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WO2018054015A1 - 转向架及具有其的轨道车辆和轨道交通系统 - Google Patents

转向架及具有其的轨道车辆和轨道交通系统 Download PDF

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Publication number
WO2018054015A1
WO2018054015A1 PCT/CN2017/075222 CN2017075222W WO2018054015A1 WO 2018054015 A1 WO2018054015 A1 WO 2018054015A1 CN 2017075222 W CN2017075222 W CN 2017075222W WO 2018054015 A1 WO2018054015 A1 WO 2018054015A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
running wheel
horizontal
bogie
rail
Prior art date
Application number
PCT/CN2017/075222
Other languages
English (en)
French (fr)
Inventor
任林
曾浩
刘俊杰
彭方宏
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/334,790 priority Critical patent/US11155278B2/en
Priority to EP17852094.6A priority patent/EP3517386A1/en
Priority to BR112019005354-9A priority patent/BR112019005354B1/pt
Publication of WO2018054015A1 publication Critical patent/WO2018054015A1/zh
Priority to US17/509,835 priority patent/US20220048541A1/en

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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
    • 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
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • 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
    • 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
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway 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 bogie, a rail vehicle having the bogie, and a rail transit system having the 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. To this end, the present disclosure proposes a bogie.
  • the present disclosure also proposes a rail vehicle having the bogie.
  • the present disclosure also proposes a rail transit system having the rail vehicle.
  • an embodiment according to a first aspect of the present disclosure provides a bogie including: a bogie frame having a straddle recess adapted to straddle the rail; a running wheel and a second running wheel, the first running wheel and the second running wheel are respectively pivotally mounted on the bogie frame and coaxially and spaced apart; the third running wheel and the fourth running wheel, The third running wheel and the fourth running wheel are pivotally mounted on the bogie frame and are coaxially and spaced apart, and the third running wheel and the first running wheel are on the track
  • the driving wheel is spaced apart from the second running wheel at a length of the track; the driving device is mounted on the bogie frame, wherein The drive device is located between the first running wheel and the second running wheel and the first running wheel and the second running wheel are driven by the driving device; and/or the driving device is located at the Third walking wheel and the fourth walking The driving wheels are driven between the traveling wheels and the third running wheels and the fourth running wheels.
  • the bogie according to the embodiment of the present disclosure is advantageous for optimizing the structure of the escape passage, and has the advantages of high space utilization, high stability, and strong bearing capacity.
  • bogie according to the embodiment of the present disclosure may further have the following additional technical features:
  • the driving device is a motor having a first motor shaft and a second motor shaft that operate synchronously, the first motor shaft and the first running wheel or the The third running wheel is drivingly connected, and the second motor shaft is drivingly connected to the second running wheel or the fourth running wheel.
  • the first motor shaft and the second motor shaft are coaxially disposed and are a single piece.
  • the first running wheel and the second running wheel are connected by a first connecting shaft and/or the third running wheel and the fourth running wheel are passed through a second connecting shaft.
  • the drive device is in driving connection with the first connecting shaft and/or the second connecting shaft.
  • the driving device includes a first driving device and a second driving device, the first driving device being located between the first running wheel and the second running wheel and the The first running wheel and the second running wheel are driven by the first driving device, the second driving device is located between the third running wheel and the fourth running wheel and the third running wheel and The fourth running wheel is driven by the second driving device, the first driving device being further adjacent to the first running wheel and/or the second driving device relative to the second running wheel The third running wheel is further adjacent to the fourth running wheel.
  • the bogie further includes: a first horizontal wheel pivotally mounted on the bogie frame and adapted to fit on the track One side; a second horizontal wheel pivotally mounted on the bogie frame and adapted to fit over the other second side of the track.
  • the bogie further includes: a first horizontal safety wheel that moves in synchronization with the first horizontal wheel and is coupled to the first horizontal wheel, and the second horizontal wheel a second horizontal safety wheel that moves synchronously and is coupled to the second horizontal wheel; wherein an outer diameter of the first horizontal safety wheel is smaller than an outer diameter of the first horizontal wheel, and an outer diameter of the second horizontal safety wheel The diameter is smaller than the outer diameter of the second horizontal wheel.
  • the first horizontal wheel is two and spaced along the length direction of the track
  • the second horizontal wheel is two and spaced along the length direction of the track.
  • the central axes of the two first horizontal wheels and the central axes 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 offset from the steering direction of the vehicle body.
  • the center of the shelf is the first horizontal wheel and the second horizontal wheel.
  • the bogie further includes: a first collector shoe, the first collector shoe being disposed on the bogie frame and adapted to be coupled to the first side of the track
  • the second conductive shoe is disposed on the bogie frame and is adapted to cooperate with a conductive rail of the other second side of the track.
  • the bogie further includes: a first support suspension device mounted on the bogie frame and adapted to support a first side of the vehicle body; A second support suspension device mounted on the bogie frame and adapted to support another second side of the vehicle body.
  • the outer diameter of the first running wheel, the outer diameter of the second running wheel, the outer diameter of the third running wheel, and the outer diameter of the fourth running wheel are the same And it is 900-1100 mm.
  • An embodiment of the second aspect of the present disclosure provides a rail vehicle comprising: a vehicle body; a bogie, the bogie being according to an embodiment of the first aspect of the present disclosure of the present invention A bogie mounted at the bottom of the vehicle body.
  • a rail vehicle according to an embodiment of the present disclosure of the present invention by utilizing the bogie according to the embodiment of the first aspect of the present disclosure, has a structure for optimizing an escape passage, high space utilization ratio, high stability, and passenger carrying A large amount of advantages.
  • An embodiment of a third aspect of the present disclosure provides a rail transit system comprising: a rail; a rail vehicle, the rail vehicle being the embodiment of the second aspect of the present disclosure Rail vehicle.
  • the rail transit system according to the embodiment of the present disclosure by using the rail vehicle according to the embodiment of the second aspect of the present disclosure, has a structure for optimizing an escape passage, high space utilization ratio, high stability, etc. Great customer advantage.
  • FIG. 1 is a schematic structural view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 2 is a schematic structural view of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 3 is a schematic structural view of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 4 is a cross-sectional view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 5 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 6 is a structural schematic view of a track of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 7 is a schematic structural view of a rail vehicle according to an embodiment of the present disclosure.
  • FIG. 8 is a schematic structural view of a rail of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 9 is a schematic structural view of a rail of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 10 is a schematic structural view of a bogie of a rail vehicle according to an embodiment of the present disclosure.
  • FIG. 11 is a partial structural schematic view of a rail transit system in accordance with an embodiment of the present disclosure.
  • FIG. 12 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 13 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 14 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 15 is a schematic structural view of a bogie and a rail of a rail vehicle according to an embodiment of the present disclosure.
  • 16 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • 17 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 18 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • 19 is a schematic structural view of a bogie and a rail of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 20 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 21 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 22 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 23 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 24 is a cross-sectional view of a bogie of a rail vehicle in accordance with an embodiment of the present disclosure.
  • 25 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 26 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 27 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 28 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 29 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 30 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 31 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 32 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 33 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 34 is a cross-sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 35 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 36 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 37 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 38 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 39 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 40 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • 41 is a cross-sectional view of a bogie of a rail vehicle in accordance with another embodiment of the present disclosure.
  • FIG. 42 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG 43 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 44 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 45 is a cross-sectional view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 46 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 47 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 48 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 49 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 50 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 51 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 52 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 53 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 54 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • 55 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • FIG. 56 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • 57 is a partial structural schematic view of a rail transit system in accordance with another embodiment of the present disclosure.
  • 58 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 59 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 60 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 61 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • FIG. 62 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 63 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 64 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 65 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 66 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • 67 is a partial structural schematic diagram of a rail transit system in which an escape door is in a closed state, in accordance with another embodiment of the present disclosure.
  • FIG. 68 is a partial structural schematic view of a rail transit system in which an escape door is in an open state, in accordance with another embodiment of the present disclosure.
  • FIG. 69 is a partial structural schematic diagram of a rail transit system according to another embodiment of the present disclosure.
  • FIG. 70 is a schematic structural view of a bogie of a rail vehicle according to another embodiment of the present disclosure.
  • the rail 10 the escape passage 11, the first rail beam 12, the second rail beam 13, the load floor 14, the connecting beam 15, the support frame 16, the support plate 17, the anti-dropping edge 18,
  • Drive device 300 first drive device 310, second drive device 320,
  • first horizontal wheel 710 a first horizontal wheel 710, a second horizontal wheel 720, a first horizontal safety wheel 711, a second horizontal safety wheel 721,
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are identical to each other.
  • the present disclosure proposes a rail transit system 1 having the advantages of facilitating evacuation of passengers in an emergency, low cost, small space occupation, small rail load bearing, high stability, and the like.
  • the rail transit system 1 according to an embodiment of the present disclosure will be described below with reference to the drawings.
  • a rail transit system 1 includes a rail 10 and a rail vehicle 20.
  • the rail 10 itself is configured with a first recess as an escape passage 11.
  • the rail vehicle 20 includes a bogie 21 and a vehicle body 22.
  • the bogie 21 has a second recess 110 adapted to straddle the track.
  • the second recess 110 is a straddle recess.
  • the bogie 21 is movably seated on the track 10, and the body 22 is coupled to the bogie 21 and is towed along the track 10 by the bogie 21. Specifically, in the left-right direction, the minimum distance between both ends of the second recess 110 is greater than or equal to the minimum width of the track.
  • the provision of the escape passage 11 of the rail 10 means that 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, compared to the related art.
  • the rail transit system 1 of the embodiment of the present disclosure by providing the escape passage 11 on the rail 10 itself, when an emergency occurs, the passenger can be evacuated in time through the escape passage 11. Moreover, since the escape passage 11 is disposed on the rail 10 itself, there is no need to add other additional structures on the rail 10, and it is only necessary to provide the escape passage 11 along the length direction of the rail 10 itself, thereby greatly reducing the track.
  • the engineering quantity of the transportation system 1 reduces the cost on the one hand and reduces the occupied space on the other hand. In addition, it is not necessary to increase the load bearing of the rail 10, which is advantageous for the stability of the rail 10. Therefore, the rail transit system 1 according to an embodiment of the present disclosure has an advantage of facilitating evacuation of passengers in an emergency, and has low cost, small occupied space, small rail load, high stability, and the like.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length of the rail 10, and at least the length of the vehicle body 22 in the longitudinal direction of the rails 10.
  • the surface of the carriage 23 at one end facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed, and it can be said that the escape door 24 is provided in the compartment 23 of the vehicle body 22 at least at one end in the longitudinal direction of the rail 10.
  • the escape door 24 is disposed on the first end surface of the compartment 23 of the at least one end, and the first end surface is a surface away from 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 reversibly mounted on the corresponding compartment 23, the escape door 24 being tilted relative to the horizontal plane when opened, and the second end of the escape door 24 32 is inclined downward and extends into the escape passage 11.
  • the rail vehicle 20 is actively or passively parked, the escape door 24 is opened and the lower end projects into the escape passage 11, and the passengers in the carriage 23 can slide down to the escape passage 11 through the escape door 24, thereby evacuating from the escape passage 11.
  • the first end 31 of the escape door 24 is disposed adjacent to the vehicle floor, and the second end 32 of the escape door 24 is disposed adjacent the roof when the escape door 24 is closed.
  • the escape door 24 when the escape door 24 is closed, the second end 32 of the escape door 24 is above the first end 31 of the escape door 24; when the escape door 24 is open, the second end 32 of the escape door 24 is located at the first end of the escape door 24.
  • Below the 31 Thereby, the escape door 24 is switched from the closed state to the open state by flipping down.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the inner surface of the escape door 24 is provided with a slide to facilitate the passenger to slide on the slide to the escape passage 11. It can be understood here that the inner surface of the escape door 24 refers to the surface facing the interior of the vehicle when the escape door 24 is closed.
  • the vehicle body 22 includes a plurality of compartments 23 that are sequentially hinged along the length direction of the rail 10, and in the longitudinal direction of the rail 10, the body 22 is The surface of the carriage 23 at least one end facing away from the adjacent compartment 23 is provided with an escape door 24 that can be opened and closed, and the inner floor of the compartment 23 of the at least one end of the vehicle body 22 is provided with an escape opening 25 and an escape cover. 26, that is, the inner floor of the compartment 23 provided with the escape door 24 is provided with an escape opening 25 and an escape cover 26. The escape cover 26 is interlocked with the escape door 24 and is used to open and close the escape opening 25.
  • the escape door 24 When the rail vehicle 20 is operating normally, the escape door 24 is closed and the escape cover 26 closes the escape port 25 (shown in Figure 67).
  • the escape door 24 When an emergency occurs, the rail vehicle 20 is actively or passively parked, the escape door 24 is opened, and the escape cover 26 opens the escape port 25 (as shown in FIG. 68), and the passengers in the carriage 23 can enter the escape passage 11 through the escape port 25. Further evacuated from the escape route 11. Further, even if the rail vehicle 20 is forced to stop at the turn of the rail 10, the escape door 24 does not need to collide with the rail 10 when it is opened, so that the passenger is not evacuated at the turn of the rail 10.
  • both end faces of the two compartments 23 located at the two ends of the vehicle body 22 are provided with an escape door 24, which is the surface of the current compartment away from the adjacent compartment, in an emergency situation
  • the escape door 24 is simultaneously opened at both ends of the vehicle body 22, and a wide air convection passage can be formed, so that toxic gases such as smoke inside the vehicle body 22 can be quickly dissipated.
  • the escape door 24 adopts a flip structure, and the passengers in the vehicle can be quickly opened by simple operation, thereby effectively improving the efficiency of escape.
  • the escape door 24 has a first end 31 and a second end 32, and the second end 32 of the escape door 24 is reversibly mounted on the corresponding compartment 23, wherein the second end 32 of the escape door 24 is adjacent to the roof It is provided that the first 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 is switched from the closed state to the open state by the upward flip.
  • 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 article 1 or the passenger 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 escape passage 11, and after the escape opening 25 is opened, the passenger inside the vehicle can be transferred to the escape passage 11 through the escape ladder 27.
  • the escape ladder 27 may be in a fixed state and always suspended in the escape opening 25, and the lower end of the escape ladder 27 is spaced apart from the inner bottom surface of the escape passage 11 to avoid affecting the travel of the rail vehicle 20.
  • the escape ladder 27 may also have two states of contraction and extension, and the vehicle body further includes a driving ladder 27 for driving the escape ladder. Telescopic telescopic drive. 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 in turn to fit over the inner surface of the escape door 24, thereby saving space. Avoiding the escape cover 26 affects the evacuation of passengers.
  • the track 10 includes a first track beam 12, a second track beam 13, and a load floor 14.
  • the first rail beam 12 and the second rail beam 13 are arranged in parallel and spaced apart, and the bogie 21 is seated on the first rail beam 12 and the second rail beam 13.
  • the load floor 14 is disposed between the first track beam 12 and the second track beam 13, and the load floor 14 is connected to the first track beam 12 and the second track beam 13, respectively, the first track beam 12, the second track beam 13 and
  • An escape passage 11 is defined between the load floor 14 .
  • the structure of the rail 10 itself can be utilized to provide the escape passage 11 on the rail 10 itself, without the need to provide additional components, which is low in cost, small in space occupation, and advantageous in reducing the load bearing of the rail 10.
  • the track beam has a small size specification, a small occupied area, a light weight, high energy efficiency, and good economy.
  • the load floor 14 includes a connecting beam 15, a support frame 16, and a support plate 17.
  • the connecting beam 15 extends in the spacing direction of the first rail beam 12 and the second rail beam 13, and both ends of the connecting beam 15 are respectively connected to the lower portion of the first rail beam 12 and the lower portion of the second rail beam 13.
  • the support frame 16 is mounted on the connecting beam 15.
  • the support plate 17 is attached to the support frame 16 and supported by the support frame 16, which constitutes the bottom surface of the escape passage 11.
  • the escape channel 11 extending along the length of the track 10 can be formed between the pier and the pier by using the structure of the load floor 14 described above, and The material consumption is small and the cost is low.
  • the support plate 17 is spaced apart from at least one of the first track beam 12 and the second track beam 13 in the horizontal direction, in other words, the support plate 17 is horizontally aligned with the first
  • the track beams 12 are spaced apart, or the support plates 17 are spaced apart from the second track beam 13 in the horizontal direction, or the support plates 17 are spaced apart from the first track beam 12 and the second track beam 13 in the horizontal direction, respectively.
  • This facilitates the insertion of the tool into the gap between the support frame 16 and the track beam, thereby opening the support plate 17 for easy access.
  • the connecting beams 15 are plural and spaced apart along the longitudinal direction of the rail 10, and the supporting plates 17 are plural and sequentially connected along the longitudinal direction of the rail 10.
  • the single connecting beam 15 and the single support plate 17 are more convenient to process, and on the other hand, facilitate the overall construction of the track 10.
  • the plurality of support plates 17 are sequentially connected, including directly or indirectly connected, preferably directly connected. Wherein, when a plurality of support plates 17 are indirectly connected, the gap between adjacent support plates 17 needs to ensure that the passenger can smoothly cross, that is, does not affect passenger evacuation.
  • the rail 10 further includes a retaining edge 18, and specifically, the retaining edge 18 is disposed on the first rail beam At least one of the upper end and the lower end of at least one of the 12 and second track beams 13 extends outwardly in the horizontal direction and serves to prevent the bogie 21 from coming out of the track 10.
  • the anti-dropping edge 18 may be disposed on the top and/or bottom of the first rail beam 12 and may be disposed on the outer side and/or the inner side of the first rail beam 12; the anti-dropping edge 18 may be disposed in the second The top and/or bottom of the track beam 13 may be disposed on the outer side and/or the inner side of the second track beam 13.
  • the anti-dropping edge 18 is provided to prevent the bogie 21 from coming out of the rail 10, thereby ensuring the stability of the running condition of the rail vehicle 20 such as turning, and therefore, part of the structure of the bogie 21 needs to be placed. Directly below the top retaining edge 18 and/or directly above the bottom retaining edge 18.
  • the first rail beam 12 and the second rail beam 13 are made of steel and concrete, and the inner side and the outer side of the top of the first rail beam 12 are respectively provided with anti-dropping edges 18,
  • the inner side surface and the outer side surface of the top portion of the second rail beam 13 are respectively provided with a retaining edge 18, and the first horizontal wheel 710 of the bogie 21 is fitted on the outer side surface of the first rail beam 12 and located at the top of the first rail beam 12.
  • the second horizontal wheel 720 of the bogie 21 fits over the outer side of the second rail beam 13 and is located below the retaining edge 18 on the outer side of the top of the second rail beam 13. In this way, the anti-dropping edge 18 can stop the horizontal wheel from moving upward, thereby preventing the peeling effect.
  • the first rail beam 12 and the second rail beam 13 are formed by splicing steel plates, and the inner side surface and the outer side surface of the top portion of the first rail beam 12 are respectively provided with anti-dropping edges 18, and the first rail beam 12 is
  • the inner side surface and the outer side surface of the bottom are respectively provided with anti-dropping edges 18, and the inner side surface and the outer side surface of the top portion of the second rail beam 13 are respectively provided with anti-dropping edges 18, and the inner side surface and the outer side surface of the bottom portion of the second rail beam 13 respectively
  • An anti-dropper 18 is provided, and the first horizontal wheel 710 of the bogie 21 is fitted on the outer side of the first rail beam 12 and is located on the outer side of the top of the top of the first rail beam 12, and the outer side of the bottom Between the upper gussets 18, the second horizontal wheel 720 of the bogie 21 is fitted on the outer side of the second rail beam 13 and is located on the outer side of the top of the second rail beam 13 at the outer edge of the rib 18 and the
  • the bogie 21 includes a bogie frame 100, a first running wheel 210, a second running wheel 220, and a driving device 300.
  • the bogie frame 100 has a second recess 110 adapted to straddle the rail 10, ie the second recess 110 is provided in the bogie frame 100.
  • the second recess 110 is a straddle recess.
  • the second recess 110 is formed by the bottom of the bogie frame 100, the hollow portion defined by the first horizontal wheel 710 and the second horizontal wheel 720, and the innermost side of the first horizontal wheel 710 and the second horizontal wheel 720 The outer side of the track 10 is in contact.
  • the first running wheel 210 and the second running wheel 220 are pivotally mounted on the bogie frame 100, respectively, and the first running wheel 210 and the second running wheel 220 are coaxial and spaced apart.
  • the first running wheel 210 is fitted on the upper surface of the first track beam 12, and the second running wheel 220 is fitted on the upper surface of the second track beam 13.
  • the driving device 300 is mounted on the bogie frame 100, and the driving device 300 is located between the first running wheel 210 and the second running wheel 220.
  • the first running wheel 210 and the second running wheel 220 are driven by the driving device 300.
  • the first running wheel 210 and the second running wheel 220 drive the bogie 21 along the rail 10 under the driving of the driving device 300, so that the towing vehicle body 22 travels.
  • the driving device 300 can be installed by using the gap between the first running wheel 210 and the second running wheel 220, thereby saving space, improving space utilization, facilitating the distribution of the center of gravity of the vehicle body 22, and increasing the center of the tire.
  • the uniformity of driving of the first traveling wheel 210 and the second running wheel 220 by the driving device 300 is improved, thereby improving the stability and comfort of the rail transit system 1.
  • the driving device 300 may be a motor having a first motor shaft and a second motor shaft that are synchronously operated, the first motor shaft is drivingly connected with the first running wheel 210, and the second motor shaft and the second motor shaft The two running wheels 220 are drivingly connected, whereby the driving device 300 drives the first running wheel 210 through the first motor shaft and the second running wheel 220 through the second motor shaft, and synchronizes the first running wheel 210 and the second running wheel 220. run.
  • first motor shaft and the second motor shaft are coaxially disposed and are a single piece, so that not only the coaxiality of the first motor shaft and the second motor shaft but also the first running wheel 210 can be utilized.
  • the second running wheel 220 is synchronized with the driving of the driving device 300.
  • the bogie 21 includes a bogie frame 100, a first running wheel 210, a second running wheel 220, a third running wheel 230, and a fourth running line. Wheel 240 and drive unit.
  • the bogie frame 100 has a second recess 110 that sits over the rail 10, ie, the second recess 110 is disposed in the bogie frame 100.
  • the first running wheel 210 and the second running wheel 220 are pivotally mounted on the bogie frame 100, respectively, and are coaxially and spaced apart.
  • the first running wheel 210 is fitted on the upper surface of the first track beam 12, and the second running wheel The wheel 220 is fitted to the upper surface of the second track beam 13.
  • the third running wheel 230 and the fourth running wheel 240 are pivotally mounted on the bogie frame 100 and coaxially and spaced apart, and the third running wheel 230 is fitted on the upper surface of the first track beam 12 and is first
  • the running wheels 210 are spaced apart in the longitudinal direction of the first track beam 12, and the fourth running wheel 240 is fitted on the upper surface of the second track beam 13 and spaced apart from the second running wheel 220 in the longitudinal direction of the second track beam 13. Settings.
  • the drive device is mounted on a bogie frame 100, the drive device being located between the first running wheel 210 and the second running wheel 220 and/or the driving device being located at the third running wheel 230 and the fourth running wheel 240
  • the first running wheel 210 and the second running wheel 220 are driven by the driving device and/or the third running wheel 230 and the fourth running wheel 240 are driven by the driving device.
  • This can meet the large load demand, the four running wheels can withstand more loads, and the number of passengers of the rail vehicle 20 and the size of the vehicle body are advantageously improved, and the space utilization of the bogie 21 can be effectively improved. Efficiency, reducing the space occupied by the entire vehicle.
  • the driving device 300 may be a motor having a first motor shaft and a second motor shaft that are synchronously operated, and the first motor shaft is drivingly connected to the first running wheel 210 or the third running wheel 230,
  • the second motor shaft is drivingly coupled to the second running wheel 220 or the fourth running wheel 240, whereby the driving device 300 drives the first running wheel 210 or the third running wheel 230 through the first motor shaft and drives the second through the second motor shaft
  • the running wheel 220 or the fourth running wheel 240 makes the first running wheel 210 and the second running wheel 220 run synchronously, and the third running wheel 230 and the fourth running wheel 240 operate synchronously.
  • first motor shaft and the second motor shaft are coaxially disposed and are a single piece, so that not only the coaxiality of the first motor shaft and the second motor shaft but also the first running wheel 210 can be utilized.
  • the second running wheel 220 and the third running wheel 230 and the fourth running wheel 240 are synchronized to operate under the driving of the driving device 300.
  • the driving device may be one and defined as a first driving device 310.
  • the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 and the first running wheel 210.
  • the second running wheel 220 is driven by the first driving device 310.
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 and the third running wheel 230 and the fourth running line
  • the wheel 240 is driven by a second drive unit 320.
  • the driving device may be two and defined as a first driving device 310 and a second driving device 320, respectively, and the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 and A running wheel 210 and a second running wheel 220 are driven by a first driving device 310, a second driving device 320 is disposed between a third running wheel 230 and a fourth running wheel 240, and a third running wheel 230 and a fourth running wheel 240 It is driven by the second drive device 320.
  • first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and/or the second driving device 320 is further adjacent to the fourth running wheel 240 with respect to the third running wheel 230, preferably, first The driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220 and the second driving device 320 is further adjacent to the fourth running wheel 240 with respect to the third running wheel 230, ie, the first driving device 310 and the second driving device 320
  • the diagonal arrangement is such that the bogie 21 is balanced in the width direction of the rail 10, and the differential can be omitted, thereby reducing the cost.
  • first running wheel 210 and the second running wheel 220 are connected by the first connecting shaft 250 and/or the third running wheel 230 and the fourth running wheel 240 are connected by the second connecting shaft 260, the driving device and the first A connecting shaft 250 and/or a second connecting shaft 260 are drivingly coupled.
  • the first running wheel 210 and the second running wheel 220 are connected by a first connecting shaft 250, and the third running wheel 230 and the fourth running wheel 240 are connected without a connecting shaft and are follower wheels, and the driving device is One is defined as a first drive device 310, and the first drive device 310 is in driving connection with the first connecting shaft 250.
  • Fig. 10 shows the bogie 21 of the two running wheels
  • Figs. 46-49 show the bogie 21 of the four running wheels, which may have a single connecting shaft or a double connecting shaft.
  • the double-connected shaft structure can be used to greatly improve the stability and safety of the system.
  • the bogie 21 further includes a first horizontal wheel 710 and a second horizontal wheel 720, wherein the first horizontal wheel 710 and the second horizontal wheel 720 may respectively For 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 fitted on the side surface of the first track beam 12, and the second horizontal wheel 720 is fitted on the second track beam 13 On the side surface.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are fitted to the side surface of the rail 10, thereby forming a passive steering along the track 10, thereby driving the rail vehicle 20 to turn, and on the other hand, the track can be improved.
  • the bogie 21 further includes a first horizontal safety wheel 711 coupled to the first horizontal wheel 710 and synchronized with the first horizontal wheel 710, and coupled to the second horizontal wheel 720 and synchronized with the second horizontal wheel 720.
  • the second horizontal safety wheel 721 has an outer diameter smaller than the outer diameter of the first horizontal wheel 710, and the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • a first horizontal safety wheel 711 is provided under the first horizontal wheel 710 in synchronization with the first horizontal wheel 710.
  • the outer diameter of the first horizontal safety wheel 711 is smaller than the first horizontal wheel.
  • a second horizontal safety wheel 721 that moves in synchronization with the second horizontal wheel 720 is connected below the second horizontal wheel 720.
  • the outer diameter of the second horizontal safety wheel 721 is smaller than the outer diameter of the second horizontal wheel 720.
  • the first horizontal safety wheel 711 and the second horizontal safety wheel 721 are not in contact with the track beam.
  • the horizontal safety wheel contacts the track beam instead of the horizontal wheel to ensure the stability of the running of the rail vehicle 20.
  • the first horizontal wheel 710 is normal, the first horizontal safety wheel 711 is not in contact with the first track beam 12, and when the first horizontal wheel 710 is blown, the first horizontal safety wheel 711 is in contact with the side surface of the first track beam 12. In place of the first horizontal wheel 710.
  • the first horizontal wheel 710 is plural and located at the same height in the up and down direction
  • the second horizontal wheel 720 is plural and is located in the same direction in the up and down direction.
  • height. 11 shows an example in which one of the second horizontal wheels 720 and the other second horizontal wheel 720 of the bogie 21 of the two running wheels are at the same height
  • FIG. 50 shows the bogie 21 of the four traveling wheels.
  • one second horizontal wheel 720 and the other second horizontal wheel 720 are at the same height.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction and coaxially disposed
  • the second horizontal wheel 720 is plural and spaced in the up and down direction and Coaxial settings.
  • 12 shows an example in which a plurality of first horizontal wheels 710 of the bogie 21 of the two running wheels are coaxially arranged up and down and a plurality of second horizontal wheels 720 are arranged coaxially above and below
  • FIG. 51 shows a bogie of the four traveling wheels.
  • An example in which a plurality of first horizontal wheels 710 of 21 are coaxially disposed above and below and a plurality of second horizontal wheels 720 are disposed coaxially above and below. This can improve the stability of the vehicle, and the lower horizontal wheel plays a stable role, reducing the risk of overturning of the rail vehicle 20 during cornering or high-speed driving.
  • the first horizontal wheel 710 is plural and is respectively spaced apart from the longitudinal direction of the first track beam 12 in the up and down direction, respectively.
  • the two horizontal wheels 720 are plural and are spaced apart from each other in the longitudinal direction of the second rail beam 13 in the vertical direction.
  • the first horizontal wheel 710 is arranged upside down, and the second horizontal wheel 720 is arranged upside down, that is, the nth first horizontal wheel 710 can be located above or below the n+1th first horizontal wheel 720, nth +2 first horizontal wheels 720 may be above or below the n+1th first horizontal wheel 720, specifically, the nth first horizontal wheel 710 and the n+2 first horizontal wheel 720 are at the same height ,among them n is an integer greater than or equal to 1.
  • the first horizontal wheel 710 may be located above the second horizontal wheel 720 , and the first horizontal wheel 710 may also be located below the second horizontal wheel 720 . 13 and FIG.
  • FIGS. 52 and 53 show the bogie of the four traveling wheels.
  • the first horizontal wheel 710 is fitted on the outer side surface of the first track beam 12, and the second horizontal wheel 720 is fitted on the outer side surface of the second track beam 13, That is, the horizontal wheels are fitted on the outer side surface of the rail 10. Therefore, the center distance of the two horizontal wheels is designed to be the maximum distance possible, which can improve the stability performance of the system, and also facilitate the distribution of the center of gravity of the bogie 21 and the whole vehicle.
  • the first horizontal wheel 710 is fitted on the inner side surface of the first track beam 12, and the second horizontal wheel 720 is fitted on the inner side surface of the second track beam 13, That is, the horizontal wheels are fitted on the inner side surface of the rail 10.
  • the space inside the rail 10 can be effectively utilized to improve the space utilization rate of the whole vehicle, and the horizontal wheel and the conductive rail are respectively located on both sides of the rail beam, which can effectively reduce the space of the lower part of the vehicle body 22 and reduce the overall vehicle height.
  • the first horizontal wheel 710 is plural and respectively fitted on the outer side surface and the inner side surface of the first track beam 12, and the second horizontal wheel 720 A plurality of and respectively fit on the outer side surface and the inner side surface of the second rail beam 13, that is, the outer side surface and the inner side surface of the rail 10 are fitted with horizontal wheels, and the horizontal wheels are simultaneously arranged on the inner and outer sides, and the inner horizontal wheel is
  • the stable and anti-overturning effect can greatly improve the stability and safety performance of the rail vehicle 20.
  • the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 are located in the up and down direction The same height.
  • the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 are different in the up and down direction.
  • the height, for example, as shown in FIG. 18, the first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 is higher than the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13, for example,
  • the first horizontal wheel 710 fitted on the inner side surface of the first rail beam 12 is lower than the second horizontal wheel 720 fitted on the inner side surface of the second rail beam 13.
  • first horizontal wheel 710 fitted on the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the inner side surface of the second track beam 13 may be at the same height in the up and down direction, or At different heights, the first horizontal wheel 710 fitted on the outer side surface of the first track beam 12 and the second horizontal wheel 720 fitted on the outer side surface of the second track beam 13 may also be at the same height in the up and down direction. Or at different heights.
  • the bogie 21 further includes a first collector shoe 810 and a second collector shoe 820.
  • 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 outer side surface of the first rail beam 12 is provided with a first conductive rail 830 extending along the longitudinal direction of the first rail beam 12, and the outer side surface of the second rail beam 13 is provided along the second rail beam 13 A second conductive track 840 extending in the length direction.
  • the first collector shoe 810 mates with the first conductor rail 830, and the second collector shoe 820 mates with the second conductor rail 840.
  • the first collector shoe 810 is powered by the first conductor rail 830 and the second collector shoe 820 is powered by the second conductor rail 840 for use by the rail vehicle 20.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the first track beam 12 .
  • the first collector shoe 810 is located between the adjacent first horizontal wheels 710 in the longitudinal direction of the first track beam 12, and the second horizontal wheel 720 is plural and spaced along the length direction of the second track beam 13,
  • the two collector shoes 820 are located between the adjacent second horizontal wheels 720 in the longitudinal direction of the second track beam 13, whereby the force of the first horizontal wheel 710 does not affect the first collector shoe 810 and the second horizontal wheel 720 The force does not affect the second collector shoe 820, and can improve the space utilization and simplify the structure of the bogie 21.
  • FIGS. 11 , 13 and 14 show that the first collector shoe 810 of the bogie 21 of the two running wheels is located between adjacent first horizontal wheels 710 in the longitudinal direction of the first track beam 12 and An example in which the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the longitudinal direction of the second track beam 13 , wherein the plurality of first horizontal wheels 710 may be located at the same height and the plurality of second horizontal wheels 720 The plurality of first horizontal wheels 710 may be alternately arranged upside down and the plurality of second horizontal wheels 720 may be alternately arranged up and down.
  • first collector shoe 810 of the bogie 21 of the four running wheels is located between the adjacent first horizontal wheels 710 in the longitudinal direction of the first track beam 12 and is secondly collected.
  • shoe 820 is located between adjacent second horizontal wheels 720 in the longitudinal direction of the second track beam 13, wherein the plurality of first horizontal wheels 710 may be at the same height and the plurality of second horizontal wheels 720 may be at the same height
  • the plurality of first horizontal wheels 710 may be alternately arranged upside down and the plurality of second horizontal wheels 720 may be alternately arranged up and down.
  • the first horizontal wheel 710 is plural and spaced along the length direction of the first track beam 12, the first collector shoe The 810 is disposed in an up-and-down direction with one of the first horizontal wheels 710, for example, the central axis of the first collector shoe 810 coincides with the central axis of one of the first horizontal wheels 710.
  • the second horizontal wheel 720 is plural and spaced along the length direction of the second track beam 13, and the second collector shoe 820 is disposed opposite to one of the second horizontal wheels 720 in the up and down direction, for example, the second collector shoe The central axis of the 820 coincides with the central axis of one of the second horizontal wheels 720.
  • the second horizontal wheel 720 is plural and spaced along the length direction of the second track beam 13, and the second collector shoe 820 is disposed opposite to one of the second horizontal wheels 720 in the up and down direction, for example, the second collector shoe
  • the central axis of the 820 coincides with the central axis of one of the second horizontal wheels 720.
  • the collector shoe is front or rear.
  • FIGS. 20-23 illustrate an example of the front or rear of the collector shoe of the bogie 21 of the two running wheels, wherein the plurality of first horizontal wheels 710 and the plurality of second horizontal wheels 720 may be located At the same height, the plurality of first horizontal wheels 710 may also be at different heights and the plurality of second horizontal wheels 720 may also be at different heights.
  • 54-57 illustrate an example of the front or rear of the collector shoe of the bogie 21 of the four running wheels, wherein the plurality of first horizontal wheels 710 may be at the same height and the plurality of second horizontal wheels 720 may be located At the same height, the plurality of first horizontal wheels 710 may also be at different heights and the plurality of second horizontal wheels 720 may also be at different heights.
  • the first collector shoe 810 is located above each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above. The distance between the collector shoe and the driving device 300 is reduced, which is advantageous for energy transfer and improves space utilization.
  • first horizontal wheel 710 can fit over the outside surface of the first track beam 12 and the second horizontal wheel 720 can fit over the outside surface of the second track beam 13 (as shown in Figure 24).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 25).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIGS. 26-28, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or located Different heights.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720.
  • the lower side whereby the horizontal wheel is disposed near the upper portion of the track beam, facilitates the running stability of the rail vehicle 20.
  • first horizontal wheel 710 can fit over the outside surface of the first track beam 12 and the second horizontal wheel 720 can fit over the outside surface of the second track beam 13 (as shown in Figure 29).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 30).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIGS. 31-33, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or located Different heights.
  • the first collector shoe 810 is located below each of the first horizontal wheels 710, and the second collector shoe 820 is located at each of the second horizontal wheels 720. Above. Therefore, the collector shoe is arranged up and down according to the polarity of the current to be taken. For example, the collector of the upper collector is connected to the positive pole of the current, and the collector shoe arranged at the lower side is connected to the cathode of the current at the opposite side, which is advantageous for space allocation and Improve the safety of the flow.
  • the first horizontal wheel 710 can be fitted on the outer side surface of the first track beam 12 and the second horizontal wheel 720 It can be fitted on the outer side surface of the second track beam 13 (as shown in Fig. 34).
  • the first horizontal wheel 710 can also fit over the inside surface of the first track beam 12 and the second horizontal wheel 720 can also fit over the inside surface of the second track beam 13 (as shown in Figure 35).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIG. 36, wherein the first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or at different heights.
  • the first horizontal wheel 710 is plural and spaced apart in the up and down direction, and the first collector shoe 810 is located at an adjacent first level in the up and down direction. Between wheels 710.
  • the second horizontal wheel 720 is plural and spaced apart in the up and down direction, and the second collector shoe 820 is located between the adjacent second horizontal wheels 720 in the up and down direction. This can facilitate the distribution of space and the stability of the overall structure.
  • a plurality of first horizontal wheels 710 may be fitted on an outer side surface of the first track beam 12 and a plurality of second horizontal wheels 720 may be fitted on an outer side surface of the second track beam 13 (as shown in FIG. 37).
  • a plurality of first horizontal wheels 710 may also be fitted on the inner side surface of the first track beam 12 and a plurality of second horizontal wheels 720 may also fit on the inner side surface of the second track beam 13 (as shown in FIG. 38).
  • the plurality of first horizontal wheels 710 may also be respectively fitted on the inner side surface and the outer side surface of the first rail beam 12 and the plurality of second horizontal wheels 720 may also be fitted on the inner side surface and the outer side surface of the second rail beam 13, respectively ( As shown in FIGS.
  • first horizontal wheel 710 fitted to the inner side surface of the first track beam 12 and the second horizontal wheel 720 fitted to the inner side surface of the second track beam 13 are at the same height or located
  • the first collector shoe 810 is located between the adjacent first horizontal wheels 710 that fit on the outer side surface of the first track beam 12 in the up and down direction
  • the second collector shoe 820 is located in the second direction in the up and down direction.
  • the outer side surface of the track beam 13 is between adjacent second horizontal wheels 720.
  • the rail transit system 1 may be applied to a traffic connection of a main line to each living community, and thus, the volume of the rail vehicle 20 is relative to the main line.
  • the rail vehicle is smaller in size, so that the conductive rails and the collector shoes can be eliminated, and the power battery 28 is used for power supply.
  • the power battery 28 provides power for the driving of the rail vehicle 20, and of course, can also supply power to other power stations of the rail vehicle 20. This simplifies the structure and power supply lines and reduces costs.
  • the power battery 28 may be provided at a portion other than the bogie 21, and may be attached to, for example, the bottom of the compartment 23 or may be installed inside the compartment 23.
  • the power battery 28 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, and the first support suspension device 910 is adapted to support the first side of the vehicle body 22 and the second support suspension device 920 Suitable for supporting the second side of 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 to be disposed to support the second side of the vehicle body 22, and in the horizontal plane, the central axis of the first support suspension device 910 and the second support suspension
  • the central axis of the device 920 is located on the central axis of the bogie frame 100 and the central axis of the bogie frame 100 bisects the bogie frame 100 in the width direction of the track 10.
  • first support suspension device 910 and the second support suspension device 920 are spaced apart in the width direction of the rail 10, and in the horizontal plane, the central axis of the first support suspension device 910 and the central axis of the second support suspension device 920 are located in the steering structure
  • the central axis of the frame 100 and the central axis of the bogie frame 100 bisect the bogie frame 100 in the length direction of the track 10.
  • the first support suspension device 910 and the second support suspension device 920 are used to support the vehicle body 22 and function as a shock absorbing buffer, and the first support suspension device 910 and the second support suspension device 920 are evenly loaded and supported, thereby The smoothness and comfort of the rail vehicle 20 are ensured and the cost is low.
  • Figures 42 and 43 show two steering wheels and two bogies 21 supporting the suspension, the first support suspension 910 and the second support suspension 920 being spaced apart along the length of the track 10 and located
  • the width direction of the rail 10 is equally divided on the central axis of the bogie frame 100 (as shown in Fig. 43).
  • the first support suspension 910 and the second support suspension 920 may also be spaced apart in the width direction of the rail 10 and halved the central axis of the bogie frame 100 in the length direction of the rail 10 (as shown in FIG. 42).
  • Figures 58-63 show a four-travel wheel and two bogies 21 supporting the suspension, the first support suspension 910 and the second support suspension 920 being spaced apart along the length of the track 10 and located at the width of the track 10. The direction is equally divided on the central axis of the bogie frame 100 (as shown in Figures 61-63).
  • the first support suspension device 910 and the second support suspension device 920 may also be spaced apart along the width direction of the track 10 and halved on the central axis of the bogie frame 100 in the longitudinal direction of the track 10 (as shown in FIGS. 58-60). ).
  • the driving device may be one and defined as the first driving device 310, and the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 (as shown in FIGS. 58 and 61).
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 (as shown in FIGS. 59 and 62).
  • the driving device may be two and respectively defined as a first driving device 310 and a second driving device 320, the first driving device 310 being disposed between the first running wheel 210 and the second running wheel 220 and the second driving device 320 being disposed at Between the third running wheel 230 and the fourth running wheel 240, the first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and the second driving device 320 is closer to the third running wheel 230.
  • Four walking wheels 240 shown in Figures 60 and 63).
  • the bogie 21 further includes a first support suspension device 910, a second support suspension device 920, a third support suspension device 930, and a Four support suspensions 940.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are respectively mounted on the bogie frame 100 and are respectively coupled to the vehicle body 22.
  • the first support suspension 910, the second support suspension 920, the third support suspension 930, and the fourth support suspension 940 are respectively located at four corners of a rectangle at a horizontal plane and the rectangle is symmetric about the center of the bogie frame 100 That is, the center of symmetry of the rectangle is the center of the bogie frame 100. In other words, in the horizontal plane, after the rectangle is rotated by 180° around the center of the bogie frame 100, the rotated rectangle coincides with the rectangle before the rotation.
  • the first support suspension device 910, the second support suspension device 920, the third support suspension device 930, and the fourth support suspension device 940 are used to support the vehicle body 22 and function as a shock absorbing buffer.
  • the first support suspension device 910, The force and support effect of the two support suspension devices 920, the third support suspension device 930, and the fourth support suspension device 940 are uniform, thereby improving the stability and comfort of the rail vehicle 20.
  • Figure 44 shows a bogie 21 with two running wheels and four supporting suspensions, the first supporting suspension 910, the second supporting suspension 920, the third supporting suspension 930 and the fourth supporting suspension 940 being Arranged at the four corners of a rectangle whose center of symmetry is the center of the bogie frame 100.
  • Figures 64-66 illustrate a four-wheeled wheel and four bogies 21 supporting the suspension, the first support suspension 910, the second support suspension 920, the third support suspension 930 and the fourth support suspension 940 are arranged At the four corners of a rectangle, the center of symmetry of the rectangle is the center of the bogie frame 100.
  • the driving device may be one and defined as a first driving device 310.
  • the first driving device 310 is disposed between the first running wheel 210 and the second running wheel 220 (as shown in FIG. 64).
  • the driving device may be one and defined as a second driving device 320, and the second driving device 320 is disposed between the third running wheel 230 and the fourth running wheel 240 (as shown in FIG. 65).
  • the driving device may be two and respectively defined as a first driving device 310 and a second driving device 320, the first driving device 310 being disposed between the first running wheel 210 and the second running wheel 220 and the second driving device 320 being disposed at Between the third running wheel 230 and the fourth running wheel 240, the first driving device 310 is further adjacent to the first running wheel 210 with respect to the second running wheel 220, and the second driving device 320 is closer to the third running wheel 230.
  • Four walking wheels 240 shown in Figure 66).
  • the first horizontal wheel 710 is two and along the first track beam 12.
  • the lengthwise direction is spaced apart
  • the second horizontal wheel 720 is two and spaced apart along the length direction of the second track beam 13.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 are respectively located at four corners of a rectangle at a horizontal plane and the rectangles are symmetrical about the center of the bogie frame 100, that is, the rectangular
  • the center of symmetry is the center of the bogie frame 100.
  • the rotated rectangle coincides with the rectangle before the rotation.
  • four horizontal wheels can be evenly arranged in the horizontal plane to ensure the stability of the horizontal wheel to drive the rail vehicle 20 in steering and straight running.
  • the central axes of the two first horizontal wheels 710 and the central axes of the two second horizontal wheels 720 may be respectively associated with the central axis of the first support suspension 910,
  • the central axis of the second support suspension 920, the central axis of the third support suspension 930, and the central axis of the fourth support suspension 940 coincide.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are respectively one, and the first horizontal wheel 710 and the second horizontal wheel 720 are spaced apart along the width direction of the track 10.
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 toward the traveling direction of the rail vehicle 20 in the longitudinal direction of the rail 10 (the arrow in FIG. 70 shows the traveling direction of the rail vehicle 20) .
  • the first horizontal wheel 710 and the second horizontal wheel 720 are offset from the center of the bogie frame 100 in the longitudinal direction of the track 10 and the 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 first horizontal wheel 710 and the second horizontal wheel 720 are located on the front side of the bogie frame 100 in the longitudinal direction of the rail 10 toward the traveling direction of the rail vehicle 20.
  • 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 outer diameter of the first running wheel 210 and the outer diameter of the second running wheel 220 are the same and are 900-1100 mm.
  • the outer diameter of the first running wheel 210, the outer diameter of the second running wheel 220, the outer diameter of the third running wheel 230, and the outer diameter of the fourth running wheel 240 are the same and are 900. -1100 mm. Therefore, in the case of improving the load-bearing capacity of the running wheel, the influence of the running wheel on the space inside the compartment 23 can be minimized, thereby increasing the passenger capacity.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.

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Abstract

本公开公开了一种转向架和具有其的轨道车辆和轨道交通系统，转向架包括：转向架构架，转向架构架具有跨座在轨道上的跨座凹部；第一走行轮和第二走行轮，第一走行轮和第二走行轮分别可枢转地安装在转向架构架上且同轴并间隔设置；第三走行轮和第四走行轮，第三走行轮和第四走行轮分别可枢转地安装在转向架构架上且同轴并间隔设置；驱动装置，驱动装置位于第一走行轮和第二走行轮之间且第一走行轮和第二走行轮由驱动装置驱动；和/或驱动装置位于第三走行轮和第四走行轮之间且第三走行轮和第四走行轮由驱动装置驱动。根据本公开实施例的转向架利于优化逃生通道的结构，且具有空间利用率高、稳定性高、承载能力强等优点。

Description

转向架及具有其的轨道车辆和轨道交通系统
相关申请的交叉引用
本申请基于申请号为201610840621.X、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，涉及一种转向架、具有所述转向架的轨道车辆和具有所述轨道车辆的轨道交通系统。
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。为此，本公开提出一种转向架。
本公开还提出一种具有所述转向架的轨道车辆。
本公开还提出一种具有所述轨道车辆的轨道交通系统。
为实现上述目的，根据本公开的第一方面的实施例提出一种转向架，所述转向架包括：转向架构架，所述转向架构架具有适于跨座在轨道上的跨座凹部；第一走行轮和第二走行轮，所述第一走行轮和第二走行轮分别可枢转地安装在所述转向架构架上且同轴并间隔设置；第三走行轮和第四走行轮，所述第三走行轮和所述第四走行轮分别可枢转地安装在所述转向架构架上且同轴并间隔设置，所述第三走行轮与所述第一走行轮在所述轨道的长度方向上间隔设置，所述第四走行轮与所述第二走行轮在所述轨道的长度方向上间隔设置；驱动装置，所述驱动装置安装在所述转向架构架上，其中，所述驱动装置位于所述第一走行轮和所述第二走行轮之间且所述第一走行轮和所述第二走行轮由所述驱动装置驱动；和/或所述驱动装置位于所述第三走行轮和所述第四走行轮之间且所述第三走行轮和所述第四走行轮由所述驱动装置驱动。
根据本公开实施例的转向架利于优化逃生通道的结构，且具有空间利用率高、稳定性高、承载能力强等优点。
另外，根据本发明本公开实施例的转向架还可以具有如下附加的技术特征：
根据本发明本公开的一个实施例，所述驱动装置为电机，所述电机具有同步运转的第一电机轴和第二电机轴，所述第一电机轴与所述第一走行轮或所述第三走行轮传动连接，所述第二电机轴与所述第二走行轮或第四走行轮传动连接。
根据本发明本公开的一个实施例，所述第一电机轴和所述第二电机轴同轴设置且为一体件。
根据本发明本公开的一个实施例，所述第一走行轮和所述第二走行轮通过第一连接轴连接和/或所述第三走行轮和所述第四走行轮通过第二连接轴连接，所述驱动装置与所述第一连接轴和/或所述第二连接轴传动连接。
根据本发明本公开的一个实施例，所述驱动装置包括第一驱动装置和第二驱动装置，所述第一驱动装置位于所述第一走行轮和所述第二走行轮之间且所述第一走行轮和所述第二走行轮由所述第一驱动装置驱动，所述第二驱动装置位于所述第三走行轮和所述第四走行轮之间且所述第三走行轮和所述第四走行轮由所述第二驱动装置驱动，所述第一驱动装置相对于所述第二走行轮更加邻近所述第一走行轮和/或所述第二驱动装置相对于所述第三走行轮更加邻近所述第四走行轮。
根据本发明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第一侧；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第二侧。
根据本发明本公开的一个实施例，所述转向架还包括：与所述第一水平轮同步运动且与所述第一水平轮连接的第一水平安全轮，以及与所述第二水平轮同步运动且与所述第二水平轮连接的第二水平安全轮；其中，所述第一水平安全轮的外直径小于所述第一水平轮的外直径，所述第二水平安全轮的外直径小于所述第二水平轮的外直径。
根据本发明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。
根据本发明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车体的行驶方向偏离所述转向架构架的中心。
根据本发明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第一侧的导电轨配合；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另一第二侧的导电轨配合。
根据本发明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，所述第一支撑悬挂装置安装在所述转向架构架上且适于支撑车体的第一侧；第二支撑悬挂装置，所述第二支撑悬挂装置安装在所述转向架构架上且适于支撑所述车体的另一第二侧。
根据本发明本公开的一个实施例，所述第一走行轮的外直径、所述第二走行轮的外直径、所述第三走行轮的外直径和所述第四走行轮的外直径相同且为900-1100毫米。
根据本发明本公开的第二方面的实施例提出一种轨道车辆，所述轨道车辆包括：车体；转向架，所述转向架为根据本发明本公开的第一方面的实施例所述的转向架，所述转向架安装在所述车体的底部。
根据本发明本公开实施例的轨道车辆，通过利用根据本发明本公开的第一方面的实施例所述的转向架，具有利于优化逃生通道的结构、空间利用率高、稳定性高、载客量大等优点。
根据本发明本公开的第三方面的实施例提出一种轨道交通系统，所述轨道交通系统包括：轨道；轨道车辆，所述轨道车辆为本发明本公开的第二方面的实施例所述的轨道车辆。
根据本发明本公开实施例的轨道交通系统，通过利用根据本发明本公开的第二方面的实施例所述的轨道车辆，具有利于优化逃生通道的结构、空间利用率高、稳定性高等、载客量大优点。
附图说明
图1是根据本公开实施例的轨道交通系统的结构示意图。
图2是根据本公开另一个实施例的轨道交通系统的结构示意图。
图3是根据本公开另一个实施例的轨道交通系统的结构示意图。
图4是根据本公开实施例的轨道交通系统的剖视图。
图5是根据本公开另一个实施例的轨道交通系统的剖视图。
图6是根据本公开实施例的轨道交通系统的轨道的结构示意图。
图7是根据本公开实施例的轨道车辆的结构示意图。
图8是根据本公开另一个实施例的轨道交通系统的轨道的结构示意图。
图9是根据本公开另一个实施例的轨道交通系统的轨道的结构示意图。
图10是根据本公开实施例的轨道车辆的转向架的结构示意图。
图11是根据本公开实施例的轨道交通系统的局部结构示意图。
图12是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图13是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图14是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图15是根据本公开实施例的轨道车辆的转向架与轨道的结构示意图。
图16是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图17是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图18是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图19是根据本公开另一个实施例的轨道车辆的转向架与轨道的结构示意图。
图20是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图21是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图22是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图23是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图24是根据本公开实施例的轨道车辆的转向架的剖视图。
图25是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图26是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图27是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图28是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图29是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图30是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图31是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图32是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图33是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图34是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图35是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图36是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图37是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图38是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图39是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图40是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图41是根据本公开另一个实施例的轨道车辆的转向架的剖视图。
图42是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图43是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图44是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图45是根据本公开另一个实施例的轨道交通系统的剖视图。
图46是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图47是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图48是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图49是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图50是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图51是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图52是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图53是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图54是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图55是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图56是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图57是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图58是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图59是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图60是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图61是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图62是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图63是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图64是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图65是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图66是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
图67是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于关闭状态。
图68是根据本公开另一个实施例的轨道交通系统的局部结构示意图，其中逃生门处于打开状态。
图69是根据本公开另一个实施例的轨道交通系统的局部结构示意图。
图70是根据本公开另一个实施例的轨道车辆的转向架的结构示意图。
附图标记：
轨道交通系统1、
轨道10、逃生通道11、第一轨道梁12、第二轨道梁13、承载地板14、连接梁15、支撑架16、支撑板17、防脱棱18、
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、
第一走行轮210、第二走行轮220、第三走行轮230、第四走行轮240、第一连接轴250、第二连接轴260、
驱动装置300、第一驱动装置310、第二驱动装置320、
第一水平轮710、第二水平轮720、第一水平安全轮711、第二水平安全轮721、
第一集电靴810、第二集电靴820、第一导电轨830、第二导电轨840、
第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930、第四支撑悬挂装置940。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
本公开提出一种具有便于在紧急情况下疏散乘客、且成本低、占用空间小、轨道承重小、稳定性高等优点的轨道交通系统1。
下面参考附图描述根据本公开实施例的轨道交通系统1。
如图1-图70所示，根据本公开实施例的轨道交通系统1包括轨道10和轨道车辆20。
轨道10自身上构造有第一凹部作为逃生通道11。轨道车辆20包括转向架21和车体 22，转向架21具有适于跨坐在轨道上的第二凹部110。其中，第二凹部110即跨座凹部。转向架21可移动地跨座在轨道10上，车体22与转向架21相连且由转向架21牵引沿轨道10行驶。具体的，在左右方向上，第二凹部110两端之间的最小距离大于或等于轨道的最小宽度。
这里本领域的技术人员需要理解地是，轨道10设有逃生通道11是指，逃生通道11设置在轨道10的自身上，而并非设置在轨道10上的其它额外部件上，即相比相关技术中逃生通道的结构，根据本公开实施例的轨道交通系统1，轨道10无需设置如构架和地板等其它部件，逃生通道11形成在轨道10本身上。
根据本公开实施例的轨道交通系统1，通过在轨道10本身上设置逃生通道11，当发生紧急情况时，可以通过逃生通道11及时疏散乘客。并且，由于逃生通道11设置在轨道10本身上，因此无需在轨道10上增设其它额外的结构，只需在轨道10本身上沿其长度方向上设置逃生通道11即可，由此可以大幅减少轨道交通系统1的工程量，一方面降低了成本，另一方面减小了占用的空间。此外，无需增加轨道10的承重，有利于轨道10的稳定性。因此，根据本公开实施例的轨道交通系统1具有便于在紧急情况下疏散乘客、且成本低、占用空间小、轨道承重小、稳定性高等优点。
在本公开的一些具体实施例中，如图1-图5所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23的背向相邻车厢23的表面设有可打开和关闭的逃生门24，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。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。逃生门24具有第一端31和第二端32，逃生门24的第一端31可翻转地安装在对应的车厢23上，逃生门24打开时相对水平面倾斜，且逃生门24的第二端32向下倾斜并伸入逃生通道11。这样当发生紧急状况时，轨道车辆20主动或被动停车，逃生门24打开且下端伸入逃生通道11，车厢23内的乘客可通过逃生门24下滑至逃生通道11，进而从逃生通道11疏散。
具体而言，逃生门24的第一端31邻近车底设置，逃生门24的第二端32在逃生门24关闭时邻近车顶设置。换言之，逃生门24关闭时，逃生门24的第二端32位于逃生门24的第一端31的上方；逃生门24打开时，逃生门24的第二端32位于逃生门24的第一端31的下方。由此，逃生门24通过向下翻转由关闭状态转换至打开状态。逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
有利地，逃生门24的内表面设有滑道以方便乘客在滑道上滑行至逃生通道11。这里可以理解地是，逃生门24的内表面是指，逃生门24关闭时朝向车内的表面。
在本公开的另一些具体实施例中，如图67和图68所示，车体22包括沿轨道10的长度方向依次铰接的多个车厢23，在轨道10的长度方向上，车体22的至少一端的车厢23的背向相邻车厢23的表面设有可打开和关闭的逃生门24，并且车体22的所述至少一端的车厢23的内地板上设有逃生口25和逃生盖板26，即设有逃生门24的车厢23的内地板上设有逃生口25和逃生盖板26。逃生盖板26与逃生门24联动且用于打开和关闭逃生口25。当轨道车辆20正常运行时，逃生门24关闭且逃生盖板26关闭逃生口25(如图67所示)。当发生紧急状况时，轨道车辆20主动或被动停车，逃生门24打开且逃生盖板26打开逃生口25(如图68所示)，车厢23内的乘客可通过逃生口25进入逃生通道11，进而从逃生通道11疏散。此外，即使轨道车辆20被迫停车在轨道10的转弯处，逃生门24打开时由于无需与轨道10配合，因此不会与轨道10发生碰撞，便于乘客在轨道10转弯处疏散。
优选地，在轨道10的长度方向上，位于车体22两端的两个车厢23的两个端面均设有逃生门24，所述端面为当前车厢远离相邻车厢的表面，在突发紧急情况时，车体22两端同时打开逃生门24，能够形成宽阔的空气对流通道，使车体22内部的烟雾等有毒气体能迅速消散。且逃生门24采用翻转式结构，车内乘客只需简单操作即可迅速打开，有效提升了逃生的效率。
具体而言，逃生门24具有第一端31和第二端32，逃生门24的第二端32可翻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1物品或乘客掉落。
进一步地，如图67和图68所示，逃生口25内设有通向逃生通道11的逃生梯27，逃生口25打开后，车内乘客可以通过逃生梯27转移到逃生通道11。
可选地，逃生梯27可以为固定状态且始终悬置在逃生口25内，逃生梯27的下端与逃生通道11的内底面间隔开，以避免影响轨道车辆20行驶。
逃生梯27也可以具有收缩和伸展两种状态，所述车体还包括用于驱动所述逃生梯27 伸缩的伸缩驱动装置。逃生口25打开后，可以手动控制逃生梯27伸展至逃生通道11，也可以通过联动实现逃生梯27自动伸展至逃生通道11，在本实施例中，逃生梯27伸展后可以直接搭在逃生通道11的内底面上，也可以与逃生通道11的内底面间隔开。
有利地，逃生盖板26可以可枢转地安装在逃生门24上，当逃生门24向上翻转打开后，逃生盖板26联动转动以贴合在逃生门24的内表面上，从而节省空间，避免逃生盖板26影响乘客的疏散。
在本公开的一些具体示例中，如图6所示，轨道10包括第一轨道梁12、第二轨道梁13和承载地板14。
第一轨道梁12和第二轨道梁13平行且间隔设置，转向架21跨座在第一轨道梁12和第二轨道梁13上。承载地板14设在第一轨道梁12和第二轨道梁13之间，且承载地板14分别与第一轨道梁12和第二轨道梁13相连，第一轨道梁12、第二轨道梁13和承载地板14之间限定出逃生通道11。由此可以利用轨道10自身的结构，在轨道10本身上设置逃生通道11，无需设置额外的部件，成本低、占用空间小且利于减小轨道10的承重。此外，轨道梁尺寸规格较小，占空面积少，重量较轻，能效高，经济性好。
具体地，如图6所示，承载地板14包括连接梁15、支撑架16和支撑板17。连接梁15沿第一轨道梁12和第二轨道梁13的间隔方向延伸，连接梁15的两端分别与第一轨道梁12的下部和第二轨道梁13的下部相连。支撑架16安装在连接梁15上。支撑板17连接在支撑架16上且由支撑架16支撑，支撑板17构成逃生通道11的底面。由于轨道10通常需要利用桥墩高空架设，而桥墩与桥墩之间具有预定的距离，采用上述承载地板14的结构，可以在桥墩和桥墩之间形成沿轨道10的长度方向延伸的逃生通道11，且材耗小、成本低。
有利地，如图6所示，支撑板17在水平方向上与第一轨道梁12和第二轨道梁13中的至少一个间隔设置，换而言之，支撑板17在水平方向上与第一轨道梁12间隔设置，或者支撑板17在水平方向上与第二轨道梁13间隔设置，或者支撑板17在水平方向上分别与第一轨道梁12和第二轨道梁13两者均间隔设置，这样可以方便工具插入支撑架16与轨道梁之间的间隙，从而撬开支撑板17以方便检修。
可选地，连接梁15为多个且沿轨道10的长度方向间隔设置，支撑板17为多个且沿轨道10的长度方向依次相连。一方面，单个连接梁15和单个支撑板17更加便于加工，另一方面，便于轨道10的整体施工。
本领域的技术人员需要理解地是，多个支撑板17依次相连包括直接相连或间接相连，优选为直接相连。其中，当多个支撑板17间接相连时，相邻支撑板17的间隙需保证乘客能够顺利跨过，即不影响乘客疏散。
进一步地，所述轨道10还包括防脱棱18，具体的，所述防脱棱18设置在第一轨道梁 12和第二轨道梁13中至少一个的上端和下端中的至少一端，防脱棱18沿水平方向向外延伸且用于防止转向架21脱出轨道10。具体而言，防脱棱18可以设置在第一轨道梁12的顶部和/或底部，且可以设置在第一轨道梁12的外侧面和/或内侧面；防脱棱18可以设置在第二轨道梁13的顶部和/或底部，且可以设置在第二轨道梁13的外侧面和/或内侧面。这里本领域的技术人员需要理解地是，设置防脱棱18是为了防止转向架21脱出轨道10，从而保证轨道车辆20转弯等行驶状况的稳定性，因此，转向架21的部分结构需置于顶部防脱棱18的正下方和/或底部防脱棱18的正上方。
举例而言，如图8所示，第一轨道梁12和第二轨道梁13由钢筋和混凝土浇灌而成，第一轨道梁12的顶部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的顶部的内侧面和外侧面分别设有防脱棱18，转向架21的第一水平轮710配合在第一轨道梁12的外侧面上且位于第一轨道梁12的顶部的外侧面上的防脱棱18下方，转向架21的第二水平轮720配合在第二轨道梁13的外侧面上且位于第二轨道梁13的顶部的外侧面上的防脱棱18下方，这样防脱棱18可以止挡水平轮向上移动，从而起到防脱效果。
如图9所示，第一轨道梁12和第二轨道梁13由钢板拼接而成，第一轨道梁12的顶部的内侧面和外侧面分别设有防脱棱18，第一轨道梁12的底部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的顶部的内侧面和外侧面分别设有防脱棱18，第二轨道梁13的底部的内侧面和外侧面分别设有防脱棱18，转向架21的第一水平轮710配合在第一轨道梁12的外侧面上且位于第一轨道梁12的顶部的外侧面上的防脱棱18和底部的外侧面上的防脱棱18之间，转向架21的第二水平轮720配合在第二轨道梁13的外侧面上且位于第二轨道梁13的顶部的外侧面上的防脱棱18和底部的外侧面上的防脱棱18之间，这样防脱棱18可以止挡水平轮向上和向下移动以防止第一水平轮710脱离第一轨道梁12和防止第二水平轮720脱离第二轨道梁13，从而起到防脱效果。
在本公开的一些具体实施例中，如图10所示，转向架21包括转向架构架100、第一走行轮210、第二走行轮220和驱动装置300。
转向架构架100具有适于跨座在轨道10上的第二凹部110，即所述第二凹部110设在所述转向架构架100中。其中，第二凹部110即跨座凹部。具体的，第二凹部110由转向架构架100的底部，第一水平轮710和第二水平轮720共同限定出的中空部构成，且第一水平轮710和第二水平轮720的最内侧与轨道10的外侧接触。第一走行轮210和第二走行轮220分别可枢转地安装在转向架构架100上，且第一走行轮210和第二走行轮220同轴并间隔设置。第一走行轮210配合在第一轨道梁12的上表面上，第二走行轮220配合在第二轨道梁13的上表面。驱动装置300安装在转向架构架100上，且驱动装置300位于第一走行轮210和第二走行轮220之间，第一走行轮210和第二走行轮220由驱动装置300驱 动，第一走行轮210和第二走行轮220在驱动装置300的驱动下带动转向架21沿轨道10行进，从而牵引车体22行驶。由此不仅可以利用第一走行轮210和第二走行轮220之间的间隙安装驱动装置300，以节省空间、提高空间的利用率，并利于车体22的重心分配，而且可以增大轮胎中心距，提高驱动装置300对第一走行轮210和第二走行轮220驱动的均匀稳定性，从而提高轨道交通系统1的稳定性和舒适性。
可选地，驱动装置300可以为电机，该电机具有同步运转的第一电机轴和第二电机轴，所述第一电机轴与第一走行轮210传动连接，所述第二电机轴与第二走行轮220传动连接，由此驱动装置300通过第一电机轴驱动第一走行轮210且通过第二电机轴驱动第二走行轮220，并使第一走行轮210和第二走行轮220同步运行。
进一步地，所述第一电机轴和所述第二电机轴同轴设置且为一体件，这样不仅可以保证第一电机轴和第二电机轴的同轴度，而且可以利用第一走行轮210和第二走行轮220在驱动装置300的驱动下同步运行。
在本公开的另一些具体实施例中，如图46-图49所示，转向架21包括转向架构架100、第一走行轮210、第二走行轮220、第三走行轮230、第四走行轮240和驱动装置。
转向架构架100具有跨座在轨道10上的第二凹部110，即所述第二凹部110设在所述转向架构架100中。第一走行轮210和第二走行轮220分别可枢转地安装在转向架构架100上且同轴并间隔设置，第一走行轮210配合在第一轨道梁12的上表面上，第二走行轮220配合在第二轨道梁13的上表面。第三走行轮230和第四走行轮240分别可枢转地安装在转向架构架100上且同轴并间隔设置，第三走行轮230配合在第一轨道梁12的上表面上且与第一走行轮210在第一轨道梁12的长度方向上间隔设置，第四走行轮240配合在第二轨道梁13的上表面上且与第二走行轮220在第二轨道梁13的长度方向上间隔设置。所述驱动装置安装在转向架构架100上，所述驱动装置位于第一走行轮210和第二走行轮220之间和/或所述驱动装置位于第三走行轮230和第四走行轮240之间，第一走行轮210和第二走行轮220由所述驱动装置驱动和/或第三走行轮230和第四走行轮240由所述驱动装置驱动。这样能够满足较大的荷载需求，四个走行轮能承受更多的载荷，对轨道车辆20的载客数量及车体的尺寸规格都是有利的提升，并且能有效提升转向架21的空间利用效率，减少整车的占空面积。
可选地，驱动装置300可以为电机，该电机具有同步运转的第一电机轴和第二电机轴，所述第一电机轴与第一走行轮210或第三走行轮230传动连接，所述第二电机轴与第二走行轮220或第四走行轮240传动连接，由此驱动装置300通过第一电机轴驱动第一走行轮210或第三走行轮230且通过第二电机轴驱动第二走行轮220或第四走行轮240，并使第一走行轮210和第二走行轮220同步运行、第三走行轮230和第四走行轮240同步运行。
进一步地，所述第一电机轴和所述第二电机轴同轴设置且为一体件，这样不仅可以保证第一电机轴和第二电机轴的同轴度，而且可以利用第一走行轮210和第二走行轮220以及第三走行轮230和第四走行轮240在驱动装置300的驱动下同步运行。
举例而言，如图46所示，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第一走行轮210和第二走行轮220由第一驱动装置310驱动。
如图47所示，驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间且第三走行轮230和第四走行轮240由第二驱动装置320驱动。
如图48所示，驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第一走行轮210和第二走行轮220由第一驱动装置310驱动，第二驱动装置320设置在第三走行轮230和第四走行轮240之间且第三走行轮230和第四走行轮240由第二驱动装置320驱动。其中，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，和/或第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240，优选地，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240，即第一驱动装置310和第二驱动装置320呈对角设置，由此转向架21在轨道10的宽度方向上平衡，且可以省去差速器，从而降低成本。
可选地，第一走行轮210和第二走行轮220通过第一连接轴250连接和/或第三走行轮230和第四走行轮240通过第二连接轴260连接，所述驱动装置与第一连接轴250和/或第二连接轴260传动连接。
例如，如图49所示，第一走行轮210和第二走行轮220通过第一连接轴250连接，第三走行轮230和第四走行轮240无连接轴连接且为随动轮，驱动装置为一个且定义为第一驱动装置310，第一驱动装置310与第一连接轴250传动连接。
换言之，图10示出了两走行轮的转向架21，图46-49示出了四走行轮的转向架21，四走行轮的转向架可以具有单连接轴，也可以具有双连接轴。可采用双连接轴结构，能够极大地提升系统的稳定性能与安全性能。
在本公开的一些具体实施例中，如图4-图66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分别可以为一个或多个。
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配合在第一轨道梁12的侧表面上，第二水平轮720配合在第二轨道梁13 的侧表面上。一方面，当轨道10转向时，第一水平轮710和第二水平轮720配合在轨道10的侧表面，从而沿轨道10形成被动转向，进而带动轨道车辆20转向，另一方面，可以提高轨道车辆20在行驶时的稳定性。
进一步地，转向架21进一步包括与第一水平轮710连接且与第一水平轮710同步运动的第一水平安全轮711，和与第二水平轮720连接且与第二水平轮720同步运动的第二水平安全轮721，第一水平安全轮711的外直径小于第一水平轮710的外直径，第二水平安全轮721的外直径小于第二水平轮720的外直径。如图4、图5和图7所示，第一水平轮710下面连接有与第一水平轮710同步运动的第一水平安全轮711，第一水平安全轮711的外直径小于第一水平轮710的外直径。第二水平轮720下方连接有与第二水平轮720同步运动的第二水平安全轮721，第二水平安全轮721的外直径小于第二水平轮720的外直径。正常情况下，第一水平安全轮711和第二水平安全轮721不与轨道梁接触，当水平轮爆胎时，水平安全轮代替水平轮与轨道梁接触，保证轨道车辆20行驶的稳定性。例如，第一水平轮710正常时第一水平安全轮711不与第一轨道梁12接触，当第一水平轮710爆胎时，第一水平安全轮711与第一轨道梁12的侧表面接触，从而代替第一水平轮710。
在本公开的一些具体示例中，如图11和图50所示，第一水平轮710为多个且在上下方向上位于同一高度和第二水平轮720为多个且在上下方向上位于同一高度。其中，图11示出了两走行轮的转向架21的其中一个第二水平轮720和另一个第二水平轮720位于同一高度的示例，图50示出了四走行轮的转向架21的其中一个第二水平轮720和另一个第二水平轮720位于同一高度的示例。由此可以有利于轨道车辆20整体转向性能的平衡，在前进与后退的过程中受力均匀，从而利于提升轨道车辆20的过弯性能。
在本公开的一些具体示例中，如图12和图51所示，第一水平轮710为多个且沿上下方向间隔并同轴设置，第二水平轮720为多个且沿上下方向间隔并同轴设置。图12示出了两走行轮的转向架21的多个第一水平轮710上下同轴设置和多个第二水平轮720上下同轴设置的示例，图51示出了四走行轮的转向架21的多个第一水平轮710上下同轴设置和多个第二水平轮720上下同轴设置的示例。这样可以提升整车的稳定性能，下方的水平轮起到稳定的作用，减少轨道车辆20在过弯或高速行驶时的倾覆风险。
在本公开的一些具体示例中，如图13、图14、图52和图53所示，第一水平轮710为多个且分别沿上下方向和第一轨道梁12的长度方向间隔设置，第二水平轮720为多个且分别沿上下方向和第二轨道梁13的长度方向间隔设置。即第一水平轮710上下交错设置，第二水平轮720上下交错设置，也就是说，第n个第一水平轮710可以位于第n+1个第一水平轮720的上方或下方，第n+2个第一水平轮720可以在该第n+1个第一水平轮720上方或下方，具体的，第n个第一水平轮710和第n+2个第一水平轮720位于同一高度，其中 n为大于或等于1的整数。其中，第一水平轮710可以位于第二水平轮720上方，第一水平轮710也可以位于第二水平轮720下方。图13和图14示出了两走行轮的转向架21的第一水平轮710上下交错设置和第二水平轮720上下交错设置的示例，图52和图53示出了四走行轮的转向架21的第一水平轮710上下交错设置和第二水平轮720上下交错设置的示例。这样上方的水平轮在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。
在本公开的一些具体实施例中，如图15所示，第一水平轮710配合在第一轨道梁12的外侧表面上，第二水平轮720配合在第二轨道梁13的外侧表面上，即水平轮均配合在轨道10的外侧表面上。由此两水平轮的中心距设计为可能的最大距离，能够提升系统的稳定性能，也有利于转向架21及整车的重心分配。
在本公开的一些具体实施例中，如图16所示，第一水平轮710配合在第一轨道梁12的内侧表面上，第二水平轮720配合在第二轨道梁13的内侧表面上，即水平轮均配合在轨道10的内侧表面上。这样能够有效地利用轨道10内部的空间，提升整车空间利用率，且水平轮与导电轨分别位于轨道梁两侧，能有效降低车体22下部的空间，减少整车高度。
在本公开的另一些具体实施例中，如图17-图19所示，第一水平轮710为多个且分别配合在第一轨道梁12的外侧表面和内侧表面上，第二水平轮720为多个且分别配合在第二轨道梁13的外侧表面和内侧表面上，即轨道10的外侧表面和内侧表面上均配合有水平轮，水平轮同时布置于内外两侧，内侧水平轮起到稳定、防倾覆的作用，能极大地提升轨道车辆20的稳定性能与安全性能。
可选地，如图17所示，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上位于同一高度。如图18和图19所示，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上位于不同高度，例如，如图18所示，配合在第一轨道梁12的内侧表面上的第一水平轮710高于配合在第二轨道梁13的内侧表面上的第二水平轮720，再例如，如图19所示，配合在第一轨道梁12的内侧表面上的第一水平轮710低于配合在第二轨道梁13的内侧表面上的第二水平轮720。
在具体实施中，配合在第一轨道梁12的内侧表面上的第一水平轮710与配合在第二轨道梁13的内侧表面上的第二水平轮720在上下方向上可以位于同一高度，或者位于不同高度，而配合在第一轨道梁12的外侧表面上的第一水平轮710与配合在第二轨道梁13的外侧表面上的第二水平轮720在上下方向上也可以位于同一高度，或者位于不同高度。
在本公开的一些示例中，如图11-图41和图50-图57所示，转向架21还包括第一集电靴810和第二集电靴820。
第一集电靴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，第一轨道梁12的外侧表面上设有沿第一轨道梁12的长度方向延伸的第一导电轨830，第二轨道梁13的外侧表面那上设有沿第二轨道梁13的长度方向延伸的第二导电轨840。第一集电靴810与第一导电轨830配合，第二集电靴820与第二导电轨840配合。第一集电靴810通过第一导电轨830取电，第二集电靴820通过第二导电轨840取电，以供轨道车辆20使用。
在本公开的一些具体示例中，如图11、图13、图14、图50、图52和图53所示，第一水平轮710为多个且沿第一轨道梁12的长度方向间隔设置，第一集电靴810在第一轨道梁12的长度方向上位于相邻第一水平轮710之间，第二水平轮720为多个且沿第二轨道梁13的长度方向间隔设置，第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间，由此第一水平轮710的受力不影响第一集电靴810且第二水平轮720的受力不影响第二集电靴820，并可以提高空间利用率，简化转向架21的结构。
举例而言，图11、图13和图14示出了两走行轮的转向架21的第一集电靴810在第一轨道梁12的长度方向上位于相邻第一水平轮710之间且第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间的示例，其中，多个第一水平轮710可以位于同一高度且多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以上下交错设置且多个第二水平轮720也可以上下交错设置。
图50、图52和图53示出了四走行轮的转向架21的第一集电靴810在第一轨道梁12的长度方向上位于相邻第一水平轮710之间且第二集电靴820在第二轨道梁13的长度方向上位于相邻第二水平轮720之间的示例，其中，多个第一水平轮710可以位于同一高度且多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以上下交错设置且多个第二水平轮720也可以上下交错设置。
在本公开的一些具体示例中，如图20-图23和图54-图57所示，第一水平轮710为多个且沿第一轨道梁12的长度方向间隔设置，第一集电靴810与其中一个第一水平轮710在上下方向上正对设置，例如，第一集电靴810的中心轴线与其中一个第一水平轮710的中心轴线重合。第二水平轮720为多个且沿第二轨道梁13的长度方向间隔设置，第二集电靴820与其中一个第二水平轮720在上下方向上正对设置，例如，第二集电靴820的中心轴线与其中一个第二水平轮720的中心轴线重合。第二水平轮720为多个且沿第二轨道梁13的长度方向间隔设置，第二集电靴820与其中一个第二水平轮720在上下方向上正对设置，例如，第二集电靴820的中心轴线与其中一个第二水平轮720的中心轴线重合。换言之，集电靴前置或后置。由此可以充分利用水平轮的安装空间，不需额外设置安装机构，有利 于转向架21的结构简化及重量减轻。
举例而言，图20-图23示出了两走行轮的转向架21的集电靴前置或后置的示例，其中，多个第一水平轮710和多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以位于不同高度且多个第二水平轮720也可以位于不同高度。
图54-图57示出了四走行轮的转向架21的集电靴前置或后置的示例，其中，多个第一水平轮710可以位于同一高度和多个第二水平轮720可以位于同一高度，多个第一水平轮710也可以位于不同高度且多个第二水平轮720也可以位于不同高度。
在本公开的一些具体实施例中，如图24-图28所示，第一集电靴810位于每个第一水平轮710的上方，第二集电靴820位于每个第二水平轮720的上方。集电靴与驱动装置300的距离减小，有利于能量传递并提升空间利用率。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720可以配合在第二轨道梁13的外侧表面上(如图24所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图25所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图26-图28所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图29-图33所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720的下方，由此水平轮布置于靠近轨道梁上部的位置，有利于轨道车辆20的行驶稳定性。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720可以配合在第二轨道梁13的外侧表面上(如图29所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图30所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图31-图33所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图34-图36所示，第一集电靴810位于每个第一水平轮710的下方，第二集电靴820位于每个第二水平轮720的上方。由此集电靴根据受取电流的极性不同进行上下布置，例如布置在上部的集电靴连接电流的正极，布置在下部的集电靴在对侧连接电流的负极，这样有利于空间分配并提升受流的安全性。
举例而言，第一水平轮710可以配合在第一轨道梁12的外侧表面上且第二水平轮720 可以配合在第二轨道梁13的外侧表面上(如图34所示)。第一水平轮710也可以配合在第一轨道梁12的内侧表面上且第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图35所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图36所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度。
在本公开的一些具体实施例中，如图37-图41所示，第一水平轮710为多个且沿上下方向间隔设置，第一集电靴810在上下方向上位于相邻第一水平轮710之间。第二水平轮720为多个且沿上下方向间隔设置，第二集电靴820在上下方向上位于相邻第二水平轮720之间。由此可以利于空间的分配及整体结构的稳定。
举例而言，多个第一水平轮710可以配合在第一轨道梁12的外侧表面上且多个第二水平轮720可以配合在第二轨道梁13的外侧表面上(如图37所示)。多个第一水平轮710也可以配合在第一轨道梁12的内侧表面上且多个第二水平轮720也可以配合在第二轨道梁13的内侧表面上(如图38所示)。多个第一水平轮710还可以分别配合在第一轨道梁12的内侧表面和外侧表面上且多个第二水平轮720还可以分别配合在第二轨道梁13的内侧表面和外侧表面上(如图39-图41所示)，其中，配合在第一轨道梁12的内侧表面的第一水平轮710和配合在第二轨道梁13的内侧表面的第二水平轮720位于同一高度或位于不同高度，第一集电靴810在上下方向上位于配合在第一轨道梁12的外侧表面的相邻第一水平轮710之间，第二集电靴820在上下方向上位于配合在第二轨道梁13的外侧表面的相邻第二水平轮720之间。
在本公开的另一个实施例中，如图69所示，根据本公开实施例的轨道交通系统1可以应用于主干线与各生活社区的交通连接，因此，轨道车辆20的体积相对于主干线轨道车辆的体积更小，从而可以取消导电轨和集电靴，采用动力电池28供电，动力电池28为轨道车辆20的行驶提供动力，当然也可以为轨道车辆20的其它用电处供电，由此可以简化结构以及供电线路，降低成本。
具体而言，动力电池28可以设置在转向架21以外的部位，例如可以安装在车厢23的底部，也可以安装在车厢23的内部。动力电池28能保证以正常所需的速度运营，并在客流较小的时候进行自动充电。
在本公开的一些具体示例中，如图42、图43和图58-图63所示，转向架21还包括第一支撑悬挂装置910和第二支撑悬挂装置920。
第一支撑悬挂装置910和第二支撑悬挂装置920分别安装在转向架构架100且分别与车体22相连，第一支撑悬挂装置910适于支撑车体22的第一侧且第二支撑悬挂装置920 适于支撑车体22的第二侧。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适于支撑车体22的第二侧，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的宽度方向上平分转向架构架100。
或者，第一支撑悬挂装置910和第二支撑悬挂装置920沿轨道10的宽度方向间隔设置，在水平面内，第一支撑悬挂装置910的中心轴线和第二支撑悬挂装置920的中心轴线位于转向架构架100的中心轴线上且该转向架构架100的中心轴线在轨道10的长度方向上平分转向架构架100。
第一支撑悬挂装置910和第二支撑悬挂装置920用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910和第二支撑悬挂装置920的受力以及支撑效果均匀，从而保证轨道车辆20的平稳性和舒适性，且成本较低。
举例而言，图42和图43示出了两走行轮且两支撑悬挂装置的转向架21，第一支撑悬挂装置910和第二支撑悬挂装置920可以沿轨道10的长度方向间隔设置且位于在轨道10的宽度方向上平分转向架构架100的中心轴线上(如图43所示)。第一支撑悬挂装置910和第二支撑悬挂装置920也可以沿轨道10的宽度方向间隔设置且位于在轨道10的长度方向上平分转向架构架100的中心轴线(如图42所示)。
图58-图63示出了四走行轮且两支撑悬挂装置的转向架21，第一支撑悬挂装置910和第二支撑悬挂装置920可以沿轨道10的长度方向间隔设置且位于在轨道10的宽度方向上平分转向架构架100的中心轴线上(如图61-图63所示)。第一支撑悬挂装置910和第二支撑悬挂装置920也可以沿轨道10的宽度方向间隔设置且位于在轨道10的长度方向上平分转向架构架100的中心轴线上(如图58-图60所示)。
其中，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间(如图58和图61所示)。驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间(如图59和图62所示)。驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第二驱动装置320设置在第三走行轮230和第四走行轮240之间，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240(如图60和图63所示)。
在本公开的另一些具体实施例中，如图44和图64-图66所示，转向架21还包括第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940。
第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940分别安装在转向架构架100且分别与车体22相连。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940用于支撑车体22并起到减震缓冲的作用，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940的受力以及支撑效果均匀，从而提升轨道车辆20的平稳性和舒适性。
举例而言，图44示出了两走行轮且四支撑悬挂装置的转向架21，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940被布置在一个矩形的四个拐角处，所述矩形的对称中心为转向架构架100的中心。
图64-图66示出了四走行轮且四支撑悬挂装置的转向架21，第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940被布置在一个矩形的四个拐角处，所述矩形的对称中心为转向架构架100的中心。
其中，驱动装置可以为一个且定义为第一驱动装置310，第一驱动装置310设置在第一走行轮210和第二走行轮220之间(如图64所示)。驱动装置可以为一个且定义为第二驱动装置320，第二驱动装置320设置在第三走行轮230和第四走行轮240之间(如图65所示)。驱动装置可以为两个且分别定义为第一驱动装置310和第二驱动装置320，第一驱动装置310设置在第一走行轮210和第二走行轮220之间且第二驱动装置320设置在第三走行轮230和第四走行轮240之间，第一驱动装置310相对于第二走行轮220更加邻近第一走行轮210，且第二驱动装置320相对于第三走行轮230更加邻近第四走行轮240(如图66所示)。
在本公开的一些具体实施例中，如图10、图42-图44、图46-图49和图58-图66所示，第一水平轮710为两个且沿第一轨道梁12的长度方向间隔设置，第二水平轮720为两个且沿第二轨道梁13的长度方向间隔设置。两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线在水平面分别位于一个矩形的四个拐角处且所述矩形关于转向架构架100的中心对称，即所述矩形的对称中心为转向架构架100的中心。换言之，在水平面内，所述矩形绕转向架构架100的中心旋转180°后，旋转后的矩形与旋转前的矩形重合。由此可以在水平面内均匀布置四个水平轮，保证水平轮带动轨道车辆20转向以及直线行驶时的稳定性。
本领域的技术人员可以理解地是，上述矩形均是假设的虚拟矩形，该矩形是为了清楚 表达第一支撑悬挂装置910、第二支撑悬挂装置920、第三支撑悬挂装置930和第四支撑悬挂装置940在水平面内的布置方式，以及两个第一水平轮710和两个第二水平轮720在水平面内的布置方式。
在图44和图64-图66所示的示例中，两个第一水平轮710的中心轴线和两个第二水平轮720的中心轴线，可以分别与第一支撑悬挂装置910的中心轴线、第二支撑悬挂装置920的中心轴线、第三支撑悬挂装置930的中心轴线和第四支撑悬挂装置940的中心轴线重合。
在本公开的一些具体实施例中，如图70所示，第一水平轮710和第二水平轮720分别为一个，第一水平轮710和第二水平轮720沿轨道10的宽度方向间隔设置，且第一水平轮710和第二水平轮720在轨道10的长度方向上朝轨道车辆20的行驶方向偏离转向架构架100的中心(图70中的箭头示出了轨道车辆20的行驶方向)。换言之，第一水平轮710和第二水平轮720在轨道10的长度方向上偏离转向架构架100的中心且第一水平轮710和第二水平轮720的偏移方向与轨道车辆20的行驶方向一致。例如，第一水平轮710和第二水平轮720位于转向架构架100在轨道10的长度方向上朝向轨道车辆20行驶方向的前侧。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。
在本公开的一些具体示例中，如图45所示，对于两走行轮的转向架21而言，第一走行轮210的外直径和第二走行轮220的外直径相同且为900-1100毫米。对于四走行轮的转向架21而言，第一走行轮210的外直径、第二走行轮220的外直径、第三走行轮230的外直径和第四走行轮240的外直径相同且为900-1100毫米。由此可以在提高走行轮的承重能力的情况下，尽量减小走行轮对车厢23内空间的影响，从而可以提高载客量。
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。
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 (14)

  1. 一种转向架，其特征在于，包括：
    转向架构架，所述转向架构架具有适于跨座在轨道上的跨座凹部；
    第一走行轮和第二走行轮，所述第一走行轮和第二走行轮分别可枢转地安装在所述转向架构架上且同轴并间隔设置；
    第三走行轮和第四走行轮，所述第三走行轮和所述第四走行轮分别可枢转地安装在所述转向架构架上且同轴并间隔设置，所述第三走行轮与所述第一走行轮在所述轨道的长度方向上间隔设置，所述第四走行轮与所述第二走行轮在所述轨道的长度方向上间隔设置；
    驱动装置，所述驱动装置安装在所述转向架构架上，其中，
    所述驱动装置位于所述第一走行轮和所述第二走行轮之间且所述第一走行轮和所述第二走行轮由所述驱动装置驱动；和/或
    所述驱动装置位于所述第三走行轮和所述第四走行轮之间且所述第三走行轮和所述第四走行轮由所述驱动装置驱动。
  2. 根据权利要求1所述的转向架，其特征在于，所述驱动装置为电机，所述电机具有同步运转的第一电机轴和第二电机轴，所述第一电机轴与所述第一走行轮或所述第三走行轮传动连接，所述第二电机轴与所述第二走行轮或第四走行轮传动连接。
  3. 根据权利要求2所述的转向架，其特征在于，所述第一电机轴和所述第二电机轴同轴设置且为一体件。
  4. 根据权利要求1-3任意一项所述的转向架，其特征在于，所述第一走行轮和所述第二走行轮通过第一连接轴连接和/或所述第三走行轮和所述第四走行轮通过第二连接轴连接，所述驱动装置与所述第一连接轴和/或所述第二连接轴传动连接。
  5. 根据权利要求1所述的转向架，其特征在于，所述驱动装置包括第一驱动装置和第二驱动装置，所述第一驱动装置位于所述第一走行轮和所述第二走行轮之间且所述第一走行轮和所述第二走行轮由所述第一驱动装置驱动，所述第二驱动装置位于所述第三走行轮和所述第四走行轮之间且所述第三走行轮和所述第四走行轮由所述第二驱动装置驱动，所述第一驱动装置相对于所述第二走行轮更加邻近所述第一走行轮和/或所述第二驱动装置相对于所述第三走行轮更加邻近所述第四走行轮。
  6. 根据权利要求1-5中任意一项所述的转向架，其特征在于，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；
    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。
  7. 根据权利要求6所述的转向架，其特征在于，所述转向架还包括：
    与所述第一水平轮同步运动且与所述第一水平轮连接的第一水平安全轮，以及与所述第二水平轮同步运动且与所述第二水平轮连接的第二水平安全轮；
    其中，所述第一水平安全轮的外直径小于所述第一水平轮的外直径，所述第二水平安全轮的外直径小于所述第二水平轮的外直径。
  8. 根据权利要求6或7所述的转向架，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。
  9. 根据权利要求6或7所述的转向架，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车体的行驶方向偏离所述转向架构架的中心。
  10. 根据权利要求1-9中任意一项所述的转向架，其特征在于，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第一侧的导电轨配合；
    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第二侧的导电轨配合。
  11. 根据权利要求1-10中任意一项所述的转向架，其特征在于，还包括：
    第一支撑悬挂装置，所述第一支撑悬挂装置安装在所述转向架构架上且适于支撑车体的第一侧；
    第二支撑悬挂装置，所述第二支撑悬挂装置安装在所述转向架构架上且适于支撑所述车体的第二侧。
  12. 根据权利要求1-11中任意一项所述的转向架，其特征在于，所述第一走行轮的外直径、所述第二走行轮的外直径、所述第三走行轮的外直径和所述第四走行轮的外直径相同且为900-1100毫米。
  13. 一种轨道车辆，其特征在于，包括：
    车体；
    转向架，所述转向架为根据权利要求1-12中任一项所述的转向架，所述转向架安装在所述车体的底部。
  14. 一种轨道交通系统，其特征在于，包括：
    轨道；
    轨道车辆，所述轨道车辆为根据权利要求13所述的轨道车辆。
PCT/CN2017/075222 2016-09-21 2017-02-28 转向架及具有其的轨道车辆和轨道交通系统 WO2018054015A1 (zh)

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