WO2018054002A1 - 用于跨座式轨道交通系统的轨道 - Google Patents

用于跨座式轨道交通系统的轨道 Download PDF

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Publication number
WO2018054002A1
WO2018054002A1 PCT/CN2017/075170 CN2017075170W WO2018054002A1 WO 2018054002 A1 WO2018054002 A1 WO 2018054002A1 CN 2017075170 W CN2017075170 W CN 2017075170W WO 2018054002 A1 WO2018054002 A1 WO 2018054002A1
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WO
WIPO (PCT)
Prior art keywords
rail
track
horizontal
wheel
escape
Prior art date
Application number
PCT/CN2017/075170
Other languages
English (en)
French (fr)
Inventor
任林
曾浩
刘俊杰
彭方宏
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/335,238 priority Critical patent/US11155968B2/en
Priority to BR112019005499-5A priority patent/BR112019005499B1/pt
Priority to EP17852081.3A priority patent/EP3514285A4/en
Publication of WO2018054002A1 publication Critical patent/WO2018054002A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B61B13/06—Saddle or like balanced type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/10—Mono-rails; Auxiliary balancing rails; Supports or connections for rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/15—Layout or geometry of the track

Definitions

  • the present disclosure relates to the field of transportation technology and, in particular, to a track for a straddle type rail transit system.
  • Rail transit systems such as straddle monorail trains inevitably cause emergency stoppages due to malfunctions or other factors during actual driving.
  • some straddle monorails have escape routes to evacuate passengers in emergency situations.
  • the cross-seat monorail train with escape passage in the related art has high cost, large occupied space, and excessive bearing weight, and there is a hidden danger in stability.
  • the frame and the floor laid on it are independent structures other than the track, and the specific location of the emergency situation of the rail vehicle during driving is not predictable, it needs to be in the entire length of the track (except the platform).
  • the escape passage of this structure is additionally provided, and the amount of work is enormous, which not only greatly increases the cost, but also the frame and the floor are located on the side of the rail, which is equivalent to extending an extra part in the width direction of the rail, occupying a large amount of space.
  • the frame and the floor itself have a certain weight, regardless of whether the rail vehicle has an emergency, the frame and the floor are erected on the track, that is, even if the rail vehicle is running normally, the track still bears the weight of the frame and the floor, so The bearing capacity of the large track has an adverse effect on the stability of the track.
  • the present disclosure aims to solve at least one of the above technical problems in the related art to some extent.
  • a track for a straddle type rail transit system is proposed according to an embodiment of the present disclosure, the rail itself being configured with a straddle recess to form an escape passage.
  • the track for a straddle type rail transit system has an advantage of facilitating evacuation of passengers in an emergency, and is low in cost, small in space occupation, small in load bearing, high in stability, and the like.
  • the track for the straddle type rail transit system may also have the following additional technical features:
  • the track includes: a first track beam; a second track beam, the first track beam and the second track beam are spaced apart; a load floor, the load floor is provided Between the first track beam and the second track beam and connected to the first track beam and the second track beam, respectively, the first track beam, the second track beam and the load floor
  • the escape passage is defined between the two.
  • the load bearing floor includes: a connecting beam, two ends of the connecting beam are respectively connected to the first track beam and the second track beam; and a support frame, the support frame is mounted on a support plate connected to the support frame and supported by the support frame, the support plate forming a bottom surface of the escape passage.
  • the support plate is disposed in a horizontal direction from at least one of the first rail beam and the second rail beam.
  • the connecting beams are plural and spaced apart along the length direction of the track.
  • the support plates are plural and sequentially connected along the length direction of the track.
  • the first rail beam and the second rail beam are disposed in parallel.
  • the longitudinal central axis of the cross section of the first rail beam and the longitudinal central axis of the cross section of the second rail beam are both oriented in the up and down direction.
  • a longitudinal central axis of a cross section of the first rail beam and a longitudinal central axis of a cross section of the second rail beam are both inclined with respect to an up and down direction, a cross section of the rail.
  • the first rail beam and the second rail beam are symmetrically disposed about a longitudinal central axis of a cross section of the rail.
  • At least one of an upper end and a lower end of at least one of the first rail beam and the second rail beam is provided with a detachment preventing edge which extends horizontally outward.
  • FIG. 1 is a schematic structural view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 2 is a schematic structural view of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 3 is a schematic structural view of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 4 is a cross-sectional view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 5 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 6 is a structural schematic view of a track of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 7 is a schematic structural view of a rail vehicle according to an embodiment of the present disclosure.
  • FIG. 8 is a schematic structural view of a rail of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 9 is a schematic structural view of a rail of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 10 is a schematic structural view of a bogie of a rail vehicle according to an embodiment of the present disclosure.
  • FIG. 11 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 12 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 13 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 14 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 15 is a schematic structural view of a bogie and a rail of a rail vehicle according to an embodiment of the present disclosure.
  • 16 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • 17 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 18 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • 19 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 20 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 21 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 22 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 23 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 24 is a cross-sectional view of a bogie of a rail vehicle in accordance with an embodiment of the present disclosure.
  • 25 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 26 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 27 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 28 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 29 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 30 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 31 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 32 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 33 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 34 is a cross-sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 35 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 36 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 37 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 38 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 39 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 40 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 41 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 42 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG 43 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 44 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 45 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 46 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 47 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 48 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 49 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 50 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 51 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 52 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 53 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 54 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • 55 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 56 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • 57 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 58 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 59 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 60 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 61 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 62 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 63 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 64 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 65 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 66 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 67 is a partial structural schematic diagram of a rail transit system in which an escape door is in a closed state, in accordance with another embodiment of the present disclosure.
  • FIG. 68 is a partial structural schematic view of a rail transit system in which an escape door is in an open state, in accordance with another embodiment of the present disclosure.
  • FIG. 69 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 70 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 71 is a cross-sectional view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 72 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 73 is a schematic structural view of a rail of a rail transit system according to an embodiment of the present disclosure.
  • FIG. 74 is a schematic structural view of a rail vehicle according to an embodiment of the present disclosure.
  • Figure 75 is a cross-sectional view of a bogie of a rail vehicle in accordance with an embodiment of the present disclosure.
  • 76 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 77 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 78 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • Figure 79 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • Figure 80 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • Figure 81 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 82 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 83 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 84 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG 85 is a structural schematic view of a bogie of a rail vehicle according to an embodiment of the present disclosure.
  • 86 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 87 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 88 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • 89 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 90 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • 91 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 92 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 93 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • Figure 94 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 95 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • 96 is a partial structural schematic diagram of a rail transit system in which an escape door is in a closed state, in accordance with another embodiment of the present disclosure.
  • 97 is a partial structural schematic view of a rail transit system in which an escape door is in an open state, in accordance with another embodiment of the present disclosure.
  • 98 is a partial structural schematic diagram of a rail transit system in accordance with another embodiment of the present disclosure.
  • 99 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • the rail 10 The rail 10, the escape passage 11, the first rail beam 12, the second rail beam 13, the load floor 14, the connecting beam 15, the support frame 16, the support plate 17, the anti-dropping edge 18, the steering portion 111, the traveling portion 112, and the bottom plate 113 a first side panel 114, a second side panel 115,
  • Drive device 300 first drive device 310, second drive device 320,
  • first horizontal wheel 710 a first horizontal wheel 710, a second horizontal wheel 720, a first horizontal safety wheel 711, a second horizontal safety wheel 721,
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are identical to each other.
  • the present disclosure proposes a rail transit system 1 having the advantages of facilitating evacuation of passengers in an emergency, low cost, small space occupation, small rail load bearing, high stability, and the like.
  • the rail transit system 1 according to an embodiment of the present disclosure will be described below with reference to the drawings.
  • a rail transit system 1 includes a rail 10 and a rail vehicle 20.
  • the rail 10 itself is configured with a first recess as an escape passage 11.
  • the rail vehicle 20 includes a bogie 21 and a vehicle body 22 having a second recess 110 adapted to straddle the track.
  • the bogie 21 is movably seated on the track 10, and the body 22 is coupled to the bogie 21 and is towed along the track 10 by the bogie 21.
  • the second recess 110 is a straddle recess. Specifically, in the left-right direction, the minimum distance between the two ends of the second recess 110 is greater than or equal to the minimum width of the rail.
  • the provision of the escape passage 11 for the rail 10 means that the escape passage 11 is disposed on the rail 10 itself, rather than on other additional components disposed on the rail 10. That is, compared with the structure of the escape passage in the related art, according to the rail transit system 1 of the embodiment of the present disclosure, the rail 10 does not need to be provided with other components such as a frame and a floor, and the escape passage 11 is formed on the rail 10 itself.
  • the rail transit system 1 of the embodiment of the present disclosure by providing the escape passage 11 on the rail 10 itself, when an emergency occurs, the passenger can be evacuated in time through the escape passage 11. Moreover, since the escape passage 11 is disposed on the rail 10 itself, there is no need to add other additional structures on the rail 10, and it is only necessary to provide the escape passage 11 along the length direction of the rail 10 itself, thereby greatly reducing the track.
  • the engineering quantity of the transportation system 1 reduces the cost on the one hand and reduces the occupied space on the other hand. In addition, it is not necessary to increase the load bearing of the rail 10, which is advantageous for the stability of the rail 10. Therefore, the rail transit system 1 according to an embodiment of the present disclosure has an advantage of facilitating evacuation of passengers in an emergency, and has low cost, small occupied space, small rail load, high stability, and the like.
  • a rail transit system 1 includes a rail 10 and a rail vehicle 20.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length of the rail 10, and at least the length of the vehicle body 22 in the longitudinal direction of the rails 10.
  • the surface of the carriage 23 at one end facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed.
  • at least one of the two compartments 23 located at both ends of the vehicle body 22 is provided with an escape door 24.
  • the escape door 24 is disposed on the compartment 23 of the vehicle body 22 at least one end in the longitudinal direction of the rail 10, and specifically, the escape door 24 is disposed on the first end surface of the compartment 23 of the at least one end, One end face is away from the surface of the adjacent car.
  • the escape door 24 has a first end 31 and a second end 32, the first end 31 of the escape door 24 being pivotally mounted on the corresponding compartment 23, the escape door 24 being tilted relative to the horizontal when opened, and the second of the escape door 24 The end 32 slopes downwardly and projects into the escape channel 11.
  • the vehicle 20 when an emergency occurs, the vehicle 20 is actively or passively parked, the escape door 24 is opened and the lower end projects into the escape passage 11, and the passengers in the carriage 23 can slide down to the escape passage 11 through the escape door 24, thereby evacuating from the escape passage 11.
  • the first end 31 of the escape door 24 is disposed adjacent to the vehicle floor, and the second end 32 of the escape door 24 is disposed adjacent the roof when the escape door 24 is closed.
  • the escape door 24 when the escape door 24 is closed, the second end 32 of the escape door 24 is above the first end 31 of the escape door 24; when the escape door 24 is open, the second end 32 of the escape door 24 is located at the first end of the escape door 24.
  • Below the 31 Thereby, the escape door 24 is switched from the closed state to the open state by flipping down.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the inner surface of the escape door 24 is provided with a slide to facilitate the passenger to slide on the slide to the escape passage 11. It can be understood here that the inner surface of the escape door 24 refers to the surface facing the interior of the vehicle when the escape door 24 is closed.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length direction of the rail 10, and in the longitudinal direction of the rail 10, the body 22 is At least one end of the compartment 23
  • the surface facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed
  • the inner floor of the compartment 23 of the at least one end of the vehicle body 22 is provided with an escape opening 25 and an escape cover 26, that is, An escape opening 25 and an escape cover 26 are provided on the inner floor of the compartment 23 of the escape door 24.
  • the escape cover 26 is interlocked with the escape door 24 and is used to open and close the escape opening 25.
  • the escape door 24 When the rail vehicle 20 is operating normally, the escape door 24 is closed and the escape cover 26 closes the escape port 25 (shown in Figure 67).
  • the escape door 24 When an emergency occurs, the rail vehicle 20 is actively or passively parked, the escape door 24 is opened, and the escape cover 26 opens the escape port 25 (as shown in FIG. 68), and the passengers in the carriage 23 can enter the escape passage 11 through the escape port 25. Further evacuated from the escape route 11. Further, even if the rail vehicle 20 is forced to stop at the turn of the rail 10, the escape door 24 does not need to collide with the rail 10 when it is opened, so that the passenger is not evacuated at the turn of the rail 10.
  • both end faces of the two compartments 23 located at the two ends of the vehicle body 22 are provided with an escape door 24, which is the surface of the current compartment away from the adjacent compartment, in an emergency situation
  • the escape door 24 is simultaneously opened at both ends of the vehicle body 22, and a wide air convection passage can be formed, so that toxic gases such as smoke inside the vehicle body 22 can be quickly dissipated.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the escape door 24 has a first end 31 and a second end 32, and the second end 32 of the escape door 24 is pivotally mounted on the corresponding compartment 23, wherein the second end 32 of the escape door 24 is adjacent to the vehicle
  • the top end 31 of the escape door 24 is disposed adjacent to the vehicle floor when the escape door 24 is closed.
  • the first end 31 of the escape door 24 is located below the second end 32 of the escape door 24; when the escape door 24 is open, the first end 31 of the escape door 24 can be located at the second of the escape door 24. Below the end 32, it can also be located above the second end 32 of the escape door 24.
  • the escape door 24 adopts a flip structure, and the passenger in the vehicle can be quickly opened by simple operation, which effectively improves the efficiency of escape and facilitates the linkage between the escape door 24 and the escape cover 26.
  • the linkage of the escape cover 26 with the escape door 24 may be dominated by the escape door 24 or may be dominated by the escape cover 26.
  • the escape door 24 can be actively opened, and the escape cover 24 can be used to drive the escape cover 26 to open the escape opening 25.
  • the escape cover 26 can be actively opened, and the escape cover 26 can be driven by the escape cover 26 to open.
  • the above linkage is dominated by the escape cover 26, that is, the escape door 24 is opened by opening the escape cover 26, so that when the escape cover 26 is opened, articles or passengers above it can be prevented from falling.
  • the escape opening 25 is provided with an escape ladder 27 leading to the escape passage 11, and after the escape opening 25 is opened, the passenger inside the vehicle can be transferred to the escape passage 11 through the escape ladder 27.
  • the escape ladder 27 may be in a fixed state and always suspended in the escape opening 25, and the lower end of the escape ladder 27 is spaced apart from the inner bottom surface of the escape passage 11 to avoid affecting the travel of the rail vehicle 20.
  • the escape ladder 27 may also have two states of contraction and extension, and the vehicle body further includes a telescopic drive device for driving the escape ladder 27 to expand and contract. After the escape port 25 is opened, the escape ladder 27 can be manually controlled to extend to the escape channel 11, and the escape ladder 27 can be automatically extended to the escape channel 11 by linkage. In this embodiment, the escape ladder 27 can be extended. It may be placed directly on the inner bottom surface of the escape passage 11 or may be spaced apart from the inner bottom surface of the escape passage 11.
  • the escape cover 26 can be pivotally mounted on the escape door 24, and when the escape door 24 is turned upside down, the escape cover 26 is rotated in turn to fit over the inner surface of the escape door 24, thereby saving space. Avoiding the escape cover 26 affects the evacuation of passengers.
  • the track 10 includes a first track beam 12, a second track beam 13, and a load floor 14.
  • the first rail beam 12 and the second rail beam 13 are arranged in parallel and spaced apart, and the bogie 21 is seated on the first rail beam 12 and the second rail beam 13.
  • the load floor 14 is disposed between the first track beam 12 and the second track beam 13, and the load floor 14 is connected to the first track beam 12 and the second track beam 13, respectively, the first track beam 12, the second track beam 13 and
  • An escape passage 11 is defined between the load floor 14 .
  • the structure of the rail 10 itself can be utilized to provide the escape passage 11 on the rail 10 itself, without the need to provide additional components, which is low in cost, small in space occupation, and advantageous in reducing the load bearing of the rail 10.
  • the track beam has a small size specification, a small occupied area, a light weight, high energy efficiency, and good economy.
  • the first rail beam 12 and the second rail beam 13 are disposed in parallel.
  • both the longitudinal central axis of the cross section of the first track beam 12 and the longitudinal central axis of the cross section of the second track beam 13 are oriented in the up and down direction, ie the longitudinal central axis of the cross section of the first track beam 12 and the second track
  • the longitudinal center axes of the cross sections of the beams 13 each extend in the up and down direction. This makes it possible to facilitate the manufacture of the rail 10 and to stabilize the support of the rail vehicle 20.
  • the present disclosure is not limited thereto, and the longitudinal central axis of the cross section of the first rail beam 12 and the longitudinal central axis of the cross section of the second rail beam 13 may also be inclined with respect to the up and down direction, in the cross section of the rail 10
  • the first rail beam 12 and the second rail beam 13 are symmetrically disposed about the longitudinal center axis of the cross section of the rail 10.
  • the distance between the upper end of the first rail beam 12 and the upper end of the second rail beam 13 is greater or smaller than the distance between the lower end of the first rail beam 12 and the lower end of the second rail beam 13, and the first rail beam 12 It is arranged symmetrically with the second track beam 13 with respect to the longitudinal center axis of the cross section of the track 10.
  • the load floor 14 includes a connecting beam 15, a support frame 16, and a support plate 17.
  • the connecting beam 15 extends in the spacing direction of the first rail beam 12 and the second rail beam 13, and both ends of the connecting beam 15 are respectively connected to the lower portion of the first rail beam 12 and the lower portion of the second rail beam 13.
  • the support frame 16 is mounted on the connecting beam 15.
  • the support plate 17 is attached to the support frame 16 and supported by the support frame 16, which constitutes the bottom surface of the escape passage 11.
  • the escape channel 11 extending along the length of the track 10 can be formed between the pier and the pier by using the structure of the load floor 14 described above, and The material consumption is small and the cost is low.
  • the support plate 17 is spaced apart from at least one of the first track beam 12 and the second track beam 13 in the horizontal direction, in other words, the support plate 17 is horizontally aligned with the first
  • the track beams 12 are spaced apart, or the support plate 17 is spaced apart from the second track beam 13 in the horizontal direction, or the support plate 17 is horizontally and respectively
  • Both the track beam 12 and the second track beam 13 are spaced apart so that the tool can be easily inserted into the gap between the support frame 16 and the track beam, thereby opening the support plate 17 for easy access.
  • the connecting beams 15 are plural and spaced apart along the longitudinal direction of the rail 10, and the supporting plates 17 are plural and sequentially connected along the longitudinal direction of the rail 10.
  • the single connecting beam 15 and the single support plate 17 are more convenient to process, and on the other hand, facilitate the overall construction of the track 10.
  • the plurality of support plates 17 are sequentially connected, including directly or indirectly connected, preferably directly connected. Wherein, when a plurality of support plates 17 are indirectly connected, the gap between adjacent support plates 17 needs to ensure that the passenger can smoothly cross, that is, does not affect passenger evacuation.
  • the rail 10 further includes a retaining edge 18.
  • the retaining edge 18 is disposed at least one of an upper end and a lower end of at least one of the first rail beam 12 and the second rail beam 13
  • the ribs 18 extend outward in the horizontal direction and serve to prevent the bogie 21 from coming out of the track 10.
  • the anti-dropping edge 18 may be disposed on the top and/or bottom of the first rail beam 12 and may be disposed on the outer side and/or the inner side of the first rail beam 12; the anti-dropping edge 18 may be disposed in the second
  • the top and/or bottom of the track beam 13 may be disposed on the outer side and/or the inner side of the second track beam 13.
  • the anti-dropping edge 18 is provided to prevent the bogie 21 from coming out of the rail 10, thereby ensuring the stability of the running condition of the rail vehicle 20 such as turning, and therefore, part of the structure of the bogie 21 needs to be placed. Directly below the top retaining edge 18 and/or directly above the bottom retaining edge 18.
  • the first rail beam 12 and the second rail beam 13 are made of steel and concrete, and the inner side and the outer side of the top of the first rail beam 12 are respectively provided with anti-dropping edges 18,
  • the inner side surface and the outer side surface of the top portion of the second rail beam 13 are respectively provided with a retaining edge 18, and the first horizontal wheel 710 of the bogie 21 is fitted on the outer side surface of the first rail beam 12 and located at the top of the first rail beam 12.
  • the second horizontal wheel 720 of the bogie 21 fits over the outer side of the second rail beam 13 and is located below the retaining edge 18 on the outer side of the top of the second rail beam 13.
  • the anti-dropping edge 18 can stop the horizontal wheel from moving upward to prevent the first horizontal wheel 710 from coming off the first rail beam 12 and preventing the second horizontal wheel 720 from coming off the second rail beam 13, thereby achieving a detachment prevention effect.
  • the first rail beam 12 and the second rail beam 13 are formed by splicing steel plates, and the inner side surface and the outer side surface of the top portion of the first rail beam 12 are respectively provided with anti-dropping edges 18, and the first rail beam 12 is
  • the inner side surface and the outer side surface of the bottom are respectively provided with anti-dropping edges 18, and the inner side surface and the outer side surface of the top portion of the second rail beam 13 are respectively provided with anti-dropping edges 18, and the inner side surface and the outer side surface of the bottom portion of the second rail beam 13 respectively
  • An anti-dropper 18 is provided, and the first horizontal wheel 710 of the bogie 21 is fitted on the outer side of the first rail beam 12 and is located on the outer side of the top of the top of the first rail beam 12, and the outer side of the bottom Between the upper gussets 18, the second horizontal wheel 720 of the bogie 21 is fitted on the outer side of the second rail beam 13 and is located on the outer side of the top of the second rail beam 13 at the outer edge of the rib 18 and the
  • the bogie 21 includes a bogie frame 100, first The running wheel 210, the second running wheel 220, and the driving device 300.
  • the bogie frame 100 has a second recess 110 adapted to straddle the rail 10, ie the second recess 110 is provided in the bogie frame 100.
  • the second recess 110 is formed by the bottom of the bogie frame 100, the hollow portion defined by the first horizontal wheel 710 and the second horizontal wheel 720, and the innermost side of the first horizontal wheel 710 and the second horizontal wheel 720 The outer side of the track 10 is in contact.
  • the first running wheel 210 and the second running wheel 220 are pivotally mounted on the bogie frame 100, respectively, and the first running wheel 210 and the second running wheel 220 are coaxial and spaced apart.
  • the first running wheel 210 is fitted on the upper surface of the first track beam 12, and the second running wheel 220 is fitted on the upper surface of the second track beam 13.
  • the driving device 300 is mounted on the bogie frame 100, and the driving device 300 is located between the first running wheel 210 and the second running wheel 220.
  • the first running wheel 210 and the second running wheel 220 are driven by the driving device 300, and the first running The wheel 210 and the second running wheel 220 drive the bogie 21 to travel along the rail 10 under the driving of the driving device 300, so that the tractor body 22 travels.
  • the driving device 300 can be installed by using the gap between the first running wheel 210 and the second running wheel 220, thereby saving space, improving space utilization, facilitating the distribution of the center of gravity of the vehicle body 22, and increasing the center of the tire.
  • the uniformity of driving of the first traveling wheel 210 and the second running wheel 220 by the driving device 300 is improved, thereby improving the stability and comfort of the rail transit system 1.
  • the bogie 21 includes a bogie frame 100, a first running wheel 210, a second running wheel 220, a third running wheel 230, and a fourth running line. Wheel 240 and drive unit.
  • the bogie frame 100 has a second recess 110 adapted to straddle the rail 10, i.e. the second recess is provided in the bogie frame.
  • the first running wheel 210 and the second running wheel 220 are pivotally mounted on the bogie frame 100, respectively, and are coaxially and spaced apart.
  • the first running wheel 210 is fitted on the upper surface of the first track beam 12, and the second running wheel The wheel 220 is fitted to the upper surface of the second track beam 13.
  • the third running wheel 230 and the fourth running wheel 240 are pivotally mounted on the bogie frame 100 and coaxially and spaced apart, and the third running wheel 230 is fitted on the upper surface of the first track beam 12 and is first
  • the running wheels 210 are spaced apart in the longitudinal direction of the first track beam 12, and the fourth running wheel 240 is fitted on the upper surface of the second track beam 13 and spaced apart from the second running wheel 220 in the longitudinal direction of the second track beam 13. Settings.
  • the drive device is mounted on a bogie frame 100, the drive device being located between the first running wheel 210 and the second running wheel 220 and/or the driving device being located at the third running wheel 230 and the fourth running wheel 240
  • the first running wheel 210 and the second running wheel 220 are driven by the driving device and/or the third running wheel 230 and the fourth running wheel 240 are driven by the driving device.
  • This can meet the large load demand, the four running wheels can withstand more loads, and the number of passengers of the rail vehicle 20 and the size of the vehicle body are advantageously improved, and the space utilization of the bogie 21 can be effectively improved. Efficiency, reducing the space occupied by the entire vehicle.
  • the driving device may be one and defined as a first driving device 310.
  • the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 and the first running wheel 210.
  • the second running wheel 220 is driven by the first driving device 310.
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 and the third running wheel 230 and the fourth running line
  • the wheel 240 is driven by a second drive unit 320.
  • the driving device may be two and defined as a first driving device 310 and a second driving device 320, respectively, and the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 and A running wheel 210 and a second running wheel 220 are driven by a first driving device 310, a second driving device 320 is disposed between a third running wheel 230 and a fourth running wheel 240, and a third running wheel 230 and a fourth running wheel 240 It is driven by the second drive device 320.
  • first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and/or the second driving device 320 is further adjacent to the fourth running wheel 240 with respect to the third running wheel 230, preferably, first The driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220 and the second driving device 320 is further adjacent to the fourth running wheel 240 with respect to the third running wheel 230, ie, the first driving device 310 and the second driving device 320
  • the diagonal arrangement is such that the bogie 21 is balanced in the width direction of the rail 10, and the differential can be omitted, thereby reducing the cost.
  • first running wheel 210 and the second running wheel 220 are connected by the first connecting shaft 250 and/or the third running wheel 230 and the fourth running wheel 240 are connected by the second connecting shaft 260, the driving device and the first A connecting shaft 250 and/or a second connecting shaft 260 are drivingly coupled.
  • the first running wheel 210 and the second running wheel 220 are connected by a first connecting shaft 250, and the third running wheel 230 and the fourth running wheel 240 are connected without a connecting shaft and are follower wheels, and the driving device is One is defined as a first drive device 310, and the first drive device 310 is in driving connection with the first connecting shaft 250.
  • Fig. 10 shows the bogie 21 of the two running wheels
  • Figs. 46-49 show the bogie 21 of the four running wheels.
  • the bogie 21 of the four traveling wheels may have a single connecting shaft or a double connecting shaft.
  • the double-connected shaft structure can be used to greatly improve the stability and safety of the system.
  • the bogie 21 further includes a first horizontal wheel 710 and a second horizontal wheel 720, wherein the first horizontal wheel 710 and the second horizontal wheel 720 may each be one or more.
  • the first horizontal wheel 710 is pivotally mounted on the bogie frame 100 and mated on a first side surface of the first track beam 12.
  • the second horizontal wheel 720 is pivotally mounted on the bogie frame 100 and mated on the second side surface of the second track beam 13.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are fitted to the side surface of the rail 10, thereby forming a passive steering along the track 10, thereby driving the rail vehicle 20 to turn, and on the other hand, the track can be improved.
  • the bogie 21 further includes a first horizontal safety wheel 711 coupled to the first horizontal wheel 710 and synchronized with the first horizontal wheel 710, and coupled to the second horizontal wheel 720 and synchronized with the second horizontal wheel 720.
  • the second horizontal safety wheel 721 has an outer diameter smaller than the outer diameter of the first horizontal wheel 710, and the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • the first horizontal wheel A first horizontal safety wheel 711 that moves in synchronization with the first horizontal wheel 710 is coupled to the lower portion of the first horizontal wheel 710.
  • the outer diameter of the first horizontal safety wheel 711 is smaller than the outer diameter of the first horizontal wheel 710.
  • a second horizontal safety wheel 721 that moves in synchronization with the second horizontal wheel 720 is connected below the second horizontal wheel 720.
  • the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • the first horizontal safety wheel 711 and the second horizontal safety wheel 721 are not in contact with the track beam.
  • the horizontal safety wheel contacts the track beam instead of the horizontal wheel to ensure the stability of the running of the rail vehicle 20.
  • the first horizontal wheel 710 is normal, the first horizontal safety wheel 711 is not in contact with the first track beam 12, and when the first horizontal wheel 710 is blown, the first horizontal safety wheel 711 is in contact with the side surface of the first track beam 12. In place of the first horizontal wheel 710.
  • the first horizontal wheel 710 is plural and located at the same height in the up and down direction
  • the second horizontal wheel 720 is plural and is located in the same direction in the up and down direction.
  • height. 11 shows an example in which one of the second horizontal wheels 720 and the other second horizontal wheel 720 of the bogie 21 of the two running wheels are at the same height
  • FIG. 50 shows the bogie 21 of the four traveling wheels.
  • one second horizontal wheel 720 and the other second horizontal wheel 720 are at the same height.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction and coaxially disposed
  • the second horizontal wheel 720 is plural and spaced in the up and down direction and Coaxial settings.
  • 12 shows an example in which a plurality of first horizontal wheels 710 of the bogie 21 of the two running wheels are coaxially arranged up and down and a plurality of second horizontal wheels 720 are arranged coaxially above and below
  • FIG. 51 shows a bogie of the four traveling wheels.
  • An example in which a plurality of first horizontal wheels 710 of 21 are coaxially disposed above and below and a plurality of second horizontal wheels 720 are disposed coaxially above and below. This can improve the stability of the vehicle, and the lower horizontal wheel plays a stable role, reducing the risk of overturning of the rail vehicle 20 during cornering or high-speed driving.
  • the first horizontal wheel 710 is plural and is respectively spaced apart from the longitudinal direction of the first track beam 12 in the up and down direction, respectively.
  • the two horizontal wheels 720 are plural and are spaced apart from each other in the longitudinal direction of the second rail beam 13 in the vertical direction.
  • the first horizontal wheel 710 is arranged upside down, and the second horizontal wheel 720 is arranged upside down, that is, the nth first horizontal wheel 710 can be located above or below the n+1th first horizontal wheel 720, nth +2 first horizontal wheels 720 may be above or below the n+1th first horizontal wheel 720, specifically, the nth first horizontal wheel 710 and the n+2 first horizontal wheel 720 are at the same height Where n is an integer greater than or equal to one.
  • the first horizontal wheel 710 may be located above the second horizontal wheel 720 , and the first horizontal wheel 710 may also be located below the second horizontal wheel 720 . 13 and FIG.
  • FIGS. 52 and 53 show the bogie of the four traveling wheels.
  • the first horizontal wheel 710 is fitted to the first track beam 12
  • the second horizontal wheel 720 is fitted on the outer side surface of the second rail beam 13, that is, the horizontal wheel is fitted on the outer side surface of the rail 10. Therefore, the center distance of the two horizontal wheels is designed to be the maximum distance possible, which can improve the stability performance of the system, and also facilitate the distribution of the center of gravity of the bogie 21 and the whole vehicle.
  • the first horizontal wheel 710 is fitted on the inner side surface of the first track beam 12, and the second horizontal wheel 720 is fitted on the inner side surface of the second track beam 13, That is, the horizontal wheels are fitted on the inner side surface of the rail 10.
  • the space inside the rail 10 can be effectively utilized to improve the space utilization rate of the whole vehicle, and the horizontal wheel and the conductive rail are respectively located on both sides of the rail beam, which can effectively reduce the space of the lower part of the vehicle body 22 and reduce the overall vehicle height.
  • the first horizontal wheel 710 is plural and respectively fitted on the outer side surface and the inner side surface of the first track beam 12, and the second horizontal wheel 720 A plurality of and respectively fit on the outer side surface and the inner side surface of the second rail beam 13, that is, the outer side surface and the inner side surface of the rail 10 are matched with a horizontal wheel, and the horizontal wheel is simultaneously arranged on both inner and outer sides to stabilize and prevent The effect of overturning can greatly improve the stability and safety performance of the rail vehicle 20.
  • the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 are located in the up and down direction The same height.
  • the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 are different in the up and down direction.
  • the height, for example, as shown in FIG. 18, the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 is higher than the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13, for example,
  • the first horizontal wheel 710 fitted on the inner side surface of the first rail beam 12 is lower than the second horizontal wheel 720 fitted on the inner side surface of the second rail beam 13.
  • first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 may be at the same height in the up and down direction, or At different heights, the first horizontal wheel 710 fitted on the outer side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the outer side surface of the second track beam 13 may also be at the same height in the up and down direction. Or at different heights.
  • the bogie 21 further includes a first collector shoe 810 and a second collector shoe 820.
  • a first conductive rail 830 extending along a longitudinal direction of the first rail beam 12 is disposed on an outer side surface of the first rail beam 12, and an outer side surface of the second rail beam 13 is provided along a length direction of the second rail beam 13.
  • the first collector shoe 810 is disposed on the bogie frame 100 and mates with the first conductive rail 830.
  • the second collector shoe 820 is disposed on the bogie frame 100 and mates with the second conductor rail 840.
  • the first collector shoe 810 is powered by the first conductor rail 830 and the second collector shoe 820 is powered by the second conductor rail 840 for use by the rail vehicle 20.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the first track beam 12 .
  • the first set of boots 810 in the first track The beam 12 is located between adjacent first horizontal wheels 710 in the longitudinal direction
  • the second horizontal wheel 720 is plural and spaced along the length direction of the second track beam 13
  • the second collector shoe 820 is on the second track beam 13
  • the length direction is located between adjacent second horizontal wheels 720, whereby the force of the first horizontal wheel 710 does not affect the first collector shoe 810 and the force of the second horizontal wheel 720 does not affect the second collector shoe 820 And can improve space utilization and simplify the structure of the bogie 21.
  • FIGS. 11 , 13 and 14 show that the first collector shoe 810 of the bogie 21 of the two running wheels is located between adjacent first horizontal wheels 710 in the longitudinal direction of the first track beam 12 and An example in which the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the longitudinal direction of the second track beam 13 , wherein the plurality of first horizontal wheels 710 may be located at the same height and the plurality of second horizontal wheels 720 The plurality of first horizontal wheels 710 may be alternately arranged upside down and the plurality of second horizontal wheels 720 may be alternately arranged up and down.
  • first collector shoe 810 of the bogie 21 of the four running wheels is located between the adjacent first horizontal wheels 710 in the longitudinal direction of the first track beam 12 and is secondly collected.
  • shoe 820 is located between adjacent second horizontal wheels 720 in the longitudinal direction of the second track beam 13, wherein the plurality of first horizontal wheels 710 may be at the same height and the plurality of second horizontal wheels 720 may be at the same height
  • the plurality of first horizontal wheels 710 may be alternately arranged upside down and the plurality of second horizontal wheels 720 may be alternately arranged up and down.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the first track beam 12, the first collector shoe The 810 is disposed in an up-and-down direction with one of the first horizontal wheels 710, for example, the central axis of the first collector shoe 810 coincides with the central axis of one of the first horizontal wheels 710.
  • the second horizontal wheel 720 is plural and spaced along the length direction of the second track beam 13, and the second collector shoe 820 is disposed opposite to one of the second horizontal wheels 720 in the up and down direction, for example, the second collector shoe
  • the central axis of the 820 coincides with the central axis of one of the second horizontal wheels 720.
  • the collector shoe is front or rear. Therefore, the installation space of the horizontal wheel can be fully utilized, and the installation mechanism is not required, which is advantageous for the structure simplification and weight reduction of the bogie 21.
  • FIGS. 20-23 illustrate an example of the front or rear of the collector shoe of the bogie 21 of the two running wheels, wherein the plurality of first horizontal wheels 710 may be at the same height and a plurality of second levels.
  • the wheels 720 can be at the same height, the plurality of first horizontal wheels 710 can also be at different heights and the plurality of second horizontal wheels 720 can also be at different heights.
  • 54-57 illustrate an example of the front or rear of the collector shoe of the bogie 21 of the four running wheels, wherein the plurality of first horizontal wheels 710 may be at the same height and the plurality of second horizontal wheels 720 may be located At the same height, the plurality of first horizontal wheels 710 may also be at different heights and the plurality of second horizontal wheels 720 may also be at different heights.
  • the first collector shoe 810 is located above each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above. The distance between the collector shoe and the driving device 300 is reduced, which is advantageous for energy transfer and improves space utilization.
  • the first horizontal wheel 710 can be fitted on the outer side surface of the first track beam 12 and the second horizontal wheel 720 It can be fitted on the outer side surface of the second track beam 13 (as shown in Fig. 24).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 25).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIGS. 26-28, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or located Different heights.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720.
  • the lower side whereby the horizontal wheel is disposed near the upper portion of the track beam, facilitates the running stability of the rail vehicle 20.
  • first horizontal wheel 710 can fit over the outside surface of the first track beam 12 and the second horizontal wheel 720 can fit over the outside surface of the second track beam 13 (as shown in Figure 29).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 30).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIGS. 31-33, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or located Different heights.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above. Therefore, the collector shoe is arranged up and down according to the polarity of the current to be taken. For example, the collector of the upper collector is connected to the positive pole of the current, and the collector shoe arranged at the lower side is connected to the cathode of the current at the opposite side, which is advantageous for space allocation and Improve the safety of the flow.
  • first horizontal wheel 710 can fit over the outside surface of the first track beam 12 and the second horizontal wheel 720 can fit over the outside surface of the second track beam 13 (as shown in Figure 34).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 35).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIG. 36, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or at different heights.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction, and the first collector shoe 810 is located at an adjacent first level in the up and down direction. Between wheels 710.
  • the second horizontal wheel 720 is plural and spaced apart in the up and down direction, and the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the up and down direction. This can facilitate the distribution of space and the stability of the overall structure.
  • the plurality of first horizontal wheels 710 may be fitted on the outer side surface of the first track beam 12 and the plurality of second waters
  • the flat wheel 720 can be fitted on the outer side surface of the second track beam 13 (as shown in Fig. 37).
  • a plurality of first horizontal wheels 710 may also be fitted on the inner side surface of the first track beam 12 and a plurality of second horizontal wheels 720 may also fit on the inner side surface of the second track beam 13 (as shown in FIG. 38).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first track beam 12 and the second horizontal wheel 720 may also be respectively fitted on the inner side surface and the outer side surface of the second track beam 13 (as shown in the figure).
  • first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or at different heights
  • the first collector shoe 810 is located between the adjacent first horizontal wheels 710 fitted to the outer side surface of the first track beam 12 in the up and down direction
  • the second collector shoe 820 is located in the up and down direction in the second track beam.
  • the outer side surface of the 13 is between adjacent second horizontal wheels 720.
  • the rail transit system 1 may be applied to a traffic connection of a main line to each living community, and thus, the volume of the rail vehicle 20 is relative to the main line.
  • the rail vehicle is smaller in size, so that the conductive rails and the collector shoes can be eliminated, and the power battery 28 is used for power supply.
  • the power battery 28 provides power for the driving of the rail vehicle 20, and of course, can also supply power to other power stations of the rail vehicle 20. This simplifies the structure and power supply lines and reduces costs.
  • the power battery 28 may be provided at a portion other than the bogie 21, and may be attached to, for example, the bottom of the compartment 23 or may be installed inside the compartment 23.
  • the power battery 28 ensures that the rail vehicle operates at the normal required speed and automatically charges when the passenger flow is small.
  • the bogie 21 further includes a first support suspension 910 and a second support suspension 920 .
  • the first support suspension device 910 and the second support suspension device 920 are respectively mounted on the bogie frame 100 and are respectively connected to the vehicle body 22.
  • the first support suspension device 910 and the second support suspension device 920 are spaced apart along the length direction of the rail 10, and the central axis of the first support suspension device 910 and the central axis of the second support suspension device 920 are located in the bogie frame 100 in the horizontal plane.
  • the central axis of the bogie frame 100 and the central axis of the bogie frame 100 bisect the bogie frame 100 in the width direction of the track 10.
  • first support suspension device 910 and the second support suspension device 920 are spaced apart in the width direction of the rail 10, and in the horizontal plane, the central axis of the first support suspension device 910 and the central axis of the second support suspension device 920 are located in the steering structure
  • the central axis of the frame 100 and the central axis of the bogie frame 100 bisect the bogie frame 100 in the length direction of the track 10.
  • the first support suspension device 910 and the second support suspension device 920 are used to support the vehicle body 22 and function as a shock absorbing buffer, and the first support suspension device 910 and the second support suspension device 920 are evenly loaded and supported, thereby The smoothness and comfort of the rail vehicle 20 are ensured and the cost is low.
  • Figures 42 and 43 show two bogies and two bogies 21 supporting the suspension, the first support suspension
  • the hanging device 910 and the second supporting suspension device 920 may be spaced apart along the length direction of the rail 10 and halved on the central axis of the bogie frame 100 in the width direction of the rail 10 (as shown in FIG. 43).
  • the first support suspension 910 and the second support suspension 920 may also be spaced apart in the width direction of the rail 10 and halved on the central axis of the bogie frame 100 in the longitudinal direction of the rail 10 (as shown in FIG. 42).
  • Figures 58-63 show a four-travel wheel and two bogies 21 supporting the suspension, the first support suspension 910 and the second support suspension 920 being spaced apart along the length of the track 10 and located at the width of the track 10. The direction is equally divided on the central axis of the bogie frame 100 (as shown in Figures 61-63).
  • the first support suspension device 910 and the second support suspension device 920 may also be spaced apart along the width direction of the track 10 and halved on the central axis of the bogie frame 100 in the longitudinal direction of the track 10 (as shown in FIGS. 58-60). ).
  • the driving device may be one and defined as the first driving device 310, and the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 (as shown in FIGS. 58 and 61).
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 (as shown in FIGS. 59 and 62).
  • the driving device may be two and respectively defined as a first driving device 310 and a second driving device 320, the first driving device 310 being disposed between the first running wheel 210 and the second running wheel 220 and the second driving device 320 being disposed at Between the third running wheel 230 and the fourth running wheel 240, the first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and the second driving device 320 is closer to the third running wheel 230.
  • Four walking wheels 240 shown in Figures 60 and 63).
  • the bogie 21 further includes a first support suspension device 910, a second support suspension device 920, a third support suspension device 930, and a Four support suspensions 940.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are respectively mounted on the bogie frame 100 and are respectively coupled to the vehicle body 22.
  • the first support suspension 910, the second support suspension 920, the third support suspension 930, and the fourth support suspension 940 are respectively located at four corners of a rectangle at a horizontal plane and the rectangle is symmetric about the center of the bogie frame 100 That is, the center of symmetry of the rectangle is the center of the bogie frame 100. In other words, in the horizontal plane, after the rectangle is rotated by 180° around the center of the bogie frame 100, the rotated rectangle coincides with the rectangle before the rotation.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are used to support the vehicle body 22 and function as a shock absorbing buffer.
  • the first support suspension device 910, The force and support effect of the two support suspension devices 920, the third support suspension device 930, and the fourth support suspension device 940 are uniform, thereby improving the stability and comfort of the rail vehicle 20.
  • Figure 44 shows a bogie 21 with two running wheels and four supporting suspensions, the first supporting suspension 910, the second supporting suspension 920, the third supporting suspension 930 and the fourth supporting suspension 940 being Arranged at the four corners of a rectangle whose center of symmetry is the center of the bogie frame 100.
  • Figures 64-65 show a bogie 21 of four running wheels and four supporting suspensions, the first supporting suspension 910, the second supporting suspension 920, the third supporting suspension 930 and the fourth supporting suspension 940 being arranged At the four corners of a rectangle, the center of symmetry of the rectangle is the center of the bogie frame 100.
  • the driving device may be one and defined as a first driving device 310.
  • the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 (as shown in FIG. 64).
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 (as shown in FIG. 65).
  • the driving device may be two and respectively defined as a first driving device 310 and a second driving device 320, the first driving device 310 being disposed between the first running wheel 210 and the second running wheel 220 and the second driving device 320 being disposed at Between the third running wheel 230 and the fourth running wheel 240, the first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and the second driving device 320 is closer to the third running wheel 230.
  • Four walking wheels 240 shown in Figure 66).
  • the first horizontal wheel 710 is two and along the first track beam 12.
  • the lengthwise direction is spaced apart
  • the second horizontal wheel 720 is two and spaced apart along the length direction of the second track beam 13.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 are respectively located at four corners of a rectangle at a horizontal plane and the rectangles are symmetrical about the center of the bogie frame 100, that is, the rectangular
  • the center of symmetry is the center of the bogie frame 100.
  • the rotated rectangle coincides with the rectangle before the rotation.
  • four horizontal wheels can be evenly arranged in the horizontal plane to ensure the stability of the horizontal wheel to drive the rail vehicle 20 in steering and straight running.
  • rectangles are hypothetical virtual rectangles for clearly expressing the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 may be respectively associated with the central axis of the first support suspension 910,
  • the central axis of the second support suspension 920, the central axis of the third support suspension 930, and the central axis of the fourth support suspension 940 coincide.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are respectively one, and the first horizontal wheel 710 and the second horizontal wheel 720 are spaced apart along the width direction of the track 10.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 toward the traveling direction of the rail vehicle 20 in the longitudinal direction of the rail 10 (the arrow in FIG. 70 shows the traveling direction of the rail vehicle 20) .
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 in the longitudinal direction of the track 10 and the first horizontal wheel 710 and the The offset direction of the two horizontal wheels 720 coincides with the traveling direction of the rail vehicle 20.
  • the horizontal wheel on the front side in the traveling direction plays a main guiding role, and when turning, the horizontal wheel on the rear side in the traveling direction may interfere with the bogie frame 100 to cause side effects, so that for one-way
  • the rail transit system 1 or the circular rail transit system 1 cancels the horizontal wheel on the rear side in the driving direction, thereby eliminating interference to the bogie frame 100 during cornering, and reducing the weight of the rail vehicle 20 and reducing the rail The cost of the vehicle 20.
  • the outer diameter of the first running wheel 210 and the outer diameter of the second running wheel 220 are the same and are 900-1100 mm.
  • the outer diameter of the first running wheel 210, the outer diameter of the second running wheel 220, the outer diameter of the third running wheel 230, and the outer diameter of the fourth running wheel 240 are the same and are 900. -1100 mm. Therefore, in the case of improving the load-bearing capacity of the running wheel, the influence of the running wheel on the space inside the compartment 23 can be minimized, thereby increasing the passenger capacity.
  • the rail transit system 1 according to an embodiment of the present disclosure will be described below with reference to the drawings.
  • a rail transit system 1 includes a rail 10 and a rail vehicle 20.
  • the rail 10 includes a steering portion 111 and a traveling portion 112, and the traveling portion 112 is coupled to the top of the steering portion 111 and the first concave portion is formed on the traveling portion 112 to form an escape passage 11.
  • the rail vehicle 20 includes a bogie 21 and a vehicle body 22 that is movably seated on the rail 10, and the vehicle body 22 is coupled to the bogie 21 and is towed along the rail 10 by the bogie 21.
  • the bogie 21 is seated on the steering portion 111 and the traveling portion 112.
  • the bogie 21 is respectively engaged with the inner bottom surface of the escape passage 11 of the traveling portion 112 and the steering portion 111.
  • the bogie 21 travels through the traveling portion 112 and passes through the steering portion. 111 turns.
  • both the steering portion 111 and the traveling portion 112 are portions of the rail 10 itself, and the steering portion 111 and the traveling portion 112 may be integrally formed, and the escape passage 11 is disposed on the traveling portion 112, that is, the escape passage. 11 is disposed on the rail 10 itself, and is not disposed on other additional components on the rail 10, that is, the rail transit system 1 according to an embodiment of the present disclosure, the rail 10 does not need to be disposed as a frame, compared to other additional components disposed on the rail 10 With other components such as the floor, the escape passage 11 is formed on the rail 10 itself.
  • the rail transit system 1 of the embodiment of the present disclosure by providing the escape passage 11 on the rail 10 itself, when an emergency occurs, the passenger can be evacuated in time through the escape passage 11. Moreover, since the escape passage 11 is disposed on the rail 10 itself, there is no need to add other additional structures on the rail 10, and it is only necessary to provide the escape passage 11 along the length direction of the rail 10 itself, thereby greatly reducing the track.
  • the engineering quantity of the transportation system 1 reduces the cost on the one hand and reduces the occupied space on the other hand. Moreover, it is not necessary to increase the bearing capacity of the rail 10, which is advantageous for the stability of the rail 10. Therefore, the rail transit system 1 according to an embodiment of the present disclosure has an advantage of facilitating evacuation of passengers in an emergency, and has low cost, small occupied space, small rail load, high stability, and the like.
  • a rail transit system 1 includes a rail 10 and a rail vehicle 20.
  • the bogie 21 is provided with a first escape groove 120 and a second escape groove 130 for respectively avoiding the two side walls of the escape passage 11 . Thereby, the operation of the bogie 21 on the rail 10 is more stable, thereby improving the stability of the running of the rail vehicle 20, and the overall height of the rail vehicle 20 can be lowered.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length of the rail 10, in the length direction of the rails 10,
  • the surface of the carriage 23 at least one end of the vehicle body 22 facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed.
  • at least one of the two compartments 23 located at both ends of the vehicle body 22 is provided on the end surface. Escape door 24.
  • the escape door 24 is disposed on the compartment 23 of the vehicle body 22 at least one end in the longitudinal direction of the rail 10, and specifically, the escape door 24 is disposed on the first end surface of the compartment 23 of the at least one end, One end face is away from the surface of the adjacent car.
  • the escape door 24 has a first end 31 and a second end 32, the first end 31 of the escape door 24 being pivotally mounted on the corresponding compartment 23, the escape door 24 being tilted relative to the horizontal when opened, and the second of the escape door 24 The end 32 slopes downwardly and projects into the escape channel 11.
  • the rail vehicle 20 when an emergency situation occurs, the rail vehicle 20 is actively or passively parked, the escape door 24 is opened and the lower end projects into the escape passage 11, and the passengers in the carriage 23 can slide down to the escape passage 11 through the escape door 24, thereby evacuating from the escape passage 11.
  • the first end 31 of the escape door 24 is disposed adjacent to the vehicle floor, and the second end 32 of the escape door 24 is disposed adjacent the roof when the escape door 24 is closed.
  • the escape door 24 when the escape door 24 is closed, the second end 32 of the escape door 24 is above the first end 31 of the escape door 24; when the escape door 24 is open, the second end 32 of the escape door 24 is located at the first end of the escape door 24.
  • Below the 31 Thereby, the escape door 24 is switched from the closed state to the open state by flipping down.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the inner surface of the escape door 24 is provided with a slide to facilitate the passenger to slide on the slide to the escape passage 11. It can be understood here that the inner surface of the escape door 24 refers to the surface facing the interior of the vehicle when the escape door 24 is closed.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length direction of the rail 10, and in the longitudinal direction of the rail 10, the body 22 is The surface of the carriage 23 at least one end facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed, and the inner floor of the compartment 23 of the at least one end of the vehicle body 22 is provided with an escape opening 25 and an escape cover. 26, that is, the inner floor of the compartment 23 provided with the escape door 24 is provided with an escape opening 25 and an escape cover 26. The escape cover 26 is interlocked with the escape door 24 and is used to open and close the escape opening 25.
  • the escape door 24 When the rail vehicle 20 is operating normally, the escape door 24 is closed and the escape cover 26 closes the escape port 25 (shown in Figure 96).
  • the escape door 24 When an emergency occurs, the rail vehicle 20 is actively or passively parked, the escape door 24 is opened and the escape cover 26 opens the escape port 25 (as shown in FIG. 97), and passengers in the carriage 23 can enter the escape passage 11 through the escape port 25. Further evacuated from the escape route 11. Further, even if the rail vehicle 20 is forced to stop at the turn of the rail 10, the escape door 24 does not need to collide with the rail 10 when it is opened, so that the passenger is not evacuated at the turn of the rail 10.
  • both end faces of the two compartments 23 located at opposite ends of the vehicle body 22 are provided with an escape door 24, which is the first end face of the carriage 23, and the first end face is the current compartment.
  • the escape door 24 is simultaneously opened at both ends of the vehicle body 22, and a wide air convection passage can be formed, so that toxic gases such as smoke inside the vehicle body 22 can be quickly dissipated.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the escape door 24 has a first end 31 and a second end 32, and the second end 32 of the escape door 24 is pivotally mounted on the corresponding compartment 23, wherein the second end 32 of the escape door 24 is adjacent to the vehicle
  • the top end 31 of the escape door 24 is disposed adjacent to the vehicle floor when the escape door 24 is closed.
  • the first end 31 of the escape door 24 is located below the second end 32 of the escape door 24; when the escape door 24 is open, the first end 31 of the escape door 24 can be located at the second of the escape door 24. Below the end 32, it can also be located above the second end 32 of the escape door 24.
  • the escape door 24 adopts a flip structure, and the passenger in the vehicle can be quickly opened by simple operation, which effectively improves the efficiency of escape and facilitates the linkage between the escape door 24 and the escape cover 26.
  • the linkage of the escape cover 26 with the escape door 24 may be dominated by the escape door 24 or may be dominated by the escape cover 26.
  • the escape door 24 can be actively opened, and the escape cover 24 can be used to drive the escape cover 26 to open the escape opening 25.
  • the escape cover 26 can be actively opened, and the escape cover 26 can be driven by the escape cover 26 to open.
  • the above linkage is dominated by the escape cover 26, that is, the escape door 24 is opened by opening the escape cover 26, so that when the escape cover 26 is opened, articles or passengers above it can be prevented from falling.
  • the escape opening 25 is provided with an escape ladder 27 leading to the escape passage 11, and after the escape opening 25 is opened, the passenger inside the vehicle can be transferred to the escape passage 11 through the escape ladder 27.
  • the escape ladder 27 may be in a fixed state and always suspended in the escape opening 25, and the lower end of the escape ladder 27 is spaced apart from the inner bottom surface of the escape passage 11 to avoid affecting the travel of the rail vehicle 20.
  • the escape ladder 27 may also have two states of contraction and extension, and the vehicle body further includes a telescopic drive device for driving the escape ladder 27 to expand and contract. After the escape port 25 is opened, the escape ladder 27 can be manually controlled to extend to the escape channel 11, and the escape ladder 27 can be automatically extended to the escape channel 11 by linkage. In this embodiment, the escape ladder 27 can be directly placed on the escape channel after being extended.
  • the inner bottom surface of the 11 may also be spaced apart from the inner bottom surface of the escape passage 11.
  • the escape cover 26 can be pivotally mounted on the escape door 24, and when the escape door 24 is turned upside down, the escape cover 26 is rotated to fit on the inner surface of the escape door 24, thereby saving space. Avoid the escape cover 26 affecting the evacuation of passengers.
  • the traveling portion 112 includes a bottom plate 113, a first side plate 114, and a second side plate 115.
  • the bottom plate 113 is coupled to the top of the turning portion 111.
  • the first side plate 114 and the second side plate 115 are connected to the bottom plate 113 and spaced apart in the width direction of the bottom plate 113, that is, the first side plate 114 and the second side plate 115 are spaced apart in the width direction of the rail 10.
  • An escape passage 11 is defined between the first side plate 114, the second side plate 115 and the bottom plate 113, and the bottom plate 113 constitutes a bottom wall of the escape passage 11, and the first side plate 114 and the second side plate 115 respectively constitute two escape passages 11 Side wall.
  • the longitudinal center axis of the cross section of the traveling portion 112 coincides with the longitudinal center axis of the cross section of the turning portion 111, and the width of the bottom plate 113 is greater than the width of the turning portion 111.
  • the cross section of the traveling portion 112 refers to a cross section of the traveling portion 112 orthogonal to the longitudinal direction of the traveling portion 112. Since the bogie 21 is steered by the steering portion 111, a part of the structure of the bogie 21 needs to be placed directly under the bottom plate 113, so that the bogie 21 can be prevented from coming out of the rail 10, thereby ensuring the stability of the running condition of the rail vehicle 20 such as turning.
  • the first horizontal wheel 710 of the bogie 21 is fitted on the first side surface of the steering portion 111 and directly below the first side of the bottom plate 113
  • the second horizontal wheel of the bogie 21 The 720 is fitted on the second side surface of the turning portion 111 and directly below the second side of the bottom plate 113, such that the portion of the bottom plate 113 extending from both sides of the turning portion 111 can stop the first horizontal wheel 710 and the second level, respectively.
  • the wheel 720 moves upward to provide an anti-off effect.
  • first side plate 114 and the second side plate 115 may be vertically disposed or inclined, and a minimum distance between the first side plate 114 and the second side plate 115 is greater than a width of the turning portion 111.
  • the running wheel 270 of the bogie 21 can be fitted on the bottom plate 113, and on the other hand, the width of the escape passage 11 can be increased, and the evacuation speed of the passenger in an emergency situation can be improved.
  • the first side plate 114 and the second side plate 115 are respectively connected to the two side edges of the bottom plate 113.
  • the thickness of the portion of the bottom plate 113 that is connected to the turning portion 111 is larger than the thickness of the remaining portion of the bottom plate 113.
  • the bogie 21 includes a bogie frame 100, a running wheel 270, and a drive unit 300.
  • the bogie frame 100 has a second recess 110 adapted to straddle the rail 10, wherein the second recess 110 is a straddle recess.
  • the second recess 110 is constituted by a hollow portion of the bottom of the running wheel 270, the first horizontal wheel 710 and the second horizontal wheel 720, and the innermost side of the first horizontal wheel 710 and the second horizontal wheel 720 and the steering portion 111 Outside contact.
  • the bogie frame 100 is provided with a first escape groove 120 and a second escape groove 130.
  • the first escape groove 120 and the second escape groove 130 respectively communicate with the top end of the second recess 110, and the first side plate 114 extends into the first avoidance.
  • the groove 120 and the second side plate 115 extend into the second escape groove 130.
  • the running wheel 270 is pivotally mounted on the bogie frame 100 and mated on the upper surface of the bottom plate 113, and the running wheel 270 is located between the first side plate 114 and the second side plate 115 and directly above the turning portion 111.
  • the drive unit 300 is mounted on the bogie frame 100, and the walker wheel 270 is driven by the drive unit 300.
  • the bogie frame 100 is disposed to avoid the first escape groove 120 and the second escape groove 130 of the first side plate 114 and the second side plate 115, respectively, and the openings of the first escape groove 120 and the second escape groove 130 are oriented.
  • the adverse effect of the escape passage 11 is that the overall height of the rail vehicle 20 can be reduced on the one hand, and the installation of the walker wheel 270 can be facilitated on the other hand, facilitating the control of the size of the walker wheel 270.
  • the bogie frame 100 is provided with a running wheel mounting groove 140 between the first escape groove 120 and the second escape groove 130.
  • the opening of the running wheel mounting groove 140 faces downward and travels.
  • the wheel 270 is pivotally mounted on both side walls of the running wheel mounting groove 140 and in the running wheel mounting groove 140, thereby facilitating the installation of the running wheel 270, making the structure of the bogie 21 more compact.
  • FIG. 75 and FIG. 76 there are a plurality of running wheels 270, and the plurality of running wheels 270 are pivotally mounted on the bogie frame 100 and are respectively fitted on the upper surface of the bottom plate 113.
  • the wheels 270 are each located between the first side plate 114 and the second side plate 115 and are located directly above the turning portion 111.
  • the load-bearing capacity of the bogie 21 can be improved to stably support the vehicle body 22.
  • the bogie 21 further includes a first horizontal wheel 710 and a second horizontal wheel 720, wherein the first horizontal wheel 710 and the second horizontal wheel 720 Can be one or more.
  • the first horizontal wheel 710 is pivotally mounted on the bogie frame 100 and mated on the first side surface of the steering portion 111.
  • the second horizontal wheel 720 is pivotally mounted on the bogie frame 100 and fitted on the second side surface of the steering portion 111.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are fitted to the side surface of the rail 10, thereby forming a passive steering along the track 10, thereby driving the rail vehicle 20 to turn, and on the other hand, the track can be improved.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are both located directly below the traveling portion 112, and the bogie 21 can be prevented from coming out of the rail 10.
  • the bogie frame 100 is provided with a first horizontal wheel mounting limb 150 and a slave steering structure extending from one side of the bogie frame 100 to the first side of the bottom plate 113.
  • the other side of the frame 100 extends to a second horizontal wheel mounting limb 160 directly below the second side of the bottom plate 113, the first horizontal wheel 710 being pivotally mounted on the first horizontal wheel mounting limb 150 and the second horizontal wheel
  • the 720 is pivotally mounted on the second horizontal wheel mounting limb 160.
  • the first horizontal wheel 710 can be fitted on the first side surface of the steering portion 111 and directly under the first side of the bottom plate 113, so that the second horizontal wheel 720 is fitted on the second side surface of the steering portion 111 and Located directly below the second side of the bottom plate 113.
  • the steering frame 100 thus has a complete and robust protection that ensures the safety of the rail vehicle 20 when it is running on the track 10.
  • the bogie 21 further includes a first horizontal safety wheel 711 coupled to the first horizontal wheel 710 and synchronized with the first horizontal wheel 710, and coupled to the second horizontal wheel 720 and synchronized with the second horizontal wheel 720.
  • the second horizontal safety wheel 721 has an outer diameter smaller than the outer diameter of the first horizontal wheel 710, and the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • the first horizontal safety wheel 711 is synchronously moved with the first horizontal wheel 710 under the first horizontal wheel 710.
  • the outer diameter of the first horizontal safety wheel 711 is smaller than the outer diameter of the first horizontal wheel 710. diameter.
  • the second horizontal wheel 720 is connected below the second horizontal wheel 720
  • the second horizontal safety wheel 721 of the moving, the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • the first horizontal safety wheel 711 and the second horizontal safety wheel 721 are not in contact with the steering portion 111.
  • the horizontal safety wheel contacts the steering portion 111 instead of the horizontal wheel to ensure stable running of the rail vehicle 20. Sex.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are located at the same height in the up and down direction. Thereby, the balance of the overall steering performance of the rail vehicle 20 can be facilitated, and the force is uniform during the forward and reverse movements, thereby facilitating the improvement of the cornering performance of the rail vehicle 20.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction and coaxially disposed
  • the second horizontal wheel 720 is plural and spaced in the up and down direction and coaxially disposed.
  • the first horizontal wheel 710 is plural and is respectively spaced apart from the longitudinal direction of the steering portion 111 in the up and down direction
  • the second horizontal wheel 720 is plural. They are arranged at intervals in the vertical direction and the longitudinal direction of the steering portion 111, respectively. That is, the plurality of first horizontal wheels 710 are arranged in an up-and-down manner, and the plurality of second horizontal wheels 720 are arranged in an up-and-down manner.
  • the partial first horizontal wheel 710 may be located above the partial second horizontal wheel 720, and some of the first horizontal wheels 710 may also be located. Part of the second horizontal wheel 720 is below. In this way, the upper horizontal wheel can play a guiding role when driving, and the lower horizontal wheel is far away from the vehicle body 22, which can stabilize and prevent the overturning.
  • the bogie 21 further includes a first collector shoe 810 and a second collector shoe 820.
  • the first side surface of the steering portion 111 is provided with a first conductive rail 830 extending in the longitudinal direction of the steering portion 111, and the second side surface of the steering portion 111 is provided to extend along the length direction of the steering portion 111.
  • the first collector shoe 810 is disposed on the bogie frame 100 and mates with the first conductive rail 830.
  • the second collector shoe 820 is disposed on the bogie frame 100 and mates with the second conductor rail 840.
  • the first collector shoe 810 is powered by the first conductor rail 830 and the second collector shoe 820 is powered by the second conductor rail 840 for use by the rail vehicle 20.
  • the first horizontal wheel 710 is plural and spaced apart along the length direction of the steering portion 111, and the first collector shoe 810 is at the steering portion 111.
  • the longitudinal direction is located between adjacent first horizontal wheels 710
  • the second horizontal wheel 720 is plural and spaced along the length direction of the steering portion 111
  • the second collector shoe 820 is adjacent to the length of the steering portion 111.
  • the second horizontal wheel 720 whereby the force of the first horizontal wheel 710 does not affect the first collector shoe 810 and the force of the second horizontal wheel 720 does not affect the second collector shoe 820, and the space utilization rate can be improved.
  • the structure of the bogie 21 is simplified.
  • FIGS. 88, 90, and 91 illustrate that the first collector shoe 810 of the bogie 21 is located between adjacent first horizontal wheels 710 in the longitudinal direction of the steering portion 111 and the second collector shoe 820 An example of being located between adjacent second horizontal wheels 720 in the longitudinal direction of the steering portion 111, wherein the plurality of first horizontal wheels 710 and the plurality of second horizontal wheels 720 may be At the same height, the plurality of first horizontal wheels 710 may be alternately arranged upside down and the plurality of second horizontal wheels 720 may be alternately arranged up and down.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the steering portion 111, and the first collector shoe 810 and one of the first horizontal wheels
  • the 710 is disposed in the up and down direction, for example, the central axis of the first collector shoe 810 coincides with the center axis of one of the first horizontal wheels 710.
  • the second horizontal wheel 720 is plural and spaced apart along the length direction of the steering portion 111, and the second collector shoe 820 is disposed opposite to one of the second horizontal wheels 720 in the up and down direction, for example, the second collector shoe 820
  • the central axis coincides with the central axis of one of the second horizontal wheels 720.
  • the collector shoe is front or rear. Therefore, the installation space of the horizontal wheel can be fully utilized, and the installation mechanism is not required, which is advantageous for the structure simplification and weight reduction of the bogie 21.
  • FIGS. 92-95 illustrate an example of the front or rear of the collector shoe of the bogie 21, wherein the plurality of first horizontal wheels 710 and the plurality of second horizontal wheels 720 may be located at the same height, The first horizontal wheels 710 may also be at different heights and the plurality of second horizontal wheels 720 may also be at different heights.
  • the first collector shoe 810 is located above each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above. The distance between the collector shoe and the driving device 300 is reduced, which is advantageous for energy transfer and improves space utilization.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720.
  • the lower side whereby the horizontal wheel is disposed near the upper portion of the track beam, facilitates the running stability of the rail vehicle 20.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above the middle. Therefore, the collector shoe is arranged up and down according to the polarity of the current to be taken. For example, the collector of the upper collector is connected to the positive pole of the current, and the collector shoe arranged at the lower side is connected to the positive pole of the current on the opposite side, which is advantageous for space allocation and Improve the safety of the flow.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction, and the first collector shoe 810 is located adjacent to the first level in the up and down direction. Between wheels 710.
  • the second horizontal wheel 720 is plural and spaced apart in the up and down direction, and the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the up and down direction. This can facilitate the distribution of space and the stability of the overall structure.
  • the rail transit system 1 may be applied to a traffic connection of a main line to each living community, and thus, the volume of the rail vehicle 20 is relative to the main line.
  • the rail vehicle is smaller in size, so that the conductive rails and the collector shoes can be eliminated, and the power battery 28 is used for power supply.
  • the power battery 28 provides power for the driving of the rail vehicle 20, and of course, can also supply power to other power stations of the rail vehicle 20. This simplifies the structure and power supply lines and reduces costs.
  • the power battery 28 may be disposed at a portion other than the bogie 21, for example, may be mounted to the compartment 23
  • the bottom portion can also be mounted inside the compartment 23.
  • the power battery 28 ensures that the rail vehicle operates at the normal required speed and automatically charges when the passenger flow is small.
  • the bogie 21 further includes a first support suspension 910 and a second support suspension 920.
  • the first support suspension device 910 and the second support suspension device 920 are respectively mounted on the bogie frame 100 and are respectively connected to the vehicle body 22.
  • the first support suspension device 910 and the second support suspension device 920 are spaced apart along the length direction of the rail 10, and the central axis of the first support suspension device 910 and the central axis of the second support suspension device 920 are located in the bogie frame 100 in the horizontal plane.
  • the central axis of the bogie frame 100 and the central axis of the bogie frame 100 bisect the bogie frame 100 in the width direction of the track 10.
  • first support suspension device 910 and the second support suspension device 920 are spaced apart in the width direction of the rail 10, and in the horizontal plane, the central axis of the first support suspension device 910 and the central axis of the second support suspension device 920 are located in the steering structure
  • the central axis of the frame 100 and the central axis of the bogie frame 100 bisect the bogie frame 100 in the length direction of the track 10.
  • the first support suspension device 910 and the second support suspension device 920 are used to support the vehicle body 22 and function as a shock absorbing buffer, and the first support suspension device 910 and the second support suspension device 920 are evenly loaded and supported, thereby The smoothness and comfort of the rail vehicle 20 are ensured and the cost is low.
  • first support suspension 910 and the second support suspension 920 may be spaced apart along the length of the track 10 and halved on the central axis of the bogie frame 100 in the width direction of the track 10 (as shown in FIG. 86). ). The first support suspension 910 and the second support suspension 920 may also be spaced apart in the width direction of the rail 10 and halved on the central axis of the bogie frame 100 in the longitudinal direction of the rail 10 (as shown in FIG. 85).
  • the bogie 21 further includes a first support suspension 910, a second support suspension 920, a third support suspension 930, and a fourth support suspension 940.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are respectively mounted on the bogie frame 100 and are respectively coupled to the vehicle body 22.
  • the first support suspension 910, the second support suspension 920, the third support suspension 930, and the fourth support suspension 940 are respectively located at four corners of a rectangle at a horizontal plane and the rectangle is symmetric about the center of the bogie frame 100 That is, the center of symmetry of the rectangle is the center of the bogie frame 100. In other words, in the horizontal plane, after the rectangle is rotated by 180° around the center of the bogie frame 100, the rotated rectangle coincides with the rectangle before the rotation.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are used to support the vehicle body 22 and function as a shock absorbing buffer.
  • the first support suspension device 910, The force and support effect of the two support suspension devices 920, the third support suspension device 930, and the fourth support suspension device 940 are uniform, thereby improving the stability and comfort of the rail vehicle 20.
  • the first horizontal wheel 710 is two and is turned The portions 111 are spaced apart in the longitudinal direction, and the second horizontal wheels 720 are two and spaced apart along the longitudinal direction of the steering portion 111.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 are respectively located at four corners of a rectangle at a horizontal plane and the rectangles are symmetrical about the center of the bogie frame 100, that is, the rectangular
  • the center of symmetry is the center of the bogie frame 100.
  • the rotated rectangle coincides with the rectangle before the rotation.
  • four horizontal wheels can be evenly arranged in the horizontal plane to ensure the stability of the horizontal wheel to drive the rail vehicle 20 in steering and straight running.
  • rectangles are hypothetical virtual rectangles for clearly expressing the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 may be respectively associated with the central axis of the first support suspension 910, the second support suspension 920.
  • the central axis, the central axis of the third support suspension 930, and the central axis of the fourth support suspension 940 coincide.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are respectively one, and the first horizontal wheel 710 and the second horizontal wheel 720 are spaced apart along the width direction of the track 10.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 toward the traveling direction of the rail vehicle 20 in the longitudinal direction of the rail 10 (the arrow in FIG. 99 shows the traveling direction of the rail vehicle 20) .
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 in the longitudinal direction of the track 10 and the offset directions of the first horizontal wheel 710 and the second horizontal wheel 720 are opposite to the traveling direction of the rail vehicle 20 Consistent.
  • the horizontal wheel on the front side in the traveling direction plays a main guiding role, and when turning, the horizontal wheel on the rear side in the traveling direction may interfere with the bogie frame 100 to cause side effects, so that for one-way
  • the rail transit system 1 or the circular rail transit system 1 cancels the horizontal wheel on the rear side in the traveling direction, so that the interference to the bogie frame 100 during cornering can be eliminated, and the weight of the rail vehicle 20 can be reduced, and the rail can be reduced.
  • the cost of the vehicle 20 is the cost of the vehicle 20.
  • the cross section of each member means a section orthogonal to the longitudinal direction of the member; the longitudinal center axis of the cross section means a central axis of the cross section extending in the longitudinal direction (longitudinal direction) thereof.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.

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Abstract

公开了一种用于跨座式轨道交通系统（1）的轨道（10），轨道（10）上构造有跨座凹部以形成逃生通道（11）。用于跨座式轨道交通系统的轨道具有便于在紧急情况下疏散乘客、且成本低、占用空间小、承重小、稳定性高等优点。

Description

用于跨座式轨道交通系统的轨道
相关申请的交叉引用
本申请基于申请号为201610840633.2、申请日为2016年9月21日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及交通技术领域，具体而言，涉及一种用于跨座式轨道交通系统的轨道。
背景技术
诸如跨座式单轨列车等轨道交通系统，在实际行驶过程中不可避免地会因为故障或其它因素而导致紧急停车，此时，为了便于维修或出于乘客安全的考虑，需及时疏散车内乘客，为此，一些跨座式单轨列车设有逃生通道以在紧急情况下疏散乘客用。但相关技术中具有逃生通道的跨座式单轨列车，成本较高、占用空间较大，且轨道承重过大，稳定性存在隐患。
本申请的发明人通过大量的研究和实验发现，相关技术中设有逃生通道的跨座式单轨列车之所以存在成本高、占用空间大、稳定性隐患等不足，正是由上述逃生通道的结构而导致的，具体原因如下：
由于构架及其上铺设的地板均是独立于轨道之外的额外结构，且轨道车辆在行驶过程中发生紧急情况的具体地点并不能预测，因此需要在轨道的整个长度方向上(除了站台处)均额外设置这种结构的逃生通道，工程量巨大，不仅大幅增加了成本，而且构架和地板位于轨道的侧部，相当于在轨道的宽度方向上延伸出额外一部分，占用了大量空间。此外，构架和地板本身具有一定的重量，无论轨道车辆是否发生紧急情况，构架和地板均架设在轨道上，也就是说，即使轨道车辆正常行驶，轨道仍然要承载构架和地板的重量，这样加大了轨道的承重量，对轨道的稳定性产生了不利影响。
发明内容
本公开旨在至少在一定程度上解决相关技术中的上述技术问题之一。
为实现上述目的，根据本公开的实施例提出一种用于跨座式轨道交通系统的轨道，所述轨道自身上构造有跨座凹部以形成逃生通道。
根据本公开实施例的用于跨座式轨道交通系统的轨道具有便于在紧急情况下疏散乘客、且成本低、占用空间小、承重小、稳定性高等优点。
另外，根据本公开实施例的用于跨座式轨道交通系统的轨道还可以具有如下附加的技术特征：
根据本公开的一个实施例，所述轨道包括：第一轨道梁；第二轨道梁，所述第一轨道梁和所述第二轨道梁间隔设置；承载地板，所述承载地板设在所述第一轨道梁和所述第二轨道梁之间且分别与所述第一轨道梁和所述第二轨道梁相连，所述第一轨道梁、所述第二轨道梁和所述承载地板之间限定出所述逃生通道。
根据本公开的一个实施例，所述承载地板包括：连接梁，所述连接梁的两端分别与所述第一轨道梁和所述第二轨道梁相连；支撑架，所述支撑架安装在所述连接梁上；支撑板，所述支撑板连接在所述支撑架上且由所述支撑架支撑，所述支撑板构成所述逃生通道的底面。
根据本公开的一个实施例，所述支撑板在水平方向上与所述第一轨道梁和所述第二轨道梁中的至少一个间隔设置。
根据本公开的一个实施例，所述连接梁为多个且沿所述轨道的长度方向间隔设置。
根据本公开的一个实施例，所述支撑板为多个且沿所述轨道的长度方向依次相连。
根据本公开的一个实施例，所述第一轨道梁和所述第二轨道梁平行设置。
根据本公开的一个实施例，所述第一轨道梁的横截面的纵向中心轴线与所述第二轨道梁的横截面的纵向中心轴线均沿上下方向定向。
根据本公开的一个实施例，所述第一轨道梁的横截面的纵向中心轴线与所述第二轨道梁的横截面的纵向中心轴线均相对于上下方向倾斜设置，在所述轨道的横截面内，所述第一轨道梁和所述第二轨道梁关于所述轨道的横截面的纵向中心轴线对称设置。
根据本公开的一个实施例，所述第一轨道梁和所述第二轨道梁中，至少一个的上端和下端中的至少一端设有防脱棱，所述防脱棱水平向外延伸。
附图说明
图1是根据本公开实施例的轨道交通系统的结构示意图。
图2是根据本公开另一个实施例的轨道交通系统的结构示意图。
图3是根据本公开另一个实施例的轨道交通系统的结构示意图。
图4是根据本公开实施例的轨道交通系统的剖视图。
图5是根据本公开另一个实施例的轨道交通系统的剖视图。
图6是根据本公开实施例的轨道交通系统的轨道的结构示意图。
图7是根据本公开实施例的轨道车辆的结构示意图。
图8是根据本公开另一个实施例的轨道交通系统的轨道的结构示意图。
图9是根据本公开另一个实施例的轨道交通系统的轨道的结构示意图。
图10是根据本公开实施例的轨道车辆的转向架的结构示意图。
图11是根据本公开实施例的轨道交通系统的局部结构示意图。
图12是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图13是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图14是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图15是根据本公开实施例的轨道车辆的转向架与轨道的结构示意图。
图16是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图17是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图18是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图19是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图20是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图21是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图22是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图23是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图24是根据本公开实施例的轨道车辆的转向架的剖视图。
图25是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图26是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图27是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图28是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图29是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图30是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图31是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图32是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图33是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图34是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图35是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图36是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图37是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图38是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图39是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图40是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图41是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图42是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图43是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图44是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图45是根据本公开另一个实施例的轨道交通系统的剖视图。
图46是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图47是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图48是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图49是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图50是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图51是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图52是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图53是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图54是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图55是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图56是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图57是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图58是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图59是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图60是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图61是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图62是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图63是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图64是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图65是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图66是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图67是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于关闭状态。
图68是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于打开状态。
图69是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图70是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图71是根据本公开实施例的轨道交通系统的剖视图。
图72是根据本公开另一个实施例的轨道交通系统的剖视图。
图73是根据本公开实施例的轨道交通系统的轨道的结构示意图。
图74是根据本公开实施例的轨道车辆的结构示意图。
图75是根据本公开实施例的轨道车辆的转向架的剖视图。
图76是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图77是根据本公开另一个实施例的轨道交通系统的剖视图。
图78是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图79是根据本公开另一个实施例的轨道交通系统的剖视图。
图80是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图81是根据本公开另一个实施例的轨道交通系统的剖视图。
图82是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图83是根据本公开另一个实施例的轨道交通系统的剖视图。
图84是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图85是根据本公开实施例的轨道车辆的转向架的结构示意图。
图86是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图87是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图88是根据本公开实施例的轨道交通系统的局部结构示意图。
图89是根据本公开实施例的轨道交通系统的局部结构示意图。
图90是根据本公开实施例的轨道交通系统的局部结构示意图。
图91是根据本公开实施例的轨道交通系统的局部结构示意图。
图92是根据本公开实施例的轨道交通系统的局部结构示意图。
图93是根据本公开实施例的轨道交通系统的局部结构示意图。
图94是根据本公开实施例的轨道交通系统的局部结构示意图。
图95是根据本公开实施例的轨道交通系统的局部结构示意图。
图96是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于关闭状态。
图97是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于打开状态。
图98是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图99是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
附图标记：
轨道交通系统1、
轨道10、逃生通道11、第一轨道梁12、第二轨道梁13、承载地板14、连接梁15、支撑架16、支撑板17、防脱棱18、转向部111、行车部112、底板113、第一侧板114、第二侧板115、
轨道车辆20、转向架21、车体22、车厢23、逃生门24、逃生口25、逃生盖板26、逃生梯27、动力电池28、逃生门24的第一端31、逃生门24的第二端32、
转向架构架100、第二凹部110、第一避让槽120、第二避让槽130、走行轮安装槽140、第一水平轮安装肢150、第二水平轮安装肢160、
第一走行轮210、第二走行轮220、第三走行轮230、第四走行轮240、第一连接轴250、第二连接轴260、走行轮270、
驱动装置300、第一驱动装置310、第二驱动装置320、
第一水平轮710、第二水平轮720、第一水平安全轮711、第二水平安全轮721、
第一集电靴810、第二集电靴820、第一导电轨830、第二导电轨840、
第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930、第四支撑悬挂装置940。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
本公开提出一种具有便于在紧急情况下疏散乘客、且成本低、占用空间小、轨道承重小、稳定性高等优点的轨道交通系统1。
下面参考附图描述根据本公开实施例的轨道交通系统1。
如图1-图70所示，根据本公开实施例的轨道交通系统1包括轨道10和轨道车辆20。
轨道10自身上构造有第一凹部作为逃生通道11。轨道车辆20包括转向架21和车体22，转向架21具有适于跨坐在轨道上的第二凹部110。转向架21可移动地跨座在轨道10上，车体22与转向架21相连且由转向架21牵引沿轨道10行驶。其中，第二凹部110即跨座凹部，具体的，在左右方向上，第二凹部110两端之间的最小距离大于或等于轨道的最小宽度。
这里本领域的技术人员需要理解地是，轨道10设有逃生通道11是指，逃生通道11设置在轨道10的自身上，而并非设置在轨道10上的其它额外部件上。即相比相关技术中逃生通道的结构，根据本公开实施例的轨道交通系统1，轨道10无需设置如构架和地板等其它部件，逃生通道11形成在轨道10本身上。
根据本公开实施例的轨道交通系统1，通过在轨道10本身上设置逃生通道11，当发生紧急情况时，可以通过逃生通道11及时疏散乘客。并且，由于逃生通道11设置在轨道10本身上，因此无需在轨道10上增设其它额外的结构，只需在轨道10本身上沿其长度方向上设置逃生通道11即可，由此可以大幅减少轨道交通系统1的工程量，一方面降低了成本，另一方面减小了占用的空间。此外，无需增加轨道10的承重，有利于轨道10的稳定性。因此，根据本公开实施例的轨道交通系统1具有便于在紧急情况下疏散乘客、且成本低、占用空间小、轨道承重小、稳定性高等优点。
下面参考附图描述根据本公开具体实施例的轨道交通系统1。
如图1-图70所示，根据本公开实施例的轨道交通系统1包括轨道10和轨道车辆20。
在本公开的一些具体实施例中，如图1-图5所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23的背向相邻车厢23的表面设有可打开和关闭的逃生门24，换言之，位于车体22两端的两个车厢23中，至少一个的端面上设有逃生门24。也可以说是，逃生门24设置在车体22在轨道10的长度方向上的至少一端的车厢23上，具体的，逃生门24设置在所述至少一端的车厢23的第一端面上，第一端面为远离相邻车厢的表面。逃生门24具有第一端31和第二端32，逃生门24的第一端31可枢转地安装在对应的车厢23上，逃生门24打开时相对水平面倾斜，且逃生门24的第二端32向下倾斜并伸入逃生通道11。这样当发生紧急状况时，车辆20主动或被动停车，逃生门24打开且下端伸入逃生通道11，车厢23内的乘客可通过逃生门24下滑至逃生通道11，进而从逃生通道11疏散。
具体而言，逃生门24的第一端31邻近车底设置，逃生门24的第二端32在逃生门24关闭时邻近车顶设置。换言之，逃生门24关闭时，逃生门24的第二端32位于逃生门24的第一端31的上方；逃生门24打开时，逃生门24的第二端32位于逃生门24的第一端31的下方。由此，逃生门24通过向下翻转由关闭状态转换至打开状态。逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
有利地，逃生门24的内表面设有滑道以方便乘客在滑道上滑行至逃生通道11。这里可以理解地是，逃生门24的内表面是指，逃生门24关闭时朝向车内的表面。
在本公开的另一些具体实施例中，如图67和图68所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23 的背向相邻车厢23的表面设有可打开和关闭的逃生门24，并且车体22的所述至少一端的车厢23的内地板上设有逃生口25和逃生盖板26，即设有逃生门24的车厢23的内地板上设有逃生口25和逃生盖板26。逃生盖板26与逃生门24联动且用于打开和关闭逃生口25。当轨道车辆20正常运行时，逃生门24关闭且逃生盖板26关闭逃生口25(如图67所示)。当发生紧急状况时，轨道车辆20主动或被动停车，逃生门24打开且逃生盖板26打开逃生口25(如图68所示)，车厢23内的乘客可通过逃生口25进入逃生通道11，进而从逃生通道11疏散。此外，即使轨道车辆20被迫停车在轨道10的转弯处，逃生门24打开时由于无需与轨道10配合，因此不会与轨道10发生碰撞，便于乘客在轨道10转弯处疏散。
优选地，在轨道10的长度方向上，位于车体22两端的两个车厢23的两个端面均设有逃生门24，所述端面为当前车厢远离相邻车厢的表面，在突发紧急情况时，车体22两端同时打开逃生门24，能够形成宽阔的空气对流通道，使车体22内部的烟雾等有毒气体能迅速消散。且逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
具体而言，逃生门24具有第一端31和第二端32，逃生门24的第二端32可枢转地安装在对应的车厢23上，其中，逃生门24的第二端32邻近车顶设置，逃生门24的第一端31在逃生门24关闭时邻近车底设置。换言之，逃生门24关闭时，逃生门24的第一端31位于逃生门24的第二端32的下方；逃生门24打开时，逃生门24的第一端31可以位于逃生门24的第二端32的下方，也可以位于逃生门24的第二端32的上方。由此，逃生门24通过向上翻转由关闭状态转换至打开状态。逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率，且便于逃生门24与逃生盖板26的联动。
可选地，逃生盖板26与逃生门24的联动，可以由逃生门24主导，也可以由逃生盖板26主导。具体而言，当需要疏散乘客时，可以主动打开逃生门24，由逃生门24带动逃生盖板26打开逃生口25，也可以主动打开逃生盖板26，由逃生盖板26带动逃生门24打开。可选地，上述联动由逃生盖板26主导，即通过打开逃生盖板26带动逃生门24打开，这样在逃生盖板26打开时，可以防止其上方的物品或乘客掉落。
进一步地，如图67和图68所示，逃生口25内设有通向逃生通道11的逃生梯27，逃生口25打开后，车内乘客可以通过逃生梯27转移到逃生通道11。
可选地，逃生梯27可以为固定状态且始终悬置在逃生口25内，逃生梯27的下端与逃生通道11的内底面间隔开，以避免影响轨道车辆20行驶。
逃生梯27也可以具有收缩和伸展两种状态，所述车体还包括用于驱动所述逃生梯27伸缩的伸缩驱动装置。逃生口25打开后，可以手动控制逃生梯27伸展至逃生通道11，也可以通过联动实现逃生梯27自动伸展至逃生通道11，在本实施例中，逃生梯27伸展后可 以直接搭在逃生通道11的内底面上，也可以与逃生通道11的内底面间隔开。
有利地，逃生盖板26可以可枢转地安装在逃生门24上，当逃生门24向上翻转打开后，逃生盖板26联动转动以贴合在逃生门24的内表面上，从而节省空间，避免逃生盖板26影响乘客的疏散。
在本公开的一些具体示例中，如图6所示，轨道10包括第一轨道梁12、第二轨道梁13和承载地板14。
第一轨道梁12和第二轨道梁13平行且间隔设置，转向架21跨座在第一轨道梁12和第二轨道梁13上。承载地板14设在第一轨道梁12和第二轨道梁13之间，且承载地板14分别与第一轨道梁12和第二轨道梁13相连，第一轨道梁12、第二轨道梁13和承载地板14之间限定出逃生通道11。由此可以利用轨道10自身的结构，在轨道10本身上设置逃生通道11，无需设置额外的部件，成本低、占用空间小且利于减小轨道10的承重。此外，轨道梁尺寸规格较小，占空面积少，重量较轻，能效高，经济性好。
可选地，如图6所示，第一轨道梁12和第二轨道梁13平行设置。例如，第一轨道梁12的横截面的纵向中心轴线与第二轨道梁13的横截面的纵向中心轴线均沿上下方向定向，即第一轨道梁12的横截面的纵向中心轴线与第二轨道梁13的横截面的纵向中心轴线均沿上下方向延伸。由此可以便于轨道10的制造，且对于轨道车辆20的支撑稳定。
当然，本公开并不限于此，第一轨道梁12的横截面的纵向中心轴线与第二轨道梁13的横截面的纵向中心轴线也可以均相对于上下方向倾斜设置，在轨道10的横截面内，第一轨道梁12和第二轨道梁13关于轨道10的横截面的纵向中心轴线对称设置。例如，第一轨道梁12的上端与第二轨道梁13的上端之间的距离大于或小于第一轨道梁12的下端与第二轨道梁13的下端之间的距离，且第一轨道梁12和第二轨道梁13关于轨道10的横截面的纵向中心轴线对称设置。由此可以根据实际情况调整逃生通道11，从而提高逃生通道11的防护效果或增大逃生通道11的空间。
具体地，如图6所示，承载地板14包括连接梁15、支撑架16和支撑板17。连接梁15沿第一轨道梁12和第二轨道梁13的间隔方向延伸，连接梁15的两端分别与第一轨道梁12的下部和第二轨道梁13的下部相连。支撑架16安装在连接梁15上。支撑板17连接在支撑架16上且由支撑架16支撑，支撑板17构成逃生通道11的底面。由于轨道10通常需要利用桥墩高空架设，而桥墩与桥墩之间具有预定的距离，采用上述承载地板14的结构，可以在桥墩和桥墩之间形成沿轨道10的长度方向延伸的逃生通道11，且材耗小、成本低。
有利地，如图6所示，支撑板17在水平方向上与第一轨道梁12和第二轨道梁13中的至少一个间隔设置，换而言之，支撑板17在水平方向上与第一轨道梁12间隔设置，或者支撑板17在水平方向上与第二轨道梁13间隔设置，或者支撑板17在水平方向上分别与第 一轨道梁12和第二轨道梁13两者均间隔设置，这样可以方便工具插入支撑架16与轨道梁之间的间隙，从而撬开支撑板17以方便检修。
可选地，连接梁15为多个且沿轨道10的长度方向间隔设置，支撑板17为多个且沿轨道10的长度方向依次相连。一方面，单个连接梁15和单个支撑板17更加便于加工，另一方面，便于轨道10的整体施工。
本领域的技术人员需要理解地是，多个支撑板17依次相连包括直接相连或间接相连，优选为直接相连。其中，当多个支撑板17间接相连时，相邻支撑板17的间隙需保证乘客能够顺利跨过，即不影响乘客疏散。
进一步地，所述轨道10还包括防脱棱18，具体的，所述防脱棱18设置在第一轨道梁12和第二轨道梁13中至少一个的上端和下端中的至少一端，防脱棱18沿水平方向向外延伸且用于防止转向架21脱出轨道10。具体而言，防脱棱18可以设置在第一轨道梁12的顶部和/或底部，且可以设置在第一轨道梁12的外侧面和/或内侧面；防脱棱18可以设置在第二轨道梁13的顶部和/或底部，且可以设置在第二轨道梁13的外侧面和/或内侧面。这里本领域的技术人员需要理解地是，设置防脱棱18是为了防止转向架21脱出轨道10，从而保证轨道车辆20转弯等行驶状况的稳定性，因此，转向架21的部分结构需置于顶部防脱棱18的正下方和/或底部防脱棱18的正上方。
举例而言，如图8所示，第一轨道梁12和第二轨道梁13由钢筋和混凝土浇灌而成，第一轨道梁12的顶部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的顶部的内侧面和外侧面分别设有防脱棱18，转向架21的第一水平轮710配合在第一轨道梁12的外侧面上且位于第一轨道梁12的顶部的外侧面上的防脱棱18下方，转向架21的第二水平轮720配合在第二轨道梁13的外侧面上且位于第二轨道梁13的顶部的外侧面上的防脱棱18下方，这样防脱棱18可以止挡水平轮向上移动以防止第一水平轮710脱离第一轨道梁12和防止第二水平轮720脱离第二轨道梁13，从而起到防脱效果。
如图9所示，第一轨道梁12和第二轨道梁13由钢板拼接而成，第一轨道梁12的顶部的内侧面和外侧面分别设有防脱棱18，第一轨道梁12的底部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的顶部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的底部的内侧面和外侧面分别设有防脱棱18，转向架21的第一水平轮710配合在第一轨道梁12的外侧面上且位于第一轨道梁12的顶部的外侧面上的防脱棱18和底部的外侧面上的防脱棱18之间，转向架21的第二水平轮720配合在第二轨道梁13的外侧面上且位于第二轨道梁13的顶部的外侧面上的防脱棱18和底部的外侧面上的防脱棱18之间，这样防脱棱18可以止挡水平轮向上和向下移动，从而起到防脱效果。
在本公开的一些具体实施例中，如图10所示，转向架21包括转向架构架100、第一 走行轮210、第二走行轮220和驱动装置300。
转向架构架100具有适于跨座在轨道10上的第二凹部110，即所述第二凹部110设在所述转向架构架100中。具体的，第二凹部110由转向架构架100的底部，第一水平轮710和第二水平轮720共同限定出的中空部构成，且第一水平轮710和第二水平轮720的最内侧与轨道10的外侧接触。第一走行轮210和第二走行轮220分别可枢转地安装在转向架构架100上，且第一走行轮210和第二走行轮220同轴并间隔设置。第一走行轮210配合在第一轨道梁12的上表面上，第二走行轮220配合在第二轨道梁13的上表面。驱动装置300安装在转向架构架100上，且驱动装置300位于第一走行轮210和第二走行轮220之间，第一走行轮210和第二走行轮220由驱动装置300驱动，第一走行轮210和第二走行轮220在驱动装置300的驱动下带动转向架21沿轨道10行进，从而牵引车体22行驶。由此不仅可以利用第一走行轮210和第二走行轮220之间的间隙安装驱动装置300，以节省空间、提高空间的利用率，并利于车体22的重心分配，而且可以增大轮胎中心距，提高驱动装置300对第一走行轮210和第二走行轮220驱动的均匀稳定性，从而提高轨道交通系统1的稳定性和舒适性。
在本公开的另一些具体实施例中，如图46-图49所示，转向架21包括转向架构架100、第一走行轮210、第二走行轮220、第三走行轮230、第四走行轮240和驱动装置。
转向架构架100具有适于跨座在轨道10上的第二凹部110，即所述第二凹部设在所述转向架构架中。第一走行轮210和第二走行轮220分别可枢转地安装在转向架构架100上且同轴并间隔设置，第一走行轮210配合在第一轨道梁12的上表面上，第二走行轮220配合在第二轨道梁13的上表面。第三走行轮230和第四走行轮240分别可枢转地安装在转向架构架100上且同轴并间隔设置，第三走行轮230配合在第一轨道梁12的上表面上且与第一走行轮210在第一轨道梁12的长度方向上间隔设置，第四走行轮240配合在第二轨道梁13的上表面上且与第二走行轮220在第二轨道梁13的长度方向上间隔设置。所述驱动装置安装在转向架构架100上，所述驱动装置位于第一走行轮210和第二走行轮220之间和/或所述驱动装置位于第三走行轮230和第四走行轮240之间，第一走行轮210和第二走行轮220由所述驱动装置驱动和/或第三走行轮230和第四走行轮240由所述驱动装置驱动。这样能够满足较大的荷载需求，四个走行轮能承受更多的载荷，对轨道车辆20的载客数量及车体的尺寸规格都是有利的提升，并且能有效提升转向架21的空间利用效率，减少整车的占空面积。
举例而言，如图46所示，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第一走行轮210和第二走行轮220由第一驱动装置310驱动。
如图47所示，驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间且第三走行轮230和第四走行轮240由第二驱动装置320驱动。
如图48所示，驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第一走行轮210和第二走行轮220由第一驱动装置310驱动，第二驱动装置320设置在第三走行轮230和第四走行轮240之间且第三走行轮230和第四走行轮240由第二驱动装置320驱动。其中，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，和/或第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240，优选地，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240，即第一驱动装置310和第二驱动装置320呈对角设置，由此转向架21在轨道10的宽度方向上平衡，且可以省去差速器，从而降低成本。
可选地，第一走行轮210和第二走行轮220通过第一连接轴250连接和/或第三走行轮230和第四走行轮240通过第二连接轴260连接，所述驱动装置与第一连接轴250和/或第二连接轴260传动连接。
例如，如图49所示，第一走行轮210和第二走行轮220通过第一连接轴250连接，第三走行轮230和第四走行轮240无连接轴连接且为随动轮，驱动装置为一个且定义为第一驱动装置310，第一驱动装置310与第一连接轴250传动连接。
换言之，图10示出了两走行轮的转向架21，图46-49示出了四走行轮的转向架21，四走行轮的转向架21可以具有单连接轴，也可以具有双连接轴。可采用双连接轴结构，能够极大地提升系统的稳定性能与安全性能。
在本公开的一些具体实施例中，转向架21还包括第一水平轮710和第二水平轮720，其中第一水平轮710和第二水平轮720分别可以为一个或多个。
第一水平轮710可枢转地安装在转向架构架100上且配合在第一轨道梁12的第一侧表面上。第二水平轮720可枢转地安装在转向架构架100上且配合在第二轨道梁13的第二侧表面上。一方面，当轨道10转向时，第一水平轮710和第二水平轮720配合在轨道10的侧表面，从而沿轨道10形成被动转向，进而带动轨道车辆20转向，另一方面，可以提高轨道车辆20在行驶时的稳定性。
进一步地，转向架21进一步包括与第一水平轮710连接且与第一水平轮710同步运动的第一水平安全轮711，和与第二水平轮720连接且与第二水平轮720同步运动的第二水平安全轮721，第一水平安全轮711的外直径小于第一水平轮710的外直径，第二水平安全轮721的外直径小于第二水平轮720的外直径。如图4、图5和图7所示，第一水平轮 710下面连接有与第一水平轮710同步运动的第一水平安全轮711，第一水平安全轮711的外直径小于第一水平轮710的外直径。第二水平轮720下方连接有与第二水平轮720同步运动的第二水平安全轮721，第二水平安全轮721的外直径小于第二水平轮720的外直径。正常情况下，第一水平安全轮711和第二水平安全轮721不与轨道梁接触，当水平轮爆胎时，水平安全轮代替水平轮与轨道梁接触，保证轨道车辆20行驶的稳定性。例如，第一水平轮710正常时第一水平安全轮711不与第一轨道梁12接触，当第一水平轮710爆胎时，第一水平安全轮711与第一轨道梁12的侧表面接触，从而代替第一水平轮710。
在本公开的一些具体示例中，如图11和图50所示，第一水平轮710为多个且在上下方向上位于同一高度和第二水平轮720为多个且在上下方向上位于同一高度。其中，图11示出了两走行轮的转向架21的其中一个第二水平轮720和另一个第二水平轮720位于同一高度的示例，图50示出了四走行轮的转向架21的其中一个第二水平轮720和另一个第二水平轮720位于同一高度的示例。由此可以有利于轨道车辆20整体转向性能的平衡，在前进与后退的过程中受力均匀，从而利于提升轨道车辆20的过弯性能。
在本公开的一些具体示例中，如图12和图51所示，第一水平轮710为多个且沿上下方向间隔并同轴设置，第二水平轮720为多个且沿上下方向间隔并同轴设置。图12示出了两走行轮的转向架21的多个第一水平轮710上下同轴设置和多个第二水平轮720上下同轴设置的示例，图51示出了四走行轮的转向架21的多个第一水平轮710上下同轴设置和多个第二水平轮720上下同轴设置的示例。这样可以提升整车的稳定性能，下方的水平轮起到稳定的作用，减少轨道车辆20在过弯或高速行驶时的倾覆风险。
在本公开的一些具体示例中，如图13、图14、图52和图53所示，第一水平轮710为多个且分别沿上下方向和第一轨道梁12的长度方向间隔设置，第二水平轮720为多个且分别沿上下方向和第二轨道梁13的长度方向间隔设置。即第一水平轮710上下交错设置，第二水平轮720上下交错设置，也就是说，第n个第一水平轮710可以位于第n+1个第一水平轮720的上方或下方，第n+2个第一水平轮720可以在该第n+1个第一水平轮720上方或下方，具体的，第n个第一水平轮710和第n+2个第一水平轮720位于同一高度，其中n为大于或等于1的整数。其中，第一水平轮710可以位于第二水平轮720上方，第一水平轮710也可以位于第二水平轮720下方。图13和图14示出了两走行轮的转向架21的第一水平轮710上下交错设置和第二水平轮720上下交错设置的示例，图52和图53示出了四走行轮的转向架21的第一水平轮710上下交错设置和第二水平轮720上下交错设置的示例。这样上方的水平轮在行驶时能起导向作用，下方的水平轮距离车体22较远，能起到稳定、防倾覆的作用。
在本公开的一些具体实施例中，如图15所示，第一水平轮710配合在第一轨道梁12 的外侧表面上，第二水平轮720配合在第二轨道梁13的外侧表面上，即水平轮均配合在轨道10的外侧表面上。由此两水平轮的中心距设计为可能的最大距离，能够提升系统的稳定性能，也有利于转向架21及整车的重心分配。
在本公开的一些具体实施例中，如图16所示，第一水平轮710配合在第一轨道梁12的内侧表面上，第二水平轮720配合在第二轨道梁13的内侧表面上，即水平轮均配合在轨道10的内侧表面上。这样能够有效地利用轨道10内部的空间，提升整车空间利用率，且水平轮与导电轨分别位于轨道梁两侧，能有效降低车体22下部的空间，减少整车高度。
在本公开的另一些具体实施例中，如图17-图19所示，第一水平轮710为多个且分别配合在第一轨道梁12的外侧表面和内侧表面上，第二水平轮720为多个且分别配合在第二轨道梁13的外侧表面和内侧表面上，即轨道10的外侧表面和内侧表面上均配合有水平轮，水平轮同时布置于内外两侧，起到稳定、防倾覆的作用，能极大地提升轨道车辆20的稳定性能与安全性能。
可选地，如图17所示，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上位于同一高度。如图18和图19所示，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上位于不同高度，例如，如图18所示，配合在第一轨道梁12的内侧表面上的第一水平轮710高于配合在第二轨道梁13的内侧表面上的第二水平轮720，再例如，如图19所示，配合在第一轨道梁12的内侧表面上的第一水平轮710低于配合在第二轨道梁13的内侧表面上的第二水平轮720。
在具体实施中，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上可以位于同一高度，或者位于不同高度，而配合在第一轨道梁12的外侧表面上的第一水平轮710与配合在第二轨道梁13的外侧表面上的第二水平轮720在上下方向上也可以位于同一高度，或者位于不同高度。
在本公开的一些示例中，如图11-图41和图50-图57所示，转向架21还包括第一集电靴810和第二集电靴820。
第一轨道梁12的外侧表面上设有沿第一轨道梁12的长度方向延伸的第一导电轨830，第二轨道梁13的外侧表面上设有沿第二轨道梁13的长度方向延伸的第二导电轨840。第一集电靴810设在转向架构架100上且与第一导电轨830配合，第二集电靴820设在转向架构架100上且与第二导电轨840配合。第一集电靴810通过第一导电轨830取电，第二集电靴820通过第二导电轨840取电，以供轨道车辆20使用。
在本公开的一些具体示例中，如图11、图13、图14、图50、图52和图53所示，第一水平轮710为多个且沿第一轨道梁12的长度方向间隔设置，第一集电靴810在第一轨道 梁12的长度方向上位于相邻第一水平轮710之间，第二水平轮720为多个且沿第二轨道梁13的长度方向间隔设置，第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间，由此第一水平轮710的受力不影响第一集电靴810且第二水平轮720的受力不影响第二集电靴820，并可以提高空间利用率，简化转向架21的结构。
举例而言，图11、图13和图14示出了两走行轮的转向架21的第一集电靴810在第一轨道梁12的长度方向上位于相邻第一水平轮710之间且第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间的示例，其中，多个第一水平轮710可以位于同一高度且多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以上下交错设置且多个第二水平轮720也可以上下交错设置。
图50、图52和图53示出了四走行轮的转向架21的第一集电靴810在第一轨道梁12的长度方向上位于相邻第一水平轮710之间且第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间的示例，其中，多个第一水平轮710可以位于同一高度且多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以上下交错设置且多个第二水平轮720也可以上下交错设置。
在本公开的一些具体示例中，如图20-图23和图54-图57所示，第一水平轮710为多个且沿第一轨道梁12的长度方向间隔设置，第一集电靴810与其中一个第一水平轮710在上下方向上正对设置，例如，第一集电靴810的中心轴线与其中一个第一水平轮710的中心轴线重合。第二水平轮720为多个且沿第二轨道梁13的长度方向间隔设置，第二集电靴820与其中一个第二水平轮720在上下方向上正对设置，例如，第二集电靴820的中心轴线与其中一个第二水平轮720的中心轴线重合。换言之，集电靴前置或后置。由此可以充分利用水平轮的安装空间，不需额外设置安装机构，有利于转向架21的结构简化及重量减轻。
举例而言，图20-图23示出了两走行轮的转向架21的集电靴前置或后置的示例，其中，多个第一水平轮710可以位于同一高度和多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以位于不同高度且多个第二水平轮720也可以位于不同高度。
图54-图57示出了四走行轮的转向架21的集电靴前置或后置的示例，其中，多个第一水平轮710可以位于同一高度和多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以位于不同高度且多个第二水平轮720也可以位于不同高度。
在本公开的一些具体实施例中，如图24-图28所示，第一集电靴810位于每个第一水平轮710的上方，第二集电靴820位于每个第二水平轮720的上方。集电靴与驱动装置300的距离减小，有利于能量传递并提升空间利用率。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720 可以配合在第二轨道梁13的外侧表面上(如图24所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图25所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图26-图28所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图29-图33所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720的下方，由此水平轮布置于靠近轨道梁上部的位置，有利于轨道车辆20的行驶稳定性。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720可以配合在第二轨道梁13的外侧表面上(如图29所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图30所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图31-图33所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图34-图36所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720的上方。由此集电靴根据受取电流的极性不同进行上下布置，例如布置在上部的集电靴连接电流的正极，布置在下部的集电靴在对侧连接电流的负极，这样有利于空间分配并提升受流的安全性。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720可以配合在第二轨道梁13的外侧表面上(如图34所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图35所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图36所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图37-图41所示，第一水平轮710为多个且沿上下方向间隔设置，第一集电靴810在上下方向上位于相邻第一水平轮710之间。第二水平轮720为多个且沿上下方向间隔设置，第二集电靴820在上下方向上位于相邻第二水平轮720之间。由此可以利于空间的分配及整体结构的稳定。
举例而言，多个第一水平轮710可以配合在第一轨道梁12的外侧表面上且多个第二水 平轮720可以配合在第二轨道梁13的外侧表面上(如图37所示)。多个第一水平轮710也可以配合在第一轨道梁12的内侧表面上且多个第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图38所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图39-图41所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度，第一集电靴810在上下方向上位于配合在第一轨道梁12的外侧表面的相邻第一水平轮710之间，第二集电靴820在上下方向上位于配合在第二轨道梁13的外侧表面的相邻第二水平轮720之间。
在本公开的另一个实施例中，如图69所示，根据本公开实施例的轨道交通系统1可以应用于主干线与各生活社区的交通连接，因此，轨道车辆20的体积相对于主干线轨道车辆的体积更小，从而可以取消导电轨和集电靴，采用动力电池28供电，动力电池28为轨道车辆20的行驶提供动力，当然也可以为轨道车辆20的其它用电处供电，由此可以简化结构以及供电线路，降低成本。
具体而言，动力电池28可以设置在转向架21以外的部位，例如可以安装在车厢23的底部，也可以安装在车厢23的内部。动力电池28能保证轨道车辆以正常所需的速度运营，并在客流较小的时候进行自动充电。
在本公开的一些具体示例中，如图42、图43和图58-图63所示，转向架21还包括第一支撑悬挂装置910和第二支撑悬挂装置920。
第一支撑悬挂装置910和第二支撑悬挂装置920分别安装在转向架构架100且分别与车体22相连。第一支撑悬挂装置910和第二支撑悬挂装置920沿轨道10的长度方向间隔设置，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的宽度方向上平分转向架构架100。
或者，第一支撑悬挂装置910和第二支撑悬挂装置920沿轨道10的宽度方向间隔设置，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920的中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的长度方向上平分转向架构架100。
第一支撑悬挂装置910和第二支撑悬挂装置920用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910和第二支撑悬挂装置920的受力以及支撑效果均匀，从而保证轨道车辆20的平稳性和舒适性，且成本较低。
举例而言，图42和图43示出了两走行轮且两支撑悬挂装置的转向架21，第一支撑悬 挂装置910和第二支撑悬挂装置920可以沿轨道10的长度方向间隔设置且位于在轨道10的宽度方向上平分转向架构架100的中心轴线上(如图43所示)。第一支撑悬挂装置910和第二支撑悬挂装置920也可以沿轨道10的宽度方向间隔设置且位于在轨道10的长度方向上平分转向架构架100的中心轴线上(如图42所示)。
图58-图63示出了四走行轮且两支撑悬挂装置的转向架21，第一支撑悬挂装置910和第二支撑悬挂装置920可以沿轨道10的长度方向间隔设置且位于在轨道10的宽度方向上平分转向架构架100的中心轴线上(如图61-图63所示)。第一支撑悬挂装置910和第二支撑悬挂装置920也可以沿轨道10的宽度方向间隔设置且位于在轨道10的长度方向上平分转向架构架100的中心轴线上(如图58-图60所示)。
其中，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间(如图58和图61所示)。驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间(如图59和图62所示)。驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第二驱动装置320设置在第三走行轮230和第四走行轮240之间，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240(如图60和图63所示)。
在本公开的另一些具体实施例中，如图44和图64-图66所示，转向架21还包括第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940。
第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940分别安装在转向架构架100且分别与车体22相连。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称，即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940的受力以及支撑效果均匀，从而提升轨道车辆20的平稳性和舒适性。
举例而言，图44示出了两走行轮且四支撑悬挂装置的转向架21，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940被布置在一个矩形的四个拐角处，所述矩形的对称中心为转向架构架100的中心。
图64-图65示出了四走行轮且四支撑悬挂装置的转向架21，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940被布置在一个矩形的四个拐角处，所述矩形的对称中心为转向架构架100的中心。
其中，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间(如图64所示)。驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间(如图65所示)。驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第二驱动装置320设置在第三走行轮230和第四走行轮240之间，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240(如图66所示)。
在本公开的一些具体实施例中，如图10、图42-图44、图46-图49和图58-图66所示，第一水平轮710为两个且沿第一轨道梁12的长度方向间隔设置，第二水平轮720为两个且沿第二轨道梁13的长度方向间隔设置。两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称，即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。由此可以在水平面内均匀布置四个水平轮，保证水平轮带动轨道车辆20转向以及直线行驶时的稳定性。
本领域的技术人员可以理解地是，上述矩形均是假设的虚拟矩形，该矩形是为了清楚表达第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面内的布置方式，以及两个第一水平轮710和两个第二水平轮在水平面内的布置方式。
在图44和图64-图66所示的示例中，两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线，可以分别与第一支撑悬挂装置910的中心轴线、第二支撑悬挂装置920的中心轴线、第三支撑悬挂装置930的中心轴线和第四支撑悬挂装置940的中心轴线重合。
在本公开的一些具体实施例中，如图70所示，第一水平轮710和第二水平轮720分别为一个，第一水平轮710和第二水平轮720沿轨道10的宽度方向间隔设置，且第一水平轮710和第二水平轮720在轨道10的长度方向上朝轨道车辆20的行驶方向偏离转向架构架100的中心(图70中的箭头示出了轨道车辆20的行驶方向)。换言之，第一水平轮710和第二水平轮720在轨道10的长度方向上偏离转向架构架100的中心且第一水平轮710和第 二水平轮720的偏移方向与轨道车辆20的行驶方向一致。轨道车辆20在行驶过程中，行驶方向上的前侧的水平轮起主要导向作用，在转弯时，行驶方向上的后侧的水平轮会与转向架构架100干涉而产生副作用，因此对于单向的轨道交通系统1或环形的轨道交通系统1，取消了行车方向上的后侧的水平轮，从而可以消除在转弯时对转向架构架100的干扰，并且可以减轻轨道车辆20的重量，降低轨道车辆20的成本。
在本公开的一些具体示例中，如图45所示，对于两走行轮的转向架21而言，第一走行轮210的外直径和第二走行轮220的外直径相同且为900-1100毫米。对于四走行轮的转向架21而言，第一走行轮210的外直径、第二走行轮220的外直径、第三走行轮230的外直径和第四走行轮240的外直径相同且为900-1100毫米。由此可以在提高走行轮的承重能力的情况下，尽量减小走行轮对车厢23内空间的影响，从而可以提高载客量。
下面参考附图描述根据本公开实施例的轨道交通系统1。
如图71-图99所示，根据本公开实施例的轨道交通系统1包括轨道10和轨道车辆20。
轨道10包括转向部111和行车部112，行车部112连接在转向部111的顶部且行车部112上构造有第一凹部以形成逃生通道11。轨道车辆20包括转向架21和车体22，转向架21可移动地跨座在轨道10上，车体22与转向架21相连且由转向架21牵引沿轨道10行驶。其中，转向架21跨座在转向部111和行车部112上，转向架21分别与行车部112的逃生通道11的内底面和转向部111配合，转向架21通过行车部112行进且通过转向部111转向。
这里本领域的技术人员需要理解地是，转向部111和行车部112均是轨道10本身的部分，转向部111和行车部112可以一体形成，逃生通道11设置在行车部112上，即逃生通道11设置在轨道10的本身上，而并非设置在轨道10上的其它额外部件上，即相比相关技术中逃生通道的结构，根据本公开实施例的轨道交通系统1，轨道10无需设置如构架和地板等其它部件，逃生通道11形成在轨道10本身上。
根据本公开实施例的轨道交通系统1，通过在轨道10本身上设置逃生通道11，当发生紧急情况时，可以通过逃生通道11及时疏散乘客。并且，由于逃生通道11设置在轨道10本身上，因此无需在轨道10上增设其它额外的结构，只需在轨道10本身上沿其长度方向上设置逃生通道11即可，由此可以大幅减少轨道交通系统1的工程量，一方面降低了成本，另一方面减小了占用的空间。并且，无需增加轨道10的承重，有利于轨道10的稳定性。因此，根据本公开实施例的轨道交通系统1具有便于在紧急情况下疏散乘客、且成本低、占用空间小、轨道承重小、稳定性高等优点。
下面参考附图描述根据本公开具体实施例的轨道交通系统1。
如图71-图99所示，根据本公开实施例的轨道交通系统1包括轨道10和轨道车辆20。
其中，转向架21上设有用于分别避让逃生通道11的两侧壁的第一避让槽120和第二避让槽130。由此转向架21在轨道10上的运行更加稳定，从而提高轨道车辆20行驶的稳定性，且可以降低轨道车辆20的整体高度。
在本公开的一些具体实施例中，如图71-图74和图1-3所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23的背向相邻车厢23的表面设有可打开和关闭的逃生门24，换言之，位于车体22两端的两个车厢23中，至少一个的端面上设有逃生门24。也可以说是，逃生门24设置在车体22在轨道10的长度方向上的至少一端的车厢23上，具体的，逃生门24设置在所述至少一端的车厢23的第一端面上，第一端面为远离相邻车厢的表面。逃生门24具有第一端31和第二端32，逃生门24的第一端31可枢转地安装在对应的车厢23上，逃生门24打开时相对水平面倾斜，且逃生门24的第二端32向下倾斜并伸入逃生通道11。这样当发生紧急状况时，轨道车辆20主动或被动停车，逃生门24打开且下端伸入逃生通道11，车厢23内的乘客可通过逃生门24下滑至逃生通道11，进而从逃生通道11疏散。
具体而言，逃生门24的第一端31邻近车底设置，逃生门24的第二端32在逃生门24关闭时邻近车顶设置。换言之，逃生门24关闭时，逃生门24的第二端32位于逃生门24的第一端31的上方；逃生门24打开时，逃生门24的第二端32位于逃生门24的第一端31的下方。由此，逃生门24通过向下翻转由关闭状态转换至打开状态。逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
有利地，逃生门24的内表面设有滑道以方便乘客在滑道上滑行至逃生通道11。这里可以理解地是，逃生门24的内表面是指，逃生门24关闭时朝向车内的表面。
在本公开的另一些具体实施例中，如图96和图97所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23的背向相邻车厢23的表面设有可打开和关闭的逃生门24，并且车体22的所述至少一端的车厢23的内地板上设有逃生口25和逃生盖板26，即设有逃生门24的车厢23的内地板上设有逃生口25和逃生盖板26。逃生盖板26与逃生门24联动且用于打开和关闭逃生口25。当轨道车辆20正常运行时，逃生门24关闭且逃生盖板26关闭逃生口25(如图96所示)。当发生紧急状况时，轨道车辆20主动或被动停车，逃生门24打开且逃生盖板26打开逃生口25(如图97所示)，车厢23内的乘客可通过逃生口25进入逃生通道11，进而从逃生通道11疏散。此外，即使轨道车辆20被迫停车在轨道10的转弯处，逃生门24打开时由于无需与轨道10配合，因此不会与轨道10发生碰撞，便于乘客在轨道10转弯处疏散。
优选地，在轨道10的长度方向上，位于车体22两端的两个车厢23的两个端面均设有逃生门24，所述端面也就是车厢23的第一端面，第一端面为当前车厢远离相邻车厢的表 面，在突发紧急情况时，车体22两端同时打开逃生门24，能够形成宽阔的空气对流通道，使车体22内部的烟雾等有毒气体能迅速消散。且逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
具体而言，逃生门24具有第一端31和第二端32，逃生门24的第二端32可枢转地安装在对应的车厢23上，其中，逃生门24的第二端32邻近车顶设置，逃生门24的第一端31在逃生门24关闭时邻近车底设置。换言之，逃生门24关闭时，逃生门24的第一端31位于逃生门24的第二端32的下方；逃生门24打开时，逃生门24的第一端31可以位于逃生门24的第二端32的下方，也可以位于逃生门24的第二端32的上方。由此，逃生门24通过向上翻转由关闭状态转换至打开状态。逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率，且便于逃生门24与逃生盖板26的联动。
可选地，逃生盖板26与逃生门24的联动，可以由逃生门24主导，也可以由逃生盖板26主导。具体而言，当需要疏散乘客时，可以主动打开逃生门24，由逃生门24带动逃生盖板26打开逃生口25，也可以主动打开逃生盖板26，由逃生盖板26带动逃生门24打开。优选地，上述联动由逃生盖板26主导，即通过打开逃生盖板26带动逃生门24打开，这样在逃生盖板26打开时，可以防止其上方的物品或乘客掉落。
进一步地，如图96和图97所示，逃生口25内设有通向逃生通道11的逃生梯27，逃生口25打开后，车内乘客可以通过逃生梯27转移到逃生通道11。
可选地，逃生梯27可以为固定状态且始终悬置在逃生口25内，逃生梯27的下端与逃生通道11的内底面间隔开，以避免影响轨道车辆20行驶。
逃生梯27也可以具有收缩和伸展两种状态，所述车体还包括用于驱动所述逃生梯27伸缩的伸缩驱动装置。逃生口25打开后，可以手动控制逃生梯27伸展至逃生通道11，也可以通过联动实现逃生梯27自动伸展至逃生通道11，在本实施例中，逃生梯27伸展后可以直接搭在逃生通道11的内底面上，也可以与逃生通道11的内底面间隔开。
可选地，逃生盖板26可以可枢转地安装在逃生门24上，当逃生门24向上翻转打开后，逃生盖板26联动转动以贴合在逃生门24的内表面上，从而节省空间，避免逃生盖板26影响乘客的疏散。
在本公开的一些具体实施例中，如图73所示，行车部112包括底板113、第一侧板114和第二侧板115。
底板113连接在转向部111的顶部。第一侧板114和第二侧板115连接在底板113上且沿底板113的宽度方向间隔设置，即第一侧板114和第二侧板115沿轨道10的宽度方向间隔设置。第一侧板114、第二侧板115和底板113之间限定出逃生通道11，底板113构成逃生通道11的底壁，第一侧板114和第二侧板115分别构成逃生通道11的两侧壁。由 此可以利用轨道10自身的结构，在轨道10本身上设置逃生通道11，无需设置额外的部件，成本低、占用空间小且利于减小轨道10的承重，且逃生通道11的尺寸宽阔，方便乘客逃离，也有利于平时运营时的线路检修维护。
可选地，如图73所示，行车部112的横截面的纵向中心轴线与转向部111的横截面的纵向中心轴线重合，底板113的宽度大于转向部111的宽度。其中，行车部112的横截面是指，行车部112正交于行车部112长度方向的截面。由于转向架21依靠转向部111转向，因此转向架21的部分结构需置于底板113的正下方，从而可以防止转向架21脱出轨道10，从而保证轨道车辆20转弯等行驶状况的稳定性。
举例而言，如图71所示，转向架21的第一水平轮710配合在转向部111的第一侧表面上且位于底板113的第一侧的正下方，转向架21的第二水平轮720配合在转向部111的第二侧表面上且位于底板113的第二侧的正下方，这样底板113从转向部111两侧伸出的部分可以分别止挡第一水平轮710和第二水平轮720向上移动，从而起到防脱效果。
进一步地，第一侧板114和第二侧板115可以竖直设置也可以倾斜设置，第一侧板114和第二侧板115之间的最小距离大于转向部111的宽度。这样一方面可以便于转向架21的走行轮270配合在底板113上，另一方面可以增大逃生通道11的宽度，提高紧急情况下乘客的疏散速度。可选地，如图73所示，第一侧板114和第二侧板115分别连接在底板113的两侧边沿上。
可选地，如图73所示，底板113的与转向部111连接的部分的厚度大于底板113的其余部分的厚度。由此可以加强行车部112与转向部111连接处的结构强度，提高行车部112与转向部111连接处的承重能力，保证轨道10的结构的稳定性和可靠性。
在本公开的一些具体实施例中，如图75和图76所示，转向架21包括转向架构架100、走行轮270和驱动装置300。
转向架构架100具有适于跨座在轨道10上的第二凹部110，其中，第二凹部110即跨座凹部。第二凹部110由走行轮270的底部，第一水平轮710和第二水平轮720共同限定出的中空部构成，且第一水平轮710和第二水平轮720的最内侧与转向部111的外侧接触。转向架构架100上设有第一避让槽120和第二避让槽130，第一避让槽120和第二避让槽130分别与第二凹部110的顶端连通，第一侧板114伸入第一避让槽120且第二侧板115伸入第二避让槽130。走行轮270可枢转地安装在转向架构架100上且配合在底板113的上表面上，走行轮270位于第一侧板114和第二侧板115之间且位于转向部111的正上方。驱动装置300安装在转向架构架100上，走行轮270由驱动装置300驱动。其中，转向架构架100设置用于分别避让第一侧板114和第二侧板115的第一避让槽120和第二避让槽130，第一避让槽120和第二避让槽130的开口均朝向下方，可以消除在轨道10本身上设 置逃生通道11带来的不利影响，即一方面可以降低轨道车辆20的整体高度，另一方面可以方便走行轮270的安装，便于对走行轮270大小的控制。
进一步，如图75和图76所示，转向架构架100上设有位于第一避让槽120和第二避让槽130之间的走行轮安装槽140，走行轮安装槽140的开口朝向下方，走行轮270可枢转地安装在走行轮安装槽140的两侧壁上且位于走行轮安装槽140内，从而方便走行轮270的安装，使转向架21的结构更加紧凑。
可选地，如图75和图76所示，走行轮270为多个，多个走行轮270分别可枢转地安装在转向架构架100上且均配合在底板113的上表面，多个走行轮270均位于第一侧板114和第二侧板115之间且均位于转向部111的正上方。由此可以提高转向架21的承重能力，以稳定支撑车体22。
在本公开的一些具体实施例中，如图75-95和图99所示，转向架21还包括第一水平轮710和第二水平轮720，其中第一水平轮710和第二水平轮720可以分别为一个或多个。
第一水平轮710可枢转地安装在转向架构架100上且配合在转向部111的第一侧表面上。第二水平轮720可枢转地安装在转向架构架100上且配合在转向部111的第二侧表面上。一方面，当轨道10转向时，第一水平轮710和第二水平轮720配合在轨道10的侧表面，从而沿轨道10形成被动转向，进而带动轨道车辆20转向，另一方面，可以提高轨道车辆20在行驶时的稳定性。此外，第一水平轮710和第二水平轮720均位于行车部112的正下方，可以防止转向架21脱出轨道10。
可选地，如图75和图76所示，转向架构架100上设有从转向架构架100的一侧伸至底板113第一侧的正下方的第一水平轮安装肢150和从转向架构架100的另一侧伸至底板113的第二侧的正下方的第二水平轮安装肢160，第一水平轮710可枢转地安装在第一水平轮安装肢150上且第二水平轮720可枢转地安装在第二水平轮安装肢160上。由此可以便于第一水平轮710配合在转向部111的第一侧表面上且位于底板113的第一侧的正下方、便于第二水平轮720配合在转向部111的第二侧表面上且位于底板113的第二侧的正下方。由此转向架构架100具有完整而牢固的防护，能确保轨道车辆20在轨道10上运行时的安全性能。
进一步地，转向架21进一步包括与第一水平轮710连接且与第一水平轮710同步运动的第一水平安全轮711，和与第二水平轮720连接且与第二水平轮720同步运动的第二水平安全轮721，第一水平安全轮711的外直径小于第一水平轮710的外直径，第二水平安全轮721的外直径小于第二水平轮720的外直径。如图75和图76所示，第一水平轮710下面连接有与第一水平轮710同步运动的第一水平安全轮711，第一水平安全轮711的外直径小于第一水平轮710的外直径。第二水平轮720下方连接有与第二水平轮720同步运 动的第二水平安全轮721，第二水平安全轮721的外直径小于第二水平轮720的外直径。正常情况下，第一水平安全轮711和第二水平安全轮721不与转向部111接触，当水平轮爆胎时，水平安全轮代替水平轮与转向部111接触，保证轨道车辆20行驶的稳定性。
在本公开的一些具体示例中，如图88所示，第一水平轮710和第二水平轮720在上下方向上位于同一高度。由此可以有利于轨道车辆20整体转向性能的平衡，在前进与后退的过程中受力均匀，从而利于提升轨道车辆20的过弯性能。
在本公开的一些具体示例中，如图89所示，第一水平轮710为多个且沿上下方向间隔并同轴设置，第二水平轮720为多个且沿上下方向间隔并同轴设置。这样可以提升整车的稳定性能，下方的水平轮起到稳定的作用，减少轨道车辆20在过弯或高速行驶时的倾覆风险。
在本公开的一些具体示例中，如图90和图91所示，第一水平轮710为多个且分别沿上下方向和转向部111的长度方向间隔设置，第二水平轮720为多个且分别沿上下方向和转向部111的长度方向间隔设置。即多个第一水平轮710上下交错设置，多个第二水平轮720上下交错设置，其中，部分第一水平轮710可以位于部分第二水平轮720上方，部分第一水平轮710也可以位于部分第二水平轮720下方。这样上方的水平轮在行驶时能起导向作用，下方的水平轮距离车体22较远，能起到稳定、防倾覆的作用。
在本公开的一些示例中，如图77-图84所示，转向架21还包括第一集电靴810和第二集电靴820。
转向部111的所述第一侧表面上设有沿转向部111的长度方向延伸的第一导电轨830，转向部111的所述第二侧表面那上设有沿转向部111的长度方向延伸的第二导电轨840。第一集电靴810设在转向架构架100上且与第一导电轨830配合，第二集电靴820设在转向架构架100上且与第二导电轨840配合。第一集电靴810通过第一导电轨830取电，第二集电靴820通过第二导电轨840取电，以供轨道车辆20使用。
在本公开的一些具体示例中，如18、图90和图91所示，第一水平轮710为多个且沿转向部111的长度方向间隔设置，第一集电靴810在转向部111的长度方向上位于相邻第一水平轮710之间，第二水平轮720为多个且沿转向部111的长度方向间隔设置，第二集电靴820在转向部111的长度方向上位于相邻第二水平轮720之间，由此第一水平轮710的受力不影响第一集电靴810且第二水平轮720的受力不影响第二集电靴820，并可以提高空间利用率，简化转向架21的结构。
举例而言，图88、图90和图91示出了转向架21的第一集电靴810在转向部111的长度方向上位于相邻第一水平轮710之间且第二集电靴820在转向部111的长度方向上位于相邻第二水平轮720之间的示例，其中，多个第一水平轮710和多个第二水平轮720可 以位于同一高度，多个第一水平轮710也可以上下交错设置且多个第二水平轮720也可以上下交错设置。
在本公开的一些具体示例中，如图92-图95所示，第一水平轮710为多个且沿转向部111的长度方向间隔设置，第一集电靴810与其中一个第一水平轮710在上下方向上正对设置，例如，第一集电靴810的中心轴线与其中一个第一水平轮710的中心轴线重合。第二水平轮720为多个且沿转向部111的长度方向间隔设置，第二集电靴820与其中一个第二水平轮720在上下方向上正对设置，例如，第二集电靴820的中心轴线与其中一个第二水平轮720的中心轴线重合。换言之，集电靴前置或后置。由此可以充分利用水平轮的安装空间，不需额外设置安装机构，有利于转向架21的结构简化及重量减轻。
举例而言，图92-图95示出了转向架21的集电靴前置或后置的示例，其中，多个第一水平轮710和多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以位于不同高度且多个第二水平轮720也可以位于不同高度。
在本公开的一些具体实施例中，如图77和图78所示，第一集电靴810位于每个第一水平轮710的上方，第二集电靴820位于每个第二水平轮720的上方。集电靴与驱动装置300的距离减小，有利于能量传递并提升空间利用率。
在本公开的一些具体实施例中，如图79和图80所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720的下方，由此水平轮布置于靠近轨道梁上部的位置，有利于轨道车辆20的行驶稳定性。
在本公开的一些具体实施例中，如图81和图82所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720中的上方。由此集电靴根据受取电流的极性不同进行上下布置，例如布置在上部的集电靴连接电流的正极，布置在下部的集电靴在对侧连接电流的正极，这样有利于空间分配并提升受流的安全性。
在本公开的一些具体实施例中，如图83和图84所示，第一水平轮710为多个且沿上下方向间隔设置，第一集电靴810在上下方向上位于相邻第一水平轮710之间。第二水平轮720为多个且沿上下方向间隔设置，第二集电靴820在上下方向上位于相邻第二水平轮720之间。由此可以利于空间的分配及整体结构的稳定。
在本公开的另一个实施例中，如图98所示，根据本公开实施例的轨道交通系统1可以应用于主干线与各生活社区的交通连接，因此，轨道车辆20的体积相对于主干线轨道车辆的体积更小，从而可以取消导电轨和集电靴，采用动力电池28供电，动力电池28为轨道车辆20的行驶提供动力，当然也可以为轨道车辆20的其它用电处供电，由此可以简化结构以及供电线路，降低成本。
具体而言，动力电池28可以设置在转向架21以外的部位，例如可以安装在车厢23的 底部，也可以安装在车厢23的内部。动力电池28能保证轨道车辆以正常所需的速度运营，并在客流较小的时候进行自动充电。
在本公开的一些具体示例中，如图85和图86所示，转向架21还包括第一支撑悬挂装置910和第二支撑悬挂装置920。
第一支撑悬挂装置910和第二支撑悬挂装置920分别安装在转向架构架100且分别与车体22相连。第一支撑悬挂装置910和第二支撑悬挂装置920沿轨道10的长度方向间隔设置，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的宽度方向上平分转向架构架100。
或者，第一支撑悬挂装置910和第二支撑悬挂装置920沿轨道10的宽度方向间隔设置，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920的中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的长度方向上平分转向架构架100。
第一支撑悬挂装置910和第二支撑悬挂装置920用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910和第二支撑悬挂装置920的受力以及支撑效果均匀，从而保证轨道车辆20的平稳性和舒适性，且成本较低。
举例而言，第一支撑悬挂装置910和第二支撑悬挂装置920可以沿轨道10的长度方向间隔设置且位于在轨道10的宽度方向上平分转向架构架100的中心轴线上(如图86所示)。第一支撑悬挂装置910和第二支撑悬挂装置920也可以沿轨道10的宽度方向间隔设置且位于在轨道10的长度方向上平分转向架构架100的中心轴线上(如图85所示)。
在本公开的另一些具体实施例中，如图87所示，转向架21还包括第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940。
第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940分别安装在转向架构架100且分别与车体22相连。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940的受力以及支撑效果均匀，从而提升轨道车辆20的平稳性和舒适性。
在本公开的一些具体实施例中，如图85-图87所示，第一水平轮710为两个且沿转向 部111的长度方向间隔设置，第二水平轮720为两个且沿转向部111的长度方向间隔设置。两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称，即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。由此可以在水平面内均匀布置四个水平轮，保证水平轮带动轨道车辆20转向以及直线行驶时的稳定性。
本领域的技术人员可以理解地是，上述矩形均是假设的虚拟矩形，该矩形是为了清楚表达第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面内的布置方式，以及两个第一水平轮710和两个第二水平轮在水平面内的布置方式。
在图87所示的示例中，两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线，可以分别与第一支撑悬挂装置910的中心轴线、第二支撑悬挂装置920的中心轴线、第三支撑悬挂装置930的中心轴线和第四支撑悬挂装置940的中心轴线重合。
在本公开的一些具体实施例中，如图99所示，第一水平轮710和第二水平轮720分别为一个，第一水平轮710和第二水平轮720沿轨道10的宽度方向间隔设置，且第一水平轮710和第二水平轮720在轨道10的长度方向上朝轨道车辆20的行驶方向偏离转向架构架100的中心(图99中的箭头示出了轨道车辆20的行驶方向)。换言之，第一水平轮710和第二水平轮720在轨道10的长度方向上偏离转向架构架100的中心且第一水平轮710和第二水平轮720的偏移方向与轨道车辆20的行驶方向一致。轨道车辆20在行驶过程中，行驶方向上的前侧的水平轮起主要导向作用，在转弯时，行驶方向上的后侧的水平轮会与转向架构架100干涉而产生副作用，因此对于单向的轨道交通系统1或环形的轨道交通系统1，取消了行驶方向上的后侧的水平轮，从而可以消除在转弯时对转向架构架100的干扰，并且可以减轻轨道车辆20的重量，降低轨道车辆20的成本。
根据本公开实施例的轨道交通系统1的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
此外，本领域的技术人员可以理解地是，上述各实施例中的单个技术特征，在不干涉、不矛盾的情况下，均可相互结合。上述实施例中，各部件的横截面是指，该部件的正交于其长度方向的截面；横截面的纵向中心轴线是指，该横截面的沿其纵向(长度方向)延伸的中心轴线。
在本公开的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系， 仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外，本领域的技术人员可以将本说明书中描述的不同实施例或示例进行接合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (10)

  1. 一种用于跨座式轨道交通系统的轨道，其特征在于，所述轨道自身上构造有跨座凹部以形成逃生通道。
  2. 根据权利要求1所述的用于跨座式轨道交通系统的轨道，其特征在于，所述轨道包括：
    第一轨道梁；
    第二轨道梁，所述第一轨道梁和所述第二轨道梁间隔设置；
    承载地板，所述承载地板设在所述第一轨道梁和所述第二轨道梁之间且分别与所述第一轨道梁和所述第二轨道梁相连，所述第一轨道梁、所述第二轨道梁和所述承载地板之间限定出所述逃生通道。
  3. 根据权利要求2所述的用于跨座式轨道交通系统的轨道，其特征在于，所述承载地板包括：
    连接梁，所述连接梁的两端分别与所述第一轨道梁和所述第二轨道梁相连；
    支撑架，所述支撑架安装在所述连接梁上；
    支撑板，所述支撑板连接在所述支撑架上且由所述支撑架支撑，所述支撑板构成所述逃生通道的底面。
  4. 根据权利要求3所述的用于跨座式轨道交通系统的轨道，其特征在于，所述支撑板在水平方向上与所述第一轨道梁和所述第二轨道梁中的至少一个间隔设置。
  5. 根据权利要求3所述的用于跨座式轨道交通系统的轨道，其特征在于，所述连接梁为多个且沿所述轨道的长度方向间隔设置。
  6. 根据权利要求3所述的用于跨座式轨道交通系统的轨道，其特征在于，所述支撑板为多个且沿所述轨道的长度方向依次相连。
  7. 根据权利要求2所述的用于跨座式轨道交通系统的轨道，其特征在于，所述第一轨道梁和所述第二轨道梁平行设置。
  8. 根据权利要求7所述的用于跨座式轨道交通系统的轨道，其特征在于，所述第一轨道梁的横截面的纵向中心轴线与所述第二轨道梁的横截面的纵向中心轴线均沿上下方向定向。
  9. 根据权利要求2所述的用于跨座式轨道交通系统的轨道，其特征在于，所述第一轨道梁的横截面的纵向中心轴线与所述第二轨道梁的横截面的纵向中心轴线均相对于上下方向倾斜设置，在所述轨道的横截面内，所述第一轨道梁和所述第二轨道梁关于所述轨道的横截面的纵向中心轴线对称设置。
  10. 根据权利要求2-9中任一项所述的用于跨座式轨道交通系统的轨道，其特征在于，所述轨道还包括防脱棱，所述防脱棱设置于所述第一轨道梁和所述第二轨道梁中至少一个的上端和下端中的至少一端，所述防脱棱沿水平方向向外延伸且用于防止所述转向架脱出所述轨道。
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US20190249372A1 (en) 2019-08-15
EP3514285A1 (en) 2019-07-24
US11155968B2 (en) 2021-10-26
BR112019005499A2 (pt) 2019-06-11

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