WO2019104762A1 - 一种无轨电车 - Google Patents

一种无轨电车 Download PDF

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Publication number
WO2019104762A1
WO2019104762A1 PCT/CN2017/116381 CN2017116381W WO2019104762A1 WO 2019104762 A1 WO2019104762 A1 WO 2019104762A1 CN 2017116381 W CN2017116381 W CN 2017116381W WO 2019104762 A1 WO2019104762 A1 WO 2019104762A1
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Prior art keywords
module
trailer
modules
power
power car
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PCT/CN2017/116381
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English (en)
French (fr)
Inventor
杨颖�
张宇
陈平安
李春明
皮凯俊
杜求茂
王伟波
刘永强
李�杰
赵青选
陈朝晖
Original Assignee
中车株洲电力机车有限公司
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Publication of WO2019104762A1 publication Critical patent/WO2019104762A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to the field of trolleybus technology, and more particularly to a trolleybus.
  • a trolleybus is a road public transport that is usually powered by an overhead contact network, driven by an electric motor, and does not rely on a fixed track.
  • the trolley of the trolleybus loses power when it is off-line, while the double-acting trolleybus equipped with a power battery or a diesel generator can be driven offline on a section without an overhead contact network.
  • the commonly used vehicle lengths are divided into two relatively fixed lengths: 12 meters and 18 meters.
  • the length of vehicles of this length ranges from dozens to more than one hundred people.
  • the passenger capacity is very small, and it is necessary to solve the practical problem of large passenger flow in the city by increasing the number of vehicles and the density of departure.
  • the increase in the number of vehicles and the density of departures means that the number of drivers and maintenance personnel that the operating company needs to be increased. , that is, the increase in operating costs.
  • the object of the present invention is to provide a trolley bus, and the structural design of the trolley bus can effectively solve the problem that the trolley bus increases the operating cost to meet different traffic demands.
  • the present invention provides the following technical solutions:
  • a trolleybus includes a powertrain module and a plurality of trailer modules, the powertrain module including a traction drive system for providing traction and a power drive shaft and a non-power shaft for power output, the trailer module including only A non-power shaft, and the tail end of the power car module is optionally connected with a different number of the trailer modules, and the power car module and the first trailer module are connected by a first hinge system.
  • At least one of the trailer modules has a power end connection portion for connecting with a tail end of the power car module through the first hinge system, and a tail end having a tail end connection portion At least one of the trailer modules has a head end connection that is connectable to the tail end connection through a second hinge system.
  • the above-mentioned trolleybus further includes the power car module connected to the tail end of the power car module at the extreme end by the first hinge system.
  • one or two of the trailer modules are connected between the two power car modules, and the power car module and the trailer module are connected by the first hinge system, two The trailer modules are connected by a second hinge system.
  • the power car module and the vehicle body of the trailer module are respectively provided with a vehicle door.
  • the energy storage unit of the trolley bus includes at least one of a super capacitor, a fuel cell and a battery.
  • the side wall and the top cover of the trolley body of the trolley bus are both aluminum profiles.
  • the first hinge system and the second hinge system are respectively mounted with a driving unit and a sensor for monitoring a rotation angle, and each of the power car module and the trailer module are respectively disposed
  • the control unit is electrically connected to the steering wheel of the trolley bus, and is configured to control the driving units according to the angle of the steering wheel to make each of the trailer modules respectively according to the powered vehicle.
  • the trajectory of the module runs.
  • the power vehicle module or the trailer module is provided with a trajectory acquisition system for identifying a train running track identifier provided on the road, and the trajectory acquiring system is electrically connected to the vehicle control unit.
  • the vehicle control unit controls the power vehicle module to travel according to the running trajectory according to the received trajectory acquired by the trajectory acquisition system.
  • the above-mentioned trolleybus includes a navigation system, the navigation system is electrically connected to the vehicle control unit, and a running track is pre-stored in the vehicle control unit to control the position according to position information provided by the navigation system.
  • the power car module travels according to the running trajectory.
  • the trolleybus provided by the present invention includes a powertrain module and a plurality of trailer modules.
  • the power car module includes a traction drive system for providing traction and a power drive shaft and a non-power shaft for power output
  • the trailer module includes only one non-power shaft
  • the tail end of the power car module is optionally connected in sequence
  • There are different numbers of trailer modules that is, the tail end of the power car module is connected to a trailer module, or a plurality of trailer modules connected in sequence are connected, and the power car module and the first trailer module are connected by a first hinge system.
  • the vehicle adopts a modular combination manner, and the vehicle is divided into a power car module and a trailer module, and then two modules of the power car module respectively connected to one or more trailer modules can be selected according to the actual traffic volume of the city.
  • Three modules, four modules and other grouping methods the passenger capacity can be flexible choice from more than one hundred people to about several hundred people, can solve the problem of mass traffic.
  • the departure density can be adjusted according to the traffic volume, and the number of vehicle purchases can be reduced, thereby reducing the number of operators and operators of the operating company.
  • Initial assessment, using a four-module grouping the number of drivers in the operating company can be reduced by 2/3, the labor cost can be reduced by 2/3, and the operating costs of the operating company will be significantly reduced.
  • FIG. 1 is a schematic structural view of a trolley bus according to an embodiment of the present invention.
  • Figure 2 is a top plan view of Figure 1;
  • FIG. 3 is a schematic structural view of a trolleybus according to another embodiment of the present invention.
  • FIG. 4 is a schematic top plan view of FIG. 3.
  • Vehicle control system 1 driver's cab 2, traction drive system 3, power drive shaft 4, door 5, non-power shaft 6, first articulation system 7, first through passage 8, vehicle body side wall 9, second articulation system 10.
  • the second through-passage 11 the trajectory acquisition system 12, the navigation system 13, the air conditioning system 14, the energy storage unit 15, the top cover 16, the flow receiving system 17, the powertrain module 18, and the trailer module 19.
  • the embodiment of the invention discloses a trolley bus to meet different traffic demands while avoiding a substantial increase in operating costs.
  • the trolleybus provided by the present invention includes a powertrain module 18 and a plurality of trailer modules 19.
  • the power car module 18 includes a traction drive system 3 for providing traction and a power drive shaft 4 and a non-power shaft 6 for outputting power.
  • a traction drive system 3 for providing traction and a power drive shaft 4
  • a non-power shaft 6 for outputting power.
  • the shaft assembly of the powertrain module 18 takes the form of a power drive shaft 4 in combination with a non-power shaft 6, and the trailer module 19 uses only the form of the non-power shaft 6, rather than the power drive shaft.
  • the structure and working principle of the specific power shaft and the non-power shaft 6 please refer to the prior art, and details are not described herein again.
  • the tail end of the power car module 18 is optionally connected to a different number of trailer modules 19, that is, the tail end of the power car module 18 is connected to a trailer module 19, or a plurality of trailer modules 19 connected in sequence are connected, and the power car module 18 is connected. It is connected to the first trailer module 19 by a first articulation system 7. That is, one of the plurality of trailer modules 19 is connected to the powertrain module 18 via the first hinge system 7, and the rear of the trailer module 19 is optionally connected to a different number of remaining trailer modules 19, the number of which includes zero. That is, a two-module structure in which only one power car module 18 is connected to one trailer module 19 is used. A multi-module structure in which one powertrain module 18 and a plurality of trailer modules 19 are sequentially connected may also be employed.
  • the vehicle is divided into a power vehicle module 18 and a trailer module 19 by modular combination, and the power vehicle module 18 and the one or more trailer modules 19 can be selected according to the actual traffic volume of the city.
  • the two modules, three modules and four modules are connected in a grouping manner.
  • the passenger capacity can be flexibly selected from more than one hundred people to about several hundred people, which can solve the problem of mass traffic.
  • the departure density can be adjusted according to the traffic volume, and the number of vehicle purchases can be reduced, thereby reducing the number of operators and operators of the operating company.
  • Initial assessment, using a four-module grouping the number of drivers in the operating company can be reduced by 2/3, the labor cost can be reduced by 2/3, and the operating costs of the operating company will be significantly reduced.
  • the first end of the at least one trailer module 19 has a power car connection for connecting with the tail end of the power car module 18 through the first hinge system 7, and the tail end has a tail end connection, the first of the at least one trailer module 19.
  • the end has a head end connection that is connectable to the tail end connection via the second hinge system 10. That is, the head end of at least one trailer module 19 has a power car connection to connect with the power car module 18 and a tail end with a tail end connection to connect with the additional trailer module 19.
  • the leading end of the at least one trailer module 19 has a head end connection to the tail end connection through the second hinge system 10.
  • the powertrain module 18 can be selectively coupled to a trailer module 19, which can also be selectively coupled to other trailer modules 19 to increase or decrease the number of trailer modules 19 as desired.
  • the trailer module 19 having a plurality of head ends having a head end connection portion is included, and the tail end has a tail end connection portion. That is, the first and second ends of the plurality of trailer modules 19 respectively have a head end connection portion and a tail end connection portion, and the beam trailer module 19 can be connected through the second hinge system 10 as needed, so that the plurality of trailer modules 19 can be sequentially connected as needed. Meet different traffic demands.
  • a powertrain module 18 is coupled to the rear end of the powertrain module 18 at the extreme end by a first articulation system 7. That is, the power car module 18 is separately disposed at the most leading end and the rearmost end of the trolley bus, and a different number of trailer modules 19 are selectively coupled between the two power car modules 18.
  • the driver's cab 2 is provided at one end of the trolley bus, and the vehicle can only be driven by one-end, and the round-trip need to adopt the U-turn method. In the narrow space, the U-turn test the driver's level, or even impossible, by adopting the reverse driving method.
  • the power vehicle modules 18 at the two ends respectively have traction drive systems 3, and are respectively provided with a cab 2, thereby eliminating the need for a driver to perform a U-turn operation, reducing space requirements, and reducing the labor intensity of the driver and improving safety.
  • FIG. 1 is a schematic structural view of a trolleybus according to an embodiment of the present invention
  • FIG. 2 is a schematic structural view of FIG.
  • a four-module composition is employed.
  • Each of the two ends has a power car module 18, and the power car module 18 is connected to a trailer module 19 via a first hinge system 7, respectively, and the two trailer modules 19 are connected by a second hinge system 10, so that when the vehicle turns between the vehicles Can rotate relative to each other.
  • first hinge system 7 and the second hinge system 10 reference may be made to the hinge structure in the prior art, and details are not described herein again.
  • the power car module 18 has a first through-passage 8 and a second through-passage 11.
  • the power car module 18 has a first through-passage 8 and a second through-passage 11.
  • the air conditioning system 14 can be disposed in the power module 18 and the trailer module 19.
  • the structure of the air conditioning system 14 please refer to the prior art, and details are not described herein.
  • FIG. 3 is a schematic structural view of a trolleybus according to another embodiment of the present invention.
  • FIG. 4 is a schematic structural view of FIG.
  • a three-module composition is employed.
  • the two ends have power car modules 18 respectively, and the power car modules 18 are respectively connected to the first and second ends of the same trailer module 19 through the first hinge system 7. That is, the three-module structure, the specific structure of the specific power car module 18 and the trailer module 19, please refer to the above embodiment.
  • the structure of the three modules or the four modules should be adapted to different traffic requirements, and the grouping is extremely flexible.
  • the power car module 18 and the trailer module 19 are respectively provided with the door 5 on both sides of the vehicle body.
  • the trolley buses in the prior art are provided with the door 5 on one side for the passengers to get on and off the vehicle.
  • the door 5 is provided on both sides of the train, preferably a double-opening door 5 with a large opening degree.
  • the width of the door 5 can be more than 1.4 meters, which greatly improves the efficiency of passengers getting on and off. In some areas or emergency situations, the speed of getting on and off passengers can be increased by simultaneously opening the two-door door 5, and passengers can be quickly evacuated in an emergency to ensure passenger safety.
  • the energy storage unit 15 of the trolley bus includes at least one of a super capacitor, a fuel cell, and a battery.
  • Most of the trolley buses in the prior art use petroleum as an energy source.
  • batteries as a new energy source have also been widely used in public trackless transportation. Regardless of whether diesel or gasoline is used as an energy source, carbon emissions will occur and environmental pollution will be more serious.
  • the use of a battery as an energy source can solve some of the problems of environmental pollution, but the capacity of the battery is limited, the mileage of the vehicle operation is severely limited, and the charging time of the battery is long, which greatly reduces the utilization rate of the vehicle.
  • an energy storage power system is adopted, that is, the energy storage unit 15 includes a super capacitor, a fuel cell, a battery, etc., and the flexibility of the system is that one or more combinations can be used for power supply, such as super capacitor combination. Fuel cells, super capacitors combined with batteries, etc.
  • the intelligent tracking current receiving system 17 is used to charge the energy storage unit 15 to ensure safe and reliable charging of large currents. And the super capacitor is charged with a large current, and the charging speed is fast. It can be filled in more than ten seconds to ensure the cruising range of more than 20 kilometers, and the usage rate of the vehicle will be greatly improved.
  • the body side wall 9 and the top cover 16 of the trolley bus are both aluminum profile structures.
  • the side wall 9 and the top cover 16 of the vehicle body are basically frame-shaped structures of aluminum alloy or carbon steel material, the structure is simple, the service life of the vehicle is generally 8-10 years, and the effect of sealing sound insulation is achieved. Poor, passenger comfort is low.
  • the side wall 9 and the top cover 16 of the vehicle body adopt the rail transportation technology, and the side wall and the top cover 16 are uniformly adopted with an aluminum profile structure, and the rail side wall and the top cover 16 are applied to the trackless field, and the strength of the vehicle body is greatly improved.
  • the structure life of the train can reach 30 years, which is much higher than the life of the existing trackless vehicles. At the same time, this technology is adopted, the structure of the whole train is compact, the sealing performance, the sound insulation and noise reduction performance are very obvious, and the passenger comfort is greatly improved.
  • the trolleybuses in the prior art are all uniformly driven by drivers manually, and most of them adopt a manner of mixing with social vehicles.
  • the control and safety of the train mainly depends on the judgment and ability of the driver.
  • the train operation can be controlled by the following three different control systems and modes.
  • the first hinge system 7 and the second hinge system 10 are respectively equipped with a driving unit and a sensor for monitoring the rotation angle.
  • Each of the power car module 18 and the trailer module 19 is respectively provided with a control unit, and the control unit Electrically coupled to the steering wheel of the trolleybus for controlling the actuation of each of the drive units based on the angle of the steering wheel to cause each of the trailer modules 19 to operate in accordance with the trajectory of the powered vehicle module 18, respectively. That is, the manual control is adopted, and the train transmits the angle command of the driver to the steering wheel to the control unit, and the control unit controls each driving unit to automatically calculate the rotation angle of the rear axles of each module according to the angle of the steering wheel, thereby realizing all the behind the first axis.
  • the axes can all run along the trajectory of the first axis.
  • the power vehicle module 18 or the trailer module 19 is provided with a trajectory acquisition system 12 for identifying the train trajectory identifier set on the road, and the trajectory acquisition system 12 is electrically connected to the vehicle control system 1 for complete vehicle control.
  • the system 1 controls the power vehicle module 18 to travel according to the running trajectory according to the trajectory acquired by the received trajectory acquisition system 12.
  • the trajectory acquisition system 12 is disposed at both ends of the trolley bus, and specifically may be a video system or an induction system.
  • the trajectory acquisition system 12 can acquire the train trajectory identifier set on the road.
  • the trajectory acquisition system 12 includes the video system
  • the train runs.
  • the trajectory identification may be an image identification; when the trajectory acquisition system 12 includes an inductive system, the train trajectory identification may be an inductor.
  • the train recognizes the image identification through the video system to obtain the running track, or acquires the running track through the sensing system sensing sensor, and sends the running track to the vehicle control system 1, and the vehicle control system 1 controls the train along the preset The running track runs.
  • a third mode including the navigation system 13, the navigation system 13 is electrically connected to the vehicle control system 1, and a running track is pre-stored in the vehicle control system 1 to control the power car module 18 according to the position information provided by the navigation system 13.
  • Running track That is, by navigating the positioning command, the train is controlled to run along the set running trajectory.
  • the trolleybus includes a combination of one or more of the above three guiding modes, such as combining the first type with the second type, the first type and the third type.
  • Kind, second and third, or both that is, the user can select one or any combination of any of the above three guiding systems or a guiding system that is simultaneously adopted in three ways. Very flexible.
  • the trolleybus provided by the present application is a complete vehicle of the energy storage type ultra-long intelligent lead-free trolley.
  • the whole vehicle has the characteristics of large passenger capacity and flexible grouping, and adopts the vehicle body, the control, the door 5, the driver's cab 2 And other features of technology and systems. It has realistic social significance, which can greatly improve the city's public transportation volume, reduce environmental pollution, reduce operating costs, reduce the labor intensity of drivers, and improve passenger comfort and safety.

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  • Power Engineering (AREA)
  • Transportation (AREA)
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Abstract

一种无轨电车，包括动力车模块（18）和多个拖车模块（19），动力车模块包括用于提供牵引力的牵引驱动***（3）和用于将动力输出的动力驱动轴（4）及非动力轴（6），拖车模块包括仅一个非动力轴，且动力车模块的尾端可选地依次连接有不同数量的拖车模块，动力车模块与首个拖车模块之间通过第一铰接***（7）连接。所述的无轨电车采用模块化组合方式，可以根据城市实际运量，选择动力车模块分别与一个或多个拖车模块连接的两模块、三模块等几种编组方式，载客量可以实现从一百多人到几百人的灵活选择，可解决大运量的问题。同时，采用不同模块组合的方式后，根据运量可以调整发车密度，减少车辆购置数量，进而减少了运营公司司机及运营维护人员的数量。

Description

一种无轨电车
本申请要求于2017年11月30日提交中国专利局、申请号为201711240816.1、发明名称为“一种无轨电车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及无轨电车技术领域，更具体地说，涉及一种无轨电车。
背景技术
无轨电车是一种通常由架空接触网供电、电动机驱动，不依赖固定轨道行驶的道路公共交通工具。
一般地，无轨电车的受电杆脱线则会失去动力；而装备有动力蓄电池或柴油发电机的双动源无轨电车，则可在没有架空接触网的路段实现离线行驶。
在现有的无轨公共交通车辆中，普遍采用的车辆长度分为两种相对固定的长度：12米和18米，这种长度的车辆载客量从几十人到一百多人不等，载客量非常小，需要通过增加足够的车辆数量和发车密度来解决城市中大客流的实际问题，同时车辆数量和发车密度的增加，意味着运营公司需要配备的司机和维护人员你的数量增加，即运营成本的增加。
综上所述，如何有效地解决无轨电车为满足不同运量需求增大了运营成本等问题，是目前本领域技术人员急需解决的问题。
发明内容
有鉴于此，本发明的目的在于提供一种无轨电车，该无轨电车的结构设计可以有效地解决无轨电车为满足不同运量需求增大了运营成本的问题。
为了达到上述目的，本发明提供如下技术方案：
一种无轨电车，包括动力车模块和多个拖车模块，所述动力车模块包括用于提供牵引力的牵引驱动***和用于将动力输出的动力驱动轴及非动 力轴，所述拖车模块包括仅一个非动力轴，且所述动力车模块的尾端可选地依次连接有不同数量的所述拖车模块，所述动力车模块与首个所述拖车模块之间通过第一铰接***连接。
优选地，上述无轨电车中，至少一个所述拖车模块的首端具有用于与所述动力车模块的尾端通过所述第一铰接***连接的动力车连接部、尾端具有尾端连接部，至少一个所述拖车模块的首端具有能够与所述尾端连接部通过第二铰接***连接的首端连接部。
优选地，上述无轨电车中，还包括通过所述第一铰接***连接于位于最末端的所述动力车模块尾端的所述动力车模块。
优选地，上述无轨电车中，两所述动力车模块之间连接有一个或两个所述拖车模块，所述动力车模块与所述拖车模块之间通过所述第一铰接***连接，两个所述拖车模块之间通过第二铰接***连接。
优选地，上述无轨电车中，所述动力车模块与所述拖车模块的车体两侧分别设置有车门。
优选地，上述无轨电车中，所述无轨电车的储能单元包括超级电容、燃料电池与蓄电池中的至少一种。
优选地，上述无轨电车中，所述无轨电车的车体侧墙与顶盖均为铝型材结构。
优选地，上述无轨电车中，所述第一铰接***与所述第二铰接***上分别安装有驱动单元和用于监测转动角度的传感器，各所述动力车模块与所述拖车模块上分别设置有控制单元，所述控制单元与所述无轨电车的方向盘电性连接，用于根据所述方向盘的角度控制各所述驱动单元动作以使各所述拖车模块分别依照提供动力的所述动力车模块的轨迹运行。
优选地，上述无轨电车中，所述动力车模块或所述拖车模块上设置有用于识别道路上设置的列车运行轨迹标识的轨迹获取***，所述轨迹获取***与整车控制单元电性连接，所述整车控制单元根据接收的所述轨迹获取***采集的运行轨迹控制所述动力车模块依照所述运行轨迹行驶。
优选地，上述无轨电车中，包括导航***，所述导航***与整车控制单元电性连接，且所述整车控制单元内预存有运行轨迹以根据所述导航***提供的位置信息控制所述动力车模块依照所述运行轨迹行驶。
本发明提供的无轨电车包括动力车模块和多个拖车模块。其中，动力车模块包括用于提供牵引力的牵引驱动***和用于将动力输出的动力驱动轴及非动力轴，拖车模块包括仅一个非动力轴；且动力车模块的尾端可选地依次连接有不同数量的拖车模块，也就是动力车模块的尾端连接一个拖车模块，或者连接依次连接的多个拖车模块，动力车模块与首个拖车模块之间通过第一铰接***连接。
应用本发明提供的无轨电车，车辆采用模块化组合方式，将车辆分为动力车模块与拖车模块，进而可以根据城市实际运量，选择动力车模块分别与一个或多个拖车模块连接的两模块，三模块，四模块等几种编组方式，载客量可以实现从一百多人到约几百人的灵活选择，可解决大运量的问题。同时，采用不同模块组合的方式后，根据运量可以调整发车密度，减少车辆购置数量，进而减少了运营公司司机及运营维护人员的数量。初步评估，采用四模块编组，运营公司的司机数量可以减少2/3，人力成本即可降低2/3，进而运营公司的运营成本将显著减少。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明一个具体实施例的无轨电车的结构示意图；
图2为图1的俯视结构示意图；
图3为本发明另一个具体实施例的无轨电车的结构示意图；
图4为图3的俯视结构示意图。
附图中标记如下：
整车控制***1、司机室2、牵引驱动***3，动力驱动轴4、车门5、非动力轴6、第一铰接***7、第一贯通道8、车体侧墙9、第二铰接***10、第二贯通道11，轨迹获取***12、导航***13、空调***14、储能单元15、顶盖16、受流***17、动力车模块18、拖车模块19。
具体实施方式
本发明实施例公开了一种无轨电车，以满足不同运量需求的同时，避免运营成本的大幅提高。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
在一个具体实施例中，本发明提供的无轨电车包括动力车模块18和多个拖车模块19。
其中，动力车模块18包括用于提供牵引力的牵引驱动***3和用于将动力输出的动力驱动轴4及非动力轴6。具体牵引驱动***3的结构及工作原理等请参考现有技术，此处不再赘述。动力车模块18的轴组成形式采用动力驱动轴4结合非动力轴6的形式，拖车模块19则仅采用非动力轴6的组成形式，而不采用动力驱动轴。具体动力轴与非动力轴6的结构及工作原理等请参考现有技术，此处不再赘述。
动力车模块18的尾端可选地依次连接有不同数量的拖车模块19，也就是动力车模块18的尾端连接一个拖车模块19，或者连接依次连接的多个拖车模块19，动力车模块18与首个拖车模块19之间通过第一铰接***7连接。即多个拖车模块19中的一个拖车模块19与动力车模块18通过第一铰接***7连接，该拖车模块19的后方可选的与不同数量的剩余拖车模块19依次连接，不同数量具体包括零个，也就是仅采用一个动力车模块18与一个拖车 模块19连接的两模块结构。也可以采用一个动力车模块18与多个拖车模块19依次连接的多模块结构。
应用本发明提供的无轨电车，车辆采用模块化组合方式，将车辆分为动力车模块18与拖车模块19，进而可以根据城市实际运量，选择动力车模块18分别与一个或多个拖车模块19连接的两模块，三模块，四模块等几种编组方式，载客量可以实现从一百多人到约几百人的灵活选择，可解决大运量的问题。同时，采用不同模块组合的方式后，根据运量可以调整发车密度，减少车辆购置数量，进而减少了运营公司司机及运营维护人员的数量。初步评估，采用四模块编组，运营公司的司机数量可以减少2/3，人力成本即可降低2/3，进而运营公司的运营成本将显著减少。
具体的，至少一个拖车模块19的首端具有用于与动力车模块18的尾端通过第一铰接***7连接的动力车连接部、尾端具有尾端连接部，至少一个拖车模块19的首端具有能够与尾端连接部通过第二铰接***10连接的首端连接部。也就是至少一个拖车模块19的首端具有动力车连接部以与动力车模块18连接、尾端具有尾端连接部以与另外的拖车模块19连接。至少一个拖车模块19的首端具有与尾端连接部通过第二铰接***10连接的首端连接部。从而动力车模块18能够有选择地与一个拖车模块19连接，该拖车模块19后还可以有选择地连接其他拖车模块19，从而可根据具体运量要求增加或减少拖车模块19的数量。
优选的，包括多个首端具有首端连接部的拖车模块19，且尾端具有尾端连接部。也就是多个拖车模块19的首尾两端分别具有首端连接部和尾端连接部，可根据需要通过第二铰接***10连接梁拖车模块19，从而能够根据需要依次连接多个拖车模块19以满足不同的运量需求。
进一步地，还包括通过第一铰接***7连接于位于最末端的动力车模块18尾端的动力车模块18。也就是在无轨电车的最首端与最尾端分别设置动力车模块18，在两动力车模块18之间有选择地连接不同数量的拖车模块19。现有技术中在无轨电车的一端设置司机室2，车辆只能单端驾驶，往返需要采用掉头的方式，在空间狭窄区域，掉头考验司机的水平，甚至无法实现，通过采用倒车的方式进行。上述两端的动力车模块18上分别具有牵引驱动 ***3，且分别设置有司机室2，进而不需要司机进行掉头操作，空间需求减少，并且降低司机的劳动强度，提高安全性。
更进一步地，两动力车模块18之间连接有一个或两个拖车模块19，动力车模块18与拖车模块19之间通过第一铰接***7连接，两个拖车模块19之间通过第二铰接***10连接。具体请参阅图1-图2，图1为本发明一个具体实施例的无轨电车的结构示意图；图2为图1的俯视结构示意图。
在该实施例中，采用四模块的组成结构。两端分别具有动力车模块18，动力车模块18分别通过第一铰接***7连接一个拖车模块19，两个拖车模块19之间通过第二铰接***10连接，从而各模块之间在车辆转弯时能够相对转动。具体第一铰接***7与第二铰接***10的结构可参考现有技术中的铰接结构，此处不再赘述。且二者为考虑了列车的曲线运行能力和控制策略采用的不同尺寸和结构的***。动力车模块18具有第一贯通道8和第二贯通道11，具体结构也请参考现有技术，此处不再赘述。且二者为考虑了列车的曲线运行能力和控制策略采用的不同尺寸和结构的***。动力车模块18及拖车模块19中可以均设置空调***14，具体空调***14的结构请参考现有技术，此处不再赘述。
请参阅图3-图4，图3为本发明另一个具体实施例的无轨电车的结构示意图；图4为图3的俯视结构示意图。
在该实施例中，采用三模块的组成结构。两端分别具有动力车模块18，动力车模块18分别通过第一铰接***7连接至同一拖车模块19的首尾两端。也就是采用三模块结构，具体动力车模块18及拖车模块19的其他结构请参考上述实施例。通过三模块或四模块的结构应适应不同的运量需求，编组极其灵活。
在上述各实施例的基础上，动力车模块18与拖车模块19的车体两侧分别设置有车门5。现有技术中的无轨电车均在一侧设置车门5供乘客上下车，遇到拥挤情况，上下客效率降低，乘客通过能力较差，在紧急情况下，疏散效率较低，安全性较差。该实施例中在列车两侧均设置车门5，优选的为大开度的双开车门5，车门5通过宽度可达1.4米以上，大大提高了乘客上下 车效率。在有些区域或者紧急状况下，可以通过同时打开双侧车门5的方式，提高上下客速度，乘客紧急状况下可快速疏散，保证乘客安全。
在上述各实施例中，无轨电车的储能单元15包括超级电容、燃料电池与蓄电池中的至少一种。现有技术中的无轨电车，大多采用石油作为能源，近些年蓄电池作为一种新的能源也在公共无轨交通上得到了较普遍应用。不管柴油或者汽油作为能源，会产生碳排放，环境污染比较严重。采用蓄电池作为能量源，虽然能够解决环境污染的部分问题，但是蓄电池的容量有限，车辆运营的里程严重受限，同时蓄电池的充电时间较长，大大降低了车辆的使用率。该实施例中采用储能电源***，即储能单元15包括超级电容，燃料电池，蓄电池等供电，该***的灵活性就在于可以采用其中一种或者多种组合的方式供电，如超级电容结合燃料电池，超级电容结合蓄电池等。优选的，采用智能寻迹受流***17向储能单元15充电，确保大电流充电的安全可靠。并且超级电容采用大电流充电，充电速度快，十多秒即可充满可保证20多公里的续航里程，车辆的使用率将大大提高。
优选的，无轨电车的车体侧墙9与顶盖16均为铝型材结构。现有技术中的无轨电车，其车体侧墙9和顶盖16基本都采用了铝合金或者碳钢材料的框架形结构，结构简单，车辆使用寿命一般8-10年，并且密封隔音等效果较差，乘客舒适性很低。本发明的车体侧墙9和顶盖16采用有轨交通技术，侧墙和顶盖16统一采用铝型材结构，将有轨侧墙和顶盖16技术运用到无轨领域，车体强度大大提高，列车结构寿命可达30年，远远高于现有无轨车辆的寿命。同时采用此技术，整列车的结构紧凑，密封性，隔音降噪性能非常明显，进而乘客舒适度大大提高。
现有技术中的无轨电车目前全都统一由司机人工驾驶，大多采用和社会车辆混行的方式，列车的控制和安全主要取决于司机的判断和能力。为提高列车运行的安全性，在上述各实施例的基础上，可以通过以下三种不同的控制***及方式控制列车运行。
第一种方式中，第一铰接***7与第二铰接***10上分别安装有驱动单元和用于监测转动角度的传感器，各动力车模块18与拖车模块19上分别设置有控制单元，控制单元与无轨电车的方向盘电性连接，用于根据方向盘 的角度控制各驱动单元动作以使各拖车模块19分别依照提供动力的动力车模块18的轨迹运行。也就是采用采用手动方式进行控制，列车将司机操纵方向盘的角度指令传给控制单元，控制单元控制各个驱动单元根据方向盘的角度自动计算后面各个模块车轴的转动角度，从而实现第一轴后面的所有轴都能沿着第一轴的轨迹运行。
第二种方式中，动力车模块18或拖车模块19上设置有用于识别道路上设置的列车运行轨迹标识的轨迹获取***12，轨迹获取***12与整车控制***1电性连接，整车控制***1根据接收的轨迹获取***12采集的运行轨迹控制动力车模块18依照运行轨迹行驶。优选的，在无轨电车两端设置轨迹获取***12，具体可以为视频***或者感应***，轨迹获取***12能够获取道路上设置的列车运行轨迹标识，轨迹获取***12包括视频***时，则列车运行轨迹标识可以为图像标识；在轨迹获取***12包括感应***时，则列车运行轨迹标识可以为感应器。列车通过视频***识别图像标识以获取运行轨迹，或者通过感应***感应感应器以获取运行轨迹，并将运行轨迹发送至整车控制***1，整车控制***1据此控制列车沿着预设的运行轨迹运行。
第三种方式中，包括导航***13，导航***13与整车控制***1电性连接，且整车控制***1内预存有运行轨迹以根据导航***13提供的位置信息控制动力车模块18依照运行轨迹行驶。也就是通过导航定位指令，控制列车沿着设定的运行轨迹运行。具体导航***13的具体结构及原理等请参考现有技术，此处不再赘述。
需要说明的是，在一种优选的实施方式中，该无轨电车包括上述三种导向方式中的一种或多种的组合，如兼具第一种与第二种、第一种与第三种、第二种与第三种，或者同时兼具上述三种，也即是用户可以选择任何上述三种导向***的一种或者任意两种的组合或者三种方式同时采用的导向***，配置非常灵活。
综上，本申请提供的无轨电车为储能式超长新型智能导向无轨电车的整车，整车具有大载客量，编组灵活的特点，采用了车体，控制，车门5，司机室2等特色技术和***。具有现实的社会意义，可以极大的提高城市公 共运量，降低环境污染，减少运营成本，降低司机劳动强度，提升乘客体验舒适性和安全性。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种无轨电车，其特征在于，包括动力车模块和多个拖车模块，所述动力车模块包括用于提供牵引力的牵引驱动***和用于将动力输出的动力驱动轴及非动力轴，所述拖车模块包括仅一个非动力轴，且所述动力车模块的尾端可选地依次连接有不同数量的所述拖车模块，所述动力车模块与首个所述拖车模块之间通过第一铰接***连接。
  2. 根据权利要求1所述的无轨电车，其特征在于，至少一个所述拖车模块的首端具有用于与所述动力车模块的尾端通过所述第一铰接***连接的动力车连接部、尾端具有尾端连接部，至少一个所述拖车模块的首端具有能够与所述尾端连接部通过第二铰接***连接的首端连接部。
  3. 根据权利要求1所述的无轨电车，其特征在于，还包括通过所述第一铰接***连接于位于最末端的所述动力车模块尾端的所述动力车模块。
  4. 根据权利要求3所述的无轨电车，其特征在于，两所述动力车模块之间连接有一个或两个所述拖车模块，所述动力车模块与所述拖车模块之间通过所述第一铰接***连接，两个所述拖车模块之间通过第二铰接***连接。
  5. 根据权利要求1-4任一项所述的无轨电车，其特征在于，所述动力车模块与所述拖车模块的车体两侧分别设置有车门。
  6. 根据权利要求5所述的无轨电车，其特征在于，所述无轨电车的储能单元包括超级电容、燃料电池与蓄电池中的至少一种。
  7. 根据权利要求6所述的无轨电车，其特征在于，所述无轨电车的车体侧墙与顶盖均为铝型材结构。
  8. 根据权利要求1-4任一项所述的无轨电车，其特征在于，所述第一铰接***与所述第二铰接***上分别安装有驱动单元和用于监测转动角度的传感器，各所述动力车模块与所述拖车模块上分别设置有控制单元，所述控制单元与所述无轨电车的方向盘电性连接，用于根据所述方向盘的角度控制各所述驱动单元动作以使各所述拖车模块分别依照提供动力的所述动力车模块的轨迹运行。
  9. 根据权利要求1-4任一项所述的无轨电车，其特征在于，所述动力 车模块或所述拖车模块上设置有用于识别道路上设置的列车运行轨迹标识的轨迹获取***，所述轨迹获取***与整车控制单元电性连接，所述整车控制单元根据接收的所述轨迹获取***采集的运行轨迹控制所述动力车模块依照所述运行轨迹行驶。
  10. 根据权利要求1-4任一项所述的无轨电车，其特征在于，包括导航***，所述导航***与整车控制单元电性连接，且所述整车控制单元内预存有运行轨迹以根据所述导航***提供的位置信息控制所述动力车模块依照所述运行轨迹行驶。
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