hole 312 of the base ring 31, there are meshing teeth 3121 and meshing grooves that mesh radially with each other, simulating the fit relationship between the bushing 21 of the axle 2 and the base ring 31. This highly replicates the torque transmission path and mechanical environment between the bushing 21 of the axle 2 and the base ring 31 during actual operation, and can reproduce the working conditions of the coupler 3 under real-world torque and rotational loads, further improving the authenticity and reliability of the test results.

[0087] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0088] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A coupler, characterized in that, The coupler (3) is located between the wheel (1) and the axle (2). The coupler (3) includes a base ring (31), several centrifugal blocks (32), and several sets of elastic components (33). The base ring (31) is fixed between the wheel (1) and the axle (2). The centrifugal blocks (32) are flexible blocks. All the centrifugal blocks (32) are distributed along the circumference of the base ring (31), and all the centrifugal blocks (32) are fixed to one end of the base ring (31) by their own elastic compression. Each set of elastic components (33) is located between the centrifugal blocks (32) and the base ring (31). When the rotational speed of the wheel (1) is lower than the set rotational speed, all the centrifugal blocks (32) are fixed to the end face of the base ring (31) by the elastic force of the elastic component (33), and the coupler (3) is in a coupled state. When the rotational speed of the wheel (1) reaches the set rotational speed, the centrifugal force generated by all the centrifugal blocks (32) rotating with the base ring (31) overcomes the elastic force of the elastic component (33), causing all the centrifugal blocks (32) to detach from the base ring (31) radially, and the coupler (3) is in a decoupled state.

2. The coupler according to claim 1, characterized in that, Each centrifugal block (32) has a mounting groove (321) for mounting the elastic component (33) on the side facing the base ring (31), and the two ends of the mounting groove (321) are respectively provided with a first slot and a second slot; Each set of elastic components (33) includes a first elastic element (331) and a second elastic element (332); the outer side wall of the base ring (31) has a snap-fit ​​protrusion (311), and each mounting groove (321) has a snap-fit ​​protrusion (311); the snap-fit ​​protrusion (311) has a first groove and a second groove on its two sides respectively. The two ends of the first elastic element (331) are respectively engaged between the first slot and the first groove, and the two ends of the second elastic element (332) are respectively engaged between the second slot and the second groove; When the coupler (3) is in the coupled state, both the first elastic element (331) and the second elastic element (332) tend to undergo radial elastic deformation along the base ring (31).

3. The coupler according to claim 1, characterized in that, The base ring (31) has a central hole (312) through which the bushing (21) of the axle (2) passes. The central hole (312) and the bushing (21) are provided with meshing teeth (3121) and meshing grooves that mesh with each other radially along the base ring (31).

4. The coupler according to claim 3, characterized in that, The central hole (312) has a limiting ring (313) extending axially along the base ring (31); when the coupler (3) is in the coupling state, the limiting grooves of all the centrifugal blocks (32) abut against the limiting ring (313) radially along the base ring (31).

5. The coupler according to claim 1, characterized in that, Each centrifugal block (32) has a protruding tooth (322) on the side away from the base ring (31); the cover (11) of the wheel (1) has a meshing tooth, and the protruding tooth (322) and the meshing tooth mesh with each other along the axial direction of the base ring (31).

6. The coupler according to claim 5, characterized in that, Each of the centrifugal blocks (32) is wedge-shapedly fitted with the cap (11) along the axial direction of the base ring (31).

7. The coupler according to claim 1, characterized in that, The base ring (31) has an annular groove (314) at one end away from the centrifugal block (32), and a helical spring (34) is installed in the annular groove (314).

8. A test apparatus for a coupler, characterized in that, The coupler applied to any one of claims 1 to 7 includes a positioning frame (4), a plurality of radial actuators (5) and an axial actuator (6), wherein the coupler (3) is installed in the positioning frame (4); All of the radial actuators (5) are distributed circumferentially around the coupler (3) on the outside of the positioning frame (4), and each of the radial actuators (5) is connected radially to all the centrifugal blocks (32) of the coupler (3). The radial actuators (5) are used to provide radial force to the coupler (3). The axial actuator (6) is fixed at one end of the positioning frame (4). The axial actuator (6) is axially connected to the base ring (31) of the coupler (3) along the coupler (3). The axial actuator (6) is used to provide axial force to the coupler (3).

9. The test apparatus for the coupler according to claim 8, characterized in that, The positioning frame (4) is rotatably provided with a toothed slide (41), and the toothed slide (41) meshes with the protruding teeth (322) of the centrifugal block (32) along the axial direction.

10. The test apparatus for the coupler according to claim 8, characterized in that, The positioning frame (4) is rotatably provided with a toothed shaft core (42), which is fixedly connected to the axial actuator (6). The toothed shaft core (42) and the center hole (312) of the base ring (31) are provided with meshing teeth (3121) and meshing grooves that mesh with each other radially along the coupler (3).

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