WO2019056652A1 - 一种微轨交通*** - Google Patents

一种微轨交通*** Download PDF

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Publication number
WO2019056652A1
WO2019056652A1 PCT/CN2017/120341 CN2017120341W WO2019056652A1 WO 2019056652 A1 WO2019056652 A1 WO 2019056652A1 CN 2017120341 W CN2017120341 W CN 2017120341W WO 2019056652 A1 WO2019056652 A1 WO 2019056652A1
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WO
WIPO (PCT)
Prior art keywords
micro
track
transportation system
vehicle
rail
Prior art date
Application number
PCT/CN2017/120341
Other languages
English (en)
French (fr)
Inventor
周军年
尹叶红
陈亮
吴胜权
任刚
张晓军
王广明
李明高
杲晓锋
姜茹佳
Original Assignee
中车唐山机车车辆有限公司
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.)
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Publication date
Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2019056652A1 publication Critical patent/WO2019056652A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems

Definitions

  • the present application relates to the field of transportation technology, and in particular, to a micro-track transportation system.
  • the micro-track described in the present application refers to a suspended transportation system with a track width of 600 mm or less.
  • the Personal Rapid Transit is a new type of rail transit system that is a transportation solution for individualized transportation needs. This system can meet the transportation needs of each specific individual for different travel time, departure place, destination, route, etc.
  • the PRT does not need to make a travel plan according to the vehicle schedule, nor does it need to change the train midway. As long as you get into the car, the car will automatically send the passenger to the destination, which is convenient to use.
  • embodiments of the present application provide a micro-track transportation system.
  • a micro-track transportation system includes a rail system, a vehicle system, and a dispatch control system;
  • the rail system includes a suspended rail structure for hanging the vehicle system;
  • the vehicle system includes a cabin and a running mechanism, The carriage is suspended by the running mechanism to the track structure, the running mechanism drives the car to run along the track structure;
  • the dispatch control system includes a dispatch control center to control the vehicle system in the track structure Run on.
  • the running mechanism is mounted in the hanging track structure; the running mechanism includes a hanging device mounted below the car, and a top of the car is connected to the hanging device
  • the running gear drives the car to operate along the suspended track structure by a hanging device.
  • the rail system further includes a plurality of supporting devices dispersed in the target area, the hanging device is suspended on the supporting device; and the hanging track structure is disposed on the hanging track structure Platform structure below;
  • the hanging track structure is configured to accommodate the running mechanism, and the running mechanism can reciprocate within the track structure and drive the car to run on the track structure by the hanging device.
  • the dispatch control system further includes a vehicle control module, the vehicle control module being disposed in the vehicle system; the vehicle control module transmitting position information and/or speed of the vehicle system Information to the dispatch control center; the dispatch control center receives the position information and/or speed information, generates a dispatch command and sends the dispatch command to the vehicle control module; the vehicle control module receives the dispatch command, and controls the vehicle system at the location Run on the track structure.
  • a vehicle control module the vehicle control module being disposed in the vehicle system; the vehicle control module transmitting position information and/or speed of the vehicle system Information to the dispatch control center; the dispatch control center receives the position information and/or speed information, generates a dispatch command and sends the dispatch command to the vehicle control module; the vehicle control module receives the dispatch command, and controls the vehicle system at the location Run on the track structure.
  • the running mechanism includes a frame and a wheel set
  • the frame is a frame structure of the running mechanism
  • the wheel pair is mounted on the frame.
  • the frame is provided with a steering mechanism for assisting steering when the traveling mechanism passes through the switch structure.
  • the steering mechanism includes an upper steering device, a lower steering device, and a steering drive device; the upper steering device is mounted on an upper surface of the frame; and the lower steering device is mounted on a lower surface of the frame. And located directly under the upper steering device; the steering drive device is mounted in the frame for driving the movement of the upper steering device and the lower steering device.
  • the upper steering device includes an upper steering sleeve, an upper steering shaft, an upper steering arm, an upper steering wheel, and two positioning stops; the upper steering sleeve is vertically disposed on the frame on;
  • the upper steering shaft is vertically disposed in the upper steering sleeve, the bottom end of which is connected to the steering drive device, and the top end thereof extends outwardly through the outer end of the upper steering sleeve;
  • the upper steering arm is horizontally disposed, one end of which is connected to the top end of the upper steering shaft, and the other end is connected to the axle of the upper steering wheel;
  • Two positioning stops are respectively arranged on the top end of the upper steering sleeve, the upper steering wheel being rotatable within a range between two positioning stops, and when the positioning stop is touched In order to turn into place.
  • the lower steering device includes a lower steering sleeve, a lower steering shaft, a lower steering arm, and a lower steering wheel, the lower steering sleeve being vertically disposed on the frame, the lower steering The shaft is vertically disposed in the lower steering sleeve, the top end of the lower steering shaft is coupled to the steering drive, and the bottom end extends outwardly through the outer end of the lower steering sleeve; the lower steering arm is horizontally disposed at one end thereof The bottom end of the lower steering shaft is connected, and the other end is connected to the axle of the lower steering wheel.
  • the steering mechanism further includes a steering monitoring device for sensing whether the upper steering device and the lower steering device are turned into position.
  • the steering monitoring device includes a Hall disk that is mounted at a junction of the steering drive and the lower steering shaft.
  • At least one bearing is disposed between the lower steering shaft and the lower steering sleeve.
  • the running gear is a power running portion
  • the power running portion includes a driving device mounted on the frame for driving the wheel pair to travel.
  • the driving device includes a traction motor mounted on the frame and connected to the traction motor, and the traction motor is configured to drive the wheel pair to travel .
  • the reducer is provided with an anti-torsion arm connected to the frame, and the anti-torsion arm is used to limit the sway of the reducer.
  • the anti-torsion arm is a teardrop-shaped plate body, and the anti-torsion arm is provided with a sleeve hole at a middle portion thereof, and the anti-torsion arm is sleeved on the side of the reducer through the sleeve hole a plurality of evenly distributed first arm mounting holes are formed in the anti-torsion arm, and a screw or a bolt passes through the first arm mounting hole to mount the anti-torsion arm on the reducer;
  • a second arm mounting hole is provided on a relatively small end of the torsion arm, and the second arm mounting hole is for mounting the torsion arm on the frame.
  • the running gear is a non-powered running portion
  • the non-powered running portion includes a braking mechanism that is mounted on the frame and coupled to the wheel axle of the wheel set.
  • the connecting member is a drawbar, and two ends of the drawbar are respectively connected to the hanging device corresponding to the running mechanism.
  • the hanging device includes a load bearing rod and a hanging pin
  • the load-bearing rod is vertically disposed, the top end of which passes upwardly through the frame and is fixedly connected to the frame; the bottom end of which is mounted with a hanging pin, and the hanging pin is connected with the mounting seat at the top of the car.
  • one of the load-bearing rods corresponds to two hanging pins, and the two hanging pins are symmetrically mounted on both sides of the load-bearing rod; the mounting seat of the top of the vehicle compartment and the hanging device of the hanging device Connected.
  • the two sides of the hanging pin are respectively provided with a limiting arm, and the limiting arm is mounted with an anti-tilting limiting device near the side of the top of the car.
  • the suspension device is further provided with a gravity sensor for monitoring the overall weight of the vehicle system.
  • the load bearing rod is fixedly coupled to the upper surface of the frame by a double nut and a split pin.
  • the load bearing rod is fixedly coupled to the upper surface of the frame by a single nut and a split pin.
  • a damping member is disposed between the load bearing rod and the frame.
  • the bottom of the hanging device is further provided with an anti-tilting limiting device, and the anti-tilting limiting device is used for limiting the shaking of the car.
  • the vehicle system further includes a vehicle power supply system for providing driving power to the running gear and providing normal working power for the electrical equipment in the vehicle;
  • the vehicle power supply system includes a current receiving device for receiving power provided by a trolley line within the track structure, and a battery power supply system for providing driving power when the vehicle system passes through the switch structure of the suspended track structure.
  • the current receiving device includes a base frame, an insulating rod, an end swing rod, a shoe connecting plate and a flow-sliding shoe; the base frame is mounted on the upper steering device, and the insulating rod One end is mounted on the base frame, the other end is connected to one end of the end swing rod, and the other end of the end swing rod is connected to a sliding shoe connecting plate, and the flow sliding shoe is mounted on the sliding shoe connecting plate.
  • the flow-sliding shoe is connected to the power receiving device through a cable; the end swing bar is swingable relative to the insulating rod.
  • a spring is disposed between the insulating plate and the base frame, and the spring is pre-set with an elastic force.
  • the insulating plate includes a main swing bar and an auxiliary swing bar, the main swing bar and the auxiliary swing bar are juxtaposed, and one end of the spring is connected to the base frame, and the other end is connected to the auxiliary frame.
  • the pendulum rods are connected.
  • the end swing rod is mounted on the insulating rod by a bidirectional yaw mechanism.
  • the running mechanism is provided with a guide wheel set, the guide wheel set is mounted on the frame, and is attached to a side wall of the hanging track structure.
  • the running gear is provided with a distance measuring device for measuring a distance between the vehicle systems.
  • the ranging device includes a ranging sensor and a distance measuring board
  • the ranging sensor is mounted at a front end of the running mechanism in the traveling direction, and the distance measuring plate is mounted at a rear end of the running mechanism in the traveling direction.
  • the running gear is provided with a cushion rubber on the front end in the direction of travel.
  • the car body includes a vehicle body including a load bearing frame and a skin wrapped around the load bearing frame; the car body is connected to the running mechanism through a top mount .
  • the load bearing skeleton includes a top beam and a bottom beam, and the top beam and the bottom beam are connected by a connecting column;
  • the skin includes an inner skin and an outer skin, the inner Mongolia
  • the skin is mounted on the inside of the carrier frame;
  • the outer skin is mounted on the outside of the carrier frame; a gap is left between the inner skin and the outer skin.
  • the vehicle body is mounted with a bottom plate above the bottom beam, and the bottom plate is mounted with an electrical mounting box for mounting electrical equipment within the vehicle compartment.
  • the top of the electrical installation box is detachably mounted with a seat cushion.
  • the mounting seat is mounted on the top beam and connected to the hanging device.
  • the mounting seat has the same number and one-to-one correspondence with the hanging device, and the middle portion of the mounting seat A connecting hole for connecting the hanging device is provided.
  • the width of the bottom of the mount is greater than the width of the top.
  • the outer skin is made of carbon fiber
  • the inner skin is made of glass fiber reinforced plastic.
  • the front side and the rear side of the load bearing frame in the direction of travel are provided with a sightseeing window.
  • the side walls of the load bearing frame in the direction of travel are respectively provided with side wall panels.
  • the side wall panel on one side is provided with a ventilation window, and the side wall panel on the other side is mounted with a vehicle door.
  • the vehicle door is an electric sliding door.
  • the bottom of the compartment is provided with a sway prevention device, and the sway prevention device is used for stable grounding when the cabin enters the platform.
  • the anti-sway device is a guiding anti-swaying wheel that is symmetrically arranged along a center of the bottom of the car; when the car enters the platform, the guiding anti-swaying wheel is stably grounded.
  • the skin is internally provided with a wiring space.
  • the top of the body is further provided with a skirt that surrounds the mount.
  • the track structure forms a closed loop in the target area to provide a cyclic operating line for the vehicle system; or the track structure forms a segmented route within the target area to provide a one-way operation for the vehicle system line.
  • the track structure includes a straight line segment, a curved segment, and a slope segment; the combination of the straight segment, the curved segment, and the slope segment enables the running mechanism to drive the car in the driving route through the hanging device. Turning, going uphill and straight;
  • the slope section drops a track structure placed at a high altitude position to a low-altitude position, and a platform structure is provided below the track structure of the low-altitude position.
  • the support device includes a support column and a cantilever beam for lifting the track structure
  • One end of the support column is fixed on the foundation structure, and the other end of the support column is fixedly connected with the cantilever beam;
  • the supporting column serves as a main supporting structure of the cantilever beam and the track structure, and the total gravity of the cantilever beam and the track structure and the stress of the track structure to the supporting device are transmitted to the foundation structure.
  • one side of the cantilever beam is fixedly connected to the support column, and the other side of the cantilever beam is hoisting the track structure; or the center of the cantilever beam is fixedly connected with the support column The two sides of the cantilever beam are respectively used for hoisting the track structure.
  • the cantilever beam is fixed to the track structure by a fixing plate
  • the edge of the fixing plate is fixed on the cantilever beam, and the plate body of the fixing plate is fixed to the track structure by a fixing member.
  • the track structure includes a box-shaped track having an opening at the bottom;
  • a suspension device between the carriage and the running gear passes through the opening, and the running mechanism can reciprocate within the box rail and drive the carriage along the rail structure by the hanging device.
  • the track structure includes a box-shaped track having an opening on one side
  • the running mechanism suspends the car through a hanging device extending from the side opening of the track, and the running mechanism reciprocates in the box rail, and drives the car along the track structure by the hanging device.
  • the track structure includes a box-shaped track having an opening on both sides, and the box-shaped track is provided with a support frame fixed to the top and bottom of the track;
  • a running mechanism is respectively disposed in two spaces inside the box-shaped rail separated by the support frame, and each running mechanism is connected to the vehicle through a hanging device extending the opening, and the running mechanism reciprocates in the box-shaped track, and The car is driven along the track structure by a hanging device.
  • the outer portion of the box-shaped rail is provided with a plurality of reinforcing frames, and the reinforcing frames are arranged at a certain distance along the length direction of the rail.
  • the end of the box-type rail is provided with a connecting frame, and two adjacent box-shaped rails are fixedly connected by a connecting frame.
  • the track structure further includes a joint structure
  • the connecting structure is sleeved on the outside of the docking end of the two box-shaped rail ends, and a gap is reserved at the joint of the ends of the two box-shaped rails which are sleeved by the connecting structure;
  • the connecting structure is provided with an opening matching the opening on the box rail, and the hanging device between the vehicle and the running mechanism simultaneously passes through the opening of the track structure and the connecting structure, and can reciprocate in the opening .
  • the bottom of the two box-shaped rail end abutments is provided with a transition plate and a transition space for accommodating the transition plate;
  • the transition plate is flush with the edge of the track structure opening, and the surface of the transition plate in contact with the running mechanism is parallel to the surface of the track structure at which the bottom portion contacts the running portion.
  • the outer portion of the connecting structure is provided with a plurality of reinforcing frames.
  • a power supply module is disposed on an inner sidewall of the box rail, and the power supply module cooperates with a current receiver on the running mechanism to supply power to the cabin and the traveling mechanism.
  • the power supply module is a sliding line
  • the sliding line is fixed on the two inner sidewalls of the box rail by the fixing device in the traveling direction of the vehicle.
  • the inner surface of the bottom of the track structure of the slope section is provided with a non-slip structure.
  • the track system further includes a switch structure that is coupled to the plurality of track structures
  • the switch structure divides the running route of the vehicle system into a main running track structure and a bypass running track structure; and a bypass structure is disposed below the bypass running track structure;
  • the running mechanism changes the running line through the switch structure, and drives the car to change the running line in the switch structure through the hanging device.
  • the track structure and the switch structure cooperate to form a plurality of closed loops in the target area to provide a cyclic operation line for the vehicle system;
  • the track structure and the ballast structure form a plurality of segmented routes within the target area to provide a one-way path for the vehicle system.
  • the switch structure includes a turn-around space having a merged end and a split end, which are sequentially fixed by the upper turn plate, the first turn side plate, the turnout lower plate, and the second turn side plate;
  • the running mechanism performs a change of the travel route in the steering space, and uses the hanging device to drive the car to change the travel route.
  • the lower surface of the upper plate of the switch is provided with a first guide plate and a second guide plate, and the first guide plate and the second guide plate converge at the merged end, the first A guide plate and a second guide plate are separated at the separation end.
  • the first guiding plate is a planar structure, and the second guiding plate is a curved structure;
  • the bending direction of the second guiding plate faces the first guiding plate, and the second guiding plate guides the vehicle at a direction away from the first guiding plate at the separating end.
  • the first guide plate and the second guide plate are connected at the merged end by a curved connecting structure and are separated at the separated end.
  • the connecting structure of the curved surface is a circular arc plate body, and the first guiding plate and the second guiding plate are respectively fixed with two straight edges of the circular arc plate body.
  • the connecting structure of the curved surface is a cylinder, and the first guiding plate and the second guiding plate are fixed in a tangential connection with the cylindrical body.
  • a first buffer structure is disposed between the connecting structure and the first guiding plate; and a second buffer structure is disposed between the connecting structure and the second guiding plate.
  • the switch lower plate is provided with a first guiding port and a second guiding port, and the first guiding port and the second guiding port meet at the merged end, and respectively correspond to the first guiding The position of the plate and the second guide plate are separated at the separation end.
  • the first guiding port and the second guiding opening of the switch lower plate divide the ballast lower plate into three parts, including a first part, a second part, and a third part;
  • the first portion is coupled to the first ballast side panel
  • the second portion is fixedly coupled to the ballast upper panel
  • the third portion is coupled to the second ballast side panel.
  • the lower surface of the ballast lower plate is further provided with a third guiding plate
  • the third guiding plates are respectively disposed on the ballast lower plate on one side of the first ballast side plate and on the ballast lower plate on one side of the second ballast side plate.
  • the outer portion of the ballast structure is provided with a plurality of reinforcing frames.
  • a plurality of reinforcing ribs are disposed between the first guiding plate and the second guiding plate.
  • the platform structure includes a platform disposed under the track structure
  • a platform upright fixed to the platform; and a support beam fixed to the platform upright for lifting the track structure.
  • the track structure forms a main running line in the target area; the station is disposed below the track structure of the main running line; or the track structure forms a main running line in the target area And a bypass running line; the station is disposed below the track structure of the bypass running line.
  • the platform is erected in mid-air to form an elevated platform through a support structure.
  • a dispatch control center and/or a conference room is disposed under the elevated platform
  • the foundation structure and the support structure of the dispatch control center and/or the conference room all adopt the foundation structure and the support structure of the platform structure; the wall structure of the dispatch control center and/or the conference room is fixed on the support structure.
  • the station is disposed in an inspection library introduced by a track structure of a bypass operation line;
  • the inspection library is provided with an inspection platform, and the inspection platform is connected with the end of the track structure of the bypass running line; and the warehouse is provided below the platform.
  • the platform structure further includes: a platform top, the platform top being fixed under the track structure by a plurality of platform pillars.
  • the platform structure further includes: a waiting fence, the waiting rail is disposed on a platform on both sides of the track structure; and the waiting rail is provided with a sliding door.
  • the platform structure further includes: an automatic ticketing device, the automatic ticketing device being disposed at an entrance and exit of the platform structure.
  • the platform structure further includes: an off-site guardrail disposed around the platform structure.
  • the platform structure further includes: an escalator or an elevator connected to the aerial platform.
  • the platform is provided with a trough body penetrating the platform and a guide beam disposed inside the trough body along the traveling direction of the car; the guide beam and the anti-sway device on the car provide an inbound for the car guide.
  • the track system further includes: a rescue structure disposed on the support device.
  • the rescue structure includes: a rescue platform and an evacuation passage; the rescue platform is disposed under the passenger compartment; one end of the evacuation passage is fixed on the rescue platform, and the other end is fixed on the ground. .
  • the rescue platform is fixed at a predetermined position of the support column; or the rescue platform is fixed to the lifting device disposed in the support column by the turning device.
  • the lifting device includes: a lifting motor, a rack plate and a gear plate disposed in the supporting column; one end of the turning device is fixed on the gear plate, and the other end is fixed to the rescue platform;
  • the rack plate is disposed in the support column in the direction of the plumb bob, and the lifting motor drives the gear plate to move on the rack plate to realize the lifting and lowering of the rescue platform.
  • the evacuation channel is a hollow cylindrical structure or an escalator that is open at both ends.
  • the scheduling control system further includes a trackside communication module, and the trackside communication module is disposed on the track structure;
  • the vehicle control module transmits location information and/or speed information of the vehicle to the trackside communication module, and the trackside communication module transmits the location information and/or speed information to a dispatch control center; the dispatch control center is configured according to The location information and/or speed information, generating a scheduling instruction and transmitting a scheduling instruction to the trackside communication module; the trackside communication module receiving the scheduling instruction, and transmitting a scheduling instruction to a vehicle control module; the vehicle control The module receives the dispatching command to control the vehicle system to operate on the track structure.
  • the trackside communication module includes a trackside RF communication module, a bus bridge, and a field bus;
  • the plurality of trackside RF communication modules are connected to the field bus through a bus bridge, and the field bus is connected to the dispatch control center through a gateway and an optical fiber.
  • the field bus is provided with a plurality of WIFI nodes, and the trackside RF communication module sends vehicle system location information and/or speed information to the dispatch control center through the WIFI node.
  • the trackside communication module specifically includes: a plurality of trackside APs disposed on the microtrack track,
  • the trackside AP is wirelessly connected with the onboard WIFI disposed on the microtrack vehicle for transmission of non-secure information between the microrail vehicle and the dispatch control center;
  • the non-security information includes micro-track vehicle transmission destination information, internal device operation status information, and route planning information and/or passenger broadcast information generated by the dispatch control center according to the destination information.
  • the plurality of trackside RF communication modules are disposed on the track structure along a distance, and each two adjacent trackside RF communication modules are a control interval, and the first control interval is The trackside RF communication module reads position information and/or speed information of the vehicle system passing through the first control interval, and transmits position information and/or speed information of the vehicle system passing through the first control interval through the field bus a scheduling control center, the trackside RF communication module of the nth control interval behind the first control interval receives a scheduling instruction sent by the scheduling control center, and sends the scheduling instruction to the vehicle system, the nth control
  • the preset criterion of the interval is that, within the n intervals, the rear vehicle system is still outside the first control interval where the preceding vehicle system is located when the current running speed starts to brake to zero speed.
  • the spacing of each two adjacent trackside RF communication modules is between 8 m and 15 m.
  • the vehicle control module includes an in-vehicle RF communication module, and the trackside RF communication module includes an electronic unit and an RF unit;
  • the trackside RF communication module transmits signals through the RF unit and the vehicle RF communication module.
  • the electronic unit is connected between the RF unit and the field bus for receiving and storing road condition information in the preset M control sections, and is also used for realizing signal transmission between the RF unit and the field bus while supplying power to the RF unit. .
  • the trackside RF communication module has the same structure as the onboard RF communication module, and the RF unit of the trackside RF communication module and the RF unit of the in-vehicle RF communication module implement signal transmission.
  • the trackside communication module further includes a plurality of positioning tags disposed on the track structure
  • the positioning tag transmits position information of the track structure and speed limit information of the current track structure segment to the RF unit of the in-vehicle RF communication module.
  • the positioning tag includes a first electronic tag and a second electronic tag, and the detection accuracy of the first electronic tag is lower than the detection accuracy of the second electronic tag;
  • the first electronic tag is disposed at a track structure and a ballast structure outside the platform for detecting position information of the vehicle system;
  • the second electronic tag is disposed on a track structure inside the platform for detecting position information of the vehicle system when the platform is inside.
  • the first electronic tag is disposed at a pitch of 2 m to 4 m; and the second electronic tag is disposed at a pitch of 2 m or a vehicle.
  • the scheduling control center includes a server, a scheduling terminal, and a monitoring terminal.
  • the server is configured to perform data information transmission and storage by connecting to a bus bridge and a field bus.
  • the scheduling terminal is configured to manually schedule a vehicle system, and the monitoring terminal is configured to monitor an operating state of the vehicle system.
  • the vehicle control module further includes an automatic protection subsystem and an automatic operation subsystem;
  • the automatic protection subsystem adjusts the spacing of the front and rear vehicle systems according to the position information and/or speed information of the micro-track vehicle and the line road condition information;
  • the automatic operation subsystem controls the start, acceleration, deceleration, cruise, inertia or parking operation of the vehicle system with the permission of the automatic protection subsystem.
  • the automatic operation subsystem determines the position information of the current vehicle system according to the trackside RF communication module disposed on the track structure, automatically acquires the driving path, and automatically performs drive.
  • the dispatch control center controls the vehicle system to stop through the onboard RF communication module, or controls the vehicle system to enter the safe area.
  • the vehicle control module further includes a door control system and a door anti-pinch system
  • the door control system is for controlling opening and closing of the door; the door anti-pinch system is for preventing the door from being mistakenly pinched by the passenger.
  • the vehicle control module further includes a smoke monitoring system and/or a passenger information system and/or a lighting control system.
  • the micro-rail transportation system provided by the present application has a simple overall structure, is convenient to be installed, disassembled and expanded, reduces construction and operation costs, and improves adaptability.
  • the system can be flexibly planned for various complex terrains and special geological environments such as urban green belts, playgrounds, mountains, etc., which minimizes the occupation of existing roads, improves the composite use of roads, and facilitates passengers. Travel.
  • Figure 1 is a schematic view of the overall structure of the micro-rail transportation system
  • Figure 2 is a partially enlarged structural view of the area A of Figure 1;
  • FIG. 3 is a schematic diagram of a front view of a vehicle system
  • FIG. 4 is a schematic perspective view of a vehicle system
  • FIG. 5 is a schematic structural view of a running mechanism of a vehicle system
  • Figure 6 is a schematic cross-sectional view of the A-A of Figure 5;
  • Figure 7 is a schematic cross-sectional view of the B-B of Figure 5;
  • Figure 8 is a schematic left side view of the running mechanism
  • Figure 9 is a schematic perspective view of the power running portion
  • Figure 10 is a schematic front view of the current receiving device
  • Figure 11 is a schematic view showing the structure of the anti-torsion arm
  • Figure 12 is a schematic view showing the installation of the anti-torsion arm on the frame
  • Figure 13 is a bottom view installation view of the anti-twist arm and the driving device after the frame is removed;
  • Figure 14 is a top plan view showing the anti-torsion arm and the driving device after the frame is removed;
  • Figure 15 is a perspective view showing the three-dimensional structure of the non-powered running portion
  • Figure 16 is a partially enlarged schematic view showing the area I of Figure 15;
  • Figure 17 is a perspective view showing the three-dimensional structure of the hanging device
  • Figure 18 is a front view showing the structure of the car after the side wall panel is removed;
  • Figure 19 is a perspective view showing the three-dimensional structure of the car after the sightseeing window is removed;
  • 20 is a schematic perspective view of a vehicle body
  • 21 is a schematic perspective view showing a bearing structure of a vehicle body
  • Figure 22 is a schematic front view showing the structure of the vehicle in the station.
  • Figure 23 is a schematic right side view showing the state in which the vehicle is in the station.
  • Figure 24 is a partial enlarged view of the II region of Figure 23;
  • Figure 25 is a perspective view showing the structure of the internal portion of the vehicle body
  • Figure 26 is a bottom view of the vehicle body
  • Figure 27 is a bottom view installation structure of the anti-sway device
  • Figure 28 is a partial enlarged view of the III region of Figure 27;
  • Figure 29 is an overall schematic view of a micro-track system
  • Figure 30 is a schematic view showing the support of the slope section in the micro-track system
  • Figure 31 is a schematic view of a curved section support in a micro-track system
  • Figure 32 is a schematic view of the support device
  • Figure 33 is a schematic view showing the structure of the first cantilever beam hoisting rail
  • Figure 34 is a schematic view showing the structure of a second cantilever beam hoisting track
  • Figure 35 is a schematic view of a first multilayer track structure
  • Figure 36 is a schematic view of a second multilayer track structure
  • Figure 37 is a schematic view showing the manner of lifting the track structure
  • Figure 38 is a schematic view of a fixing plate for hoisting a track structure
  • Figure 39 is a schematic view of a load bearing structure
  • Figure 40 is a schematic view of the first type of inclined table
  • Figure 41 is a schematic view of a second inclined table
  • Figure 42 is a schematic view of a reinforcing structure
  • Figure 43 is a schematic view of a lighting device
  • Figure 44 is a schematic view showing the running mechanism disposed in the track structure
  • Figure 45 is a schematic view showing the arrangement of the reinforcing ribs on the track structure
  • Figure 46 is a schematic view showing a gap at two rail joints
  • Figure 47 is a schematic view of a transition plate and a transition space
  • Figure 48 is a schematic view of the junction box
  • Figure 49 is a schematic view of a curved section track structure
  • Figure 50 is a schematic view of the track structure of the slope section
  • Figure 51 is a schematic view of a ballast structure
  • Figure 52 is a schematic view of the top of the ballast structure
  • Figure 53 is a schematic view of the lower surface guide plate of the upper plate of the ballast
  • Figure 54 is a schematic view of the lower plate of the ballast
  • Figure 55 is a schematic view of the hanging area of the running mechanism
  • Figure 56 is a bottom view of the ballast structure
  • Figure 57 is a schematic view showing the lower end of the lower plate of the ballast connected to the separation frame
  • Figure 58 is a schematic view of a connection structure and a buffer structure
  • Figure 59 is a schematic diagram of a power supply module
  • Figure 60 is a schematic view of the structure of the elevated platform
  • Figure 61 is a schematic diagram of the integration of the platform and the control room
  • Figure 62 is a schematic diagram of the integration of the platform and the maintenance library
  • Figure 63 is a schematic view of the rescue structure
  • Figure 64 is a schematic diagram of the principle of the micro-track scheduling control system
  • Figure 65 is a flow chart of the micro-track scheduling control method.
  • Power running portion 110 first frame 111; first wheel pair 112; driving device 113; traction motor 1131; speed reducer 1132; anti-torsion arm 115; sleeve hole 1151; first arm mounting hole 1152; Arm mounting hole 1153;
  • Non-powered running portion 120 second frame 121; second wheel pair 122; brake mechanism 123;
  • Hanging device 130 load bearing rod 131; gravity sensor 132; hanging pin 133; limiting arm 1331; double nut 134; opening pin 135; damping member 136; anti-tilting limiting device 137; single nut 138;
  • Current receiving device 150 base frame 151; insulating rod 152; main swing rod 1521; auxiliary swing rod 1522; flow sliding shoe 153; end swing rod 154; bidirectional yaw mechanism 155; cable 156; fastening nut 157; ; shoe connection plate 159;
  • Distance measuring device 190 ranging sensor 191; distance measuring board 192;
  • Vehicle body 210 door 211; side wall panel 212; ventilation window 2121. sightseeing window 213; mounting seat 214; skirt 215; skirt recess 2151; inner skin 216; outer skin 217; grounding groove 2171; 218; top beam 2181; bottom beam 2182; bottom plate 2183; connecting column 2184;
  • Anti-sway device 220 guiding anti-sway wheel 222; grounding clip 223;
  • Box rail 401 joint structure 402; adapter box 403; gap 404; reinforcement frame 405; connection frame 406; transition plate 407; power supply module 408; slide line 409; fixing device 410; support base 411; end cover 412; Section 413; curved section 414; slope section 415; anti-skid structure 416; reinforcing rib 417;
  • a switch upper plate 501 a first turn side plate 502; a turnout lower plate 503; a second turn side plate 504; a first guide plate 505; a second guide plate 506; a connection structure 507; a buffer structure 508; a buffer plate 509; 510; a third guiding plate 511;
  • Station 601 grounding rail 6011; platform pillar 602; support beam 603; control room 604; conference room 605; maintenance library 606; maintenance platform 607; warehouse 608; platform top 609; waiting guardrail 610; 612; platform guardrail 613; escalator or elevator 614.
  • the present application relates to a micro-rail transportation system including a track system 2, a vehicle system 1 and a dispatch control system;
  • the track system 2 includes a suspended track structure 40, and the track structure 40 is used for Suspending the vehicle system 1;
  • the vehicle system 1 includes a cabin 20 and a running gear 10, the cabin 20 being suspended from the track structure 40 by the running mechanism 10, the running mechanism 10 driving the carriage 20 along The track structure 40 operates;
  • the dispatch control system includes a dispatch control center that controls the vehicle system 1 to operate on the track structure 40.
  • the running mechanism 10 is installed in the hanging track structure 40; the running mechanism 10 includes a hanging device 130 mounted under the chassis 20, and the top of the car 20 is connected to the hanging device 130.
  • the running gear 10 drives the car 20 to run along the suspended track structure 40 by a suspension device 130.
  • the rail system 2 further includes a plurality of supporting devices 30 dispersed in the target area, the hanging rail structure 40 is suspended on the supporting device 30; and is disposed under the hanging rail structure 40 Station structure 60;
  • the hanging track structure 40 is for accommodating the running mechanism 10, and the running mechanism 10 can reciprocate within the track structure 40 and drive the car 20 to run on the track structure 40 by the hanging device 130.
  • the dispatch control system further includes a vehicle control module, and the vehicle control module is disposed in the vehicle system 1;
  • the vehicle control module sends location information and/or speed information of the vehicle system 1 to a dispatch control center; the dispatch control center receives the location information and/or speed information, generates a dispatch instruction, and sends the dispatch instruction to the vehicle control module; The vehicle control module receives the dispatching command to control the vehicle system 1 to operate on the track structure 40.
  • the micro-rail transportation system provided by the embodiment of the present application has a simple overall structure, is convenient to be installed, disassembled and expanded, reduces construction and operation costs, and improves adaptability.
  • the system can be flexibly planned for various complex terrains and special geological environments such as urban green belts, playgrounds, mountains, etc., which minimizes the occupation of existing roads, improves the composite use of roads, and facilitates passengers. Travel.
  • the micro-rail transportation system of the present application includes a vehicle system 1 including a cabin 20 and a running gear 10, the running mechanism 10 including a hanging device 130 mounted therebelow, The top of the compartment 20 is coupled to the suspension 130; the running mechanism 10 drives the compartment 20 along the suspended track structure 40 by a suspension 130.
  • the running gear 10 includes a frame and a wheel set, the frame is a frame structure of the running mechanism, and the wheel pair is mounted on the frame.
  • the width of the frame is less than the width of the suspended track structure 40, and after the frame is mounted on the wheel set, it can be run along the suspended track structure 40.
  • a single car 20 can be hung under a running gear 10 or can be hung under two running gears 10. The actual application can be selected according to the situation, and the present application does not limit this.
  • the running mechanism 10 is a power running portion 110
  • the power running portion 110 includes a frame, a wheel set, and a driving device.
  • the power running portion 110 is now The frame is named as the first frame 111
  • the first frame 111 is the frame structure of the power running portion 110
  • the wheel pair is the first wheel pair 112
  • the first wheel pair 112 is mounted on the first frame 111
  • 113 is mounted on the first frame 111 for driving the first wheel pair 112 to travel.
  • the driving device 113 includes a traction motor 1131 and a speed reducer 1132.
  • the speed reducer 1132 is mounted on the rear axle of the first frame 111.
  • the traction motor 1131 is disposed behind the speed reducer 1132.
  • the speed reducer 1132 can also be a gearbox.
  • the speed reducer 1132 can also be mounted on the front gear of the first frame 111, which is not limited herein.
  • the reducer 1132 is provided with an anti-torsion arm 115, and the anti-torsion arm 115 is sleeved and fixed on the reducer 1132, and the anti-torsion arm 115 and the vehicle are
  • the frame is fixedly connected, such a configuration defines the movement of the anti-torsion arm 115, while the anti-twist arm 115 limits the sway of the reducer 1132, ensuring its stability on the first frame 111.
  • the number of the anti-twist arms 115 is not limited herein.
  • the anti-torsion arms 115 are respectively disposed between the two side walls of the reducer 1132 and the frame, and the anti-torsion arms 700 are sleeved on the reducer 1132. At the same time fixed on the frame.
  • the anti-twisting arm 115 is a teardrop-shaped plate body.
  • the anti-torsion arm 115 is provided with a sleeve hole 1151.
  • the anti-torsion arm 115 is sleeved on the side of the reducer 1132 through the sleeve hole 1151.
  • first arm mounting holes 1152 are defined in the anti-torsion arm 115, and a screw or bolt passes through the first arm mounting hole 1152 to mount the anti-torsion arm 115 on the reducer 1132;
  • a second arm mounting hole 1153 is provided on a relatively small end of the anti-torsion arm 115, and the second arm mounting hole 1153 is for mounting the anti-torsion arm 115 on the frame.
  • the running gear 10 may further include the power running portion 110 and the non-power running portion 120.
  • the non-powered running part 120 includes a frame, a wheel set and a brake mechanism 123.
  • the frame of the non-powered running part 120 is now named as the second frame 121, and the second car
  • the frame 121 is a frame structure of the non-powered running portion 120;
  • the wheel pair is the second wheel pair 122, the second wheel pair 122 is mounted on the second frame 121;
  • the brake mechanism 123, the brake mechanism 123 is mounted on the second car
  • the brake mechanism 123 can also be mounted on the front axle.
  • the brake mechanism 123 can be an electromagnetic brake, a hydraulic brake or a pneumatic brake, etc., which is not limited in this application.
  • the running mechanism includes the power running portion 110 and the non-power running portion 120
  • the two running portions are connected by a connecting member. Since the microtrack vehicle system is provided with two independent running gears 10, and the two running gears 10 are independent of each other when the vehicle passes the curve, it is possible to ensure that the running gear 10 passes the small curve radius curve. At the same time, since the two running mechanisms 10 share the weight of the passenger and the car, the running mechanism 10 has higher safety, more stable operation, more reasonable force and longer service life. Compared with a running gear 10, this design effectively alleviates the sway and vibration during the running of the running gear 100. At the same time, the swaying and vibration generated by the movement of the carriage during the movement is reduced by adding a damping element between the suspension device and the carriage, thereby ensuring the safety and stability of the running of the running section.
  • the connecting member may be a drawbar 140, and two ends of the drawbar 140 are respectively connected to the hanging device 130 corresponding to the running gear 10.
  • the hanging track structure 40 is provided with a ballast to provide a path for the steering of the micro-track vehicle system.
  • the running mechanism 10 is provided with a steering mechanism for assisting the aisle of the running mechanism. 170, as shown in FIGS. 6-8, the steering mechanism 170 includes an upper steering device 171 and a steering drive device, and the upper steering device 171 is mounted on the upper surface of the frame, where the frame may be the first frame 111 described above, It may be a second frame 121, which is not limited in the present application; the steering drive is mounted in the frame for driving the upper steering device 171 to operate.
  • the steering drive is a stepper motor 174, and the stepper motor 174 has two output shafts, and the two output shafts are synchronously output.
  • the upper steering device 171 includes an upper steering sleeve 1711, an upper steering shaft 1712, an upper steering arm 1713, an upper steering wheel 1714, and two positioning stops 1715;
  • the upper steering sleeve 1711 is vertically disposed on the frame, the upper steering shaft 1712 is vertically disposed in the upper steering sleeve 1711, and the bottom end of the upper steering shaft 1712 is coupled to the output end of the top of the stepping motor 174, and the upper steering shaft 1712
  • the top end protrudes from the top end of the steering sleeve 1711;
  • the upper steering arm 1713 is horizontally disposed, one end of which is connected to the outer end of the upper steering shaft 1712, and the other end is connected to the upper steering wheel 1714;
  • the two positioning stops 1715 are respectively disposed on On the top end of the steering sleeve 1711, the upper steering wheel 1714 is rotatable within a range between the two positioning stops 1715, and is in a turned-on state when the positioning stop 1715 is touched;
  • the hanging rail 40 is located at the portion of the ballast, and the top portion is provided with a guiding plate.
  • the rim thereof closely fits on the guiding plate.
  • the suspended track structure 40 is located at the portion of the switch, and the guide plate is provided at the bottom.
  • the steering mechanism 170 may further include a lower steering device 172, and the lower steering device 172 is mounted on the lower surface of the frame. And located directly below the upper steering device 171; the frame here may be the first frame 111 or the second frame 121, which is not limited herein.
  • the lower steering device 172 includes a lower steering sleeve 1721, a lower steering shaft 1722, a lower steering arm 1723, and a lower steering wheel 1724;
  • the lower steering sleeve 1721 is vertically disposed on the frame, and the interior is hollow;
  • the lower steering shaft 1722 is vertical It is disposed in the lower steering sleeve 1721, one end is connected to the output end of the bottom of the stepping motor 174, and the other end is extended to the outer end of the steering sleeve;
  • the lower steering arm 1723 is horizontally disposed, one end is connected to the outer end of the lower steering shaft 1722, and the other end is connected Connected to the axle of the lower steering wheel 1724; when the lower steering wheel 1724 is turned, its wheel wall fits snugly against the guide plate at the bottom of the ballast.
  • At least one bearing is disposed between the lower steering shaft 1722 and the lower steering sleeve 1721.
  • the steering mechanism 170 further includes a steering monitoring device 173 for monitoring whether the steering of the upper steering device 171 is in place; when the steering mechanism 170 is further provided with the lower steering device 172 It is possible to simultaneously monitor whether the steering of the upper steering device 171 and the lower steering device 172 is in place.
  • the steering monitoring device 173 includes a steering sensor 1731 mounted on top of the upper steering sleeve 1711 for sensing whether the upper steering wheel 1714 and the lower steering wheel 1724 are turned into position.
  • the steering sensor 1731 may have two, two steering sensors 1731 specific.
  • the steering monitoring device 173 includes a steering The two steering sensors 1731 on the sleeve 1711 further include a steering sensor 1731 mounted between the lower steering shaft 1722 and the stepper motor 174.
  • the steering detector is a Hall disk 1732. The Hall disk 1732 is used to monitor whether the upper steering wheel 1714 and the lower steering wheel 1724 are turned into position.
  • the backup is set by the Hall disk 1732 to ensure that the function of removing the Hall disk 1732 can also be realized if the steering sensor 1731 mounted on the upper steering sleeve 1711 and the Hall disk 1732 mounted on the lower steering shaft 1722 are transmitted. If the information is inconsistent, it can be determined that a fault has occurred. Parking detection is required. If the test results are consistent and the signal is displayed to be turned into position, it can operate normally.
  • a signal is sent through the signal system to control the vehicle to slow down, while the stepping motor 174 of the two running gears 10 works, through the stop positioning 1715, the steering sensor 1731, the Hall disk 1732 The signal is returned to detect whether the steering is in place. After the steering is in place, the vehicle smoothly passes through the switch to complete the change of the line.
  • the loading mechanism 170 can realize the automatic driving change line function, is easy to operate, avoids the complicated structure of the active switch, has high stability, and automatically controls the transmission signal through the sensor to realize the automatic driving function.
  • the hanging device 130 is used as a connecting device for connecting the car 20 and the running gear 10, and has a reasonable structural design, high strength, and good safety performance.
  • the hanging device 130 includes: a load-bearing rod 131 and a hanging pin 133.
  • the load-bearing rod 131 is vertically disposed, the top end thereof passes through the frame and is fixed to the frame, and the bottom end is provided with a hanging pin 133, and the hanging pin is detached.
  • 133 is connected to the mounting seat 214 at the top of the car 200; the frame here may be the first frame 111 or the second frame 121, which is not limited in the present application.
  • the two hang pins 133 are symmetrically mounted on both sides of the load-bearing rod 131, and the two shackles 133 are connected by a split pin or a nut (not shown in the figure). Together.
  • the load-bearing rod 131 and the upper surface of the frame are fixed by the double nut 134 or the single nut 138 and the split pin 135; a damping member 136 is disposed between the bearing rod 131 and the frame, and the damping member 136 has the function of vibration isolation and vibration damping. Improve the stability of the car and ensure the passenger's ride experience.
  • the bottom of the hanging device 130 is provided with an anti-tilting limiting device 137.
  • the two sides of the hanging pin 133 are respectively provided with a limiting arm 1331, and the limiting arm 1331 is close to the roof of the car.
  • the anti-tilting limiting device 137 is mounted on the side of the mounting seat 214.
  • the anti-tilting limiting device 137 is a rubber damping member.
  • the suspension device 130 further includes a gravity sensor 132 mounted on top of the load-bearing rod 131 for monitoring the overall weight of the micro-track vehicle system.
  • the load-bearing rod 131 and the frame are provided with a damping member 136, which reduces the shaking and vibration generated by the moving body during the movement, and ensures the safety and stability of the running mechanism. .
  • the microtrack vehicle system 1 further includes a vehicle power supply system for providing driving force to the running gear 10 and providing normal working power for electrical equipment within the passenger compartment 20; the vehicle power supply system includes: a flow receiver 150 for accepting the track The power provided by the trolley line 409 within the structure 40; the battery power supply system for the vehicle system 1 to provide drive power when passing through the switch structure 50 of the suspended track structure 40.
  • the current receiver 150 includes a base frame 151, an insulating rod 152, an end swing rod 154, a shoe connecting plate 159, and a flow-sliding shoe 153.
  • the base frame 151 is mounted on the upper steering device 171, and one end of the insulating rod 152 is mounted on the base frame 151, and the other end is connected to one end of the end swing rod 154, and the other end of the end swing rod 154 is Connected to the shoe connecting plate 159, the flow-sliding shoe 153 is mounted on the shoe connecting plate 159; the flow-sliding shoe 153 is connected to the power receiving device through a cable; the end swinging rod 154 is opposite The insulating rod 152 is swung.
  • a spring 158 is disposed between the insulating plate and the base frame 151, and the spring 158 is pre-set with an elastic force.
  • the spring 158 is used to strengthen the close contact between the flow-sliding shoe 153 and the sliding line to ensure the smooth progress of the process of receiving current, and at the same time, to adjust the contact during the entire flow receiving process.
  • the insulating plate includes a main swing bar 1521 and an auxiliary swing bar 1522.
  • the main swing bar 1521 and the auxiliary swing bar 1522 are juxtaposed, and the two can pass through a connecting rod (not shown). It is connected to the base frame 151, and can also be configured as a bent structure, so that one side of the main swing rod 1521 and the auxiliary swing rod 1522 are juxtaposed, and the other side is connected with the base frame 151, which is not limited in this application.
  • the spring 158 has one end connected to the base frame 151 and the other end connected to the auxiliary swing rod 1522.
  • the spring 158 can be connected to the auxiliary swing rod 1522 through a connecting rod, or can be directly connected to the auxiliary swing rod 1522, which is not limited herein.
  • the end swing link 154 is mounted to the insulating rod 152 by a bidirectional yaw mechanism 155.
  • the bidirectional yaw mechanism 155 can be a shaft with a limited stop.
  • the distance between the base frame 151 and the upper steering device 170 can be adjusted by a tightening nut 157.
  • the running mechanism 10 is provided with a guide wheel set 180, and the guide wheel set 180 is mounted on the frame and is fitted to the side wall of the hanging track structure 40.
  • the guide wheel set 180 includes guide wheels that are mounted at the four corners of the frame, respectively.
  • the running gear 10 is provided with a distance measuring device 190 for measuring the distance between the vehicle systems 1.
  • the distance measuring device 190 includes a distance measuring sensor 191 and a distance measuring board 192; the distance measuring sensor 191 is mounted at a front end of the running gear 10 in the traveling direction, and the distance measuring board 192 is mounted behind the traveling mechanism 10 in the traveling direction. end.
  • the distance measuring device 190 includes a distance measuring sensor 191 and a distance measuring board 192, wherein the distance measuring sensor 191 is mounted at a front end of the power running portion 110 in the traveling direction, and the distance measuring board 192 is mounted on The rear end of the non-powered running portion 120 in the traveling direction.
  • the running gear 10 is provided with a cushion rubber 160 at one end forward in the direction of travel.
  • the car 20 is the main device for carrying passengers. As shown in FIGS. 18-21, the car 20 is connected to the running gear 10 through the top connecting seat 214; the car 20 includes a vehicle body 210, and the vehicle body 210 includes The carrier frame 218 and the skin wrapped around the carrier frame 218.
  • the load bearing skeleton 218 includes a top beam 2181 and a bottom beam 2182.
  • the top beam 2181 and the bottom beam 2182 are connected by a connecting column 2184.
  • the skin includes an inner skin 216 and an outer skin 217, and the inner skin 216 is mounted on the bearing frame.
  • the inner skin 217 is mounted on the outside of the load-bearing skeleton 218; a gap is left between the inner skin 216 and the outer skin 217, and the gap can be used to arrange the lines.
  • the installation of the line in the gap not only makes the interior of the vehicle body 210 more beautiful and tidy, but also reduces the risk of leakage accidents caused by the exposure of the line.
  • an access port can be opened on the inner skin 217 for easy maintenance.
  • the outer skin 217 is made of carbon fiber
  • the inner skin 216 is made of glass fiber reinforced plastic.
  • the side wall panel 212 is respectively disposed on both sides of the bearing frame 218 in the traveling direction.
  • One of the side wall panels 212 is provided with a ventilation window 2121, and the other side wall panel is provided with a door 211.
  • the front side and the rear side of the bearing frame 218 in the traveling direction are provided with a sightseeing window 213.
  • the door 211 is an electric sliding door.
  • the carrier frame 218 is mounted with a bottom plate 2183 above the bottom beam 2182, and an electrical installation box 230 is disposed on the bottom plate 2183.
  • the electrical installation box 230 is used for placing electrical equipment in the compartment 20.
  • a battery, an electric control box, and the like a detachable seat cushion 231 is mounted on the upper portion of the electrical installation box 230, and the seat cushion 231 is combined with the electrical installation box 230 to form a passenger seat.
  • the seat cushion 231 can be integrated with a backrest, an armrest, etc., and the present application does not limit.
  • the top of the compartment 20 is provided with a connecting seat 214, and the mounting seat 214 is fixed on the top beam 2181 through the mounting seat 214 and the hanging device.
  • the 130 phases are connected such that the car 20 is suspended below the running gear 10 and is then driven by the running gear 10 to operate on the track.
  • the mounting seat 214 has the same number and one-to-one correspondence with the hanging device 130.
  • the middle portion of the mounting seat 214 is provided with a connecting hole for connecting the hanging device 130.
  • the width of the bottom of the mount 214 is greater than the width of the top.
  • the top of the vehicle body 210 is further provided with a skirt 215.
  • the skirt 215 has an annular structure which is vertically disposed on the roof. The height of the skirt 215 is less than or equal to the distance from the top of the vehicle body 210 to the rail 40.
  • the tops of the front and rear side walls of the skirt 215 in the direction of travel are each recessed downward to form a skirt recess 2151.
  • the bottom of the skirt 215 is provided with a drainage hole (not shown in the figure) or a drainage channel for draining the water in the skirt 215, and the drainage structure is not limited thereto. Two.
  • the bottom of the compartment 20 is provided with a sway prevention device 220, and the sway prevention device 220 is used for stable grounding when the compartment 20 enters the platform.
  • the middle portion of the outer skin 217 is recessed in the traveling direction to form a grounding groove 2171
  • the anti-sway device 220 is mounted on both sides of the grounding groove 2171
  • the anti-sway device 220 is a guiding anti-swaying wheel 222
  • a ground clip 223 is included.
  • the grounding guide wheel 222 and the grounding clip 223 are respectively mounted on the two sides of the grounding groove 2171 through the mounting plate. When the car 20 is in the station, the grounding guide wheel 222 and the grounding clip 223 are clamped on both sides of the grounding rail 6011 of the platform 601. Complete guiding and stable grounding.
  • grounding groove 2171 is matched with the shape structure of the grounding rail 6011, and the width of the grounding groove 2171 is greater than or equal to the width of the grounding rail 6011.
  • control system is also provided in the cabin, including various control subsystems, such as the door control system and the door anti-pinch system; the door control system controls the opening and closing of the door, and the door anti-pinch system is used to prevent the door from accidentally pinching the passenger;
  • the monitoring system is used for monitoring the smoke situation in the vehicle compartment, and the dangerous information is timely fed back to the central system, and the passenger information system can collect the passenger information in time.
  • the human-computer interaction screen can be set.
  • the passengers communicate with the central control center, the lighting system, etc., and can also transmit signals with the APP of the passenger mobile terminal to facilitate passengers to make reservations for the vehicle.
  • Other systems may be provided in the present application, and are not limited to the above systems.
  • the micro-rail transportation system referred to in the present application further includes a rail system for accommodating the vehicle system to operate on the rail.
  • the present application discloses a micro-track system 2, which includes: a plurality of supporting devices 30 dispersed in a target area and a track structure 40 suspended on the supporting device 30;
  • the track structure is used to support the vehicle system 1 suspended thereon to move within the target area.
  • the supporting device 30 adopts an equidistant manner, a partial strengthening manner, and a mixing pitch according to the overall bearing condition, the local guiding condition and the special road section of the track structure 40.
  • the supporting device 30 is arranged in a manner of at least one of the above three types; for example, when the long-distance straight-track structure 40 is used, the supporting device 30 may be arranged in an equidistant manner; for example, when changing direction and climbing the slope, it may be adopted.
  • the manner of locally adding a plurality of supporting devices 30 strengthens and supports the track structure 40 with a large force; for example, when diverting into and out of the station, in order to cooperate with the track support on the platform 601, a mixed pitch manner may be adopted for the vehicle system 1
  • the track structure 40 used in traveling and the track structure 40 in the platform 601 are excessively supported.
  • the supporting devices 30 may be disposed on the same side of the track structure 40, or may be arranged on both sides of the track structure 40 in a staggered manner, so as to effectively avoid the opening route. Barrier area.
  • the track structure 40 can be designed in the form of a closed loop, that is, one-way cyclic operation can be performed in the target area; or the track can be designed to be in a non-closed form, that is, from the originating The point is sent to the one-way run of the final destination.
  • the supporting device 30 includes: a supporting column 301 and a cantilever beam 302; one end of the supporting column 301 is fixed on the bearing structure 303; The other end of the support column 301 is fixed to a cantilever beam 302 for lifting the track structure 40.
  • the track structure 40 can be hoisted on the cantilever beam 302 in various ways: the first way is The other end of the support column 301 is fixed on one side of the cantilever beam 302, and the other side of the cantilever beam 302 is used to hoist the track structure 40; the second way is that the other end of the support column 301 is fixed In the center position of the cantilever beam 302, the two sides of the cantilever beam 302 are respectively used for hoisting the track structure 40; the third way is that the two ends of the cantilever beam 302 are respectively fixed on the two supporting columns 301, At least one track structure 40 is disposed on the cantilever beam 302.
  • the cantilever beam 302 is designed as a square structure, and the square structure is The center of one of the sides is fixed at the other end of the support column 301, and at least one track structure 40 is provided on the opposite side of the side of the cantilever beam 302 of the square structure that is fixed to the support column 301.
  • the support column 301 is provided with a multi-layer track structure 40, and each layer track structure 40 is hoisted by the cantilever beam 302; each two-layer track structure on the same side
  • the distance between 40 can accommodate at least the overall structure of the vehicle system 1.
  • the multi-layer track structure 40 it can be ensured that the number of the vehicle system 1 on the line is effectively increased without increasing the floor space of the line, thereby improving operational efficiency and reducing the occupied area.
  • the footprint of the bypass track structure 40 for the offline platform 401 can be saved, and the operation of the main line of the vehicle system 1 can be realized in the same small range section, and the passenger can change the station and ride the vehicle. .
  • the platform structure 60 can be directly omitted, the escalator 614 and the guardrail are set at the position where the corresponding vehicle system 1 is parked, and the passengers reach the waiting area of the corresponding floor through the escalator 614.
  • the guardrail is opened, and the passenger is opened.
  • the door and the guardrail are closed to achieve flexible docking, and the small amount of metrics carries the passengers' purpose, thereby alleviating the problem of crowding of the main station 401.
  • a reinforcing rib 417 is disposed on one side of the rail structure 40, one side of the reinforcing rib 417 is welded and fixed to the supporting column 301, and the other is another. The side is welded and fixed to the cantilever beam 302.
  • the cantilever beam 302 is provided with a fixing plate 304.
  • the edge of the fixing plate 304 is welded and fixed to the cantilever beam 302.
  • the plate body of the fixing plate 304 The fixing member is fixed to the rail structure 40 by means of a fixing member; the fixing plate 304 is fixed to the cantilever beam 302 and the rail structure 40 by means of welding fixing, bolt fixing or the like.
  • a plurality of reinforcing ribs 417 are disposed on the fixing plate 304, one side of the reinforcing rib 417 is fixed to the fixing plate 304, and the other side is opposite to the cantilever beam. 302 fixed.
  • the supporting column 301 and the cantilever beam 302 are both hollow box-shaped structures, and the supporting column 301 and the cantilever beam 302 are both made of steel profiles or others. s material.
  • the load-bearing structure 303 includes a base 305 and a base post 306.
  • the base 305 is pre-buried below the ground.
  • the upper surface of the base 305 of one end of the base post 306 is fixed and the other end is exposed to the ground.
  • the base 305 includes a base 307 and a ramp 308 disposed on the base 307, and one end of the base 306 is fixed to the upper surface of the base 305.
  • the base 307, the inclined table 308, and the base post 306 are integrated structures, and the reinforced concrete perfusion may be selected, or the outer surface of the integrated metal material may be plated with anti-oxidation. material.
  • the track structure 40 is hoisted on the cantilever beam 302 in two ways, since the two hoisting methods have different forces on the supporting column 301 and the base structure, the important structural abutment for the bearing.
  • the track structure 40 is suspended on one side of the cantilever beam 302. At this time, the track structure 40 passes through the supporting column 301 and the base column 306 to the base 305.
  • the one-sided stress is large. Therefore, as shown in FIG.
  • the inclined table 308 is designed such that the plumb section of the direction along the track structure 40 is a non-isosceles trapezoid, along the vehicle system 1
  • the cross section of the plumb in the traveling direction is an isosceles trapezoid, so that the long waist of the inclined table 308 along the direction in which the track structure 40 is disposed is correspondingly disposed on the side of the track structure 40; according to the material mechanics analysis, the abutment 305 along the traveling direction of the vehicle system 1
  • the force is uniform, and the stress on the base 305 through the support column 301 and the base column 306 on the side of the track structure 40 can be overcome by the non-isoscelial ramp 308 structure as described above, and the track structure 40 is prevented from facing the load-bearing structure 3 03 damage.
  • the track structure 40 hangs on both sides of the cantilever beam 302.
  • the stress of the track structure 40 on the base 305 through the support column 301 and the base column 306 is a normal stress, and the stress is concentrated on the base 305.
  • the surface therefore, as shown in FIG.
  • the plumb section of the ramp 308 in the direction in which the rail structure 40 is disposed and the plumb section in the traveling direction of the vehicle system 1 are each designed as an isosceles trapezoid so that the vehicle system 1 is driven
  • the direction abutment 305 is evenly stressed, and the resultant force of the track structure 40 on both sides of the cantilever beam 302 against the base 305 is directly opposite to the front surface of the base 305, and the track structure 40 does not cause damage to the load-bearing structure 303 by one-sided stress.
  • the reinforcing structure 309 includes: a backing plate 310 and a plurality of reinforcing ribs 417; the backing plate 310 is fixed on the foundation exposed to the ground portion by fixing bolts, in this embodiment
  • the backing plate 310 is fixed to the load-bearing structure 303 of the exposed ground portion through a plurality of fixing bolts through bolt holes disposed around the backing plate 310; the reinforcing ribs 417 are evenly distributed on the supporting column 301.
  • Four sides are welded and fixed to one side of the support column 301, and the other side is welded and fixed to the backing plate 310.
  • the supporting column 301 of the supporting device 30 is further provided with a lighting device 311, and the lighting device 311 includes: an LED lamp 312 and a lighting power distribution device 313;
  • the 312 is disposed at a position that does not affect the operation of the vehicle system 1, while ensuring that the vehicle system 1 is not blocked when the vehicle is running.
  • the lighting distribution device 313 is disposed in a power distribution box fixed to the support column 301. All the power distribution devices installed in the power distribution box can be powered from the power supply cable disposed under the ground, or can be uniformly distributed by a total power distribution device in the power distribution box for other electrical equipment.
  • An auxiliary ladder 314 is further disposed on the support column 301 to facilitate maintenance and maintenance of the micro-track system.
  • the track structure 40 includes a plurality of box-shaped rails 401 having an opening suspended from the cantilever beam 302 of the supporting device 30;
  • the interior of the track 401 is used to carry the running gear 10 of the vehicle system 1, and the suspension device 130 between the car 20 and the running gear 10 passes through the opening and is reciprocally movable within the opening.
  • the opening of the box may be provided at the bottom of the box, on one side of the box or on both sides of the box.
  • the running mechanism 10 hangs the car 20 by the hanging device 130, and the running mechanism 10 pulls the car 20 while moving inside the box rail 401, and drives the car 20 to move on the track.
  • the running mechanism 10 When the opening is disposed on one side of the casing, the running mechanism 10 is suspended by the hanging device 130, and the traveling mechanism 10 moves through the box rail 401 while passing through the hanging device extending from the side opening of the casing. 130 hangs the car 20 and drives the car 20 to move on the track; the side-opening track form can be further extended to various application scenarios, such as on the wall of the building, on the mountain side of the sightseeing, on the side wall of the dam, etc.
  • the track space and the opening are further reinforced by reinforcing means such as reinforced concrete to strengthen the strength of the track, and the running mechanism 10 is placed in the track space, and the hanging device 130 connected to the running mechanism 10 protrudes from the opening into the track space and hangs the car 20, while the running gear 10 moves within the box rail 401, the hanging device 130 is used to drive the car 20 to move.
  • reinforcing means such as reinforced concrete to strengthen the strength of the track
  • a support frame fixed to the top and bottom of the rail is arranged in the middle of the box for supporting the top of the track, and the running mechanism is respectively arranged in the two spaces inside the box separated by the support frame. 10.
  • Each running gear 10 is fixed to the car 20 by a hanging device 130. The running gear 10 moves the car 20 while moving in the box rail 401, and drives the car 20 to move on the track.
  • the bottom opening of the box rail is used in the present solution.
  • a plurality of reinforcing frames 405 are disposed outside the box-shaped rail 401, and the plurality of reinforcing frames 405 are equally spaced outside the box-shaped rail 401;
  • the reinforcing frame 405 is fixed to the outside of the rail by welding; in some optional implementations of the embodiment, a reinforcing frame 405 is provided outside the box rail 401 every 0.8 to 1.2 meters.
  • each box rail 401 is provided with a connecting frame 406.
  • the two bolts are inserted through the threaded holes preset on the connecting frame 406 by the fasteners.
  • the end of the track 401 is fixed at the end.
  • the special A gap 404 is provided at the two rail joints of the track segment, and the gap 404 is utilized to overcome the micro-deformation problem during use of the track.
  • an engaging structure 402 needs to be disposed outside the two box rails 401 to firmly support and fix the two rails; at the same time, in order to ensure the carriage 20 and the running.
  • the hanging device 130 between the mechanisms 10 passes smoothly.
  • the connecting structure 402 is provided with an opening matching the opening of the box-shaped rail 401.
  • the hanging device 130 simultaneously passes through the opening of the box-shaped rail 401 and the connecting structure 402.
  • the gap 404 has a width of 20 mm to 40 mm.
  • a part of the connecting structure 402 is sleeved outside the previous box rail 401, and another part of the connecting structure 402 is sleeved outside the latter box rail 401, in some optional implementation manners of this embodiment.
  • the portion of the connecting structure 402 that is sleeved to the two tracks is of equal length. In the present example, when the two box rails 401 are joined using the joint structure 402, the box rails 401 are no longer provided with the joint frame 406 at the ends connected thereto.
  • the gap 404 since the gap 404 is provided, when the running gear 10 passes through the gap 404, a bump occurs, and therefore, as shown in Fig. 47, at the end of each of the two box-shaped rails 401 connected through the joint box 403
  • the bottom of the docking portion of the portion is provided with a transition plate 407 and a transition space for accommodating the transition plate 407, and the transition plate 407 is used to buffer the transition of the running mechanism 10 to prevent the running mechanism 10 from generating bumps;
  • a transition plate 407 is disposed on each side of the opening of the abutment of the ends of the two box rails 401.
  • the transition plate 407 is a triangular profile, a square profile, an elliptical profile, or the like. In some optional implementations of the embodiment, the transition plate 407 is an isosceles triangle profile, and the isosceles triangle profile The long side is flush with the track opening edge, and the surface of the transition plate 407 that is in contact with the running mechanism 10 is parallel to the surface of the track bottom that is in contact with the running gear 10.
  • the transition space is an area between the edges of the two box-type rails 401 at the bottom docking that match the shape of the outer edge of the transition plate 407, that is,
  • the transition space is an area between the wedge edges of the equal sides of the isosceles triangle profile reserved at the bottom abutment of the two box rails 401, and the transition plate 407 is spaced 5 mm from the wedge edge to A 10 mm gap 418.
  • the transition plate 407 is provided with a plurality of fixing holes, and the transition plate 407 is fixed to the connecting box 403 by welding or bolting.
  • the engaging structure 402 is a box-shaped structure with open ends, and the bottom of the box-shaped structure is provided with an opening matching the opening of the box-shaped rail 401, that is, the connection
  • the structure 402 is a junction box 403 that is open at both ends and has an open bottom.
  • the junction box 403 has a total length of 1.2 meters to 1.5 meters; the junction box 403 has a thickness of 10 mm to 15 mm.
  • a plurality of reinforcing frames 405 are also disposed outside the connecting box 403, and the plurality of reinforcing frames 405 are equally spaced outside the connecting box 403; the reinforcing frame 405 is fixed to the outside of the junction box 403 by welding; in some optional implementations of the embodiment, a reinforcing frame 405 is provided every 0.2 to 0.3 meters outside the junction box 403.
  • the track structure 40 is fixed to the fixing plate 104 on the support device 30 by a reinforcing frame 405 provided on the adapter box 403.
  • the micro-track system includes: a straight section 413, a curved section 414, and a slope section 415; the straight section 413 includes the eighth embodiment.
  • the track structure 40 of the embodiment 9; the curved section 414 and the slope section 415 each comprise the track structure 40 of the eighth embodiment.
  • the bending angle of the curved section 414 needs to be further according to the turning radius of the running mechanism 10. It is determined that the bending angle of the curved section 414 matches the turning radius of the running gear 10.
  • the slope section 415 includes, in addition to the basic structure described in the eighth embodiment, a non-slip structure 416 disposed on the inner surface of the bottom of the rail, and the anti-slip structure 416 is non-slip. Rubber or a skid plate having a non-slip edge; further, in order to ensure the safety of the car 20 during the turning and the passability of the running gear 10, the bending angle of the slope section 415 in the vertical direction needs to be according to the running mechanism 10
  • the climbing power and the climbing radius are determined, that is, the bending angle of the slope direction of the slope section 415 is matched with the climbing power and the climbing radius of the running gear 10.
  • the micro-track system includes a switch structure 50 for cooperating with the running gear 10 to change the travel route.
  • the ballast structure 50 includes: a ballast upper plate 501, a first ballast side plate 502, a ballast lower plate 503, and a second ballast side plate 504; the ballast upper plate 501, the first ballast side plate 502, the ballast lower plate 503, and The second ballast side plate 504 is sequentially fixed to a steering space having a merged end and a split end, and the running gear 10 is capable of changing the travel route in the steering space. As shown in FIG.
  • the lower surface of the switch upper plate 501 is provided with a first guide plate 505 and a second guide plate 506, and the first guide plate 505 and the second guide plate 506 are fixedly connected at the merged end.
  • the bending direction of the second guiding plate 506 faces the first guiding plate 505, that is, the second guiding plate 506 guides the car 20 in a direction away from the first guiding plate 505 at the separating end, the first The angle formed between the guide plate 505 and the second guide plate 506 is 10° to 15°.
  • the switch lower plate 503 is respectively provided with a first guiding port and a second guiding port, the first guiding port and the first guiding port The two guiding ports meet at the merged end, and are separated at the separating end corresponding to the positions of the first guiding plate 505 and the second guiding plate 506, respectively.
  • the ballast lower plate 503 is divided into In three parts, the first part is connected to the first ballast side plate 502, the second part is suspended, and the third part is connected to the second ballast side plate 504, so that the second part is unsupported.
  • the separation end of the ballast structure 50 is further provided with a separation frame 510, which is respectively fixed with the upper plate 501 of the switch and the lower plate 503 of the suspended portion, so that the floating portion of the lower plate 503 can be solved.
  • the support can also form two separate rails with the first weir side panel 502 and the second weir side panel 504, respectively, to assist the guide panel and the guide port to guide and change the driving route in the steering space.
  • the split frame 510 is a plate-shaped profile; the plate-shaped profile is bent into a hollow triangular-shaped split frame 510.
  • the running mechanism 10 After the running mechanism 10 enters from the merged end or the separated end of the ballast structure 50, during the process of guiding the car 20 by using the steering wheel and the guide plate provided on the running gear 10, since the ballast structure 50 has a vacant area in the middle, The running gear 10 will have a one-side floating state in the guiding space of the switch structure 50. At this time, the steering wheel rests on the guide plate as the guiding support of the running mechanism 10, and smoothly transitions the running mechanism 10 from the one-side floating state.
  • the track portion of the double-sided rail-supporting state is restored through the first portion of the ballast lower plate 503 and the suspended portion of the ballast lower plate 503 or the third of the ballast lower plate 503
  • the portion and the suspended portion of the ballast lower plate 503 are provided; if the running gear 10 enters from the separating end, the track portion that restores the double-sided rail-supporting state is provided through the first portion of the ballast lower plate 503 and the third portion of the ballast lower plate 503.
  • the specific steering mode is as follows: in the track passing through the switch and turning, the upper steering wheel 1714 provided on the running gear 10 needs to jump the current position to the second guide in the track before reaching the switch structure 50.
  • the direction in which the plate 506 is disposed ie, if the current position of the upper steering wheel 1714 is not in the direction in which the second guide plate 506 is disposed, the upper steering wheel 1714 needs to jump from the current position to the setting direction of the second guide plate 506;
  • the current position of the wheel 1714 is already in the direction of the second guide plate 506, and the upper steering wheel 1714 does not need to jump;
  • the running gear 10 enters the switch structure the upper steering wheel 1714 leans against the second guide plate 506, and
  • the car 20 is changed to change the traveling direction.
  • the running gear 10 travels to the separated end of the ballast structure 50, the car 20 completes the track transformation, and then enters the new route track connected with the separating end, and according to the transformation
  • the new route track ie,
  • the upper steering wheel 1714 provided on the running gear 10 needs to jump the current position to the setting direction of the first guide plate 505 in the track before reaching the switch structure 50 ( That is, if the current position of the upper steering wheel 1714 is not in the direction of the first guiding plate 505, the upper steering wheel 1714 needs to jump from the current position to the setting direction of the first guiding plate 505; if the current position of the upper steering wheel 1714 has been In the setting direction of the first guiding plate 505, the upper steering wheel 1714 does not need to jump; when the running mechanism 10 enters the switch structure, the upper steering wheel 1714 leans against the first guiding plate 505, and according to the first guiding plate 505 The guiding direction drives the car 20 to maintain the original traveling direction. When the running gear 10 travels to the separated end of the switch structure 50, the car 20 completes the ballast structure 50 and does not change the traveling direction, and then enters the original traveling direction track connected to the separating end. And continue driving according to the
  • the lower surface of the ballast lower plate 503 of the ballast structure 50 is further provided.
  • the lower surface of the ballast lower plate 503 is fixed on the side of the first ballast side plate 502 and the side of the second ballast side plate 504, respectively.
  • the lower steering wheel 1724 disposed on the running gear 10 is in the track before reaching the switch structure 50, and needs to be synchronized with the upper steering wheel 1714 to jump the current position to the second guide plate 506.
  • the setting direction ie, if the current position of the lower steering wheel 1724 is not in the setting direction of the second guiding plate 506, the lower steering wheel 1724 needs to jump from the current position to the setting direction of the second guiding plate 506; if the lower steering wheel 1724 The current position has been in the direction of the second guide plate 506, and the lower steering wheel 1724 does not need to be jumped; when the running gear 10 enters the switch structure, the lower steering wheel 1724 leans against the side of the second switch side plate 504.
  • the third guiding plate 511 assists the upper steering wheel 1714 to steer the car 20 while the upper steering wheel 1714 drives the car 20 to change direction according to the guiding direction of the second guiding plate 506. Transition, when the running gear 10 travels to the separated end of the switch structure 50, the car 20 completes the track change, then enters the new route track connected to the split end, and follows the transformed new route track. Continue driving.
  • the lower steering wheel 1724 provided on the running gear 10 is in the track before reaching the switch structure 50, and needs to be synchronized with the upper steering wheel 1714 to jump the current position to the first guide.
  • the direction in which the plate 505 is disposed ie, if the current position of the lower steering wheel 1724 is not in the direction in which the first guide plate 505 is disposed, the lower steering wheel 1724 needs to jump from the current position to the setting direction of the first guide plate 505;
  • the current position of the wheel 1724 is already in the direction of the first guide plate 505, and the lower steering wheel 1724 does not need to be jumped; when the running gear 10 enters the switch structure, the lower steering wheel 1724 leans against the first ballast side plate 502.
  • the walkway 10 travels to the split end of the switch structure 50, the carriage 20 completes through the switch structure 50 and does not change the direction of travel, and subsequently And separating the connecting end of the primary travel direction of the track, and continue to travel according to the original travel route.
  • the height of the first guiding plate 505 and the second guiding plate 506 is designed to be 20 mm to 30 mm, and the height of the third guiding plate 511 is designed. 50 mm to 70 mm; wherein the height of the third guide plate 511 includes a height for the guide portion and a height of a portion for fixing the outer reinforcement frame 405 of the ramp, and the height of the guide portion of the third guide plate 511
  • the height ratio to the fixed portion is 1:1.
  • the traveling mechanism 10 when the running gear 10 is restored from the one-side suspended state to the rail-supporting state, the traveling mechanism 10 needs to be restored to the double by the separating frame 510 and the lower plate 503 of the suspended portion fixed at the lower end thereof. Side rail support. At this time, the running mechanism 10 has a slight inclination due to the one-side support.
  • the running mechanism 10 contacts the separation frame 510, the front end of the lower plate 503 of the suspended portion connected to the separation frame 510 will travel. The wheelsets in the mechanism 10 are blocked. Although this blockage is small, it will cause a certain bump for the running mechanism 10 running at the middle and low speeds, and will also cause wear on the wheelsets on the running gear 10. Therefore, as shown in the figure 56 and FIG.
  • the front end position of the switch lower plate 503 of the suspended portion connected to the separation frame 510 is adjusted downward by a distance. That is, the position of the front end of the ballast lower plate 503 of the suspended portion connected to the separation frame 510 is bent downward by 1 mm to 2 mm, so that the wheel in the hanging position in the traveling mechanism 10 having a slight inclination is smooth.
  • ballast lower plate 503 of the suspended portion connected to the separating frame 510 is touched, thereby transitioning from the one-side suspended state to the double-sided rail supporting state for the transition of the running mechanism 10, thereby avoiding the jolting of the running mechanism 10 and the running mechanism. 10 middle wheel pair wear.
  • connection structure 507 is added at the junction of the first guiding plate 505 and the second guiding plate 506 to overcome the running occlusion of the upper steering wheel 1714 or the scratching of the upper steering wheel 1714; some of the embodiments may be
  • the connecting structure 507 is a circular arc plate body, and the first guiding plate 505 and the second guiding plate 506 are respectively fixed to two straight edges of the circular arc plate body, or the connection is
  • the structure 507 is a cylinder, and the first guide plate 505 and the second guide plate 506 are fixed in a tangential connection with the cylinder.
  • the connection structure 507 is a hollow cylinder. Since the cushioning structure 508 is designed as an arc structure, the problem of running occlusion and
  • a first buffer structure 508 and a second buffer structure 508 are disposed between the guiding plate 505 and the second guiding plate 506; one end of the first buffering structure 508 is welded and fixed to the first guiding plate 505, and the other end is welded and fixed to the connecting structure 507.
  • One end of the second buffer structure 508 is welded and fixed to the second guiding plate 506, and the other end thereof is welded and fixed to the connecting structure 507.
  • the buffer structure 508 may be a buffer structure 509 of a planar structure; the buffer plate 509 is not in the same plane as the guide plate, and the buffer plate 509 is directed to the first guide plate 505 and the second guide.
  • the convergence direction of the plate 506 is deviated.
  • the buffer plate 509 has an off angle of 3° to 5°.
  • the buffer structure 508 can also be designed as a buffer plate 509 of a curved structure, and the curved direction of the curved plate body faces away from the convergence direction of the first guiding plate 505 and the second guiding plate 506; in this embodiment
  • the curved plate has a bending radius of 1 meter to 1.1 meters.
  • the first guide plate 505 and the second guide plate 506 may also be fixedly connected to the lower surface of the ballast upper plate 501 of the merged end of the ballast structure 50 directly through the buffer structure 508.
  • the buffer structure 508 may be a flat plate body or a curved plate body, and the plate body is bent, and a U-shaped structure is formed after the shaping process; the U-shaped structure is directly welded to a preset position on the lower surface of the ballast upper plate 501, One end of the U-shaped structure is connected to one end of the first guide plate 505, and the other end is connected to one end of the second guide plate 506.
  • a plurality of reinforcing frames 405 are provided outside the ballast structure 50 to ensure the strength of the ballast structure 50 as a whole.
  • the reinforcing frame 405 may be fixed to the outside of the ballast structure 50 by soldering. Further, the fixed position of the reinforcing frame 405 is arbitrarily adjusted according to the actual strength requirement of each part of the ballast structure 50.
  • a plurality of reinforcing ribs 217 are added between the first guiding plate 505 and the second guiding plate 506 to ensure the strength of the guiding plate and further improve the supporting ability of the steering wheel.
  • a plurality of horizontally and vertically staggered reinforcing ribs 217 are added to the lower surface of the ballast lower plate 503 of the portion to ensure that the ballast lower plate 503 of the suspended portion can have sufficient strength to carry the running.
  • Walking mechanism 10 In order to facilitate the connection of the ballast structure 50 with other track structures 40, a connection frame 406 is provided at the connection end of the ballast structure 50 with other tracks, and the ballast structure 50 and other tracks are passed through the through holes preset on the connection frame 406 by bolts. The structure 40 is fixed.
  • the inner wall of the box-shaped rail 401 is provided with a power supply module 408, and the power supply module 408 cooperates with the power receiving device on the running mechanism 10. Power is supplied to the cabin 20 and the running gear 10. If the box-shaped rail 401 is a lower opening, the power supply module 408 is disposed on the inner surface of the side wall of the box-shaped rail 401; if the box-shaped rail 401 is open on both sides, the power supply module 408 is disposed. On the support frame in the middle of the box rail 401.
  • the power supply module 408 is a sliding line 409, and the sliding line 409 is fixed on the box rail 401 by the fixing device 410 in the traveling direction of the compartment 20, and the sliding line 409 is in the box type.
  • the height within the track 401 is to match the height of the flow receiver 150 on the running gear 10.
  • the fixing device 410 includes: a plurality of support bases 411 for fixing the sliding contact wires 409; the support bases 411 are simultaneously passed through the support bases 411 by using fixing bolts and are disposed on the side walls or the support frames of the box rails 401 in advance.
  • the through hole is used to fix the support base 411 to the side wall or the support frame of the box rail 401 by means of a nut.
  • a lock washer can be added between the bolt and the side wall of the box rail 401 or the support frame.
  • the plurality of support seats 411 are equally spaced on the side walls of the box rail 401 or the support frame.
  • the fixture 410 further includes an end cap 412 for covering the bolts and nuts exposed to the outside.
  • the support base 411 is made of an insulating material, which prevents the sliding contact line 409 from forming electrical conduction with the track, thereby posing a safety hazard.
  • the micro-track system further includes a platform structure 60 for providing a passenger with a centralized waiting and riding location.
  • the platform structure 60 is disposed below the track structure 40 in the microtrack system.
  • the operation line may be divided into a main operation line and a bypass operation line, and the platform 601 may be disposed under the main operation line or under the bypass operation line, and the platform The structure 60 is disposed below the bypass track in the micro-track system and does not affect the normal operation of the main running trunk track.
  • the track structure 40 of the main running line or the bypass running line can drop the track structure 40 of the high altitude position to the low space position by the slope section 415, which is disposed below the track structure 40 of the low altitude position.
  • the station 601 can be designed as a low-altitude platform 601, or can be designed as a ground station 601, which is more flexible to adapt to the actual environment of the target area.
  • the platform structure 60 includes: a platform 601, a platform pillar 602, and a support beam 603, which are disposed under the suspended rail structure 40 for the carriage 20 to stop and the passenger waits; the platform pillar 602 is fixed at On the platform 601, the support beam 603 is welded and fixed to the platform column 602.
  • the track structure 40 passing over the platform 601 is hoisted and fixed to the platform 601 by a plurality of platform uprights 602 and support beams 603; the carriage 20 passes through the running gear 10 disposed in the track structure 40 and the connecting mechanism 20 and the running gear 10
  • the suspension device 130 is suspended between the track structure 40 and the platform 601.
  • the platform structure 60 is provided with at least one of the above three structures: a control room 604, a conference room 605, and an inspection library 606.
  • the platform 601 is erected on the overhead aerial platform 601 via a support structure.
  • the height of the elevated platform 601 may vary depending on the set height of the track structure 40.
  • the control room 604 and/or the conference room 605 may be disposed below the elevated platform 601; the base and support structure of the control room 604 and/or the conference room 605 both adopt the platform foundation and the support structure of the platform structure 60; The wall structure of control room 604 and/or meeting room 605 is secured to the support structure. As shown in FIG.
  • the control room 604 and/or the conference room 605 are disposed below the platform 601, and the walls surrounding the control room 604 and/or the conference room 605 are fixed by the support structure of the platform 601, the control room 604 and/or the conference room.
  • the foundation of the 605 directly adopts the foundation of the platform structure 60, and fully utilizes the use space below the high-altitude platform 601 to reduce the construction land.
  • the service room can adjust the position on the platform structure 60 according to the occupied space and usage of the platform 601, and save space in use, which is convenient for maintenance.
  • the platform structure 60 is integrated with the service library 606, and the warehouse 408 of the maintenance library 606 and the external frame of the platform structure 60 are combined into one, which greatly saves construction cost.
  • the service library 606 is provided with an inspection platform 607.
  • the elevated platform 601 and the supporting device 30 are respectively disposed on both sides of the inspection platform 607, and one of the bypass lines branched from the main operation line is introduced into the warehouse 608, and the track structure of the bypass line
  • the end of 40 is connected to the inspection platform 607 to facilitate the inspection and maintenance of the compartment 20; in order to further facilitate the maintenance, an inspection escalator 614 and an inspection warehouse 606 are respectively disposed on the side and the lower side of the elevated platform 601.
  • the platform structure 60 includes a platform top 609, a platform outer guard rail 613, a waiting guard rail 610, and an automatic ticket vending device 612.
  • the platform top 609 is secured above the bypass track by a plurality of platform posts 602.
  • the platform outer guard rail 613 is arranged around the platform 601 to prevent external personnel from entering at will.
  • the waiting guard rail 610 is provided with a sliding door 611, and is disposed on the platform 601 on both sides of the bypass rail to prevent the waiting person from entering the parking area of the passenger compartment 20, thereby causing unnecessary personal injury.
  • the automatic ticket vending device 612 is disposed at an entrance and exit of the platform structure 60. If the platform 601 is used, an elevator or escalator 614 may be further provided to facilitate the passenger to reach the platform 601.
  • the platform structure 60 includes a baffle disposed at the edge of the platform 601 along the traveling direction of the car 20.
  • a baffle is provided on the edge of the platform 601 on the exit and exit side of the car 20.
  • the baffle can be opened and closed in a vertical direction, a horizontal direction, a vertical direction, or a horizontal direction.
  • the baffle is hinged to the edge of the platform 601 and is fixed to the platform 601 by a plurality of flip links; the flip link realizes the flipping of the baffle by the inverting motor and the gear set.
  • the baffles on the platform 601 are all in a state perpendicular to the upper surface of the platform 601.
  • the flip link on the side of the car 20 is driven by the inverting motor and the gear set to drive the baffle. Move and reach the horizontal position with the upper surface of the platform 601, so that the car 20 can smoothly enter the platform 601. After the car 20 smoothly enters the platform 601, the flip link is again driven by the inversion motor and the gear set. The baffle returns to the initial position.
  • the flip link on the exit side of the car 20 drives the baffle by the driving of the inverting motor and the gear set, and reaches the horizontal position with the upper surface of the platform 601, so that the car 20 can After successfully exiting the platform 601, after the car 20 smoothly exits the platform 601, the flip link is again driven by the inverting motor and the gear set to drive the baffle back to the initial position.
  • the baffle is hinged to the guard rail 413 of the platform 601, and the horizontal direction of the baffle is reversed by the driving device.
  • the baffle is provided in the form of a plug door that is fixed at the edge of the platform 601.
  • the micro-track system further includes a rescue structure 70 for performing high-altitude rescue of passengers when a prominent situation occurs during the operation of the passenger compartment 20.
  • the rescue structure 70 includes a rescue platform 701 and an evacuation channel 702.
  • the rescue platform 701 is disposed under the car 20 and does not affect the normal operation of the car 20; one end of the evacuation channel 702 is fixed on the rescue platform 701 by the fixing device 410, and the other end is fixed on the ground.
  • the rescue structure 70 may be arranged in a full-running line or in an interval section, and may be flexibly adjusted according to a setting area of the micro-track system.
  • the rescue platform 701 can be directly fixed at a predetermined position of the support column 301, so that the passenger can be stepped on the rescue platform 701 more conveniently when coming out of the vehicle.
  • the rescue platform 701 can also be disposed on the support column 301 by the lifting device and the turning device; when the car 20 is in normal operation, the rescue platform 701 is in a stowed state, and the rescue platform 701 is disposed in parallel with the supporting column 301, and an emergency situation occurs.
  • the rescue platform 701 is unfolded by the turning device to form a state perpendicular to the support column 301, and the rescue platform 701 is raised to an appropriate height by the lifting device to rescue the passenger.
  • the turning device comprises: a turning motor and a hydraulic connecting rod, wherein the turning motor is disposed in the supporting column 301, and is powered by the equipment box on the supporting column 301; the turning motor drives the hydraulic connecting rod to realize the rescue platform 701 is extended and stowed; one end of the hydraulic connecting rod is fixed on the lifting device, and the other end is used to fix the rescue platform 701; in this example, in order to ensure the stability of the rescue platform 701, it can be fixed by a plurality of hydraulic connecting rods Support rescue platform 701.
  • the lifting device comprises: a lifting motor, a rack plate and a gear plate; the lifting motor is disposed in the supporting column 301, and is powered by the equipment box on the supporting column 301; the rack plate edge The plumb direction is disposed in the support column 301, and the lifting motor drives the gear plate to move on the rack plate to realize the lifting and lowering of the rescue platform 701.
  • one end of the hydraulic connecting rod is fixed on the gear plate, and the other end is used to fix the rescue platform 701.
  • the evacuation channel 702 may be a hollow cylindrical structure, the passenger may enter the cylindrical structure and reach the ground by sliding; the evacuation channel 702 may also be the escalator 614, and the passenger may directly walk through the escalator 614. To the ground.
  • the evacuation channel 702 it is ensured that the evacuation channel 702 does not affect the normal operation of the car 20; for example, when the rescue structure 70 is disposed across the microtrack system, the evacuation channel 702 may be disposed on both sides of the track structure 40; When the rescue structure 70 is disposed in some sections of the micro-track track system, the evacuation channels 702 may be disposed on both sides of the track structure 40 or at both ends of the rescue platform 701.
  • the evacuation channel 702 may further be configured as a telescopic structure to accommodate the rescue position of the rescue platform 701 after lifting.
  • the anti-slip structure 416 may be disposed on the surface of the rescue platform 701; the anti-slip structure 416 may be a prismatic structure, or may be a rubber material or the like. Further, a guard rail may be disposed on both sides of the rescue platform 701 to avoid the danger of the passenger falling at a high altitude; the position where the guard rail is disposed does not affect the setting position of the evacuation passage 702.
  • the present application further relates to a micro-track scheduling control system, which is used in conjunction with a vehicle system and a rail system to jointly implement the role of an overall micro-track transportation system.
  • the dispatch control system includes: a dispatch control center, a trackside communication module, and a vehicle control module; the trackside communication module is disposed on a microtrack system, and the vehicle control module is configured In a micro-track vehicle system;
  • the vehicle control module transmits position information and/or speed information of the microrail vehicle system to the trackside communication module, and the trackside communication module transmits the position information and/or speed information to a dispatch control center, and the dispatch control center And transmitting, according to the location information and/or the trackside communication module, a scheduling instruction to the trackside communication module, where the trackside communication module sends the scheduling instruction to a dispatch control center.
  • the trackside communication module specifically includes: a trackside RF communication module, the trackside RF communication module is disposed on the microtrack track system, and each two adjacent trackside RF communication modules are a control interval
  • the length of the control interval is designed according to the strict conditions of the longest vehicle, full load, maximum allowable speed, the most unfavorable braking rate and the minimum vehicle running interval.
  • each adjacent track will be
  • the spacing between the RF communication modules is set to 4m to 15m, for example 12m.
  • the range of each control interval is 12m.
  • the position information of the micro-track vehicle is transmitted back to eight control intervals, that is, 96m, which is nearly 100m. It is safest to exceed this distance between two micro-track vehicles.
  • the control interval described in this embodiment can inform the subsequent micro-track vehicle system to continue the forward distance (the number of control intervals), and the subsequent micro-track vehicle system can reasonably adopt the target speed curve according to the distance, thereby improving the vehicle speed control. Reduce vehicle safety intervals and improve line utilization efficiency.
  • the trackside RF communication module is set at the starting point of the vehicle speed control.
  • Each RF communication module has three functions, first as the identity of each control interval, the second receiving vehicle information when the vehicle passes the point, and the third is to send the front blocking interval occupancy information to the vehicle.
  • the RF communication module has a large amount of information transmission and strong anti-interference ability.
  • the information of the continuous curve speed control of the vehicle is provided to the in-vehicle device through the RF communication module, and then the speed/distance curve suitable for the running of the vehicle is calculated by the in-vehicle device combined with the fixed vehicle performance data, thereby realizing the continuous curve speed control of the vehicle, achieving safety and high efficiency.
  • the micro-track system further includes a bus bridge and a field bus, wherein the field bus is provided with a plurality of WIFI nodes, and the plurality of track-side RF communication modules are connected to the field bus through a bus bridge,
  • the field bus is connected to the dispatch control center through a gateway and an optical fiber, and the trackside RF communication module transmits the position information of the microrail vehicle system to the dispatch control center through the WIFI node.
  • the RF communication module, the bus bridge, the field bus, and the WIFI node disposed on the field bus constitute a safety information channel for transmitting safety information to the micro-track vehicle system, wherein the micro-track vehicle is transmitted in the safety information channel.
  • the safety information channel has relative independence, that is, the micro-track vehicle system can safely schedule and control the micro-track vehicle through the safety information channel even if there is no failure of the dispatch control center or the dispatch control center.
  • an on-board RF communication module having the same structure as the track-side RF communication module is also disposed on the on-board control module of the micro-track vehicle system, and the track-side RF communication module includes electronics. a unit and an RF unit, wherein the RF unit transmits signals via an RF antenna to an RF antenna of an in-vehicle RF communication module, the electronic unit being connected between the RF unit and the field bus for supplying power to the RF unit and transmitting the RF to the field bus The signal sent by the unit.
  • the above transmission process is a transmission process of safety information, and there are also transmission channels of non-security information such as video information and audio information, which are mainly realized by a trackside AP disposed on the microtrack system.
  • the trackside AP is wirelessly connected to the vehicle WIFI disposed on the microtrack vehicle system, and is configured to transmit the non-security information sent by the dispatch control center to the microtrack vehicle system, where the non-security information includes video information and audio information.
  • the uplink routing application and the downlink routing planning information between the micro-track vehicle system and the dispatch control center may also be included.
  • Acceleration or deceleration may occur during the driving of the micro-track vehicle system on the micro-track system, especially at the turning point, due to the centrifugal force and the connection structure between the vehicle and the track, it is bound to decelerate and turn
  • the turning path will also be relatively long, so a more precise positional positioning is required for the turn.
  • a plurality of positioning tags are arranged on the turns of the micro-tracks and on the micro-tracks in the station platform, and the positioning tags realize the position information transmission between the dispatch control center and the micro-track vehicles through the vehicle-mounted RF communication module.
  • the positioning accuracy of the positioning tag is higher than that of the RF communication module, and is divided into two types, one is a 900M electronic tag, and the other is a 125KHZ electronic tag.
  • the 125KHZ electronic tag has a higher positioning accuracy than the 900M electronic tag, according to the positioning.
  • the difference in accuracy and the travel of the micro-track vehicle on the micro-track track were analyzed for the RF communication module and the location of the two positioning tags.
  • the RF communication module Since the positioning accuracy of the RF communication module is inferior to the two positioning tags, and the accuracy requirements of the micro-track vehicle in the linear form are relatively low, the RF communication module is mainly disposed in the straight portion of the micro-track, but the bend A small number of RF communication modules can also be placed inside the track section and the station platform as a signal path between the dispatch control center and the micro-track vehicle.
  • the microtrack track In addition to the straight portion, the microtrack track has a curved portion, that is, a curve or a turnout portion. The microtrack track is decelerated before entering the curve, so it is necessary to determine where the microtrack vehicle enters the curve in order to perform the deceleration operation in advance.
  • the micro-track vehicle when the micro-track vehicle exits the curve, it is also necessary to determine where to exit the curve in order to accelerate the operation when exiting the curve.
  • the switch section there are not only speed changes, but also the requirements for steering. Due to the change in speed and the change in steering, the positioning of the micro-track vehicle has to be correspondingly increased. To this end, it is necessary to use a more accurate electronic tag for positioning, but since the distance between the front and rear cars is relatively large during normal driving, whether in the corner portion or the turnout portion, the overall operating cost is therefore relatively large. And the actual operation of the micro-rail vehicle, 900M electronic tags are most suitable for corners and turnouts, and the interval is between 2m and 3m.
  • the above two types of electronic tags can be used uniformly, that is, they can be unified into 900M electronic tags or unified into 125KHZ electronic tags, preferably unified into 125KHZ electronic tags, so that the accuracy requirements can be met or reduced. Construction difficulty.
  • the 900M electronic tag and the 125KHZ electronic tag proposed in this embodiment are only two types of relatively optimized tags. In practical applications, other electronic tag types may be selected according to actual conditions.
  • a laser range finder or an ultrasonic range finder is arranged on the running part, and the relative distance of the vehicle and the parking of the platform are controlled accurately by the label.
  • a controller is provided on the platform, and the controller is connected to the dispatch control center through the field bus.
  • the controller provided on the platform can centrally manage the RF module set on the label and the track positive line set in the station, and generate line state information according to the received label and the vehicle information sent by the RF module, and The line state information is sent to the vehicle for the vehicle internal control system to make a decision, and the received information may be integrated and sent to the dispatch control center for scheduling the control center for further scheduling control.
  • the scheduling control center includes a server, a scheduling terminal, and a monitoring terminal; the server is configured to connect to a bus bridge and a field bus for data information transmission, and the scheduling terminal is configured to manually schedule a micro-track vehicle, The monitoring terminal is used to monitor the status information of the micro-track vehicle.
  • the scheduling control center in this embodiment is provided with a server for connecting data communication with a bus bridge and a field bus, and the server can be further divided into a database server, a communication server, an application server, and an application access according to functions. Servers, all of the above servers can be used independently or combined, and can be configured according to cost and actual application conditions.
  • the staff or dispatcher can work on the dispatch terminal to manually schedule the micro-track vehicles running on the micro-track.
  • the monitoring terminal can monitor the key position and the working condition of the system. It is usually divided into two categories. One is to collect video surveillance information through cameras located at corresponding locations, such as stations or lines, and the other is to collect the position of the micro-track vehicles through sensors or electronic tags. , speed or substation fault status and other information.
  • the monitoring terminal is connected to the outside through the optical fiber and is provided with firewall protection.
  • the dispatch control center can also call the relevant vehicle when the passenger or the relevant staff needs to use the vehicle or inspect the vehicle.
  • the onboard control module specifically includes an automatic protection subsystem and an automatic operation subsystem.
  • the automatic protection subsystem is configured to adjust the distance between the front and rear vehicles according to the position information and/or speed information of the micro-track vehicle and the line road condition information,
  • the automatic operation subsystem is used to control the micro-track vehicle for starting, accelerating, decelerating, cruising, inerting, and/or parking operations with the permission of the automatic protection subsystem.
  • the Automatic Protection (ATP) subsystem is an important device to ensure the safety of the micro-track vehicle. It conforms to the fault-safety principle and has self-test and self-diagnosis capabilities. Vehicle speed control can be realized according to the condition of the line, the position of the preceding vehicle, etc., to prevent the vehicle from overspeeding, to ensure that the safe driving distance between the vehicles is tracked, and the automatic tracking operation of the vehicle is realized.
  • Its main equipment includes trackside equipment, vehicle host, speed sensor, etc. The main functions are as follows:
  • the Automatic Operation (ATO) subsystem is a device that automatically controls the operation of the vehicle. Under the safety protection of the ATP system, according to the destination of the user input, under the premise of obtaining the dispatching control center driving permission command, the automatic driving of the vehicle and the automatic adjustment function of the vehicle in the interval operation are realized to ensure the required driving interval and running speed. And realize energy-saving control of vehicles.
  • the ATO subsystem realizes the automatic operation of the vehicle in the interval, controls the vehicle to drive according to the established path, and completes reasonable control of starting, accelerating, cruising, inertia, deceleration and parking of the vehicle.
  • the ATO subsystem is mainly composed of a vehicle host, a vehicle interface device, a driving mode conversion interface and a ground device. Its main functions are as follows:
  • the passenger obtains routing information
  • the auto-protection subsystem determines the position information of the current micro-track vehicle according to the RF communication module set on the micro-track, searches for the shortest path, and uses the automatic running subsystem according to the current micro-track.
  • the position information of the vehicle and the position information of the destination automatically drive the micro-track vehicle.
  • the dispatch control center controls the micro-track vehicle to stop or control the micro-track vehicle to enter the safe area through the vehicle-mounted RF communication module.
  • the microtrack vehicle can be used to find the path in conjunction with the trackside RF communication module, but its control priority is lower than that of the ATP subsystem.
  • the line system automatically records the vehicle operation information. In the special case of the dispatch command operation, the vehicle ATP and ATO can be cut off or malfunctioned.
  • the embodiment of the present application further provides a micro-track scheduling control method, where the method includes:
  • S101 Collect location information and/or speed information of the micro-track vehicle system, and send the location information and/or speed information to a dispatch control center;
  • a plurality of trackside RF communication modules are disposed on the microtrack track, and the plurality of trackside RF communication modules disposed on the microtrack track system receive position information sent by the vehicle RF communication module disposed inside the microtrack vehicle system and / or speed information;
  • the plurality of trackside RF communication modules transmit the location information and/or speed information to a dispatch control center via a fieldbus.
  • the plurality of trackside RF communication modules are disposed on the microrail track system, and the bus bridge and the field bus are disposed on the micro track system, and multiple WIFI nodes and multiple trackside RFs are disposed on the field bus.
  • the communication modules are connected to the field bus through a bus bridge.
  • the field bus is connected to the dispatch control center through a gateway and an optical fiber.
  • the trackside RF communication module sends the position information of the microrail vehicle system to the dispatch control center through the WIFI node.
  • the above-mentioned RF communication module, bus bridge, field bus and WIFI node arranged on the field bus constitute a safety information channel for transmitting safety information to the micro-track vehicle system, wherein the speed of the micro-track vehicle system is transmitted in the safety information channel And position protection information, door status, fault braking status, and occupancy information for the blocked area.
  • the safety information channel has relative independence, that is, the micro-track vehicle system can safely schedule and control the micro-track vehicle system through the safety information channel even if the dispatch control center fails.
  • an on-board RF communication module having the same structure as the track-side RF communication module is also disposed on the micro-track vehicle system, and the track-side RF communication module includes an electronic unit and an RF. a unit that transmits signals through an RF antenna and an RF antenna of an in-vehicle RF communication module, the electronic unit being connected between the RF unit and the field bus for supplying power to the RF unit and transmitting the RF unit to the field bus signal.
  • control interval between each two adjacent trackside RF communication modules.
  • the length of the control interval is designed according to the strict conditions of the longest vehicle, full load, maximum allowable speed, the most unfavorable braking rate and the minimum vehicle running interval.
  • the spacing between each two adjacent trackside RF communication modules is set to 4m to 15m, for example 12m.
  • the range of each control interval is 12m.
  • the position information of the micro-track vehicle system is transmitted back to eight control intervals, that is, 96m, which is nearly 100m. It is relatively safe to exceed this distance between two micro-track vehicle systems.
  • the control interval described in this embodiment can inform the subsequent micro-track vehicle system to continue the forward distance (the number of control intervals), and the subsequent micro-track vehicle system can reasonably adopt the target speed curve according to the distance, thereby improving the vehicle speed control. Reduce vehicle safety intervals and improve line utilization efficiency.
  • the trackside RF communication module is set at the starting point of the vehicle speed control.
  • Each trackside RF communication module has three functions, first as the identity of each control zone, second to receive vehicle information when the vehicle passes the point, and thirdly to send information about the occupancy of the front blockage zone to the vehicle.
  • the trackside RF communication module has a large amount of information transmission and strong anti-interference ability.
  • the information of the continuous curve speed control of the vehicle is provided to the in-vehicle device through the trackside RF communication module, and then the speed/distance curve suitable for the running of the vehicle is calculated by the in-vehicle device combined with the fixed vehicle performance data, thereby realizing the continuous curve speed control of the vehicle and realizing safety.
  • the method described in this embodiment further includes:
  • S103 Receive destination information sent by the micro-track vehicle system, and send the destination information to a dispatch control center.
  • S104 Receive path information that is scheduled by the dispatch control center according to the destination information, and send the path information to the micro-track vehicle system.
  • both S101 and S102 are transmission processes for security information, and there are also transmission channels for non-secure information such as video information and audio information, which are mainly implemented by trackside APs disposed on the track of the microtrack.
  • the trackside AP is wirelessly connected to the vehicle WIFI disposed on the microtrack vehicle system, and is configured to transmit the non-security information sent by the dispatch control center to the microtrack vehicle system, where the non-security information includes video information and audio information. It may also include an uplink route request and downlink route planning information between the micro-track vehicle system and the dispatch control center.
  • Acceleration or deceleration may occur during the travel of the micro-track vehicle system on the micro-track, especially at the turn, due to the centrifugal force and the connection structure between the vehicle and the track, it is bound to decelerate and turn
  • the turning path will also be relatively long, so a more precise positional positioning is required for the turn.
  • the method in this embodiment further includes:
  • S105 preset position information and speed limit information of the current micro track, and send the position information and the speed limit information to the microrail vehicle system.
  • the position information and the speed limit information of the current micro track are preset in a positioning tag disposed on the micro track, and the positioning tag sends the position information and the speed limit information of the current micro track to the micro In-vehicle RF communication module installed inside the rail vehicle system. .
  • the positioning accuracy of the positioning tag is higher than that of the RF communication module, and is divided into two types, one is a 900M electronic tag, and the other is a 125KHZ electronic tag.
  • the 125KHZ electronic tag has a higher positioning accuracy than the 900M electronic tag, according to the positioning.
  • the difference in accuracy and the travel of the micro-track vehicle system on the micro-track track were analyzed for the RF communication module and the location of the two positioning tags.
  • the RF communication module is mainly disposed in the straight portion of the micro-track, but A small number of RF communication modules can also be placed inside the curve section and the station platform as a signal path between the dispatch control center and the micro-track vehicle system.
  • the microtrack track has a curved portion, that is, a curve or a turnout portion. The microrail track is decelerated before entering the curve, so it is necessary to determine where the microrail vehicle system enters the curve in order to perform the deceleration operation in advance.
  • the micro-track vehicle system exits the curve, it is also necessary to determine where to exit the curve in order to accelerate the operation when exiting the curve.
  • the switch section there are not only speed changes, but also the requirements for steering. Due to the change in speed and the change in steering, the positioning of the micro-track vehicle system has to be correspondingly increased. To this end, it is necessary to use a more accurate electronic tag for positioning, but since the distance between the front and rear cars is relatively large during normal driving, whether in the corner portion or the turnout portion, the overall operating cost is therefore relatively large. And the actual operation of the micro-rail vehicle system, 900M electronic tags are most suitable for corners and turnouts, and the interval is between 2m and 3m.
  • the above two types of electronic tags can be used uniformly, that is, they can be unified into 900M electronic tags or unified into 125KHZ electronic tags, preferably unified into 125KHZ electronic tags, so that the accuracy requirements can be met or reduced. Construction difficulty.
  • the 900M electronic tag and the 125KHZ electronic tag proposed in this embodiment are only two types of relatively optimized tags. In practical applications, other electronic tag types may be selected according to actual conditions.
  • the process of interacting the destination information and the path information composed of S103 and S104, the process of presetting the position information and the speed limit information in S105, and the process of transmitting the scheduling instruction composed of S101 and S102 are not strictly logical. That is to say, except for S101 and S105, S101 and S102, S103 and S104 need to be executed in a certain time and logical order, and other steps can be performed in parallel.

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Abstract

一种微轨交通***包括轨道***、车辆***（1）和调度控制***。轨道***包括悬挂式轨道结构（40），用于悬挂车辆***（1）。车辆***（1）包括车辆和走行机构，车辆通过走行机构悬挂于轨道结构（40）中，走行机构驱动车辆沿轨道结构（40）运行。调度控制***包括调度控制中心，控制车辆***（1）在轨道结构（40）上运行。该***结构简单、方便安装、拆卸和扩充，降低了建设运营成本，提高了对复杂地形的适应性，减少了对原有道路的侵占，提高了道路的复合化使用程度，方便了乘客出行。

Description

一种微轨交通*** 技术领域
本申请涉及交通技术领域，尤其涉及一种微轨交通***。其中，本申请所述微轨是指：轨道宽度为600mm以下的悬挂式交通***。
背景技术
个人快速交通***(PRT，Personal Rapid Transit)是一种新型的轨道交通***，是以满足个性化交通需求为目的的一种交通解决方案。这个***能够满足每个具体的个人对不同出行时间、出发地、目的地、路线等的交通需求。使用PRT不需要按照车辆时刻表制定出行计划，也不需要中途换车，只要坐进车内，车就会自动把乘客送到目的地，使用方便。
当前世界上几种主要的PRT，均采用车辆在专用轨道上行驶的方案，按照车辆和轨道的关系可分为跨座式、悬挂式和侧挂式。但现有PRT方案大都占用城市紧缺的道路空间，难以适应各种复杂的地形和特殊地质；并且轨道结构复杂，建设运营成本高，无法灵活配置应用。
发明内容
本申请实施例为解决现有技术中存在的问题，提供了一种微轨交通***。
本申请实施例的技术方案如下：
一种微轨交通***，包括轨道***，车辆***，调度控制***；所述轨道***包括悬挂式轨道结构，所述轨道结构用于悬挂所述车辆***；所述车辆***包括车厢和走行机构，所述车厢通过所述走行机构悬挂于所述轨道结构，所述走行机构驱动所述车厢沿所述轨道结构运行；所述调度控制***包括调度控制中心，控制所述车辆***在所述轨道结构上运行。
在一些可选的实现方式中，所述走行机构安装在所述悬挂式轨道结构内；所述走行机构包括安装在其下方的吊挂装置，所述车厢的顶部与所述吊挂装置 相连接；所述走行机构通过吊挂装置驱动所述车厢沿所述悬挂式轨道结构运行。
在一些可选的实现方式中，所述轨道***还包括，散布在目标区域内的多个支撑装置，所述支撑装置上悬挂所述悬挂式轨道结构；和，设置在所述悬挂式轨道结构下方的站台结构；
所述悬挂式轨道结构用于容纳所述走行机构，所述走行机构能够在轨道结构内往复移动，并通过吊挂装置带动车厢在轨道结构上运行。
在一些可选的实现方式中，所述调度控制***还包括车辆控制模块，所述车辆控制模块设置在所述车辆***中；所述车辆控制模块发送所述车辆***的位置信息和/或速度信息至调度控制中心；所述调度控制中心接收所述位置信息和/或速度信息，生成调度指令并发送给车辆控制模块；所述车辆控制模块接收所述调度指令，控制所述车辆***在所述轨道结构上运行。
在一些可选的实现方式中，所述走行机构包括车架和轮对，所述车架为走行机构的框架结构，所述轮对安装在所述车架上。
在一些可选的实现方式中，所述车架上设有转向机构，所述转向机构用于辅助走行机构通过道岔结构时进行转向。
在一些可选的实现方式中，所述转向机构包括上转向装置、下转向装置和转向驱动装置；所述上转向装置安装在车架上表面；所述下转向装置安装在车架下表面，且位于所述上转向装置的正下方；所述转向驱动装置安装在车架内，用于驱动所述上转向装置和下转向装置的运动。
在一些可选的实现方式中，所述上转向装置包括上转向套筒、上转向轴、上转向臂、上转向轮和两个定位止挡；所述上转向套筒竖直设置在车架上；
所述上转向轴，竖直设置在上转向套筒内，其底端与转向驱动装置连接，其顶端穿过上转向套筒的外端向外伸出；
所述上转向臂水平设置，其一端与所述上转向轴的顶端相连接，另一端与所述上转向轮的轮轴相连接；
两个所述定位止挡分别设置在所述上转向套筒的顶端上，所述上转向轮能够在两个定位止挡之间的范围内转动，且在触碰到所述定位止挡时为转向到位 状态。
在一些可选的实现方式中，所述下转向装置包括下转向套筒、下转向轴、下转向臂和下转向轮，所述下转向套筒竖直设置在车架上，所述下转向轴竖直设置在下转向套筒内，所述下转向轴的顶端与转向驱动装置连接，底端穿过下转向套筒的外端向外伸出；所述下转向臂水平设置，其一端与下转向轴的底端相连，另一端与下转向轮的轮轴相连接。
在一些可选的实现方式中，所述转向机构还包括转向监测装置，所述转向监测装置用于感应上转向装置和下转向装置是否转向到位。
在一些可选的实现方式中，所述转向监测装置包括霍尔盘，所述霍尔盘安装在转向驱动装置与下转向轴连接处。
在一些可选的实现方式中，所述下转向轴与下转向套筒之间设有至少一个轴承。
在一些可选的实现方式中，所述走行机构为动力走行部，所述动力走行部包括驱动装置，所述驱动装置安装在车架上，用于驱动所述轮对行进。
在一些可选的实现方式中，所述驱动装置包括牵引电机和减速器，所述减速器安装在车架上，与所述牵引电机相连接，所述牵引电机用于驱动所述轮对行进。
在一些可选的实现方式中，所述减速器上设有抗扭支臂，所述抗扭支臂与车架相连接，所述抗扭支臂用于限制所述减速器的晃动。
在一些可选的实现方式中，所述抗扭支臂为水滴形板体结构，所述抗扭支臂的中部开设有套孔，所述抗扭支臂通过套孔套设在减速器侧面上；所述抗扭支臂上开设有多个均匀分布的第一支臂安装孔，螺钉或螺栓穿过通过所述第一支臂安装孔将抗扭支臂安装在减速器上；所述抗扭支臂相对较小的一端上设有第二支臂安装孔，所述第二支臂安装孔用于将抗扭支臂安装在车架上。
在一些可选的实现方式中，所述走行机构为非动力走行部，所述非动力走行部包括制动机构，所述制动机构安装在车架上，且与轮对的轮轴相连接。
在一些可选的实现方式中，所述走行机构有两个，所述两个所述走行机构 之间通过连接件进行连接。
在一些可选的实现方式中，所述连接件为牵引杆，所述牵引杆的两端分别与走行机构对应的吊挂装置相连接。
在一些可选的实现方式中，所述吊挂装置包括承重杆、吊销；
所述承重杆竖直设置，其顶端向上穿过所述车架且与车架连接固定；其底端安装有吊销，所述吊销与车厢顶部的安装座相连接。
在一些可选的实现方式中，一个所述承重杆对应两个吊销，两个所述吊销对称安装在所述承重杆的两侧；所述车厢顶部的安装座与所述吊挂装置的吊销相连接。
在一些可选的实现方式中，所述吊销的两侧分别设有限位臂，所述限位臂靠近车厢顶部的侧边安装有防倾摆限位装置。
在一些可选的实现方式中，所述吊挂装置上还设有重力传感器，所述重力传感器用于监测所述车辆***的整体重量。
在一些可选的实现方式中，所述承重杆与车架上表面通过双螺母和开口销固定连接。
在一些可选的实现方式中，所述承重杆与车架上表面通过单螺母和开口销固定连接。
在一些可选的实现方式中，所述承重杆与车架之间设有阻尼件。
在一些可选的实现方式中，所述吊挂装置底部还设有防倾摆限位装置，所述防倾摆限位装置用于限制所述车厢的晃动。
在一些可选的实现方式中，所述车辆***还包括车辆供电***，用于为走行机构提供驱动电力和为车厢内电气设备提供正常工作的电力；
所述车辆供电***包括，受流器，用于接受所述轨道结构内的滑触线提供的电力；蓄电池供电***，用于车辆***在通过悬挂式轨道结构的道岔结构时提供驱动电力。
在一些可选的实现方式中，所述受流器包括基架、绝缘杆、末端摆杆、滑靴连接板和受流滑靴；所述基架安装在上转向装置上，所述绝缘杆一端安装在 基架上，另一端与所述末端摆杆的一端相连接，所述末端摆杆的另一端相连接安装有滑靴连接板，所述受流滑靴安装在滑靴连接板上；所述受流滑靴通过电缆与受电设备相连接；所述末端摆杆可相对于绝缘杆摆动。
在一些可选的实现方式中，所述绝缘板与基架之间设有弹簧，所述弹簧上预设有弹力。
在一些可选的实现方式中，所述绝缘板包括主摆杆和辅摆杆，所述主摆杆和辅摆杆并列设置，所述弹簧一端与基架相连接，另一端与所述辅摆杆相连接。
在一些可选的实现方式中，所述末端摆杆通过双向偏摆机构安装在绝缘杆上。
在一些可选的实现方式中，所述走行机构上设有导向轮组，所述导向轮组安装所述车架上，且与所述悬挂式轨道结构的侧壁贴合。
在一些可选的实现方式中，所述走行机构上设有测距装置，所述测距装置用于测量所述车辆***之间的距离。
在一些可选的实现方式中，所述测距装置包括测距传感器、测距板；
所述测距传感器安装在走行机构沿行进方向的前端，所述测距板安装在走行机构沿行进方向的后端。
在一些可选的实现方式中，所述走行机构在行进方向的前端上设有缓冲橡胶。
在一些可选的实现方式中，所述车厢包括车体，所述车体包括承载骨架和包覆在承载骨架外的蒙皮；所述车厢通过顶部的安装座，与所述走行机构相连接。
在一些可选的实现方式中，所述承载骨架包括顶梁和底梁，所述顶梁和底梁之间通过连接柱相连接；所述蒙皮包括内蒙皮和外蒙皮，所述内蒙皮安装在承载骨架内侧；所述外蒙皮安装在承载骨架外侧；所述内蒙皮和外蒙皮之间留有间隙。
在一些可选的实现方式中，所述车体在底梁的上方安装有底板，所述底板上安装有电气安装箱，所述电气安装箱用于安装车厢内的电气设备。
在一些可选的实现方式中，所述电气安装箱顶部可拆卸的安装有坐垫。
在一些可选的实现方式中，所述安装座安装在顶梁上且与吊挂装置相连接，所述安装座与所述吊挂装置个数相同且一一对应，所述安装座的中部设有用于连接吊挂装置的连接孔。
在一些可选的实现方式中，所述安装座底部的宽度大于顶部的宽度。
在一些可选的实现方式中，所述外蒙皮的材质为碳纤维，所述内蒙皮的材质为玻璃钢。
在一些可选的实现方式中，所述承载骨架位于行进方向上的前侧和后侧设有观光窗。
在一些可选的实现方式中，所述承载骨架位于行进方向上的两侧分别设有侧墙板。
在一些可选的实现方式中，其中一侧的所述侧墙板上开设有通风窗，另一侧的所述侧墙板上安装有车门。
在一些可选的实现方式中，所述车门为电动平移门。
在一些可选的实现方式中，所述车厢底部设有防晃装置，所述防晃装置用于车厢进入站台停靠时稳定接地。
在一些可选的实现方式中，所述防晃装置为导向防晃轮，其沿所述车厢底部中心对称布置；所述车厢进入站台停靠时，所述导向防晃轮稳定接地。
在一些可选的实现方式中，所述蒙皮内部设有布线空间。
在一些可选的实现方式中，所述车体的顶部还设有裙板，所述裙板将安装座包围在内部。
在一些可选的实现方式中，所述轨道结构在目标区域内形成闭合回路，为车辆***提供循环运行线路；或者，所述轨道结构在目标区域内形成分段路线，为车辆***提供单程运行线路。
在一些可选的实现方式中，所述轨道结构包括，直线段、曲线段和坡路段；通过直线段、曲线段和坡路段的组合，使走行机构通过吊挂装置带动车厢在行驶路线内实现拐弯、上下坡和直线行驶；
所述坡路段将置于高空位置的轨道结构下落到低空位置，所述低空位置的轨道结构的下方设有站台结构。
在一些可选的实现方式中，所述支撑装置包括，支撑立柱和用于吊装所述轨道结构的悬挑梁；
所述支撑立柱的一端固定在地基结构上，所述支撑立柱的另一端与悬挑梁固定连接；
所述支撑立柱作为悬挑梁和轨道结构的主支撑结构，将悬挑梁和轨道结构的总重力和轨道结构对支撑装置的应力传递给地基结构。
在一些可选的实现方式中，所述悬挑梁的一侧固定连接支撑立柱，所述悬挑梁的另一侧吊装轨道结构；或，所述悬挑梁的正中位置与支撑立柱固定连接，所述悬挑梁的两侧分别用于吊装轨道结构。
在一些可选的实现方式中，所述悬挑梁通过固定板与所述轨道结构固定；
所述固定板的边缘固定在悬挑梁上，所述固定板的板体通过固定件与轨道结构固定。
在一些可选的实现方式中，所述轨道结构包括，底部具有开口的箱型轨道；
所述车厢和走行机构之间的吊挂装置穿过所述开口，所述走行机构能够在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
在一些可选的实现方式中，所述轨道结构包括，一侧具有开口的箱型轨道；
所述走行机构通过从轨道侧面开口伸出的吊挂装置悬挂车厢，走行机构在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
在一些可选的实现方式中，所述轨道结构包括两侧具有开口的箱型轨道，所述箱型轨道中间设有与轨道顶部和底部固定的支撑架；
由支撑架隔开的箱型轨道内部的两个空间中分别设置走行机构，每个走行机构均通过伸出所述开口的吊挂装置与车厢连接，走行机构在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
在一些可选的实现方式中，所述箱型轨道的外部套设有多个加强框，所述加强框沿所述轨道的长度方向呈一定距离进行排布。
在一些可选的实现方式中，所述箱型轨道的端部设有连接框，相邻两个所述箱型轨道之间通过连接框固定连接。
在一些可选的实现方式中，所述轨道结构进一步包括衔接结构；
所述衔接结构套设在两个箱型轨道端部对接处的外部，被衔接结构套住的两个箱型轨道端部的对接处预留有间隙；
所述衔接结构上开设有与箱型轨道上开口相匹配的开口，所述车辆与走行机构之间的吊挂装置同时穿过轨道结构和衔接结构的开口，并能够在所述开口内往复移动。
在一些可选的实现方式中，两个箱型轨道端部对接处的底部设有过渡板和用于容纳所述过渡板的过渡空间；
所述过渡板与所述轨道结构开口的边缘平齐，所述过渡板与走行机构接触的表面，平行于轨道结构底部与走行部接触的表面。
在一些可选的实现方式中，所述衔接结构的外部设有多个加强框。
在一些可选的实现方式中，所述箱型轨道的内侧壁上设有供电模块，所述供电模块与走行机构上的受流器配合为车厢和走行机构供电。
在一些可选的实现方式中，所述供电模块为滑触线，所述滑触线通过固定装置分别沿车辆行驶方向固定在所述箱型轨道的两个内侧壁上。
在一些可选的实现方式中，所述坡路段的轨道结构底部内表面设有防滑结构。
在一些可选的实现方式中，所述轨道***还包括，与多个轨道结构配合连接的道岔结构；
所述道岔结构将车辆***的运行路线分为主运行线路轨道结构和旁路运行线路轨道结构；所述旁路运行路线轨道结构的下方设置有站台结构；
所述走行机构通过所述道岔结构进行运行线路的变换，并通过吊挂装置带动车厢在道岔结构中变换运行线路。
在一些可选的实现方式中，所述轨道结构和道岔结构配合在目标区域内形成多个闭合回路，为车辆***提供循环运行线路；
或者，所述轨道结构和道岔结构在目标区域内形成多个分段路线，为车辆***提供单程运行路线。
在一些可选的实现方式中，所述道岔结构包括，由道岔上板、第一道岔侧板、道岔下板和第二道岔侧板依次固定围成的一个具有合并端和分离端的转向空间；
所述走行机构在所述转向空间内进行行驶线路变换，并利用吊挂装置带动车厢变换行驶线路。
在一些可选的实现方式中，所述道岔上板的下表面设有第一导向板和第二导向板，所述第一导向板和第二导向板在所述合并端汇聚，所述第一导向板和第二导向板在所述分离端分离。
在一些可选的实现方式中，所述第一导向板为平面结构，所述第二导向板为曲面结构；
所述第二导向板的弯曲方向朝向第一导向板，所述第二导向板在所述分离端向背离第一导向板的方向对车辆进行导向。
在一些可选的实现方式中，所述第一导向板和第二导向板在所述合并端通过曲面的连接结构连接，并在所述分离端分离。
在一些可选的实现方式中，所述曲面的连接结构为圆弧形板体，所述第一导向板和第二导向板分别与圆弧形板体的两个直线边缘固定。
在一些可选的实现方式中，所述曲面的连接结构为圆柱体，所述第一导向板和第二导向板以与圆柱体切线连接的方式固定。
在一些可选的实现方式中，所述连接结构与第一导向板之间设有第一缓冲结构；所述连接结构与第二导向板之间设有第二缓冲结构。
在一些可选的实现方式中，所述道岔下板设有第一导向口和第二导向口，所述第一导向口和第二导向口在所述合并端交汇，并分别对应第一导向板和第二导向板的位置在分离端分离。
在一些可选的实现方式中，所述道岔下板的第一导向口和第二导向口将所述道岔下板分为三个部分，包括第一部分，第二部分，第三部分；
所述第一部分与第一道岔侧板连接，第二部分与道岔上板固定连接，第三部分与第二道岔侧板连接。
在一些可选的实现方式中，所述道岔下板的下表面还设有第三导向板；
所述第三导向板分别设置在位于第一道岔侧板一侧的道岔下板上，和位于第二道岔侧板一侧的道岔下板上。
在一些可选的实现方式中，所述道岔结构的外部设有多个加强框。
在一些可选的实现方式中，所述第一导向板和第二导向板之间设有多个加强筋。
在一些可选的实现方式中，所述站台结构包括，设置在所述轨道结构下方的站台；
固定在站台上的站台立柱；和，固定在站台立柱上的用于吊装所述轨道结构的支撑梁。
在一些可选的实现方式中，所述轨道结构在目标区域内形成主运行线路；所述站台设置在主运行线路的轨道结构的下方；或者，所述轨道结构在目标区域内形成主运行线路和旁路运行线路；所述站台设置在旁路运行线路的轨道结构的下方。
在一些可选的实现方式中，所述站台通过支撑架构，架设在半空中形成高架站台。
在一些可选的实现方式中，所述高架站台的下方设有调度控制中心和/或会议室；
所述调度控制中心和/或会议室的地基结构和支撑结构，均采用站台结构的地基结构和支撑架构；所述调度控制中心和/或会议室的墙体结构固定在所述支撑架构上。
在一些可选的实现方式中，所述站台设置在通过旁路运行线路的轨道结构引入的检修库内；
所述检修库内设有检修平台，所述检修平台与旁路运行线路的轨道结构末端连接；所述站台的下方设有库房。
在一些可选的实现方式中，，所述站台结构进一步包括：站台顶，所述站台顶通过多个站台立柱固定在轨道结构的下方。
在一些可选的实现方式中，所述站台结构进一步包括：等候护栏，所述等候护栏设置在轨道结构两侧的站台上；所述等候护栏上设有塞拉门。
在一些可选的实现方式中，所述站台结构进一步包括：自动售票装置，所述自动售票装置设置在站台结构的出入口处。
在一些可选的实现方式中，所述站台结构进一步包括：围绕站台结构四周布置的站台外护栏。
在一些可选的实现方式中，所述站台结构进一步包括：与高空站台连接的扶梯或电梯。
在一些可选的实现方式中，所述站台上设有贯穿站台的槽体和沿车厢行进方向设置在槽体内部的导向梁；所述导向梁与车厢上的防晃装置为车厢提供进站导向。
在一些可选的实现方式中，所述轨道***进一步包括：设置在支撑装置上的救援结构。
在一些可选的实现方式中，所述救援结构包括：救援平台和疏散通道；所述救援平台设置在车厢的下方；所述疏散通道的一端固定在救援平台上，其另一端固定在地面上。
在一些可选的实现方式中，所述救援平台固定在支撑立柱的预定位置；或，所述救援平台通过翻转装置固定在设置在支撑立柱内的升降装置上。
在一些可选的实现方式中，所述升降装置包括：设置在支撑立柱内的升降电机、齿条板和齿轮板；所述翻转装置的一端固定在齿轮板上，另一端固定救援平台；所述齿条板沿铅锤方向设置在支撑立柱内，所述升降电机驱动齿轮板在齿条板上运动，实现救援平台的升降。
在一些可选的实现方式中，所述疏散通道为两端开口的空心圆柱形结构或扶梯。
在一些可选的实现方式中，所述调度控制***还包括轨旁通信模块，所述 轨旁通信模块设置在轨道结构上；
所述车辆控制模块将车辆的位置信息和/或速度信息发送给轨旁通信模块，所述轨旁通信模块将所述位置信息和/或速度信息发送至调度控制中心；所述调度控制中心根据所述位置信息和/或速度信息，生成调度指令并向所述轨旁通信模块发送调度指令；所述轨旁通信模块接收所述调度指令，并发送调度指令至车辆控制模块；所述车辆控制模块接收所述调度指令，控制所述车辆***在所述轨道结构上运行。
在一些可选的实现方式中，所述轨旁通信模块包括，轨旁RF通信模块、总线桥和现场总线；
所述多个轨旁RF通信模块之间通过总线桥与现场总线连接，所述现场总线通过网关和光纤连接到调度控制中心。
在一些可选的实现方式中，所述现场总线上设置有多个WIFI节点，所述轨旁RF通信模块通过所述WIFI节点向调度控制中心发送车辆***位置信息和/或速度信息。
在一些可选的实现方式中，所述轨旁通信模块具体还包括：设置在微轨轨道上的多个轨旁AP，
所述轨旁AP与设置在微轨车辆上的车载WIFI无线连接，用于微轨车辆与调度控制中心之间的非安全信息的传输；
所述非安全信息包括微轨车辆发送目的地信息、内部设备工作状态信息以及调度控制中心发送的根据目的地信息生成的线路规划信息和/或乘客广播信息。
在一些可选的实现方式中，所述多个轨旁RF通信模块沿一定距离设置在轨道结构上，每两个相邻的轨旁RF通信模块之间为一个控制区间，第一控制区间的轨旁RF通信模块读取通过所述第一控制区间的车辆***的位置信息和/或速度信息，并通过现场总线将通过所述第一控制区间的车辆***的位置信息和/或速度信息发送给调度控制中心，所述第一控制区间后方的第n个控制区间的轨旁RF通信模块接收调度控制中心发送的调度指令，并将所述调度指令发送至 车辆***，所述第n个控制区间的预设标准为：在所述n个区间内，后方车辆***在当前运行速度开始制动到速度为零时仍处于前方车辆***所在第一控制区间的外部。
在一些可选的实现方式中，每两个相邻的轨旁RF通信模块的间距为8m至15m。
在一些可选的实现方式中，所述车辆控制模块包括车载RF通信模块，所述轨旁RF通信模块包括电子单元和RF单元；
所述轨旁RF通信模块通过RF单元与车载RF通信模块进行信号传输，
所述电子单元连接在RF单元和现场总线之间，用于接收并存储前方预设M个控制区间内的路况信息，还用于实现RF单元与现场总线之间的信号传输同时向RF单元供电。
在一些可选的实现方式中，所述轨旁RF通信模块与车载RF通信模块的结构相同，所述轨旁RF通信模块的RF单元与车载RF通信模块的RF单元之间实现信号传输。
在一些可选的实现方式中，所述轨旁通信模块还包括，设置在轨道结构上的多个定位标签；
所述定位标签向车载RF通信模块的RF单元发送轨道结构的位置信息和当前轨道结构路段的限速信息。
在一些可选的实现方式中，所述定位标签包括第一电子标签和第二电子标签，所述第一电子标签的检测精度低于第二电子标签的检测精度；
所述第一电子标签设置在站台外部的轨道结构和道岔结构处，用于检测车辆***的位置信息；
所述第二电子标签设置在站台内部的轨道结构上，用于检测车辆***在站台内部时的位置信息。
在一些可选的实现方式中，所述第一电子标签的设置间距为2m至4m；所述第二电子标签的设置间距为2m或一个车辆的长度。
在一些可选的实现方式中，所述调度控制中心包括服务器、调度终端和监 控终端，
所述服务器用于与总线桥和现场总线连接进行数据信息传输和存储，所述调度终端用于人工对车辆***进行调度，所述监控终端用于监控车辆***的运行状态。
在一些可选的实现方式中，所述车辆控制模块还包括自动防护子***和自动运行子***；
所述自动防护子***根据微轨车辆的位置信息和/或速度信息以及线路路况信息，对前后车辆***的间距进行调整；
所述自动运行子***在自动防护子***的许可下，控制车辆***的启动、加速、减速、巡航、惰性或停车操作。
在一些可选的实现方式中，当调度控制中心发生故障时，所述自动运行子***根据轨道结构上设置的轨旁RF通信模块判断当前车辆***的位置信息，自动获取行驶路径，并进行自动驾驶。
在一些可选的实现方式中，当自动防护子***和/或自动运行子***发生故障时，所述调度控制中心通过车载RF通信模块控制车辆***停车，或控制车辆***驶入安全区域。
在一些可选的实现方式中，所述车辆控制模块还包括车门控制***和车门防夹***；
所述车门控制***用于控制车门的开启和关闭；所述车门防夹***用于防止车门误夹乘客。
在一些可选的实现方式中，所述车辆控制模块还包括，烟雾监测***和/或旅客信息***和/或照明控制***。
本申请提供的微轨交通***，整体结构简单，方便安装、拆卸和扩充，降低了建设运营成本，提高了适应性。该***可灵活规划应用于各种复杂地形和特殊地质环境比如城市绿化带、游乐场、山地等，最大化地减少了对原有道路的侵占，提高了道路的复合化使用程度，方便了乘客出行。
附图说明
图1为微轨交通***整体结构示意图；
图2为图1的A区域局部放大的结构示意图；
图3为车辆***主视结构示意图；
图4为车辆***立体结构示意图；
图5为车辆***的走行机构结构示意图；
图6为图5的A-A剖面结构示意图；
图7为图5的B-B剖面结构示意图；
图8为走行机构的左视结构示意图；
图9为动力走行部立体结构示意图；
图10为受流器主视结构示意图；
图11为抗扭支臂结构示意图；
图12为抗扭支臂在车架上的安装示意图；
图13为去掉车架后抗扭支臂与驱动装置的仰视安装示意图；
图14为去掉车架后抗扭支臂与驱动装置的俯视安装示意图；
图15为非动力走行部立体结构示意图；
图16为图15的I区域局部放大结构示意图；
图17为吊挂装置立体结构示意图；
图18为去掉侧墙板后车厢的主视结构示意图；
图19为本申请去掉观光窗后车厢的立体结构示意图；
图20为车体的立体结构示意图；
图21为车体的承载骨架的立体结构示意图；
图22为车厢进站状态下的主视结构示意图；
图23为车厢进站状态下的右视结构示意图；
图24为图23的II区域局部放大图；
图25为车体内部部分结构的立体结构示意图；
图26为车体的仰视结构示意图；
图27为防晃装置的仰视安装结构示意图；
图28为图27的III区域局部放大图；
图29为微轨轨道***的整体示意图；
图30为微轨轨道***中坡路段支撑的示意图；
图31为微轨轨道***中曲线段支撑的示意图；
图32为所述支撑装置的示意图；
图33为第一种悬挑梁吊装轨道结构的示意图；
图34为第二种悬挑梁吊装轨道结构的示意图；
图35为第一种多层轨道结构的示意图；
图36为第二种多层轨道结构的示意图；
图37为轨道结构吊装方式的示意图；
图38为用于吊装轨道结构的固定板的示意图；
图39为承重结构的示意图；
图40为第一种斜台的示意图；
图41为第二种斜台的示意图；
图42为加固结构的示意图；
图43为照明设备的示意图；
图44为走行机构设置在轨道结构内的示意图；
图45为轨道结构上加强筋布置的示意图；
图46为两个轨道连接处具有间隙的示意图；
图47为过渡板和过渡空间的示意图；
图48为衔接箱的示意图；
图49为曲线段轨道结构的示意图；
图50为坡路段轨道结构的示意图；
图51为道岔结构的示意图；
图52为道岔结构顶部的示意图；
图53为道岔上板下表面导向板的示意图；
图54为道岔下板的示意图；
图55为走行机构悬空区域的示意图；
图56为道岔结构的仰视图；
图57为与分离架连接的道岔下板的前端下移的示意图；
图58为连接结构和缓冲结构的示意图；
图59为供电模块的示意图；
图60为高架站台结构的示意图；
图61为站台和控制室集成的示意图；
图62为站台和检修库集成的示意图；
图63为救援结构的示意图；
图64为微轨调度控制***的原理示意图；
图65为微轨调度控制方法的流程图。
附图标记的含义表示为：
车辆***1；轨道***2；
走行机构10；
动力走行部110；第一车架111；第一轮对112；驱动装置113；牵引电机1131；减速器1132；抗扭支臂115；套孔1151；第一支臂安装孔1152；第二支臂安装孔1153；
非动力走行部120；第二车架121；第二轮对122；制动机构123；
吊挂装置130；承重杆131；重力传感器132；吊销133；限位臂1331；双螺母134；开口销135；阻尼件136；防倾摆限位装置137；单螺母138；
牵引杆140；
受流器150；基架151；绝缘杆152；主摆杆1521；辅摆杆1522；受流滑靴153；末端摆杆154；双向偏摆机构155；电缆156；紧固螺母157；弹簧158；滑靴连接板159；
缓冲橡胶160；
转向机构170；上转向装置171；上转向套筒1711；上转向轴1712；上转向臂1713；上转向轮1714；定位止挡1715；转向传感器1716；下转向装置172；下转向套筒1721；下转向轴1722；下转向臂1723；下转向轮1724；转向监测装置173；转向传感器1731；霍尔盘1732；步进电机174；
导向轮组180；导向轮181；
测距装置190；测距传感器191；测距板192；
车厢20；
车体210；车门211；侧墙板212；通风窗2121；观光窗213；安装座214；裙板215；裙板凹槽2151；内蒙皮216；外蒙皮217；接地凹槽2171；承载骨架218；顶梁2181；底梁2182；底板2183；连接柱2184；
防晃装置220；导向防晃轮222；接地夹片223；
电气安装箱230；坐垫231；
支撑装置30；
支撑立柱301；悬挑梁302；承重结构303；固定板304；基台305；基柱306；基座307；斜台308；加固结构309；垫板310；照明设备311；LED灯312；照明配电装置313；检修梯314；
轨道结构40；
箱型轨道401；衔接结构402；衔接箱403；间隙404；加强框405；连接框406；过渡板407；供电模块408；滑触线409；固定装置410；支撑座411；端盖412；直线段413；曲线段414；坡路段415；防滑结构416；加强筋417；空隙418；
道岔结构50；
道岔上板501；第一道岔侧板502；道岔下板503；第二道岔侧板504；第一导向板505；第二导向板506；连接结构507；缓冲结构508；缓冲板509；分离架510；第三导向板511；
站台结构60；
站台601；接地导轨6011；站台立柱602；支撑梁603；控制室604；会议 室605；检修库606；检修平台607；库房608；站台顶609；等候护栏610；塞拉门611；自动售票装置612；站台外护栏613；扶梯或电梯614。
救援结构70；
救援平台701；疏散通道702。
具体实施方式
以下结合说明书附图及具体实施例对本申请的技术方案做进一步的详细阐述。所举实例只用于解释本申请，并非用于限定本申请的范围。
如图1-2所示，本申请涉及一种微轨交通***，包括轨道***2，车辆***1及调度控制***；所述轨道***2包括悬挂式轨道结构40，所述轨道结构40用于悬挂所述车辆***1；所述车辆***1包括车厢20和走行机构10，所述车厢20通过所述走行机构10悬挂于所述轨道结构40，所述走行机构10驱动所述车厢20沿所述轨道结构40运行；所述调度控制***包括调度控制中心，控制所述车辆***1在所述轨道结构40上运行。
具体地，所述走行机构10安装在所述悬挂式轨道结构40内；所述走行机构10包括安装在其下方的吊挂装置130，所述车厢20的顶部与所述吊挂装置130相连接；所述走行机构10通过吊挂装置130驱动所述车厢20沿所述悬挂式轨道结构40运行。
具体地，所述轨道***2还包括，散布在目标区域内的多个支撑装置30，所述支撑装置30上悬挂所述悬挂式轨道结构40；和，设置在所述悬挂式轨道结构40下方的站台结构60；
所述悬挂式轨道结构40用于容纳所述走行机构10，所述走行机构10能够在轨道结构40内往复移动，并通过吊挂装置130带动车厢20在轨道结构40上运行。
具体地，所述调度控制***还包括车辆控制模块，所述车辆控制模块设置在所述车辆***1中；
所述车辆控制模块发送所述车辆***1的位置信息和/或速度信息至调度 控制中心；所述调度控制中心接收所述位置信息和/或速度信息，生成调度指令并发送给车辆控制模块；所述车辆控制模块接收所述调度指令，控制所述车辆***1在所述轨道结构40上运行。
本申请实施例提供的微轨交通***，整体结构简单，方便安装、拆卸和扩充，降低了建设运营成本，提高了适应性。该***可灵活规划应用于各种复杂地形和特殊地质环境比如城市绿化带、游乐场、山地等，最大化地减少了对原有道路的侵占，提高了道路的复合化使用程度，方便了乘客出行。
实施例一
如图3-28所示，本申请涉及的微轨交通***包括车辆***1，车辆***1包括车厢20和走行机构10，所述走行机构10包括安装在其下方的吊挂装置130，所述车厢20的顶部与所述吊挂装置130相连接；所述走行机构10通过吊挂装置130驱动所述车厢20沿所述悬挂式轨道结构40运行。
具体地，走行机构10包括车架和轮对，车架为走行机构的框架结构，轮对安装在车架上。车架的宽度小于悬挂式轨道结构40的宽度，车架安装在轮对上后，可沿着悬挂式轨道结构40运行。这里对车架的形状、结构不做限制。实际中，单个车厢20可吊挂在一个走行机构10下面，也可以吊挂在两个走行机构10下面，实际应用可根据情况进行选择，本申请在此不做限制。
本申请的一些实施例中，如图9所示，所述走行机构10为动力走行部110，动力走行部110包括车架、轮对和驱动装置，为方便描述，现将动力走行部110的车架命名为第一车架111，第一车架111为动力走行部110的框架结构；其轮对为第一轮对112，第一轮对112安装在第一车架111上；驱动装置113安装在第一车架111上，用于驱动第一轮对112行进。
具体的，驱动装置113包括牵引电机1131和减速器1132，减速器1132安装在第一车架111的后轮轴上，牵引电机1131设于减速器1132后方；减速器1132也可为齿轮箱，同时，减速器1132也可以安装在第一车架111的前齿轮上，本申请在此不做限制。
在一个具体实施例中，如图11-14所示，减速器1132上设有抗扭支臂115， 抗扭支臂115套设且固定在减速器1132上，同时抗扭支臂115与车架固定连接，这样的结构设置限定了抗扭支臂115的活动，同时抗扭支臂115限制所述减速器1132的晃动，保证了其在第一车架111上的稳定性。抗扭支臂115的个数在此不做限制。
在本实施例的一些可选的实现方式中，抗扭支臂115有两个，分别安装在减速器1132的两侧壁与车架之间，抗扭支臂700套设在减速器1132上，同时固定在车架上。所述抗扭支臂115为水滴形板体结构，所述抗扭支臂115的中部开设有套孔1151，所述抗扭支臂115通过套孔1151套设在减速器1132侧面上；所述抗扭支臂115上开设有多个均匀分布的第一支臂安装孔1152，螺钉或螺栓穿过通过所述第一支臂安装孔1152将抗扭支臂115安装在减速器1132上；所述抗扭支臂115相对较小的一端上设有第二支臂安装孔1153，所述第二支臂安装孔1153用于将抗扭支臂115安装在车架上。
在本实施例的一些可选的实现方式中，如图5所示，走行机构10还可以包括上述动力走行部110和非动力走行部120。其中，如图15所示，非动力走行部120包括车架、轮对和制动机构123，为方便描述，现将非动力走行部120的车架命名为第二车架121，第二车架121为非动力走行部120的框架结构；其轮对为第二轮对122，第二轮对122安装在第二车架121上；制动机构123，制动机构123安装在第二车架121的后轮轴上，当然，制动机构123也可以安装前轮轴上，制动机构123可以为电磁制动器、液压制动器或气压制动器等，本申请对此不做限制。
进一步地，当走行机构包括上述动力走行部110和非动力走行部120时，两个走行部之间通过连接件进行连接。由于微轨车辆***设置两个独立的走行机构10，且在车辆通过曲线时两个走行机构10互相独立，所以可以保证走行机构10通过小曲线半径曲线。同时由于两个走行机构10共同承担乘客和车厢的重量，使走行机构10的安全性更高，运行更加的平稳，受力更加合理，使用寿命更长。相比于一个走行机构10此设计有效的缓解了走行机构100运行中的晃动及振动情况。同时由于吊挂装置与车厢之间加入阻尼元件减少车厢在运动 当中产生的晃动及振动，保证了走行部运行的安全平稳性。
具体地，上述连接件可以是牵引杆140，所述牵引杆140的两端分别与走行机构10对应的吊挂装置130相连接。
实施例二
微轨交通***的具体运营中，悬挂式轨道结构40上会设置道岔来为微轨车辆***的转向提供路径，相对应的，走行机构10上设有用于辅助走行机构过道岔时转向的转向机构170，如图6-8所示，转向机构170包括上转向装置171和转向驱动装置，上转向装置171安装在车架上表面，此处的车架可以为上述的第一车架111，也可以为第二车架121，本申请中不做限制；转向驱动装置安装在车架内，用于驱动上转向装置171运行。在本实施例的一些可选的实现方式中，转向驱动装置为步进电机174，步进电机174有两个输出轴，两个输出轴同步输出。
在本实施例的一些可选的实现方式中，上转向装置171包括上转向套筒1711、上转向轴1712、上转向臂1713、上转向轮1714和两个定位止挡1715；
上转向套筒1711竖直设置车架上，上转向轴1712竖直设置在上转向套筒1711内，上转向轴1712的底端与步进电机174的顶部的输出端连接，上转向轴1712的顶端伸出上转向套筒1711的顶端；上转向臂1713水平设置，其一端与上转向轴1712外端相连，另一端与上转向轮1714相连接；两个定位止挡1715分别设置在上转向套筒1711的顶端上，上转向轮1714能够在两个定位止挡1715之间的范围内转动，且在碰触到定位止挡1715时为转向到位状态；
需要说明的是，悬挂式轨道40位于道岔处的部分，顶部设有导向板，上转向轮1714在转向时，其轮缘紧密贴合在导向板上。
为进一步的保证微轨车辆***经过道岔时平稳、安全的运行，悬挂式轨道结构40位于道岔处的部分，底部向下设有导向板。相对应的，本申请的一些实施例中，如图6-8所示，与上述转向机构170不同的是，转向机构170还可包括下转向装置172，下转向装置172安装在车架下表面，且位于上转向装置171的正下方；这里的车架可以为上述的第一车架111，也可以为第二车架121，这 里不做限制。
具体的，下转向装置172包括下转向套筒1721、下转向轴1722、下转向臂1723、下转向轮1724；下转向套筒1721竖直设置车架上，内部中空；下转向轴1722竖直设置在下转向套筒1721内，一端与步进电机174的底部的输出端连接，另一端伸出转向套筒外端；下转向臂1723水平设置，一端与下转向轴1722外端相连，另一端与下转向轮1724的轮轴相连接；下转向轮1724在转向时，其轮壁紧密贴合在道岔底部的导向板上。
在本实施例的一些可选的实现方式中，所述下转向轴1722与下转向套筒1721之间设有至少一个轴承。
在本实施例的一些可选的实现方式中，转向机构170还包括转向监测装置173，转向监测装置173用于监测上转向装置171转向是否到位；在转向机构170还设有下转向装置172时，可同时监测上转向装置171和下转向装置172转向是否到位。
转向监测装置173包括：转向传感器1731，转向传感器1731安装在上转向套筒1711的顶部，用于感应上转向轮1714与下转向轮1724是否转向到位。在本实施例的一些可选的实现方式中，转向传感器1731可以有两个，两个转向传感器1731具体的，在本申请的另一种具体实施例中，转向监测装置173包括设置在上转向套筒1711上的两个转向传感器1731，还包括安装在下转向轴1722与步进电机174之间转向传感器1731，在本实施例的一些可选的实现方式中，转向检测器为霍尔盘1732，霍尔盘1732用于监测上转向轮1714和下转向轮1724是否转向到位。此处利用霍尔盘1732设置备份以确保万一，去除霍尔盘1732也可实现功能，如果安装在上转向套筒1711的转向传感器1731和安装在下转向轴1722的霍尔盘1732传出的信息不一致就可以认定发生故障，需要停车检测，如果检测结果一致且信号显示以转向到位，则可正常运行。
当车辆***1行驶在道岔前方一定距离时通过信号***发出信号，控制车辆减速慢行，同时两个走行机构10的步进电机174工作，通过止挡定位1715，转向传感器1731、霍尔盘1732返回信号，检测转向是否到位，转向到位之后， 车辆平稳的通过道岔，完成换线工作。装箱机构170可实现自动驾驶换线功能，操作简便，避免了主动道岔的复杂结构，稳定性高，通过传感器检测传递信号自动控制，实现了自动驾驶功能。
实施例三
本申请中，采用吊挂装置130作为连接车厢20和走行机构10的连接装置，其结构设计合理，强度高，安全性能好。
具体的，如图17所示，吊挂装置130包括：承重杆131和吊销133，承重杆131竖直设置，其顶端向上穿过车架且与车架固定，底端安装有吊销133，吊销133与车厢200顶部的安装座214相连接；这里的车架可以为上述的第一车架111，也可以为第二车架121，本申请对比不做限制。在本实施例的一些可选的实现方式中，所述吊销133有两个，对称安装在承重杆131的两侧，两个吊销133之间通过开口销或螺母(未在图中标出)连接在一起。
承重杆131与车架上表面通过双螺母134或单螺母138，和开口销135固定在一起；承重杆131与车架之间设有阻尼件136，阻尼件136具有隔振减振的作用，提高车厢的稳定性，保证乘客的乘坐体验。
在本实施例的一些可选的实现方式中，吊挂装置130的底部设有防倾摆限位装置137，吊销133的两侧分别设有限位臂1331，限位臂1331靠近车厢车顶的安装座214的侧边安装有防倾摆限位装置137。在本实施例的一些可选的实现方式中，防倾摆限位装置137为橡胶阻尼件。
另外一些实施例中，所述吊挂装置130还包括重力传感器132，所述重力传感器132安装在承重杆131顶部，用于监测微轨车辆***的整体重力。
在本实施例的一些可选的实现方式中，所述承重杆131与车架之间设有阻尼件136，减少了车厢在运动当中产生的晃动及振动，保证了走行机构运行的安全平稳性。
实施例四
微轨车辆***1还包括车辆供电***，用于为走行机构10提供驱动力和为车厢20内的电气设备提供正常工作的电力；车辆供电***包括：受流器150， 用于接受所述轨道结构40内的滑触线409提供的电力；蓄电池供电***，用于车辆***1在通过悬挂式轨道结构40的道岔结构50时提供驱动电力。
具体的，本申请的一些实施例中，如图9-10所示，所述受流器150包括基架151、绝缘杆152、末端摆杆154、滑靴连接板159和受流滑靴153；所述基架151安装在上转向装置171上，所述绝缘杆152一端安装在基架151上，另一端与所述末端摆杆154的一端相连接，所述末端摆杆154的另一端相连接安装有滑靴连接板159，所述受流滑靴153安装在滑靴连接板159上；所述受流滑靴153通过电缆与受电设备相连接；所述末端摆杆154可相对于绝缘杆152摆动。
在本实施例的一些可选的实现方式中，所述绝缘板与基架151之间设有弹簧158，所述弹簧158上预设有弹力。弹簧158用于加强受流滑靴153与滑触线之间的紧密接触，保证接收电流这一过程的顺利进行，同时在整个受流过程中，也起到了调整接触的作用。
具体的，在一种实施例中，所述绝缘板包括主摆杆1521和辅摆杆1522，所述主摆杆1521和辅摆杆1522并列设置，两者可通过一个连接杆(未在图中标出)连接在基架151上，也可设置成折弯结构，使主摆杆1521和辅摆杆1522的一边保持并列，另一边与基架151相连接，本申请对此不做限制。所述弹簧158一端与基架151相连接，另一端与所述辅摆杆1522相连接。弹簧158可通过连接杆与辅摆杆1522相连接，也可直接与辅摆杆1522相连接，本申请在此不做限制。
在本实施例的一些可选的实现方式中，所述末端摆杆154通过双向偏摆机构155安装在绝缘杆152上。双向偏摆机构155可为带有限位止挡的转轴。
在本实施例的一些可选的实现方式中，可通过紧固螺母157调整基架151与上转向装置170之间的距离。
实施例五
本申请的又一些实施例中，所述走行机构10上设有导向轮组180，所述导向轮组180安装所述车架上，且与所述悬挂式轨道结构40的侧壁贴合。导向轮 组180包括分别安装在车架四角处的导向轮。
本申请的另一种具体实施例中，所述走行机构10上设有测距装置190，所述测距装置190用于测量所述车辆***1之间的距离。所述测距装置190包括测距传感器191、测距板192；所述测距传感器191安装在走行机构10沿行进方向的前端，所述测距板192安装在走行机构10沿行进方向的后端。
本申请的又一种具体实施例中，测距装置190包括测距传感器191和测距板192，其中，测距传感器191安装在动力走行部110沿行进方向的前端，测距板192安装在非动力走行部120沿行进方向的后端。
在本实施例的一些可选的实现方式中，走行机构10在行进方向前方的一端上设有缓冲橡胶160。
实施例六
本申请中，车厢20是用于载运乘客的主要装置，如图18-21所示，车厢20通过顶部的连接座214，与走行机构10相连接；车厢20包括车体210，车体210包括承载骨架218和包覆在承载骨架218外的蒙皮。
具体地，承载骨架218包括顶梁2181和底梁2182，顶梁2181和底梁2182之间通过连接柱2184相连接；蒙皮包括内蒙皮216和外蒙皮217，内蒙皮216安装在承载骨架218内侧；外蒙皮217安装在承载骨架218外侧；内蒙皮216和外蒙皮217之间留有间隙，所述间隙内能够用来布置线路。将线路安装在间隙内，不仅使车体210内更加美观、整洁，也减少了线路外露容易引发漏电事故的风险。相应的，可以在内蒙皮217上开设检修口，方便进行检修。
在本实施例的一些可选的实现方式中，所述外蒙皮217的材质为碳纤维，所述内蒙皮216的材质为玻璃钢。
承载骨架218位于行进方向上的两侧分别设有侧墙板212。其中一个侧墙板212上开设有通风窗2121，另一个侧墙板上安装有车门211，承载骨架218位于行进方向上的前侧和后侧设有观光窗213。
在本实施例的一些可选的实现方式中，车门211为电动平移门。
进一步地，如图25-28所示，所述承载骨架218位于底梁2182上方安装有 底板2183，底板2183上设有电气安装箱230，电气安装箱230用于放置车厢20内的电气设备，如蓄电池、电控箱等；电气安装箱230上部安装有可拆卸的坐垫231，坐垫231与电气安装箱230组合形成乘客座椅，坐垫231可以集成靠背、扶手等结构，本申请对此不做限制。
在本实施例的一些可选的实现方式中，如图20-21所示，车厢20的顶部设置连接座214，所述安装座214固定在顶梁2181上，通过安装座214与吊挂装置130相连接，使得车厢20悬挂在走行机构10下面，进而经由走行机构10带动从而在轨道上运行。所述安装座214与所述吊挂装置130个数相同且一一对应，所述安装座214的中部设有用于连接吊挂装置130的连接孔。并且，为保证连接的安全可靠且运行平稳，所述安装座214底部的宽度大于顶部的宽度。
进一步地，车体210的顶部还设有裙板215，裙板215为环形结构，其竖直设置在车顶，裙板215的高度小于或等于车体210顶部到轨道40的距离。裙板215位于行进方向上的前后两侧壁顶部均向下凹陷形成裙板凹槽2151。在本实施例的一些可选的实现方式中，裙板215底部设有排水孔(未在图中标出)或者排水通道，用于将裙板215内的积水排空，排水结构不限于此两种。
本申请的一种具体实施例中，如图22-28所示，车厢20底部设有防晃装置220，防晃装置220用于车厢20进站台时稳定接地。具体的，外蒙皮217的中部沿行进方向上凹陷形成接地凹槽2171，防晃装置220安装在接地凹槽2171两侧，防晃装置220为导向防晃轮222，在一些实施例中还包括接地夹片223。接地导轮222和接地夹片223分别通过安装板安装在接地凹槽2171两侧，车厢20进站时，接地导轮222和接地夹片223夹设在站台601的接地导轨6011的两侧，完成导向及稳定接地。
需要注意的是，接地凹槽2171与接地导轨6011的形状结构相匹配，接地凹槽2171的宽度大于或等于接地导轨6011的宽度。
另外，车厢内还设置有控制***，包括多种控制子***，如车门控制***和车门防夹***；车门控制***控制车门的开启和关闭，车门防夹***用于防止车门误夹乘客；烟雾监测***，用于监测车厢内烟雾情况，遇到险情及时反 馈至中央***，旅客信息***可以及时采集乘客信息，在本实施例的一些可选的实现方式中，可以设置人机交互屏，方便乘客与中央控制中心进行沟通，照明***等，还可以与乘客移动端的APP进行信号传输，方便乘客对车辆进行预约。本申请还可以设置其他***，不局限于上述***。
实施例七
本申请所涉及的微轨交通***，还包括轨道***，用于容纳车辆***在轨道上进行运行。
具体的，如图29所示，本申请公开了一种微轨轨道***2，该***包括：散布在目标区域内的多个支撑装置30和悬挂在支撑装置30上的轨道结构40；所述轨道结构用于支撑悬挂在其上的车辆***1在目标区域内移动。
本方案中，如图30和图31所示，所述支撑装置30根据轨道结构40的整体承重情况、局部导向情况和特殊路段情况，通过等间距的方式、局部加强的方式、混合间距的方式以上三种中的至少一种的方式排布支撑装置30；例如，在长距离直行轨道结构40时，可以采用支撑装置30等间距方式排布；例如，在变向、爬坡时，可以采用局部增加多个支撑装置30的方式对受力较大段的轨道结构40进行加强支撑；例如，分流进出站时，为了配合站台601上的轨道支撑，可以采用混间距的方式，对车辆***1行驶中使用的轨道结构40和站台601内的轨道结构40进行支撑过度。进一步的，为了增加对目标区域的适应性，支撑装置30可以采用在轨道结构40的同侧布置，也可以以交错的方式在轨道结构40的两侧布置，这样可以有效躲避开运行路线上的障碍区域。
本方案中，根据目标区域的运行需求，可以将轨道结构40设计为闭合回路的形式，即可以在目标区域内进行单向循环运行；也可以将轨道设计为非闭合的形式，即从始发点发出，到达最终目的地的单程运行。
在上述微轨轨道***整体结构的基础上，如图32所示，所述支撑装置30包括：支撑立柱301和悬挑梁302；所述支撑立柱301的一端固定在承重结构303上；所述支撑立柱301的另一端与悬挑梁302固定，所述悬挑梁302用于吊装所述轨道结构40。
在实施例七中，如图33和图34所示，根据轨道结构40在目标区域内布置的情况，轨道结构40可以分为多种方式吊装在悬挑梁302上：第一种方式是，所述支撑立柱301的另一端固定在悬挑梁302的一侧，所述悬挑梁302的另一侧用于吊装轨道结构40；第二种方式是，所述支撑立柱301的另一端固定在悬挑梁302的正中位置，所述悬挑梁302的两侧分别用于吊装轨道结构40；第三种方式是，通过悬挑梁302的两端分别固定在两个支撑立柱301上，悬挑梁302上设置至少一个轨道结构40，若为多个时，每两个轨道结构40之间留有安全间距；第四种方式是，悬挑梁302设计为方形结构，该方形结构的其中一条边的正中位置固定在支撑立柱301的另一端，所述方形结构的悬挑梁302的与支撑立柱301固定一侧的对侧的边上设有至少一个轨道结构40。通过上述两种方式的结合使用，可以根据目标区域的实际地面使用空间情况缩减支撑装置30的数量，并更加集中紧凑布置整体轨道结构40，最大程度的节省目标区域的使用空间。
在实施例七中，如图35和图36所示，所述支撑立柱301上设有多层轨道结构40，每层轨道结构40通过悬挑梁302吊装；在同一侧的每两层轨道结构40之间的距离至少能够容纳车辆***1整体结构。通过设置多层轨道结构40，可以保证不增加线路的占地面积的基础上，有效增加线路上的车辆***1运行数量，从而提高运营效率，减少占地使用面积。此外，通过此设计可以节省用于离线站台401的旁路轨道结构40的占地面积，实现在同一小范围区段内既能实现车辆***1主干线的运行，又能方便乘客换站乘车。另外，通过此设计可以直接省去站台结构60，在对应车辆***1停靠的位置设置扶梯614和护栏，乘客通过扶梯614到达相应层的候车区，待车辆***1停靠稳后，护栏开启，乘客进入车辆***1后，关闭车门和护栏，实现灵活停靠，小额度量随载乘客的目的，从而缓解主站台401人流拥挤的问题。
在实施例七中，为了加强支撑立柱301对悬挑梁302的支撑，在设置轨道结构40的一侧设置加强筋417，所述加强筋417的一侧与支撑立柱301焊接固定，其另一侧与悬挑梁302焊接固定。
在实施例七中，如图37和图38所示，所述悬挑梁302上设置有固定板304，该固定板304的边缘与悬挑梁302焊接固定，所述固定板304的板体通过固定件与轨道结构40固定；所述固定板304通过焊接固定、螺栓固定等方式与悬挑梁302和轨道结构40固定。进一步的，为了加强固定板304与悬挑梁302的刚度，在固定板304上设置多个加强筋417，所述加强筋417的一侧与固定板304固定，其另一侧与悬挑梁302固定。
在实施例七中，为了降低支撑装置30整体结构的重量，所述支撑立柱301和悬挑梁302均为空心的箱型结构，支撑立柱301和悬挑梁302均采用钢型材或其他满足需求的材料。
在实施例七中，如图39所示，所述承重结构303的其中一部分预埋至地面下，用于与地面结合形成承重部分；所述承重结构303的另一部分露出地面，并通过加固结构309与支撑立柱301的一端固定，形成对悬挑梁302和轨道结构40的支撑部分。本实例中，承重结构303包括：基台305和基柱306；基台305预埋在地面以下，所述基柱306的一端基台305的上表面固定，另一端露出地面。
在实施例七中，如图39所示，所述基台305包括：基座307和设置在基座307上的斜台308，基柱306的一端与基台305的上表面固定。在本实施例的一些可选的实现方式中，所述基座307、斜台308和基柱306为一体结构，可以选择钢筋混凝土灌注，也可以采用一体化的金属材料外表面镀上抗氧化材料。本实例中，考虑到轨道结构40吊装在悬挑梁302上的方式为两种，由于两种吊装的方式对支撑立柱301和基底结构的受力方式不同，因此，对于承重的重要结构基台305作了进一步优化；具体分为如下两种情况：第一种情况，轨道结构40悬挂在悬挑梁302单侧，此时，轨道结构40通过支撑立柱301和基柱306对基台305的单侧应力较大，因此，如图40所示，为了克服单侧应力较大的问题，将斜台308设计为沿轨道结构40设置方向的铅锤截面为非等腰梯形，沿车辆***1行驶方向的铅锤截面为等腰梯形，这样，斜台308沿轨道结构40设置方向的长腰对应设置在轨道结构40所在一侧；根据材料力学分析可知，沿车辆 ***1行驶方向基台305受力均匀，轨道结构40所在一侧通过支撑立柱301和基柱306对基台305的应力可以通过如上所述的非等腰斜台308结构克服，防止轨道结构40对承重结构303的损坏。第二种情况，轨道结构40悬挂记载悬挑梁302的两侧，此时，轨道结构40通过支撑立柱301和基柱306对基台305的应力为正应力，应力集中在基台305的正表面，因此，如图41所示，将斜台308的沿轨道结构40设置方向的铅锤截面和沿车辆***1行驶方向的铅锤截面均设计为等腰梯形，这样，沿车辆***1行驶方向基台305受力均匀，悬挑梁302两侧的轨道结构40对基台305的应力合力是正对基台305正表面的，不会轨道结构40对承重结构303产生单侧应力的损坏。
在实施例七中，如图42所示，所述加固结构309包括：垫板310和多个加强筋417；所述垫板310通过固定螺栓固定在露出地面部分的地基上，在本实施例的一些可选的实现方式中，垫板310利用多个固定螺栓穿过设置在垫板310四周的螺栓孔固定在露出地面部分的承重结构303上；所述加强筋417均布在支撑立柱301四周，其一侧与支撑立柱301焊接固定，其另一侧与垫板310焊接固定。
在实施例七中，如图43所示，所述支撑装置30的支撑立柱301上进一步设置有照明设备311，所述照明设备311包括：LED灯312和照明配电装置313；所述LED灯312设置在不影响车辆***1运行的位置，同时保证车辆***1运行时不对灯光有遮挡。所述照明配电装置313设置在固定在支撑立柱301上的配电箱内。所述配电箱内设置的所有配电装置均可以从地面下布置的供电电缆取电，也可以统一由配电箱内的一个总配电装置为其他用电设备配电。所述支撑立柱301上进一步设置检修梯314，便于工作人员对微轨轨道***进行检修和维护。
实施例八
在上述微轨轨道***结构的基础上，如图44所示，所述轨道结构40包括：悬挂在支撑装置30中悬挑梁302上的多个具有开口的箱型轨道401；所述箱型轨道401内部用于承载车辆***1的走行机构10，所述车厢20和走行机构10 之间的吊挂装置130穿过所述开口，并能够在所述开口内往复移动。
在实施例八中，所述箱体的开口可以设置箱体的底部、箱体的单侧或箱体的两侧。当开口设置在箱体底部时，所述走行机构10通过吊挂装置130吊住车厢20，走行机构10在箱型轨道401内移动的同时拉住车厢20，并带动车厢20在轨道上移动。
当开口设置在箱体的单侧时，所述走行机构10通过吊挂装置130吊住车厢20，走行机构10在箱型轨道401内移动的同时通过从箱体侧面开口伸出的吊挂装置130吊住车厢20，并带动车厢20在轨道上移动；这种侧面开口的轨道形式可以进一步延伸至多种应用场景中，例如在楼房墙体上、观光的山体上、坝堤侧墙上等开设轨道空间和开口，并利用钢筋混凝土等加固方式进一步加固轨道的强度，将走行机构10置于轨道空间内，与走行机构10连接的吊挂装置130从开口中伸出轨道空间，并吊住车厢20，走行机构10在箱型轨道401内移动的同时，利用吊挂装置130带动车厢20移动。
当开口设置在两侧时，此时箱体中间会设置与轨道顶部和底部固定的支撑架，用于支撑住轨道顶部，由支撑架隔开的箱体内部的两个空间中分别设置走行机构10，每个走行机构10均通过吊挂装置130与车厢20固定，走行机构10在箱型轨道401内移动的同时吊住车厢20，并带动车厢20在轨道上移动。本方案中优选地采用箱体轨道底部开口。
在实施例八中，如图45所示，每个箱型轨道401的外部设置有多个加强框405，所述多个加强框405等间距的套设在箱型轨道401的外部；所述加强框405通过焊接的方式固定在轨道外部；在本实施例的一些可选的实现方式中，所述箱型轨道401外部每隔0.8米到1.2米设有一个加强框405。
在实施例八中，每个箱型轨道401的端部设置有连接框406，当两个轨道对接时，利用紧固件穿过预设在连接框406上的螺纹孔，将两个箱型轨道401端部对接处固定。
实施例九
在上述微轨轨道***结构的基础上，考虑到在实际应用中，某些轨道段会 由于使用时出现的热胀冷缩现象，导致轨道产生微变形，因此，如图46所示，该特殊轨道段的两个轨道连接处设置一段间隙404，利用该间隙404克服轨道使用过程中的微变形问题。同时，为了保证留有间隙404的两个轨道能够稳固连接，需要在两个箱型轨道401外部套设一个衔接结构402，以对两个轨道进行稳固支撑固定；同时，为了保证车厢20与走行机构10之间的吊挂装置130顺利通过，所述衔接结构402上开设有与箱型轨道401上开口相匹配的开口，吊挂装置130同时穿过箱型轨道401和衔接结构402上的开口，以使吊挂装置130能够顺利在轨道和衔接结构402的开口内移动。在本实施例的一些可选的实现方式中，所述间隙404的宽度为20毫米到40毫米。
此外，所述衔接结构402的一部分套接在前一个箱型轨道401外部，所述衔接结构402的另一部分套接在后一个箱型轨道401外部，在本实施例的一些可选的实现方式中，所述衔接结构402套接两个轨道的部分为等长。本实例中，在使用衔接结构402连接两个箱型轨道401时，箱型轨道401在此处连接的端部不再设置连接框406。
在实施例九中，由于设置了该间隙404，当走行机构10经过此间隙404时，会产生颠簸，因此，如图47所示，在通过衔接箱403连接的每两个箱型轨道401端部的对接处的底部设置过渡板407和用于容纳所述过渡板407的过渡空间，通过过渡板407对走行机构10经过此处时进行缓冲过渡，防止走行机构10产生颠簸；在本实施例的一些可选的实现方式中，两个箱型轨道401端部的对接处的开口两侧分别设置一个过渡板407。其中，所述过渡板407为三角形型材、方形型材、椭圆形型材等，在本实施例的一些可选的实现方式中，所述过渡板407为等腰三角形型材，所述等腰三角形型材的长边与轨道开口边缘平齐，所述过渡板407的与走行机构10接触的表面与轨道底部的与走行机构10接触的表面平行。
在实施例九中，保留所述间隙404存在的基础上，所述过渡空间为两个箱型轨道401底部对接处预留的与过渡板407外边缘形状相匹配的边缘之间的区域，即所述过渡空间为两个箱型轨道401底部对接处预留的与等腰三角形型材 的短边斜度相同的楔形边缘之间的区域，所述过渡板407与楔形边缘之间间隔5毫米到10毫米的空隙418。为了便于固定过渡板407，所述过渡板407上设有多个固定孔，所述过渡板407利用焊接固定或螺栓固定的方式与所述固定孔配合固定所述衔接箱403。
在实施例九中，如图48所示，所述衔接结构402为两端开口的箱型结构，该箱型结构的底部开设有与箱型轨道401上开口相匹配的开口，即所述衔接结构402为两端开放，且底部开口的衔接箱403。所述衔接箱403的总长度为1.2米到1.5米；所述衔接箱403的厚度为10毫米到15毫米。为了保证衔接箱403处轨道的刚度，在所述衔接箱403的外部也设置有多个加强框405，所述多个加强框405等间距的套设在衔接箱403的外部；所述加强框405通过焊接的方式固定在衔接箱403外部；在本实施例的一些可选的实现方式中，所述衔接箱403外部每隔0.2米到0.3米设有一个加强框405。所述轨道结构40通过衔接箱403上设置的加强框405与支撑装置30上的固定板104固定。
实施例十
在上述微轨轨道***结构的基础上，如图49至图51所示，所述微轨轨道***包括：直线段413、曲线段414和坡路段415；所述直线段413包含实施例八和实施例九所述的轨道结构40；所述曲线段414和坡路段415均包含实施例八所述的轨道结构40。
在实施例十中，如图49所示，为了保证转弯过程中车厢20的安全性和走行机构10的可通过性，所述曲线段414的弯曲角度需要根据所述走行机构10的转弯半径进一步确定，即所述曲线段414的弯曲角度与所述走行机构10的转弯半径相匹配。
在实施例十中，如图50所示，所述坡路段415除了包括实施例八中所述的基本结构外，还包括设置在轨道底部内表面的防滑结构416，所述防滑结构416为防滑橡胶或具有防滑棱的防滑板；进一步的，为了保证转弯过程中车厢20的安全性和走行机构10的可通过性，所述坡路段415的铅垂方向的弯曲角度需要根据所述走行机构10的爬坡动力和爬坡半径确定，即所述坡路段415的铅锤 方向的弯曲角度要与所述走行机构10的爬坡动力和爬坡半径相匹配。通过所述直线段413、曲线段414和坡路段415的配合，可实现单条路线的拐弯、上下坡和普通行进。
实施例十一
在上述微轨轨道***结构的基础上，如图51和图52所示，所述微轨轨道***包括：用于与走行机构10配合变换行驶路线的道岔结构50。所述道岔结构50包括：道岔上板501、第一道岔侧板502、道岔下板503和第二道岔侧板504；所述道岔上板501、第一道岔侧板502、道岔下板503和第二道岔侧板504依次固定围成的一个具有合并端和分离端的转向空间，所述走行机构10能够在所述转向空间内进行行驶路线的变换。如图53所示，所述道岔上板501的下表面设有第一导向板505和第二导向板506，所述第一导向板505和第二导向板506在所述合并端处固定连接，所述第二导向板506的弯曲方向朝向第一导向板505，即所述第二导向板506在所述分离端向背离第一导向板505的方向对车厢20进行导向，所述第一导向板505和第二导向板506之间形成的夹角为10°到15°。
如图54所示，为了配合车厢20与走行机构10之间吊挂装置130的移动，所述道岔下板503分别设有第一导向口和第二导向口，所述第一导向口和第二导向口在所述合并端交汇，并分别对应第一导向板505和第二导向板506的位置在分离端分离。由于道岔下板503上开设有第一导向口和第二导向口，且第一导向口和第二导向口在所述合并端交汇，并在分离端分离，因此，道岔下板503被分割为三部分，第一部分与第一道岔侧板502连接、第二部分悬空，第三部分与第二道岔侧板504连接，这样就出现了第二部分悬空无支撑的问题。
本实例中，所述道岔结构50的分离端进一步设有分离架510，所述分离架510分别与道岔上板501和悬空部分的道岔下板503固定，这样即可以解决道岔下板503悬空部分的支撑，又可以分别与第一道岔侧板502和第二道岔侧板504形成两条分离轨道，协助导向板和导向口在转向空间中对车厢20进行导向和变换行驶路线。即，所述分离架510的一侧与道岔上板501、第一道岔侧板 502、第一导向口和道岔下板503围成第一条分离轨道；所述分离架510的另一侧与道岔上板501、第二道岔侧板504、第二导向口和道岔下板503围成第二条分离轨道。如图46所示，在本实施例的一些可选的实现方式中，所述分离架510采用板型型材；板型型材被弯曲成空心的三角形结构形分离架510。
所述走行机构10从道岔结构50的合并端或分离端进入后，利用走行机构10上设置的转向轮和导向板相配合对车厢20进行导向的过程中，由于道岔结构50中间具有空置区域，走行机构10在道岔结构50的导向空间中会出现一段单侧悬空状态，此时，转向轮倚靠在导向板上，作为走行机构10的导向支撑，平稳的将走行机构10从单侧悬空状态过渡到有轨支撑状态；若走行机构10从合并端进入，则恢复双侧有轨支撑状态的轨道部分通过道岔下板503的第一部分和道岔下板503的悬空部分或道岔下板503的第三部分和道岔下板503的悬空部分提供；若走行机构10从分离端进入，则恢复双侧有轨支撑状态的轨道部分通过道岔下板503的第一部分和道岔下板503的第三部分提供。
具体的转向方式如下所示：在通过道岔，并转向过程中，所述走行机构10上设置的上转向轮1714在到达道岔结构50之前的轨道中，需将当前的位置跳转至第二导向板506的设置方向(即，若上转向轮1714的当前位置不在第二导向板506的设置方向，则上转向轮1714需从当前位置跳转至第二导向板506的设置方向；若上转向轮1714的当前位置已经在第二导向板506的设置方向，则上转向轮1714不需要进行跳转)；当走行机构10进入道岔结构时，上转向轮1714倚靠住第二导向板506，并按照第二导向板506的导向方向带动车厢20改变行进方向，当走行机构10行驶到道岔结构50分离端时，车厢20完成轨道变换，随后进入与分离端连接的新路线轨道，并按照变换后的新路线轨道继续行驶。
在通过道岔但车厢20不转向过程中，所述走行机构10上设置的上转向轮1714在到达道岔结构50之前的轨道中，需将当前的位置跳转至第一导向板505的设置方向(即，若上转向轮1714的当前位置不在第一导向板505的设置方向，则上转向轮1714需从当前位置跳转至第一导向板505的设置方向；若上转向轮 1714的当前位置已经在第一导向板505的设置方向，则上转向轮1714不需要进行跳转)；当走行机构10进入道岔结构时，上转向轮1714倚靠住第一导向板505，并按照第一导向板505的导向方向带动车厢20保持原行进方向，当走行机构10行驶到道岔结构50分离端时，车厢20完成通过道岔结构50，并且不变换行驶方向，随后进入与分离端连接的原行驶方向的轨道，并按照原行驶路线继续行驶。
在实施例十一中，如图51所示，为了配合道岔结构50中第一导向板505和第二导向板506的导向操作，在所述道岔结构50的道岔下板503的下表面进一步设有第三导向板511，在本实施例的一些可选的实现方式中，分别在靠近第一道岔侧板502一侧和靠近第二道岔侧板504一侧的道岔下板503下表面固定第三导向板511。
在通过道岔，并转向过程中，所述走行机构10上设置的下转向轮1724在到达道岔结构50之前的轨道中，需与上转向轮1714同步将当前的位置跳转至第二导向板506的设置方向(即，若下转向轮1724的当前位置不在第二导向板506的设置方向，则下转向轮1724需从当前位置跳转至第二导向板506的设置方向；若下转向轮1724的当前位置已经在第二导向板506的设置方向，则下转向轮1724不需要进行跳转)；当走行机构10进入道岔结构时，下转向轮1724倚靠住靠近第二道岔侧板504一侧的第三导向板511，在上转向轮1714按照第二导向板506的导向方向带动车厢20改变进方向的同时，下转向轮1724作为辅助转向的作用，协助上转向轮1714对车厢20进行转向过渡，当走行机构10行驶到道岔结构50分离端时，车厢20完成轨道变换，随后进入与分离端连接的新路线轨道，并按照变换后的新路线轨道继续行驶。
在通过道岔但车厢20不转向过程中，所述走行机构10上设置的下转向轮1724在到达道岔结构50之前的轨道中，需与上转向轮1714同步将当前的位置跳转至第一导向板505的设置方向(即，若下转向轮1724的当前位置不在第一导向板505的设置方向，则下转向轮1724需从当前位置跳转至第一导向板505的设置方向；若下转向轮1724的当前位置已经在第一导向板505的设置方向， 则下转向轮1724不需要进行跳转)；当走行机构10进入道岔结构时，下转向轮1724倚靠住靠近第一道岔侧板502一侧的第三导向板511，在上转向轮1714按照第一导向板505的导向方向带动车厢20保持原行进方向的同时，下转向轮1724作为辅助转向的作用，协助上转向轮1714对车厢20进行通过道岔时车厢20的支撑过渡，当走行机构10行驶到道岔结构50分离端时，车厢20完成通过道岔结构50，并且不变换行驶方向，随后进入与分离端连接的原行驶方向的轨道，并按照原行驶路线继续行驶。
在实施例十一中，如图51和图55所示，走行机构10通过道岔结构50时，有一段距离为单侧悬空状态，此时走行机构10需要依靠上转向轮1714倚靠住第一导向板505或第二导向板506的支撑力和下转向轮1724倚靠第三导向板511的支撑力，支撑住悬空一侧的走行机构10顺利通过1米至1.2米长的悬空区域。为了保证悬空通过悬空区域时转向轮能够牢固的倚靠住导向板，所述第一导向板505和第二导向板506的高度设计为20毫米到30毫米，所述第三导向板511的高度设计为50毫米到70毫米；其中，所述第三导向板511的高度括用于导向部分的高度和用于固定岔道外部加强框405的部分的高度，所述第三导向板511导向部分的高度和固定部分的高度比为1:1。
在实施例十一中，在走行机构10从单侧悬空状态恢复到有轨支撑状态时，需要借助分离架510和固定在其下端的悬空部分的道岔下板503，使走行机构10恢复到双侧有轨支撑，此时，走行机构10由于单侧支撑会有微小的倾斜，当走行机构10接触到分离架510时，与分离架510连接的悬空部分的道岔下板503的前端会对走行机构10中的轮对有阻挡，这种阻挡虽然较小，但是对于中低速运行的走行机构10来说会产生一定的颠簸，还会对走行机构10上的轮对产生磨损，因此，如图56和图57所示，为了配合走行机构10从单侧悬空状态恢复到有轨支撑状态，本实例中，将与分离架510连接的悬空部分的道岔下板503的前端位置向下调整一段距离，即与分离架510连接的悬空部分的道岔下板503的前端的位置向下弯曲1毫米至2毫米，以使有微小倾斜的走行机构10中处于悬空位置的轮顺利的接触到与分离架510连接的悬空部分的道岔下板 503的前端，从而对走行机构10从单侧悬空状态恢复到双侧有轨支撑状态进行衔接过渡，避免走行机构10产生颠簸和对走行机构10中轮对的磨损。
在实施例十一中，如图58所示，为了防止第一导向板505和第二导向板506在所述合并端的连接处对上转向轮1714的运行有遮挡或对上转向轮1714有划损，在第一导向板505和第二导向板506的连接处增加连接结构507，以克服对上转向轮1714的运行遮挡或对上转向轮1714的划损问题；在本实施例的一些可选的实现方式中，所述连接结构507为圆弧形板体，所述第一导向板505和第二导向板506分别与圆弧形板体的两个直线边缘固定，或者，所述连接结构507为圆柱体，第一导向板505和第二导向板506以与圆柱体切线连接的方式固定，在本实施例的一些可选的实现方式中，所述连接结构507为空心圆柱体。由于缓冲结构508设计为弧形结构，可以避免棱角连接对转向轮造成的运行遮挡和划损问题。
在实施例十一中，如图58所示，为了更好的将上转向轮1714从空置位置过渡到第一导向板505或第二导向板506上，分别在所述连接结构507与第一导向板505和第二导向板506之间设置第一缓冲结构508和第二缓冲结构508；第一个缓冲结构508的一端与第一导向板505焊接固定，其另一端与连接结构507焊接固定；第二个缓冲结构508的一端与第二导向板506焊接固定，其另一端与连接结构507焊接固定。本实例中，所述缓冲结构508可以为平面结构的缓冲板509；所述缓冲板509与导向板不在同一平面上，并且，所述缓冲板509向所述第一导向板505和第二导向板506的汇聚方向偏离；在本实施例的一些可选的实现方式中，所述缓冲板509的偏离角度为3°到5°，当上转向轮1714接触到缓冲板509后，逐渐过渡到第一导向板505或第二导向板506上，避免上转向轮1714对导向板的直接冲击，避免对导向板的损坏。所述缓冲结构508还可以设计为或弧形结构的缓冲板509，所述弧形板体的弯曲方向背离所述第一导向板505和第二导向板506的汇聚方向；在本实施例的一些可选的实现方式中，所述弧形板体的弯曲半径为1米到1.1米。
在实施例十一中，所述第一导向板505和第二导向板506还可以直接通过 缓冲结构508固定连接在所述道岔结构50合并端的道岔上板501的下表面。此时，缓冲结构508可以为平面板体或曲面板体，将板体进行弯曲，定型处理后，形成U型结构；直接将该U型结构焊接在道岔上板501下表面的预设位置，U型结构的一端与第一导向板505的一端连接，其另一端与第二导向板506的一端连接。通过这样的设计，可以省去连接结构507的使用，节省制造材料和加工成本。通过这个U型结构，即可以克服对上转向轮1714的运行遮挡或对上转向轮1714的划损问题，又可以顺利的将上转向轮1714从空置位置过渡到第一导向板505或第二导向板506上。
在实施例十一中，如图51所示，为了保证道岔结构50的强度，在道岔结构50的外部设置多个加强框405，以保证道岔结构50整体的强度。本实例中，所述加强框405可以通过焊接的方式固定在道岔结构50外部。进一步的，根据道岔结构50各部位的实际强度需求，任意调整加强框405的固定位置。为了保证导向板的强度，在第一导向板505和第二导向板506之间增加多个加强筋217，以保证导向板的强度，进一步提高对转向轮的支撑能力。为了保证悬空部分的道岔下板503的强度，在该部分的道岔下板503下表面增加多个横竖交错的加强筋217，以保证悬空部分的道岔下板503能够有足够的强度承载运行中的走行机构10。为了便于道岔结构50与其他轨道结构40连接，在道岔结构50的与其他轨道的连接端设置连接框406，利用螺栓穿过预设在连接框406上的通孔，将道岔结构50与其他轨道结构40固定。
实施例十二
在上述微轨轨道***结构的基础上，如图44和图59所示，所述箱型轨道401的内壁上设有供电模块408，所述供电模块408与走行机构10上的受电装置配合为车厢20和走行机构10供电。若所述箱型轨道401为下开口时，则所述供电模块408设置在箱型轨道401的侧壁内表面；若所述箱型轨道401为两侧开口时，则所述供电模块408设置在箱型轨道401中间的支撑架上。
本实施例十二中，所述供电模块408为滑触线409，所述滑触线409利用固定装置410沿车厢20行驶方向固定在箱型轨道401上，所述滑触线409在箱 型轨道401内的高度要与走行机构10上的受流器150的高度相匹配。所述固定装置410包括：用于固定滑触线409的多个支撑座411；所述支撑座411利用固定螺栓同时穿过支撑座411和预先设置在箱型轨道401侧壁或支撑架上的通孔，在利用螺帽将支撑座411固定在箱型轨道401的侧壁或支撑架上。为了防止紧固件的松脱可以在螺栓与箱型轨道401的侧壁或支撑架之间增加锁紧垫圈。所述多个支撑座411等间距的设置在箱型轨道401的侧壁或支撑架上。所述固定装置410进一步包括：用于盖住裸露在外部的螺栓和螺帽的端盖412。本实例中，由于滑触线409引入的是220V交流电，因此所述支撑座411采用绝缘材料制成，防止滑触线409与轨道形成导电，造成安全隐患。
实施例十三
如图60所示，在上述微轨轨道***结构的基础上，所述微轨轨道***还包括：用于为旅客提供集中等候和乘车地点的站台结构60。所述站台结构60设置在微轨轨道***中的轨道结构40下方。在本实施例的一些可选的实现方式中，运行线路可以分为主运行线路和旁路运行线路，站台601可以设置在主运行线路的下方，也可以设置在旁路运行线路的下方，站台结构60设置在微轨轨道***中的旁路轨道的下方，不影响主运行干线轨道的正常运营。
在实施例十三中，主运行线路或旁路运行线路的轨道结构40可以通过坡路段415将高空位置的轨道结构40下落到低空位置，所述站台601设置在低空位置的轨道结构40的下方。此时，站台601可以设计为低空站台601，也可以设计为地面站台601，更加灵活的适应目标区域的实际环境。
在实施例十三中，所述站台结构60包括：设置在悬挂式轨道结构40下方的用于车厢20停靠和旅客等候的站台601、站台立柱602和支撑梁603；所述站台立柱602固定在站台601上，所述支撑梁603与站台立柱602焊接固定。穿过站台601上方的轨道结构40通过多个站台立柱602和支撑梁603吊装固定在站台601上；车厢20通过设置在轨道结构40内的走行机构10和用于连接车厢20和走行机构10的吊挂装置130悬挂在轨道结构40和站台601之间。所述站台结构60上设有控制室604、会议室605和检修库606以上三种结构中的至 少一种。
在实施例十三中，所述站台601通过支撑架构架设在半空中形高架站台601。本实例中，高架站台601的高度可以根据轨道结构40的设置高度而改变。此时，高架站台601的下方可以设置控制室604和/或会议室605；所述控制室604和/或会议室605的基础和支撑结构均采用站台结构60的站台基础和支撑架构；所述控制室604和/或会议室605的墙体结构固定在所述支撑架构上。如图61所示，控制室604和/或会议室605设置在站台601下方，控制室604和/或会议室605的四周墙壁均通过站台601的支撑架构固定，控制室604和/或会议室605的地基直接采用站台结构60的地基，充分利用了高空站台601下方的使用空间，减少建设用地。所述检修室可以根据站台601的占地空间和使用情况，调整设置站台结构60上的位置，设置时以节省使用空间，方便维修为准。
在实施例十三中，如图62所示，所述站台结构60与检修库606集成在一起，检修库606的库房408和站台结构60的外部框架合二为一，大大节省了建设成本，检修库606中设置有检修平台607，所述高架站台601和支撑装置30分别设置在检修平台607两侧，从主运行线路分支出来的其中一条旁路线路引入库房608，旁路线路的轨道结构40的末端与检修平台607连接，便于车厢20入库检修；为了进一步便于检修，分别在高架站台601的侧面和下方设置有检修扶梯614和检修库房606。
在实施例十三中，所述站台结构60包括：站台顶609、站台外护栏613、等候护栏610和自动售票装置612。所述站台顶609通过多个站台立柱602固定在旁路轨道的上方。所述站台外护栏613围绕站台601四周布置，防止外部人员随意进入。所述等候护栏610上设有塞拉门611，并设置在旁路轨道两侧的站台601上，防止等候人员误入车厢20停靠区，造成不必要的人员伤害。所述自动售票装置612设置在站台结构60的出入口。若采用高空站台601的形式，还可以进一步设置电梯或扶梯614便于旅客到达站台601。
在实施例十三中，所述站台结构60包括：设置在沿车厢20行驶方向的站台601边缘处的挡板。在本实施例的一些可选的实现方式中，在车厢20驶出和 驶出侧的站台601边缘均设置有挡板。所述挡板可以以垂直方向翻转、水平方向翻转、垂直方向平移或水平方向平移的方式实现开闭。例如，所述挡板与站台601边缘铰接，并通过多个翻转连杆与站台601固定；所述翻转连杆通过翻转电机和齿轮组实现对挡板的翻转。常规状态下，站台601上的挡板均处于垂直于站台601上表面的状态，当车厢20即将驶入时，车厢20驶入侧的翻转连杆通过翻转电机和齿轮组的驱动，带动挡板运动，并到达与站台601的上表面水平的位置，以使车厢20能够顺利的驶入站台601，待车厢20顺利驶入站台601后，翻转连杆再次通过翻转电机和齿轮组的驱动，带动挡板回到初始位置。当车厢20即将驶出站台601时，车厢20驶出侧的翻转连杆通过翻转电机和齿轮组的驱动，带动挡板运动，并到达与站台601的上表面水平的位置，以使车厢20能够顺利的驶出站台601，待车厢20顺利驶出站台601后，翻转连杆再次通过翻转电机和齿轮组的驱动，带动挡板回到初始位置。例如，所述挡板与站台601的护栏413的铰接，通过驱动装置实现挡板的水平方向的翻转。例如，所述挡板设置为塞拉门的形式，固定在站台601边缘处。
实施例十四
如图63所示，在上述微轨轨道***结构的基础上，所述微轨轨道***还包括：用于在车厢20运营过程中出现突出状况时，对乘客进行高空救援的救援结构70。所述救援结构70包括：救援平台701和疏散通道702。所述救援平台701设置在车厢20下方，并不影响车厢20的正常形式运营；所述疏散通道702的一端通过固定装置410固定在救援平台701上，另一端固定在地面上。本实例中，所述救援结构70可以在全运行线路中布置，也可以在区间段内设置，具体可以根据微轨轨道***的设置区域灵活调整。
在实施例十四中，所述救援平台701可以直接固定在支撑立柱301的预定位置，保证乘客从车内走出时能够较为方便的踩踏到救援平台701上。所述救援平台701也可以通过升降装置和翻转装置设置在支撑立柱301上；在车厢20正常运营时，救援平台701是收起状态，救援平台701与支撑立柱301平行设置，在出现突发状况时，利用翻转装置将救援平台701展开，形成与支撑立柱 301垂直的状态，并利用升降装置将救援平台701升至适当高度，对乘客进行救援。
在实施例十四中，所述翻转装置包括：翻转电机和液压连杆，所述翻转电机设置在支撑立柱301内，通过支撑立柱301上的设备箱供电；翻转电机驱动液压连杆实现救援平台701的伸展和收起；所述液压连杆的一端固定在升降装置上，另一端用于固定救援平台701；本实例中，为了保证救援平台701的稳定性，可以通过多个液压连杆固定支撑救援平台701。
在实施例十四中，所述升降装置包括：升降电机、齿条板和齿轮板；所述升降电机设置在支撑立柱301内，通过支撑立柱301上的设备箱供电；所述齿条板沿铅锤方向设置在支撑立柱301内，升降电机驱动齿轮板在齿条板上运动，实现救援平台701的升降。其中，所述液压连杆的一端固定在齿轮板上，另一端用于固定救援平台701。
在实施例十四中，所述疏散通道702可以为空心圆柱形结构，乘客可进入圆柱形结构内，通过滑行到达地面；所述疏散通道702也可以为扶梯614，乘客可以直接通过扶梯614走到地面。在布置疏散通道702的过程中，尽量保证疏散通道702不影响车厢20的正常运营；例如，在微轨轨道***全线设置救援结构70时，疏散通道702可以设置在轨道结构40的两侧；例如，在微轨轨道***的某些区段设置救援结构70时，疏散通道702既可以设置在轨道结构40的两侧，也可以设置在救援平台701的两端。本实例中，所述疏散通道702进一步可以设置成可伸缩结构，以适应救援平台701升降后的救援位置。
在实施例十四中，为了进一步保证乘客的安全，可以在救援平台701的表面设置防滑结构416；所述防滑结构416可以为棱状结构，也可以是橡胶材料等。进一步的，可以救援平台701的两侧设置护栏，避免乘客在高空出现掉落的危险；所述护栏设置的位置不影响疏散通道702的设置位置。
实施例十五
如图64所示，本申请还涉及一种微轨调度控制***，所述微轨调度控制***与车辆***、轨道***配合使用，共同实现整体微轨交通***的作用。
在本申请的一种实施例中，所述调度控制***包括：调度控制中心、轨旁通信模块和车辆控制模块；所述轨旁通信模块设置在微轨轨道***上，所述车辆控制模块设置在微轨车辆***中；
所述车辆控制模块将微轨车辆***的位置信息和/或速度信息发送给轨旁通信模块，所述轨旁通信模块将所述位置信息和/或速度信息发送至调度控制中心，调度控制中心根据所述位置信息和/或轨旁通信模块，向所述轨旁通信模块发送调度指令，所述轨旁通信模块将所述调度指令发送至调度控制中心。
具体地，所述轨旁通信模块具体包括：轨旁RF通信模块，所述轨旁RF通信模块设置在微轨轨道***上，每两个相邻的轨旁RF通信模块之间为一个控制区间，控制区间长度按最长车辆、满载、最高允许速度、最不利制动率及最小车辆运行间隔时间等严格条件来设计，最终经过大量的实验和实际应用，将每两个相邻的轨旁RF通信模块之间的间距设定为4m至15m，例如12m。这样每个控制区间的范围也就是12m。微轨车辆的位置信息向后传递8个控制区间，也就是96m，将近100m。两个微轨车辆之间超过这个距离则是最为安全的。
本实施例所述的控制区间可以告知后续微轨车辆***继续前行的距离(控制区间个数)，后续微轨车辆***可根据这一距离合理的采取目标速度曲线，从而改善车辆速度控制，缩小车辆安全间隔，提高线路利用效率。而轨旁RF通信模块则设置在车辆速度控制的起点处。
每个RF通信模块都有三个作用，第一作为每个控制区间的身份标示，第二接收车辆通过该点时的车辆信息，第三是向车辆发送前方闭塞区间占用情况信息。RF通信模块作为信息传输媒介，具有较大的信息传输量和较强的抗干扰能力。通过RF通信模块向车载设备提供车辆连续曲线速度控制的信息，然后由车载设备结合固定的车辆性能数据计算出适合本车辆运行的速度/距离曲线，实现车辆的连续曲线速度控制，实现安全、高效、舒适运送乘客的目的。
进一步地，所述微轨轨道***上还布设有总线桥和现场总线，所述现场总线上设置有多个WIFI节点，多个轨旁RF通信模块之间通过总线桥与现场总线连接，所述现场总线通过网关和光纤连接到调度控制中心，所述轨旁RF通信模 块通过所述WIFI节点向调度控制中心发送微轨车辆***位置信息。
具体地，上述所述的RF通信模块、总线桥、现场总线以及设置在现场总线上的WIFI节点组成了向微轨车辆***传输安全信息的安全信息通道，其中安全信息通道中传输有微轨车辆的速度与位置保护信息、车门状态、故障制动状态以及闭塞区间占用信息等。该安全信息通道具有相对的独立性，即，即便不存在调度控制中心或调度控制中心出现故障时，微轨车辆***通过所述安全信息通道也能够对微轨车辆进行安全调度和控制。
为了能够与微轨车辆实现良好的数据信号传输效果，在微轨车辆***的车载控制模块上同样设置一个与轨旁RF通信模块结构相同的车载RF通信模块，所述轨旁RF通信模块包括电子单元和RF单元，所述RF单元通过射频天线与车载RF通信模块的射频天线实现信号传输，所述电子单元连接在RF单元和现场总线之间，用于向RF单元供电并向现场总线传输RF单元发送的信号。
进一步地，以上传输过程均是对安全信息的传输过程，另外还有一些例如视频信息和音频信息等非安全信息的传输通道，该通道主要是通过设置在微轨轨道***上的轨旁AP实现的，所述轨旁AP与设置在微轨车辆***上的车载WIFI无线连接，用于将调度控制中心发送的非安全信息传输至微轨车辆***，所述非安全信息包括视频信息和音频信息，还可以包括微轨车辆***与调度控制中心之间的上行路由申请以及下行路由规划信息等。
在微轨车辆***在微轨轨道***上行驶的过程中会遇到加速或者减速的情况，尤其是在转弯处，由于离心力以及车辆与轨道之间连接结构的影响，势必会进行减速，并且转弯处的转弯路径也会相对较长，因此，对于转弯处需要更为精准的位置定位。同样的，在车站站台内部，往往会存在比较多的微轨车辆***，因此，每个车辆之间的距离需要严格把控，因此，在车站站台内部的微轨轨道上也同样需要精确的位置定位。
为此，在微轨轨道的转弯处和车站站台中的微轨轨道上设置多个定位标签，所述定位标签通过车载RF通信模块实现调度控制中心与微轨车辆之间的位置信息传输。
所述定位标签的定位精度较RF通信模块要高，共分为两种，一种是900M电子标签，另一种是125KHZ电子标签，125KHZ电子标签较900M电子标签的定位精度更高，根据定位精度的差异以及微轨车辆在微轨轨道上的行驶情况，对RF通信模块以及两种定位标签的设置位置进行了分析。
由于RF通信模块的定位精度相对于两种定位标签较差，并且微轨车辆在直线形式过程中对于精度的要求相对较低，因此，RF通信模块主要设置在微轨轨道的直线部分，但是弯道部分和车站站台内部也可设置少量的RF通信模块用来作为调度控制中心与微轨车辆之间的信号通路。微轨轨道除了直线部分还有曲线部分，也就是弯道或者道岔部分。微轨轨道在进入弯道之前要进行减速，那么就需要判断微轨车辆在何处进入弯道，以便提前进行减速操作。同样的，在微轨车辆驶出弯道时也要判断在何处驶出弯道，以便在驶出弯道时进行加速操作。而在道岔部分，不仅有速度的改变，而且还有转向的要求。由于速度的改变和转向的变化，对于微轨车辆的定位也要相应的提高了要求。为此，需要采用精度更高的电子标签来进行定位，但是由于在正常行驶过程中，无论是在弯道部分还是道岔部分，前后车之间的间距相对还是比较大的，因此，综合运营成本和微轨车辆实际运行过程，在弯道和道岔处采用900M电子标签最为合适，设置的间隔在2m至3m之间。而在车站站台内部，由于需要等待乘客的缘故，车站站台内部的微轨轨道上往往会聚集很多车辆，而每个车辆之间的间距要远远小于车辆在行驶期间的距离。因此就务必要保证车站站台内的车辆之间的间距，以免造成危险。相应的，就要求有定位精度更高的电子标签来保证车辆之间的间距。因此，在车站站台内部设置定位精度较高的125KHZ电子标签来实现精确定位，设置的间隔在2m或一个微轨车辆的长度为宜。
在实际应用过程中，上述两种电子标签可以统一使用，即，既可以统一为900M电子标签也可以统一为125KHZ电子标签，优选统一为125KHZ电子标签，这样，既可以满足精度需求，也可以降低施工难度。另外，值得注意的是，本实施例提出的900M电子标签和125KHZ电子标签只是两种比较优化的标签类型，在实际应用中可根据实际情况选择其他电子标签类型来使用。
同时，为了进一步保证车辆的安全，走行部上设置激光测距仪或超声测距仪，结合标签精准的控制站台车辆的相对距离和停车。
进一步地，在站台上设置有控制器，所述控制器通过现场总线与调度控制中心连接。
具体地，站台上设置的控制器可以对在站台内部设置的标签和轨道正线上设置的RF模块进行集中管理，并根据接收到的标签和RF模块发送的车辆信息生成线路状态信息，并将所述线路状态信息发送给车辆以供车辆内部控制***进行决策，同时还可以将所接收到的信息进行整合后发送给调度控制中心，以便调度控制中心进行进一步的调度控制。
进一步地，所述调度控制中心包括服务器、调度终端和监控终端；所述服务器用于与总线桥和现场总线连接进行数据信息传输，所述调度终端用于人工对微轨车辆进行调度，所述监控终端用于监控微轨车辆的状态信息。
具体地，本实施例所述的调度控制中心设置有用于与总线桥和现场总线连接进行数据信息传输的服务器，而该服务器按照功能还可以分为数据库服务器、通讯服务器、应用服务器和应用接入服务器，上述所有的服务器可以独立使用也可以合并在一起使用，可根据成本和实际应用条件进行配置。工作人员或调度员可以在调度终端上进行工作，对微轨轨道上运行的微轨车辆进行人工调度。监控终端可以监控关键位置和***的工作情况，通常分为两类，一是通过设置在对应位置，如车站或线路的摄像头采集视频监控信息，二是通过传感器或电子标签采集微轨车辆的位置、速度或者变电所故障状态等信息。监控终端通过光纤与外部连接，并设置防火墙保护。同时，调度控制中心也可以在乘客或者相关工作人员需要用车或者对车辆进行检修时对相关车辆进行调用。
进一步地，所述车载控制模块具体还包括自动防护子***和自动运行子***，
所述自动防护子***用于根据微轨车辆的位置信息和/或速度信息以及线路路况信息对前后车的间距进行调整，
所述自动运行子***用于在自动防护子***的许可下，控制微轨车辆进行 启动、加速、减速、巡航、惰性和/或停车操作。
具体地，自动防护(ATP)子***是保证微轨车辆运行安全的重要设备，符合故障—安全原则，具有自检和自诊断能力。可根据线路状态、前行车辆位置等条件实现车辆速度控制，防止车辆超速，确保追踪车辆之间的安全行车间隔距离，实现车辆自动追踪运行。其主要设备包括轨旁设备、车载主机、测速传感器等，主要功能如下：
(1)连续、自动检测车辆位置，实现车辆间隔控制；
(2)确定车辆运行权限和车辆运行的最大安全速度；
(3)连续监督车辆运行速度，实现超速防护；
(4)车辆与调度控制中心通信终端以及车辆的非预期移动、任何车辆完整性电路的中观、车辆超速、车载设备故障等将产生安全性制动并报警；
(5)为车辆车门及紧急制动/停车按钮的开闭提供安全监控信息；
(6)向自动运行子***传输控制数据信息，实现对车辆运行的自动控制；
(7)与调度控制中心交换信息；
(8)显示及报警；
(9)具有自诊断、故障报警及车辆运行重要数据的记录和打印功能；
(10)测速定位；
(11)支持不同驾驶模式下的车辆运行控制；
(12)在调度命令允许下，当ATP故障或无ATP时，具有人工驾驶功能。
自动运行(ATO)子***是自动控制车辆运行的设备。在ATP***的安全保护下，根据用户输入的目的地在获得调度控制中心行车许可指令前提下，实现车辆的自动驾驶和车辆在区间运行的自动调整功能，确保达到要求的行车间隔及运行速度，并实现车辆的节能控制等。ATO子***实现车辆在区间的自动运行，控制车辆按制定的路径行车，完成对车辆的启动、加速、巡航、惰性、减速和停车的合理控制。ATO子***主要由车载主机、与车辆接口设备、驾驶模式转换接口和地面设备组成，其主要功能如下：
(1)站间自动运行；
(2)车辆运行自动调整；
(3)车辆节能控制；
(4)车站站台精确停车；
(5)车门开、闭控制，目的地确认后自动关门，到达目的地车辆停稳后自动开门；
(6)与调度控制中心、ATP子***交换信息；
(7)乘客获取路由信息；
(8)在调度命令允许下，当车载ATO设备故障或无ATO车载设备车辆时，***具有人工驾驶功能。
进一步地，当调度控制中心发生故障时，所述自动防护子***根据微轨轨道上设置的RF通信模块判断当前微轨车辆的位置信息，寻找最短路径，并通过自动运行子***根据当前微轨车辆的位置信息以及目的地的位置信息对微轨车辆进行自动驾驶。
当自动防护子***或自动运行子***发生故障时，调度控制中心通过车载RF通信模块控制微轨车辆停车或控制微轨车辆驶入安全区域。
具体的，当调度控制中心出现故障时，可以由微轨车辆结合轨旁RF通信模块来寻找路径，但其控制的优先级低于ATP子***。在车载ATP和ATO子***故障，同时车载RF通信模块正常时，线路***自动记录该车辆运行信息在调度命令运行的特殊情况下，车载ATP和ATO可以切除或故障运行。
对应地，如图65所示，本申请实施例还提供了一种微轨调度控制方法，所述方法包括：
S101，采集微轨车辆***的位置信息和/或速度信息，并将所述位置信息和/或速度信息发送至调度控制中心；
S102，接收调度控制中心发送的调度指令，并将所述调度指令发送至微轨车辆***。
具体的，在微轨轨道上设置多个轨旁RF通信模块，通过设置在微轨轨道***上的多个轨旁RF通信模块接收微轨车辆***内部设置的车载RF通信模块发 送的位置信息和/或速度信息；
所述多个轨旁RF通信模块通过现场总线将所述位置信息和/或速度信息发送至调度控制中心。
进一步的，所述多个轨旁RF通信模块设置在微轨轨道***上，在微轨轨道***上布设总线桥和现场总线，在所述现场总线上设置多个WIFI节点，多个轨旁RF通信模块之间通过总线桥与现场总线连接，现场总线通过网关和光纤连接到调度控制中心，所述轨旁RF通信模块通过所述WIFI节点向调度控制中心发送微轨车辆***位置信息。
上述所述的RF通信模块、总线桥、现场总线以及设置在现场总线上的WIFI节点组成了向微轨车辆***传输安全信息的安全信息通道，其中安全信息通道中传输有微轨车辆***的速度与位置保护信息、车门状态、故障制动状态以及闭塞区间占用信息等。该安全信息通道具有相对的独立性，即，即便调度控制中心出现故障时，微轨车辆***通过所述安全信息通道也能够对微轨车辆***进行安全调度和控制。
为了能够与微轨车辆***实现良好的数据信号传输效果，在微轨车辆***上同样设置一个与轨旁RF通信模块结构相同的车载RF通信模块，所述轨旁RF通信模块包括电子单元和RF单元，所述RF单元通过射频天线与车载RF通信模块的射频天线实现信号传输，所述电子单元连接在RF单元和现场总线之间，用于向RF单元供电并向现场总线传输RF单元发送的信号。
每两个相邻的轨旁RF通信模块之间为一个控制区间，控制区间长度按最长车辆、满载、最高允许速度、最不利制动率及最小车辆运行间隔时间等严格条件来设计，最终经过大量的实验和实际应用，将每两个相邻的轨旁RF通信模块之间的间距设定为4m至15m，例如12m。这样每个控制区间的范围也就是12m。微轨车辆***的位置信息向后传递8个控制区间，也就是96m，将近100m。两个微轨车辆***之间超过这个距离则是相对比较安全的。
本实施例所述的控制区间可以告知后续微轨车辆***继续前行的距离(控制区间个数)，后续微轨车辆***可根据这一距离合理的采取目标速度曲线，从 而改善车辆速度控制，缩小车辆安全间隔，提高线路利用效率。而轨旁RF通信模块则设置在车辆速度控制的起点处。
每个轨旁RF通信模块都有三个作用，第一作为每个控制区间的身份标示，第二接收车辆通过该点时的车辆信息，第三是向车辆发送前方闭塞区间占用情况信息。轨旁RF通信模块作为信息传输媒介，具有较大的信息传输量和较强的抗干扰能力。通过轨旁RF通信模块向车载设备提供车辆连续曲线速度控制的信息，然后由车载设备结合固定的车辆性能数据计算出适合本车辆运行的速度/距离曲线，实现车辆的连续曲线速度控制，实现安全、高效、舒适运送乘客的目的。
进一步的，本实施例所述的方法还包括：
S103，接收微轨车辆***发送的目的地信息，并将所述目的地信息发送给调度控制中心；
S104，接收调度控制中心根据目的地信息规划的路径信息，并将所述路径信息发送至微轨车辆***。
具体的，S101和S102均是对安全信息的传输过程，另外还有一些例如视频信息和音频信息等非安全信息的传输通道，该通道主要是通过设置在微轨轨道上的轨旁AP实现的，所述轨旁AP与设置在微轨车辆***上的车载WIFI无线连接，用于将调度控制中心发送的非安全信息传输至微轨车辆***，所述非安全信息包括视频信息和音频信息，还可以包括微轨车辆***与调度控制中心之间的上行路由申请以及下行路由规划信息等。
在微轨车辆***在微轨轨道上行驶的过程中会遇到加速或者减速的情况，尤其是在转弯处，由于离心力以及车辆与轨道之间连接结构的影响，势必会进行减速，并且转弯处的转弯路径也会相对较长，因此，对于转弯处需要更为精准的位置定位。同样的，在车站站台内部，往往会存在比较多的微轨车辆***，因此，每个车辆之间的距离需要严格把控，因此，在车站站台内部的微轨轨道上也同样需要精确的位置定位。
为此，本实施例所述方法还包括：
S105，预设当前微轨轨道的位置信息和限速信息，并将所述位置信息和限速信息发送给微轨车辆***。
具体的，将当前微轨轨道的位置信息和限速信息预设在设置在微轨轨道上的定位标签中，所述定位标签将所述当前微轨轨道的位置信息和限速信息发送给微轨车辆***内部设置的车载RF通信模块。。
所述定位标签的定位精度较RF通信模块要高，共分为两种，一种是900M电子标签，另一种是125KHZ电子标签，125KHZ电子标签较900M电子标签的定位精度更高，根据定位精度的差异以及微轨车辆***在微轨轨道上的行驶情况，对RF通信模块以及两种定位标签的设置位置进行了分析。
由于RF通信模块的定位精度相对于两种定位标签较差，并且微轨车辆***在直线形式过程中对于精度的要求相对较低，因此，RF通信模块主要设置在微轨轨道的直线部分，但是弯道部分和车站站台内部也可设置少量的RF通信模块用来作为调度控制中心与微轨车辆***之间的信号通路。微轨轨道除了直线部分还有曲线部分，也就是弯道或者道岔部分。微轨轨道在进入弯道之前要进行减速，那么就需要判断微轨车辆***在何处进入弯道，以便提前进行减速操作。同样的，在微轨车辆***驶出弯道时也要判断在何处驶出弯道，以便在驶出弯道时进行加速操作。而在道岔部分，不仅有速度的改变，而且还有转向的要求。由于速度的改变和转向的变化，对于微轨车辆***的定位也要相应的提高了要求。为此，需要采用精度更高的电子标签来进行定位，但是由于在正常行驶过程中，无论是在弯道部分还是道岔部分，前后车之间的间距相对还是比较大的，因此，综合运营成本和微轨车辆***实际运行过程，在弯道和道岔处采用900M电子标签最为合适，设置的间隔在2m至3m之间。而在车站站台内部，由于需要等待乘客的缘故，车站站台内部的微轨轨道上往往会聚集很多车辆，而每个车辆之间的间距要远远小于车辆在行驶期间的距离。因此就务必要保证车站站台内的车辆之间的间距，以免造成危险。相应的，就要求有定位精度更高的电子标签来保证车辆之间的间距。因此，在车站站台内部设置定位精度较高的125KHZ电子标签来实现精确定位，设置的间隔在2m或一个微轨车辆***的长 度为宜。
在实际应用过程中，上述两种电子标签可以统一使用，即，既可以统一为900M电子标签也可以统一为125KHZ电子标签，优选统一为125KHZ电子标签，这样，既可以满足精度需求，也可以降低施工难度。另外，值得注意的是，本实施例提出的900M电子标签和125KHZ电子标签只是两种比较优化的标签类型，在实际应用中可根据实际情况选择其他电子标签类型来使用。
另外需要说明的，其中S103和S104组成的目的地信息和路径信息交互的过程以及S105中预设位置信息和限速信息的过程与S101和S102所组成的调度指令传输的过程没有严格的逻辑顺序，也就是说S101至S105之间除S101和S102、S103和S104之间需要按照一定的时间和逻辑顺序执行以外，其他步骤可以并行执行。
需要注意的是，虽然上述具体实施方式的描述过程中没有将所有实施例按照排列组合的方式加以描述，但是，本领域技术人员应该了解，以上所有实施例均可以自由组合搭配，不仅限于每个实施例所展示的技术方案和场景。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (114)

  1. 一种微轨交通***，所述微轨交通***包括轨道***，车辆***，调度控制***；
    所述轨道***包括悬挂式轨道结构，所述轨道结构用于悬挂所述车辆***；
    所述车辆***包括车厢和走行机构，所述车厢通过所述走行机构悬挂于所述轨道结构，所述走行机构驱动所述车厢沿所述轨道结构运行；
    所述调度控制***包括调度控制中心，控制所述车辆***在所述轨道结构上运行。
  2. 根据权利要求1所述的微轨交通***，其中，所述走行机构安装在所述悬挂式轨道结构内；
    所述走行机构包括安装在其下方的吊挂装置，所述车厢的顶部与所述吊挂装置相连接；
    所述走行机构通过吊挂装置驱动所述车厢沿所述悬挂式轨道结构运行。
  3. 根据权利要求1所述的微轨交通***，其中，
    所述轨道***还包括，散布在目标区域内的多个支撑装置，所述支撑装置上悬挂所述悬挂式轨道结构；
    和，设置在所述悬挂式轨道结构下方的站台结构；
    所述悬挂式轨道结构用于容纳所述走行机构，所述走行机构能够在轨道结构内往复移动，并通过吊挂装置带动车厢在轨道结构上运行。
  4. 根据权利要求1所述的微轨交通***，其中，
    所述调度控制***还包括车辆控制模块，所述车辆控制模块设置在所述车辆***中；
    所述车辆控制模块发送所述车辆***的位置信息和/或速度信息至调度控制中心；所述调度控制中心接收所述位置信息和/或速度信息，生成调度指令并发送给车辆控制模块；所述车辆控制模块接收所述调度指令，控制所述车辆***在所述轨道结构上运行。
  5. 根据权利要求2所述的微轨交通***，其中，
    所述走行机构包括车架和轮对，所述车架为走行机构的框架结构，所述轮对安装在所述车架上。
  6. 根据权利要求5所述的微轨交通***，其中，
    所述车架上设有转向机构，所述转向机构用于辅助走行机构通过道岔结构时进行转向。
  7. 根据权利要求6所述的微轨交通***，其中，
    所述转向机构包括上转向装置、下转向装置和转向驱动装置；
    所述上转向装置安装在车架上表面；所述下转向装置安装在车架下表面，且位于所述上转向装置的正下方；
    所述转向驱动装置安装在车架内，用于驱动所述上转向装置和下转向装置的运动。
  8. 根据权利要求7所述的微轨交通***，其中，
    所述上转向装置包括上转向套筒、上转向轴、上转向臂、上转向轮和两个定位止挡；
    所述上转向套筒竖直设置在车架上；
    所述上转向轴，竖直设置在上转向套筒内，其底端与转向驱动装置连接，其顶端穿过上转向套筒的外端向外伸出；
    所述上转向臂水平设置，其一端与所述上转向轴的顶端相连接，另一端与所述上转向轮的轮轴相连接；
    两个所述定位止挡分别设置在所述上转向套筒的顶端上，所述上转向轮能够在两个定位止挡之间的范围内转动，且在触碰到所述定位止挡时为转向到位状态。
  9. 根据权利要求7所述的微轨交通***，其中，
    所述下转向装置包括下转向套筒、下转向轴、下转向臂和下转向轮，所述下转向套筒竖直设置在车架上，所述下转向轴竖直设置在下转向套筒内，所述下转向轴的顶端与转向驱动装置连接，底端穿过下转向套筒的外端向外伸出； 所述下转向臂水平设置，其一端与下转向轴的底端相连，另一端与下转向轮的轮轴相连接。
  10. 根据权利要求7所述的微轨交通***，其中，
    所述转向机构还包括转向监测装置，所述转向监测装置用于感应上转向装置和下转向装置是否转向到位。
  11. 根据权利要求10所述的微轨交通***，其中，所述转向监测装置包括霍尔盘，所述霍尔盘安装在转向驱动装置与下转向轴连接处。
  12. 根据权利要求11所述微轨交通***，其中，所述下转向轴与下转向套筒之间设有至少一个轴承。
  13. 根据权利要求5所述的微轨交通***，其中，所述走行机构为动力走行部，所述动力走行部包括驱动装置，所述驱动装置安装在车架上，用于驱动所述轮对行进。
  14. 根据权利要求13所述的微轨交通***，其中，所述驱动装置包括牵引电机和减速器，所述减速器安装在车架上，与所述牵引电机相连接，所述牵引电机用于驱动所述轮对行进。
  15. 根据权利要求14所述的微轨交通***，其中，所述减速器上设有抗扭支臂，所述抗扭支臂与车架相连接，所述抗扭支臂用于限制所述减速器的晃动。
  16. 根据权利要求15所述的微轨交通***，其中，
    所述抗扭支臂为水滴形板体结构，所述抗扭支臂的中部开设有套孔，所述抗扭支臂通过套孔套设在减速器侧面上；所述抗扭支臂上开设有多个均匀分布的第一支臂安装孔，螺钉或螺栓穿过通过所述第一支臂安装孔将抗扭支臂安装在减速器上；所述抗扭支臂相对较小的一端上设有第二支臂安装孔，所述第二支臂安装孔用于将抗扭支臂安装在车架上。
  17. 根据权利要求5所述的微轨交通***，其中，所述走行机构为非动力走行部，所述非动力走行部包括制动机构，所述制动机构安装在车架上，且与轮对的轮轴相连接。
  18. 根据权利要求5所述的微轨交通***，其中，所述走行机构有两个， 所述两个所述走行机构之间通过连接件进行连接。
  19. 根据权利要求18所述微轨交通***，其中，所述连接件为牵引杆，所述牵引杆的两端分别与走行机构对应的吊挂装置相连接。
  20. 根据权利要求5所述的微轨交通***，其中，所述吊挂装置包括承重杆、吊销；
    所述承重杆竖直设置，其顶端向上穿过所述车架且与车架连接固定；其底端安装有吊销，所述吊销与车厢顶部的安装座相连接。
  21. 根据权利要求20所述微轨交通***，其中，一个所述承重杆对应两个吊销，两个所述吊销对称安装在所述承重杆的两侧；所述车厢顶部的安装座与所述吊挂装置的吊销相连接。
  22. 根据权利要求21所述微轨交通***，其中，所述吊销的两侧分别设有限位臂，所述限位臂靠近车厢顶部的侧边安装有防倾摆限位装置。
  23. 根据权利要求20所述的微轨交通***，其中，所述吊挂装置上还设有重力传感器，所述重力传感器用于监测所述车辆***的整体重量。
  24. 根据权利要求20所述的微轨交通***，其中，所述承重杆与车架上表面通过双螺母和开口销固定连接。
  25. 根据权利要求20所述的微轨交通***，其中，所述承重杆与车架上表面通过单螺母和开口销固定连接。
  26. 根据权利要求24或25所述微轨交通***，其中，所述承重杆与车架之间设有阻尼件。
  27. 根据权利要求20所述的微轨交通***，其中，所述吊挂装置底部还设有防倾摆限位装置，所述防倾摆限位装置用于限制所述车厢的晃动。
  28. 根据权利要求5所述的微轨交通***，其中，所述车辆***还包括车辆供电***，用于为走行机构提供驱动电力和为车厢内电气设备提供正常工作的电力；
    所述车辆供电***包括，受流器，用于接受所述轨道结构内的滑触线提供的电力；蓄电池供电***，用于车辆***在通过悬挂式轨道结构的道岔时提供 驱动电力。
  29. 根据权利要求28所述的微轨交通***，其中，所述受流器包括基架、绝缘杆、末端摆杆、滑靴连接板和受流滑靴；所述基架安装在上转向装置上，所述绝缘杆一端安装在基架上，另一端与所述末端摆杆的一端相连接，所述末端摆杆的另一端相连接安装有滑靴连接板，所述受流滑靴安装在滑靴连接板上；所述受流滑靴通过电缆与受电设备相连接；所述末端摆杆可相对于绝缘杆摆动。
  30. 根据权利要求29所述一种微轨走行机构，其中，所述绝缘板与基架之间设有弹簧，所述弹簧上预设有弹力。
  31. 根据权利要求30所述一种微轨走行机构，其中，所述绝缘板包括主摆杆和辅摆杆，所述主摆杆和辅摆杆并列设置，所述弹簧一端与基架相连接，另一端与所述辅摆杆相连接。
  32. 根据权利要31所述一种微轨走行机构，其中，所述末端摆杆通过双向偏摆机构安装在绝缘杆上。
  33. 根据权利要求5所述的微轨交通***，其中，所述走行机构上设有导向轮组，所述导向轮组安装所述车架上，且与所述悬挂式轨道结构的侧壁贴合。
  34. 根据权利要求5所述的微轨交通***，其中，所述走行机构上设有测距装置，所述测距装置用于测量所述车辆***之间的距离。
  35. 根据权利要求34所述的微轨交通***，其中，所述测距装置包括测距传感器、测距板；
    所述测距传感器安装在走行机构沿行进方向的前端，所述测距板安装在走行机构沿行进方向的后端。
  36. 根据权利要求5所述的微轨交通***，其中，所述走行机构在行进方向的前端上设有缓冲橡胶。
  37. 根据权利要求2所述的微轨交通***，其中，所述车厢包括车体，所述车体包括承载骨架和包覆在承载骨架外的蒙皮；
    所述车厢通过顶部的安装座，与所述走行机构相连接。
  38. 根据权利要求37所述的微轨交通***，其中，所述承载骨架包括顶梁 和底梁，所述顶梁和底梁之间通过连接柱相连接；
    所述蒙皮包括内蒙皮和外蒙皮，所述内蒙皮安装在承载骨架内侧；所述外蒙皮安装在承载骨架外侧；所述内蒙皮和外蒙皮之间留有间隙。
  39. 根据权利要求38所述的微轨交通***，其中，所述车体在底梁的上方安装有底板，所述底板上安装有电气安装箱，所述电气安装箱用于安装车厢内的电气设备。
  40. 根据权利要求39所述的微轨交通***，其中，所述电气安装箱顶部可拆卸的安装有坐垫。
  41. 根据权利要求38所述的微轨交通***，其中，所述安装座安装在顶梁上且与吊挂装置相连接，所述安装座与所述吊挂装置个数相同且一一对应，所述安装座的中部设有用于连接吊挂装置的连接孔。
  42. 根据权利要求41所述的微轨交通***，其中，所述安装座底部的宽度大于顶部的宽度。
  43. 根据权利要求38所述的微轨交通***，其中，所述外蒙皮的材质为碳纤维，所述内蒙皮的材质为玻璃钢。
  44. 根据权利要求37所述的微轨交通***，其中，所述承载骨架位于行进方向上的前侧和后侧设有观光窗。
  45. 根据权利要求37所述的微轨交通***，其中，所述承载骨架位于行进方向上的两侧分别设有侧墙板。
  46. 根据权利要求45所述的微轨交通***，其中，其中一侧的所述侧墙板上开设有通风窗，另一侧的所述侧墙板上安装有车门。
  47. 根据权利要求46所述的微轨交通***，其中，所述车门为电动平移门。
  48. 根据权利要求37所述的微轨交通***，其中，所述车厢底部设有防晃装置，所述防晃装置用于车厢进入站台停靠时稳定接地。
  49. 根据权利要求48所述的微轨交通***，其中，所述防晃装置为导向防晃轮，其沿所述车厢底部中心对称布置；所述车厢进入站台停靠时，所述导向防晃轮稳定接地。
  50. 根据权利要求37所述的微轨交通***，其中，所述蒙皮内部设有布线空间。
  51. 根据权利要求37至50任一项所述的微轨交通***，其中，所述车体的顶部还设有裙板，所述裙板将安装座包围在内部。
  52. 根据权利要求3所述的微轨交通***，其中，所述轨道结构在目标区域内形成闭合回路，为车辆***提供循环运行线路；或者，所述轨道结构在目标区域内形成分段路线，为车辆***提供单程运行线路。
  53. 根据权利要求52所述的微轨交通***，其中，
    所述轨道结构包括直线段、曲线段和坡路段；通过直线段、曲线段和坡路段的组合，使走行机构通过吊挂装置带动车厢在行驶路线内实现拐弯、上下坡和直线行驶；
    所述坡路段将置于高空位置的轨道结构下落到低空位置，所述低空位置的轨道结构的下方设有站台结构。
  54. 根据权利要求3所述的微轨交通***，其中，所述支撑装置包括，支撑立柱和用于吊装所述轨道结构的悬挑梁；
    所述支撑立柱的一端固定在地基结构上，所述支撑立柱的另一端与悬挑梁固定连接；
    所述支撑立柱作为悬挑梁和轨道结构的主支撑结构，将悬挑梁和轨道结构的总重力和轨道结构对支撑装置的应力传递给地基结构。
  55. 根据权利要求54所述的微轨交通***，其中，所述悬挑梁的一侧固定连接支撑立柱，所述悬挑梁的另一侧吊装轨道结构；或，所述悬挑梁的正中位置与支撑立柱固定连接，所述悬挑梁的两侧分别用于吊装轨道结构。
  56. 根据权利要求54所述的微轨交通***，其中，所述悬挑梁通过固定板与所述轨道结构固定；
    所述固定板的边缘固定在悬挑梁上，所述固定板的板体通过固定件与轨道结构固定。
  57. 根据权利要求52至56任意一项所述的微轨交通***，其中，所述轨 道结构包括，底部具有开口的箱型轨道；
    所述车厢和走行机构之间的吊挂装置穿过所述开口，所述走行机构能够在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
  58. 根据权利要求52至56任意一项所述的微轨交通***，其中，所述轨道结构包括，一侧具有开口的箱型轨道；
    所述走行机构通过从轨道侧面开口伸出的吊挂装置悬挂车厢，走行机构在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
  59. 根据权利要求52至56任意一项所述的微轨交通***，其中，所述轨道结构包括两侧具有开口的箱型轨道，所述箱型轨道中间设有与轨道顶部和底部固定的支撑架；
    由支撑架隔开的箱型轨道内部的两个空间中分别设置走行机构，每个走行机构均通过伸出所述开口的吊挂装置与车厢连接，走行机构在箱型轨道内往复移动，并通过吊挂装置带动车厢沿所述轨道结构运行。
  60. 根据权利要求57所述的微轨交通***，其中，所述箱型轨道的外部套设有多个加强框，所述加强框沿所述轨道的长度方向呈一定距离进行排布。
  61. 根据权利要求57所述的微轨交通***，其中，所述箱型轨道的端部设有连接框，相邻两个所述箱型轨道之间通过连接框固定连接。
  62. 根据权利要求57所述的微轨交通***，其中，所述轨道结构进一步包括衔接结构；
    所述衔接结构套设在两个箱型轨道端部对接处的外部，被衔接结构套住的两个箱型轨道端部的对接处预留有间隙；
    所述衔接结构上开设有与箱型轨道上开口相匹配的开口，所述车辆与走行机构之间的吊挂装置同时穿过轨道结构和衔接结构的开口，并能够在所述开口内往复移动。
  63. 根据权利要求62所述的微轨交通***，其中，两个箱型轨道端部对接处的底部设有过渡板和用于容纳所述过渡板的过渡空间；
    所述过渡板与所述轨道结构开口的边缘平齐，所述过渡板与走行机构接触 的表面，平行于轨道结构底部与走行部接触的表面。
  64. 根据权利要求62所述的微轨交通***，其中，所述衔接结构的外部设有多个加强框。
  65. 根据权利要求57所述的微轨交通***，其中，所述箱型轨道的内侧壁上设有供电模块，所述供电模块与走行机构上的受流器配合为车厢和走行机构供电。
  66. 根据权利要求65所述的微轨交通***，其中，所述供电模块为滑触线，所述滑触线通过固定装置分别沿车辆行驶方向固定在所述箱型轨道的两个内侧壁上。
  67. 根据权利要求53所述的微轨交通***，其中，所述坡路段的轨道结构底部内表面设有防滑结构。
  68. 根据权利要求3所述的微轨交通***，其中，所述轨道***还包括，与多个轨道结构配合连接的道岔结构；
    所述道岔结构将车辆***的运行路线分为主运行线路轨道结构和旁路运行线路轨道结构；所述旁路运行路线轨道结构的下方设置有站台结构；
    所述走行机构通过所述道岔结构进行运行线路的变换，并通过吊挂装置带动车厢在道岔结构中变换运行线路。
  69. 根据权利要求68所述的微轨交通***，其中，所述轨道结构和道岔结构配合在目标区域内形成多个闭合回路，为车辆***提供循环运行线路；
    或者，所述轨道结构和道岔结构在目标区域内形成多个分段路线，为车辆***提供单程运行路线。
  70. 根据权利要求68至69任意一项所述的微轨交通***，其中，所述道岔结构包括，由道岔上板、第一道岔侧板、道岔下板和第二道岔侧板依次固定围成的一个具有合并端和分离端的转向空间；
    所述走行机构在所述转向空间内进行行驶线路变换，并利用吊挂装置带动车厢变换行驶线路。
  71. 根据权利要求70所述的微轨交通***，其中，所述道岔上板的下表面 设有第一导向板和第二导向板，所述第一导向板和第二导向板在所述合并端汇聚，所述第一导向板和第二导向板在所述分离端分离。
  72. 根据权利要求71所述的微轨交通***，其中，所述第一导向板为平面结构，所述第二导向板为曲面结构；
    所述第二导向板的弯曲方向朝向第一导向板，所述第二导向板在所述分离端向背离第一导向板的方向对车辆进行导向。
  73. 根据权利要求71所述的微轨交通***，其中，所述第一导向板和第二导向板在所述合并端通过曲面的连接结构连接，并在所述分离端分离。
  74. 根据权利要求73所述的微轨交通***，其中，所述曲面的连接结构为圆弧形板体，所述第一导向板和第二导向板分别与圆弧形板体的两个直线边缘固定。
  75. 根据权利要求73所述的微轨交通***，其中，所述曲面的连接结构为圆柱体，所述第一导向板和第二导向板以与圆柱体切线连接的方式固定。
  76. 根据权利要求73所述的轨道***，其中，所述连接结构与第一导向板之间设有第一缓冲结构；所述连接结构与第二导向板之间设有第二缓冲结构。
  77. 根据权利要求71所述的微轨交通***，其中，所述道岔下板设有第一导向口和第二导向口，所述第一导向口和第二导向口在所述合并端交汇，并分别对应第一导向板和第二导向板的位置在分离端分离。
  78. 根据权利要求77所述的微轨交通***，其中，所述道岔下板的第一导向口和第二导向口将所述道岔下板分为三个部分，包括第一部分，第二部分，第三部分；
    所述第一部分与第一道岔侧板连接，第二部分与道岔上板固定连接，第三部分与第二道岔侧板连接。
  79. 根据权利要求77所述的微轨交通***，其中，所述道岔下板的下表面还设有第三导向板；
    所述第三导向板分别设置在位于第一道岔侧板一侧的道岔下板上，和位于第二道岔侧板一侧的道岔下板上。
  80. 根据权利要求70所述的微轨交通***，其中，所述道岔结构的外部设有多个加强框。
  81. 根据权利要求71所述的微轨交通***，其中，所述第一导向板和第二导向板之间设有多个加强筋。
  82. 根据权利要求3所述的微轨交通***，其中，所述站台结构包括，设置在所述轨道结构下方的站台；
    固定在站台上的站台立柱；和，固定在站台立柱上的用于吊装所述轨道结构的支撑梁。
  83. 根据权利要求82所述的微轨交通***，其中，所述轨道结构在目标区域内形成主运行线路；所述站台设置在主运行线路的轨道结构的下方；
    或者，所述轨道结构在目标区域内形成主运行线路和旁路运行线路；所述站台设置在旁路运行线路的轨道结构的下方。
  84. 根据权利要求82所述的微轨交通***，其中，所述站台通过支撑架构，架设在半空中形成高架站台。
  85. 根据权利要求84所述的微轨交通***，其中，所述高架站台的下方设有调度控制中心和/或会议室；
    所述调度控制中心和/或会议室的地基结构和支撑结构，均采用站台结构的地基结构和支撑架构；所述调度控制中心和/或会议室的墙体结构固定在所述支撑架构上。
  86. 根据权利要求84所述的微轨交通***，其中，所述站台设置在通过旁路运行线路的轨道结构引入的检修库内；
    所述检修库内设有检修平台，所述检修平台与旁路运行线路的轨道结构末端连接；
    所述站台的下方设有库房。
  87. 根据权利要求82所述的微轨交通***，其中，所述站台结构进一步包括：站台顶，所述站台顶通过多个站台立柱固定在轨道结构的下方。
  88. 根据权利要求82所述的微轨交通***，其中，所述站台结构进一步包 括：等候护栏，所述等候护栏设置在轨道结构两侧的站台上；所述等候护栏上设有塞拉门。
  89. 根据权利要求82所述的微轨交通***，其中，所述站台结构进一步包括：自动售票装置，所述自动售票装置设置在站台结构的出入口处。
  90. 根据权利要求82所述的微轨交通***，其中，所述站台结构进一步包括：围绕站台结构四周布置的站台外护栏。
  91. 根据权利要求82所述的微轨交通***，其中，所述站台结构进一步包括：与高空站台连接的扶梯或电梯。
  92. 根据权利要求82所述的微轨交通***，其中，所述站台上设有贯穿站台的槽体和沿车厢行进方向设置在槽体内部的导向梁；所述导向梁与车厢上的防晃装置为车厢提供进站导向。
  93. 根据权利要求54所述的微轨交通***，其中，所述轨道***进一步包括：设置在支撑装置上的救援结构。
  94. 根据权利要求93所述的微轨交通***，其中，所述救援结构包括：救援平台和疏散通道；
    所述救援平台设置在车厢的下方；所述疏散通道的一端固定在救援平台上，其另一端固定在地面上。
  95. 根据权利要求94所述的微轨交通***，其中，所述救援平台固定在支撑立柱的预定位置；或，所述救援平台通过翻转装置固定在设置在支撑立柱内的升降装置上。
  96. 根据权利要求95所述的微轨交通***，其中，所述升降装置包括：设置在支撑立柱内的升降电机、齿条板和齿轮板；
    所述翻转装置的一端固定在齿轮板上，另一端固定救援平台；
    所述齿条板沿铅锤方向设置在支撑立柱内，所述升降电机驱动齿轮板在齿条板上运动，实现救援平台的升降。
  97. 根据权利要求94所述的微轨交通***，其中，所述疏散通道为两端开口的空心圆柱形结构或扶梯。
  98. 根据权利要求4所述的微轨交通***，其中，所述调度控制***还包括轨旁通信模块，所述轨旁通信模块设置在轨道结构上；
    所述车辆控制模块将车辆的位置信息和/或速度信息发送给轨旁通信模块，所述轨旁通信模块将所述位置信息和/或速度信息发送至调度控制中心；所述调度控制中心根据所述位置信息和/或速度信息，生成调度指令并向所述轨旁通信模块发送调度指令；所述轨旁通信模块接收所述调度指令，并发送调度指令至车辆控制模块；所述车辆控制模块接收所述调度指令，控制所述车辆***在所述轨道结构上运行。
  99. 根据权利要求98所述的微轨交通***，其中，所述轨旁通信模块包括，轨旁RF通信模块、总线桥和现场总线；
    所述多个轨旁RF通信模块之间通过总线桥与现场总线连接，所述现场总线通过网关和光纤连接到调度控制中心。
  100. 根据权利要求99所述的微轨交通***，其中，所述现场总线上设置有多个WIFI节点，所述轨旁RF通信模块通过所述WIFI节点向调度控制中心发送车辆***位置信息和/或速度信息。
  101. 根据权利要求100所述的微轨交通***，其中，所述轨旁通信模块具体还包括：设置在微轨轨道上的多个轨旁AP，
    所述轨旁AP与设置在微轨车辆上的车载WIFI无线连接，用于微轨车辆与调度控制中心之间的非安全信息的传输；
    所述非安全信息包括微轨车辆发送目的地信息、内部设备工作状态信息以及调度控制中心发送的根据目的地信息生成的线路规划信息和/或乘客广播信息。
  102. 根据权利要求100或101所述的微轨交通***，其中，所述多个轨旁RF通信模块沿一定距离设置在轨道结构上，
    每两个相邻的轨旁RF通信模块之间为一个控制区间，第一控制区间的轨旁RF通信模块读取通过所述第一控制区间的车辆***的位置信息和/或速度信息，并通过现场总线将通过所述第一控制区间的车辆***的位置信息和/或速度 信息发送给调度控制中心，
    所述第一控制区间后方的第n个控制区间的轨旁RF通信模块接收调度控制中心发送的调度指令，并将所述调度指令发送至车辆***，
    所述第n个控制区间的预设标准为：在所述n个区间内，后方车辆***在当前运行速度开始制动到速度为零时仍处于前方车辆***所在第一控制区间的外部。
  103. 根据权利要求102所述的微轨交通***，其中，每两个相邻的轨旁RF通信模块的间距为8m至15m。
  104. 根据权利要求102所述的微轨交通***，其中，所述车辆控制模块包括车载RF通信模块，所述轨旁RF通信模块包括电子单元和RF单元；
    所述轨旁RF通信模块通过RF单元与车载RF通信模块进行信号传输，
    所述电子单元连接在RF单元和现场总线之间，用于接收并存储前方预设M个控制区间内的路况信息，还用于实现RF单元与现场总线之间的信号传输同时向RF单元供电。
  105. 根据权利要求104所述的微轨交通***，其中，所述轨旁RF通信模块与车载RF通信模块的结构相同，所述轨旁RF通信模块的RF单元与车载RF通信模块的RF单元之间实现信号传输。
  106. 根据权利要求105所述的微轨交通***，其中，所述轨旁通信模块还包括，设置在轨道结构上的多个定位标签；
    所述定位标签向车载RF通信模块的RF单元发送轨道结构的位置信息和当前轨道结构路段的限速信息。
  107. 根据权利要求106所述的微轨交通***，其中，所述定位标签包括第一电子标签和第二电子标签，所述第一电子标签的检测精度低于第二电子标签的检测精度；
    所述第一电子标签设置在站台外部的轨道结构和道岔结构处，用于检测车辆***的位置信息；
    所述第二电子标签设置在站台内部的轨道结构上，用于检测车辆***在站 台内部时的位置信息。
  108. 根据权利要求107所述的微轨交通***，其中，所述第一电子标签的设置间距为2m至4m；
    所述第二电子标签的设置间距为2m或一个车辆的长度。
  109. 根据权利要求98至108任一项所述的微轨交通***，其中，所述调度控制中心包括服务器、调度终端和监控终端，
    所述服务器用于与总线桥和现场总线连接进行数据信息传输和存储，所述调度终端用于人工对车辆***进行调度，所述监控终端用于监控车辆***的运行状态。
  110. 根据权利要求98所述的微轨交通***，其中，所述车辆控制模块还包括自动防护子***和自动运行子***；
    所述自动防护子***根据微轨车辆的位置信息和/或速度信息以及线路路况信息，对前后车辆***的间距进行调整；
    所述自动运行子***在自动防护子***的许可下，控制车辆***的启动、加速、减速、巡航、惰性或停车操作。
  111. 根据权利要求110所述的微轨交通***，其中，当调度控制中心发生故障时，所述自动运行子***根据轨道结构上设置的轨旁RF通信模块判断当前车辆***的位置信息，自动获取行驶路径，并进行自动驾驶。
  112. 根据权利要求110所述的微轨交通***，其中，当自动防护子***和/或自动运行子***发生故障时，所述调度控制中心通过车载RF通信模块控制车辆***停车，或控制车辆***驶入安全区域。
  113. 根据权利要求98所述的微轨交通***，其中，所述车辆控制模块还包括车门控制***和车门防夹***；
    所述车门控制***用于控制车门的开启和关闭；所述车门防夹***用于防止车门误夹乘客。
  114. 根据权利要求98所述的微轨交通***，其中，所述车辆控制模块还包括，烟雾监测***和/或旅客信息***和/或照明控制***。
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