CN112849196A

CN112849196A - Rail transit vehicle and monorail transit system

Info

Publication number: CN112849196A
Application number: CN201911193578.2A
Authority: CN
Inventors: 颜学刚; 何中主; 潘灿辉; 李兵
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-11-28
Filing date: 2019-11-28
Publication date: 2021-05-28

Abstract

The present disclosure relates to a rail transit vehicle and a monorail transit system. The rail transit vehicle comprises a vehicle body and a buffer vehicle coupler, wherein two adjacent vehicle bodies are connected through the buffer vehicle coupler, the buffer vehicle coupler comprises a first connecting piece, a second connecting piece, a connecting pin and an electromagnetic device, one of the two adjacent vehicle bodies is provided with the first connecting piece, the other one is provided with the second connecting piece, the connecting pin penetrates through the first connecting piece and the second connecting piece, so that the two adjacent vehicle bodies are connected, and the electromagnetic device can extract the connecting pin when electrified so that the first connecting piece and the second connecting piece are separated. When two adjacent vehicle bodies need to be connected, only the connecting pin needs to penetrate through the first connecting piece and the second connecting piece; when two vehicle bodies need to be separated, the electromagnetic device is electrified, and the connecting pin is pulled out of the first connecting piece and the second connecting piece. Therefore, the flexible marshalling and the decompiling of the vehicles can be realized, and the vehicle can be quickly rescued when in fault.

Description

Rail transit vehicle and monorail transit system

Technical Field

The disclosure relates to the technical field of rail transit, in particular to a rail transit vehicle and a monorail transit system.

Background

Straddle monorail systems have numerous advantages over conventional wheel-track systems. The straddle type single rail has the characteristics of strong climbing capability, small passable curve radius, low running noise and the like; the straddle type monorail system can fully utilize the central dividing strip and the upper space of the road, does not occupy urban road resources, has light rail beam body and beautiful curve, does not influence greening, has good landscape performance, and more importantly, has the construction investment less than half of that of the subway.

The track system vehicle includes several car bodies, which are generally connected by couplers, but the existing coupler structure does not facilitate flexible grouping and un-grouping between the car bodies.

Disclosure of Invention

The invention aims to provide a rail transit vehicle and a monorail transit system applying the same, which can facilitate flexible grouping and decompiling among vehicle bodies.

In order to achieve the aim, the disclosure provides a rail transit vehicle and a monorail transit system applying the rail transit vehicle. The rail transit vehicle comprises a vehicle body and a buffer vehicle coupler, wherein two adjacent sections of the vehicle body are connected through the buffer vehicle coupler, the buffer vehicle coupler comprises a first connecting piece, a second connecting piece, a connecting pin and an electromagnetic device, the two adjacent sections of the buffer vehicle coupler are arranged in the vehicle body, one of the first connecting piece and the second connecting piece is arranged in the other one of the first connecting piece and the second connecting piece, the connecting pin penetrates through the first connecting piece and the second connecting piece so as to connect two adjacent sections of the vehicle body, and the electromagnetic device can be used for extracting the connecting pin when electrified so as to separate the first connecting piece from the second connecting piece.

Optionally, the first connecting piece includes a piston rod and a buffer cylinder filled with buffer fluid, one end of the piston rod is inserted into the buffer cylinder, and the other end of the piston rod extends out of the buffer cylinder.

Optionally, the piston rod is provided with a first connection hole, the second connection member is provided with a second connection hole corresponding to the first connection hole, one of the piston rod and the second connection member is provided with a mating hole along the length direction, the other one of the piston rod and the second connection member can be inserted into the mating hole, so that the first connection hole corresponds to the second connection hole, and the connection pin can be inserted into and pulled out of the first connection hole and the second connection hole.

Optionally, the electromagnetic device comprises an electromagnet for connecting with an in-vehicle control module to pull out the connecting pin when energized.

Optionally, the rail transit vehicle further includes a bogie for driving the vehicle body to move along the rail beam, the bogie is disposed at the bottom of the vehicle body, the bogie includes a driving mechanism and traveling wheels for rolling along the top surface of the rail beam, the traveling wheels include first traveling wheels and second traveling wheels arranged at intervals in the front-back direction, the driving mechanism is configured to drive the first traveling wheels or the second traveling wheels, and the driving mechanism is disposed between the first traveling wheels and the second traveling wheels in the front-back direction.

Optionally, the driving mechanism comprises an electric motor and a chain transmission assembly, the electric motor is in transmission connection with the first running wheel or the second running wheel through the chain transmission assembly, and a chain of the chain transmission assembly is arranged along the length direction of the vehicle body.

Optionally, the bogie further comprises a limiting horizontal wheel assembly, the limiting horizontal wheel assembly comprises a first horizontal wheel assembly and a second horizontal wheel assembly, the first horizontal wheel assembly and the second horizontal wheel assembly are respectively arranged at two sides along the width direction of the track beam, and the driving mechanism is located between the first horizontal wheel assembly and the second horizontal wheel assembly in the left-right direction.

Optionally, the center of gravity of the rail transit vehicle is located below the floor of the vehicle body, the first and second horizontal wheel assemblies each include a horizontal wheel for rolling along a side wall of a rail beam, and the horizontal wheel is configured to be located below a center plane in a height direction of the rail beam.

Optionally, the material of the car body is an aluminum profile or carbon fiber.

According to another aspect of the present disclosure, there is also provided a monorail transportation system comprising a rail beam and the rail transit vehicle described above.

In the technical scheme, when two adjacent vehicle bodies are required to be connected, only the connecting pin needs to penetrate through the first connecting piece and the second connecting piece. When two adjacent vehicle bodies need to be separated, only the electromagnetic device needs to be electrified, and the connecting pin is pulled out of the first connecting piece and the second connecting piece by the electromagnetic device. Therefore, flexible marshalling and decompiling of the vehicles can be realized, and the vehicles can be quickly rescued when in failure.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a schematic cross-sectional structural view of a rail transit vehicle along a direction perpendicular to a length direction of a rail beam according to an embodiment of the present disclosure;

FIG. 2 is a side view schematic structural view of a rail transit vehicle according to one embodiment of the present disclosure;

fig. 3 is a schematic structural diagram of a buffer coupler of a rail transit vehicle according to an embodiment of the present disclosure, in which the coupler is shown.

Description of the reference numerals

100-rail transit vehicle; 10-a vehicle body; 20-a bogie; 21-running wheels; 211-first running wheels; 212-second running wheels; 22-a limit horizontal wheel assembly; 221-a first horizontal wheel assembly; 222-a second horizontal wheel assembly; 223-a connecting shaft; 23-a motor; 24-a reducer; 25-a chain drive assembly; 30-a cooling system; 40-a braking system; 41-a brake disc; 50-a storage battery; 60-high voltage distribution systems; 101-buffer coupler; 70-a first connector; 71-a piston rod; 711-first connection hole; 712-mating holes; 72-buffer cylinder; 73-connecting pin; 74-an electromagnetic device; 80-a central plane in the height direction; 90-a second connector; 91-a second connection hole; 200-track beam.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, the use of directional terms such as "up, down, left, and right" generally refers to directions such as "up, down, left, and right" when the rail transit vehicle 100 is normally running, and specifically refers to the directions of the drawing shown in fig. 1. The "front-rear direction" refers to a direction along the length of the rail transit vehicle 100. The terms "inside and outside" refer to the inside and outside of the profile of the relevant component. In addition, the terms "first", "second", and the like used in the embodiments of the present disclosure are for distinguishing one element from another, and have no order or importance. The bottom of the vehicle body 10 refers to an area below the floor of the vehicle body 10.

According to the present disclosure, a rail transit vehicle 100 and a monorail transit system using the same are provided, which can facilitate flexible grouping and de-grouping between vehicle bodies 10.

As shown in fig. 1-3, a rail transit vehicle 100 includes a vehicle body 10 and a draft gear coupler 101. Two adjacent car bodies 10 are connected through a buffer coupler 101. The damper coupler 101 includes a first coupling member 70, a second coupling member 90, a coupling pin 73, and an electromagnetic device 74. One of the adjacent two vehicle bodies 10 is provided with a first connecting member 70, and the other is provided with a second connecting member 90. The connecting pin 73 can be inserted through the first connecting member 70 and the second connecting member 90 to connect the adjacent two vehicle bodies 10. The electromagnetic device 74 is provided to the vehicle body 10 or the first link 70 or the second link 90 to pull out the connecting pin 73 when energized, so that the first link 70 and the second link 90 are separated.

In the above-described embodiment, when the two adjacent vehicle bodies 10 need to be connected, the connecting pin 73 only needs to be inserted into the first connecting member 70 and the second connecting member 90. When it is necessary to separate the adjacent two vehicle bodies 10, it is only necessary to energize the electromagnetic device 74 so that the electromagnetic device 74 pulls the connecting pin 73 out of the first connecting member 70 and the second connecting member 90. Therefore, flexible marshalling and decompiling of the vehicles can be realized, the vehicles can be quickly rescued when in fault, and the device is simple in structure and suitable for traveling sightseeing rail transit vehicles with lower running performance requirements on speed and the like.

In one embodiment of the present disclosure, in order to absorb the impact when the vehicle body 10 collides, as shown in fig. 2 and 3, the first connecting member 70 includes a piston rod 71 and a buffer cylinder 72 containing a buffer fluid, and one end of the piston rod 71 is inserted into the buffer cylinder 72 and the other end thereof protrudes from the buffer cylinder 72.

Further, the buffer coupler 101 further comprises an outer cylinder, the buffer cylinder 72 is communicated with the outer cylinder through a valve body, and the piston rod 71 pushes the buffer fluid to flow through the valve body and between the buffer cylinder 72 and the outer cylinder when moving in the buffer cylinder 72. The damping fluid may be a damping fluid or a hydraulic oil or the like.

In the event of a collision at the front end of the rail transit vehicle 100, due to the installation of the buffer coupler 101, the piston rod 71 is contacted first, and the piston rod 71 pushes the buffer fluid in the buffer cylinder 72 when being pressed, so as to absorb collision energy, and the principle can be similar to the principle of a shock absorber. By arranging the buffer coupler 101, the deformation of the vehicle body 10 possibly caused by collision can be prevented when the vehicle runs at the highest speed, a vehicle collision avoidance system is not required to be arranged independently, and the weight can be reduced while the cost is saved.

In order to facilitate the connection between the first connecting member 70 and the second connecting member 90, as shown in fig. 3, the piston rod 71 is provided with a first connecting hole 711. The second connecting member 90 has a second connecting hole 91 corresponding to the first connecting hole 711. One of the piston rod 71 and the second connecting member 90 has a fitting hole 712 along the length direction, the fitting hole 712 extends along the axial direction of the piston rod 71 or the second connecting member 90, and the other one can be inserted into the fitting hole 712, so that the first connecting hole 711 corresponds to the second connecting hole 91. The connection pins 73 are insertably inserted through the first connection holes 711 and the second connection holes 91.

The piston rod 71 and the second link 90 are coupled by aligning the first coupling hole 711 and the second coupling hole 91 and inserting the coupling pin 73 into the holes. When the separation is required, the connecting pin 73 is simply pulled out. Also, the connecting pin 73 can absorb a part of the collision energy at the time of collision.

Alternatively, as shown in fig. 3, the second connecting element 90 is a T-shaped structure, and the coupler is provided with a second connecting hole 91 extending along the radial direction.

Alternatively, the connecting pin 73 is a shear pin, which can withstand greater forces in the event of impact.

To facilitate control of the solenoid 74, the solenoid 74 includes an electromagnet for connection with an in-vehicle control module to pull out the connection pin 73 when energized. The electromagnet may be disposed above the connecting pin 73, and a control module electrically connected to the electromagnet may be disposed in the vehicle, and the control module may be provided with a control button convenient to operate, so as to realize connection and disconnection between the two vehicle bodies 10 in the vehicle.

When two sections of the vehicle body 10 need to be connected, only the first connecting hole 711 and the second connecting hole 91 need to be aligned, and the electromagnet is powered off through the control module, so that the connecting pin 73 falls into the first connecting hole 711 and the second connecting hole 91. When the two vehicle bodies 10 need to be separated, the electromagnet only needs to be electrified through the control module, so that the electromagnet pulls the connecting pin 73 out of the first connecting hole 711 and the second connecting hole 91. Therefore, flexible grouping and de-grouping of the vehicles can be realized in the vehicle.

As shown in fig. 1, the rail transit vehicle 100 further includes a bogie 20 for driving the vehicle body 10 along the rail beam 200. The bogie 20 is provided at the bottom of the vehicle body 10. The bogie 20 comprises a drive mechanism and running wheels 21 for rolling along the top surface of the rail beam 200. The running wheels 21 include first running wheels 211 and second running wheels 212 arranged at intervals in the front-rear direction. The drive mechanism is provided between the first running wheel 211 and the second running wheel 212 in the front-rear direction, and drives the first running wheel 211 or the second running wheel 212.

The drive mechanism is provided between the first running wheel 211 and the second running wheel 212 so as to be as close as possible to the center position of the bottom of the vehicle body 10, and contributes to making the center of gravity of the entire rail transit vehicle 100 as close as possible to the center position of the vehicle body 10, thereby contributing to maintaining the stability of the vehicle body 10.

As shown in fig. 1, the first running wheel 211 and the second running wheel 212 each include two wheels arranged side by side in the width direction of the vehicle body 10. A brake disc 41 can also be provided next to the running wheels 21 for locking the running wheels 21 during braking.

In other embodiments, it is understood that a third guide wheel and a fourth guide wheel, etc. arranged at intervals in the longitudinal direction of the vehicle body 10 may also be provided as necessary. The present disclosure is not so limited.

Further, as shown in fig. 2, the driving mechanism includes an electric motor 23 and a chain transmission assembly 25, the electric motor 23 is in transmission connection with the first running wheel 211 or the second running wheel 212 through the chain transmission assembly 25, and the chain of the chain transmission assembly 25 is arranged along the length direction of the vehicle body 10. Alternatively, the motor 23 may also output power to the chain drive assembly 25 through the speed reducer 24.

The motor 23 is in driving connection with the speed reducer 24, and the speed reducer 24 is in driving connection with the first running wheel 211 or the second running wheel 212 through the chain transmission assembly 25.

Due to the chain transmission, the motor 23 and the speed reducer 24 can be far away from the first running wheel 211 or the second running wheel 212 which needs to be driven, and the installation positions of the motor 23 and the speed reducer 24 are convenient to adjust, so that the center of gravity of the whole rail transit vehicle 100 is enabled to be as close to the center position of the vehicle body 10 as possible, the stability of the vehicle body 10 is maintained, and the stability of the vehicle body 10 can be maintained only by the limit horizontal wheel assembly 22.

Moreover, for utilizing the gear train to transmit, chain drive can be lighter and small and exquisite more, occupies less installation space, only needs to utilize the space between automobile body 10 bottom and the track roof beam 200 just can accomplish the installation, can not take place to interfere with automobile body 10 bottom, is applicable to the travel sightseeing rail transit vehicles that the operation requires lowly to traveling performance such as speed.

It will be appreciated that in other embodiments the chain drive assembly 25 in the drive mechanism may also be a pulley drive assembly 25.

To prevent the vehicle body 10 from tilting in the left-right direction, the truck 20 further includes a restraining horizontal wheel assembly 22, as shown in fig. 1. The caging horizontal wheel assembly 22 includes a first horizontal wheel assembly 221 and a second horizontal wheel assembly 222. The first horizontal wheel assembly 221 and the second horizontal wheel assembly 222 are respectively provided at both sides in the width direction of the track beam 200, and the driving mechanism is located between the first horizontal wheel assembly 221 and the second horizontal wheel assembly 222 in the left-right direction.

By providing the limit horizontal wheel assembly 22 engaged with the rail beam 200, the balance of the vehicle body 10 can be maintained and the right and left inclination thereof can be prevented. The drive mechanism is disposed between the first horizontal wheel assembly 221 and the second horizontal wheel assembly 222 so as to be as close as possible to the center position of the bottom of the vehicle body 10, which helps to keep the center of gravity of the entire rail transit vehicle 100 as close as possible to the center position of the vehicle body 10, thereby helping to maintain the stability of the vehicle body 10.

Further, the center of gravity of the rail transit vehicle 100 is located below the floor of the vehicle body 10, the first horizontal wheel assembly 221 and the second horizontal wheel assembly 222 respectively include horizontal wheels for rolling along the side walls of the rail beam 200, and the horizontal wheels are configured to be located below the center plane 80 in the height direction of the rail beam 200.

Specifically, the limiting horizontal wheel assembly 22 includes a connecting shaft 223 and a horizontal wheel. The horizontal wheels are connected to the vehicle body 10 by a connecting shaft 223, and the connecting shaft 223 extends in the height direction of the vehicle body 10 such that the horizontal wheels are located below the center plane 80 in the height direction of the track beam 200.

In the bogie 20 of the prior art, in addition to the running wheels 21 rolling along the top surface of the track beam 200, two rows of wheels rolling along the side wall of the track beam 200 are generally arranged along the height direction of the track beam 200, one row is a guide wheel, and the other row is a stabilizing wheel preventing the vehicle body 10 from tilting left and right, so that the track beam 200 needs to have a certain height, which results in a large volume of the track beam 200 in the prior monorail transportation system and a complex bogie 20.

The rail transit vehicle 100 in the present disclosure has a light weight and a low center of gravity, and is mainly applied to a tourist sightseeing line or a garden area rail transit line.

In the above-described technical solution, the first horizontal wheel assembly 221 and the second horizontal wheel assembly 222 disposed at the left and right sides of the track beam 200 stabilize and guide the movement of the vehicle body 10, simplifying the structure of the bogie 20. Furthermore, since the center of gravity of the entire rail transit vehicle 100 is low, the horizontal wheels extending to the lower side of the rail beam 200 can provide a guiding and stabilizing function to the vehicle body 10, and the vehicle body 10 can be effectively prevented from being inclined in the left-right direction. Moreover, since only one row of horizontal wheels is needed to be arranged on each side wall of one side of the track beam 200, the requirement on the height of the track beam 200 is small, so that the height of the track beam 200 can be reduced, the volume of the track beam 200 is further reduced, and the turning radius is small. Therefore, the rail transit vehicle 100 can be more flexibly applied to a tourist attraction having a small area or a garden area rail transit.

In order to reduce the weight of the vehicle body 10 as much as possible and reduce the force required to be borne by the horizontal wheels, in the present disclosure, the vehicle body 10 is made of aluminum profiles or carbon fibers, and the vehicle body 10 is designed to be lightweight, and these materials are light in weight and high in strength, so that the vehicle body 10 can be ensured to have sufficient strength while reducing the weight of the vehicle body 10.

In one embodiment of the present disclosure, as shown in fig. 1, the rail transit vehicle 100 further includes a cooling system 30, a braking system 40, a battery 50, and a high voltage distribution system 60 that are respectively disposed at both sides of the rail beam 200 such that the center of gravity of the rail transit vehicle 100 is located at the middle of the width direction of the vehicle body 10, and the cooling system 30, the braking system 40, the battery 50, and the high voltage distribution system 60 are disposed at the bottom of the vehicle body 10 such that the center of gravity of the rail transit vehicle 100 is located at the bottom of the vehicle body 10.

By disposing all of the above systems below the floor surface of the vehicle body 10 and distributing the systems on both sides of the rail beam 200, the center of gravity of the rail transit vehicle 100 as a whole can be lowered, and the center of gravity can be positioned as intermediate as possible in the width direction, which contributes to maintaining the stability of the vehicle body 10, and the stability of the vehicle body 10 can be maintained only by the limit horizontal wheel assembly 22.

It will be appreciated that there may also be, for example, traction systems, drive trains, etc. that may be positioned as far as possible below the vehicle body 10 and that will ensure that the weight of the portions of the rail vehicle 100 on either side of the rail beam 200 is consistent.

There is also provided according to another aspect of the present disclosure a monorail transportation system comprising a rail beam 200 and the rail transit vehicle 100 described above.

The monorail traffic system is provided with the rail traffic vehicle 100, so that flexible grouping and uncompressing of vehicles can be realized, and rescue can be rapidly carried out when the vehicles are in failure. Meanwhile, the height requirement of the rail beam 200 is small, so that the height of the rail beam 200 can be reduced. Specifically, the track beam 200 may be a simple square beam, and has a small volume, a simple structure, and a low manufacturing cost. The required volume of the track beam 200 can be reduced, with a smaller turning radius. Therefore, the monorail transit system can be more flexibly applied to a tourist sightseeing line with a small area or a garden area rail transit line.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. The rail transit vehicle is characterized by comprising a vehicle body (10) and a buffer coupler (101), wherein two adjacent vehicle bodies (10) are connected through the buffer coupler (101), the buffer coupler (101) comprises a first connecting piece (70), a second connecting piece (90), a connecting pin (73) and an electromagnetic device (74), one of the two adjacent vehicle bodies (10) is provided with the first connecting piece (70), the other one of the two adjacent vehicle bodies is provided with the second connecting piece (90), the connecting pin (73) can penetrate through the first connecting piece (70) and the second connecting piece (90) so as to connect the two adjacent vehicle bodies (10), and the electromagnetic device (74) can pull out the connecting pin (73) when electrified so that the first connecting piece (70) is separated from the second connecting piece (90).

2. Rail vehicle according to claim 1, characterized in that the first connection (70) comprises a piston rod (71) and a damping cylinder (72) containing a damping fluid, the piston rod (71) being inserted with one end into the damping cylinder (72) and with the other end protruding from the damping cylinder (72).

3. The rail transit vehicle according to claim 2, wherein the piston rod (71) is provided with a first connecting hole (711), the second connecting member (90) is provided with a second connecting hole (91) corresponding to the first connecting hole (711), one of the piston rod (71) and the second connecting member (90) is provided with a matching hole (712) along a length direction, the other one of the piston rod and the second connecting member can be inserted into the matching hole (712) so that the first connecting hole (711) corresponds to the second connecting hole (91), and the connecting pin (73) can be inserted into and pulled out of the first connecting hole (711) and the second connecting hole (91).

4. Rail transit vehicle according to claim 1, characterized in that said electromagnetic means (74) comprise an electromagnet for connection with an in-vehicle control module to extract said connection pin (73) when energized.

5. The rail transit vehicle according to any one of claims 1 to 4, further comprising a bogie (20) for driving the vehicle body (10) to move along a rail beam (200), the bogie (20) being provided at a bottom of the vehicle body (10), the bogie (20) including a drive mechanism for driving the first running wheel (211) or the second running wheel (212) and running wheels (21) for rolling along a top surface of the rail beam (200), the running wheels (21) including first running wheels (211) and second running wheels (212) arranged at intervals in a front-rear direction in which the drive mechanism is provided between the first running wheels (211) and the second running wheels (212).

6. The rail transit vehicle according to claim 5, characterized in that the drive mechanism comprises an electric motor (23) and a chain transmission assembly (25), the electric motor (23) being in driving connection with the first running wheel (211) or the second running wheel (212) through the chain transmission assembly (25), the chain of the chain transmission assembly (25) being arranged along the length of the body (10).

7. The rail transit vehicle of claim 5, wherein the bogie (20) further comprises a limit horizontal wheel assembly (22), the limit horizontal wheel assembly (22) comprising a first horizontal wheel assembly (221) and a second horizontal wheel assembly (222), the first horizontal wheel assembly (221) and the second horizontal wheel assembly (222) being respectively disposed at both sides in a width direction of the rail beam (200), the driving mechanism being located between the first horizontal wheel assembly (221) and the second horizontal wheel assembly (222) in a left-right direction.

8. The rail transit vehicle according to claim 7, wherein a center of gravity of the rail transit vehicle (100) is located below a floor of the vehicle body (10), the first horizontal wheel assembly (221) and the second horizontal wheel assembly (222) respectively include horizontal wheels for rolling along side walls of the rail beam (200), and the horizontal wheels are configured to be located below a height-direction center plane (80) of the rail beam (200).

9. Rail transit vehicle according to any of claims 1-4, characterized in that the material of the body (10) is aluminium profile or carbon fibre.

10. A monorail transportation system, characterized in that it comprises a rail beam (200) and a rail transit vehicle (100) according to any one of claims 1-9.