Train carriage, train, and passenger boarding and alighting method

Abstract

A train carriage, a train, and a passenger boarding and alighting method. The train carriage comprises an upper-deck carriage (1), a lower-deck carriage (2), and an articulated carriage (3). The upper-deck carriage (1) and the lower-deck carriage (2) are communicated by means of a gangway (4) provided at one end of the train carriage, a carriage passing opening (5) is formed in a side surface of the upper-deck carriage (1), the width of the carriage passing opening (5) is not less than twice the length of the articulated carriage (3), and the articulated carriage (3) can move in the direction of travel of the upper-deck carriage (1), or can move perpendicular to the direction of travel of the upper-deck carriage (1). The articulated carriage (3) is connected to the lower-deck carriage (2) by means of the gangway (4), a support frame is hingedly mounted to the carriage passing opening (5), an interconnection assembly and a second translation mechanism are mounted on the support frame, and when the support frame is unfolded, a first translation mechanism is connected to the second translation mechanism to form a transverse translation passage. Passenger boarding and alighting are achieved by exchanging articulated carriages of two trains. The train carriage and the train have a scientific, safe and reliable structure, and can achieve no-stop transfer.

Description

A method for boarding and alighting train carriages, train, and passengers. Technical Field

[0001] This invention relates to rail transportation, and in particular to a train carriage, train, and method for passengers to board and alight. Background Technology

[0002] Under the current train transportation system, trains undergo deceleration, stopping, passenger boarding and alighting, and acceleration at each stop, which severely reduces the efficiency of train operation.

[0003] To improve train operating efficiency, various methods have been proposed:

[0004] Chinese invention patent CN109532933B discloses a train and transportation system that includes detachable movable carriages on the train and replacement carriages at stops. Before the train arrives at a station, passengers who want to get off are gathered in the movable carriages, and passengers who want to get on are gathered in the replacement carriages. After the train stops at the station, the movable carriages, along with their passengers, are detached from the train, while the replacement carriages, along with their passengers, are moved onto the train. The aim is to improve operational efficiency by speeding up passenger boarding and alighting. However, this improvement only affects the efficiency of the passenger boarding and alighting process and has a limited impact on the overall operational efficiency of the train.

[0005] Chinese invention patent CN114940189B discloses a non-stop high-speed rail transfer system and method. The system involves a shuttle bus connecting to a moving train carriage via a "rear-end connection" or "parallel connection," establishing a "passenger passage" between them for passenger exchange. The shuttle bus then detaches from the train, completing the transfer. While this solution employs a more efficient non-stop transfer method, it relies on passenger movement. Passenger actions cannot be guaranteed to perfectly coordinate with the door opening and closing process. Furthermore, it is evident that the more passengers transferring, the longer the transfer time. On a fast-moving train, the safety and stability of this process cannot be guaranteed.

[0006] The two aforementioned technical solutions also have the problem of causing inconvenience to some passengers. For example, if a passenger is not originally in the transfer carriage or is even far away from the transfer carriage, he or she will have to move a considerable distance on the train to reach the transfer carriage; or if a passenger is already in the transfer carriage when he or she does not need to transfer, he or she will also have to transfer to other carriages.

[0007] Chinese invention patent application CN102774384A discloses a method for parallel operation of two railway lines, comprising a main line train and an auxiliary line train. The main line train runs from the starting point to the end point without stopping, while the auxiliary line train stops at every station, connecting with the main line train between stations to exchange passengers. However, this application does not disclose, and there is no existing technology, a structure for the main line train and auxiliary line train, a connection structure, or a method for exchanging passengers that can safely implement this technical solution.

[0008] Chinese utility model patent CN205769272U discloses a railcar passenger boarding and alighting system without stopping. Essentially, it also involves two parallel tracks, with each of the two parallel carriages containing a movable car. These movable cars are moved to the opposite train to facilitate passenger exchange. However, this technical solution does not describe how the two movable cars are moved, or how to avoid interference between the movable cars on the two trains; similar details are not found in existing technology. Furthermore, the movable cars occupy a significant amount of space within the carriages. Due to size limitations, other spaces within the carriages can only be used as passenger passageways, requiring all passengers to move extensively between the transfer and non-transfer carriages, causing inconvenience. Summary of the Invention

[0009] The purpose of this invention is to provide a scientifically designed, safe and reliable method for boarding and alighting train carriages, trains, and passengers that enables non-stop transfers.

[0010] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0011] A train carriage includes an upper carriage, a lower carriage, and a movable car. The upper carriage is stacked on the lower carriage, and the movable car is slidably installed inside the upper carriage. The upper carriage and the lower carriage are connected by a pedestrian passage at one end of the train carriage. A car passage opening is provided 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. A first translation mechanism is provided between the movable car and the upper carriage, so that the movable car can move along the travel direction of the upper carriage or perpendicular to the travel direction of the upper carriage.

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

[0013] The car is equipped with a support frame through the opening, and a second translation mechanism is installed on the support frame. When passengers need to be exchanged, the first translation mechanism and the second translation mechanism are connected by an interconnecting component to form a lateral translation channel.

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

[0015] Preferably, the second translation mechanism includes a second transverse track that can dock with the first transverse track.

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

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

[0018] Preferably, the pedestrian passage is provided with stairs, 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, a third movable door is provided at both ends of the train car, and the third movable door is connected to the steering platform.

[0020] Based on the same inventive concept, the present invention also provides a train, which includes at least one of the train carriages.

[0021] Based on the same inventive concept, this invention also provides a method for passengers to board and alight on the aforementioned train, comprising at least two trains traveling in the same direction, with the pedestrian walkway of some trains in front and the pedestrian walkway of the remaining trains behind. The movable carriages of each train are close to the pedestrian walkway, and some trains, as express trains, always run at high speed, while the remaining trains, as slow trains, run at a slower speed and stop at stations. The pedestrian walkways of the express and slow trains are in opposite positions, with the express trains running on express tracks and the slow trains running on slow tracks. The express and slow tracks are arranged side by side, and the express trains board and alight passengers via the slow trains. The specific method for boarding and alighting passengers includes the following steps:

[0022] 1) Passengers who need to transfer between express and local trains enter the upper carriage from the lower carriage through the internal pedestrian passage, and then enter the movable car in the upper carriage through the second and first movable doors in sequence to complete the passenger transfer. After the passenger transfer is completed, the first and second movable doors are closed.

[0023] 2) Adjust the speed of the express train or the slow train for the passengers to be exchanged until the two express and slow trains for the passengers to be exchanged are running at the same speed and the cars of the trains for the passengers to be exchanged are aligned at the opening. Connect and lock the two aligned train cars through the interconnection component, so that the first translation mechanism and the second translation mechanism are connected to form a lateral translation channel.

[0024] 3) The movable car for the passengers to be exchanged enters the upper car of the opposite train along the first translation mechanism and the second translation mechanism to complete the passenger transfer between trains;

[0025] 4) The interconnection components of the two train carriages are disconnected, and the second translation mechanism is retracted;

[0026] 5) The movable car moves along the first translation mechanism to the other end of the upper car, close to the pedestrian passage;

[0027] 6) Open the first and second movable doors, and passengers in the movable car enter the lower car through the pedestrian passage to complete the passenger exchange. After that, the slow train arrives at the station and stops to allow passengers to get on and off.

[0028] Advantages and beneficial effects of this invention: The train carriage of this invention is divided into upper and lower levels. The lower level is for passengers who do not need to cross stations or transfer, while the upper level is dedicated to passenger transfers. Passengers can travel normally from any carriage. Compared to the prior art where passengers walk between two relatively stationary carriages, the transfer process of this invention involves a movable carriage carrying all passengers needing to transfer, transferring them all at once. This is fast. Calculations show that, within acceptable passenger comfort limits, this invention can complete the transfer of passengers within the movable carriage within 10 seconds, reducing the connection time between different train carriages. Furthermore, the passenger transfer control process does not involve individual passenger participation, ensuring safety and stability. The transferred movable carriage is placed in a fixed position in the upper carriage, close to the pedestrian walkway, i.e., the stopping position of the movable carriage that has been moved from the previous upper carriage. Since the pedestrian walkway of one train is entirely at the front and the pedestrian walkway of the other train is entirely at the back, regardless of how many slow trains exchange passengers with a fast train, the smooth exchange of the next movable carriage can be guaranteed. In addition, two trains that exchange passengers can use the same type of train car formation, which can reduce the variety of train cars and lower design and manufacturing costs. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 is a schematic diagram of the overall structure of the train carriage in Embodiment 1, wherein the first support frame and the second support frame are in a retracted state.

[0031] Figure 2 is a schematic diagram of the overall structure of the train carriage in Embodiment 1, wherein the first support frame and the second support frame are in an unfolded state.

[0032] Figure 3 is an exploded view of Figure 2.

[0033] Figure 4 is a schematic diagram of the structure at both ends of the train carriage in Example 1.

[0034] Figure 5 is a top view of two train carriages preparing to exchange passengers in Example 1.

[0035] Figure 6 is a schematic diagram of two train carriages exchanging passengers in Example 1.

[0036] Figure 7 is a schematic diagram of the way the track wheel and track are matched in Example 1.

[0037] Figure 8 is a schematic diagram of another way in which the track wheel and the track are matched in Example 1.

[0038] Figure 9 is a schematic diagram of the overall structure of the train of the present invention. Detailed Implementation

[0039] The present invention will be further described below with reference to specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0040] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. Example

[0042] As shown in Figures 1 and 2, the train carriage of the present invention 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, and the movable car 3 is located inside the upper carriage 1. The upper carriage 1 and the lower carriage 2 are connected by a pedestrian passage 4 located at one end of the train carriage, and a car passage 5 is provided on one side of the upper carriage 1.

[0043] As shown in Figure 3, the width L of the car passage 5 is not less than twice the length m of the movable car 3, that is, to ensure that the car passage 5 allows two movable cars 3 to pass through at the same time.

[0044] A first translation mechanism is installed between the bottom of the movable car 3 and the ground of the upper car 1. In this embodiment, the first translation mechanism includes track wheels 6 (see Figure 7) installed at the bottom of the movable car 3 and a first track 7 installed on the ground of the upper car 1. The first track 7 includes a longitudinal track 8 arranged along the direction of train travel and a first transverse track 9 arranged perpendicular to the direction of train travel. As shown in Figures 2 and 3, a deployable first support frame 10 and a second support frame 11 are also provided at the car passage 5 of the upper car 1. The first transverse track 9 is set on the ground of the upper car 1. The first support frame 10 and the second support frame 11 are provided with a second transverse track 15 as part of the second translation mechanism and interconnecting components. One side of the first support frame 10 and the second support frame 11 is hinged to the train car. After the first support frame 10 and the second support frame 11 are deployed, 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 half of the side car passage 5 of the upper car 1, respectively. As shown in Figures 3 and 4, each end of the movable car 3 is provided with a first movable door 12, and 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.

[0045] To facilitate passenger movement between different carriages after the train carriages are assembled, as shown in Figure 4, third movable doors 16 are provided at both ends of the train carriages. After the train is assembled, the third movable doors 16 of adjacent train carriages can be connected. In this embodiment, the stairs provided in the pedestrian passage 4 include an upper staircase 17 and a lower staircase 18. A turning platform 19 is provided between the upper staircase 17 and the lower staircase 18. The lower staircase 18 connects the ground of the lower carriage 3 and the turning platform 19. The upper staircase 17 connects the turning platform 19 and the second movable door 13. The third movable door 16 connects the turning platform 19. A second lower staircase 20 can also be provided at the third movable door 16 at the other end of the train carriage to connect with the ground of the lower carriage 2.

[0046] As shown in Figures 5 and 6, when the cars of two train carriages, a and b, are positioned opposite each other through opening 5, the first support frame 10a of train carriage a and the second support frame 11b of train carriage b can be connected. Simultaneously, the second support frame 11a of train carriage a and the first support frame 10b of train carriage b can also be connected. The corresponding ends of the first support frame 10 and the second support frame 11 at the connection point are connected by interconnecting components, including locking devices. These locking devices can lock the connection between the opposing support frames. In this way, the first transverse track 9a and the second transverse track 15a in train carriage a, and the second transverse track 15b and the first transverse track 9b in train carriage b are sequentially connected, forming a long transverse track traversing the two train carriages. This allows the movable car 3 to move forward and backward along the longitudinal track 8 of its respective train carriage in the direction of train travel, and also to move between the two train carriages along the long track.

[0047] As shown in Figures 7 and 8, the longitudinal track 8 and the first transverse track 9 are arranged intersecting on the floor of the upper carriage 1. To facilitate the switching of the track wheels 6 and the movable carriage 3 between the longitudinal track 8 and the first transverse track 9, the cross-sections of the longitudinal track 8, the first transverse track 9, and the corresponding second transverse track 15 are grooved. The track wheels 6 are located at the bottom of the movable carriage 3, and each track wheel 6 is equipped with a lifting mechanism. The track wheels 6 include two sets with mutually perpendicular running directions: a first track wheel set 6-1 running along the longitudinal track 8, and a second track wheel set 6-2 running along the first transverse track 9. The first track wheel set 6-1 cooperates with the longitudinal track 8, and the second track wheel set 6-2 cooperates with the first transverse track 9 and the second transverse track 15. The lifting mechanisms of the first track wheel set 6-1 and the second track wheel set 6-2 are mutually restrained: when the first track wheel set 6-1 descends and embeds itself into the longitudinal track 8, the second track wheel set 6-2 rises and leaves the track, or vice versa. When the movable car 3 moves along the longitudinal track 8, the first track wheel set 6-1 engages with the longitudinal track 8, and the second track wheel set 6-2 is raised and moves away from the first transverse track 9. The movable car 3 moves along the longitudinal track 8 to the transverse movement position (as shown in Figure 5). When the movable car 3 needs to be moved to another train, the second track wheel set 6-2 descends to engage with the first transverse track 9, and at the same time, the first track wheel set 6-1 is raised and moves away from the longitudinal track 8. At this time, as shown in Figure 6, 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 movement position, the first track wheel set 6-1 descends to engage with the longitudinal track 8, and the second track wheel set 6-2 is raised and moves away from the first transverse track 9. The movable car 3 is driven by the first track wheel set 6-1, thus changing the direction of translation.

[0048] In this embodiment, the first support frame 10 and the second support frame 11 support the second transverse track 15, so that the first transverse track 9 in the two train cars is connected by the second transverse track 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 the same length as or different from the first support frame 10b and the second support frame 11b of the train car b. It is even possible to set the first support frame 10a and the second support frame 11a in the train car a to be directly connected to the car passage 5 of the train car b, and the first support frame 10b and the second support frame 11b shown in the figure can be omitted from the train car b. However, considering that if the locking of the two train cars is accidentally interrupted before or after the transverse movement of the movable car 3, resulting in misalignment of the train cars, the structural loss caused by disconnecting the first support frame and the second support frame is relatively small. Therefore, it is a better choice to set both the first support frame and the second support frame in the train cars a and b.

[0049] In this embodiment, the translational connection structure between the movable car 3 and the upper car 1 is a track and track. Based on this, only a conventional power device is needed to realize the movement of the movable car 3. The track and track wheel used in this embodiment is only one of the effective translational connection forms. Obviously, other forms of translational connection structures can also be used, such as a traction sliding mechanism, a conveyor belt, or other forms of track and track wheel. The corresponding first support frame and second support frame are not limited to the connection method described in the embodiment. They can also extend horizontally out of the upper car or other movement methods, as long as they can achieve the purpose of enabling the movable car to move along the travel direction of the upper car and perpendicular to the travel direction.

[0050] For ease of description, the upper carriage of the train car in the accompanying drawings of this embodiment only shows the frame. In actual applications, a shielding device can be set in a place where it is not necessary to open the car passage 5, or a movable shielding device can be set in a place where the car passage 5 is opened, so as to improve the safety and aerodynamic characteristics of the whole vehicle.

[0051] As shown in Figure 9, the train of the present invention includes six train carriages c, wherein the pedestrian aisle 4 of all the train carriages c is located in the same position, such as at the rear of the carriages. In this embodiment, the movable car 3 in all the train carriages c is adjacent to the pedestrian aisle 4.

[0052] The pedestrian walkways of all carriages of the transfer train corresponding to the train of this invention should be located at the head of the carriage.

[0053] This invention involves two trains running in the same direction, with the pedestrian walkway entirely in front of the other train and entirely behind. One train acts as an express train, always running at high speed, while the other trains act as slow trains, running at a slower speed and stopping at stations. The express train uses the slow train to allow passengers to board and alight. The specific method for boarding and alighting includes the following steps:

[0054] 1) While the two trains are in motion, passengers who need to transfer between the two trains can enter the upper carriage from the lower carriage through the pedestrian passage, and then enter the movable car through the second movable door and the first movable door in sequence. After the transfer of passengers is completed, the first movable door and the second movable door will be closed.

[0055] 2) Adjust the two trains to run parallel at the same speed, and align the passageways of the carriages of the trains to be exchanged.

[0056] 3) The car passageways of the two corresponding train carriages are connected by the first support frame and the second support frame, and the connection status is locked by the interconnection component;

[0057] 4) The movable cars of the two train carriages enter the upper car 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.

[0058] 5) The interconnection components of the two corresponding train carriages are disconnected, and the second translation mechanism is retracted;

[0059] 6) The movable car moves along the longitudinal track of the first translation mechanism to the other end of the upper car, close to the pedestrian passage;

[0060] 7) Open the first and second movable doors, and passengers in the movable car enter the lower car through the pedestrian passage to complete the passenger exchange.

[0061] A typical application scenario of the present invention is that on the train tracks described in the two operating embodiments, all trains run in the same direction. One track is entirely used by fast trains, and the other track is entirely used by slow trains. The fast trains do not stop from the starting point to the destination. Each time a slow train runs parallel to another slow train at the same speed, the fast trains exchange passengers with the slow trains. The slow trains stop at each station to pick up and drop off passengers.

[0062] In the embodiment, the first support frame 10 and the second support frame 11 for transferring the movable car 3 between the upper car 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 track 15 (movable translation mechanism) required for the transfer of the two movable cars 3, which can also achieve the same technical effect.

[0063] The train carriage of this invention has upper and lower levels. The capacity and seating arrangement of the lower level carriage are comparable to those of existing train carriages. Passengers who do not need to transfer remain in the lower level carriage, while passengers who need to transfer can enter the upper level carriage through this carriage without having to move to other carriages, making the transfer simple and convenient. More importantly, in the train carriage and corresponding passenger exchange method of this invention, the process of passengers moving from one train carriage to another involves all passengers transferring at once within a closed, movable car, unaffected by individual passengers, making it fast and safe. Currently, if some passengers move slowly or other possible unforeseen circumstances affect the closing of the doors, these problems pose a serious safety threat on a moving train with the passenger exchange passage open. Taking a train on two tracks with a track spacing of 4400 mm as an example, the lateral movement distance of the movable car is 4400 mm. If the movable car accelerates at approximately 0.3 m / s²... 2 The movable car moves laterally from one train car to another in approximately 7.66 seconds. Minimizing docking during train operation and enabling rapid transfers in a short time are fundamental guarantees of safety. In this invention, the transfer of passengers from upper and lower levels of the train and between different cars via the movable car is a reliable technical means to achieve rapid and safe transfers.

[0064] The movable car of this invention serves both as a passenger boarding and a passenger disembarking mechanism: when the train receives a movable car that has been moved from another train, the movable car moves along the longitudinal track of the train to connect and lock with the pedestrian passage. The first movable door of the movable car and the second movable door of the pedestrian passage open simultaneously. Passengers from the other train walk through the two movable doors to the lower level car, while passengers who need to transfer in the lower level car walk through the two movable doors into the movable car and wait for the next train to run parallel to the train to transfer to the other train.

[0065] If the train is assembled using the train carriages described in the embodiment, the only difference between the fast train and the slow train is the length of the first support frame and the second support frame. In practical applications, if the first support frame and the second support frame of the fast train are the same as those of the slow train, then the same train carriages can be used to assemble the fast train and the slow train, thereby reducing the number of train types and saving research and development and manufacturing costs.

[0066] Existing technical solutions require ample time for passenger movement and are only applicable to railway systems with station spacing of at least ten kilometers. In contrast, the technical solution of this invention, due to its short transfer time, is particularly suitable for urban rail transit, such as subway systems with station spacing as low as 1.2-2 kilometers.

[0067] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can make many possible variations and modifications to the technical solution of the present invention, or modify it into equivalent embodiments with equivalent changes, without departing from the scope of the technical solution of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention should fall within the scope of protection of the technical solution of the present invention.

Claims

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

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

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

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

6. The train carriage according to claim 1, characterized in that: The pedestrian passage is equipped with stairs, which include an upper staircase, a lower staircase, and a turning platform. The lower staircase connects the floor of the lower carriage to the turning platform, and the upper staircase connects the turning platform to the second movable door.

7. The train carriage according to claim 6, characterized in that: The train carriages are equipped with third movable doors at both ends, and the third movable doors are connected to the steering platform.

8. A train, characterized in that: It includes at least one train carriage as described in any one of claims 1-7.

9. A method for passengers to board and alight on a train as described in claim 8, characterized in that, This includes at least two trains traveling in the same direction, with the pedestrian walkway of some trains in front and the pedestrian walkway of the others behind. The movable carriages of each train are close to the pedestrian walkway, and some trains, as express trains, always run at high speed, while the others, as local trains, run at a slower speed and stop at stations. The pedestrian walkways of the express and local trains are in opposite positions, with the express trains running on the express train track and the local trains running on the local train track. The express trains use the local trains to facilitate passenger boarding and alighting. The specific method for passenger boarding and alighting includes the following steps: 1) Passengers who need to transfer between express and local trains enter the upper carriage from the lower carriage through the internal pedestrian passage, and then enter the movable car in the upper carriage through the second and first movable doors in sequence to complete the passenger transfer. After the passenger transfer is completed, the first and second movable doors are closed. 2) Adjust the speed of the express train or the slow train for the passengers to be exchanged until the two express and slow trains for the passengers to be exchanged are running at the same speed and the cars of the trains for the passengers to be exchanged are aligned at the opening. Connect and lock the two aligned train cars through the interconnection component, so that the first translation mechanism and the second translation mechanism are connected to form a lateral translation channel. 3) The movable car for the passengers to be exchanged enters the upper car of the opposite train along the first translation mechanism and the second translation mechanism to complete the passenger transfer between trains; 4) The interconnection components of the two train carriages are disconnected, and the second translation mechanism is retracted; 5) The movable car moves along the first translation mechanism to the other end of the upper car, close to the pedestrian passage; 6) Open the first and second movable doors, and passengers in the movable car enter the lower car through the pedestrian passage to complete the passenger exchange. After that, the slow train arrives at the station and stops to allow passengers to get on and off.

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