Patent Publication Number: US-11639187-B2

Title: Rail transport system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a national phase entry under 35 U.S.C. § 371 of International Application No. PCT/CN2017/075168, filed on Feb. 28, 2017, which claims priority to Chinese Patent Application No. 201610840610.1, filed on Sep. 21, 2016, content of all of which is incorporated herein by reference in its entirety. 
     FIELD 
     The present disclosure relates to the field of transport technologies and, specifically, to a rail transport system. 
     BACKGROUND 
     A rail transport system such as a straddle-type monorail train is emergently parked inevitably because of a fault or another factor during actual travelling. In this case, to facilitate repair or in consideration of passenger safety, passengers in a vehicle need to be evacuated in time. Therefore, some straddle-type monorail trains are provided with escape passages to be used for evacuating passengers in an emergency. However, the straddle-type monorail train provided with an escape passage in the related art has relatively high costs, relatively large occupied space, an excessively large weight borne by the rail, and a hidden danger in stability. 
     The inventors of this application have found through a large quantity of researches and experiments that disadvantages such as high costs, large occupied space, and a hidden danger in stability existing in the straddle-type monorail train provided with an escape passage in the related art are just caused by the structure of the foregoing escape passage. Specific reasons are as follows: 
     Since the frame and the floor laid on the frame are both additional structures independent of the rail, and a specific location of a rail vehicle in an emergency during travelling is unpredictable, the escape passage of this structure needs to be additionally disposed in the entire length direction of the rail (except a platform). The amount of work is enormous, which greatly increases the costs. Moreover, the frame and the floor are located at the side of the rail, which is equivalent to an extra portion extending in the width direction of the rail, which takes up a lot of space. In addition, the frame and the floor have a certain weight. Regardless of whether the rail vehicle is in an emergency, the frame and the floor are both erected on the rail, that is, even if the rail vehicle is travelling normally, the rail still needs to bear the weight of the frame and the floor, thereby increasing the weight borne by the rail, which has an adverse effect on the stability of the rail. 
     SUMMARY 
     An objective of the present disclosure is to at least resolve one of the foregoing technical problems in the related art to some extent. 
     To achieve the foregoing objective, according to an embodiment of the present disclosure, a rail transport system is provided. The rail transport system includes: a rail, the rail includes a steering portion and a travelling portion, the travelling portion is connected to the steering portion, and a first recess is constructed on the travelling portion to form an escape passage; and a rail vehicle, where the rail vehicle includes bogies and a vehicle body, the bogie movably straddles the rail, the bogie fits in with an inner bottom surface of the escape passage of the travelling portion and the steering portion, and the bogie travels by using the travelling portion and is steered by using the steering portion, and the vehicle body is connected to the bogie and pulled by the bogie to travel along the rail. 
     The rail transport system according to this embodiment of the present disclosure has advantages such as facilitation of evacuation of passengers in an emergency, low costs, small occupied space, small rail weight bearing, and high stability. 
     In addition, the rail transport system according to this embodiment of the present disclosure may further have the following additional technical features: 
     According to an embodiment of the present disclosure, the bogie is provided with a first dodge groove and a second dodge groove used to respectively dodge two side walls of the escape passage. 
     According to an embodiment of the present disclosure, the vehicle body includes a plurality of compartments hinged sequentially along a length direction of the rail; in the length direction of the rail, a surface that is of a compartment at at least one end of the vehicle body and that faces away from an adjacent compartment is provided with an escape door that can be opened and closed; and a first end of the escape door is pivotably mounted onto the corresponding compartment, and a second end of the escape door tilts downward and stretches into the escape passage when the escape door is opened. 
     According to an embodiment of the present disclosure, an inner surface of the escape door is provided with a slide rail. 
     According to an embodiment of the present disclosure, the vehicle body includes a plurality of compartments hinged sequentially along a length direction of the rail; in the length direction of the rail, a surface that is of a compartment at at least one end of the vehicle body and that faces away from an adjacent compartment is provided with an escape door that can be opened and closed; and an escape port and an escape cover plate are disposed on an inner floor of the compartment at the at least one end of the vehicle body, the escape cover plate collaborates with the escape door and is used to open and close the escape port, the escape cover plate opens the escape port when the escape door is opened, and the escape cover plate closes the escape port when the escape door is closed. 
     According to an embodiment of the present disclosure, an escape ladder leading to the escape passage is disposed in the escape port. 
     According to an embodiment of the present disclosure, the vehicle body has a stretching/retraction driving device used to drive stretching/retraction of the escape ladder. 
     According to an embodiment of the present disclosure, the travelling portion includes: a bottom plate, where the bottom plate is connected to the steering portion; and a first side plate and a second side plate, where the first side plate and the second side plate are connected to the bottom plate and are spaced apart along a width direction of the bottom plate, the escape passage is defined among the first side plate, the second side plate, and the bottom plate, the bottom plate forms a bottom wall of the escape passage, and the first side plate and the second side plate respectively form two side walls of the escape passage. 
     According to an embodiment of the present disclosure, a longitudinal central axis of a cross section of the travelling portion coincides with a longitudinal central axis of a cross section of the steering portion, and the width of the bottom plate is greater than the width of the steering portion. 
     According to an embodiment of the present disclosure, a minimum distance between the first side plate and the second side plate is greater than the width of the steering portion. 
     According to an embodiment of the present disclosure, the first side plate and the second side plate are respectively connected to two side edges of the bottom plate. 
     According to an embodiment of the present disclosure, the thickness of a part of the bottom plate connected to the steering portion is greater than the thickness of a remaining part of the bottom plate. 
     According to an embodiment of the present disclosure, the bogie includes: a bogie frame, where the bogie frame has a second recess straddling the rail; and the bogie frame is provided with a first dodge groove and a second dodge groove, the first side plate stretches into the first dodge groove, and the second side plate stretches into the second dodge groove; a running wheel, where the running wheel is pivotably mounted onto the bogie frame and fits in on the bottom plate, and the running wheel is located between the first side plate and the second side plate and is located right above the steering portion; and a driving device, where the driving device is mounted onto the bogie frame and the running wheel is driven by the driving device. 
     According to an embodiment of the present disclosure, the bogie frame  100  is provided with a running wheel mounting groove located between the first dodge groove and the second dodge groove, and the running wheel is pivotably mounted into the running wheel mounting groove. 
     According to an embodiment of the present disclosure, there is a plurality of running wheels, where each of the plurality of running wheels is pivotably mounted onto the bogie frame and fits in on the bottom plate, and each of the plurality of running wheels is located between the first side plate and the second side plate and is located right above the steering portion. 
     According to an embodiment of the present disclosure, the bogie further includes: a first horizontal wheel, where the first horizontal wheel is pivotably mounted onto the bogie frame and fits in on one side surface of the steering portion; and a second horizontal wheel, where the second horizontal wheel is pivotably mounted onto the bogie frame and fits in on another side surface of the steering portion. 
     According to an embodiment of the present disclosure, a first horizontal wheel mounting limb stretching from a side of the steering portion to a location below the bottom plate and a second horizontal wheel mounting limb stretching from another side of the steering portion to a location below the bottom plate are disposed on the bogie frame, the first horizontal wheel is mounted onto the first horizontal wheel mounting limb, and the second horizontal wheel is mounted onto the second horizontal wheel mounting limb. 
     According to an embodiment of the present disclosure, the first horizontal wheel is connected to a first horizontal safety wheel that moves in synchronization with the first horizontal wheel and whose outer diameter is less than the outer diameter of the first horizontal wheel, and the second horizontal wheel is connected to a second horizontal safety wheel that moves in synchronization with the second horizontal wheel and whose outer diameter is less than the outer diameter of the second horizontal wheel. 
     According to an embodiment of the present disclosure, the first horizontal wheel and the second horizontal wheel are located at a same height in an up and down direction. 
     According to an embodiment of the present disclosure, there is a plurality of first horizontal wheels spaced apart and coaxially disposed along an up and down direction and there is a plurality of second horizontal wheels spaced apart and coaxially disposed along the up and down direction. 
     According to an embodiment of the present disclosure, there is a plurality of first horizontal wheels spaced apart along an up and down direction and a length direction of the steering portion respectively, and there is a plurality of second horizontal wheels spaced apart along the up and down direction and the length direction of the steering portion respectively. 
     According to an embodiment of the present disclosure, the bogie further includes: a first collector shoe, where the first collector shoe is disposed on the bogie frame, a first conductive rail is disposed on the one side surface of the steering portion, and the first collector shoe is powered by using the first conductive rail; and a second collector shoe, where the second collector shoe is disposed on the bogie frame, a second conductive rail is disposed on the another side surface of the steering portion, and the second collector shoe is powered by using the second conductive rail. 
     According to an embodiment of the present disclosure, the first collector shoe is located above the first horizontal wheel, and the second collector shoe is located above the second horizontal wheel. 
     According to an embodiment of the present disclosure, the first collector shoe is located below the first horizontal wheel, and the second collector shoe is located below the second horizontal wheel. 
     According to an embodiment of the present disclosure, the first collector shoe is located below the first horizontal wheel, and the second collector shoe is located above the second horizontal wheel. 
     According to an embodiment of the present disclosure, there is a plurality of first horizontal wheels spaced apart along the length direction of the steering portion, and the first collector shoe is located between neighboring first horizontal wheels in the length direction of the steering portion; and there is a plurality of second horizontal wheels spaced apart along the length direction of the steering portion, and the second collector shoe is located between neighboring second horizontal wheels in the length direction of the steering portion. 
     According to an embodiment of the present disclosure, there is a plurality of first horizontal wheels spaced apart along the length direction of the steering portion, and the first collector shoe and one of the first horizontal wheels are disposed facing each other in the up and down direction; and there is a plurality of second horizontal wheels spaced apart along the length direction of the steering portion, and the second collector shoe and one of the second horizontal wheels are disposed facing each other in the up and down direction. 
     According to an embodiment of the present disclosure, there is a plurality of first horizontal wheels spaced apart along an up and down direction and the first collector shoe is located between neighboring first horizontal wheels in the up and down direction; and there is a plurality of second horizontal wheels spaced apart along an up and down direction and the second collector shoe is located between neighboring second horizontal wheels in the up and down direction. 
     According to an embodiment of the present disclosure, the rail vehicle is provided with a power battery used to supply power to travelling of the rail vehicle. 
     According to an embodiment of the present disclosure, the bogie further includes: a first support suspension device and a second support suspension device, where the first support suspension device and the second support suspension device are respectively mounted onto the bogie frame and respectively connected to the vehicle body, and the first support suspension device and the second support suspension device are spaced along the length direction of the rail and located on the central axis equally dividing the bogie frame in the width direction of the rail; or the first support suspension device and the second support suspension device are spaced apart along the width direction of the rail and located on the central axis equally dividing the bogie frame in the length direction of the rail. 
     According to an embodiment of the present disclosure, the bogie further includes: a first support suspension device, a second support suspension device, a third support suspension device, and a fourth support suspension device, where the first support suspension device, the second support suspension device, the third support suspension device, and the fourth support suspension device are respectively mounted onto the bogie frame and respectively connected to the vehicle body, the first support suspension device, the second support suspension device, the third support suspension device, and the fourth support suspension device are respectively located at four corners of a rectangle in the horizontal plane, and the rectangle is symmetrical about the center of the bogie frame. 
     According to an embodiment of the present disclosure, there are two first horizontal wheels spaced apart along the length direction of the steering portion, there are two second horizontal wheels spaced apart along the length direction of the steering portion, the central axes of the two first horizontal wheels and the central axes of the two second horizontal wheels are respectively located at four corners of a rectangle in the horizontal plane, and the rectangle is symmetrical about the center of the bogie frame. 
     According to an embodiment of the present disclosure, there are one first horizontal wheel and one second horizontal wheel respectively, the first horizontal wheel and the second horizontal wheel are spaced along the width direction of the rail, and the first horizontal wheel and the second horizontal wheel deviate from the center of the bogie frame to a travelling direction of the rail vehicle in the length direction of the rail. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a sectional view of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  2    is a sectional view of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  3    is a schematic structural diagram of a rail of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  4    is a schematic structural diagram of a rail vehicle according to an embodiment of the present disclosure; 
         FIG.  5    is a sectional view of a bogie of a rail vehicle according to an embodiment of the present disclosure; 
         FIG.  6    is a sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  7    is a sectional view of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  8    is a sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  9    is a sectional view of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  10    is a sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  11    is a sectional view of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  12    is a sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  13    is a sectional view of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  14    is a sectional view of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  15    is a schematic structural diagram of a bogie of a rail vehicle according to an embodiment of the present disclosure; 
         FIG.  16    is a schematic structural diagram of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  17    is a schematic structural diagram of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  18    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  19    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  20    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  21    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  22    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  23    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  24    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  25    is a partial schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  26    is a partial schematic structural diagram of a rail transport system according to another embodiment of the present disclosure, where an escape door is in a closed state; 
         FIG.  27    is a partial schematic structural diagram of a rail transport system according to another embodiment of the present disclosure, where an escape door is in an opened state; 
         FIG.  28    is a partial schematic structural diagram of a rail transport system according to another embodiment of the present disclosure; 
         FIG.  29    is a schematic structural diagram of a bogie of a rail vehicle according to another embodiment of the present disclosure; 
         FIG.  30    is a schematic structural diagram of a rail transport system according to an embodiment of the present disclosure; 
         FIG.  31    is a schematic structural diagram of a rail transport system according to another embodiment of the present disclosure; and 
         FIG.  32    is a schematic structural diagram of a rail transport system according to another embodiment of the present disclosure. 
     
    
    
     Reference numerals of the accompanying drawing: rail transport system  1 ; rail  10 , escape passage  11 , steering portion  111 , travelling portion  112 , bottom plate  113 , first side plate  114 , second side plate  115 ; rail vehicle  20 , bogie  21 , vehicle body  22 , compartment  23 , escape door  24 , escape port  25 , escape cover plate  26 , escape ladder  27 , power battery  28 , first end  31  of the escape door  24 , second end  32  of the escape door  24 ; bogie frame  100 , second recess  110 , first dodge groove  120 , second dodge groove  130 , running wheel mounting groove  140 , first horizontal wheel mounting limb  150 , second horizontal wheel mounting limb  160 ; running wheel  270 ; driving device  300 ; first horizontal wheel  710 , second horizontal wheel  720 , first horizontal safety wheel  711 , second horizontal safety wheel  721 ; first collector shoe  810 , second collector shoe  820 , first conductive rail  830 , second conductive rail  840 ; first support suspension device  910 , second support suspension device  920 , third support suspension device  930 , and fourth support suspension device  940 . 
     DETAILED DESCRIPTION 
     The following describes embodiments of the disclosure in detail. Examples of the embodiments are shown in the accompanying drawings. The same or similar elements and the elements having same or similar functions are denoted by like reference numerals throughout the descriptions. The embodiments described below with reference to the accompanying drawings are exemplary, aim to explain the disclosure, but cannot be understood as a limitation on the disclosure. 
     The present disclosure provides a rail transport system  1  has advantages such as facilitation of evacuation of passengers in an emergency, low costs, small occupied space, small rail weight bearing, and high stability. 
     The rail transport system  1  according to an embodiment of the present disclosure is described below with reference to accompanying drawings. 
     As shown in  FIG.  1    to  FIG.  32   , the rail transport system  1  according to this embodiment of the present disclosure includes a rail  10  and a rail vehicle  20 . 
     The rail  10  includes a steering portion  111  and a travelling portion  112 , the travelling portion  112  is connected to the top of the steering portion  111 , and a first recess is constructed on the travelling portion  112  to form an escape passage  11 . The rail vehicle  20  includes a bogie  21  and a vehicle body  22 , the bogie  21  movably straddles the rail  10 , and the vehicle body  22  is connected to the bogie  21  and pulled by the bogie  21  to travel along the rail  10 . The bogie  21  straddles the steering portion  111  and the travelling portion  112 , the bogie  21  fits in with an inner bottom surface of the escape passage  11  of the travelling portion  112  and the steering portion  111 , and the bogie  21  travels by using the travelling portion  112  and is steered by using the steering portion  111 . 
     Herein, a person skilled in the art needs to understand that, both the steering portion  111  and the travelling portion  112  are parts of the rail  10 , the steering portion  111  and the travelling portion  112  may be integrally formed, and the escape passage  11  is disposed on the travelling portion  112 . To be specific, the escape passage  11  is disposed on the rail  10 , but not disposed on another additional component on the rail  10 . To be specific, compared with the structure of the escape passage in the related art, in the rail transport system  1  according to this embodiment of the present disclosure, the rail  10  does not need to be provided with other components such as a frame and a floor, and the escape passage  11  is formed on the rail  10 . 
     In the rail transport system  1  according to this embodiment of the present disclosure, the escape passage  11  is disposed on the rail  10 , and when an emergency occurs, passengers can be evacuated in time by using the escape passage  11 . Moreover, because the escape passage  11  is disposed on the rail  10  itself, no other additional structure needs to be added to the rail  10 , and only the escape passage  11  needs to be disposed on the rail  10  itself along the length direction of the rail  10 . Therefore, the amount of work of the rail transport system  1  may be greatly reduced. On one hand, costs are reduced, and on the other hand, occupied space is reduced. Moreover, the weight borne by the rail  10  does not need to be increased, which is favorable to stability of the rail  10 . Therefore, the rail transport system  1  according to this embodiment of the present disclosure has advantages such as facilitation of evacuation of passengers in an emergency, low costs, small occupied space, small rail weight bearing, and high stability. 
     The rail transport system  1  according to a specific embodiment of the present disclosure is described below with reference to accompanying drawings. 
     As shown in  FIG.  1    to  FIG.  32   , the rail transport system  1  according to this embodiment of the present disclosure includes a rail  10  and a rail vehicle  20 . 
     A bogie  21  is provided with a first dodge groove  120  and a second dodge groove  130  used to respectively dodge two side walls of the escape passage  11 . Therefore, running of the bogie  21  on the rail  10  is more stable, thereby improving stability of the rail vehicle  20  during travelling, and the entire height of the rail vehicle  20  may be reduced. 
     In some specific embodiments of the present disclosure, as shown in  FIG.  1    to  FIG.  4    and  FIG.  30    to  FIG.  32   , a vehicle body  22  includes a plurality of compartments  23  hinged sequentially along a length direction of a rail  10 , and in the length direction of the rail  10 , a surface that is of a compartment  23  at at least one end of the vehicle body  22  and that faces away from an adjacent compartment  23  is provided with an escape door  24  that can be opened and closed. That is, each end of the vehicle body  22  has a compartment  23 , the compartment  23  of at least one end of the vehicle body  22  has an escape door  24  on the compartment&#39;s surface facing away from an adjacent compartment  23 , and the escape door  24  can be opened and closed. In other words, an end surface of at least one of two compartments  23  located at two ends of the vehicle body  22  is provided with the escape door  24 . To be specific, the escape door  24  is disposed on the compartment  23  at the at least one end of the vehicle body  22  in the length direction of the rail  10 . Specifically, the escape door  24  is disposed on a first end surface of the compartment  23  at the at least one end, and the first end surface is a surface away from the adjacent compartment. The escape door  24  has a first end  31  and a second end  32 , and the first end  31  of the escape door  24  is pivotably mounted to the corresponding compartment  23 . When opened, the escape door  24  is slant relative to a horizontal plane, and the second end  32  of the escape door  24  tilts downward and stretches into an escape passage  11 . In this way, when an emergency occurs, a rail vehicle  20  is actively or passively parked, the escape door  24  is opened, and a lower end stretches into the escape passage  11 . Passengers in the compartment  23  can slide downward to the escape passage  11  through the escape door  24 , and then be evacuated from the escape passage  11 . 
     Specifically, the first end  31  of the escape door  24  is disposed adjacent to the vehicle bottom, and the second end  32  of the escape door  24  is disposed adjacent to the vehicle top when the escape door  24  is closed. In other words, when the escape door  24  is closed, the second end  32  of the escape door  24  is located above the first end  31  of the escape door  24 ; and when the escape door  24  is opened, the second end  32  of the escape door  24  is located below the first end  31  of the escape door  24 . Therefore, the escape door  24  is converted from a closed state to an opened state through downward flipping. A flipping-type structure is used for the escape door  24 , and the passenger in the vehicle can quickly open the escape door  24  in need of only a simple operation, to effectively improve escape efficiency. 
     Further, an inner surface of the escape door  24  is provided with a slide rail to help a passenger slide on the slide rail to the escape passage  11 . It may be understood herein that, the inner surface of the escape door  24  is a surface facing the inside of the vehicle when the escape door  24  is closed. 
     In some other specific embodiments of the present disclosure, as shown in  FIG.  26    and  FIG.  27   , the vehicle body  22  includes a plurality of compartments  23  hinged sequentially along a length direction of the rail  10 , and in the length direction of the rail  10 , a surface that is of a compartment  23  at at least one end of the vehicle body  22  and that faces away from an adjacent compartment  23  is provided with an escape door  24  that can be opened and closed. Moreover, an inner floor of the compartment  23  at the at least one end of the vehicle body  22  is provided with an escape port  25  and an escape cover plate  26 , that is, the inner floor of the compartment  23  provided with the escape door  24  is provided with the escape port  25  and the escape cover plate  26 . The escape cover plate  26  collaborates with the escape door  24  and is used to open and close the escape port  25 . When a rail vehicle  20  is normally running, the escape door  24  is closed and the escape cover plate  26  closes the escape port  25  (as shown in  FIG.  26   ). When an emergency occurs, the rail vehicle  20  is actively or passively parked, the escape door  24  is opened and the escape cover plate  26  opens the escape port  25  (as shown in  FIG.  27   ), and passengers in the compartment  23  can enter the escape passage  11  through the escape port  25 , and then be evacuated from the escape passage  11 . Moreover, even if the rail vehicle  20  is forcedly parked at a bend of the rail  10 , because the escape door  24 , when opened, does not need to fit in with the rail  10 , the escape door  24  does not collide with the rail  10 , to facilitate evacuation of the passengers at the bend of the rail  10 . 
     Further, in the length direction of the rail  10 , each of two end surfaces of two compartments  23  located at two ends of the vehicle body  22  is provided with an escape door  24 , the end surface is a first surface of the compartment  23 , and the first surface is a surface of a current compartment away from an adjacent compartment. In an emergency, the escape doors  24  are simultaneously opened at the two ends of the vehicle body  22 , and a wide air convection passage can be formed, so that toxic gases such as smog in the vehicle body  22  can be quickly dissipated. Moreover, a flipping-type structure is used for the escape door  24 , and the passenger in the vehicle can quickly open the escape door  24  in need of only a simple operation, to effectively improve escape efficiency. 
     Specifically, the escape door  24  has a first end  31  and a second end  32 , and the second end  32  of the escape door  24  is pivotably mounted to the corresponding compartment  23 , where the second end  32  of the escape door  24  is disposed adjacent to the vehicle top, and the first end  31  of the escape door  24  is disposed adjacent to the vehicle bottom when the escape door  24  is closed. In other words, when the escape door  24  is closed, the first end  31  of the escape door  24  is located below the second end  32  of the escape door  24 ; and when the escape door  24  is opened, the first end  31  of the escape door  24  may be located below the second end  32  of the escape door  24 , or may be located above the second end  32  of the escape door  24 . Therefore, the escape door  24  is converted from a closed state to an opened state through upward flipping. A flipping-type structure is used for the escape door  24 , and the passenger in the vehicle can quickly open the escape door  24  in need of only a simple operation, to effectively improve escape efficiency, and facilitate collaboration between the escape door  24  and the escape cover plate  26 . 
     Optionally, collaboration between the escape cover plate  26  and the escape door  24 , may be dominated by the escape door  24 , or may be dominated by the escape cover plate  26 . Specifically, when passengers need to be evacuated, the escape door  24  may be actively opened, and the escape door  24  drives the escape cover plate  26  to open the escape port  25 ; or the escape cover plate  26  may be actively opened, and the escape cover plate  26  drives the escape door  24  to be opened. Further, the foregoing collaboration is dominated by the escape cover plate  26 , that is, the escape cover plate  26  is opened to drive the escape door  24  to be opened. In this way, when the escape cover plate  26  is opened, an article or a passenger above the escape cover plate  26  can be prevented from falling. 
     Further, as shown in  FIG.  26    and  FIG.  27   , an escape ladder  27  leading to the escape passage  11  is disposed in the escape port  25 , and after the escape port  25  is opened, a passenger in the vehicle may be transferred to the escape passage  11  through the escape ladder  27 . 
     Optionally, the escape ladder  27  may be in a fixed state and is always suspending in the escape port  25 , and a lower end of the escape ladder  27  and an inner bottom surface of the escape passage  11  are spaced, so as to avoid affecting travelling of the rail vehicle  20 . 
     The escape ladder  27  may alternatively have two states, namely, a retraction state and a stretching state, and the vehicle body further includes a stretching/retraction driving device used to drive stretching/retraction of the escape ladder  27 . After the escape port  25  is opened, the escape ladder  27  may be manually controlled to stretch into the escape passage  11 , or the escape ladder  27  may automatically stretch into the escape passage  11  through collaboration. In this embodiment, after stretching, the escape ladder  27  may be directly placed on the inner bottom surface of the escape passage  11 , or the escape ladder  27  and the inner bottom surface of the escape passage  11  may be spaced apart. 
     Optionally, the escape cover plate  26  may be pivotably mounted onto the escape door  24 . After the escape door  24  is flipped upward and is opened, the escape cover plate  26  rotates collaboratively to be laminated onto the inner surface of the escape door  24 , thereby saving space, and preventing the escape cover plate  26  from affecting evacuation of passengers. 
     In some specific embodiments of the present disclosure, as shown in  FIG.  3   , the travelling portion  112  includes a bottom plate  113 , a first side plate  114 , and a second side plate  115 . 
     The bottom plate  113  is connected to the top of the steering portion  111 . The first side plate  114  and the second side plate  115  are connected to the bottom plate  113  and are spaced apart along the width direction of the bottom plate  113 , that is, the first side plate  114  and the second side plate  115  are spaced apart along the width direction of the rail  10 . The escape passage  11  is defined among the first side plate  114 , the second side plate  115 , and the bottom plate  113 , and the bottom plate  113  forms a bottom wall of the escape passage  11 , and the first side plate  114  and the second side plate  115  respectively form two side walls of the escape passage  11 . Therefore, the rail  10  may be provided with the escape passage  11  by using the structure of the rail  10 , and no additional component needs to be disposed. Therefore, costs are low, occupied space is small, and it is favorable to reduction in the weight borne by the rail  10 . Moreover, the size of the escape passage  11  is wide, which is convenient for passenger escape, and also facilitates repair and maintenance of the line during usual operating. 
     Optionally, as shown in  FIG.  3   , the longitudinal central axis of the cross section of the travelling portion  112  coincides with the longitudinal central axis of the cross section of the steering portion  111 , and the width of the bottom plate  113  is greater than the width of the steering portion  111 . The cross section of the travelling portion  112  is a section of the travelling portion  112  orthogonal to the length direction of the travelling portion  112 . The bogie  21  is steered in dependence on the steering portion  111 , and therefore a partial structure of the bogie  21  needs to be placed right below the bottom plate  113 , thereby preventing the bogie  21  from being disengaged from the rail  10 , and ensuring stability of the rail vehicle  20  in a travelling situation such as bending. 
     For example, as shown in  FIG.  1   , the first horizontal wheel  710  of the bogie  21  fits in on a first side surface of the steering portion  111  and is located right below a first side of the bottom plate  113 , and the second horizontal wheel  720  of the bogie  21  fits in on a second side surface of the steering portion  111  and is located right below a second side of the bottom plate  113 . In this way, parts of the bottom plate  113  that protrude from two sides of the steering portion  111  may respectively stop the first horizontal wheel  710  and the second horizontal wheel  720  from moving upward, thereby playing an anti-dropping role. 
     Further, the first side plate  114  and the second side plate  115  may be vertically disposed or may be obliquely disposed, and a minimum distance between the first side plate  114  and the second side plate  115  is greater than the width of the steering portion  111 . In this way, on one hand, fitting-in of the running wheel  270  of the bogie  21  on the bottom plate  113  may be facilitated, and on the other hand, the width of the escape passage  11  may be increased, thereby improving a passenger evacuation speed in an emergency. Optionally, as shown in  FIG.  3   , the first side plate  114  and the second side plate  115  are respectively connected to two side edges of the bottom plate  113 . 
     Optionally, as shown in  FIG.  3   , the thickness of a part of the bottom plate  113  connected to the steering portion  111  is greater than the thickness of a remaining part of the bottom plate  113 . Therefore, the structural strength of a connection position between the travelling portion  112  and the steering portion  111  may be strengthened, thereby improving the weight bearing capability of the connection position between the travelling portion  112  and the steering portion  111 , and ensuring structural stability and reliability of the rail  10 . 
     In some specific embodiments of the present disclosure, as shown in  FIG.  5    and  FIG.  6   , the bogie  21  includes a bogie frame  100 , a running wheel  270 , and a driving device  300 . 
     The bogie frame  100  has a second recess  110  suitable for straddling the rail  10 . The second recess  110  is formed by a hollow portion jointly defined by the bottom of the running wheel  270 , a first horizontal wheel  710 , and a second horizontal wheel  720 , and the innermost sides of the first horizontal wheel  710  and the second horizontal wheel  720  is in contact with the outer side of the steering portion  111 . The bogie frame  100  is provided with a first dodge groove  120  and a second dodge groove  130 , the first dodge groove  120  and the second dodge groove  130  are respectively in communication with the top of the second recess  110 , the first side plate  114  stretches into the first dodge groove  120 , and the second side plate  115  stretches into the second dodge groove  130 . The running wheel  270  is pivotably mounted onto the bogie frame  100  and fits in on the upper surface of the bottom plate  113 , and the running wheel  270  is located between the first side plate  114  and the second side plate  115  and is located right above the steering portion  111 . The driving device  300  is mounted onto the bogie frame  100 , and the running wheel  270  is driven by the driving device  300 . The bogie frame  100  is provided with the first dodge groove  120  and the second dodge groove  130  that are used to respectively dodge the first side plate  114  and the second side plate  115 , and openings of both the first dodge groove  120  and the second dodge groove  130  are downward, which may eliminate an adverse effect caused by disposing the escape passage  11  on the rail  10 , that is, may reduce the entire height of the rail vehicle  20  on one hand, and may facilitate mounting of the running wheel  270  on the other hand, thereby facilitating control over the size of the running wheel  270 . Specifically, in a left and right direction, a minimum distance between two ends of the second recess  110  is greater than or equal to a minimum width of the rail. 
     Further, as shown in  FIG.  5    and  FIG.  6   , the bogie frame  100  is provided with a running wheel mounting groove  140  located between the first dodge groove  120  and the second dodge groove  130 , the opening of the running wheel mounting groove  140  is downward, and the running wheel  270  is pivotably mounted onto two side walls of the running wheel mounting groove  140  and is located in the running wheel mounting groove  140 , thereby facilitating mounting of the running wheel  270 , so that the structure of the bogie  21  is more compact. 
     Optionally, as shown in  FIG.  5    and  FIG.  6   , there is a plurality of running wheels  270 , the plurality of running wheels  270  is pivotably mounted onto the bogie frame  100  respectively and fits in on the upper surface of the bottom plate  113 , and each of the plurality of running wheels  270  is located between the first side plate  114  and the second side plate  115  and is located right above the steering portion  111 . Therefore, the weight bearing capability of the bogie  21  can be improved, so as to stably support the vehicle body  22 . 
     In some specific embodiments of the present disclosure, as shown in  FIG.  5    and  FIG.  6   , the bogie  21  further includes a first horizontal wheel  710  and a second horizontal wheel  720 , where there may be one or more first horizontal wheels  710  and one or more second horizontal wheels  720  respectively. 
     The first horizontal wheel  710  is pivotably mounted onto the bogie frame  100  and fits in on a first side surface of the steering portion  111 . The second horizontal wheel  720  is pivotably mounted onto the bogie frame  100  and fits in on a second side surface of the steering portion  111 . On one hand, when the rail  10  is steered, the first horizontal wheel  710  and the second horizontal wheel  720  fit in on a side surface of the rail  10 , thereby being passively steered along the rail  10 , and then driving the rail vehicle  20  to be steered. On the other hand, stability of the rail vehicle  20  during travelling may be improved. Moreover, both the first horizontal wheel  710  and the second horizontal wheel  720  are located right below the travelling portion  112 , which may prevent the bogie  21  from being disengaged from the rail  10 . 
     Optionally, as shown in  FIG.  5    and  FIG.  6   , a first horizontal wheel mounting limb  150  stretching from a side of the bogie frame  100  to a location right below a first side of the bottom plate  113  and a second horizontal wheel mounting limb  160  stretching from another side of the bogie frame  100  to a location right below a second side of the bottom plate  113  are disposed on the bogie frame  100 , the first horizontal wheel  710  is pivotably mounted onto the first horizontal wheel mounting limb  150 , and the second horizontal wheel  720  is pivotably mounted onto the second horizontal wheel mounting limb  160 . Therefore, it may be convenient for the first horizontal wheel  710  to fit in on a first side surface of the steering portion  111  and to be located right below a first side of the bottom plate  113 , and it may be convenient for the second horizontal wheel  720  to fit in on a second side surface of the steering portion  111  and to be located right below a second side of the bottom plate  113 . Therefore, the bogie frame  100  provides complete and firm protection, which can ensure safety performance of the rail vehicle  20  during running on the rail  10 . 
     Further, the bogie  21  further includes a first horizontal safety wheel  711  connected to the first horizontal wheel  710  and moving in synchronization with the first horizontal wheel  710 , and a second horizontal safety wheel  721  connected to the second horizontal wheel  720  and moving in synchronization with the second horizontal wheel  720 , the outer diameter of the first horizontal safety wheel  711  is less than the outer diameter of the first horizontal wheel  710 , and the outer diameter of the second horizontal safety wheel  721  is less than the outer diameter of the second horizontal wheel  720 . As shown in  FIG.  5    and  FIG.  6   , the bottom of the first horizontal wheel  710  is connected to a first horizontal safety wheel  711  moving in synchronization with the first horizontal wheel  710 , and the outer diameter of the first horizontal safety wheel  711  is less than the outer diameter of the first horizontal wheel  710 . The bottom of the second horizontal wheel  720  is connected to a second horizontal safety wheel  721  moving in synchronization with the second horizontal wheel  720 , and the outer diameter of the second horizontal safety wheel  721  is less than the outer diameter of the second horizontal wheel  720 . Normally, the first horizontal safety wheel  711  and the second horizontal safety wheel  721  are not in contact with a steering portion  111 . When a tyre of a horizontal wheel is flat, a horizontal safety wheel in place of the horizontal wheel is in contact with the steering portion  111 , to ensure stability of the rail vehicle  20  during travelling. 
     In some specific examples of the present disclosure, as shown in  FIG.  8   , the first horizontal wheel  710  and the second horizontal wheel  720  are located at a same height in the up and down direction. Therefore, balance of entire steering performance of the rail vehicle  20  may be facilitated, and a force applied during forward movement or backward movement is uniform, thereby facilitating improvement in bend performance of the rail vehicle  20 . 
     In some specific examples of the present disclosure, as shown in  FIG.  9   , there is a plurality of first horizontal wheels  710  spaced apart and coaxially disposed along an up and down direction and there is a plurality of second horizontal wheels  720  spaced apart and coaxially disposed along the up and down direction. In this way, stability performance of the entire vehicle can be improved, and the horizontal wheel on the bottom plays a role of stabilization, thereby reducing an overturn risk of the rail vehicle  20  during bend or high-speed travelling. 
     In some specific examples of the present disclosure, as shown in  FIG.  20    and  FIG.  21   , there is a plurality of first horizontal wheels  710  spaced apart along an up and down direction and a length direction of a steering portion  111  respectively, and there is a plurality of second horizontal wheels  720  spaced apart along the up and down direction and the length direction of the steering portion  111  respectively. To be specific, the plurality of first horizontal wheels  710  is staggered vertically, and the plurality of second horizontal wheels  720  is staggered vertically. To be specific, an n th  first horizontal wheel  710  may be located above or below an (n+1) th  first horizontal wheel  720 , and an (n+2) th  first horizontal wheel  720  may be located above or below the (n+1) th  first horizontal wheel  720 . Specifically, the n th  first horizontal wheel  710  and the (n+2) th  first horizontal wheel  720  are located at a same height, where n is an integer greater than or equal to 1. Some first horizontal wheels  710  may be located above some second horizontal wheels  720 , or may be located below some second horizontal wheels  720 . In this way, the horizontal wheel on the top can play a role of guiding during travelling, and the horizontal wheel on the bottom is relatively far away from the vehicle body  22 , and can play a role of stabilization and overturn prevention. 
     In some examples of the present disclosure, as shown in  FIG.  7    to  FIG.  14   , the bogie  21  further includes a first collector shoe  810  and a second collector shoe  820 . 
     A first conductive rail  830  extending along the length direction of the steering portion  111  is disposed on the first side surface of the steering portion  111 , and a second conductive rail  840  extending along the length direction of the steering portion  111  is disposed on the second side surface of the steering portion  111 . The first collector shoe  810  is disposed on the bogie frame  100  and fits in with the first conductive rail  830 , and the second collector shoe  820  is disposed on the bogie frame  100  and fits in with the second conductive rail  840 . The first collector shoe  810  is powered by using the first conductive rail  830 , and the second collector shoe  820  is powered by using the second conductive rail  840 , so as to be used by the rail vehicle  20 . 
     In some specific examples of the present disclosure, as shown in  FIG.  18   ,  FIG.  20   , and  FIG.  21   , there is a plurality of first horizontal wheels  710  spaced apart along the length direction of the steering portion  111 , and the first collector shoe  810  is located between neighboring first horizontal wheels  710  in the length direction of the steering portion  111 ; and there is a plurality of second horizontal wheels  720  spaced apart along the length direction of the steering portion  111 , and the second collector shoe  820  is located between neighboring second horizontal wheels  720  in the length direction of the steering portion  111 . Therefore, a force applied to the first horizontal wheel  710  does not affect the first collector shoe  810  and a force applied to the second horizontal wheel  720  does not affect the second collector shoe  820 . Moreover, space utilization can be improved, and the structure of the bogie  21  can be simplified. 
     For example,  FIG.  18   ,  FIG.  20   , and  FIG.  21    show an example in which the first collector shoe  810  of the bogie  21  is located between neighboring first horizontal wheels  710  in the length direction of the steering portion  111  and the second collector shoe  820  is located between neighboring second horizontal wheels  720  in the length direction of the steering portion  111 . The plurality of first horizontal wheels  710  may be located at a same height and the plurality of second horizontal wheels  720  may be located at a same height; or the plurality of first horizontal wheels  710  may be staggered vertically and the plurality of second horizontal wheels  720  may be staggered vertically. 
     In some specific examples of the present disclosure, as shown in  FIG.  22    to  FIG.  25   , there is a plurality of first horizontal wheels  710  spaced apart along the length direction of the steering portion  111 , and the first collector shoe  810  and one of the first horizontal wheels  710  are disposed facing each other in the up and down direction. For example, the central axis of the first collector shoe  810  coincides with the central axis of one of the first horizontal wheels  710 . There is a plurality of second horizontal wheels  720  spaced apart along the length direction of the steering portion  111 , and the second collector shoe  820  and one of the second horizontal wheels  720  are disposed facing each other in the up and down direction. For example, the central axis of the second collector shoe  820  coincides with the central axis of one of the second horizontal wheels  720 . In other words, the collector shoes are disposed in front or disposed behind. Therefore, mounting space of the horizontal wheels can be fully used, and no mounting mechanism needs to be additional disposed, to facilitate structure simplification and weight reduction of the bogie  21 . 
     For example,  FIG.  22    to  FIG.  25    show an example in which collector shoes of the bogie  21  are disposed in front or disposed behind. The plurality of first horizontal wheels  710  may be located at a same height and the plurality of second horizontal wheels  720  may be located at a same height; or the plurality of first horizontal wheels  710  may be located at different heights and the plurality of second horizontal wheels  720  may be located at different heights. 
     In some specific embodiments of the present disclosure, as shown in  FIG.  7    and  FIG.  8   , a first collector shoe  810  is located above each first horizontal wheel  710 , and a second collector shoe  820  is located above each second horizontal wheel  720 . Reduction in a distance between a collector shoe and the driving device  300  facilitates energy transfer and improvement in space utilization. 
     In some specific embodiments of the present disclosure, as shown in  FIG.  9    and  FIG.  10   , a first collector shoe  810  is located below each first horizontal wheel  710 , and a second collector shoe  820  is located below each second horizontal wheel  720 . Therefore, a horizontal wheel is arranged at a location close to an upper portion of a rail beam to facilitate travelling stability of the rail vehicle  20 . 
     In some specific embodiments of the present disclosure, as shown in  FIG.  11    and  FIG.  12   , a first collector shoe  810  is located below each first horizontal wheel  710 , and a second collector shoe  820  is located above each second horizontal wheel  720 . Therefore, collector shoes are arranged vertically according to different polarities of a collected current. For example, a collector shoe arranged above is connected to a positive electrode of the current, and a collector shoe arranged below is connected to a negative electrode of the current on an opposite side, so as to facilitate space distribution and improvement in safety of the collected current. 
     In some specific embodiments of the present disclosure, as shown in  FIG.  13    and  FIG.  14   , there is a plurality of first horizontal wheels  710  spaced apart along an up and down direction and the first collector shoe  810  is located between neighboring first horizontal wheels  710  in the up and down direction. There is a plurality of second horizontal wheels  720  spaced apart along the up and down direction and the second collector shoe  820  is located between neighboring second horizontal wheels  720  in the up and down direction. Therefore, space distribution and stabilization of the entire structure may be facilitated. 
     In another embodiment of the present disclosure, as shown in  FIG.  28   , the rail transport system  1  according to this embodiment of the present disclosure may be applied to transport connection between a main line and each living community. Therefore, the volume of the rail vehicle  20  is smaller than the volume of a rail vehicle on the main line, so that a conductive rail and a collector shoe may be removed, and a power battery  28  is used for power supply. The power battery  28  supplies power to travelling of the rail vehicle  20 , and certainly may also supply power to other power utilization situations of the rail vehicle  20 . This may simplify the structure and power supply lines, and reduce costs. 
     Specifically, the power battery  28  may be disposed on a position outside the bogie  21 . For example, the power battery  28  may be mounted on the bottom of the compartment  23 , or may be mounted inside the compartment  23 . The power battery  28  can ensure that the rail vehicle is operated at a normal needed speed, and is automatically charged when passenger traffic is relatively small. 
     In some specific examples of the present disclosure, as shown in  FIG.  15    and  FIG.  16   , the bogie  21  further includes a first support suspension device  910  and a second support suspension device  920 . 
     The first support suspension device  910  and the second support suspension device  920  are respectively mounted onto the bogie frame  100  and respectively connected to the vehicle body  22 . The first support suspension device  910  and the second support suspension device  920  are spaced apart along the length direction of the rail  10 ; and in the horizontal plane, the central axis of the first support suspension device  910  and the central axis of the second support suspension device  920  are located on the central axis of the bogie frame  100  and the central axis of the bogie frame  100  equally divides the bogie frame  100  in the width direction of the rail  10 . 
     Alternatively, the first support suspension device  910  and the second support suspension device  920  are spaced apart along the width direction of the rail  10 ; and in the horizontal plane, the central axis of the first support suspension device  910  and the central axis of the second support suspension device  920  are located on the central axis of the bogie frame  100  and the central axis of the bogie frame  100  equally divides the bogie frame  100  in the length direction of the rail  10 . 
     The first support suspension device  910  and the second support suspension device  920  are used to support the vehicle body  22  and play a role of shock absorption and buffering, and the first support suspension device  910  and the second support suspension device  920  are uniformly loaded and supported, thereby ensuring stability and comfort of the rail vehicle  20 . Moreover, costs are relatively low. 
     For example, the first support suspension device  910  and the second support suspension device  920  may be spaced apart along the length direction of the rail  10  and located on the central axis equally dividing the bogie frame  100  in the width direction of the rail  10  (as shown in  FIG.  16   ). Alternatively, the first support suspension device  910  and the second support suspension device  920  may be spaced apart along the width direction of the rail  10  and located on the central axis equally dividing the bogie frame  100  in the length direction of the rail  10  (as shown in  FIG.  15   ). 
     In some other specific embodiments of the present disclosure, as shown in  FIG.  17   , the bogie  21  further includes a first support suspension device  910 , a second support suspension device  920 , a third support suspension device  930 , and a fourth support suspension device  940 . 
     The first support suspension device  910 , the second support suspension device  920 , the third support suspension device  930 , and the fourth support suspension device  940  are respectively mounted onto the bogie frame  100  and respectively connected to the vehicle body  22 . The first support suspension device  910 , the second support suspension device  920 , the third support suspension device  930 , and the fourth support suspension device  940  are respectively located at four corners of a rectangle in the horizontal plane, and the rectangle is symmetrical about the center of the bogie frame  100 , that is, the symmetrical center of the rectangle is the center of the bogie frame  100 . In other words, in the horizontal plane, the rectangle is rotated by 180° around the center of the bogie frame  100 , and a rectangle formed after rotation coincides with the rectangle before rotation. The first support suspension device  910 , the second support suspension device  920 , the third support suspension device  930  and the fourth support suspension device  940  are used to support the vehicle body  22  and play a role of shock absorption and buffering, and first support suspension device  910 , the second support suspension device  920 , the third support suspension device  930  and the fourth support suspension device  940  are uniformly loaded and supported, thereby improving stability and comfort of the rail vehicle  20 . 
     In some specific embodiments of the present disclosure, as shown in  FIG.  15    to  FIG.  17   , there are two first horizontal wheels  710  spaced apart along the length direction of the steering portion  111 , and there are two second horizontal wheels  720  spaced apart along the length direction of the steering portion  111 . The central axes of the two first horizontal wheels  710  and the central axes of the two second horizontal wheels  720  are respectively located at four corners of a rectangle in the horizontal plane, and the rectangle is symmetrical about the center of the bogie frame  100 , that is, the symmetrical center of the rectangle is the center of the bogie frame  100 . In other words, in the horizontal plane, the rectangle is rotated by 180° around the center of the bogie frame  100 , and a rectangle formed after rotation coincides with the rectangle before rotation. Therefore, four horizontal wheels may be uniformly arranged in the horizontal plane, to ensure stability of the horizontal wheels to drive the rail vehicle  20  during steering and straight-line travelling. 
     It can be understood that, each of the foregoing rectangles is an assumed virtual rectangle, the rectangle is to clearly express an arrangement manner of the first support suspension device  910 , the second support suspension device  920 , the third support suspension device  930 , and the fourth support suspension device  940  in the horizontal plane, and an arrangement manner of the two first horizontal wheels  710  and the two second horizontal wheels in the horizontal plane. 
     In the example shown in  FIG.  17   , the central axes of the two first horizontal wheels  710  and the central axes of the two second horizontal wheels  720  may respectively coincide with the central axis of the first support suspension device  910 , the central axis of the second support suspension device  920 , the central axis of the third support suspension device  930 , and the central axis of the fourth support suspension device  940 . 
     In some specific embodiments of the present disclosure, as shown in  FIG.  29   , there are one first horizontal wheel  710  and one second horizontal wheel  720  respectively, the first horizontal wheel  710  and the second horizontal wheel  720  are spaced apart along the width direction of the rail  10 , and the first horizontal wheel  710  and the second horizontal wheel  720  deviate from the center of the bogie frame  100  to a travelling direction of the rail vehicle  20  in the length direction of the rail  10  (an arrow in  FIG.  29    shows the travelling direction of the rail vehicle  20 ). In other words, the first horizontal wheel  710  and the second horizontal wheel  720  deviate from the center of the bogie frame  100  in the length direction of the rail  10  and deviation directions of the first horizontal wheel  710  and the second horizontal wheel  720  are consistent with the travelling direction of the rail vehicle  20 . During a travelling process of the rail vehicle  20 , a front horizontal wheel in the travelling direction plays a main guiding function, and during bending, a rear horizontal wheel in the travelling direction interferes with the bogie frame  100  to generate a side effect, so that for a one-way rail transport system  1  or a circular rail transport system  1 , the rear horizontal wheel in the travelling direction is removed, thereby eliminating interference with the bogie frame  100  during bending, reducing the weight of the rail vehicle  20 , and reducing costs of the rail vehicle  20 . 
     Other configurations and operations of the rail transport system  1  according to the embodiments of the present disclosure are known to those of ordinary skill in the art and will not be described in detail herein. 
     Moreover, those skilled in the art can understand that the individual technical features in the above embodiments can be combined with each other without interference or contradiction. In the above embodiments, the cross section of each member is a section orthogonal to the length direction of the member; the longitudinal central axis of the cross section is a central axis of the cross section extending in the longitudinal direction (length direction) thereof. 
     In the description of the present disclosure, it should be understood that directions or location relationships indicated by terms “center”, “longitudinal”, “landscape”, “length”, “width”, “thickness”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”, and “counterclockwise” are directions or location relationships shown based on the accompanying drawings, are merely used for the convenience of describing the present disclosure and simplifying the description, but are not used to indicate or imply that a device or an element must have a particular direction or must be constructed and operated in a particular direction, and therefore, cannot be understood as a limitation to the present disclosure. 
     In addition, terms “first” and “second” are used only for description objectives, and shall not be construed as indicating or implying relative importance or implying a quantity of indicated technical features. Therefore, features modified by “first” and “second” may explicitly or implicitly include one or more features. In the description of the present disclosure, unless otherwise specifically limited, “multiple” means at least two, for example, two or three. 
     In the present disclosure, unless explicitly specified or limited otherwise, the terms “mounted”, “connected”, “connection”, and “fixed” should be understood broadly, for example, which may be fixed connections, detachable connections or integral connections; may be mechanical connections or electrical connections; may be direct connections, indirectly connected with each other through an intermediate medium, or communications inside two elements or an interaction relationship of two elements. A person of ordinary skill in the art may understand specific meanings of the foregoing terms in this disclosure according to a specific situation. 
     In the descriptions of this specification, descriptions such as reference terms “an embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” intend to indicate that specific features, structures, materials, or characteristics described with reference to embodiments or examples are included in at least one embodiment or example of this disclosure. In this specification, exemplary descriptions of the foregoing terms do not necessarily refer to a same embodiment or example. In addition, the described specific feature, structure, material, or characteristic may be combined in a proper manner in any one or more embodiments or examples. In addition, a person skilled in the art may combine different embodiments or examples described in this specification. 
     Although the embodiments of the present disclosure are shown and described above, it can be understood that the foregoing embodiments are exemplary, and should not be construed as limitations to the present disclosure. A person of ordinary skill in the art can make changes, modifications, replacements, and variations to the foregoing embodiments within the scope of the present disclosure.