WO2021169617A1 - 用于轨道车辆的贯通道和具有其的轨道车辆 - Google Patents

用于轨道车辆的贯通道和具有其的轨道车辆 Download PDF

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Publication number
WO2021169617A1
WO2021169617A1 PCT/CN2021/070512 CN2021070512W WO2021169617A1 WO 2021169617 A1 WO2021169617 A1 WO 2021169617A1 CN 2021070512 W CN2021070512 W CN 2021070512W WO 2021169617 A1 WO2021169617 A1 WO 2021169617A1
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WO
WIPO (PCT)
Prior art keywords
bellows
wear
pedal
assembly
plate
Prior art date
Application number
PCT/CN2021/070512
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English (en)
French (fr)
Inventor
罗俊富
宁尚景
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 BR112022014883A priority Critical patent/BR112022014883A2/pt
Priority to US17/798,839 priority patent/US20230087632A1/en
Publication of WO2021169617A1 publication Critical patent/WO2021169617A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • B60D5/003—Bellows for interconnecting vehicle parts
    • 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

  • This application relates to the technical field of rail vehicles, and in particular to a through-passage for rail vehicles and rail vehicles having the same.
  • the present application aims to solve at least one of the technical problems existing in the prior art. For this reason, the present application is to propose a through passage for rail vehicles.
  • the passage of the through passage is relatively spacious, so as to improve the permeability in the carriage.
  • This application also proposes a rail vehicle with the above-mentioned through passage.
  • the through passage for rail vehicles includes: a bellows assembly, the bellows assembly includes an outer bellows and an inner bellows, the inner bellows is fixed in the outer bellows , Wherein the vertical centerline of the inner bellows is offset from the vertical centerline of the outer bellows, so that the inner bellows is arranged non-axisymmetrically with respect to the vertical centerline of the outer bellows Pedal assembly, the pedal assembly is provided in the outer bellows, and located at the bottom of the inner bellows to cooperate with the inner bellows to form a passageway; and a load-bearing assembly, the load-bearing assembly Set in the outer bellows and located below the pedal assembly, the load-bearing assembly includes a coupler and a support assembly, the support assembly is respectively connected to the outer bellows and the coupler, the pedal assembly Part of it is located directly above the coupler.
  • a load-bearing assembly the load-bearing assembly Set in the outer bellows and located below the pedal
  • the load-bearing assembly is installed on the outer bellows.
  • the outer bellows does not have to form a coupler avoiding recess, and a part of the pedal assembly can be located directly above the coupler, so that the passageway can be more spacious, and the center of gravity of the entire passageway can be ensured to be low, which increases the traveling of rail vehicles. Stability and safety.
  • the lateral dimension W2 of the pedal assembly is greater than one-half of the maximum lateral width W1 of the outer bellows.
  • the outer bellows includes a middle connecting frame, a bottom frame of the middle connecting frame is a straight frame edge, and the supporting component is connected to the bottom frame.
  • the support assembly includes: a support arm, the support arm extends transversely and both ends are connected to the outer bellows; a support plate, the support plate is connected to the coupler, the support A part of the plate is supported on the bottom of the supporting arm, and the supporting plate and the supporting arm are relatively movable in the lateral direction, and the supporting plate and the supporting arm are frictionally fitted through a first wear-resistant structure.
  • the support plate includes: a base plate, the base plate is connected to the coupler and a part is supported at the bottom of the support arm; a stopper, the stopper is provided on the base plate, the There are two limiting members and they are respectively located on both longitudinal sides of the support arm to limit the relative position of the support arm and the substrate.
  • the first wear-resistant structure includes: a first wear-resistant part, the first wear-resistant part is provided on the bottom and longitudinal sides of the support arm; a second wear-resistant part, the first Two wear-resistant parts are arranged on the top surface of the substrate.
  • the pedal assembly includes: pedals, the pedals are two, the two pedals are spaced apart in the longitudinal direction and are connected to two adjacent carriages respectively; The upper middle part of each of the pedals, the ferry board is movably connected to the two adjacent carriages through a connecting member located below the pedals; and a floating board, each of which is provided on both longitudinal sides For the floating board, each floating board is movably connected with the ferry board and is placed above the pedal on the corresponding side.
  • the floating board includes a plurality of sub-floating boards sequentially arranged along the extending direction of the corresponding side edge of the ferry board, and one end of each of the sub-floating boards pivots with the ferry board through a hinge. Connected, the other end of the sub-floating board is placed above the pedal on the corresponding side.
  • the floating plate and the pedal are friction-fitted through a second wear-resistant structure, and the second wear-resistant structure is provided at the other end of the sub-floating plate.
  • the ferry board and the pedal are friction-fitted through a third wear-resistant structure
  • the third wear-resistant structure includes: wear strips, the wear strips being arranged on both longitudinal sides of the ferry board The bottom; wear plate, the wear plate is provided on the top surface of the pedal.
  • the rail vehicle according to the embodiment of the second aspect of the present application includes a plurality of carriages and the through passage for the rail vehicle according to the embodiment of the first aspect of the present application, and the through passage is connected between two adjacent carriages .
  • the inner bellows of the through channel is arranged non-axisymmetrically with respect to the vertical centerline of the outer bellows, so that the passing The passage is relatively spacious, thereby improving the permeability of the carriage.
  • the center of gravity of the through passage can be lowered, thereby increasing the rail vehicle's driving process. Stability and safety.
  • Figure 1 is a front view of a through passage according to an embodiment of the present application.
  • FIG. 2 is a partial schematic diagram of the bellows frame of the outer bellows shown in FIG. 1;
  • Figure 3 is an enlarged view of part A circled in Figure 1;
  • Figure 4 is a perspective view of the support assembly shown in Figure 1;
  • FIG 5 is a perspective view of the pedal assembly shown in Figure 1;
  • FIG 6 is another perspective view of the pedal assembly shown in Figure 5;
  • Fig. 7 is an enlarged view of part B circled in Fig. 6;
  • Figure 8 is a perspective view of the pedal bracket shown in Figure 5;
  • Figure 9 is a perspective view of the connector shown in Figure 6;
  • Figure 10 is a cross-sectional view of the ferry shown in Figure 5;
  • Figure 11 is a perspective view of the through passage shown in Figure 1;
  • Fig. 12 is a schematic diagram of a rail vehicle according to an embodiment of the present application.
  • Fig. 13 is a front view of a through passage according to an embodiment in the related art.
  • Pedal 21 mounting hole 211; crossing plate 22; floating plate 23; sub-floating plate 23a;
  • Pedal bracket 25 mounting portion 251; connecting portion 252; perforation 2521; supporting portion 253;
  • Support component 32 support arm 321; support plate 322; base plate 3221; limit piece 3222;
  • Second wear-resistant structure 5 Third wear-resistant structure 6; wear strip 61; wear plate 62;
  • the related art coupler 31A The related art coupler 31A.
  • the through-channel 100 for rail vehicles 1000 may include: a bellows assembly 1, a pedal assembly 2 and a load-bearing assembly 3.
  • the bellows assembly 1 includes an outer bellows 11 and the inner bellows 12, the inner bellows 12 is fixed in the outer bellows 11, wherein the vertical centerline L2 of the inner bellows 12 is offset from the vertical centerline L1 of the outer bellows 11, so that the inner bellows 12 is arranged non-axisymmetrically with respect to the vertical centerline L1 of the outer bellows 11, the pedal assembly 2 is arranged in the outer bellows 11 and at the bottom of the inner bellows 12 to cooperate with the inner bellows 12 to form a passageway 1a,
  • the load-bearing assembly 3 is arranged in the outer bellows 11 and located below the pedal assembly 2.
  • the load-bearing assembly 3 includes a coupler 31 and a support assembly 32, and the support assembly 32 is connected to the outer bellows 11 and the coupler 31 respectively, that is, The outer bellows 11 is connected to the coupler 31 through the support assembly 32 so that the coupler 31 carries the weight of the bellows assembly 1 so that the weight of the bellows assembly 1 is placed on the inner coupler 31, and a part of the pedal assembly 2 is located Above the coupler 31.
  • connection mode of the support assembly 32 and the outer bellows 11 and the connection mode of the support assembly 32 and the coupler 31 are different.
  • the limitation for example, can be a fixed connection, or a detachable connection, can be a direct connection, or an indirect connection, etc., which is not limited herein.
  • the coupler 31 is used to hook two adjacent cars 200 connected by the connecting through passage 100.
  • the vertical centerline L2 of the inner bellows 12 is offset from the vertical centerline L1 of the outer bellows 11, which refers to the vertical centerline L1 of the outer bellows 11 and the inner bellows 11
  • the vertical center lines L2 of 12 do not overlap and are separated by a certain distance.
  • the vertical center line L1 of the outer bellows 11 is located on the right side of the vertical center line L2 of the inner bellows 12.
  • the distance between the left edge of the inner bellows 12 and the left edge of the outer bellows 11 is H1
  • the distance between the right edge of the inner bellows 12 and the right edge of the outer bellows 11 is H2, H1 ⁇ H2, so that the inner bellows 12 is arranged non-axisymmetrically with respect to the vertical centerline L1 of the outer bellows 11.
  • the outer bellows 11A is usually landed directly on the coupler 31A. At this time, the outer bellows 11A is located above the coupler 31A, and the coupler 31A is located on the outer bellows. Below the bottom outside 11A.
  • the installation height of the coupler 31A is usually higher.
  • the bottom of the shed 11A is flat, which will cause the pedal assembly 2A on the bottom surface of the passage 1A to have a high height, which makes the center of gravity of the whole vehicle high and the operation is not stable enough.
  • the bottom of the bellows assembly 1 does not need to be formed with an upper avoiding recess 11A1 for avoiding the coupler 31, so that the pedal The component 2 does not have to be restricted to extend its width laterally in order to avoid the upper recess 11A1. Therefore, the pedal component 2 can extend to directly above the coupler 31 while maintaining the original height or even lowering a certain height.
  • the passage 1a can be relatively spacious, and the height of the pedal assembly 2 is lower, so as to ensure that the center of gravity of the through passage 100 is low, and increase the driving stability and safety of the rail vehicle 1000.
  • the through-channel 100 for the rail vehicle 1000 of the embodiment of the first aspect of the present application for the through-channel 100 in which the inner bellows 12 is arranged non-axisymmetrically with respect to the vertical centerline of the outer bellows 11, although the coupler 31A is provided
  • the height is relatively high, but by arranging the load-bearing assembly 3 in the outer bellows 11, the outer bellows 11 does not have to form an upper avoidance recess 11A1 for avoiding the coupler 31, so that a part of the pedal assembly 2 can extend to the coupler 31
  • the crossing passage 1a can be relatively spacious, and the center of gravity of the entire through passage 100 can be ensured to be low, and the driving stability and safety of the rail vehicle 1000 can be increased.
  • the lateral dimension W2 of the pedal assembly 2 is greater than one-half of the maximum lateral width W1 of the outer bellows 11 (ie, W2>W1/2). Therefore, when the pedal assembly 2 cooperates with the inner bellows 12 to form a passageway 1a, the width of the passageway 1a is larger, thereby improving the permeability in the compartment 200.
  • the outer bellows 11 may include a middle connecting frame 111, and the outer bellows 11 may include two sub-bellows 110 respectively connected to two adjacent carriages 200.
  • the middle connecting frame 11 With a quick unmarshalling structure, the middle connecting frame 111 can be divided into two detachable sub-frames. The two sub-frames are connected by the quick unmarshalling structure, and the two sub-frames are connected to the two sub-folding houses 110 respectively.
  • the two sub-folding sheds 110 are respectively installed behind the two carriages 200, and then the coupler 31 is installed in place, and then the two sub-frames are connected by a quick-release structure. As a result, the installation can be realized simply and conveniently. It is understandable that the specific form of the quick decompilation structure is not limited and will not be repeated here.
  • the intermediate connecting frame 111 may not have a quick unmarshalling structure.
  • the sub-folding shed 110 is fixed on both sides of the intermediate connecting frame 111. First connect one sub-folding shed 110 to the car 200 on the corresponding side, and then install the coupler 31 in place, and then connect the other sub-folding shed 110 to the other side car 200, so that the installation can be realized simply and conveniently.
  • the bottom frame 112 of the middle connecting frame 111 is a straight frame edge, that is, there is no upward or downward convex structure, and extends along a straight line, and the supporting component 32 is connected to the bottom frame 112.
  • the support assembly 32 can be connected to the bottom frame 112. Since the bottom frame 112 is a straight frame edge, the middle connecting frame 111 has a simple structure, is convenient for processing, has good structural strength, and facilitates the installation and fixation of the support assembly 32.
  • the support assembly 32 may include: a support arm 321 and a support plate 322.
  • the support arm 321 extends in the transverse direction and both ends are connected to the outer bellows 11, and the support plate 322 is connected to the outer bellows 11.
  • the coupler 31 is connected, a part of the support plate 322 is supported at the bottom of the support arm 321, that is, not all the support plate 322 is supported at the bottom of the support arm 321, and the support plate 322 and the support arm 321 can move relative to each other in the lateral direction.
  • the support plate 322 and The support arm 321 is friction-fitted through the first wear-resistant structure 4.
  • the “lateral” described herein refers to the width direction of the rail vehicle 1000
  • “longitudinal” refers to the length direction of the rail vehicle 1000
  • vertical refers to the height direction of the rail vehicle 1000.
  • the outer bellows 11 is connected to the support arm 321, so that the weight of the outer bellows 11 can be transmitted to the support arm 321, and then a part of the support plate 322 is supported on the bottom of the support arm 321, so that the weight is transmitted through the support arm 321
  • the support plate 322 is finally connected to the coupler 31 through the support plate 322 so that the weight of the outer bellows 11 is borne by the coupler 31.
  • the support arm 321 and the support plate 322 can move relative to each other in the lateral direction, the flexibility of the rail vehicle 1000 when passing through the curve can be improved.
  • the support plate 322 and the support arm 321 pass The first wear-resistant structure 4 is in frictional fit. Therefore, the wear between the support plate 322 and the support arm 321 can be reduced through the first wear-resistant structure 4, thereby increasing the service life of the support assembly 32 and reducing the support arm 321 and the support.
  • the abnormal noise generated by the friction between the arms 321 can avoid the transmission of large noises into the rail vehicle 1000, thereby improving the comfort of passengers.
  • the “connected” mentioned in the preceding paragraph refers to a mechanical connection, which may be a fixed connection, a detachable connection, a direct connection, an indirect connection, etc., which is not limited herein.
  • the material of the first wear-resistant structure 4 is not limited, for example, it can be high molecular polyethylene, nylon, etc., which will not be repeated here.
  • the supporting plate 322 may include: a base plate 3221 and a limiting member 3222.
  • the base plate 3221 is connected to the coupler 31 and partially supported on the bottom of the supporting arm 321, and the limiting member 3222 is provided on the base plate 3221.
  • the support arm 321 can only move relative to the support plate 322 along the moving direction of the rail vehicle 1000 within a reduced range of motion, thereby avoiding the outer bellows 1 relative to the coupler 21 along the rail vehicle 1000.
  • the movement direction is greatly moved, thereby improving the riding stability of the passengers in the through passage 100, and improving the problems such as forward or backward of the passengers.
  • the support arm 321 can move laterally or rotate relative to the support plate 322, the flexibility and stability of the rail vehicle 1000 when cornering can be improved.
  • the first wear-resistant structure 4 may include: a first wear-resistant part 41 and a second wear-resistant part 42.
  • the first wear-resistant part 41 is provided on the bottom of the support arm 321 and is located at On both longitudinal sides of the support arm 321, the second wear-resistant part 42 is provided on the top surface of the base plate 3221, so that the support plate 322 and the support arm 321 frictionally fit through the first wear-resistant part 41 and the second wear-resistant part 42. That is to say, the bottom of the support arm 321 and the longitudinal sides of the support arm 321 can be protected by the first wear part 41, and the top surface of the substrate 3221 can be protected by the second wear part 42.
  • the support arm 321 is opposite to the substrate 3221.
  • the top surface of the support arm 321 and the bottom surface of the base plate 3221 are contacted and rubbed by the first wear-resistant member 41 and the second wear-resistant member 42.
  • the longitudinal sides of the support arm 321 and the limiting member 3222 pass through the A wear part 41 contacts and rubs.
  • an escape hole 421 may be provided on the second wear-resistant member 42 to allow the limiting member 3222 to pass through.
  • the pedal assembly 2 may include: a pedal 21, a ferry 22, and a floating board 23.
  • the two pedals 21 are spaced apart along the longitudinal direction of the rail vehicle 1000 and are opposite
  • the two adjacent carriages 200 are respectively connected
  • the ferry 22 is located in the upper middle part of the two pedals 21,
  • the ferry 22 is movably connected to the two adjacent carriages 200 through the connecting member 24 located below the pedal 21, and the ferry 22 is
  • Floating boards 23 are respectively provided on both sides of the longitudinal direction, and each floating board 23 is movably connected with the ferry board 22 and is placed above the pedal 21 on the corresponding side.
  • a gap may appear between the ferry 22 and the pedal 21. Since the floating plate 23 can sag under the action of gravity, the floating plate 23 can cover The gap between the ferry board 22 and the pedal 21 improves the safety of the pedal assembly 2 in use.
  • each pedal bracket 25 may include a mounting portion 251, a supporting portion 253, and a connecting portion 252 connecting the mounting portion 251 and the supporting portion 253, wherein the mounting portion 251 can be connected to the carriage through a threaded connection (such as a screw, etc.) 200 is fixed, the supporting part 253 is supported on the bottom surface of the pedal 21, and the pedal bracket 25 is also provided with a perforation 2521.
  • the connecting piece 24 is composed of multiple parallelogram structures as a scissor structure, and the longitudinal ends of the connecting piece 24 are respectively In the perforations 2521 of the pedal bracket 25 fixed on both sides in the longitudinal direction, the connecting member 24 also has a rotating member 241 in the middle.
  • the rotating member 241 supports the ferry 22 and is rotatably connected with the ferry 22, so that the ferry 22 can be rotated in two directions.
  • the member 241 acts as the center of rotation, so as to meet the requirements of the distance change between the ends of the two adjacent carriages 200 during operation, and thereby can improve the passing capacity of the rail vehicle 1000 when the turning radius is small.
  • the floating plate 23 may include a plurality of sub-floating plates 23a arranged in sequence along the extending direction of the corresponding side edge of the ferry plate 22, so that each longitudinal side edge of the ferry plate 22 is located at the outer side of each side edge.
  • Each has a sub-floating board 23a, one end of each sub-floating board 23a is pivotally connected to the ferry board 22 by a hinge 26, and the other end of the sub-floating board 23a is placed above the pedal 21 on the corresponding side. Therefore, by arranging a plurality of sub-floating plates 23a to be pivotally connected to the pedal 21 through the hinge 26, the installation of the floating plate 23 can be more convenient and the movement can be more flexible.
  • the floating plate 23 and the pedal 21 are frictionally fitted through the second wear-resistant structure 5, and the second wear-resistant structure 5 is provided at the other end of the sub-floating plate 23a (ie, the sub-floating plate).
  • the board 23a is placed on the upper end of the pedal 21 on the corresponding side), so that when the sub-floating board 23a sinks under the action of gravity and contacts and rubs with the pedal 21, the gap between the sub-floating board 23a and the pedal 21 can be reduced. Wear, thereby improving the service life of the sub-floating board 23a and the pedal 21, and reducing the noise when the sub-floating board 23a and the pedal 21 are rubbed, thereby improving the passenger's riding comfort experience.
  • the material of the second wear-resistant structure 5 is not limited, for example, it may be high molecular weight polyethylene, nylon, etc., which will not be repeated here.
  • the ferry plate 22 and the pedal 21 are friction-fitted through the third wear-resistant structure 6.
  • the third wear-resistant structure 6 includes: a wear strip 61 and a wear plate 62, and the wear strip 61
  • the wear plate 62 is provided on the bottom of the two longitudinal sides of the ferry board 22 and the wear plate 62 is provided on the top surface of the pedal 21. Therefore, when the rail vehicle 1000 turns, the ferry 22 and the pedal 21 can be friction-fitted through the third wear-resistant structure 6, thereby reducing the noise during friction between the ferry 22 and the pedal 21, thereby improving passenger comfort.
  • the material of the third wear-resistant structure 6 is not limited, for example, it may be high molecular weight polyethylene, nylon, etc., which will not be repeated here.
  • the pedal 21 may be composed of two layers of plates of different materials, wherein the upper layer of the pedal 21 (that is, the side close to the ferry 22) is a wear-resistant plate. 62. Wear strips 61 are provided at the bottom of the two longitudinal sides of the ferry plate 22. When the pedal 21 and the ferry plate 22 are overlapped, the wear plate 62 and the wear strip 61 are frictionally fitted. One side) is a metal plate to ensure the support strength. With reference to FIG. 8, the support portion 253 in the pedal bracket 25 is supported on the lower surface of the pedal 21. It should be noted that the connection form between the wear-resistant plate 62 of the upper layer of the pedal 21 and the metal plate of the lower layer is not limited. For example, it may be connected by a threaded connection (such as a screw), etc., which will not be repeated here.
  • the bellows assembly 1 is fixed (for example, fixed with a threaded connection member) to the end walls of two adjacent carriages 200 through the car body mounting frame 16 (combined with FIG. 2).
  • a sealing rubber strip may be arranged between the car body mounting frame 16 and the car compartment 200 so that the sealing rubber strip is in close contact with the car compartment 200, thereby ensuring the sealing requirements.
  • a detachable lug structure 17 is installed on the top of the outer bellows 11 to facilitate the installation of the outer bellows 11.
  • the hoisting equipment can hook the ear structure 17 so that the outline of the outer bellows 11 is flush with the outer outline of the carriage 200 (not shown in the figure).
  • the inner bellows 12 is arranged in the outer bellows 11, and the inner bellows 12 is arranged non-axisymmetrically with respect to the vertical center line of the outer bellows 11.
  • the contour of the shed 12 is flush with the contour of the interior trim surface of the compartment 200 (not shown in the figure), and the inner bellows 12 is connected to the outer bellows 11 through the first connecting rod 14 as a whole.
  • the through passage 100 may further include a skirt assembly 13, and the skirt assembly 13 is fixed under the outer bellows 11.
  • the skirt assembly 13 is fixed under the outer bellows 11.
  • the fixing forms of “the inner bellows 12 is fixed in the outer bellows 11" and “the skirt assembly 13 is fixed under the outer bellows 11" described herein are not limited.
  • the inner bellows 12 can pass through the first
  • the connecting rod 14 is connected to the outer bellows 11, and the skirt assembly 13 can be connected to the outer bellows 11 through the second connecting rod 15, and so on, which is not limited thereto.
  • the outer bellows 11 and the inner bellows 12 in the bellows assembly 1 may both be composed of U-shaped shed cloth, wherein the U-shaped shed cloth of the outer bellows 11 is outwardly
  • the U-shaped shed cloth of the inner bellows 12 is arched inward (that is, the curved surface faces the inner side of the compartment 200).
  • the U-shaped shed cloth can be made by sewing, for example, The U-shaped shed cloth can also be treated by vulcanization, so that the U-shaped shed cloth has good waterproof and corrosion resistance.
  • the U-shaped shed cloth can pass through the profile frame (such as aluminum profile, aluminum alloy profile, etc.)
  • the clamping connection can increase the structural strength of the bellows assembly 1 and reduce the weight of the bellows assembly 1.
  • the fabric structure of the skirt assembly 13 may be the same as that of the outer bellows 11.
  • the skirt assembly 13 is connected to the outer bellows 11 through a second connecting rod 15.
  • the skirt assembly 13 The profile frame of the U-shaped shed can also be provided with rubber strips 18 at intervals in the upper and lower positions to cushion the collision of the profile frame during operation and reduce noise, and the U-shaped shed cloth is designed with double-layer shed cloth 19 in the upper, middle and lower positions.
  • the structural stability of the skirt assembly 13 is improved, and the structural deformation of the skirt assembly 13 during the running of the rail vehicle is avoided.
  • the rail vehicle 1000 may include multiple carriages 200 and the through channel 100 for the rail vehicle 1000 according to the embodiment of the first aspect of the present application.
  • the through channel 100 is connected to Between two adjacent carriages 200.
  • the through channel 100 by providing the through channel 100 according to the embodiment of the first aspect of the present application, the through channel is arranged non-axisymmetrically with respect to the vertical centerline of the inner bellows 12 relative to the outer bellows 11
  • the outer bellows 11 does not have to form an upper recess for avoiding the coupler 31, so that a part of the pedal assembly 2 can extend directly above the coupler 31 Therefore, the crossing passage 1a can be relatively spacious, and the center of gravity of the entire through passage 100 can be ensured to be low, and the driving stability and safety of the rail vehicle 1000 can be increased.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Diaphragms And Bellows (AREA)
  • Body Structure For Vehicles (AREA)
  • Mechanical Control Devices (AREA)

Abstract

一种用于轨道车辆（1000）的贯通道（100）和具有其的轨道车辆（1000），贯通道（100）包括：折棚组件（1）、踏板组件（2）以及承重总成（3），折棚组件（1）包括外折棚（11）和内折棚（12），内折棚（12）关于外折棚（11）的竖向中心线（L1）非轴对称设置，踏板组件（2）位于内折棚（12）的底部，以与内折棚（12）配合形成过人通道（1a），承重总成（3）设于外折棚（11）内，且位于踏板组件（2）的下方，承重总成（3）包括车钩（31）和支撑组件（32），支撑组件（32）与外折棚（11）和车钩（31）分别连接，踏板组件（2）的一部分位于车钩（31）的正上方。

Description

用于轨道车辆的贯通道和具有其的轨道车辆
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2020年02月28日提交的、发明名称为“用于轨道车辆的贯通道和具有其的轨道车辆”的中国专利申请号“202010129584.8”的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及轨道车辆技术领域，尤其是涉及一种用于轨道车辆的贯通道和具有其的轨道车辆。
背景技术
在轨道车辆技术领域，贯通道用于连接轨道车辆的相邻两节车厢，相关技术中的一些贯通道，内折棚非对称地设置在外折棚内，然而，此类贯通道的过人通道较为狭窄，通透性较差。
申请内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请在于提出一种用于轨道车辆的贯通道，所述贯通道的过人通道较为宽敞，从而提高车厢内的通透性。
本申请还提出一种具有上述贯通道的轨道车辆。
根据本申请第一方面实施例的用于轨道车辆的贯通道，包括：折棚组件，所述折棚组件包括外折棚和内折棚，所述内折棚固定在所述外折棚内，其中，所述内折棚的竖向中心线偏置于所述外折棚的竖向中心线设置，以使所述内折棚关于所述外折棚的竖向中心线非轴对称设置；踏板组件，所述踏板组件设于所述外折棚内，且位于所述内折棚的底部，以与所述内折棚配合形成过人通道；以及承重总成，所述承重总成设于所述外折棚内，且位于所述踏板组件的下方，所述承重总成包括车钩和支撑组件，所述支撑组件与所述外折棚和所述车钩分别连接，所述踏板组件的一部分位于所述车钩的正上方。
根据本申请第一方面实施例的用于轨道车辆的贯通道，对于内折棚相对外折棚的竖向中心线非轴对称设置的贯通道而言，通过将承重总成设于外折棚内，使得外折棚不必形成车钩避让凹部，且使得踏板组件的一部分可以位于车钩的正上方，从而使得过人通道可以较为宽敞，而且可以保证贯通道整体的重心较低，增加轨道车辆的行驶平稳性与安全性。
在一些实施例中，所述踏板组件的横向尺寸W2大于所述外折棚的最大横向宽度W1的 二分之一。
在一些实施例中，所述外折棚包括中间连接框，所述中间连接框的底框为直线框边，所述支撑组件连接至所述底框。
在一些实施例中，所述支撑组件包括：支撑臂，所述支撑臂沿横向延伸且两端均与所述外折棚相连；支撑板，所述支撑板与所述车钩相连，所述支撑板的一部分支撑在所述支撑臂的底部，且所述支撑板与所述支撑臂沿横向可相对运动，所述支撑板和所述支撑臂通过第一耐磨结构摩擦配合。
在一些实施例中，所述支撑板包括：基板，所述基板与所述车钩相连且一部分支撑在所述支撑臂的底部；限位件，所述限位件设于所述基板，所述限位件为两个且分别位于所述支撑臂的纵向两侧，以限制所述支撑臂与所述基板的相对位置。
在一些实施例中，所述第一耐磨结构包括：第一耐磨件，所述第一耐磨件设于所述支撑臂的底部和纵向两侧；第二耐磨件，所述第二耐磨件设于所述基板的顶面。
在一些实施例中，所述踏板组件包括：踏板，所述踏板为两个，两个所述踏板沿纵向间隔开且与相邻的两节车厢分别相连；渡板，所述渡板位于两个所述踏板的上方中部，所述渡板通过位于所述踏板下方的连接件与所述相邻的两节车厢活动相连；以及浮板，每个所述渡板的纵向两侧分别设有所述浮板，每个所述浮板均与所述渡板活动相连且搭放在对应侧的所述踏板的上方。
在一些实施例中，所述浮板包括沿所述渡板的相应侧边沿的延伸方向依次排布的多个子浮板，每个所述子浮板的一端与所述渡板通过铰链枢转相连，所述子浮板的另一端搭放在对应侧的所述踏板的上方。
在一些实施例中，所述浮板与所述踏板通过第二耐磨结构摩擦配合，所述第二耐磨结构设于所述子浮板的所述另一端。
在一些实施例中，所述渡板与所述踏板通过第三耐磨结构摩擦配合，所述第三耐磨结构包括：耐磨条，所述耐磨条设于所述渡板的纵向两边的底部；耐磨板，所述耐磨板设于所述踏板的顶面。
根据本申请第二方面实施例的轨道车辆，包括多节车厢和根据本申请第一方面实施例的用于轨道车辆的贯通道，所述贯通道连接在相邻的两节所述车厢之间。
根据本申请第二方面实施例的轨道车辆，通过设置上述第一方面的用于轨道车辆的贯通道，贯通道的内折棚相对外折棚的竖向中心线非轴对称设置，使得过人通道较为宽敞，从而提高车厢内的通透性，此外，通过将承重总成设于外折棚内，且位于踏板组件的下方，可以降低贯通道的重心，从而增加轨道车辆在行驶过程中的平稳性与安全性。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明 显，或通过本申请的实践了解到。
附图说明
图1是根据本申请一个实施例的贯通道的主视图；
图2是图1中所示的外折棚的折棚框的局部示意图；
图3是图1中圈示的A部放大图；
图4是图1中所示的支撑组件的立体图；
图5是图1中所示的踏板组件的立体图；
图6是图5中所示的踏板组件的另一个角度的立体图；
图7是图6中圈示的B部放大图；
图8是图5中所示的踏板支架的立体图；
图9是图6中所示的连接件的立体图；
图10是图5中所示的渡板的剖视图；
图11是图1中所示的贯通道的立体图；
图12是根据本申请一个实施例的轨道车辆的示意图；
图13是相关技术中的一个实施例的贯通道的主视图。
附图标记：
轨道车辆1000：
贯通道100；车厢200；
折棚组件1；过人通道1a；
外折棚11；子折棚110；
中间连接框111；中间连接框的底框112；车体连接框113；
内折棚12；裙摆组件13；第一连接杆14；第二连接杆15；
车体安装框16；吊耳结构17；胶条18；双层棚布19；
踏板组件2；
踏板21；安装孔211；渡板22；浮板23；子浮板23a；
连接件24；转动件241；
踏板支架25；安装部251；连接部252；穿孔2521；支撑部253；
铰链26；
承重总成3；车钩31；
支撑组件32；支撑臂321；支撑板322；基板3221；限位件3222；
第一耐磨结构4；第一耐磨件41；第二耐磨件42；避让孔421；
第二耐磨结构5；第三耐磨结构6；耐磨条61；耐磨板62；
相关技术中的贯通道100A；
相关技术中的外折棚11A；相关技术中的内折棚12A；
相关技术中的避让上凹部11A1；相关技术中的凸起部11A2；
相关技术中的过人通道1A，相关技术中的踏板组件2A；
相关技术中的车钩31A。
具体实施方式
下面详细描述本申请的实施例，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，旨在用于解释本申请，而不能理解为对本申请的限制。
下文的公开提供了许多不同的实施例或例子用来实现本申请的不同结构。为了简化本申请的公开，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。
下面，参照附图，描述根据本申请第一方面实施例的用于轨道车辆1000的贯通道100。
如图1所示，根据本申请第一方面实施例的用于轨道车辆1000的贯通道100，可以包括：折棚组件1、踏板组件2以及承重总成3，折棚组件1包括外折棚11和内折棚12，内折棚12固定在外折棚11内，其中，内折棚12的竖向中心线L2偏置于外折棚11的竖向中心线L1设置，以使内折棚12关于外折棚11的竖向中心线L1非轴对称设置，踏板组件2设于外折棚11内，且位于内折棚12的底部，以与内折棚12配合形成过人通道1a，承重总成3设于外折棚11内，且位于踏板组件2的下方，承重总成3包括车钩31和支撑组件32，支撑组件32与外折棚11和车钩31分别连接，也就是说，通过支撑组件32将外折棚11连接至车钩31，以由车钩31承载折棚组件1的重量，使得折棚组件1的重量压设在其内部的车钩31之上，踏板组件2的一部分位于车钩31的上方。
需要说明的是，本文所述的“支撑组件32与外折棚11和车钩31分别连接”中，支撑组件32与外折棚11的连接方式，以及支撑组件32与车钩31的连接方式均不限，例如可以是固定连接、或可拆卸连接，可以是直接连接、或间接连接等等，在此不作限定。此外，可以理解的是，车钩31用于钩挂连接贯通道100所连接的相邻两节车厢200。
此外，需要说明的是，内折棚12的竖向中心线L2偏置于外折棚11的竖向中心线L1 设置，指的是，外折棚11的竖向中心线L1与内折棚12的竖向中心线L2不重合且相距一定距离，例如在图1所示的具体实施例中，外折棚11的竖向中心线L1位于内折棚12的竖向中心线L2的右侧，此时，内折棚12的左侧边缘与外折棚11的左侧边缘之间的距离为H1，内折棚12的右侧边缘与外折棚11的右侧边缘之间的距离为H2，H1＜H2，从而使得内折棚12关于外折棚11的竖向中心线L1非轴对称设置。
结合图13，相关技术中的贯通道100A，为了方便贯通道100A的安装，通常将外折棚11A直接降落在车钩31A上，此时外折棚11A位于车钩31A上方，车钩31A位于外折棚11A外的底部下方。对于内折棚12A相对外折棚11A的竖向中心线非轴对称设置的贯通道100A而言，为了保证整车的运行平稳性，车钩31A的设置高度通常较高，此时，如果外折棚11A的底部为平面，则会造成过人通道1A底面的踏板组件2A的高度较高，使得整车重心较高、运行不够平稳。
因此，为了降低整车重心，则需要降低过人通道1A底面的踏板组件2A的设置高度，从而就需要相应降低外折棚11A的底部高度，为了避免降低外折棚11A时外折棚11A与车钩31A发生干涉，需要在外折棚11A的底部设置用于避让车钩31A的避让上凹部11A1，以使车钩31A收纳在避让上凹部11A1内，从而能够降低外折棚11A的底部高度，进而能够降低踏板组件2A的高度。
然而，在外折棚11A的底部形成避让上凹部11A1时，将导致外折棚11A的内部底部形成上凸的凸起部11A2，为了保证踏板组件2A的高度较低且能够避让该凸起部11A2，则需要将踏板组件2A设于凸起部11A2的横向一侧，此时，虽然能够将踏板组件2A的高度降低，但也会导致过人通道1A的下部宽度较窄。
而在本申请的实施例中，如图1所示，通过将承重总成3设置在外折棚11内，使得折棚组件1的底部不必形成用于避让车钩31的避让上凹部11A1，从而踏板组件2也不必为了躲让上凹部11A1而被限制横向延伸宽度，因此踏板组件2可以在保持原有高度、甚至降低一定高度的前提下，有一部分延伸到车钩31的正上方，从而使得过人通道1a可以较为宽敞，且踏板组件2的高度较低，从而保证贯通道100的重心较低，增加了轨道车辆1000的行驶平稳性与安全性。
根据本申请第一方面实施例的用于轨道车辆1000的贯通道100，对于内折棚12相对外折棚11的竖向中心线非轴对称设置的贯通道100而言，虽然车钩31A的设置高度较高，但通过将承重总成3设于外折棚11内，使得外折棚11不必形成用于避让车钩31的避让上凹部11A1，从而使得踏板组件2的一部分可以延伸至车钩31的正上方，从而使得过人通道1a可以较为宽敞，而且可以保证贯通道100整体的重心较低，增加轨道车辆1000的行驶平稳性与安全性。
在一些实施例中，如图1所示，踏板组件2的横向尺寸W2大于外折棚11的最大横向宽度W1的二分之一(即W2＞W1/2)。由此，当踏板组件2与内折棚12配合形成过人通道1a时，过人通道1a的宽度较大，从而提高车厢200内的通透性。
在一些实施例中，如图2所示，外折棚11可以包括中间连接框111，外折棚11包括与相邻两节车厢200分别对应相连的两个子折棚110，当中间连接框11具有快速解编结构时，中间连接框111可以分为可拆分的两个子框，两个子框通过快速解编结构相连，两个子框与两个子折棚110分别对应连接，安装时，先将两个子折棚110分别对应安装在两个车厢200后，然后将车钩31安装到位，之后再将两个子框通过快速解编结构相连。由此，可以简单方便地实现安装。可以理解的是，快速解编结构的具体形式不限，在此不作赘述。
当然，本申请不限于此，在另外一些实施例中，中间连接框111也可以不具备快速解编结构，此时，子折棚110分别固定在中间连接框111的两侧，安装时，可以先将一个子折棚110与对应侧的车厢200连接，然后再将车钩31安装到位，之后再将另一个子折棚110与另一侧车厢200连接，从而可以简单方便地实现安装。
结合图3，中间连接框111的底框112为直线框边，即没有上凸或下凸等结构，沿直线延伸，支撑组件32连接至底框112。例如，支撑组件32可以连接至底框112上，由于底框112为直线框边，因此，中间连接框111的结构简单、方便加工、结构强度好，且方便支撑组件32的安装固定。
在一些实施例中，如图3和图4所示，支撑组件32可以包括：支撑臂321和支撑板322，支撑臂321沿横向延伸且两端均与外折棚11相连，支撑板322与车钩31相连，支撑板322的一部分支撑在支撑臂321的底部，即支撑板322不是全部都支撑在支撑臂321的底部，且支撑板322与支撑臂321沿横向可相对运动，支撑板322和支撑臂321通过第一耐磨结构4摩擦配合。需要说明的是，本文所述的“横向”指的是轨道车辆1000的宽度方向，“纵向”指的是轨道车辆1000的长度方向，“竖向”指的是轨道车辆1000的高度方向。
这样，通过外折棚11与支撑臂321相连，使得外折棚11的重量可以传递给支撑臂321，然后，支撑板322的一部分支撑在支撑臂321的底部，从而使得重量通过支撑臂321传递给支撑板322，最后，通过支撑板322与车钩31相连，使得外折棚11的重量由车钩31承受。由此，支撑组件32的结构简单、方便加工和装配。
此外，在轨道车辆1000过弯道时，因为支撑臂321与支撑板322可以沿横向相对运动，从而可以提高轨道车辆1000在通过弯道时的灵活性，此外，支撑板322和支撑臂321通过第一耐磨结构4摩擦配合，因此，通过第一耐磨结构4可以降低支撑板322与支撑臂321之间的磨损，从而增加支撑组件32的使用寿命，同时还能降低支撑臂321与支撑臂321之间的摩擦时产生的异响，从而可以避免较大噪音传递到轨道车辆1000内，进而提高乘客的 乘坐舒适度。
需要说明的是，前段所述的“相连”指机械连接，可以是固定连接、或可拆卸连接，可以是直接连接、或间接连接等等，在此不作限定。此外，还需要说明的是，第一耐磨结构4的材料不限，例如可以是高分子聚乙烯、尼龙等，在此不作赘述。
在一些实施例中，如图4所示，支撑板322可以包括：基板3221和限位件3222，基板3221与车钩31相连且一部分支撑在支撑臂321的底部，限位件3222设于基板3221，限位件3222为两个且分别位于支撑臂321的纵向两侧，以限制支撑臂321与基板3221的相对位置。由此，通过限位件3222可以限制支撑臂321的运动范围，使支撑臂321可相对支撑板322沿横向运动以及旋转运动，而纵向运动受到限制，只能在较小运动范围(例如几个毫米的范围)内进行活动。
例如，在轨道车辆1000启动或刹车时，由于支撑臂321只能相对支撑板322沿轨道车辆1000的运动方向在减小运动范围内移动，从而避免外折棚1相对车钩21沿轨道车辆1000的运动方向大幅移动，进而提高贯通道100内乘客的乘坐稳定性，改善乘客的前倾或倒仰等问题。此外，在轨道车辆1000转弯时，由于支撑臂321可相对支撑板322沿横向运动或旋转运动，从而可以提高轨道车辆1000的过弯时的灵活性和平稳性。
在一些实施例中，如图4所示，第一耐磨结构4可以包括：第一耐磨件41和第二耐磨件42，第一耐磨件41设于支撑臂321的底部且位于支撑臂321的纵向两侧，第二耐磨件42设于基板3221的顶面，从而使得支撑板322和支撑臂321通过第一耐磨件41和第二耐磨件42摩擦配合。也就是说，通过第一耐磨件41可以保护支撑臂321的底部与支撑臂321的纵向两侧，同时通过第二耐磨件42可以保护基板3221的顶面，在支撑臂321相对基板3221沿横向运动时，支撑臂321的顶面和基板3221的底面是通过第一耐磨件41与第二耐磨件42接触并摩擦，支撑臂321的纵向两侧面和限位件3222是通过第一耐磨件41接触并摩擦。
由此，可以降低支撑臂321与支撑板322的磨损，同时还能降低支撑臂321与支撑臂321之间的摩擦时产生的异响，从而即可以增加支撑组件32的使用寿命，还可以避免较大噪音传递到轨道车辆1000内，进而提高乘客的乘坐舒适度。此外，当第二耐磨件42的尺寸较大时，可以在第二耐磨件42上开设避让孔421，以使限位件3222得以穿过。
在一些实施例中，如图5所示，踏板组件2可以包括：踏板21、渡板22和浮板23，踏板21为两个，两个踏板21沿轨道车辆1000的纵向间隔开且与相邻的两节车厢200分别相连，渡板22位于两个踏板21的上方中部，渡板22通过位于踏板21下方的连接件24与相邻的两节车厢200活动相连，每个渡板22的纵向两侧分别设有浮板23，每个浮板23均与渡板22活动相连且搭放在对应侧的踏板21的上方。由此，当轨道车辆1000行驶过程中 经过半径较小的弯道时，渡板22与踏板21之间可能会出现缝隙，由于浮板23可以在重力的作用下下垂，从而浮板23可以遮蔽渡板22与踏板21之间的缝隙，从而提高踏板组件2的使用安全性。
踏板组件2的具体安装方式不限，例如在图6所示的具体示例中，在踏板21的宽度方向一侧具有间隔开且均匀设置的多个安装孔211，踏板21可以通过螺纹连接件(例如螺钉等)连接到车厢200上，此外，在踏板21的底部还可以沿踏板21的长度方向间隔设有多个踏板支架25，以用于支撑踏板21。结合图8所示，每个踏板支架25可以包括安装部251、支撑部253以及连接安装部251与支撑部253的连接部252，其中安装部251可以通过螺纹连接件(例如螺钉等)与车厢200进行固定，支撑部253支撑在踏板21的底面，踏板支架25上还具有穿孔2521，结合图9，连接件24由多个平行四边形结构组成为剪叉结构，连接件24的纵向两端分别固定在纵向两侧的踏板支架25的穿孔2521中，连接件24中间还具有转动件241，结合图6，转动件241支撑渡板22且与渡板22转动连接，使渡板22可以两转动件241作为转动中心进行活动，从而可满足相邻两节车厢200车端在运行时的距离变化要求，进而可以提高轨道车辆1000在转弯半径较小时的通过能力。
在一些实施例中，如图5所示，浮板23可以包括沿渡板22的相应侧边沿的延伸方向依次排布的多个子浮板23a，以使渡板22的纵向每侧边沿外侧处处都具有子浮板23a，每个子浮板23a的一端与渡板22通过铰链26枢转相连，子浮板23a的另一端搭放在对应侧的踏板21的上方。由此，通过设置多个子浮板23a通过铰链26枢转连接在踏板21，可以使浮板23的安装更加方便，运动更加灵活。
在一些实施例中，如图5和图10所示，浮板23与踏板21通过第二耐磨结构5摩擦配合，第二耐磨结构5设于子浮板23a的另一端(即子浮板23a搭放在对应侧的踏板21的上方的一端)，从而当子浮板23a在重力的作用下下沉并与踏板21接触以及摩擦时，可以降低子浮板23a与踏板21之间的磨损，从而提高子浮板23a与踏板21的使用寿命，以及，降低子浮板23a与踏板21摩擦时的噪声，从而提高乘客的乘坐舒适度体验。需要说明的是，第二耐磨结构5的材料不限，例如可以是高分子聚乙烯、尼龙等，在此不作赘述。
在一些实施例中，如图6所示，渡板22与踏板21通过第三耐磨结构6摩擦配合，第三耐磨结构6包括：耐磨条61和耐磨板62，耐磨条61设于渡板22的纵向两边的底部，耐磨板62设于踏板21的顶面。由此，当轨道车辆1000转弯时，渡板22与踏板21可以通过第三耐磨结构6摩擦配合，从而降低渡板22与踏板21之间的摩擦时的噪声，进而提高乘客的乘坐舒适度体验。需要说明的是，第三耐磨结构6的材料不限，例如可以是高分子聚乙烯、尼龙等，在此不作赘述。
例如在一些具体实施例中，如图6和图7所示，踏板21可以由上下两层不同材质的板 组成，其中，踏板21的上层(即靠近渡板22的一侧)为耐磨板62，耐磨条61设于渡板22的纵向两边的底部，踏板21与渡板22搭接时，耐磨板62与耐磨条61摩擦配合，踏板21的下层(即远离渡板22的一侧)为金属板，从而保证支撑强度，结合图8，踏板支架25中的支撑部253支撑在踏板21的下表面。需要说明的是，踏板21上层的耐磨板62与下层的金属板之间的连接形式不限，例如可以通过螺纹连接件(例如螺钉)等连接，在此不作赘述。
例如，在一些具体实施例中，如图11所示，折棚组件1通过车体安装框16(结合图2)固定(例如使用螺纹连接件固定)于相邻两节车厢200的端墙，车体安装框16与车厢200固定时，还可以在车体安装框16与车厢200之间设置密封胶条，使密封胶条与车厢200紧密接触，从而保证密封要求。
在一些具体实施例中，如图11所示，在外折棚11顶部装有可拆卸的吊耳结构17，从而方便外折棚11的安装，例如，在利用吊装设备(例如吊车)安装时，吊装设备可以钩挂吊耳结构17，使外折棚11的轮廓与车厢200的外轮廓平齐(图未示出)。
在一些具体实施例中，如图11所示，内折棚12设置在外折棚11内，且在内折棚12相对外折棚11的竖向中心线非轴对称设置，同时，使内折棚12的轮廓与车厢200的内饰面轮廓平齐(图未示出)，内折棚12通过第一连接杆14与外折棚11连成一体。
如图11所示，在一些具体实施例中，贯通道100还可以包括裙摆组件13，裙摆组件13固定在外折棚11的下方。由此，通过设置裙摆组件13可以遮挡轨道及转向架等。需要说明的是，本文所述的“内折棚12固定在外折棚11内”以及“裙摆组件13固定在外折棚11下方”中的固定形式不限，例如内折棚12可以通过第一连接杆14与外折棚11相连，裙摆组件13可以通过第二连接杆15与外折棚11相连等等，不限于此。
在一些具体实施例中，如图11所示，折棚组件1中的外折棚11和内折棚12可以均由U型棚布组成，其中，外折棚11的U型棚布向外拱(即弧形面朝向车厢200外侧)、内折棚12的U型棚布向内拱(即弧形面朝向车厢200内侧)，U型棚布可以采用例如缝纫的方式制作而成，同时，U型棚布的还可以通过硫化方式处理，从而使U型棚布具有良好的防水性以及耐腐蚀性，此外，U型棚布间可以通过型材骨架(例如铝型材、铝合金型材等)夹紧连接，从而即可以增加折棚组件1的结构强度，又可以降低折棚组件1的重量。
在一些具体实施例中，如图11所示，裙摆组件13的棚布结构可以与外折棚11一致，裙摆组件13通过第二连接杆15与外折棚11相连，裙摆组件13的型材骨架在上下位置还可以间隔设置有胶条18，以缓冲型材骨架在运行时的互相碰撞，降低噪声，并在U型棚布的上中下三个位置设计有双层棚布19，以增加裙摆组件13的U型棚布的弹性，从而提高裙摆组件13的结构稳定性，进而避免裙摆组件13在轨道车辆行驶过程中发生的结构变形。
下面，参照附图，描述根据本申请第二方面实施例的轨道车辆1000。
如图12所示，根据本申请第二方面实施例的轨道车辆1000，可以包括多节车厢200和根据本申请第一方面实施例的用于轨道车辆1000的贯通道100，贯通道100连接在相邻的两节车厢200之间。
根据本申请第二方面实施例的轨道车辆1000，通过设置根据本申请第一方面实施例的贯通道100，对于内折棚12相对外折棚11的竖向中心线非轴对称设置的贯通道100而言，通过将承重总成3设于外折棚11内，使得外折棚11不必形成用于避让车钩31的避让上凹部，从而使得踏板组件2的一部分可以延伸至车钩31的正上方，从而使得过人通道1a可以较为宽敞，而且可以保证贯通道100整体的重心较低，增加轨道车辆1000的行驶平稳性与安全性。
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申请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一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，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以及不同实施例或示例的特征进行结合和组合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (11)

  1. 一种用于轨道车辆的贯通道，其特征在于，包括：
    折棚组件，所述折棚组件包括外折棚和内折棚，所述内折棚固定在所述外折棚内，其中，所述内折棚的竖向中心线偏置于所述外折棚的竖向中心线设置，以使所述内折棚关于所述外折棚的竖向中心线非轴对称设置；
    踏板组件，所述踏板组件设于所述外折棚内，且位于所述内折棚的底部，以与所述内折棚配合形成过人通道；以及
    承重总成，所述承重总成设于所述外折棚内，且位于所述踏板组件的下方，所述承重总成包括车钩和支撑组件，所述支撑组件与所述外折棚和所述车钩分别连接，所述踏板组件的一部分位于所述车钩的正上方。
  2. 根据权利要求1所述的用于轨道车辆的贯通道，其特征在于，所述踏板组件的横向尺寸W2大于所述外折棚的最大横向宽度W1的二分之一。
  3. 根据权利要求1或2所述的用于轨道车辆的贯通道，其特征在于，所述外折棚包括中间连接框，所述中间连接框的底框为直线框边，所述支撑组件连接至所述底框。
  4. 根据权利要求1-3中任一项所述的用于轨道车辆的贯通道，其特征在于，所述支撑组件包括：
    支撑臂，所述支撑臂沿横向延伸且两端均与所述外折棚相连；
    支撑板，所述支撑板与所述车钩相连，所述支撑板的一部分支撑在所述支撑臂的底部，且所述支撑板与所述支撑臂沿横向可相对运动，所述支撑板和所述支撑臂通过第一耐磨结构摩擦配合。
  5. 根据权利要求4所述的用于轨道车辆的贯通道，其特征在于，所述支撑板包括：
    基板，所述基板与所述车钩相连且一部分支撑在所述支撑臂的底部；
    限位件，所述限位件设于所述基板，所述限位件为两个且分别位于所述支撑臂的纵向两侧，以限制所述支撑臂与所述基板的相对位置。
  6. 根据权利要求5所述的用于轨道车辆的贯通道，其特征在于，所述第一耐磨结构包括：
    第一耐磨件，所述第一耐磨件设于所述支撑臂的底部和纵向两侧；
    第二耐磨件，所述第二耐磨件设于所述基板的顶面。
  7. 根据权利要求1-6中任一项所述的用于轨道车辆的贯通道，其特征在于，所述踏板组件包括：
    踏板，所述踏板为两个，两个所述踏板沿纵向间隔开且与相邻的两节车厢分别相连；
    渡板，所述渡板位于两个所述踏板的上方中部，所述渡板通过位于所述踏板下方的连接件与所述相邻的两节车厢活动相连；以及
    浮板，每个所述渡板的纵向两侧分别设有所述浮板，每个所述浮板均与所述渡板活动相连且搭放在对应侧的所述踏板的上方。
  8. 根据权利要求7所述的用于轨道车辆的贯通道，其特征在于，所述浮板包括沿所述渡板的相应侧边沿的延伸方向依次排布的多个子浮板，每个所述子浮板的一端与所述渡板通过铰链枢转相连，所述子浮板的另一端搭放在对应侧的所述踏板的上方。
  9. 根据权利要求8所述的用于轨道车辆的贯通道，其特征在于，所述浮板与所述踏板通过第二耐磨结构摩擦配合，所述第二耐磨结构设于所述子浮板的所述另一端。
  10. 根据权利要求7-9中任一项所述的用于轨道车辆的贯通道，其特征在于，所述渡板与所述踏板通过第三耐磨结构摩擦配合，所述第三耐磨结构包括：
    耐磨条，所述耐磨条设于所述渡板的纵向两边的底部；
    耐磨板，所述耐磨板设于所述踏板的顶面。
  11. 一种轨道车辆，其特征在于，包括多节车厢和根据权利要求1-10中任一项所述的用于轨道车辆的贯通道，所述贯通道连接在相邻的两节所述车厢之间。
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