Coupling device, coupling station and coupling system

Abstract

The present invention relates to a coupling device (201), a coupling station (100) and a coupling system for removably coupling a coupling device (201) to a coupling unit (101a, 101b). The coupling device (201) is associated with a micromobility vehicle (200) and configured to be removably coupled to at least one coupling unit (101a, 101b) of a coupling station (100), the coupling device (201) comprising: at least one locking pin (213a, 213b) provided with a bevelled face (214a, 214b), wherein the at least one locking pin (213a, 213b) is capable of performing angular movement about its axial geometric axis and the bevelled face (214a, 214b) is angularly orientable in the direction of angular movement.

Description

COUPLING DEVICE, COUPLING STATION AND COUPLING SYSTEM FIELD OF THE INVENTION The present invention relates generally to a coupling device, a coupling station, and a coupling system. Specifically, a coupling device is associated with a micromobility vehicle and configured to couple in a removable manner to a housing of a coupling unit of the docking station. More particularly, the coupling is advantageously achieved only through the minimal mechanical force exerted by a user, and the uncoupling is performed by a low-power electromechanical mechanism. The coupling device further comprises means to facilitate coupling to the housing, even when such elements are at different levels relative to each other. More specifically, the coupling station comprises at least one coupling unit which advantageously comprises replaceable sacrificial parts. In particular, the coupling station comprises at least one coupling unit which advantageously includes means for adjusting its height. More specifically, the coupling station comprises at least one coupling unit which advantageously includes a bulkhead. In particular, the coupling system comprises the coupling device and the coupling station comprising at least one coupling unit, wherein the coupling unit advantageously comprises at least one electrical contact pin and the coupling device advantageously comprises at least one abrasive region. BACKGROUND OF THE INVENTION The last few decades have marked an unprecedented pace of scientific, technological, and economic development in human history. Among the various factors that contributed to this development, the following stand out: globalization and joint project efforts between countries, increased funding for research and development of new technologies, competition between companies for market share, the consequent pursuit of competitive advantages, and the pressure for innovation. These technological advances and economic growth are closely related to the increased global demand for energy and resources. In this sense, for a long time, the energy matrices that enabled such advances were based on non-renewable sources, such as the burning of coal and the exploitation of hydrocarbons, which have released large quantities of greenhouse gases into the atmosphere over the decades. Over the years, several factors such as the aforementioned economic development, supported by the exploitation of non-renewable energy sources, globalization, and the services and opportunities offered by large urban centers have favored population density in these regions, giving rise to megacities. As a result, one of the major challenges currently faced by the international community is to reduce and neutralize greenhouse gas emissions, shifting the basis of the global economy towards renewable, or "green," energy sources in an attempt to abandon the current dependence on non-renewable energy sources and develop sustainable urban planning for megacities, aiming to balance economic, social, and environmental development, improving the quality of life for the population and preserving natural resources for future generations. In this sense, urban mobility is directly related to the urban planning of modern cities, which aims to avoid traffic congestion by proposing new routes and strategies to restrict the circulation of these vehicles in certain regions at certain times, and even encouraging the reduction of the use of motor vehicles by proposing alternative means of urban transport that have low or no carbon emissions associated with their use. Cycling is an alternative means of urban transportation that has been gaining more and more followers, because in addition to neutralizing carbon emissions, it is also an activity that offers a series of benefits for the physical and mental health of the user, such as improved blood circulation, reduced risk of developing coronary artery disease, weight control, and the release of neurotransmitters associated with well-being, reducing stress and anxiety, which affect a large part of the world's population due to the lifestyle of today's society. In this sense, urban micromobility emerges as a new category of alternative urban transport, characterized by the use of non-polluting vehicles, efficient for short-distance travel. In response to the need to provide and promote means for urban micromobility, several private companies have emerged specializing in micromobility vehicle rental services, such as bicycles and scooters, which are removablely attached to docking stations and controlled by a management center that allows detachment upon authentication by the user registered with the rental service and confirmation of payment of a rental fee by the requesting user. The user then has the convenience of picking up a vehicle from a station at their starting point and, at the end of their journey, returning it to another station near their destination. In this regard, a device for attaching a bicycle to a dock is disclosed by US patent 11,091,214 B2, filed on November 2, 2018 by Lyft, Inc., based in San Francisco, California. This document reveals that there is a "C"-shaped lock associated with the lower portion of a first locking module attached to the bicycle, and a complementary locking element inside the dock. The lock is movable between a locked position, where its movement is blocked, and an unlocked position, which allows its movement and removal from the vehicle. The first locking module also has an arm and a locking pin that block the movement of the lock when it is in its locked position. More specifically, in the unlocked configuration, the locking pin is retracted into a section of the first locking module, and the arm prevents the locking pin from escaping this section as the arm obstructs its exit. In the locked configuration, as a user pushes the bicycle and the first locking module toward a recess in the dock, the supplementary locking element collides with a lever that is part of the "C"-shaped latch of the first locking module. This movement causes the latch to rotate downward to engage with the supplementary locking element in the dock; the arm rotates along with the latch, clearing the locking pin, which is propelled outward by a restoring elastic force from a spring. In this way, the locking pin blocks the rotation of the latch out of its locked position, preventing the bicycle from being undocked from the dock while the pin is extended. outside the section of the first locking module, as illustrated by figures 7B and 8B of said patent, incorporated in the present application as figures 1A and 1B, respectively. To move the lock from the locked to the unlocked position, a command is sent to a ball screw or acme screw actuator located inside the bicycle. The actuator then causes the locking pin to retract, leaving the lock unobstructed and free to rotate to its unlocked position. As a user pulls the bicycle out and away from the dock, the lock rotates away from the complementary locking element, releasing the bicycle. However, a disadvantage of the solution disclosed in US patent 11,091,214 B2 is that the means for attaching the bicycle to the dock result in a rigid fixing point, which does not provide degrees of freedom to the bicycle when it is docked. As a consequence, the bicycle using the first locking module and dock disclosed in US patent 11,091,214 B2 is subject to acts of vandalism perpetrated by criminals, such as applying force to lift the rear of the bicycle docked to the station using the bicycle itself as a lever arm, concentrating enough torque to break the rigid fixing point and violate the lock. A second disadvantage of the solution disclosed by US patent 11,091,214 B2 is that, although the first locking module is located on the outside of the bicycle and associated with it, the first locking module does not include means to dampen the mechanical vibrations transmitted by the bicycle frame to the first locking module when the bicycle is being used by a user traveling on uneven terrain. Such vibrations transmitted to the first locking module can cause screws to loosen or even cause the "C"-shaped lock to switch from the unlocked to the locked configuration, transmitting false locking information to the control unit, making it difficult or even impossible to return the bicycle to a station and ruining the user experience. A third disadvantage of the solution disclosed in US patent 11,091,214 B2 is that, due to the hook-shaped fitting between the latch and the complementary locking element in the dock recess, the user encounters difficulties during the operation of removing the bicycle from the station because they will have to counterintuitively push the bicycle towards the dock so that the element... The supplementary locking mechanism collides with the lever, causing the "C"-shaped latch to rotate to the unlocked position, as permitted in the illustrated preferred embodiment and in the paragraph.

[0054] Only then can the user pull the bicycle out of the dock recess. A fourth disadvantage of the solution disclosed in US patent 11,091,214 B2 is that in the transition from the locked to the unlocked configuration, when retracting the locking pin from the extended to the retracted position, the actuator, in addition to providing linear movement to the locking pin, must also compress the spring to load it with the restoring elastic force necessary for the future locking operation. Therefore, the actuator requires high electrical power to generate the torque necessary to bend the spring. A fifth disadvantage of the solution disclosed by US patent 11,091,214 B2 is that if the dock is located in an area with uneven ground, or if one of the bicycle tires is punctured causing a difference in level between the first locking module associated with the bicycle and the complementary locking element in the dock recess, this difference in level will result in difficulty or even impossibility of delivering or retrieving a bicycle attached to the station, since no solution is disclosed for a dynamic locking element whose orientation can be adapted. Although the mechanism responsible for retracting the locking pin is not disclosed in US 11,091,214 B2, it is mentioned that it is retracted by an actuator and a lead screw. In this sense, a sixth disadvantage of the solution disclosed by US patent 11,091,214 B2 is that the volume required for the first locking module to accommodate an actuator and a lead screw is considerably larger compared to an actuation mechanism with a unique geometry that is compact enough to be located in the first locking module. Finally, although US 11,091,214 B2 generically and insufficiently reveals that in an alternative embodiment, the first locking module or the bicycle itself may include a battery to power electronic components, and that this battery may form an electrical connection with the dock, a seventh disadvantage of the solution disclosed by US patent 11,091,214 B2 is that the first locking module does not provide means to passively clean the electrical contact pins of the dock through the process of inserting the first module. Blockage in the dock recess. A structure containing an electric lock to receive a tongue attached to a bicycle is disclosed by utility model patent CN 205417863 U, filed on December 14, 2015 by Shanghai Toncom Municipal Facility Tech Co. Ltd., based in Shanghai. This document discloses a design for the electric lock and latch, wherein the latch contains a through hole in its transverse plane, which is adapted to receive a coupling shaft when the latch is coupled to the electric lock of the structure. In turn, the structure is composed of two main columns and an upper locking portion where the electric lock is located. The columns are connected to a lower cover, which in turn is fixed to the ground. Specifically, the columns are fixed to a fixing plate at the bottom of the lower cover, as illustrated by Figure 7 of said patent, incorporated in the present application as Figure 2. However, a disadvantage of the solution disclosed in patent CN 205417863 U is that the structure in general, and specifically the delimitations of a recess where the electric latch is located, which are subject to shocks and friction caused by the latch, do not include replaceable sacrificial parts due to excessive wear. On the contrary, the structure disclosed in patent CN 205417863 U is vulnerable to weathering, including mechanical wear and acts of vandalism committed by criminals. Thus, repairing damage to the structure becomes more expensive, since it is not possible to carry out the necessary repair in situ, requiring the station to be deactivated and relocated to a repair center, resulting in high downtime, hindering operations and generating financial losses. Although CN 205417863 U generically and insufficiently reveals that the height of the columns is adjustable to suit different types of vehicles, Figure 2 of the present application reveals that such height adjustment is achieved by vertically displacing the fixing plate at the bottom of the lower cover. Therefore, a second disadvantage of the solution disclosed by patent CN 205417863 U is that adjusting the height of the columns is inconvenient, as there is no easy access to the fixing plates after the stations are installed. For the adjustment to be made after installation, it would be necessary to tilt the station to access the fixing plate, making the process excessively expensive. Furthermore, it is plausible... To say that the station's center of mass is located at the anchoring plate. Based on this assumption, it is evident that by moving the anchoring plate to a higher vertical position to achieve a maximum height for the columns, the center of mass will be far from the ground, which makes the structure unstable and susceptible to toppling. A third disadvantage of the solution disclosed by patent CN 205417863 U is that there is no instruction regarding providing the rear wall of the recess in which the electric lock is located with a barrier comprising at least a resilient movable portion. Therefore, a user could damage the rear wall of the recess or even damage the latch if they exert force greater than that required to engage the latch with the electric lock. Finally, it is noted that the solution disclosed by patent CN 205417863 U does not solve the deficiencies pointed out above regarding the solution disclosed by patent US 11,091,214 B2 and vice versa. In view of the above, it is clear that the state of the art lacks technical improvements in the field of docking devices and stations for micromobility vehicles, specifically in devices and stations that aim to solve the various deficiencies mentioned above. OBJECTIVES AND DESCRIPTION OF THE INVENTION Therefore, a primary general objective of the present invention is to provide a coupling device capable of eliminating, or at least reducing, the limitations of currently known techniques. A particular objective of the present invention is to provide a coupling device associated with a micromobility vehicle, the coupling device being capable of being coupled to a housing of a coupling unit solely through the minimal mechanical force exerted by a user, dispensing with electronic means for this purpose. Another particular objective of the present invention is to provide means for simplifying the coupling between the device and the housing, so as to reduce the coefficient of friction between the components responsible for the coupling, thereby reducing the mechanical force required for coupling exerted by the user. Another particular objective of the present invention is to provide a device that facilitates coupling to the housing even when such elements are misaligned, advantageously providing the device with coupling with at least one locking pin with a dynamic chamfered face that can have its angular orientation adjusted. Yet another particular objective of the present invention is to provide an articulated coupling between the device and the housing, as well as between the device and the micromobility vehicle, providing degrees of freedom that prevent acts of vandalism. Another particular objective of the present invention is to provide an articulated joint between the device and the micromobility vehicle, in order to dampen the mechanical vibrations transmitted by the vehicle chassis to the device when the vehicle is being used by a user traveling on uneven terrain. Yet another particular objective of the present invention is to provide a coupling device comprising a uniquely geometric electromechanical mechanism that makes it compact enough to be inserted inside, wherein the electromechanical mechanism requires low electrical power to generate the torque necessary to act on at least one locking pin. A second general objective of the present invention is to provide a coupling station capable of eliminating or at least reducing the limitations of currently known techniques. A particular objective of the present invention is to provide a coupling station comprising at least one coupling unit to receive, within a housing thereof, a coupling device associated with a micromobility vehicle, wherein the coupling unit advantageously comprises replaceable sacrificial parts that accelerate and facilitate in situ maintenance of the coupling unit. Another particular objective of the present invention is to provide a coupling station whose coupling units can have their heights adjusted through advantageous easy access to the means for height adjustment, even for units that are already installed in situ. Yet another particular objective of the present invention is to provide a coupling station whose coupling units comprise, respectively, an advantageous resilient baffle that dampens possible impacts when coupling between the device and the housing, as well as facilitating data exchange through wireless communication protocols between the coupling unit and the coupling device. A third general objective of the present invention is to provide a coupling system that is capable of eliminating or at least reducing the limitations of currently known techniques. A particular objective of the present invention is to provide a coupling system comprising a coupling station comprising at least one coupling unit having a housing and a coupling device associated with a micromobility vehicle, the coupling device advantageously comprising means for self-cleaning a specific region of the coupling unit by means of the process of inserting or removing the coupling device from inside the housing. One or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a coupling device associated with a micromobility vehicle for removable coupling to at least one coupling unit of a docking station, the coupling device comprising: - at least one locking pin having a chamfered face, wherein the at least one locking pin is capable of performing angular movement around its axial geometric axis and the chamfered face is angularly orientable in the direction of the angular movement. Furthermore, one or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a coupling device associated with a micromobility vehicle for removable coupling to at least one coupling unit of a docking station, the coupling device comprising: - at least one locking pin that moves axially to assume: - a neutral position, in which at least one locking pin projects outward from the coupling device; - a tensioned position, maintained by at least one respective return member associated with at least one locking pin, while the return member is subjected to the action of an axial compressive force; and - a retracted position, in which at least one locking pin retracts into the coupling device, or in which at least one locking pin moves from the neutral position. to the retracted position and vice versa, in conjunction with at least one rack, independently of the respective return member by means of an electromechanical mechanism acting on at least one rack. Furthermore, one or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a coupling station equipped with at least one coupling unit to receive a coupling device associated with a micromobility vehicle, the coupling unit comprising: - a housing of a shape that cooperates with that of the coupling device to receive it inside, the housing comprising boundaries, wherein at least one of the boundaries of the housing comprises a respective replaceable sacrificial part. Additionally, one or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a docking station equipped with at least one coupling unit to receive a coupling device associated with a micromobility vehicle, the coupling unit comprising: - a housing of a shape that cooperates with that of the coupling device to receive it inside, the housing comprising boundaries, wherein the housing is formed by at least one column, wherein the height of at least one column in relation to the ground is adaptable, wherein at least one column extends to at least one of the vertical faces of a receiving structure. Furthermore, one or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a coupling station equipped with at least one coupling unit to receive a coupling device associated with a micromobility vehicle, the coupling unit comprising: - a housing of a shape that cooperates with that of the coupling device to receive it inside, the housing comprising boundaries, wherein a boundary of the housing comprises a partition. resilient. Furthermore, one or more of the aforementioned objectives of the present invention, among others, is / are achieved by means of a coupling system comprising a coupling device associated with a micromobility vehicle and a coupling station comprising at least one coupling unit, the coupling device being configured to couple in a removable manner to at least one coupling unit of the coupling station, the coupling unit comprising: - a housing of a shape that cooperates with that of the coupling device to receive it inside, the housing comprising boundaries, wherein the housing comprises at least one electrical contact pin that projects into the interior of the housing; and wherein the coupling device has on its outer surface at least one abrasive region, configured to come into contact with at least one electrical contact pin when the coupling device is inserted or removed from inside the housing. BRIEF DESCRIPTION OF THE DRAWINGS The objectives, technical effects, and advantages of the present invention will be apparent to those skilled in the art from the following detailed description, which refers to the accompanying figures, which illustrate exemplary, but not limiting, embodiments of the claimed objects: Figure 1A illustrates a left side view in section of a "C" shaped latch associated with the lower portion of a first locking module and a complementary locking element inside the dock, as disclosed by US patent 11,091,214 B2; - Figure 1B illustrates a perspective view of the interior of the first locking module and its components, specifically an arm and a pin 802, wherein the arm clears the pin 802 which is driven outward by means of a restoring elastic force from a spring (not shown), as disclosed by US patent 11,091,214 B2; Figure 2 illustrates a perspective view of a structure comprising two main columns fixed to a fixing plate 32 at the bottom of a lower cover, by means of which the height of the columns is adjustable, as disclosed by patent CN 205417863 U; - Figure 3 illustrates a perspective view of a coupling station 100 equipped with at least one coupling unit 101a, 101b to receive a coupling device associated with a micromobility vehicle 200, according to the present invention; Figure 4A illustrates a left side view of the micromobility vehicle 200 and the coupling device 201 associated therewith, according to the present invention; Figure 4B illustrates a left side view of detail A, shown in Figure 4A, for coupling device 201, according to the present invention; Figure 4C illustrates a perspective view of the interior of a proximal portion 201 b of the coupling device 201, according to the present invention; Figure 4D illustrates a front view of the coupling device 201, according to the present invention; - Figures 4E and 4F illustrate left and right perspective views, showing fastening tabs 204a, 204b of the proximal portion 201b of the coupling device 201, according to the present invention; Figure 5A illustrates a top view of the interior of a distal portion 201a of the coupling device 201, and its main constituent parts, in which locking pins 213a, 213b are in a neutral position PN, according to the present invention; Figure 5B illustrates a perspective view of the interior of the distal portion 201a of the coupling device 201, in which the locking pins 213a, 213b are in the neutral position PN, according to the present invention; - Figure 5C illustrates a top view of the interior of the distal portion 201a of the coupling device 201, in which the locking pins 213a, 213b are in a tensioned position PT, according to the present invention; - Figure 5D illustrates a top view of the interior of the distal portion 201a of the coupling device 201, in which the locking pins 213a, 213b are in a retracted position PR, according to the present invention; Figure 5E illustrates a perspective view of the interior of the portion. distal 201a of the coupling device 201, wherein the locking pins 213a, 213b are in the retracted position PR, according to the present invention; Figure 6A illustrates a right side view of a rack 218b equipped with a first axial support 224 to which a shaft 223 of the locking pin 213a, 213b is coupled, according to the present invention; - Figures 6B and 6D illustrate right side views of the rack 218b, in which the locking pin 213b performs angular movement around its axial geometric axis, the movement being limited by the cooperating shape of the first axial support 224 and the shaft 223, according to the present invention; - Figures 6C and 6E illustrate perspective views of the rack 218b, in which a chamfered face 214b of the locking pin 213b is angularly orientable in the direction of the angular movement of the locking pin 213b, according to the present invention; Figure 6F illustrates a perspective view of the rack 218b partially disassembled in order to reveal a second axial support 225, according to the present invention; Figure 7 illustrates a perspective view in section BB of the coupling device 201, according to the present invention; - Figures 8A and 11 illustrate, respectively, a front view and a perspective view of the coupling station 100, in a configuration in which the height h1 of columns 102, 103 of the coupling unit 101a is offset from the height h2 of columns 102, 103 of the adjacent coupling unit 101b, according to a preferred embodiment of the present invention; - Figures 9A and 9B illustrate perspective views of the coupling station 100 exhibiting vertical faces 112a, 112b, 113a, 113b of a receiving structure 112, 113, according to a preferred embodiment of the present invention; - Figures 10A and 10B illustrate perspective views of the coupling station 100 showing the vertical faces 112a, 112b, 113a, 113b of the receiving structure 112, 113, according to an alternative embodiment of the present invention; Figure 12 illustrates a front view of coupling station 100 in a configuration in which the height h2 of columns 102,103 of coupling unit 101 b is level with respect to the height h2 of columns 102,103 of the adjacent coupling unit 101 b, according to an alternative embodiment. of the present invention; Figure 13A illustrates a perspective view of a housing 110 shaped like that of the coupling device 201 to receive it inside, according to the present invention; - Figures 13B and 13C illustrate cutaway perspective views BB of housing 110, wherein at least one of the housing 100 boundaries comprises a respective sacrificial piece 105, 104 according to the present invention; - Figures 13D and 13E illustrate perspective views in section BB of housing 110, in which the respective sacrificial part 104, 105 has been removed to expose the structure of housing 110, according to the present invention; - Figures 13F and 13G illustrate perspective views of detail C, indicated in Figure 13E, for an electrical contact pin 119a of coupling units 101a, 101b, according to the present invention; Figure 14 illustrates a cross-sectional perspective view AA of housing 110, displaying a data transceiver hardware for short-range wireless communication 122, according to the present invention; Figure 15 illustrates a perspective view of coupling unit 101b, in which sacrificial parts have been removed to reveal a charger 125 associated with coupling unit 101b; - Figure 16A illustrates a CC sectional perspective view of a coupling system, in a first stage of insertion of the coupling device 201 into the housing 110 of the coupling unit 101a, 101b, wherein the locking pins 213a, 213b are in the neutral position PN and the chamfered faces 214a, 214b of the locking pins 213a, 213b are not aligned with the horizontal plane, according to the present invention; - Figures 16B and 16C illustrate CC sectional perspective views of the coupling system, in a second stage of insertion of the coupling device 201 into the housing 110 of the coupling unit 101a, 101b, wherein the locking pins 213a, 213b are in the tensioned position PT and the chamfered faces 214a, 214b of the locking pins 213a, 213b align with the horizontal plane in order to reduce friction, according to the present invention; Figure 16D illustrates a top view in CC section of the coupling system, in a third insertion step of coupling device 201. in housing 110 of coupling unit 101a, 101b, wherein the locking pins 213a, 213b are in the neutral position PN, extending into recesses 117a, 117b, according to the present invention; and Figure 17 illustrates a human-machine interface 231 equipped, among other things, with a maintenance mode activation button 235, according to the present invention. DEFINITIONS In the context of the present invention, the term "micromobility vehicle 200" preferably refers to a Personal Transport Vehicle (PTV) equipped with at least one wheel and applicable in urban micromobility vehicle sharing systems, such as bicycles, scooters, and unicycles, whether or not they are equipped with electric motor assistance. In fact, it will be evident to a person skilled in the art from reading this descriptive report that the coupling device 201 according to the present invention can be implemented in any of the vehicles mentioned above, as well as in other equivalent vehicles or means not explicitly mentioned. Furthermore, the term "management center" refers to a server, preferably remote and cloud-based, but in some embodiments of the present invention, it may also be a local server, intended, in both embodiments, to perform specific functions of a micromobility vehicle sharing system 200, according to the present invention. The term "approximately" is used to describe and explain small fluctuations. For example, "approximately" can mean that a numerical value can be modified by ± 10%. All numerical values ​​can be modified by the term "approximately," regardless of whether it is explicitly stated or not. Numerical values ​​modified by the term "approximately" include the identified integer numerical value. For example, "approximately 5 degrees" includes 5 degrees, as well as ± 0.5°. As used in this descriptive report, the term "incomplete shape" when referring to the 216 pinion should be understood as any shape that the pinion may incorporate, other than the traditional circular shape. Thus, it is understood that the 216 pinion with an incomplete shape may assume a semicircular shape, preferably a fraction of a circle. As also used in this descriptive report, the term "polygonal shape" refers to the cross-section of the 223 axes of the pins of Locking pins 213a, 213b shall be understood as any other non-curved cross-sectional shape that allows limiting the degree of angular movement of the shaft 223 of the locking pin 213a, 213b when it cooperates with a cooperating shape of the hole 226 of the first axial support 224. The term “slightly larger” when referring to holes 226 of a shape cooperating with that of the cross-sections of the shafts 223 of the locking pins 213a, 213b shall be understood as a dimensional variation such that it results in a clearance between the shafts 223 and the holes 226. In the context of the present invention, the term "boundaries" when referring to housing 110 shall be understood as the side, top or bottom walls of housing 110. In turn, the term "vertical faces" 112a, 112b, 113a, 113b when referring to coupling station 100 shall be understood as any vertical face of the receiving structure 112, 113, such as side, front or rear faces. Still within the context of the present invention, the term "resilient" when referring to the barrier 116 should be understood as the physical property of the material to deform elastically when subjected to a force and return to its original shape upon the release of the force acting on the barrier 116. All method steps of the present invention described herein may be performed in any suitable order, unless otherwise indicated in this descriptive report or otherwise clearly contradicted by the context. The use of any and all examples, or illustrative language (e.g., “how”) provided herein is intended merely to better illustrate aspects of the invention and does not impose a limitation on scope, unless otherwise claimed. References throughout this descriptive report to “in a preferred embodiment” and “in alternative embodiments” mean that a particular feature, structure, material, or characteristic described in connection with the embodiment of the invention is included in at least one embodiment of the invention presently claimed. Thus, aspects of phrases such as “in a preferred embodiment” and “in alternative embodiments,” in various places throughout this descriptive report, do not necessarily refer to the same embodiment of the invention presently claimed. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner. in one or more embodiments. All the various embodiments, aspects, and options disclosed herein may be combined in all variations, regardless of whether such features or elements are expressly combined in a specific embodiment description herein. This presently claimed invention is intended to be read holistically, so that any separable features or elements of the disclosed invention, in any of its various aspects and embodiments, are to be seen as intended to be combinable, unless the context clearly dictates otherwise. DESCRIPTION OF THE INVENTION'S EMPHASIS The present invention will now be described in more detail hereafter, according to particular, preferred and alternative embodiments. This invention can, however, be carried out in several different ways and should not be interpreted as limited to the embodiments set forth herein, since its embodiments may be carried out in different forms and variations and according to the application desired by the person skilled in the art. VEHICLE AND COUPLING DEVICE In a preferred embodiment, and as can be seen from figures 3, 11 and 12, the coupling station 100 is equipped with at least one coupling unit 101a, 101b to receive the coupling device 201 associated with the micromobility vehicle 200. In this preferred embodiment, and as illustrated by Figures 4A and 5A to 5E, the coupling device 201 and all its components are advantageously external to the micromobility vehicle 200. In contrast to this aspect of the present invention, prior art devices homologous to the coupling device 201 are installed inside the chassis of the micromobility vehicle, both to inhibit acts of vandalism against the device and to accommodate all its components. However, besides such a configuration being applicable only to micromobility vehicles that have a chassis spacious enough to accommodate such components, the maintenance of the device is also hampered, as it requires the disassembly of parts of the chassis to access the device. Due to being completely external to the micromobility vehicle 200, the coupling device 201 of the present invention allows for easier and consequently faster maintenance, reducing the average repair time. whether for preventive or corrective maintenance. In this preferred embodiment, and as illustrated at least by figure 4A, when the micromobility vehicle 200 is a bicycle, the coupling device 201 is attached to the bicycle's fork and stem. However, in alternative embodiments, the coupling device 201 may be attached to any other portion of any other micromobility vehicle 200 that allows coupling to the coupling unit 101a, 101b. With reference to figures 4B, 4C, 4E and 4F, the coupling device 201 has a proximal portion 201b which is coupled to the bicycle stem 200 by means of upper fastening tabs 204a, 204b, which attach to the bicycle stem 200. A lower fastening element 205 is provided in order to also fix the proximal portion 201b to the lower outer portion of the bicycle fork 200. The coupling device 201 also has a distal portion 201a, which comprises the internal components of the coupling device 201, which will be described later. The distal portion 201 a and the proximal portion 201 b are joined by a hinged joint composed of a set of torsional springs 203 and a fastening element 202. This hinged joint advantageously serves to dampen the mechanical vibrations transmitted by the vehicle chassis 200 to the distal portion 201 a of the coupling device 201 when the vehicle 200 is being used by a user traveling on uneven terrain. Furthermore, and as illustrated at least by Figure 4B, the articulated joint allows the distal portion 201a of the coupling device 201 to be skewed upwards or downwards relative to the XY geometric plane by applying a force, which is transmitted to the torsional spring assembly 203 and stored as elastic potential energy. When the force ceases, the energy is dissipated and the springs 203 oscillate back to their original position, that is, aligning the coupling device 201 in the horizontal position. This aspect of the articulated joint, in addition to assisting in the absorption of mechanical vibrations as mentioned above, also assists in coupling to a housing 110 of the coupling unit 101a, 101b when there are differences in level between the vehicle 200 and the coupling unit 101a, 101b. This situation will be described in greater detail in the section "coupling system and human-machine interface". Figures 4B to 4F, 8A, 13A to 13C, and 16A illustrate an embodiment. preferentially, such coupling occurs through the interaction between the substantially rectangular shape of the distal portion 201a of the coupling device 201, the cooperating shape of the housing 110 of the coupling unit 101a, 101b, as well as through the purely mechanical interaction between circular locking pins 213a, 213b arranged, respectively, on a right and left lateral face of the distal portion 201a and circular recesses 117a, 117b that receive the locking pins 213a, 213b, arranged, respectively, in delimitations 104, 105 of the housing 110, specifically on a right and left lateral face of the housing 110. However, in an alternative embodiment, the distal portion 201a of the coupling device 201 may have another geometric shape such as a truncated cone or equivalent, while the housing 110 of the coupling unit 101a, 101b comprises a cooperating shape. In fact, it will be apparent to those skilled in the art that the coupling device 201 may assume any other geometric shape, provided that it fulfills the purpose of coupling to the housing 110 and that the latter comprises a cooperating shape to enable such coupling. In another alternative embodiment, the locking pins 213a, 213b may be disposed on an upper or lower face of the distal portion 201a.In yet another alternative embodiment, the distal portion 201a of the coupling device 201 may comprise only a locking pin 213a, 213b on either face of the distal portion 201a, whereas the housing 110 of the coupling unit 101a, 101b comprises only a recess 117a, 117b disposed in either of the boundaries 104, 105 of the housing 110, provided that it is cooperative with the position in which the locking pin 213a, 213b is located. In any of the above embodiments, the locking pins 213a, 213b comprise, respectively, chamfered faces 214a, 214b which advantageously reduce the coefficient of friction between the locking pins 213a, 213b and the boundaries 104, 105 of the housing 110 of the coupling unit 101a, 101b, thereby reducing the mechanical force required for coupling exerted by the user. The housing 110 and the coupling units 101a, 101b will be described in greater detail in the "coupling station" section. As can be seen, the articulated joint advantageously provides an additional degree of freedom to the vehicle 200 coupled to the housing 110 of the coupling unit 101a, 101b. In general, Gruebler's equation is used for the analysis. of mechanical systems in order to determine the number of degrees of freedom, that is, the number of independent parameters needed to specify the position or motion of a body in three-dimensional space. The equation is given by: M = 3 (L - 1) - 2J In what way: M = number of degrees of freedom of the mechanism; L = number of links in the mechanism; and J = number of joints in the mechanism. In a simplified approach to the mechanism of the present invention, once coupled to housing 110 of coupling unit 101a, 101b, it can be said that the mechanism has 3 joints and 4 links, such that: M = 3 (4 - 1) - 2(3) M = 3. Therefore, vehicle 200, once coupled to housing 110 of coupling unit 101a, 101b, can translate vertically with respect to the geometric Y-axis in two positions; the first position with respect to locking pins 213a, 213b, which will be described in greater detail later and as illustrated in Figure 4B; and the second position with respect to the articulated joint. Furthermore, the joint relating to the bicycle fork 200 allows the handlebars and chassis (or simply frame) of bicycle 200 to be rotated around the geometric Z-axis, as illustrated in Figure 4D.These three degrees of freedom provide greater resistance to attempts to steal vehicle 200 when coupled to housing 110 of coupling unit 101a, 101b, because the locking pins 213a, 213b and the recesses 117a, 117b do not define a rigid fixing point, but rather a pivoting fixing point, which, together with the articulated joint, makes it impossible for a vandal to apply force to lift the rear of vehicle 200 coupled to coupling unit 101a, 101b, or to rotate the frame of vehicle 200, using vehicle 200 itself as a lever arm in order to damage the coupling device 201 (or other component) and carry out the theft of vehicle 200. Figures 5A and 5B illustrate the locking pins 213a, 213b of the distal portion 201a of the coupling device 201 in a neutral PN position. In this position, the locking pins 213a, 213b are naturally projected outwards from the distal portion 201a of the coupling device 201. As mentioned earlier, it can be seen from Figures 5A to 6F that all the internal components of the distal portion 201a of the coupling device 201. With respect to such components, the locking pins 213a, 213b have respective shafts 223 projecting into the interior of the distal portion 201a of the coupling device 201, where such shafts 223 are associated with respective return members 219a, 219b. The internal components of the distal portion 201a of the coupling device 201 further include an electromechanical mechanism 216, 217, 218a, 218b comprising a pinion 216 driven by an electric motor 217 and at least one rack 218a, 218b driven by the pinion 216. In a preferred embodiment, and as mentioned above, the pinion 216 comprises an incomplete shape, specifically assuming an oblong shape, wherein the teeth of the pinion 216 are located at the ends of the pinion 216. Each rack 218a, 218b is in respective contact with the teeth at the ends of the pinion 216. Such a configuration advantageously provides an electromechanical mechanism 216, 217, 218a, 218b of reduced dimensions, enabling the accommodation of all components within the distal portion. 201 of the coupling device 201. As illustrated by figures 6A to 6F, each rack 218a, 218b comprises a first region having a first axial support 224, wherein a hole 226 of the first axial support 224 has a shape cooperating with a shape of the cross-section of the corresponding shaft 223 of at least one locking pin 213a, 213b, wherein the first axial supports 224 of the racks 218a, 218b are configured to receive, respectively, the shafts 223 of the locking pins 213a, 213b. In a preferred embodiment, and as illustrated by figures 6A, 6B and 6D, the cross-sections of the shafts 223 of the locking pins 213a, 213b assume any curved shape, preferably an ellipse. However, in alternative embodiments, the cross-sections of the shafts 223 of the locking pins 213a, 213b may assume a polygonal shape, that is, without curves, such as a square, triangular or equivalent shape. In any of the above embodiments, the holes 226, having a shape that cooperates with that of the cross-sections of the shafts 223 of the locking pins 213a, 213b, are slightly larger than the cross-sectional areas of the shafts 223, so as to allow a fit that results in a clearance between the shafts 223. and the holes 226. This clearance allows the locking pins 213a, 213b to perform angular movement around their respective axial geometric axes. Consequently, the respective chamfered faces 214a, 214b are angularly orientable in the direction of the angular movement of the locking pins 213a, 213b. As illustrated by Figures 6B and 6D, the angular movement performed by the locking pins 213a, 213b is limited to a certain degree by the cooperating geometry of the holes 226 of the first axial supports 224 and the cross-sections of the shafts 223 of the locking pins 213a, 213b. This configuration advantageously allows for a simple limitation of the angular movement of the locking pins 213a, 213b, without the need for additional components, resulting in less expensive manufacturing and maintenance. In a preferred embodiment, the locking pins 213a, 213b perform angular movement of approximately ± 60°, preferably approximately ± 45°, more preferably approximately ± 30°. This feature, combined with the articulated joint, assists in achieving the smooth coupling of the distal portion 201a of the coupling device 201 to the housing 110 of the coupling unit 101a, 101b when there are (or are not) uneven surfaces between the coupling device 201 and the housing 110 of the coupling unit 101a, 101b, so as to reduce the coefficient of friction between the chamfered faces 214a, 214b of the locking pins 213a, 213b and the boundaries 104, 105 of the housing 110, thus reducing the mechanical force required for coupling exerted by the user. As mentioned earlier, this situation will be described in greater detail in the "coupling system and human-machine interface" section. In alternative embodiments, the locking pins 213a, 213b may perform angular movement of approximately ± 75°, but never close to ± 90°, since in this way, the chamfered faces 214a, 214b of the locking pins 213a, 213b would not be oriented substantially horizontally, so as to allow smooth coupling of the distal portion 201a of the coupling device 201 with the housing 110 of the coupling unit 101a, 101b. In a preferred embodiment, and as illustrated by Figure 6F, the racks 218a, 218b comprise secondary axial supports 225, which enclose and provide support for the shafts 223 of the locking pins 213a, 213b in addition to the holes 226 of the primary axial supports 224. This configuration provides greater stability to shafts 223, preventing high shear forces and bending moments from acting on shafts 223 and consequently on the electromechanical mechanism 216, 217, 218a, 218b as a whole when shafts 223 are subjected to high distributed or concentrated loads, exerted as a result of the regular operation of the coupling device 201 or exerted by a vandal with the intention of damaging the electromechanical mechanism 216, 217, 218a, 218b. In this preferred embodiment, Figure 5C illustrates the locking pins 213a, 213b of the distal portion 201a of the coupling device 201 in a tensioned position PT. In this position, the locking pins 213a, 213b, which were previously in the neutral position PN, are now subjected to axial compressive mechanical forces F, which are transmitted to the respective return members 219a, 219b and stored therein as elastic potential energy. This action results in the compression of the return members 219a, 219b and the consequent axial displacement of the locking pins 213a, 213b, which are retracted into the distal portion 201a of the coupling device 201.During regular operation of the coupling device 201, the axial mechanical compression forces F responsible for the tensioned position state PT result from the minimum mechanical force exerted by the user when positioning the vehicle 200 for coupling and from the contact between the delimitations 104, 105 of the housing 110 and the locking pins 213a, 213b. This configuration will be described in greater detail in the section “coupling system and human-machine interface”. It should be noted that the tensioned position PT is maintained by the return members 219a, 219b, provided that these are respectively subjected to the axial compressive mechanical forces F. In other words, when the axial compressive mechanical forces F cease, the energy is dissipated and the restoring forces of the return members 219a, 219b push the respective locking pins 213a, 213b back to the neutral position PN. In general, the locking pins 213a, 213b move from the tensioned position PT to the neutral position PN (and vice versa), by means of a push or retraction, respectively, of the return members 219a, 219b. It is also noted that the transition from the tensioned position PT to the neutral position PN (and vice versa) is independent of the electromechanical mechanism 216, 217, 218a, 218b. This characteristic is advantageous because it allows for faster coupling and protection against possible electrical, mechanical, or system failures that may occur. to the electromechanical mechanism 216, 217, 218a, 218b. In this way, an ideal user experience is guaranteed, in which the user can always end the trip by simply returning the vehicle 200 to the coupling unit 101a, 101b, even if failures occur in any of the elements of the electromechanical mechanism 216, 217, 218a, 218b. Furthermore, as previously mentioned and illustrated in Figure 5C, due to the incomplete shape of pinion 216, the internal space of the distal portion 201a of the coupling device 201 is much better utilized, allowing for the accommodation of shafts 119a, 119b of their respective locking pins 213a, 213b when these assume the tensioned position PT. The same applies when the locking pins 213a, 213b assume a retracted position PR, which will be described in detail below. Figures 5D and 5E illustrate the locking pins 213a, 213b of the distal portion 201a of the coupling device 201 in the retracted position PR. In this position, the locking pins 213a, 213b, which were previously in the neutral position PN, are now actuated by the electromechanical mechanism 216, 217, 218a, 218b. Specifically, the electric motor 217 transmits torque to the pinion 216, generating a rotational movement. In turn, the rotational motion is transmitted from pinion 216 to racks 218a, 218b, generating as output a linear motion, which retracts racks 218a, 218b, resulting in the axial displacement of locking pins 219a, 219b which are retracted into the distal portion 201a of the coupling device 201. From the comparison between figures 5A and 5D, it can be noted that the pinion 216 performs only a fraction of a complete revolution, preferably approximately % of a complete revolution, to fully drive the racks 218a, 218b and establish the locking pins 213a, 213b in the retracted position PR or back to the neutral position PN, in case of reverse drive. Furthermore, it is important to note that, when the pinion 216 is driven, the racks 218a, 218b do not compress the return members 219a, 219b. Instead, when the pinion 216 is driven, the racks 218a, 218b move linearly in unison with the locking pins 219a, 219b. These characteristics advantageously allow the implementation of a low-consumption, low-power electric motor 217. The interactions between the neutral position PN, the tensioned position PT and The retracted PR position with coupling units 101a, 101b will be described in greater detail in the section “coupling system and human-machine interface”. In a preferred embodiment, and as illustrated by figure 7, the micromobility vehicle 200 comprises a first electrical wiring harness 227, which comprises a first end connected to a controller of a battery (not shown) of the vehicle 200, the battery being adapted to provide electrical current to a motor for the vehicle's movement, as well as to the electromechanical mechanism 216, 217, 218a, 218b and to a set of data transceiver hardware (not shown) via wireless communication protocol, the latter connected to the controller by means of a second electrical wiring harness (not shown). In this preferred embodiment, such components may be arranged in any region of the 200 vehicle that is capable of receiving them, including in embodiments where the 200 micromobility vehicle is not a bicycle. In any of the above embodiments, and as visualized at least by figures 4E, 4F and 7, the first electrical cable 227 has second ends connected to the distal portion 201a of the coupling device 201, specifically, running inside the coupling device 201 and connecting electrically to conductive plates 212a, 212b, located on the outer surface of the distal portion 201a, specifically located on each lateral face of the distal portion 201a of the coupling device 201. In a preferred embodiment, and as visualized at least by figures 4E, 4F, 13A and 16D, each of the conductive plates 212a, 212b is adapted to make contact with respective electrical contact pins 119a, 119b that project into the interior of the housing 110 and are located on the boundaries 104, 105 of the housing 110. Such contact occurs when the coupling device 201 is coupled to the housing 110 of the coupling unit 101a, 101b and allows the conductive plates 212a, 212b to receive electrical current from the respective electrical contact pins 119a, 119b and transmit it to the controller and to the battery via the first electrical wiring 227 in order to charge the battery. In this preferred embodiment, the outer surface of the distal portion 201a, specifically the lateral faces of the distal portion 201a of the coupling device 201, comprise, respectively, abrasive regions 211a, 211b that extend along a fraction of the length of the distal portion 201a, wherein the plates Conductive parts 212a, 212b are located upstream of abrasive regions 211a, 211b. Thus, when the coupling device 201 is being inserted into (or removed from) the interior of the housing 110 of the coupling unit 101a, 101b, the abrasive regions 211a, 211b come into contact with the electrical contact pins 119a, 119b. The abrasion generated by the contact between these components advantageously results in the removal of any encrustations present on the electrical contact pins 119a, 119b, such as dirt and oxidation which, if not removed, could hinder or even prevent the flow of electric current and impair the electrical conductivity of the components. In other words, the electrical contact pins 119a, 119b are cleaned by the user whenever the user returns a vehicle 200 to the coupling unit 101a, 101b or removes a vehicle 200 from the coupling unit 101a, 101b.Therefore, the time and costs associated with maintenance are drastically reduced. In this preferred embodiment, the abrasive regions 211a, 211b are made of a material with a coefficient of abrasion different from that of the rest of the distal portion 201a of the coupling device 201. Specifically, the abrasive regions 211a, 211b are made of polyamides, such as nylon. However, other types of polymers may be used by means of processes that increase their coefficients of abrasion, such as the addition of additives or even surface treatments. Non-exhaustive alternatives are: polycarbonates, high-impact polystyrenes, polysulfones, high-density polyethylene, high-density polypropylene, acrylonitrile butadiene styrene, polyurethanes, low-density polyethylene and fiberglass. In alternative embodiments, the abrasive regions 211a, 211b may be constituted of a plurality of bristles. In fact, it will be apparent to those skilled in the art from reading this descriptive report that any combination of materials that increases the coefficient of abrasion may be used to form the abrasive regions 211a, 211b. The electrical contact pins 119a and 119b will be described in greater detail in the sections "coupling station" and "coupling system and human-machine interface". In a preferred embodiment, and as illustrated at least by figures 5A, 5C and 5D, each locking pin 219a, 219b comprises a magnet 220a, 220b coupled to shaft 223. In the structure of the coupling device 201, below On each axis 223, there is a Hall effect sensor 221a, 221b. Note that when the locking pins 219a, 219b are in the neutral position PN, the magnets 220a, 220b are projected beyond their respective Hall effect sensors 221a, 221b, and are not positioned directly on them. When the locking pins 219a, 219b undergo axial displacement by assuming any of the neutral PN, tensioned PT, and retracted PR positions, the axial displacement of the corresponding magnets 220a, 220b is detected by the corresponding Hall effect sensors 221a, 221b. In this preferred embodiment, the distal portion 201a of the coupling device 201 comprises a printed circuit board located inside it, near the front face 210 of the distal portion 201a of the coupling device 201. A flashlight 215 is also located near the front face 210 to assist the user in their journey. As illustrated in Figure 14, the printed circuit board comprises a wireless communication protocol data reading hardware 222, configured to identify the presence of a magnet 124 and read data from a short-range wireless communication data transceiver hardware 122, both located in a delimitation of the housing 110 of the coupling unit 101a, 101b, preferably on a rear wall of the housing 110. Preferably, the wireless communication protocol data reading hardware 222 may comprise a smart card reader operating under Near Field Communication (NFC) protocol and the short-range wireless communication data transceiver hardware 122 is a smart card operating under Near Field Communication (NFC) protocol. In alternative embodiments, the data reading hardware 222 via wireless communication protocol may comprise a tag reader operating under Radio-Frequency Identification (RFID) protocol, and the data transceiver hardware 122 for short-range wireless communication may be a tag operating under Radio-Frequency Identification (RFID) protocol. In any of the above embodiments, the interaction between the axial displacement information of the locking pins 219a, 219b detected by the Hall effect sensors 221a, 221b, and the reading from magnet 124 and the hardware Data transceiver 122 for short-range wireless communication via data reading hardware 222 using a wireless communication protocol is used to determine, for example, the removal of a specific vehicle 200 from the coupling unit 101a, 101be at the beginning of a trip or the return of a specific vehicle to a coupling unit 101a, 101be at the end of a trip. This information is transmitted to the data transceiver hardware set via a wireless communication protocol, which in turn transmits it to the management center via a Global System for Mobile Communications (GSM) signal or its evolutions, or even via low-power technologies such as low-power wide area network LoRa® (Long Range). In the event that a malicious user attempts to skew the return members 219a, 219b in order to cause the locking pins to assume a pseudo-tensioned position, so as to then insert the coupling device 201 into the housing 110 and thus perform the reading of the magnet 124 and the data transceiver hardware 122 to end the trip without the coupling device 201 being effectively coupled to the coupling unit 101a, 101b, that is, without the locking pins 213a, 213b assuming the neutral position PN when extending into the recesses 117a, 117b upon reaching the end of travel inside the housing 110, this attempt would not be successful. This is because the interaction between the reading of magnet 124 and the data transceiver hardware 122 for short-range wireless communication by the data reading hardware 222 via wireless communication protocol and the identification of the axial displacement of the locking pins 213a, 213b detected by the Hall effect sensors 221a, 221b, is necessary for the management system to identify that a trip has been started or ended. Specifically, the reading of magnet 214 is first validated, followed by the reading of the data transceiver hardware 122 for short-range wireless communication by the data reading hardware 222 via wireless communication protocol, and then it is verified whether the Hall effect sensors 221a, 221b detected the retraction movement, followed by the extension movement of magnets 220a, 220b. If this last step has not been validated, it is found that there was an attempt to violate the system by placing the locking pins 213a, 213b in the pseudo-tensioned position. Furthermore, if the return members 219a, 219b become misaligned for a period exceeding a predetermined time, for example, 60 seconds, device 201 will detect the attempt to position the locking pins 213a, 213b in the pseudo-tensioned position and the possible attempt at tampering. In either of the above cases, an audible alarm will be triggered and the wireless communication protocol data transceiver hardware will send this information to the management center, which in turn will mark vehicle 200, tracking its geolocation and may dispatch a team to recover it. The wireless communication protocol data transceiver hardware set also includes a Global Navigation Satellite System (GNSS) communication antenna that can send vehicle 200 geolocation data to the management center via the Global Positioning System (GPS). In addition, the wireless communication protocol data transceiver hardware set can receive updates from the management center via OTA (Over-The-Air) technology. The following will describe in greater detail the docking station 100, as well as its preferred and alternative embodiments. COUPLING STATION In a preferred embodiment, and as illustrated by figures 3, 11, 12 and mentioned previously, the coupling station 100 is equipped with at least one coupling unit 101a, 101b to receive the coupling device 201 associated with the micromobility vehicle 200. In this preferred embodiment, and as illustrated at least by Figures 8a and 12, the coupling station 100 comprises at least one cover 115a, 115b to which are fixed the receiving structures 112, 113 for receiving a wheel of the micromobility vehicle 200. The receiving structure 112 corresponding to the coupling unit 101b comprises a flat receiving surface RP, while the receiving structure 113 corresponding to the coupling unit 101a comprises a raised receiving surface RE. Accordingly, both the flat receiving surface RP and the raised receiving surface RE are intended to receive the wheel of the micromobility vehicle 200. In this sense, the receiving structure 112 comprising the flat receiving surface RP is adapted to keep the wheel of the vehicle 200 close to ground level when the Coupling device 201 is coupled to housing 110 of coupling unit 101b. Conversely, the receiving structure 113 comprising the raised receiving surface RE is adapted to raise the vehicle wheel 200 when coupling device 201 is coupled to housing 110 of coupling unit 101a. In this preferred embodiment, and as illustrated at least by figures 3, 8A and 11, the receiving structures 112, 113 are arranged in an alternating manner, so that the handlebar of a vehicle 200 coupled to the housing 110 of the coupling unit 101a overlaps the handlebar of the adjacent vehicle 200, coupled to the housing 110 of the coupling unit 101b. This configuration advantageously allows the public space intended for the stations 100 to be better utilized. In fact, the inventors have found that this configuration advantageously allows up to 70% more coupling units 101a, 101b to be allocated per coupling station 100. In addition to the different flat RP and elevated RE receiving surfaces, this configuration is also made possible by the reduced width w1 of the 115a roofs. Furthermore, another feature that allows this configuration is illustrated by Figures 3, 8A and 11, in which the height h1 of columns 102, 103 that constitute the coupling unit 101a and the height h2 of columns 102, 103 that constitute the coupling unit 101b are adaptable in relation to the ground. This allows the height of the housings 110 to be adapted to receive the coupling device 201 when the vehicle wheel 200 is positioned on the raised receiving surface RE of the receiving structure 113 and when the vehicle wheel 200 is positioned on the flat receiving surface RP of the receiving structure 112. In this preferred embodiment, the height h1 of columns 102, 103 that constitute the coupling unit 101a is greater than the height h2 of columns 102, 103 that constitute the coupling unit 101b. In this preferred embodiment, and as illustrated in Figure 8A, it is noted that the receiving structures 112, 113 are adapted to receive both the wheel of a bicycle 200 and the wheel of a scooter or similar vehicle, that is, one with a low chassis. In particular, the inventors discovered that modifying the geometry of the receiving structure 112, which has a flat receiving surface RP, to cooperate with that of the cross-section of a vehicle 200 with a low chassis, allows the wheel of such a vehicle 200 to be received by the structure. Receiving structure 112 occurs when coupling device 201 is coupled to housing 110 of coupling unit 101b, without the vehicle chassis 200 preventing this coupling. Specifically, this configuration is made possible by the width w3 of the receiving structure 112 being greater than the width w4 of the receiving structure 113, which allows it to receive the low chassis of vehicle 200. Conversely, in the scenario where the wheel of a low-chassis vehicle 200 is received by the receiving structure 113 which has the elevated receiving surface RE, the elevation itself will allow the reception to occur without the chassis of the vehicle 200 preventing coupling. In an alternative embodiment illustrated by Figure 12, it is noted that there are only coupling units 101b, with columns 102, 103 of the same height h2, which prevents the overlapping of handlebars of a given vehicle 200 and an adjacent vehicle 200. In this configuration, to prevent the handlebars of these vehicles 200 from colliding, covers 115b are provided that have a width w2 greater than the width w1 of the cover 115a used in the preferred embodiment of the present invention. This alternative embodiment serves the purpose of illustrating that the coupling station 100 as a whole has a completely modular profile, and can be constructed in a way that best suits the public space intended for its installation. In any of the embodiments described above, and as illustrated by figures 8A, 9A and 9B, the columns 102, 103 of the coupling units 101a, 101b are parallel to each other, forming in an intermediate portion, a receiving region 111, which is hollow to receive the vehicle wheel 200, which tends to move forward when the coupling device 201 is coupled to the housing 110 of the coupling unit 101a, 101b. Columns 102, 103 also form an upper portion, where columns 102, 103 meet to constitute housing 110. Finally, columns 102, 103 form a lower portion, where columns 102, 103 extend to at least one of the vertical faces 112a, 112b, 113a, 113b of the receiving structure 112, 113.In a preferred embodiment, each of the columns 102, 103 extends to respective side faces 113a, 113b, of the receiving structure 113, relating to the coupling unit 101a, and to respective side faces 112a, 112b, of the receiving structure 112, relating to the coupling unit 101b. However, it will be apparent to those skilled in the art from reading this descriptive report that the columns 102, 103 may extend to the front or rear face of the receiving structure 112, 113, without them... The minimum requirements for this involve substantial intellectual effort. In this preferred embodiment, and as illustrated by figures 9A and 9B, the side faces 113a, 113b, of the receiving structure 113 relating to the coupling unit 101a and the side faces 112a, 112b, of the receiving structure 112 relating to the coupling unit 101b, extend in a vertical direction relative to the receiving structures 112, 113, below the covers 115a, 115b. Also in this preferred embodiment, the side faces 112a, 112b, 113a, 113b, have the same height h3 in the vertical extension. Each of the side faces 112a, 112b, 113a, 113b has a first fixing point P1 and a second fixing point P2 downstream of the first fixing point P1. Each of the fixing points P1, P2 consists of at least one threaded hole in the side faces 112a, 112b, 113a, 113b. Each of the columns 102, 103 has, in the lower portion extending to the side faces 112a, 112b, 113a, 113b, respective threaded holes of height and position cooperating with those present in the side faces 112a, 112b, 113a, 113b. Thus, the adjustment of the height h1, h2 of columns 102, 103 occurs because the threaded holes of columns 102, 103 are fixed to the threaded holes that constitute the first fixing point P1 of the side faces 112a, 112b, 113a, 113b, defining the maximum height h1 for columns 102, 103.Similarly, the minimum height h2 of columns 102, 103 is defined by the threaded holes of columns 102, 103 being fixed to the threaded holes that constitute the second fixing point P2 of the side faces 112a, 112b, 113a, 113b. In an alternative embodiment, and as illustrated by figures 10A and 10B, the side faces 112a, 112b have a height h3 in the vertical extension, while the side faces 113a, 113b have a height h4 in the vertical extension. In this alternative embodiment, each side face 113a, 113b of the receiving structure 113 relating to the coupling unit 101a has a single fixing point P3, while each side face 112a, 112b of the receiving structure 112 relating to the coupling unit 101b has a single fixing point P4, where the height h3 of the fixing point P4 is greater than the height h4 of the fixing point P3. Thus, columns 102, 103 of coupling unit 101 b can only assume the minimum height configuration h2, while columns 102, 103 of coupling unit 101 a can only assume the maximum height configuration h1. Similarly, each of the fixing points P3, P4 consists of at least one threaded hole on the side faces 112a, 112b, 113a, 113b. Each of the columns 102, 103 has, in the lower portion extending to the side faces 112a, 112b, 113a, 113b, respective threaded holes with height and position cooperating with those present on the side faces 112a, 112b, 113a, 113b. Thus, the maximum height h1 for the columns 102, 103 is defined by the threaded holes of the columns 102, 103 being fixed to the threaded holes that make up the fixing point P3 of the side faces 113a, 113b. Similarly, the minimum height h2 for columns 102, 103 is defined by the threaded holes of columns 102, 103 being fixed to the threaded holes that make up the fixing point P4 of the side faces 112a, 112b. In any of the above embodiments, the aforementioned fixing is done, for example, by means of a threaded fastening element. These configurations, especially the one relating to the preferred embodiment of the present invention, allow the columns 102, 103 of the coupling units 101a, 101b to have their heights h1, h2 adjusted, even when the coupling units 101a, 101b are already installed in situ. This adjustment is advantageously facilitated, since the authorized person only needs to remove the covers 115a, 115b adjacent to the coupling station 101a, 101b, which gives direct access to the side faces 112a, 112b, 113a, 113b of the receiving structures 112, 113. In a preferred embodiment, and as illustrated at least by figures 8A and 13A, both columns 102, 103, and at least one of the housing boundaries 110, preferably the inner side walls of housing 110, are respectively covered by replaceable sacrificial parts 104, 105, 106, 107, 108, 109 due to excessive wear. This covering advantageously protects columns 102, 103 and the inner side walls of housing 110 from weather and vandalism, and also allows for rapid maintenance of coupling stations 101a, 101b, including in situ, eliminating the need to deactivate coupling station 101a, 101b and relocate it to a repair center. In this preferred embodiment, sacrificial parts 104, 105, 106, 107, 108, 109 are made of polymeric materials typically used for outdoor applications, possessing good mechanical strength and capable of withstanding adverse weather conditions. Non-exhaustive examples include: high-density polyethylene, polycarbonate, polypropylene, ultra-high molecular weight polyethylene, polytetrafluoroethylene, polymers. Fluorinated materials, such as ethylene tetrafluoroethylene and polyamides. Once replaced, the worn sacrificial parts 104, 105, 106, 107, 108, 109 can be subjected to a melt-down recycling process, molding them as new sacrificial parts. Specifically regarding the sacrificial parts 104, 105 of the inner side walls of the housing 110, these have, in a region near the entrance of the housing 110, a slightly convex curvature that becomes substantially straight as it approaches the rear wall of the housing 110. This angular variation occurs so that, when inserting the coupling device 201 into the housing 110, the sacrificial parts 104, 105 compress the respective return members 219a, 219b of the locking pins 213a, 213b, to the tensioned position PT through the axial mechanical compression forces F, generated by the contact between the locking pins 213a, 213b and the sacrificial parts 104, 105, resulting from the minimum mechanical force exerted by the user when positioning the vehicle 200 for coupling, as mentioned previously.It should also be noted that Figures 13A and 13B illustrate the sacrificial parts 104, 105 comprising grooves 120a, 120b adapted to guide the coupling device 201 and the locking pins 213a, 213b to the recesses 117a, 117b. In this sense, the sacrificial parts 104, 105 are worn down by the repetitive coupling processes of the coupling device 201 to the housing 110, in particular, by the repetitive contact of the locking pins 213a, 213b with the sacrificial parts 104, 105. In a preferred embodiment, and according to figures 13A, 13B and 13C, a delimitation of the housing 110, preferably the rear wall of the housing 110, comprises a resilient baffle 116, which has a width w, such that it occupies a portion of the volume of the housing 110 to be filled by the coupling device 201 when received inside the housing 110. The baffle 116 is adapted to flex by pressure exerted by the front face 210 of the coupling device 201 when it reaches the end of its stroke inside the housing 110, that is, when the locking pins 213a, 213b assume the neutral position PN as they extend into the recesses 117a, 117b. In this preferred embodiment, behind the bulkhead 116 there is a mounting bracket 121 for the magnet 124 and the data transceiver hardware 122 for short-range wireless communication. Naturally, behind said bracket 121 are the magnet 124 and the data transceiver hardware 122. The bulkhead 116 is adapted for to accommodate the coupling device 201 so as to keep the front face 210, and consequently the data reading hardware 222 via wireless communication protocol, in a plane parallel and tangent to a plane of the bulkhead 116 and the magnet 124 and data transceiver hardware 122. This configuration enables the exchange of data via short-range wireless communication protocol between the magnet 124 and the data transceiver hardware 122 of the coupling unit 101a, 101b and the data reading hardware 222 of the coupling device 201. To this end, the baffle 116 and the mounting bracket 121 are composed of materials that allow the passage of short-range electromagnetic waves, and in the case of the baffle 116, that also allow the dissipation of impact energy from the coupling device 201. In this sense, the baffle 116 is preferably composed of an elastomer, such as silicone, and the mounting bracket 121 is preferably composed of polyethylene terephthalate. Alternatively, the baffle 116 may be composed of other elastomeric materials, such as polyurethane rubber, polyethylene vinyl acetate, or polyurethane foam, while the mounting bracket 121 may be composed of another polymeric film. The important thing is that the chosen material does not significantly interfere with the transmission of low-frequency electromagnetic waves used in Near Field Communication (NFC) protocols. Regarding the bulkhead 116, figures 13D and 13E illustrate the housing 110 without the sacrificial parts 104, 105, in order to expose the fixing tabs 123a, 123b, 123c, 123d of the bulkhead 116, which are securely fixed to the inner side walls of the housing 110. Figures 13E, 13F and 13G illustrate one of the electrical contact pins 119a in greater detail. As illustrated, the electrical contact pins 119a, 119b have respective return members, which allow the electrical contact pins 119a, 119b to be displaced axially by applying axial compression forces F, generated by the contact between the lateral faces of the distal portion 201a of the coupling device 201, resulting from the minimum mechanical force exerted by the user when positioning the vehicle 200 for coupling, as mentioned previously. Once the coupling device 201 reaches the end of its travel, the conductive plates 212a, 212b come into contact with their respective pins. Electrical contact 119a, 119b. As illustrated by figures 15 and 10A, the coupling unit 101a, 101b comprises an electrical charger 125 connected to each of the electrical contact pins 119a, 119b. In this preferred embodiment, the electrical charger 125 is connected to the conventional electrical grid (on-grid) by means of power cables that pass under the covers 115a, 115b through conduits 118 and connect to the electrical charger 125. In an alternative embodiment, the electrical charger 125 may be disconnected from the conventional electrical grid (off-grid) and may be connected to an electrical power generation system by means of photovoltaic panels. In either of these embodiments, when the vehicle 200 is coupled to the coupling unit 101a, 101b, the electrical charger 125 provides the energy necessary to charge the battery and all the electronic devices of the vehicle 200. The coupling system will be described in greater detail below, that is, the interaction between vehicle 200, coupling device 201 and coupling station 100, as well as a human-machine interface 231 present in vehicle 200, and its preferred and alternative embodiments. COUPLING SYSTEM AND HUMAN-MACHINE INTERFACE As illustrated in Figure 3, docking station 100 comprises an information panel 1000 to assist the user in using the system. The information panel 1000 may contain a QR code for reading by a smartphone camera so that the user can download a specific application for user interaction with the system. Non-exhaustive examples of possible interactions are: subscribing to or purchasing credits for the service, accessing a digital map indicating the location of docking stations 100 spread throughout the region, and the availability of vehicles 200 at each station 100. Through the dedicated app, the user can also scan a second QR code present in vehicle 200 to initiate a trip. To do so, the smartphone will communicate with the management center via the app in order to: identify the requesting user, verify if the user has a valid account, and if they have credits or an active subscription to the service. Upon validation of this information, the management center sends a command to the requested vehicle 200 via the data transceiver hardware set using a wireless communication protocol, which in turn commands... The electromechanical mechanism 216, 217, 218a, 218b is activated so that the locking pins 213a, 213b assume the retracted position PR, as mentioned previously. The human-machine interface 231 in the vehicle has an LED 232 indicating the vehicle 200 operating stages, which lights up momentarily, accompanied by an audible signal, to notify the user that the request has been validated by the management center and that vehicle 200 has been unlocked. The trip begins, and the user can then remove vehicle 200 from the coupling unit 101a, 101b. After removing vehicle 200, the management center again commands the electromechanical mechanism 216, 217, 218a, 218b so that the locking pins assume the neutral position PN, as mentioned previously. Throughout their journey, the user can monitor the speed of vehicle 200 using a speedometer 233, as well as the battery charge via LEDs 234 indicating the battery charge. Through the application, the user can identify a docking station 100 near their destination and check if there are empty docking units 101a, 101b to receive the vehicle 200 in use and thus end the trip. In this sense, upon arriving at the empty docking unit 101a, 101b, the user dismounts from vehicle 200 and pushes it towards the receiving structure 112, 113 of the docking unit 101a, 101b until a wheel of the vehicle is received by the elevated receiving surface RE (in the case of docking unit 101a) or by the flat receiving surface RP (in the case of docking unit 101b).In either case, the wheel of the receiving vehicle 200 may advance through the receiving region 111 as the distal portion 201a of the coupling device 201 is coupled to the housing 110 of the coupling unit 101a, 101b. Figure 16A illustrates the first stage of inserting the distal portion 201a of the coupling device 201 into the housing 110 of the coupling unit 101a, 101b. In this first stage, the locking pins 213a, 213b are in the neutral position PN, and the chamfered faces 214a, 214b of the locking pins 213a, 213b are not aligned with the horizontal plane. Figure 16B illustrates the second stage of inserting the distal portion 201a of the coupling device 201 into the housing 110 of the coupling unit 101a, 101b. In this second stage, the locking pins 213a, 213b, which were previously in the neutral position PN, are now subjected to the axial compressive mechanical forces F, resulting from the minimum mechanical force exerted by the user. Position the vehicle 200 for coupling and the contact of the locking pins 213a, 213b with the sacrificial parts 104, 105, which are transmitted to the respective return members 219a, 219b and stored in them as elastic potential energy, resulting in the compression of the return members 219a, 219b and consequent axial displacement of the locking pins 213a, 213b, which are retracted into the distal portion 201a of the coupling device 201, assuming the tensioned position PT. It is noted that in this second stage, the chamfered faces 214a, 214b of the locking pins 213a, 213b, which were previously misaligned with the horizontal plane, are now aligned with the horizontal plane, in order to reduce friction between the locking pins 213a, 213b and the sacrificial parts 104, 105, thus reducing the user's effort to perform the coupling. It is also noted that the alignment of the chamfered faces 214a, 214b occurs automatically as soon as the locking pins 213a, 213b come into contact with the sacrificial parts 104, 105, thanks to the clearances between the shafts 223 of the locking pins 213a, 213b and the holes 226 of the axial supports 224, as mentioned previously. The feature of the chamfered faces 214a, 214b of the locking pins 213a, 213b being angularly orientable in the direction of the angular movement of the locking pins 213a, 213b makes it possible to couple the distal portion 201a of the coupling device 201 to the housing 110 in such a way that the friction between the locking pins 213a, 213b and the sacrificial parts 104, 105 is reduced, even when the coupling station 101a, 101b is in a region of unevenness relative to the ground, or if one of the vehicle tires 200 is punctured, causing an undesirable unevenness between the coupling device 201 and the housing 110. Furthermore, the feature of the distal portion 201a and the proximal portion 201b of the coupling unit 201 being joined by the articulated joint 202, 203 assists coupling in this unfavorable scenario. As the locking pins 213a, 213b assume the tensioned position PT, the axial displacement of their respective magnets 220a, 220b is detected by the respective Hall effect sensors 221a, 221b. From this moment, a timer with a predetermined time limit of, for example, 60 seconds, is activated so that the device reaches the end of its travel inside the housing 110, that is, when the locking pins 213a, 213b assume the neutral position PN as they extend into the recesses 117a, 117b and the The consequent axial movement of the respective magnets 220a, 220b is detected again by the hall effect sensors 221a, 221b. During this transition from the tensioned position PT to the neutral position PN, the distal portion 201a of the coupling device 201, as well as the locking pins 213a, 213b, are guided by the grooves 120a, 120b present in the sacrificial parts 104, 105. As illustrated by Figure 16C, and mentioned previously, before reaching the neutral position PN, the abrasive regions 211a, 211b of the outer surface of the distal portion 201a come into contact with the electrical contact pins 119a, 119b to remove any encrustations present on the electrical contact pins 119a, 119b, such as dirt and oxidation. As the distal portion 201a of the coupling device 201 advances, the electrical contact pins 119a, 119b are displaced axially by the application of axial compression forces F, generated by the contact between the lateral faces of the distal portion 201a of the coupling device 201, resulting from the minimum mechanical force exerted by the user when positioning the vehicle 200 for coupling. Figure 16D illustrates the third stage of inserting the distal portion 201a of the coupling device 201 into the housing 110 of the coupling unit 101a, 101b. In this third stage, the locking pins 213a, 213b, which were previously in the tensioned position PT, now extend into the recesses 117a, 117b, by dissipating the elastic potential energy previously stored in the return members 219a, 219b. At this moment, the conductive plates 212a, 212b of the coupling device 201 come into contact with the respective electrical contact pins 119a, 119b, and the charging of the vehicle battery 200 begins. At this moment, the barrier 116 dampens the impact from the front face 210 of the distal portion 201a of the coupling device 201, in addition to accommodating the distal portion 201a of the coupling device 201 in order to keep the front face 210, and consequently the data reading hardware 222 via wireless communication protocol, in a plane parallel and tangent to a plane of the barrier 116 and consequently of the magnet 124 and data transceiver hardware 122. The reading information from magnet 124 is then validated, followed by a reading from the data transceiver hardware 122 for short-range wireless communication by the data reading hardware 222 via wireless communication protocol. Then it is verified whether the Hall effect sensors 221a and 221b detected the... Retraction movement, followed by the extension movement of magnets 220a, 220b. If this last step has not been validated, it is found that there was an attempt to violate the system by placing the locking pins 213a, 213b in the pseudo-tensioned position. Furthermore, if the return members 219a, 219b become misaligned for a period exceeding the predetermined time, for example, 60 seconds, device 201 will detect the attempt to position the locking pins 213a, 213b in the pseudo-tensioned position and the possible attempt at tampering. In either of the above cases, an audible alarm will be triggered and the wireless communication protocol data transceiver hardware will send this information to the management center, which in turn will mark vehicle 200, tracking its geolocation and may dispatch a team to recover vehicle 200. However, if the pseudo-tensioned position occurs due to a mechanical failure of the coupling device 201 or if any hardware failure of the system occurs, including reading failures, flat tires or similar, the user can inform the management center via a maintenance button 235 present on the human-machine interface 231. This mitigates the risk of a false detection of a violation by the management center, as well as preventing undue penalization of the user. In this scenario, the management center will mark the defective vehicle 200 as inoperative, preventing a subsequent user from removing the defective vehicle 200. The management center can also track the geolocation of the defective vehicle 200 to arrange for its collection for later maintenance. However, it should be noted that the activation of the maintenance button 235 is only possible within a pre-established time limit, counted from the validation of the reading information from magnet 124, followed by the reading of the data transceiver hardware 122 for short-range wireless communication by the data reading hardware 222 via wireless communication protocol, and the verification of the movement of magnets 220a, 220b by the Hall effect sensors 221a, 221b. Thus, the activation of the maintenance button 235 is only available to the actual user of the vehicle, which prevents a vandal from giving false indications of a defective vehicle 200 to the management center. Although the description of the particular embodiments above refers to specific embodiments, the present invention may have modifications in its form of implementation, so that the scope of protection of the invention is limited solely by the content of the appended claims, including any possible equivalent variations. LIST OF NUMERICAL REFERENCES

Claims

CLAIMS 1. COUPLING DEVICE (201), associated with a micromobility vehicle (200) for removable coupling to at least one coupling unit (101a, 101b) of a coupling station (100), the coupling device (201) comprising: - at least one locking pin (213a, 213b) having a chamfered face (214a, 214b), the coupling device (201) being characterized in that at least one locking pin (213a, 213b) is capable of performing angular movement around its axial geometric axis and the chamfered face (214a, 214b) is angularly orientable in the direction of the angular movement.

2. COUPLING DEVICE (201), according to claim 1, characterized in that the angular movement of at least one locking pin (213a, 213b) is limited.

3. COUPLING DEVICE (201), according to any one of claims 1 to 2, characterized in that at least one locking pin (213a, 213b) has a corresponding shaft (223) having one of: - a curved cross-section, preferably an ellipse; and - a cross-section with a polygonal shape.

4. COUPLING DEVICE (201), according to claim 3, characterized by comprising: - a region provided with a first axial support (224), wherein a hole (226) of the first axial support (224) has a shape cooperating with the shape of the cross-section of the corresponding shaft (223) of at least one locking pin (213a, 213b), the first axial support (224) being configured to receive and limit the degree of angular movement of the shaft (223) of the locking pin (213a, 213b).

5. COUPLING DEVICE (201), associated with a micromobility vehicle (200) for removable coupling to at least one coupling unit (101a, 101b) of a coupling station (100), the coupling device (201) comprising: - at least one locking pin (213a, 213b) that moves axially to assume: - a neutral position (PN), in which at least one locking pin (213a, 213b) projects outward from the coupling device (201); - a tensioned position (PT), maintained by at least one respective return member (219a, 219b) associated with at least one locking pin (213a, 213b), while the return member (219a, 219b) is subjected to the action of an axial compressive force. ( ); and - a retracted position (PR), in which at least one locking pin (213a, 213b) retracts into the coupling device (201), characterized by at least one locking pin (213a, 213b) passing from the neutral position (PN) to the retracted position (PR) and vice versa, in joint motion with at least one rack (218a, 218b), independently of the respective return member (219a, 219b) by means of an electromechanical mechanism (216, 217) on at least one rack (218a, 218b).

6. COUPLING DEVICE (201), according to claim 5, characterized in that the electromechanical mechanism (216, 217) comprises: - an incompletely shaped pinion (216), driven by an electric motor (217); wherein at least one rack (218a, 218b) is driven by the pinion (216).

7. COUPLING DEVICE (201), according to any one of claims 5 to 6, characterized in that at least one locking pin (213a, 213b) passes from the tensioned position (PT) to the neutral position (PN) and vice versa, by means of push or retraction, respectively, of at least one respective return member (219a, 219b).

8. COUPLING DEVICE (201), according to any one of claims 5 to 7, characterized in that at least one locking pin (213a, 213b) comprises a corresponding magnet (220a, 220b), wherein the axial displacement of the magnet (220a, 220b) when the at least one locking pin (213a, 213b) assumes any of the neutral (PN), tensioned (PT) and retracted (PR) positions is detected by a corresponding Hall effect sensor (221a, 221b).

9. COUPLING STATION (100), equipped with at least one coupling unit (101a, 101b) to receive a coupling device (201) associated with a micromobility vehicle (200), the coupling unit (101a, 101b) comprising: - a housing (110) of a shape cooperating with that of the coupling device (201) to receive it inside, the housing (110) comprising boundaries, the coupling station (100) being characterized in that at least one of the boundaries of the housing (110) comprises a respective replaceable sacrificial part (104, 105).

10. COUPLING STATION (100), equipped with at least one coupling unit (101a, 101b) to receive a coupling device (201) associated with a micromobility vehicle (200), the coupling unit (101a, 101b) comprising: - a housing (110) of a shape cooperating with that of the coupling device (201) to receive it inside, the housing (110) comprising boundaries, the coupling station (100) being characterized in that the housing (110) is formed by at least one column (102, 103), wherein the height (h1, h2) of at least one column (102, 103) in relation to the ground is adaptable, wherein at least one column (102, 103) extends to at least one of the vertical faces (112a, 112b, 113a, 113b) of a receiving structure (112, 113).

11. COUPLING STATION (100), according to claim 10, characterized in that the receiving structure (112, 113) is chosen from: - a receiving structure (112) comprising a flat receiving surface (RP) for receiving the wheel of the micromobility vehicle (200); or - a receiving structure (113) comprising a raised receiving surface (RE) for receiving the wheel of the micromobility vehicle (200).

12. COUPLING STATION (100), according to any one of claims 10 to 11, characterized in that the height adjustment (h1, h2) occurs by one end of at least one column (102, 103) being fixed to a first fixing point (P1) or a second fixing point (P2) downstream of the first fixing point (P1), on at least one of the vertical faces (112a, 112b, 113a, 113b) of the receiving structure (112, 113).

13. COUPLING STATION (100), according to any one of claims 10 to 12, characterized by comprising a plurality of coupling units (101a, 101b) arranged adjacent to each other, in at least one of: - a configuration in which the height (h1) of the columns (102, 103) of a coupling unit (101a) is offset from the height (h2) of the columns (102, 103) of the adjacent coupling unit (101b); and - a configuration in which the height (h1, h2) of the columns (102, 103) of a coupling unit (101a, 101b) is level with respect to the height (h1, h2) of the columns (102, 103) of the adjacent coupling unit (101a, 101b).

14. COUPLING STATION (100), equipped with at least one coupling unit (101a, 101b) to receive a coupling device (201) associated with a micromobility vehicle (200), the coupling unit (101a, 101b) comprising: - a housing (110) of a shape cooperating with that of the coupling device (201) to receive it inside, the housing (110) comprising boundaries, the coupling station (100) being characterized by a boundary of the housing (110) comprising a resilient partition (116).

15. COUPLING STATION (100), according to claim 14, characterized in that the baffle (116) is deformable and occupies a portion of the volume of the housing (110) to be filled by the coupling device (201) when received inside the housing (110), the baffle (116) being adapted to flex by pressure exerted by a face (210) of the coupling device (201) when it reaches an end of travel inside the housing (110), wherein the baffle (116) is adapted to accommodate the coupling device (201) so as to keep the face (210) in a plane parallel to a plane of the baffle (116) for an exchange of data between the coupling unit (101a, 101b) and the coupling device (201) via wireless communication protocol.

16. COUPLING SYSTEM, comprising a coupling device (201), associated with a micromobility vehicle (200) and a coupling station (100) comprising at least one coupling unit (101a, 101b), the coupling device (201) being configured to couple in a removable manner to at least one coupling unit (101a, 101b) of the coupling station (100), the coupling unit (101a, 101b) comprising: - a housing (110) of a shape cooperating with that of the coupling device (201) to receive it inside, the housing (110) comprising boundaries, wherein the housing (110) comprises at least one electrical contact pin (119a, 119b) that projects into the interior of the housing (110); and the coupling system being characterized in that the coupling device (201) has on its outer surface at least one abrasive region (211a, 211b) configured to come into contact with at least one electrical contact pin (119a, 119b) when the coupling device (201) is inserted or removed from the interior of the housing (110).

17. COUPLING SYSTEM, according to claim 16, characterized in that the coupling device (201) has, upstream of the abrasive region (211a, 211b), at least one conductive plate (212a, 212b), adapted to come into contact with at least one electrical contact pin (119a, 119b) when the coupling device (201) reaches a limit switch inside the housing (110).

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