Train compartment and train set

Abstract

The utility model discloses a train compartment and a train set. The train compartment comprises an upper-layer compartment, a lower-layer compartment and a movable lift car, the upper-layer compartment is communicated with the lower-layer compartment through a walking channel arranged at one end of the train compartment, a lift car passing opening is formed in the side face of the upper-layer compartment, and the width of the lift car passing opening is not smaller than two times of the length of the movable lift car. The movable lift car can move in the advancing direction of the upper-layer compartment and can also move in the direction perpendicular to the advancing direction of the upper-layer compartment. The movable lift car is connected with the lower-layer compartment through the walking channel; a supporting frame is installed on the lift car passing opening in a hinged mode, an interconnection assembly and a second translation mechanism are installed on the supporting frame, and when the supporting frame is unfolded, the first translation mechanism and the second translation mechanism are connected to form a transverse translation channel. Passengers get on and off the train through exchange of the movable lift cars of the two trains. The utility model has the advantages of scientific structure, safety and reliability, and can realize non-stop transfer.

Description

Technical Field

[0001] The utility model relates to rail transportation, in particular to a train carriage and a train set. Background Art

[0002] Under the current operating conditions of the train transportation system, trains go through the process of deceleration, stopping, boarding and disembarking, and acceleration at each stop, which seriously reduces the operating efficiency of the trains.

[0003] In order to improve the operating efficiency of trains, various methods have been proposed:

[0004] A Chinese invention patent with authorization announcement number CN109532933B discloses a train and transportation system, which is provided with a detachable movable carriage on the train and a replacement carriage at the stop station. Before the train arrives at the station, passengers who want to get off the train are concentrated in the movable carriage, and passengers who want to get on the train are concentrated in the replacement carriage. After the train stops at the stop station, the movable carriage and the passengers inside are detached from the train as a whole, and the replacement carriage and the passengers inside are moved into the train as a whole, in order to improve the operating efficiency by speeding up the speed of passengers getting on and off. However, the efficiency is only improved in the process of getting on and off, and the impact on the overall operating efficiency of the train is limited.

[0005] The Chinese invention patent with the authorization announcement number CN114940189B discloses a high-speed rail non-stop transfer system and transfer method, in which the shuttle bus is connected to the running train carriage through "rear-end connection" or "parallel connection", and a "passenger channel" is established between the two, so that passengers can exchange through the "passenger channel", and then the shuttle bus leaves the train to complete the passenger transfer. This solution adopts a more efficient passenger transfer method - non-stop transfer, but this technical solution depends on the passengers' self-movement. The active behavior of the passengers cannot be guaranteed to be fully coordinated with the process of opening and closing the doors. Moreover, it is obvious that the more passengers transfer, the longer it takes. On a fast-moving train, the safety and stability of such a process cannot be guaranteed.

[0006] The above two technical solutions still cause inconvenience to some passengers. For example, if a passenger is not in the transfer car or is far away from the transfer car, he / she needs to move a considerable distance on the train to reach the transfer car; or if a passenger gets on the train in the transfer car but does not need to transfer, he / she also needs to move to other cars.

[0007] The Chinese invention patent application with application publication number CN102774384A discloses a method for running two parallel tracks of a rail train, which includes a main line train and an auxiliary line train. The main line train does not stop from the starting point to the end point, and the auxiliary line train stops at each station, connects with the main line train between stations and exchanges passengers. However, the structure, connection structure and method for exchanging passengers of the main line train and the auxiliary line train that can safely implement the technical solution are not disclosed in the application document and are not available in the prior art.

[0008] The Chinese utility model patent with the authorization announcement number CN205769272U discloses a rail vehicle boarding and alighting system without stopping. In essence, it is also a two-line parallel system. There is a movable car in each of the two parallel carriages. The two movable cars are moved into the opposite train to complete the passenger exchange. However, the technical solution does not record how to achieve the movement of the two movable cars and how to avoid mutual interference between the movable cars in the two trains, and there is no relevant record in the prior art. In addition, the movable car occupies a large space in the car. Due to size limitations, other spaces in the car can only be used as passenger circulation channels. All passengers also need to move around in transfer cars and non-transfer cars over a large area, causing inconvenience. Utility Model Content

[0009] The utility model aims to provide a train carriage and a train set which are scientific in structure, safe and reliable and can realize non-stop transfer.

[0010] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is:

[0011] A train carriage, comprising an upper carriage, a lower carriage and a movable car, wherein the upper carriage is stacked on the lower carriage, the movable car is slidably installed in the upper carriage, the upper carriage and the lower carriage are connected through a pedestrian passage arranged at one end of the train carriage, a car passage opening is arranged on the side of the upper carriage, and the width of the car passage opening is not less than twice the length of the movable car, and a first translation mechanism is arranged between the movable car and the upper carriage, so that the movable car can move along the travel direction of the upper carriage, or move perpendicular to the travel direction of the upper carriage;

[0012] The end of the movable car is provided with a first movable door, the walking passage is provided with a second movable door corresponding to the first movable door, the first movable door is movably connected with the second movable door, so that the first movable door and the second movable door are linked to open or close;

[0013] The car passage is provided with a support frame, on which a second translation mechanism is provided. When passengers need to be exchanged, the first translation mechanism and the second translation mechanism are connected with an interconnecting component to form a transverse translation channel.

[0014] Preferably: the first translation mechanism includes rail wheels arranged at the bottom of the movable car and rails arranged on the floor of the upper car, the rail wheels include a first rail wheel group arranged along the travel direction of the train car and a second rail wheel group arranged perpendicular to the travel direction of the train car, the rail includes a longitudinal rail arranged along the travel direction of the train car and a first transverse rail arranged perpendicular to the travel direction of the train car, and the first rail wheel group and the second rail wheel group are respectively equipped with lifting mechanisms, when the first rail wheel group descends, the second rail wheel group rises, the first rail wheel group cooperates with the longitudinal rail and can move along the travel direction of the train car; when the second rail wheel group descends, the first rail wheel group rises, the second rail wheel group cooperates with the first transverse rail and can move perpendicular to the travel direction of the train car.

[0015] Preferably, the second translation mechanism comprises a second transverse track which can be docked with the first transverse track.

[0016] Preferably, the cross-sections of the longitudinal rail, the first transverse rail and the second transverse rail are groove-shaped.

[0017] Preferably, the interconnection assembly comprises a locking device for locking the connection state of two train carriages for exchanging passengers.

[0018] Preferably: stairs are provided in the pedestrian passage, and the stairs include an upper staircase, a lower staircase and a turning platform, the lower staircase connects the ground of the lower carriage and the turning platform, and the upper staircase connects the turning platform and the second movable door.

[0019] Preferably: third movable doors are provided at both ends of the train carriage, and the third movable doors are connected to the turning platform.

[0020] Based on the same inventive concept, the utility model also provides a train set, which includes at least one train carriage.

[0021] Compared with the prior art, the advantages and beneficial effects of the utility model are:

[0022] The train carriage of the utility model is divided into two layers, upper and lower. The lower layer is used for normal riding of passengers who do not cross stations or do not want to transfer, and the upper layer is dedicated to passenger transfer, and any car can be used normally. Compared with the prior art in which passengers walk and move in the corridor between two relatively static cars by themselves, the transfer process of the utility model is carried out by the movable car with all the passengers who need to transfer, and the speed is fast. According to calculations, under the limit of the comfort level acceptable to passengers, the utility model can complete the transfer of passengers in the movable car within 10 seconds, reducing the connection time of different train cars, and the control process of passenger transfer does not involve individual passengers, which is safe and stable. The exchanged movable car is placed in a fixed position close to the pedestrian passage in the upper car, that is, the parking position of the movable car that has been removed in the upper car. Since the pedestrian passage of one train is all in the front and the pedestrian passage of the other train is all in the back in the two trains that exchange passengers with each other, no matter how many slow trains the fast train exchanges passengers with, the smooth exchange of the next movable car can be guaranteed. In addition, two trains exchanging passengers can use the same type of train car formation, which can reduce the types of train cars and reduce design and manufacturing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 It is a schematic diagram of the overall structure of the train compartment of Example 1, wherein the first support frame and the second support frame are in a retracted state.

[0025] Figure 2 It is a schematic diagram of the overall structure of the train carriage of Example 1, wherein the first support frame and the second support frame are in an unfolded state.

[0026] Figure 3 yes Figure 2 Exploded diagram.

[0027] Figure 4 It is a schematic diagram of the structure of the two ends of the train compartment of Example 1.

[0028] Figure 5 It is a top view of two train cars ready to exchange passengers in Example 1.

[0029] Figure 6 It is a schematic diagram of two train carriages in which passengers are being exchanged in Example 1.

[0030] Figure 7 It is a schematic diagram of the cooperation mode between the track wheel and the track in Example 1.

[0031] Figure 8 It is a schematic diagram of another matching method between the track wheel and the track in Example 1.

[0032] Fig. 9 It is a schematic diagram of the overall structure of the utility model train. DETAILED DESCRIPTION

[0033] The present invention is further described below in conjunction with specific preferred embodiments, but the protection scope of the present invention is not limited thereby.

[0034] In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0035] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] Example 1

[0037] like Figure 1 , Figure 2 As shown, the train carriage of the utility model includes an upper carriage 1, a lower carriage 2 and a movable car 3, the upper carriage 1 is stacked on the lower carriage 2, the movable car 3 is arranged in the upper carriage 1, the upper carriage 1 and the lower carriage 2 are connected by a pedestrian passage 4 arranged at one end of the train carriage, and a car passage 5 is arranged on one side of the upper carriage 1.

[0038] like Figure 3 As shown, the width L of the car passage 5 is not less than twice the length m of the movable car 3, that is, it is ensured that the car passage 5 allows two movable cars 3 to pass through at the same time.

[0039] A first translation mechanism is installed between the bottom of the movable car 3 and the ground of the upper compartment 1. In this embodiment, the first translation mechanism includes a track wheel 6 (see FIG. 1 ) installed at the bottom of the movable car 3. Figure 7 ) and a first track 7 installed on the floor of the upper carriage 1. The first track 7 includes a longitudinal track 8 arranged along the traveling direction of the train carriage and a first transverse track 9 arranged perpendicular to the traveling direction of the train carriage. Figure 2 , Figure 3 As shown, the car passage 5 of the upper compartment 1 is also provided with an expandable first support frame 10 and a second support frame 11, and the first transverse track 9 is provided on the floor of the upper compartment 1. The first support frame 10 and the second support frame 11 are provided with a second transverse track 15 and an interconnecting assembly as part of the second translation mechanism. One side of the first support frame 10 and the second support frame 11 is hingedly connected to the train compartment. After the first support frame 10 and the second support frame 11 are expanded, the second transverse track 15 is connected to the first transverse track 9 to form an extended transverse track. The first support frame 10 and the second support frame 11 correspond to the halves of the car passage 5 on the side of the upper compartment 1, respectively. Figure 3 , Figure 4 As shown, a first movable door 12 is respectively provided at both ends of the movable car 3, the pedestrian passage 4 is provided with a second movable door 13 corresponding to the first movable door 12, a staircase is provided in the pedestrian passage 4, and the movable car 3 in the upper car 1 is connected to the lower car 2 through the first movable door 12, the second movable door 13 and the staircase.

[0040] To facilitate the flow of people between different carriages after the train is formed, such as Figure 4 As shown, the third movable doors 16 are provided at both ends of the train compartments. After forming a train set, the third movable doors 16 of adjacent train compartments can be connected. In this embodiment, the stairs provided in the pedestrian passage 4 include an upper ladder 17 and a lower ladder 18, a turning platform 19 is provided between the upper ladder 17 and the lower ladder 18, the lower ladder 18 connects the ground of the lower compartment 3 and the turning platform 19, the upper ladder 17 connects the turning platform 19 and the second movable door 13, the third movable door 16 connects the turning platform 19, and a second lower ladder 20 can also be provided at the third movable door 16 provided at the other end of the train compartment to connect with the ground of the lower compartment 2.

[0041] like Figure 5 , Figure 6As shown, when the car passage openings 5 ​​of two train cars a and b are arranged opposite to each other, the first support frame 10a of train car a can be docked with the second support frame 11b of train car b, and the second support frame 11a of train car a can also be docked with the first support frame 10b of train car b. The corresponding ends of the first support frame 10 and the second support frame 11 at the docking point are respectively connected by interconnection components, and the interconnection components include a locking device, through which the connection of the oppositely connected support frames can be locked. In this way, the first transverse track 9a and the second transverse track 15a in train car a, the second transverse track 15b and the first transverse track 9b in train car b are docked in sequence to form a long transverse track that crosses the two train cars, so that the movable car 3 can move forward and backward along the longitudinal track 8 of the train car in the direction of travel of the train car, and can also move between the two train cars along the long track.

[0042] like Figure 7 , Figure 8 As shown, the longitudinal track 8 and the first transverse track 9 located on the floor of the upper carriage 1 are arranged crosswise. In order to complete the switching between the longitudinal track 8 and the first transverse track 9 of the track wheel 6 together with the movable car 3, the cross-sections of the longitudinal track 8, the first transverse track 9 and the corresponding second transverse track 15 are grooves. The track wheel 6 is arranged at the bottom of the movable car 3, and each track wheel 6 is provided with a lifting mechanism. The track wheel 6 includes two groups whose running directions are perpendicular to each other: the first track wheel group 6-1 running along the longitudinal track 8, and the second track wheel group 6-2 running along the first transverse track 9. The first track wheel group 6-1 cooperates with the longitudinal track 8, and the second track wheel group 6-2 cooperates with the first transverse track 9 and the second transverse track 15, and the lifting mechanism of the first track wheel group 6-1 and the lifting mechanism of the second track wheel group 6-2 are mutually restrained: when the first track wheel group 6-1 descends and embeds into the longitudinal track 8, the second track wheel group 6-2 rises and leaves the track, or vice versa. That is, when the movable car 3 moves along the longitudinal track 8, the first track wheel set 6-1 cooperates with the longitudinal track 8, the second track wheel set 6-2 is lifted and leaves the first transverse track 9, and the movable car 3 moves along the longitudinal track 8 to the transverse moving position (such as Figure 5 When the movable car 3 needs to be translated to another train, the second track wheel set 6-2 is lowered to cooperate with the first transverse track 9, and the first track wheel set 6-1 is lifted and leaves the longitudinal track 8. The state at this time is as shown Figure 6 As shown, the movable car 3 moves along the first transverse track 9 and the second transverse track 15. Similarly, when the movable car 3 switches from moving along the first transverse track 9 to moving along the longitudinal track 8, the movable car 3 moves to the longitudinal moving position, the first track wheel set 6-1 drops to cooperate with the longitudinal track 8, the second track wheel set 6-2 rises and leaves the first transverse track 9, and the movable car 3 is driven by the first track wheel set 6-1, that is, the translation direction is changed.

[0043] In this embodiment, the first support frame 10 and the second support frame 11 support the second transverse rail 15, so that the first transverse rails 9 in the two train cars are connected through the second transverse rails 15 of the two train cars. In practical applications, the first support frame 10a and the second support frame 11a of the corresponding train car a can be set to be equal to or unequal to the first support frame 10b and the second support frame 11b of the train car b, and the first support frame 10a and the second support frame 11a in the train car a can even be set to be directly overlapped on the car passage 5 of the train car b, and the train car b can cancel the setting of the first support frame 10b and the second support frame 11b shown in the figure. However, considering that before or after the movable car 3 moves horizontally, if the locking of the two train cars is unexpected and causes the train cars to be misaligned, the structural loss caused by disconnecting the first support frame and the second support frame is small, therefore, it is a better choice to set the first support frame and the second support frame in both the train car a and the train car b.

[0044] In this embodiment, the translational cooperation structure of the movable car 3 and the upper car 1 is a track and a track, on which basis, only a conventional power device needs to be set to realize the movement of the movable car 3. The track and the track wheel used in this embodiment are only one of the effective translational cooperation forms. Obviously, other forms of translational cooperation structures can also be used, such as a sliding mechanism with traction, a conveyor belt, etc., or other forms of tracks and track wheels. The corresponding first support frame and the second support frame are not limited to the connection method recorded in the embodiment, and can also be horizontally extended from the upper car or other moving methods, as long as the purpose of enabling the movable car to move along the travel direction of the upper car and move perpendicular to the travel direction can be achieved.

[0045] For the convenience of description, the upper carriage of the train carriage corresponding to the accompanying drawings in this embodiment only shows the frame. In actual applications, a shielding device can be set in a place where a car passage 5 is not needed, or a movable shielding device can be further set in a place where a car passage 5 is opened to improve the safety and aerodynamic characteristics of the entire vehicle.

[0046] like Fig. 9 As shown, the utility model train comprises six train carriages c, wherein the pedestrian passages 4 of all the train carriages c are located at the same position, such as the rear of the carriage. In the state of this embodiment, the movable cars 3 in all the train carriages c are close to the pedestrian passages 4.

[0047] The pedestrian passages of all train carriages of transfer trains corresponding to the train of the present invention should be located at the head of the carriage.

[0048] The utility model has two trains running in the same direction, wherein the pedestrian passage of one train is all in the front, and the pedestrian passage of the other train is all in the rear, one train is always running fast as an express train, and the other train is running at a slower speed as a slow train and stops at a station, and the express train realizes boarding and disembarking of passengers through the slow train. The specific method of boarding and disembarking of passengers includes the following steps:

[0049] 1) When two trains are moving, passengers who need to transfer on the two trains enter the upper carriage from the lower carriage through the pedestrian passage, and enter the movable car through the second movable door and the first movable door in sequence. After the passenger transfer is completed, the first movable door and the second movable door are closed;

[0050] 2) Adjust the two trains to run in parallel at the same speed and align the car openings of the train cars where passengers are to be exchanged;

[0051] 3) The corresponding car openings of the two train carriages are connected through the first support frame and the second support frame, and the connection state is locked by the interconnection component;

[0052] 4) The movable cars of the two train carriages enter the upper carriage of the opposite train carriage along the first transverse track of the first translation mechanism and the second transverse track of the second translation mechanism;

[0053] 5) The interconnection components of the corresponding two train carriages are disconnected, and the second translation mechanism is retracted;

[0054] 6) The movable car moves along the longitudinal track of the first translation mechanism to the other end of the upper carriage close to the pedestrian passage;

[0055] 7) Open the first movable door and the second movable door, and the passengers in the movable car enter the lower car through the pedestrian passage to complete the passenger exchange.

[0056] A typical application scenario of the utility model is that on two train tracks for running trains described in the implementation example, all trains run in the same direction, one track is entirely run by fast trains, and the other track is entirely run by slow trains, the fast trains do not stop from the starting point to the end point, and each time they run parallel to a slow train at the same speed, they exchange passengers with the slow train; the slow trains stop at each stop to pick up and drop off passengers.

[0057] In the embodiment, the first support frame 10 and the second support frame 11 for transferring the movable car 3 between the upper cars 1 are two independent components. Obviously, the first support frame and the second support frame can also be set as an integral support frame, and the support frame includes the second transverse rail 15 (active translation mechanism) required for the transfer of the two movable cars 3, which can also achieve the same technical effect.

[0058] The train carriage of the utility model has two floors, an upper floor and a lower floor. The capacity of the lower floor is comparable to the capacity and seating arrangement of the train carriages in the prior art. Passengers who do not need to transfer can stay in the lower floor, while passengers who need to transfer can enter the upper floor through this floor without moving to other carriages, making transfers simple and convenient. More importantly, in the train carriage of the utility model and the corresponding method for exchanging passengers, the process of passengers entering from one train carriage to another is that all passengers are transferred at one time in a closed movable car, which is not affected by individual passengers and is fast and safe. As in the current situation, some passengers move slowly or other possible unexpected situations affect the closing of the doors. These problems will be a serious safety threat on a moving train when the passenger exchange channel is open. Taking a train on two tracks with a line spacing of 4400 mm as an example, the lateral movement distance of the movable car is 4400 mm. If the movable car moves at an acceleration of about 0.3 m / s 2 It only takes about 7.66 seconds for the movable car to move horizontally from one train car to another. Minimizing the docking of trains during driving and quick transfer in a short time are the fundamental guarantees of safety. In the utility model, the transfer of passengers from the upper and lower carriages and the transfer between different carriages through the movable car are reliable technical means to achieve fast and safe transfer.

[0059] The movable car of the utility model has the functions of picking up and disembarking passengers: when the carriage of the present train receives the movable car translated from the carriage of another train, the movable car moves along the longitudinal track of the carriage of the present train to dock and lock with the pedestrian passage, the first movable door of the movable car and the second movable door of the pedestrian passage are opened at the same time, the passengers coming from the carriage of another train in the movable car walk through the two movable doors to the lower carriage, and the passengers in the lower carriage who need to transfer walk through the two movable doors into the movable car, and wait for the next train to run parallel with the present train to exchange to the other train for transfer.

[0060] If the train is formed by using the train cars described in the embodiment, the fast train and the slow train only differ in the length of the first support frame and the second support frame; in actual applications, if the first support frame and the second support frame of the fast train are equal to the first support frame and the second support frame of the slow train, the fast train and the slow train can use the same train cars to reduce the types of trains and save R&D and production costs.

[0061] The technical solutions in the prior art require a lot of time for passengers to move, and can only be used in railway systems with a minimum station distance of more than ten kilometers. However, the technical solution of the utility model is particularly suitable for urban rail transit due to its short transfer time, such as subway systems with a station distance as low as 1.2-2 kilometers.

[0062] The above is only a specific implementation scheme of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the field can make many possible changes and modifications to the technical scheme of the utility model by using the technical content disclosed above without departing from the scope of the technical scheme of the utility model, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the utility model without departing from the content of the technical scheme of the utility model shall fall within the protection scope of the technical scheme of the utility model.

Claims

1. A train carriage, characterized in that The train comprises an upper carriage, a lower carriage and a movable car, wherein the upper carriage is stacked on the lower carriage, the movable car is slidably installed in the upper carriage, the upper carriage and the lower carriage are connected through a pedestrian passage arranged at one end of the train carriage, a car passage opening is arranged on the side of the upper carriage, and the width of the car passage opening is not less than twice the length of the movable car, and a first translation mechanism is arranged between the movable car and the upper carriage, so that the movable car can move along the travel direction of the upper carriage, or move perpendicular to the travel direction of the upper carriage; The end of the movable car is provided with a first movable door, the walking passage is provided with a second movable door corresponding to the first movable door, the first movable door is movably connected with the second movable door, so that the first movable door and the second movable door are linked to open or close; The car passage is provided with a support frame, on which a second translation mechanism is provided. When passengers need to be exchanged, the first translation mechanism and the second translation mechanism are connected with an interconnecting component to form a transverse translation channel.

2. The train carriage according to claim 1, characterized in that: The first translation mechanism includes rail wheels arranged at the bottom of the movable car and rails arranged on the floor of the upper car, the rail wheels include a first rail wheel group arranged along the travel direction of the train car and a second rail wheel group arranged perpendicular to the travel direction of the train car, the rail includes a longitudinal rail arranged along the travel direction of the train car and a first transverse rail arranged perpendicular to the travel direction of the train car, and the first rail wheel group and the second rail wheel group are respectively equipped with lifting mechanisms, when the first rail wheel group descends, the second rail wheel group rises, the first rail wheel group cooperates with the longitudinal rail and can move along the travel direction of the train car; when the second rail wheel group descends, the first rail wheel group rises, the second rail wheel group cooperates with the first transverse rail and can move perpendicular to the travel direction of the train car.

3. The train carriage according to claim 2, characterized in that: The second translation mechanism includes a second transverse track that can be docked with the first transverse track.

4. The train carriage according to claim 2, characterized in that: The cross-sections of the longitudinal rail, the first transverse rail and the second transverse rail are groove-shaped.

5. The train carriage according to claim 1, characterized in that: The interconnection assembly includes a locking device for locking the connection state of two train cars for exchanging passengers.

6. The train carriage according to claim 1, characterized in that: Stairs are arranged in the walking passage, and the stairs include an upper staircase, a lower staircase and a turning platform. The lower staircase connects the ground of the lower carriage and the turning platform, and the upper staircase connects the turning platform and the second movable door.

7. The train carriage according to claim 6, characterized in that: The two ends of the train carriage are provided with third movable doors, and the third movable doors are communicated with the turning platform.

8. A train set, characterized in that: Comprising at least one train carriage according to any one of claims 1-7.

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