Rail vehicle anti-skid assembly, rail vehicle and rail transit system having the same

Abstract

The present invention discloses a rail vehicle anti-skid assembly, a rail vehicle and a rail transit system having the same. A first running wheel is provided on the rail vehicle, and the rail vehicle anti-skid assembly comprises: a base, a second running wheel and a driving device. The driving device is connected between the first running wheel and the base and / or between the second running wheel and the base and / or between the first running wheel and the second running wheel. The driving device can selectively drive the first running wheel and the second running wheel to move toward each other. The rail vehicle anti-skid assembly involved in the present invention greatly increases the friction between the rail vehicle and the rail beam, and can meet the anti-skid requirements of the rail vehicle under different road conditions. At the same time, the anti-skid assembly is simple to assemble, easy to load and unload, and light in weight, and can be applied to most rail vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a rail vehicle anti-skid component, a rail vehicle having the same, and a rail transportation system. Background Art

[0002] Yunba is a three-dimensional transportation system with independent road rights. Yunba vehicles are rubber-wheeled trams, and Yunba track beams are steel beams designed specifically for Yunba vehicles. With the gradual construction of Yunba projects across the country, the rainy, snowy and icy climate in northern my country in winter will pose a challenge to Yunba operations. Because Yunba vehicles use rubber wheels and track beams use steel beams, and the vehicle body itself has a small weight, the friction coefficient is reduced in rainy and snowy weather, and the centripetal force required for the vehicle to turn and the friction required for travel cannot be met. The road anti-skid devices on the market generally only perform surface treatment on the tires and track surfaces, and only optimize the friction coefficient. The optimized friction cannot meet the needs of rail vehicles. The present application aims to propose a rail vehicle anti-skid component and a rail vehicle and rail transportation system having the same, in order to solve the above problems. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a rail vehicle anti-skid assembly. The rail vehicle anti-skid assembly involved in the present invention can meet the anti-skid requirements of rail vehicles under different road conditions by increasing the pressure of the contact surface and the friction between the rail vehicle and the rail beam. At the same time, the anti-skid assembly is simple to assemble, easy to load and unload, and light in weight, and can be applied to most rail vehicles.

[0004] In another aspect of the present invention, a rail vehicle is provided, which has the aforementioned rail vehicle anti-skid assembly.

[0005] In yet another aspect of the present invention, a rail transit system is provided, comprising the aforementioned rail vehicle.

[0006] According to some embodiments of the present invention, a first running wheel is provided on a rail vehicle, and the first running wheel moves on a first running surface of a rail beam, and the rail beam vehicle anti-skid assembly includes: a base portion, the base portion is suitable for being connected to the first running wheel; a second running wheel, the second running wheel is connected to the base portion and is provided on the second running surface of the rail beam; wherein the first running surface and the second running surface are constructed as surfaces facing away from each other; a driving device, the driving device is connected between the first running wheel and the base portion and / or between the second running wheel and the base portion and / or between the first running wheel and the second running wheel, and the driving device can selectively drive the first running wheel and the second running wheel to move toward each other.

[0007] The rail vehicle anti-skid assembly involved in the present invention is that the rail vehicle travels on the first running surface of the rail beam through the first running wheel, and the second running wheel travels on the second running surface of the rail beam. The driving device can drive the first running wheel and the second running wheel to move toward each other. During the movement, the pressure between the first running wheel and the first running surface and / or between the second running wheel and the second running surface increases, thereby increasing the pressure between the rail vehicle and the rail beam, and greatly increasing the friction between the rail vehicle and the rail beam. Even in rainy and snowy weather, the centripetal force requirement of the rail vehicle when turning can be met to prevent the rail vehicle from slipping. At the same time, the rail vehicle anti-skid assembly is simple to assemble, easy to load and unload, and light in weight. In addition, since the rail beam is the carrier for the rail vehicle to travel, the rail vehicle anti-skid assembly of the present application directly interacts with the rail beam, so it can be applied to most rail vehicles.

[0008] According to an embodiment of the present invention, the driving device is connected between the base and the first walking wheel, and the length of the driving device is adjustable to selectively drive the base to move in a direction away from the first walking wheel and drive the second walking wheel to approach the first walking wheel.

[0009] According to some embodiments of the present invention, the base portion and the second walking wheel are respectively arranged on both sides of the first walking wheel, and the rail vehicle anti-skid assembly also includes: a first connecting rod, one end of the first connecting rod is connected to the base portion, and the other end of the first connecting rod extends to the second walking surface and is connected to the second walking wheel.

[0010] According to some embodiments of the present invention, the second walking wheel is constructed in plurality, and at least two of the second walking wheels are arranged on both sides of the traveling direction of the first walking wheel; the first connecting rod includes a first sub-connecting rod and a second sub-connecting rod, and the second walking wheels located on both sides of the first walking wheel are respectively connected to the base portion through the first sub-connecting rod and the second sub-connecting rod, and the angle between the first sub-connecting rod and the second sub-connecting rod is α, and 0°<α<180°.

[0011] According to some embodiments of the present invention, the rail vehicle anti-skid assembly further includes: a second connecting rod, wherein the second connecting rod is connected between the first sub-connecting rod and the second sub-connecting rod.

[0012] According to some embodiments of the present invention, the first running wheel further includes a first connecting shaft, and the first running wheel is rotatably disposed at an end of the driving device via the first connecting shaft.

[0013] According to some embodiments of the present invention, the rail vehicle anti-skid assembly further comprises: a limiting sleeve, one end of which is connected to the base portion, and a limiting space suitable for accommodating the driving device is formed in the limiting sleeve.

[0014] According to some embodiments of the present invention, the driving device also includes: a cylinder, one end of which is fixed to the base portion, the other end of which is connected to the first walking wheel, and the distance between the one end and the other end of the cylinder is adjustable; an air pump, the air pump having a gas output port, and the gas output port is suitable for being connected to the inner cavity of the cylinder to control the distance between the one end and the other end of the cylinder.

[0015] According to some embodiments of the present invention, the driving device includes: a first driving device, two ends of which are respectively connected to the first walking wheel and the base; and / or a second driving device, two ends of which are respectively connected to the second walking wheel and the base; and / or a third driving device, two ends of which are respectively connected to the second walking wheel and the first walking wheel.

[0016] In another aspect of the present invention, a rail vehicle is proposed, comprising a chassis base; a first running wheel, the first running wheel is connected to the chassis base and can rotatably run on a first running surface of a rail beam; an anti-skid device, the anti-skid device is constructed as the aforementioned rail vehicle anti-skid assembly, and the base is connected to the chassis base. Thus, the vehicle has all the features and advantages of the aforementioned rail vehicle anti-skid assembly, which will not be repeated here. In general, it has at least the advantages of good anti-skid effect and higher safety.

[0017] According to some embodiments of the present invention, a mounting slot is formed on the chassis base, and the base portion is suitable for plugging and fitting with the mounting slot.

[0018] In another aspect of the present invention, a rail transit system is proposed, comprising a track; a rail vehicle, wherein the rail vehicle is constructed as the aforementioned rail vehicle. Thus, the rail transit system has all the features and advantages of the aforementioned rail vehicle, which will not be described in detail here. In general, it has at least the advantages of good anti-slip performance and higher safety.

[0019] According to some embodiments of the present invention, the track includes: a walking board, which is arranged horizontally and on which the first walking surface and the second walking surface that are opposite to each other in a height direction are provided.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0022] Figure 1 is a schematic structural diagram of a rail vehicle anti-skid assembly according to an embodiment of the present invention;

[0023] Figure 2 yes Figure 1 Schematic diagram of part of the structure of the anti-skid assembly of the railway vehicle;

[0024] Figure 3 yes Figure 1 Schematic diagram of the partial structure of the anti-skid component of the railway vehicle.

[0025] Reference numerals:

[0026] 1000: anti-skid assembly for rail vehicle; 1100: base; 1200: first running wheel; 1210: first connecting shaft; 1300: second running wheel; 1310: wheel hub; 1320: second connecting shaft; 1330: tire; 1400: driving device; 1410: cylinder; 1420: air pump; 1510: first connecting rod; 1511: first sub-connecting rod; 1512: second sub-connecting rod; 1520: second connecting rod; 1600: limiting sleeve; 2000: track beam; 2100: track beam flange; 2200: track beam body; 3000: chassis base; 3100: mounting groove. DETAILED DESCRIPTION

[0027] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0028] Reference below Figure 1-Figure 3 A rail vehicle anti-skid assembly 1000 according to an embodiment of the present invention is described.

[0029] In one aspect of the present invention, a rail vehicle anti-skid assembly 1000 is provided, referring to Figure 1 The rail vehicle is provided with a first running wheel 1200 , and the first running wheel 1200 moves on a first running surface of the rail beam 2000 . The rail vehicle anti-skid assembly 1000 includes: a base portion 1100 , a second running wheel 1300 and a driving device 1400 .

[0030] Among them, the first walking wheel 1200 is connected to the base part 1100 and is arranged on the first walking surface of the track beam 2000, the second walking wheel 1300 is connected to the base part 1100 and is arranged on the second walking surface of the track beam 2000, the first walking surface and the second walking surface are constructed as surfaces facing away from each other, the driving device 1400 is connected between the first walking wheel 1200 and the base part 1100 and / or between the second walking wheel 1300 and the base part 1100 and / or between the first walking wheel 1200 and the second walking wheel 1300, and the driving device 1400 can selectively drive the first walking wheel 1200 and the second walking wheel 1300 to move toward each other. Specifically, the track beam 2000 includes a track beam body 2200 and a track beam flange 2100 arranged on both sides of the track. The track beam flange 2100 is arranged between the track beam body 2200 and the first running wheel 1200. The track beam flanges 2100 on both sides of the track extend toward each other and protrude from the track beam body 2100. The surface of the track beam flange 2100 facing away from the track beam body 2200 is the first running surface, and the surface of the track beam flange 2100 facing the track beam body 2200 is the second running surface. When the first running wheel 1200 and the second running wheel 1300 move toward each other, the pressure between the first running wheel 1200 and the track beam flange 2100 and / or the second running wheel 1300 and the track beam flange 2100 can be increased, thereby increasing the friction between the rail vehicle and the track beam 2000.

[0031] The rail vehicle anti-skid assembly 1000 involved in the present invention is that the rail vehicle travels on the first running surface of the rail beam 2000 via the first running wheel 1200, and the second running wheel 1300 travels on the second running surface of the rail beam 2000. The driving device 1400 can drive the first running wheel 1200 and the second running wheel 1300 to move toward each other. During the movement, the pressure between the first running wheel 1200 and the first running surface and / or between the second running wheel 1300 and the second running surface increases, thereby increasing the pressure between the rail vehicle and the rail beam 2000, and greatly increasing the friction between the rail vehicle and the rail beam 2000. Even in rainy and snowy weather, the centripetal force requirement of the rail vehicle when turning can be met to prevent the rail vehicle from slipping. The position of the driving device 1400 can be designed according to the specific structure of the rail vehicle, for example: the driving device 1400 can be connected between the first running wheel 1200 and the base 1100 to drive the first running wheel 1200 to move toward the second running wheel 1300; or, the driving device 1400 is connected between the second running wheel 1300 and the base 1100 to drive the second running wheel 1300 to move toward the first running wheel 1200; or, the driving device 1400 is connected between the first running wheel 1200 and the second running wheel 1300 to simultaneously drive the first running wheel 1200 and the second running wheel 1300 to move toward each other. At the same time, the rail vehicle anti-skid assembly 1000 is simple to assemble, easy to load and unload, and light in weight. In addition, since the track beam 2000 is the carrier for the rail vehicle to travel, the rail vehicle anti-skid assembly 1000 of the present application directly interacts with the track beam 2000, so it can be applied to most rail vehicles.

[0032] According to some embodiments of the present invention, the number of the driving device 1400 is not particularly limited. For example, in order to further increase the pressure between the running wheel and the track beam 2000, the driving device 1400 may include a first driving device, a second driving device and a third driving device at the same time. Specifically, the two ends of the first driving device are respectively connected to the first running wheel 1200 and the base 1100; and / or the two ends of the second driving device are respectively connected to the second running wheel 1300 and the base 1100; and / or the two ends of the third driving device are respectively connected to the second running wheel 1300 and the first running wheel 1200. As a result, the first running wheel 1200 and the second running wheel 1300 can be driven to move toward each other more quickly to quickly meet the anti-skid requirements of the rail vehicle and shorten the reaction time.

[0033] According to some embodiments of the present invention, the structure of the second walking wheel 1300 is not particularly limited. Figure 2 The second traveling wheel 1300 may include: a wheel hub 1310 , a second connecting shaft 1320 and an anti-skid tire 1330 .

[0034] The following is a detailed description using the example of the driving device 1400 being connected between the base 1100 and the second walking wheel 1300:

[0035] According to some embodiments of the present invention, reference Figure 1 and Figure 3 When the driving device 1400 is connected between the base 1100 and the second running wheel 1300, the length of the driving device 1400 is adjustable to selectively drive the base 1100 to move in a direction away from the first running wheel 1200, and drive the second running wheel 1300 to approach the first running wheel 1200. Specifically, since the driving device 1400 is connected to the base 1100, when the length of the driving device 1400 is extended, the base 1100 can be driven to move in a direction away from the first running wheel 1200, and then the second running wheel 1300 can be driven to move toward the first running wheel 1200. Since the second running wheel 1300 is arranged on the second running surface of the track beam 2000, as the driving device 1400 is extended, the pressure between the second running wheel 1300 and the second running surface gradually increases, and the friction between the rail vehicle and the track beam 2000 gradually increases, thereby achieving an anti-slip effect.

[0036] According to some embodiments of the present invention, in order to enable the base 1100 to drive the second running wheel 1300 to move more quickly and directly during the movement, Figure 1 and Figure 2 The base 1100 and the second running wheel 1300 are respectively arranged on both sides of the first running wheel 1200, and the rail vehicle anti-skid assembly 1000 further includes: a first connecting rod 1510, one end of which is connected to the base 1100, and the other end of the first connecting rod 1510 extends to the second running surface and is connected to the second running wheel 1300. Thus, when the length of the driving device 1400 is extended, the base 1100 is driven to move in a direction away from the first running wheel 1200, thereby driving the first connecting rod 1510 to move in a direction away from the first running wheel 1200. Since the other end of the first connecting rod 1510 is connected to the second running wheel 1300, during the movement of the first connecting rod 1510, the second running wheel 1300 moves toward the first running wheel 1200 along with the first connecting rod 1510, thereby gradually increasing the pressure between the second running wheel 1300 and the second running surface, and gradually increasing the friction between the rail vehicle and the rail beam 2000, thereby enabling the rail vehicle to have an anti-skid effect.

[0037] Further, in order to make the rail vehicle anti-skid assembly 1000 meet the anti-skid requirements and improve the stability of the rail vehicle, refer to Figure 2The second walking wheel 1300 can be constructed in multiple forms, and at least two second walking wheels 1300 are arranged on both sides of the first walking wheel 1200 in the traveling direction; the first connecting rod 1510 includes a first sub-connecting rod 1511 and a second sub-connecting rod 1512, and the second walking wheels 1300 located on both sides of the first walking wheel 1200 are respectively connected to the base portion 1100 through the first sub-connecting rod 1511 and the second sub-connecting rod 1512, and the angle between the first sub-connecting rod 1511 and the second sub-connecting rod 1512 is α, and satisfies 0°<α<180°. For example, the second running wheel 1300 can be configured as two, and the two second running wheels 1300 are respectively arranged on both sides of the first running wheel 1200 in the direction of travel. In order to connect the two second running wheels 1300 to the base 1100, one end of the first sub-connecting rod 1511 is connected to the base 1100, the other end of the first sub-connecting rod 1511 is connected to one of the second running wheels 1300, one end of the second sub-connecting rod 1512 is connected to the base 1100, and the other end of the second sub-connecting rod 1512 is connected to the second running wheel 1300. Thus, at least two second running wheels 1300 are arranged on both sides of the first running wheel 1200 in the direction of travel, which can improve the stability of the rail vehicle while further increasing the friction force and improving the anti-skid effect.

[0038] According to some embodiments of the present invention, reference Figure 2 In order to further improve the stability between the first sub-connecting rod 1511 and the second sub-connecting rod 1512, the rail vehicle anti-skid assembly 1000 may further include a second connecting rod 1520, which is connected between the first sub-connecting rod 1511 and the second sub-connecting rod 1512. That is, one end of the second connecting rod 1520 is connected to the first sub-connecting rod 1511, and the other end of the second connecting rod 1520 is connected to the second sub-connecting rod 1512. Thus, the second connecting rod 1520 can support the first connecting rod 1510, further improving the stability of the connection.

[0039] According to some embodiments of the present invention, when the driving device 1400 is a pneumatic jack and a second traveling wheel 1300 is respectively provided on both sides of the traveling direction of the first traveling wheel 1200, if the pressure of a single pneumatic jack is increased to 5 tons, the pressure of a single first traveling wheel 1200 can be increased by 10 tons, and the friction between the rail vehicle and the rail beam 2000 can be greatly increased by increasing the pressure between the second traveling wheel 1300 and the second traveling surface, so as to meet the anti-skid requirements of the rail vehicle.

[0040] According to some embodiments of the present invention, reference Figure 1The first walking wheel 1200 further includes a first connecting shaft 1210, and the first walking wheel 1200 is rotatably disposed at the end of the driving device 1400 through the first connecting shaft 1210. That is, one end of the driving device 1400 is fixed on the first connecting shaft 1210.

[0041] According to some embodiments of the present invention, the type of the driving device 1400 is not particularly limited, as long as it can drive the base 1100 to move. For example, the driving device 1400 can be a pneumatic device or a hydraulic device. When the driving device 1400 is a pneumatic device, refer to Figure 1 and Figure 3 The driving device 1400 may also include: a cylinder 1410 and an air pump 1420, one end of the cylinder 1410 is fixed to the base 1100, and the other end of the cylinder 1410 is connected to the first walking wheel 1200. Specifically, one end of the cylinder 1410 can be fixed to the base 1100, and the other end of the cylinder 1410 can be connected to the first connecting shaft 1210. The distance between one end and the other end of the cylinder 1410 is adjustable, and the air pump 1420 has a gas output port, which is suitable for communicating with the inner cavity of the cylinder 1410 to control the distance between one end and the other end of the cylinder 1410. Specifically, taking the driving device 1400 as an air jack as an example, when it is necessary to increase the pressure between the second walking wheel 1300 and the second walking surface, the air pump 1420 is turned on, the internal pressure of the cylinder 1410 of the air jack increases, the cylinder 1410 is lifted, the distance between one end and the other end of the cylinder 1410 increases, and the end fixedly connected to the base 1100 drives the base 1100 to move in a direction away from the first walking wheel 1200, and the base 1100 pushes the air The displacement generated by the lifting of the cylinder 1410 is transmitted to the second running wheel 1300, and the pressure between the second running wheel 1300 and the second running surface increases; when the rail vehicle does not need a large friction force, the air pump 1420 is closed, the air cylinder 1410 is depressurized, the distance between one end of the air cylinder 1410 and the other end is reduced, and the end fixedly connected to the base 1100 drives the base 1100 to move toward the first running wheel 1200, and the pressure between the second running wheel 1300 and the second running surface is reduced. Furthermore, in order to more conveniently control the air pump 1420, the drive device 1400 also includes a control system, which can control the opening or closing of the air pump 1420 to more conveniently and timely increase or decrease the pressure between the second running wheel 1300 and the second running surface, so as to increase or decrease the friction between the rail vehicle and the track beam 2000.

[0042] It should be noted that the first connecting shaft 1210 is rotatable. In order to prevent the driving device 1400 from rotating with the rotation of the first connecting shaft 1210, according to some embodiments of the present invention, Figure 1 to Figure 3The rail vehicle anti-skid assembly 1000 may further include a limiting sleeve 1600, wherein a limiting space suitable for accommodating the driving device 1400 is formed in the limiting sleeve 1600, and the driving device 1400 is suitable for being installed in the limiting space, and one end of the limiting sleeve 1600 is connected to the base 1100. Thus, when the first connecting shaft 1210 rotates, the limiting sleeve 1600 can prevent the driving device 1400 from rotating, so that it maintains the initial position.

[0043] In another aspect of the present invention, a rail vehicle is provided, referring to Figure 1 , including a chassis base 3000, a first running wheel 1200 and an anti-skid device, wherein the first running wheel 1200 is connected to the chassis base 3000 and can rotatably run on the first running surface of the track beam 2000, and the anti-skid device is constructed as the aforementioned anti-skid assembly 1000 for rail vehicles, and the base 1100 is connected to the chassis base 3000. Thus, the vehicle has all the features and advantages of the aforementioned anti-skid assembly 1000 for rail vehicles, which will not be described in detail here. In general, it has at least the advantages of good anti-skid effect and higher safety.

[0044] It is understandable that rail vehicles do not always need a lot of friction during driving. For example, when encountering rainy and snowy weather, the friction between the rail vehicle and the track beam 2000 needs to be increased; when it is sunny, the excessive friction between the rail vehicle and the track beam 2000 will create unnecessary resistance for the vehicle's driving. Therefore, it is necessary to choose whether to increase the friction between the rail vehicle and the track beam 2000 according to the actual situation. According to some embodiments of the present invention, a mounting groove 3100 is formed on the chassis base 3000, and the base part 1100 is suitable for plugging and matching with the mounting groove 3100, and the base part 1100 and the bottom wall of the mounting groove 3100 are spaced apart. Specifically, the mounting groove 3100 can be set on the chassis base 3000, and the base part 1100 and the chassis base 3000 are detachably connected. Thus, when the rail vehicle needs to install the rail vehicle anti-skid assembly 1000, the base 1100 is inserted into the installation slot 3100 on the chassis base 3000 to play the anti-skid function; when it is not necessary to increase the friction between the rail vehicle and the track beam 2000, the driving device 1400 can be stopped or the base 1100 can be directly removed from the installation slot 3100 of the chassis base 3000 to reduce the weight of the rail vehicle. The detachable connection between the base 1100 and the chassis base 3000 can provide more options for the installation or removal of the rail vehicle anti-skid assembly 1000.

[0045] In another aspect of the present invention, a rail transit system is proposed, comprising a track and the aforementioned rail vehicle. Thus, the rail transit system has all the features and advantages of the aforementioned rail vehicle, which will not be described in detail here. In general, it has at least the advantages of good anti-slip performance and higher safety.

[0046] According to some embodiments of the present invention, the track may further include: a walking board, the walking board is arranged horizontally and is provided with a first walking surface and a second walking surface that are away from each other in the height direction. Specifically, the walking boards on both sides of the track extend toward each other to form a track beam flange 2100, the side of the walking board away from the track is the first walking surface, and the side of the track beam flange 2100 facing the track is the second walking surface, and when the first walking wheel 1200 and the second walking wheel 1300 move toward each other, the friction between the first walking wheel 1200 and / or the second walking wheel 1300 and the track can be increased.

[0047] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0048] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A rail vehicle anti-skid assembly, wherein a first running wheel (1200) is provided on the rail vehicle, and the first running wheel (1200) moves on a first running surface of a rail beam (2000), characterized in that: The rail vehicle anti-skid assembly comprises: A base portion (1100), wherein the base portion (1100) is suitable for connecting with the first running wheel (1200); A second running wheel (1300), the second running wheel (1300) being connected to the base portion (1100) and arranged on a second running surface of the track beam (2000); wherein the first running surface and the second running surface are configured as surfaces facing away from each other; A driving device (1400), the driving device (1400) being connected between the first walking wheel (1200) and the base (1100) and / or between the second walking wheel (1300) and the base (1100) and / or between the first walking wheel (1200) and the second walking wheel (1300), the driving device (1400) being selectively capable of driving the first walking wheel (1200) and the second walking wheel (1300) to move toward each other, the driving device (1400) being connected between the base (1100) and the first walking wheel (1200), the length of the driving device (1400) being adjustable so as to selectively drive the base (1100) to move in a direction away from the first walking wheel (1200) and drive the second walking wheel (1300) to approach the first walking wheel (1200); The base (1100) and the second running wheel (1300) are respectively arranged on both sides of the first running wheel (1200), and the rail vehicle anti-skid assembly (1000) further includes: a first connecting rod (1510), one end of the first connecting rod (1510) is connected to the base (1100), and the other end of the first connecting rod (1510) extends to the second running surface and is connected to the second running wheel (1300); The second walking wheel (1300) is constructed in multiple numbers, and at least two of the second walking wheels (1300) are arranged on both sides of the first walking wheel (1200) in the direction of travel. The first connecting rod (1510) includes a first sub-connecting rod (1511) and a second sub-connecting rod (1512). The second walking wheels (1300) located on both sides of the first walking wheel (1200) are respectively connected to the base part (1100) through the first sub-connecting rod (1511) and the second sub-connecting rod (1512). The angle between the first sub-connecting rod (1511) and the second sub-connecting rod (1512) is α, and satisfies 0°<α<180°.

2. The rail vehicle anti-skid assembly according to claim 1, characterized in that: Also includes: A second connecting rod (1520), wherein the second connecting rod (1520) is connected between the first sub-connecting rod (1511) and the second sub-connecting rod (1512).

3. The rail vehicle anti-skid assembly according to claim 1, characterized in that: The first running wheel (1200) further includes a first connecting shaft (1210), and the first running wheel (1200) is rotatably disposed at the end of the driving device (1400) via the first connecting shaft (1210).

4. The rail vehicle anti-skid assembly according to claim 3, characterized in that: Also includes: A limiting sleeve (1600), one end of which is connected to the base portion (1100), and a limiting space suitable for accommodating the driving device (1400) is formed inside the limiting sleeve (1600).

5. The rail vehicle anti-skid assembly according to claim 1, characterized in that: The driving device (1400) further comprises: A cylinder (1410), one end of the cylinder (1410) is fixed to the base portion (1100), the other end of the cylinder (1410) is connected to the first walking wheel (1200), and the distance between the one end and the other end of the cylinder (1410) is adjustable; An air pump (1420), wherein the air pump (1420) has a gas output port, wherein the gas output port is suitable for communicating with the inner cavity of the cylinder (1410) to control the distance between the one end and the other end of the cylinder (1410).

6. The rail vehicle anti-skid assembly according to claim 1, characterized in that: The driving device (1400) comprises: a first driving device, wherein two ends of the first driving device are respectively connected to the first running wheel (1200) and the base portion (1100); and / or a second driving device, wherein two ends of the first driving device are respectively connected to the second running wheel (1300) and the base part (1100); and / or A third driving device, wherein two ends of the third driving device are respectively connected to the second running wheel (1300) and the first running wheel (1200).

7. A rail vehicle, characterized in that: include: Chassis base (3000); A first running wheel (1200), the first running wheel (1200) being connected to the chassis base (3000) and being rotatable and running on a first running surface of the track beam (2000); An anti-skid device, wherein the anti-skid device is constructed as a rail vehicle anti-skid assembly (1000) according to any one of claims 1 to 6, and the base portion (1100) is connected to the chassis base (3000).

8. The rail vehicle according to claim 7, characterized in that: A mounting groove (3100) is formed on the chassis base (3000), and the base portion (1100) is suitable for plugging and matching with the mounting groove (3100), and the base portion (1100) is spaced apart from the bottom wall of the mounting groove (3100).

9. A rail transit system, characterized in that: include: track; A rail vehicle, wherein the rail vehicle is constructed as the rail vehicle according to any one of claims 7-8.

10. The rail transit system according to claim 9, characterized in that: The track includes a walking board, which is arranged horizontally and on which the first walking surface and the second walking surface which are away from each other in a height direction are provided.

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