WO2018054012A1 - 轨道车辆 - Google Patents

轨道车辆 Download PDF

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Publication number
WO2018054012A1
WO2018054012A1 PCT/CN2017/075219 CN2017075219W WO2018054012A1 WO 2018054012 A1 WO2018054012 A1 WO 2018054012A1 CN 2017075219 W CN2017075219 W CN 2017075219W WO 2018054012 A1 WO2018054012 A1 WO 2018054012A1
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WO
WIPO (PCT)
Prior art keywords
escape
rail
horizontal
horizontal wheel
wheel
Prior art date
Application number
PCT/CN2017/075219
Other languages
English (en)
French (fr)
Inventor
赵鹏林
曾浩
刘俊杰
彭方宏
张国栋
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 BR112019005491-0A priority Critical patent/BR112019005491B1/pt
Priority to US16/335,298 priority patent/US11279381B2/en
Priority to EP17852091.2A priority patent/EP3517393A1/en
Publication of WO2018054012A1 publication Critical patent/WO2018054012A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/38—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
    • B60L5/39—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails from third rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B61C3/02—Electric locomotives or railcars with electric accumulators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
    • B61D19/023—Emergency exits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway vehicles
    • B61D23/02—Folding steps for railway vehicles, e.g. hand or mechanically actuated
    • B61D23/025—Folding steps for railway vehicles, e.g. hand or mechanically actuated electrically or fluid actuated
    • 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
    • B61F13/00—Rail vehicles characterised by wheel arrangements, not otherwise provided for
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • 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
    • 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
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present disclosure relates to the field of transportation technology, and in particular to a rail vehicle.
  • straddle monorail trains are set up to facilitate evacuation of passengers in emergency situations.
  • An independent escape route Specifically, by additionally providing a frame on the track, the frame is usually attached to the side of the track and protrudes outward, and then the floor is laid on the frame to form a passage for evacuating passengers.
  • the inventors of the present application have found through a large number of researches and experiments that the straddle-type monorail train with an escape passage in the related art has the disadvantages of high cost, large occupied space, hidden dangers, and the like, which is the escape route of the above.
  • the specific reasons for the structure are as follows:
  • 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 rail vehicle comprising: a bogie having a straddle recess adapted to straddle the rail, the bogie being provided Separate from the above a first escape groove and a second escape groove of the two side walls of the track; a vehicle body connected to the bogie and being towed along the track by the bogie, the vehicle body including along the A plurality of cars hinged in the longitudinal direction of the track, in the longitudinal direction of the track, the surface of the car at least one end of the car body facing away from the adjacent car is provided with an escape door that can be opened and closed.
  • the rail vehicle according to the embodiment of the present disclosure facilitates optimization of the structure of the escape passage, facilitates cost reduction, reduces occupied space and rail load bearing, improves stability, can form complete and firm protection with the track, and improves safety during operation.
  • the rail vehicle according to an embodiment of the present disclosure may further have the following additional technical features:
  • the first end of the escape door is pivotally mounted on a corresponding car
  • the second end of the escape door is inclined downwardly and extending into the escape door when the escape door is opened track.
  • the inner surface of the escape door is provided with a slide.
  • an inner floor of the compartment of the at least one end of the vehicle body is provided with an escape port and an escape cover
  • the escape cover is linked with the escape door and is used for opening and closing The escape port, the escape cover opens the escape port when the escape door is opened, and the escape cover closes the escape port when the escape door is closed.
  • an escape ladder leading to the track is provided in the escape port.
  • the vehicle body further includes a telescopic drive device for driving the escape ladder to expand and contract.
  • the bogie includes: a bogie frame, the straddle recess, the first escape groove, and the second escape groove are disposed on the bogie frame; a walking wheel, a The traveling wheel is pivotally mounted on the bogie frame and located between the first escape groove and the second escape groove; and the driving device is mounted on the bogie frame.
  • the running wheel is driven by the drive unit.
  • the bogie frame is provided with a running wheel mounting groove between the first escape groove and the second escape groove, the running wheel is pivotally mounted on the The running wheel is installed in the slot.
  • the running wheel is plural, and the plurality of running wheels are respectively pivotally mounted on the bogie frame, and the plurality of running wheels are all located in the first avoidance slot. And the second escape groove.
  • the bogie further includes: a first horizontal wheel pivotally mounted on the bogie frame and adapted to fit on one side of the track a second horizontal wheel pivotally mounted on the bogie frame and adapted to fit over the other side of the track.
  • the bogie frame is provided with a first horizontal wheel mounting limb extending from the one side of the rail into the straddle recess and the other from the rail a second horizontal wheel mounting limb extending laterally within the straddle recess, the first horizontal wheel being mounted on the first horizontal wheel mounting limb and the second horizontal wheel mounted on the second horizontal wheel mounting On the limbs.
  • the first horizontal wheel is coupled with a first horizontal safety wheel that moves in synchronization with the first horizontal wheel and has an outer diameter smaller than an outer diameter of the first horizontal wheel
  • the second level The wheel is connected with the second water A second horizontal safety wheel that moves in a synchronized manner and whose outer diameter is smaller than the outer diameter of the second horizontal wheel.
  • the first horizontal wheel and the second horizontal wheel are located at the same height in the up and down direction.
  • the first horizontal wheel is plural and spaced and coaxially disposed in the up and down direction
  • the second horizontal wheel is plural and spaced apart in the up and down direction and coaxially disposed.
  • the first horizontal wheel is plural and spaced apart in the up and down direction and the length direction of the track, respectively, and the second horizontal wheel is plural and respectively in the up and down direction and the track The length direction is set.
  • the bogie further includes: a first collector shoe, the first collector shoe being disposed on the bogie frame and adapted to be electrically conductive with the one side of the track a rail assembly; a second collector shoe, the second collector shoe being disposed on the bogie frame and adapted to mate with a conductive rail of the other side of the track.
  • the first collector shoe is located above the first horizontal wheel and the second collector shoe is located above the second horizontal wheel.
  • the first collector shoe is located below the first horizontal wheel and the second collector shoe is located below the second horizontal wheel.
  • the first collector shoe is located below the first horizontal wheel and the second collector shoe is located above the second horizontal wheel.
  • the first horizontal wheel is plural and spaced along a length direction of the track, and the first collector shoe is located adjacent to the first horizontal wheel in a length direction of the track. Between the plurality of second horizontal wheels and spaced apart along the length of the track, the second collector shoe is located between adjacent second horizontal wheels in the length direction of the track.
  • the first horizontal wheel is plural and spaced along the length direction of the track, and the first collector shoe is disposed opposite to one of the first horizontal wheels in the up and down direction
  • the second horizontal wheel is plural and spaced along the length direction of the track, and the second collector shoe is disposed opposite to one of the second horizontal wheels in the up and down direction.
  • the first horizontal wheel is plural and spaced apart in an up and down direction
  • the first collector shoe is located between adjacent first horizontal wheels in an up and down direction
  • the second level The plurality of wheels are spaced apart from each other in the up and down direction
  • the second collector shoe is located between the adjacent second horizontal wheels in the up and down direction.
  • the rail vehicle further includes a power battery for powering travel of the rail vehicle.
  • the bogie further includes: a first support suspension device and a second support suspension device, the first support suspension device and the second support suspension device being respectively mounted on the bogie frame And respectively The vehicle body is connected, the first support suspension device and the second support suspension device are spaced apart along a length direction of the track and are located on a central axis of the bogie frame in a width direction of the track. Or the first support suspension device and the second support suspension device are spaced apart in the width direction of the track and are located at a center axis of the bogie frame in the length direction of the track.
  • the bogie further includes: a first support suspension device, a second support suspension device, a third support suspension device, and a fourth support suspension device, the first support suspension device, the first Two support suspension devices, the third support suspension device and the fourth support suspension device are respectively mounted on the bogie frame and respectively connected to the vehicle body, the first support suspension device and the second support
  • the suspension device, the third support suspension device, and the fourth support suspension device are respectively located at four corners of a rectangle at a horizontal plane and the rectangle is symmetrical about a center of the bogie frame.
  • the first horizontal wheel is two and spaced apart along the length direction of the track
  • the second horizontal wheel is two and spaced along the length direction of the track
  • two The central axis of the first horizontal wheel and the central axis of the two second horizontal wheels are respectively located at four corners of a rectangle at a horizontal plane and the rectangle is symmetrical about a center of the bogie frame.
  • the first horizontal wheel and the second horizontal wheel are respectively one, and the first horizontal wheel and the second horizontal wheel are spaced apart along a width direction of the track, and The first horizontal wheel and the second horizontal wheel are offset from the center of the bogie frame toward the traveling direction of the rail vehicle in the longitudinal direction of the rail.
  • FIG. 1 is a cross-sectional view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 2 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG 3 is a structural schematic view of a track of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 4 is a schematic structural view of a rail vehicle according to an embodiment of the present disclosure.
  • FIG. 5 is a cross-sectional view of a bogie of a rail vehicle in accordance with an embodiment of the present disclosure.
  • FIG. 6 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 7 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 8 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 9 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 10 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 11 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 12 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 13 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 14 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 15 is a schematic structural view of a bogie of a rail vehicle according to an embodiment of the present disclosure.
  • 16 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 17 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 18 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 19 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 20 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • 21 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 22 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 23 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 24 is a partial structural schematic diagram of a rail transit system in accordance with an embodiment of the present disclosure.
  • 25 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • 26 is a partial structural schematic view 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. 27 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. 28 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 29 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 30 is a structural schematic diagram of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 31 is a schematic structural diagram of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 32 is a schematic structural view of a rail transit system according to another embodiment of the present disclosure.
  • a rail 10 an escape passage 11, a steering portion 111, a traveling portion 112, a bottom plate 113, a first side plate 114, a second side plate 115,
  • 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 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, and the bogie 21 is movably seated on the rail 10, and the bogie 21 has a second recess 110 for straddle the rail 10, and is provided on the bogie 21
  • the first body escaping groove 120 and the second escaping groove 130 respectively avoiding the two side walls of the rail 10, the vehicle body 22 is connected to the bogie 21 and is driven by the bogie 21 to travel along the rail 10.
  • the second recess 110 is a straddle recess.
  • the minimum distance between both ends of the second recess 110 is greater than or equal to the minimum width of the track.
  • 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 vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged in the longitudinal direction of the rail 10, and in the longitudinal direction of the rail 10, the surface of the compartment 23 of at least one end of the vehicle body 22 facing away from the adjacent compartment 23 is provided with an openable and closable The escape door 24.
  • 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 track 10, ie 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.
  • 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 (as shown in Figure 26).
  • 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. 27), 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 the articles or passengers above it can be prevented from falling when the escape cover 26 is opened.
  • the escape opening 25 is provided with an escape ladder 27 leading to the track 10, that is, the escape ladder 25 is provided with an escape ladder 27 leading to the escape passage 11, and after the escape port 25 is opened, Passengers in 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 escape cover 26 shadow The evacuation of passengers.
  • the travel portion 112 includes a bottom plate 113, a first side panel 114, and a second side panel 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 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, the cost is low, the occupied space is small, and the load bearing of the rail 10 is reduced, and the escape passage 11 is wide and convenient.
  • the escape of passengers is also conducive to the maintenance and repair of the line during normal operation.
  • 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 720 of the bogie 21 Cooperating on the second side surface of the steering 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 steering portion 111 can respectively stop the first horizontal wheel 710 and the second horizontal wheel The 720 moves up to prevent the 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 greater 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, and the second recess 110 is formed by a hollow portion of the bottom of the running wheel 270, the first horizontal wheel 710 and the second horizontal wheel 720 together, and The innermost sides of the first horizontal wheel 710 and the second horizontal wheel 720 are in contact with the outer side of the steering portion 111.
  • the second recess 110 is a straddle recess.
  • 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 fitted on the upper surface of the bottom plate 113.
  • the running wheel 270 is located between the first escape groove 120 and the second escape groove 130, that is, the running wheel 270 is located on the first side.
  • 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 setting the escape passage 11 on the rail 10 itself can be eliminated, that is, on the one hand, the overall height of the rail vehicle 20 can be reduced, and on the other hand, the installation of the walker wheel 270 can be facilitated, and the control of the size of the walker wheel 270 can be facilitated.
  • 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.
  • 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 both located between the first escape groove 120 and the second escape groove 130, that is, the plurality of running wheels 270 are 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 They can be one or more.
  • a first horizontal wheel 710 is pivotally mounted on the bogie frame 100 and is adapted to fit over a first side of the track 10, the second horizontal wheel 720 being pivotally mounted on the bogie frame 100 and adapted to fit over the track The second side of 10.
  • the first horizontal wheel 710 is pivotally mounted on the bogie frame 100 and fitted 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 extending from a first side of the rail 10 into the second recess 110 and the first of the rails 10
  • the second horizontal wheel mounting limb 160 extends laterally into the second recess 110.
  • the bogie frame 100 is provided with a first horizontal wheel mounting limb 150 extending from one side of the bogie frame 100 to the first side of the bottom plate 113 and extending from the other side of the bogie frame 100 to the bottom plate 113.
  • the first horizontal wheel 710 is pivotally mounted on the first horizontal wheel mounting limb 150 and the second horizontal wheel 720 is pivotally mounted at the second level
  • the wheel is mounted on the 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.
  • a first horizontal safety wheel 711 that is synchronously moved with the first horizontal wheel 710 is connected to 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.
  • 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 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 and arranged coaxially in the up and down direction
  • 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 track 10 in the up and down direction
  • the second horizontal wheel 720 is plural and respectively It is spaced apart from the longitudinal direction of the track 10 in the up and down direction.
  • the first horizontal wheel 710 is plural and spaced apart from the longitudinal direction of the steering portion 111 in the vertical direction
  • the second horizontal wheel 720 is plural and spaced apart from the longitudinal direction of the steering portion 111 in the vertical direction. 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 guide the corresponding driving, and the lower horizontal wheel is far away from the vehicle body 22, and can play a stable and anti-overturning role.
  • the bogie 21 further includes a first collector shoe 810 and a second collector shoe 820.
  • the first collector shoe 810 is disposed on the bogie frame 100 and is adapted to mate with the first side of the track 10, and the second collector shoe 820 is disposed on the bogie frame 100 and is adapted to be associated with the track 10
  • the side of the conductive rail fits.
  • the one 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 other side surface of the steering portion 111 is provided along the length of the steering portion 111.
  • a second conductive rail 840 extending in a direction.
  • 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 track 10, and the first collector shoe 810 is in the longitudinal direction of the track 10.
  • the upper horizontal wheel 720 is located between the adjacent first horizontal wheels 710, and the second horizontal wheel 720 is spaced apart along the length direction of the track 10.
  • the second power collecting shoe 820 is located adjacent to the second horizontal wheel in the longitudinal direction of the track 10. Between 720.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the steering portion 111, and the first collector shoe 810 is located between the adjacent first horizontal wheels 710 in the longitudinal direction of the steering portion 111, the second level The plurality of wheels 720 are spaced apart from each other along the longitudinal direction of the steering portion 111, and the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the longitudinal direction of the steering portion 111, whereby the first horizontal wheel 710 is received.
  • the force 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 ratio can be improved, and the structure of the bogie 21 can be simplified.
  • FIGS. 18, 20, and 21 show that the first collector shoe 810 of the bogie 21 is located between the 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 located at the same height, the plurality of first horizontal wheels 710 Alternatively, the plurality of second horizontal wheels 720 may be alternately arranged upside down.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the track 10, and the first collector shoe 810 and one of the first horizontal wheels 710
  • the second horizontal wheel 720 is disposed in a plurality of positions and spaced apart along the longitudinal direction of the track 10, and the second collector shoe 820 is disposed opposite to the one of the second horizontal wheels 720 in the up and down direction.
  • 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 disposed opposite to one of the first horizontal wheels 710 in the up and down direction, for example, the first collector shoe 810
  • the central axis coincides with the central 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. 22-25 illustrate an example of the front or rear of the collector shoe of the bogie 21, wherein One horizontal wheel 710 and the plurality of second horizontal wheels 720 may be 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 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. 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.
  • 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 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 is guaranteed to operate at the normal required speed and is automatically charged 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 along the width direction of the rail 10, In the horizontal plane, the central axis of the first support suspension 910 and the central axis of the second support suspension 920 are located on the central axis of the bogie frame 100 and the central axis of the bogie frame 100 is equally divided in the length direction of the track 10 Architecture rack 100.
  • 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. 16). ). 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. 15).
  • 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 spaced along the length direction of the track 10, and the second horizontal wheel 720 is two and along the track 10.
  • the length direction is set.
  • the first horizontal wheel 710 is two and spaced apart along the longitudinal direction of the steering portion 111
  • the second horizontal wheel 720 is 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. And 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. 29 shows the traveling direction of the rail vehicle 20) . In other words, 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 of the traveling direction plays a main guiding role.
  • the horizontal wheel on the rear side of the traveling direction interferes with the bogie frame 100 and causes side effects, so that the one-way rail transit system 1 or the circular rail transit system 1, the horizontal wheel on the rear side of the traveling direction is eliminated, so that interference to the bogie frame 100 at the time of turning can be eliminated, and the weight of the rail vehicle 20 can be reduced, and the cost of the rail vehicle 20 can be reduced.
  • 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 in one; can be
  • the mechanical connection may also be an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship 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.

Abstract

一种轨道车辆（20），所述车辆包括转向架（21），所述转向架具有适于跨座在轨道（10）上的跨座凹部（110），所述转向架上设有用于分别避让所述轨道的两侧壁的第一避让槽（120）和第二避让槽（130）；车体（22），所述车体与所述转向架相连且由所述转向架牵引沿所述轨道行驶，所述车体包括沿所述轨道的长度方向依次铰接的多个车厢（23），在所述轨道的长度方向上，所述车体的至少一端的车厢的背向相邻车厢的表面设有可打开和关闭的逃生门（24）。所述轨道车辆有利于优化逃生通道结构，降低成本、减小占用空间和轨道承重、提高稳定性且能够与轨道构成完整而牢固的防护、提高运行时的安全性。

Description

轨道车辆
相关申请的交叉引用
本申请基于申请号为201610838993.9、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，涉及一种轨道车辆。
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，相关技术中的跨座式单轨列车，为了便于在紧急情况下疏散乘客，设置了独立的逃生通道。具体而言，通过在轨道上额外设置构架，构架通常连接在轨道的侧部并向外侧伸出，然后在构架上铺设地板以形成疏散乘客的通道。
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、稳定性存在隐患等不足，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增设结构，且轨道车辆在行驶过程中具体发生紧急情况的地点并不能预测，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额外延伸出一部分，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轨道车辆，所述轨道车辆包括：转向架，所述转向架具有适于跨座在轨道上的跨座凹部，所述转向架上设有用于分别避让所述 轨道的两侧壁的第一避让槽和第二避让槽；车体，所述车体与所述转向架相连且由所述转向架牵引沿所述轨道行驶，所述车体包括沿所述轨道的长度方向依次铰接的多个车厢，在所述轨道的长度方向上，所述车体的至少一端的车厢的背向相邻车厢的表面设有可打开和关闭的逃生门。
根据本公开实施例的轨道车辆利于优化逃生通道的结构，方便降低成本、减小占用空间和轨道承重、提高稳定性、能够与轨道构成完整而牢固的防护、提高运行时的安全性。
另外，根据本公开实施例的轨道车辆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，所述逃生门的第一端可枢转地安装在对应的车厢上，所述逃生门的第二端在所述逃生门打开时向下倾斜且伸入所述轨道。
根据本公开的一个实施例，所述逃生门的内表面设有滑道。
根据本公开的一个实施例，所述车体的所述至少一端的车厢的内地板上设有逃生口和逃生盖板，所述逃生盖板与所述逃生门联动且用于打开和关闭所述逃生口，所述逃生门打开时所述逃生盖板打开所述逃生口，所述逃生门关闭时所述逃生盖板关闭所述逃生口。
根据本公开的一个实施例，所述逃生口内设有通向所述轨道的逃生梯。
根据本公开的一个实施例，所述车体还包括用于驱动所述逃生梯伸缩的伸缩驱动装置。
根据本公开的一个实施例，所述转向架包括：转向架构架，所述跨座凹部、所述第一避让槽和所述第二避让槽设在所述转向架构架上；走行轮，所述走行轮可枢转地安装在所述转向架构架上且位于所述第一避让槽和所述第二避让槽之间；驱动装置，所述驱动装置安装在所述转向架构架上，所述走行轮由所述驱动装置驱动。
根据本公开的一个实施例，所述转向架构架上设有位于所述第一避让槽和所述第二避让槽之间的走行轮安装槽，所述走行轮可枢转地安装在所述走行轮安装槽内。
根据本公开的一个实施例，所述走行轮为多个，多个所述走行轮分别可枢转地安装在所述转向架构架上，多个所述走行轮均位于所述第一避让槽和所述第二避让槽之间。
根据本公开的一个实施例，所述转向架还包括：第一水平轮，所述第一水平轮可枢转地安装在所述转向架构架上且适于配合在所述轨道的一侧上；第二水平轮，所述第二水平轮可枢转地安装在所述转向架构架上且适于配合在所述轨道的另一侧。
根据本公开的一个实施例，所述转向架构架上设有从所述轨道的所述一侧向所述跨座凹部内延伸的第一水平轮安装肢和从所述轨道的所述另一侧向所述跨座凹部内延伸的第二水平轮安装肢，所述第一水平轮安装在所述第一水平轮安装肢上且所述第二水平轮安装在所述第二水平轮安装肢上。
根据本公开的一个实施例，所述第一水平轮连接有与所述第一水平轮同步运动且外直径小于所述第一水平轮的外直径的第一水平安全轮，所述第二水平轮连接有与所述第二水 平轮同步运动且外直径小于所述第二水平轮的外直径的第二水平安全轮。
根据本公开的一个实施例，所述第一水平轮和所述第二水平轮在上下方向上位于同一高度。
根据本公开的一个实施例，所述第一水平轮为多个且沿上下方向间隔并同轴设置，所述第二水平轮为多个且沿上下方向间隔并同轴设置。
根据本公开的一个实施例，所述第一水平轮为多个且分别沿上下方向和所述轨道的长度方向间隔设置，所述第二水平轮为多个且分别沿上下方向和所述轨道的长度方向间隔设置。
根据本公开的一个实施例，所述转向架还包括：第一集电靴，所述第一集电靴设在所述转向架构架上且适于与所述轨道的所述一侧的导电轨配合；第二集电靴，所述第二集电靴设在所述转向架构架上且适于与所述轨道的所述另一侧的导电轨配合。
根据本公开的一个实施例，所述第一集电靴位于所述第一水平轮上方，所述第二集电靴位于所述第二水平轮上方。
根据本公开的一个实施例，所述第一集电靴位于所述第一水平轮下方，所述第二集电靴位于所述第二水平轮下方。
根据本公开的一个实施例，所述第一集电靴位于所述第一水平轮下方，所述第二集电靴位于所述第二水平轮上方。
根据本公开的一个实施例，所述第一水平轮为多个且沿所述轨道的长度方向间隔设置，所述第一集电靴在所述轨道的长度方向上位于相邻第一水平轮之间，所述第二水平轮为多个且沿所述轨道的长度方向间隔设置，所述第二集电靴在所述轨道的长度方向上位于相邻第二水平轮之间。
根据本公开的一个实施例，所述第一水平轮为多个且沿所述轨道的长度方向间隔设置，所述第一集电靴与其中一个第一水平轮在上下方向上正对设置，所述第二水平轮为多个且沿所述轨道的长度方向间隔设置，所述第二集电靴与其中一个第二水平轮在上下方向上正对设置。
根据本公开的一个实施例，所述第一水平轮为多个且沿上下方向间隔设置，所述第一集电靴在上下方向上位于相邻第一水平轮之间，所述第二水平轮为多个且沿上下方向间隔设置，所述第二集电靴在上下方向上位于相邻第二水平轮之间。
根据本公开的一个实施例，所述轨道车辆还包括用于为所述轨道车辆的行驶提供动力的动力电池。
根据本公开的一个实施例，所述转向架还包括：第一支撑悬挂装置和第二支撑悬挂装置，所述第一支撑悬挂装置和所述第二支撑悬挂装置分别安装在所述转向架构架且分别与 所述车体相连，所述第一支撑悬挂装置和所述第二支撑悬挂装置沿所述轨道的长度方向间隔设置且位于在所述轨道的宽度方向上平分所述转向架构架的中心轴线上；或所述第一支撑悬挂装置和所述第二支撑悬挂装置沿所述轨道的宽度方向间隔设置且位于在所述轨道的长度方向上平分所述转向架构架的中心轴线。
根据本公开的一个实施例，所述转向架还包括：第一支撑悬挂装置、第二支撑悬挂装置、第三支撑悬挂装置和第四支撑悬挂装置，所述第一支撑悬挂装置、所述第二支撑悬挂装置、所述第三支撑悬挂装置和所述第四支撑悬挂装置分别安装在所述转向架构架且分别与所述车体相连，所述第一支撑悬挂装置、所述第二支撑悬挂装置、所述第三支撑悬挂装置和所述第四支撑悬挂装置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所述转向架构架的中心对称。
根据本公开的一个实施例，所述第一水平轮为两个且沿所述轨道的长度方向间隔设置，所述第二水平轮为两个且沿所述轨道的长度方向间隔设置，两个所述第一水平轮的中心轴线和两个所述第二水平轮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所述转向架构架的中心对称。
根据本公开的一个实施例，所述第一水平轮和所述第二水平轮分别为一个，所述第一水平轮和所述第二水平轮沿所述轨道的宽度方向间隔设置，且所述第一水平轮和所述第二水平轮在所述轨道的长度方向上朝所述轨道车辆的行驶方向偏离所述转向架构架的中心。
附图说明
图1是根据本公开实施例的轨道交通系统的剖视图。
图2是根据本公开另一个实施例的轨道交通系统的剖视图。
图3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4是根据本公开实施例的轨道车辆的结构示意图。
图5是根据本公开实施例的轨道车辆的转向架的剖视图。
图6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7是根据本公开另一个实施例的轨道交通系统的剖视图。
图8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9是根据本公开另一个实施例的轨道交通系统的剖视图。
图10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11是根据本公开另一个实施例的轨道交通系统的剖视图。
图12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13是根据本公开另一个实施例的轨道交通系统的剖视图。
图14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15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16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17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18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19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20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21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22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23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24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25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26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27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28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29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30是根据本公开实施例的轨道交通系统的结构示意图。
图31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32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。
附图标记：
轨道交通系统1、
轨道10、逃生通道11、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、
走行轮270、
驱动装置300、
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32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，转向架21具有用于跨座在轨道10上的第二凹部110，且转向架21上设有用于分别避让轨道10的两侧壁的第一避让槽120和第二避让槽130，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。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1-图32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。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。
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1-图4和图30-32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向下倾斜并伸入轨道10，即伸入逃生通道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26和图27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26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27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。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，这样在打开逃生盖板26时可以防止其上方的物品或乘客掉落。
进一步地，如图26和图27所示，逃生口25内设有通向轨道10的逃生梯27，即逃生口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3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3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1所示，转向架21的第一水平轮710配合在转向部111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3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3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5和图6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，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。其中，第二凹部110即跨座凹部。 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位于第一避让槽120和第二避让槽130之间，即走行轮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5和图6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5和图6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均位于第一避让槽120和第二避让槽130之间，即多个走行轮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5-25和图29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分别可以为一个和多个。
第一水平轮710可枢转地安装在转向架构架100上且适于配合在轨道10的第一侧，第二水平轮720可枢转地安装在转向架构架100上且适于配合在轨道10的第二侧。具体地，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5和图6所示，转向架构架100上设有从轨道10的第一侧向第二凹部110内延伸的第一水平轮安装肢150和从轨道10的所述第二侧向第二凹部110内延伸的第二水平轮安装肢160。换言之，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5和图6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18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19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20和图21所示，第一水平轮710为多个且分别沿上下方向和轨道10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轨道10的长度方向间隔设置。具体地，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向相应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7-图14所示，转向架21还包括第一集电靴810和第二集电靴820。
第一集电靴810设在转向架构架100上且适于与轨道10的第一侧的导电轨配合，第二集电靴820设在转向架构架100上且适于与轨道10的第二侧的导电轨配合。具体地，转向部111的所述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的所述另一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20和图21所示，第一水平轮710为多个且沿轨道10的长度方向间隔设置，第一集电靴810在轨道10的长度方向上位于相邻第一水平轮710之间，第二水平轮720为多个且沿轨道10的长度方向间隔设置，第二集电靴820在轨道10的长度方向上位于相邻第二水平轮720之间。具体地，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18、图20和图21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22-图25所示，第一水平轮710为多个且沿轨道10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，第二水平轮720为多个且沿轨道10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。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22-图25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7和图8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9和图10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11和图12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。
在本公开的一些具体实施例中，如图13和图14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28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15和图16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16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15所示)。
在本公开的另一些具体实施例中，如图17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15-图17所示，第一水平轮710为两个且沿轨道10的长度方向间隔设置，第二水平轮720为两个且沿轨道10的长度方向间隔设置。具体地，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17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29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29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，行驶方向前侧的水平轮起主要导向作用，在转弯时，行驶方向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 (17)

  1. 一种轨道车辆，其特征在于，包括：
    转向架，所述转向架具有适于跨座在轨道上的跨座凹部，所述转向架上设有用于分别避让所述轨道的两侧壁的第一避让槽和第二避让槽；
    车体，所述车体与所述转向架相连且由所述转向架牵引沿所述轨道行驶，所述车体包括沿所述轨道的长度方向依次铰接的多个车厢，在所述轨道的长度方向上，所述车体的至少一端的车厢的背向相邻车厢的表面设有可打开和关闭的逃生门。
  2. 根据权利要求1所述的轨道车辆，其特征在于，所述逃生门的第一端可枢转地安装在对应的车厢上，所述逃生门的第二端在所述逃生门打开时向下倾斜且伸入所述轨道。
  3. 根据权利要求2所述的轨道车辆，其特征在于，所述逃生门的内表面设有滑道。
  4. 根据权利要求1所述的轨道车辆，其特征在于，所述车体的所述至少一端的车厢的内地板上设有逃生口和逃生盖板，所述逃生盖板与所述逃生门联动且用于打开和关闭所述逃生口，所述逃生门打开时所述逃生盖板打开所述逃生口，所述逃生门关闭时所述逃生盖板关闭所述逃生口。
  5. 根据权利要求4所述的轨道车辆，其特征在于，所述逃生口内设有通向所述轨道的逃生梯。
  6. 根据权利要求5所述的轨道车辆，其特征在于，所述车体还包括用于驱动所述逃生梯伸缩的伸缩驱动装置。
  7. 根据权利要求1-6中任一项所述的轨道车辆，其特征在于，所述转向架包括：
    转向架构架，所述跨座凹部、所述第一避让槽和所述第二避让槽设在所述转向架构架上；
    走行轮，所述走行轮可枢转地安装在所述转向架构架上且位于所述第一避让槽和所述第二避让槽之间；
    驱动装置，所述驱动装置安装在所述转向架构架上，所述走行轮由所述驱动装置驱动。
  8. 根据权利要求7所述的轨道车辆，其特征在于，所述转向架构架上设有位于所述第一避让槽和所述第二避让槽之间的走行轮安装槽，所述走行轮可枢转地安装在所述走行轮安装槽内。
  9. 根据权利要求7所述的轨道车辆，其特征在于，所述走行轮为多个，多个所述走行轮分别可枢转地安装在所述转向架构架上，多个所述走行轮均位于所述第一避让槽和所述第二避让槽之间。
  10. 根据权利要求7-9中任一项所述的轨道车辆，其特征在于，所述转向架还包括：
    第一水平轮，所述第一水平轮可枢转地安装在所述转向架构架上且适于配合在所述轨道的第一侧上；
    第二水平轮，所述第二水平轮可枢转地安装在所述转向架构架上且适于配合在所述轨道的第二侧。
  11. 根据权利要求10所述的轨道车辆，其特征在于，所述转向架构架上设有从所述轨道的所述第一侧向所述跨座凹部内延伸的第一水平轮安装肢和从所述轨道的所述第二侧向所述跨座凹部内延伸的第二水平轮安装肢，所述第一水平轮安装在所述第一水平轮安装肢上且所述第二水平轮安装在所述第二水平轮安装肢上。
  12. 根据权利要求10所述的轨道车辆，其特征在于，所述第一水平轮连接有与所述第一水平轮同步运动且外直径小于所述第一水平轮的外直径的第一水平安全轮，所述第二水平轮连接有与所述第二水平轮同步运动且外直径小于所述第二水平轮的外直径的第二水平安全轮。
  13. 根据权利要求10-12中任一项所述的轨道车辆，其特征在于，所述第一水平轮和所述第二水平轮在上下方向上位于同一高度。
  14. 根据权利要求10-12中任一项所述的轨道车辆，其特征在于，所述第一水平轮为多个且沿上下方向间隔并同轴设置，所述第二水平轮为多个且沿上下方向间隔并同轴设置。
  15. 根据权利要求10-12中任一项所述的轨道车辆，其特征在于，所述第一水平轮为多个且分别沿上下方向和所述轨道的长度方向间隔设置，所述第二水平轮为多个且分别沿上下方向和所述轨道的长度方向间隔设置。
  16. 根据权利要求10所述的轨道车辆，其特征在于，所述第一水平轮为两个且沿所述轨道的长度方向间隔设置，所述第二水平轮为两个且沿所述轨道的长度方向间隔设置，两个所述第一水平轮的中心轴线和两个所述第二水平轮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所述转向架构架的中心对称。
  17. 根据权利要求10所述的轨道车辆，其特征在于，所述第一水平轮和所述第二水平轮分别为一个，所述第一水平轮和所述第二水平轮沿所述轨道的宽度方向间隔设置，且所述第一水平轮和所述第二水平轮在所述轨道的长度方向上朝所述轨道车辆的行驶方向偏离所述转向架构架的中心。
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