JP7587864B2 - Transportation System - Google Patents

Description

The present disclosure relates to a transportation system, and more particularly to a transportation system having vehicles that travel along a track.

Patent Document 1 discloses a personnel transport device. In this personnel transport device, the track has a vehicle acceleration zone and a vehicle self-propelled zone. In the vehicle acceleration zone, a vehicle pulled up by a lifting device accelerates on a steep downward gradient. In the vehicle self-propelled zone, the vehicle mainly self-propels without being driven. The vehicle is equipped with a small drive motor and drive wheels that are rotationally driven by the small drive motor. In the vehicle self-propelled zone, when the vehicle's traveling speed falls below a predetermined value, the drive wheels descend and come into contact with a contact surface portion formed on the track, thereby driving the vehicle to travel.

In the above-mentioned personnel transport device, it is not easy to generate sufficient friction between the drive wheels and the contact surface, and it is not easy to run the vehicle with sufficient propulsion force.

JP 2002-29414 A

This disclosure has been made in consideration of the above reasons, and aims to provide a transportation system that can easily enable vehicles to run with sufficient propulsive force.

A transportation system according to one aspect of the present disclosure includes a track and a vehicle. The track has a rail. The vehicle has a guide wheel that moves along the rail. The track has a first section that includes a contact portion and a second section that does not include the contact portion. The vehicle further includes a plurality of drive wheels that sandwich the contact portion.

FIG. 1 is a schematic plan view of a transportation system according to the present disclosure. FIG. 2 is a side view that shows a schematic view of a portion of the above-mentioned transportation system. FIG. 3 is a side view showing a vehicle provided in the above transportation system. FIG. 4 is a cross-sectional view showing a connection portion between the vehicle and the track of the above. FIG. 5 is a cross-sectional view showing a connection between a vehicle and the track in a portion of the track having an upward gradient. FIG. 6 is a plan view of a first wheel unit of the vehicle. FIG. 7 is a side view of the first wheel unit. FIG. 8 is a schematic side view of a portion of a modified transportation system. FIG. 9 is a plan view showing a schematic diagram of a transportation system according to another modified example. FIG. 10 is a plan view that shows a schematic diagram of a transportation system according to still another modified example. FIG. 11 is a plan view that shows a schematic diagram of a transportation system according to still another modified example.

(1) Embodiment A transportation system 1 to which the technology of the present disclosure is applied will be described below. The transportation system 1 of this embodiment shown in Figures 1 and 2 is a transportation system that transports people using vehicles 40 traveling along a track 2. Note that the transportation system 1 is not limited to a transportation system, and may be, for example, a transportation system that transports goods using the vehicles 40. In addition, the transportation system 1 of this embodiment aims to reduce the size and weight of the vehicles 40 and improve energy efficiency, but the technology of the present disclosure is applicable to various transportation systems.

The transportation system 1 includes a track 2, stations (boarding and alighting points) 10 provided along the track 2, and vehicles 40 that travel along the track 2. In this disclosure, the traveling direction of the vehicles 40 is defined as the forward direction, the direction opposite to the traveling direction of the vehicles 40 as the backward direction, and the direction perpendicular to the front-rear and up-down directions as the left-right direction.

(1.1) Track The track 2 is a single-track circular road. Vehicles 40 can travel in a circular manner on the circular track 2. As shown in Figures 3 and 4, the track 2 has a pair of left and right rails 20 that guide the vehicles 40. The pair of left and right rails 20 are positioned with a gap between them in the left-right direction (horizontally and perpendicular to the traveling direction of the vehicles 40). The pair of left and right rails 20 are parallel to each other.

The vehicle 40 runs along a pair of left and right rails 20. That is, the direction of travel of the vehicle 40 is the direction in which each rail 20 extends. Each rail 20 extends over the entire length of the track 2.

Each rail 20 is a cylindrical steel pipe. Each rail 20 has an outer circumferential surface with a circular cross-sectional shape perpendicular to the longitudinal direction of the rail 20. The shape of each rail 20 is not limited. For example, each rail 20 may have an outer circumferential surface with an elliptical or rectangular cross-sectional shape perpendicular to the longitudinal direction of the rail 20. Each rail 20 may be formed from a metal other than steel.

The track 2 further has support members 3 that support the pair of left and right rails 20. The support members 3 are made of metal. The support members 3 have a main girder 30 that extends in the direction of travel of the vehicle 40, and a plurality of connecting members 31 that are spaced apart along the length of the main girder 30. The main girder 30 is located below the pair of left and right rails 20. The main girder 30 is, for example, a cylindrical steel pipe. The main girder 30 is fixed to the ground, for example, via a foundation or the like.

Each connecting member 31 connects the main girder 30 to a pair of left and right rails 20. The lower end of the connecting member 31 is connected to the main girder 30. The connecting member 31 has a pair of left and right arm portions 32 that branch into two from the lower end of the connecting member 31 and protrude upward. There is a one-to-one correspondence between the pair of left and right arm portions 32 and the pair of left and right rails 20. The upper end of each arm portion 32 is connected to the corresponding rail 20.

As shown in FIG. 1, the track 2 has at least one first section 21 and at least one second section 22. The first section 21 is a section in which the propulsive force of the vehicle 40 is increased by a plurality of drive wheels 74 (see FIG. 4). The second section 22 is a section in which the propulsive force of the vehicle 40 is not increased by a plurality of drive wheels 74.

As shown in Figure 4, the first section 21 has a contact portion 24 that is sandwiched between a plurality of drive wheels 74 of the vehicle 40. The contact portion 24 spans the entire length of the first section 21. In other words, the portion of the track 2 where the contact portion 24 is provided is the first section 21.

The contact portion 24 is a plate-shaped member (fin) protruding upward from the support member 3. The contact portion 24 may be connected to multiple connecting members 31 or to the main girder 30. The contact portion 24 extends along the main girder 30 in the traveling direction of the vehicle 40. The length direction of the contact portion 24 is parallel to the length direction of the rail 20. In the first section 21, as shown in FIG. 4, multiple drive wheels 74 of the vehicle 40 sandwich the contact portion 24 from both the left and right sides, and each drive wheel 74 contacts the contact portion 24. In this state, the drive wheels 74 rotate, thereby increasing the propulsive force of the vehicle 40. In other words, the first section 21 is an acceleration driving section in which the vehicle 40 can accelerate.

In the track 2 shown in FIG. 1, the first section 21 is, for example, a portion where the vehicle 40 stops or a portion where the propulsive force of the vehicle 40 becomes weak. For example, a horizontal portion of the track 2, a portion with a downward slope, or a portion with an upward slope can be the first section 21. The portion of the track 2 where the vehicle 40 stops is, for example, a portion along the station 10 of the track 2. The portion of the track 2 where the propulsive force of the vehicle 40 becomes weak is, for example, a portion away from the station 10 at the start, or a portion immediately after the uphill section.

The second section 22 does not have a contact portion 24. In the second section 22, the vehicle 40 runs by the inertial force of the vehicle 40 without transmitting driving force from the multiple drive wheels 74 to the contact portion 24. In other words, the second section 22 is a coasting section in which the vehicle 40 can run by inertial force alone.

The second section 22 is a portion of the track 2 that does not require an increase in the propulsive force of the vehicle 40, such as a portion where the vehicle 40 travels after the first section 21 or a portion having a downward slope. For example, a horizontal portion or a portion having a downward slope in the track 2 can be the second section 22.

The track 2 of this embodiment further includes a third section 23. As shown in FIG. 2, the third section 23 is an upward section of the track 2 that has an upward gradient. The third section 23 has an upward gradient such that the train 4 cannot run on the driving force transmitted to the contact portion 24 by the multiple drive wheels 74 alone.

The third section 23 has a lifting device 25 that pulls the vehicle 40 up along the pair of rails 20. In the third section 23, the vehicle 40 travels by driving the lifting device 25. The lifting device 25 has a plurality of sprockets 26 and a circular chain 27 wound around the plurality of sprockets 26.

5, the lifting device 25 further includes a chain guide 250. The chain guide 250 includes a base 251 having a U-shaped cross section that opens upward, and a plurality of guide members 252 attached to the inner surface of the base 251. The base 251 is formed, for example, from a channel steel having a higher rigidity than the guide members 252. Each guide member 252 is formed, for example, from high-density polyethylene having a lower coefficient of friction than the base 251. The third section 23 of this embodiment includes a contact portion 24, and the base 251 is connected to the upper end of the contact portion 24.

The chain 27 is disposed in a position surrounded by a plurality of guide members 252. The chain 27 moves along the plurality of guide members 252. This restricts the direction of movement of the chain 27. A hook 54 provided on the vehicle 40 removably hooks onto the chain 27.

With the hook 54 caught on the chain 27, the lifting device 25 uses a prime mover to rotate the sprocket 26 shown in Figure 2, thereby lifting the vehicle 40 along the pair of rails 20. The hook 54 disengages from the chain 27 when the vehicle 40 reaches the top of the third section 23. Note that the lifting device 25 may be any known device that lifts the vehicle 40 along a track 2 with an upward gradient.

As shown in FIG. 4, the track 2 further has a power supply unit 28 that supplies power to the vehicle 40. The power supply unit 28 is, for example, a trolley wire. The power supply unit 28 is connected to an external commercial power source. The power supply unit 28 is attached, for example, to a plurality of connecting members 31 of the support member 3. The power supply unit 28 may be provided over the entire length of the track 2, or may be provided only along a portion of the track 2 in the longitudinal direction.

1 and 2, the transportation system 1 includes at least one train 4. Note that the transportation system 1 may include only one train 4, or may include two or more trains 4.

The train 4 has vehicles 40. The train 4 has vehicles 40, for example, a powered car 41 and a trailer car 42. The powered car 41 is a self-propelled vehicle, and has multiple prime movers 76 and multiple drive wheels 74 (see Figure 4) for self-propelling. The trailer car 42 does not have power for self-propelling, but is coupled to the powered car 41 and can run using the power of the powered car 41.

Note that the train 4 is required to have at least one power car 41, and the number of power cars 41 that the train 4 has is not limited. The train 4 may have, for example, only one power car 41, or may have two or more power cars 41. Furthermore, all of the cars 40 of the train 4 may be power cars 41. Furthermore, the train 4 may have only one power car 41.

The trailer car 42 differs from the powered car 41 mainly in that it does not have the mechanisms for self-propulsion such as the multiple prime movers 76 and multiple drive wheels 74 that the powered car 41 has. In the following explanation, the powered car 41 will be described in detail, and the details of the trailer car 42 that are common to the powered car 41 will be omitted.

As shown in FIG. 3, the powered car 41 has a car body 5 and a bogie 6 that supports the car body 5. The car body 5 has a passenger compartment 50 for carrying passengers. In other words, the powered car 41 is a passenger car with power. The car body 5 further has a boarding/alighting entrance 51 leading to the passenger compartment 50, a door 52 for opening and closing the boarding/alighting entrance 51, and a plurality of seats 53 installed in the passenger compartment 50. Note that the car body 5 does not have to have a passenger compartment 50. In other words, the powered car 41 may be a powered car that does not have a passenger compartment 50.

The bogie 6 is capable of running along the track 2. The bogie 6 has a bogie frame 60. The bogie frame 60 is located below the car body 5 and supports the car body 5 from below.

As shown in FIG. 4, the bogie 6 further has a power receiving unit 61 to which power is supplied from the power supply unit 28. The power receiving unit 61 is, for example, a current collector. The power receiving unit 61 is fixed to the bogie frame 60. When the power car 41 is running or stopped, the power receiving unit 61 comes into contact with the power supply unit 28 of the track 2, thereby supplying power from the track 2 to the power car 41. The train 4 may also have a storage battery that stores the power supplied from the power supply unit 28.

As shown in FIG. 3, the bogie 6 further has a plurality of wheel units 7. The plurality of wheel units 7 are arranged at intervals in the fore-and-aft direction below the bogie frame 60. Each wheel unit 7 is attached to the bogie frame 60.

The bogie 6 has two types of wheel units 7, a first wheel unit 71 and a second wheel unit 72. The first wheel unit 71 is located at the front of the powered car 41. The second wheel unit 72 is located at the rear of the vehicle 40.

The first wheel unit 71 has a plurality of guide wheel groups 73 and a plurality of drive wheels 74 (see FIG. 4). The first wheel unit 71 regulates the vertical and horizontal movement of the vehicle 40 by the plurality of guide wheel groups 73, and increases the propulsive force of the powered vehicle 41 by the plurality of drive wheels 74.

The second wheel unit 72 has a plurality of guide wheel groups 73 and does not have drive wheels 74. The second wheel unit 72 restricts the vertical and horizontal movement of the powered vehicle 41 by the plurality of guide wheel groups 73. The powered vehicle 41 may have a plurality of first wheel units 71 as the wheel unit 7. The powered vehicle 41 may not have the second wheel unit 72.

The second wheel unit 72 differs from the first wheel unit 71 mainly in that it does not have the multiple drive wheels 74 that the first wheel unit 71 has. For this reason, in the following explanation, the first wheel unit 71 will be described in detail, and the matters in common between the second wheel unit 72 and the first wheel unit 71 will not be explained.

4 and 6, the first wheel unit 71 further has a mounting frame 75. The mounting frame 75 is made of, for example, steel. The mounting frame 75 is located below the bogie frame 60 and is rotatably attached to the bogie frame 60. The mounting frame 75 may be formed from a metal other than steel.

The first wheel unit 71 has a pair of left and right guide wheel groups 73 as a plurality of guide wheel groups 73. The left and right pairs of guide wheel groups 73 correspond one-to-one to the left and right pair of rails 20 of the track 2. Each guide wheel group 73 runs along the corresponding rail 20. The powered car 41 runs with the left and right pair of guide wheel groups 73 running along the left and right pair of rails 20.

The pair of left and right guide wheel groups 73 are attached to both left and right ends of the mounting frame 75. The pair of left and right guide wheel groups 73 are positioned with a gap in the left and right direction. The pair of left and right guide wheel groups 73 are arranged at the same position in the front-rear direction and are located at the same height.

Each of the pair of left and right guide wheel groups 73 has a plurality of guide wheels 730-732. Each of the plurality of guide wheels 730-732 is formed from an elastic material. Specifically, each of the guide wheels 730-732 is made of urethane. Note that each of the guide wheels 730-732 may be formed from a synthetic resin other than urethane, or from a material other than synthetic resin.

3 to 6, each guide wheel group 73 has a total of five guide wheels, including a pair of front and rear upper guide wheels 730, a lower guide wheel 731, and a pair of front and rear lateral guide wheels 732. In other words, the pair of left and right guide wheel groups 73 have a total of ten guide wheels, including a pair of left and right upper guide wheels 730 located at the front, a pair of left and right upper guide wheels 730 located at the rear, a pair of left and right lower guide wheels 731, a pair of left and right lateral guide wheels 732 located at the front, and a pair of left and right lateral guide wheels 732 located at the rear. The pair of front and rear upper guide wheels 730 of each guide wheel group 73 are arranged at intervals in the front-rear direction. Each upper guide wheel 730 can rotate around a rotation axis parallel to the direction intersecting the up-down direction and the front-rear direction. Each upper guide wheel 730 is located above the corresponding rail 20. Each upper guide wheel 730 contacts the upper part of the corresponding rail 20 from above and is supported by the corresponding rail 20 from below.

The upper guide wheel 730 transmits the downward load applied to the vehicle 40 to the rail 20. To increase the strength of the upper guide wheel 730, the diameter of the upper guide wheel 730 is larger than the diameter of the lower guide wheel 731 and larger than the diameter of the lateral guide wheel 732.

The lower guide wheels 731 of each guide wheel group 73 can rotate around a rotation axis parallel to a direction intersecting the up-down direction and the front-rear direction. The lower guide wheels 731 are located below the corresponding rail 20. Of the pair of front and rear upper guide wheels 730, the rotation axis of the front upper guide wheel 730 is located forward of the rotation axis of the lower guide wheel 731, and the rotation axis of the rear upper guide wheel 730 is located rearward of the rotation axis of the lower guide wheel 731. Each lower guide wheel 731 contacts the lower part of the corresponding rail 20 from below. This restricts the upward movement of the vehicle 40.

The pair of front and rear lateral guide wheels 732 of each guide wheel group 73 are arranged at a distance in the front-rear direction. Each lateral guide wheel 732 is rotatable about a rotation axis parallel to a direction intersecting the front-rear and left-right directions. Each lateral guide wheel 732 is located on the side of the corresponding rail 20 and contacts the side of the corresponding rail 20 from the side. Of the pair of front and rear lateral guide wheels 732, the rotation axis of the front lateral guide wheel 732 is located forward of the rotation axis of the lower guide wheel 731, and the rotation axis of the rear lateral guide wheel 732 is located rearward of the rotation axis of the lower guide wheel 731.

Of the pair of left and right guide wheel groups 73, each lateral guide wheel 732 of the left guide wheel group 73 is located on the left side of the corresponding rail 20 and contacts the corresponding rail 20 from the left side. Of the pair of left and right guide wheel groups 73, each lateral guide wheel 732 of the right guide wheel group 73 is located on the right side of the corresponding rail 20 and contacts the corresponding rail 20 from the right side. In other words, the pair of left and right guide wheel groups 73 has a pair of left and right lateral guide wheels 732 consisting of the lateral guide wheel 732 of the left guide wheel group 73 and the lateral guide wheel 732 of the right guide wheel group 73, and the pair of left and right rails 20 are located between the pair of left and right lateral guide wheels 732.

As described above, the vehicle 40 has a pair of left and right guide wheel groups 73, and each guide wheel group 73 has multiple guide wheels 730-732 that contact the corresponding rail 20 from above, side, and below. Therefore, the pair of left and right guide wheel groups 73 can restrict the vehicle 40 from moving in the up-down and left-right directions, improving safety. In addition, the torsional load applied to the powered car 41 can be distributed and received by the pair of left and right rails 20, preventing the powered car 41 from deforming.

Each lateral guide wheel 732 may be disposed on either the left or right side of the corresponding rail 20. For example, each lateral guide wheel 732 of the left guide wheel group 73 may be located on the right side of the corresponding rail 20, and each lateral guide wheel 732 of the right guide wheel group 73 may be located on the left side of the corresponding rail 20.

In addition, the number of guide wheel groups 73 of the first wheel unit 71 and the positions, orientations, and numbers of the guide wheels 730 to 732 of each guide wheel group 73 are not limited. For example, the lower guide wheel 731 may be located diagonally below and to the side of the rail 20.

The first wheel unit 71 of this embodiment has a pair of left and right drive wheels 74 as the multiple drive wheels 74. The pair of left and right drive wheels 74 are located below the middle part of the mounting frame 75 in the left-right direction and are rotatably attached to the mounting frame 75.

The pair of left and right drive wheels 74 are located between the pair of left and right guide wheel groups 73. Specifically, the pair of left and right drive wheels 74 are located between the pair of left and right lower guide wheels 731 consisting of the lower guide wheel 731 of the left guide wheel group 73 and the lower guide wheel 731 of the right guide wheel group 73.

The positions of the pair of left and right drive wheels 74 are not limited. For example, the pair of left and right drive wheels 74 may be located between the pair of left and right upper guide wheels 730, or between the pair of left and right lateral guide wheels 732. In addition, the pair of left and right drive wheels 74 do not have to be located between the pair of left and right guide wheel groups 73.

Each of the pair of left and right drive wheels 74 can rotate around a rotation axis parallel to the direction intersecting the front-rear and left-right directions. The rotation axis of each drive wheel 74 is arranged at the same position in the front-rear direction as the rotation axis of the lower guide wheel 731. Of the pair of front and rear upper guide wheels 730, the rotation axis of the front upper guide wheel 730 is located forward of the rotation axis of each drive wheel 74, and the rotation axis of the rear upper guide wheel 730 is located rearward of the rotation axis of each drive wheel 74. Of the pair of front and rear lateral guide wheels 732, the rotation axis of the front lateral guide wheel 732 is located forward of the rotation axis of each drive wheel 74, and the rotation axis of the rear lateral guide wheel 732 is located rearward of the rotation axis of each drive wheel 74.

When the powered car 41 is located on the first section 21 (see FIG. 1) of the track 2, the pair of left and right drive wheels 74 sandwich the contact portion 24 of the track 2 from both the left and right sides as shown in FIG. 4, and as each drive wheel 74 rotates in this state, the propulsive force of the vehicle 40 increases. In this case, the multiple drive wheels 74 sandwich the contact portion 24, and sufficient frictional force can be generated between the multiple drive wheels 74 and the contact portion 24. This makes it possible to easily run the vehicle 40 with sufficient propulsive force.

The pair of left and right drive wheels 74 are arranged in the space between the pair of left and right guide wheel groups 73. This makes it possible to prevent the vertical dimension of the powered car 41 from increasing. This also makes it possible to prevent an increase in the weight of the powered car 41, and thus to reduce the amount of energy consumed to run the train 4. It also makes it possible to shorten the vertical distance from each guide wheel group 73 to the car body 5. This makes it possible to make it difficult for people riding in the powered car 41 to feel the shaking.

The first wheel unit 71 has a plurality of prime movers 76 that drive a plurality of drive wheels 74. The first wheel unit 71 has a pair of left and right prime movers 76 arranged at a distance in the left-right direction as the plurality of prime movers 76. The pair of left and right prime movers 76 are located rearward of the pair of left and right drive wheels 74. Each prime mover 76 is an electric motor, more specifically, a geared motor. Each prime mover 76 drives and rotates a corresponding drive wheel 74. Each prime mover 76 is controlled, for example, by a control device provided in the train 4.

Each prime mover 76 has a braking function. The prime mover 76 is, for example, a motor with an electromagnetic brake. By controlling the rotation speed of each prime mover 76 when the multiple drive wheels 74 are in contact with the contact portion 24 of the track 2, the powered car 41 can be accelerated or decelerated, for example, at a high or low speed. In addition, by applying the brakes to each prime mover 76 when the multiple drive wheels 74 are in contact with the contact portion 24 of the track 2, the powered car 41 can be stopped. Braking the powered car 41 can also be achieved by providing a brake device to the multiple drive wheels 74 or by providing a device on the track 2 that applies a braking force to the train 4. For this reason, each prime mover 76 may be a prime mover 76 that does not have a braking function.

6 and 7, the first wheel unit 71 further has a plurality of support bases 77. The plurality of support bases 77 are located above the plurality of drive wheels 74 and the plurality of prime movers 76, and support the plurality of drive wheels 74 and the plurality of prime movers 76. The first wheel unit 71 has a pair of left and right support bases 77 arranged at a distance in the left-right direction as the plurality of support bases 77. Each support base 77 is located below the mounting frame 75. Each support base 77 is rotatably attached to the mounting frame 75. Each support base 77 is rotatable about a rotation axis 770 parallel to a direction intersecting the front-rear direction and the left-right direction with respect to the mounting frame 75. The rotation axis 770 of each support base 77 is located at the rear end of the support base 77.

The pair of left and right support bases 77 correspond one-to-one to the pair of left and right prime movers 76, and also correspond one-to-one to the pair of left and right drive wheels 74. The corresponding prime mover 76 and corresponding drive wheel 74 are attached to each support base 77. In each support base 77, the drive wheel 74 is located forward of the rotation shaft 770 of the support base 77.

The first wheel unit 71 further includes an actuator 78. The actuator 78 changes the distance between the pair of left and right drive wheels 74 by rotating each of the pair of left and right support bases 77 about a rotation axis 770.

The actuator 78 is an air cylinder. The actuator 78 is located between the front ends of the pair of left and right support bases 77. The actuator 78 has a cylinder 780 and a piston 781. The cylinder 780 is connected to one of the pair of left and right support bases 77, and the piston 781 is connected to the other. As the piston 781 reciprocates relative to the cylinder 780, each of the pair of left and right support bases 77 rotates around the rotation shaft 770, thereby changing the distance between the pair of left and right drive wheels 74.

The actuator 78 is controlled, for example, by a control device provided in the train 4. The control device controls the actuator 78 to change the spacing between the pair of left and right drive wheels 74, thereby changing the magnitude of the force with which the pair of left and right drive wheels 74 pinch the contact portion 24 of the track 2 (see FIG. 4) or changing whether or not the pair of left and right drive wheels 74 are in contact with the contact portion 24.

The first wheel unit 71 may further include an adjuster that adjusts the driving force of the actuator 78. In this case, by controlling the adjuster, the force with which the pair of left and right drive wheels 74 pinch the contact portion 24 (see FIG. 4) of the track 2 can be adjusted, and the speed of the powered car 41 can be easily controlled. As the adjuster, for example, an adjuster that adjusts the air pressure of an air cylinder that constitutes the actuator 78 is used. Furthermore, the drive of the adjuster or the actuator 78 may be automatically controlled based on the detection result of a detector that detects the speed or speed change of the train 4, for example.

In this embodiment, when the powered vehicle 41 travels on the first section 21 and the third section 23 of the track 2, the actuator 78 is controlled to adjust the magnitude of the force that clamps the contact portion 24 by the pair of left and right drive wheels 74, thereby adjusting the propulsion force and braking force of the powered vehicle 41.

The actuator 78 may be a double-acting air cylinder or a single-acting air cylinder having a spring. The actuator 78 is not limited to an air cylinder and may be, for example, a hydraulic cylinder. The multiple drive wheels 74 and multiple prime movers 76 may be fixed to the mounting frame 75, and the actuator 78 and support base 77 may be omitted.

As shown in FIG. 1, when the track 2 has a plurality of first sections 21, the maximum thickness Tmax (see FIG. 4) of the portion of the contact portion 24 that is sandwiched between the plurality of drive wheels 74 may be set to a different dimension for each first section 21. That is, the maximum thickness Tmax of the contact portion 24 may be different between one first section 21 and another first section 21 among the plurality of first sections 21. By making the maximum thickness Tmax of the contact portion 24 different for each first section 21 in this way, the magnitude of the force with which the plurality of drive wheels 74 sandwich the contact portion 24 can be adjusted simply by adjusting the maximum thickness Tmax of the contact portion 24, and an appropriate propulsive force of the powered vehicle 41 can be obtained. That is, in this case, the magnitude of the force with which the plurality of drive wheels 74 sandwich the contact portion 24 can be changed without changing the distance between the pair of left and right drive wheels 74.

In addition, the maximum thickness Tmax of the portion of each contact portion 24 sandwiched between the multiple drive wheels 74 may be the same. In addition, the thickness T of the portion of each contact portion 24 sandwiched between the multiple drive wheels 74 may change in the traveling direction of the vehicle 40 at one contact portion 24, or may be the same. For example, in the contact portion 24, the thickness T of the contact portion 24 at one portion may be greater than the thickness T of another portion located forward of this one portion (a portion where the multiple drive wheels 74 contact after the one portion). In addition, in the contact portion 24, the thickness T of the contact portion 24 at one portion may be greater than the thickness T of another portion located rearward of this one portion (a portion where the multiple drive wheels 74 contact before the one portion).

(2) Modifications The transportation system 1 of the above embodiment can be modified as appropriate. For example, the track 2 does not need to have the third section 23 on which the vehicle 40 runs by the pulling device 25. In this case, the first section 21 may or may not have an upward gradient as long as the train 4 can run only by the driving force transmitted to the contact portion 24 by the multiple drive wheels 74 (see FIG. 4). In other words, the transportation system 1 may be configured so that the train 4 can run over the entire track 2 only by the driving force transmitted to the contact portion 24 by the multiple drive wheels 74 (see FIG. 4).

In addition, the track 2 in the above embodiment has a section (first section 21 or third section 23) with an upward gradient as shown in FIG. 2, but may not have a section with an upward gradient as shown in FIG. 8. That is, the track 2 may not have an upward gradient. In this case, the track 2 is composed of, for example, only horizontal sections, only sections with a downward gradient, or a combination of horizontal sections and sections with a downward gradient. In this case too, the train 4 can run over the entire track 2 using only the driving force transmitted to the contact portion 24 by the multiple drive wheels 74.

The track 2 may not have a downward gradient. In this case, the track 2 may be composed of, for example, only parts with an upward gradient or a combination of horizontal parts and parts with an upward gradient. In this case, the train 4 can travel along the entire track 2 using only the driving force transmitted to the contact portion 24 by the multiple drive wheels 74.

Furthermore, regardless of whether the track 2 has the third section 23 or not, the track 2 may have a section with an upward gradient and a section with a downward gradient. Furthermore, the track 2 is not limited to the single-track loop road shown in FIG. 1. For example, the track 2 may be a double-track loop road as shown in FIG. 9. Furthermore, the track 2 may be a double track with the ends connected by a terminal loop line 29 for turning around the train 4 as shown in FIG. 10. Furthermore, the track 2 may be a single track with both ends not connected as shown in FIG. 11.

In addition, the shape, size, position, number, material, etc. of each element of the transportation system 1 can be changed as appropriate.

(3) Aspects As is apparent from the above embodiment and modified examples, a transportation system (1) according to a first aspect of the present disclosure includes a track (2) and a vehicle (40). The track (2) includes a rail (20). The vehicle (40) includes guide wheels (730-732) that move along the rail (20). The track (2) includes a first section (21) that includes a contact portion (24) and a second section (22) that does not include the contact portion (24). The vehicle (40) further includes a plurality of drive wheels (74) that sandwich the contact portion (24).

According to this aspect, the vehicle (40) can be driven by driving the multiple drive wheels (74) while the contact portion (24) is sandwiched between the multiple drive wheels (74). In this case, the multiple drive wheels (74) can sandwich the contact portion (24) to generate sufficient friction between the multiple drive wheels (74) and the contact portion (24), and the vehicle (40) can be run with sufficient propulsion force.

The second aspect of the transportation system (1) can be realized in combination with the first aspect. In the second aspect, the track (2) has a pair of left and right rails (20) as rails (20). The pair of left and right rails (20) are positioned with a gap in the left-right direction. The vehicle (40) has a pair of left and right guide wheel groups (73) that correspond one-to-one with the pair of left and right rails (20). Each of the pair of left and right guide wheel groups (73) has a plurality of guide wheels (730-732) that contact the corresponding rail (20) from three directions, namely above, sides, and below, as guide wheels (730-732).

According to this embodiment, the pair of left and right guide wheels (73) can regulate the vertical and lateral movement of the vehicle (40).

A transportation system (1) of the third aspect can be realized in combination with the first aspect. In the third aspect, the track (2) has a pair of left and right rails (20) as the rails (20). The pair of left and right rails (20) are positioned with a gap in the left-right direction. The vehicle (40) has a pair of left and right guide wheels (730-732) as the guide wheels (730-732). The pair of left and right guide wheels (730-732) correspond one-to-one to the pair of left and right rails (20). A plurality of drive wheels (74) are positioned between the pair of left and right guide wheels (730-732).

According to this embodiment, the multiple drive wheels (74) are arranged in the space between the pair of left and right guide wheels (730-732), thereby preventing the vertical dimension of the vehicle (40) from becoming large.

The transportation system (1) of the fourth aspect can be realized in combination with any one of the first to third aspects. In the fourth aspect, the track (2) does not have an upward gradient.

According to this embodiment, the vehicle (40) can be driven without installing a large-scale device such as a lifting device (25) for lifting the vehicle (40).

The fifth aspect of the transportation system (1) can be realized in combination with any one of the first to third aspects. In the fifth aspect, the track (2) has a section (first section 21) with an upward gradient. The vehicle (40) can travel along the entire track (2) using only the driving force transmitted by the multiple drive wheels (74) to the contact portion (24).

According to this embodiment, the vehicle (40) can be driven using only the driving force of the multiple drive wheels (74).

The transportation system (1) of the sixth aspect can be realized by combining it with any one of the first to third aspects. In the sixth aspect, the track (2) further has an upward section (third section 23) and a lifting device (25). The upward section has an upward gradient. The lifting device (25) lifts the vehicle (40) in the upward section.

According to this embodiment, the vehicle (40) can be pulled up by the lifting device (25) in the uphill section.

The seventh aspect of the transportation system (1) can be realized in combination with any one of the first to sixth aspects. In the seventh aspect, the track (2) is a single-track with ends.

According to this embodiment, the vehicle (40) can transport people or goods by traveling back and forth on the track (2).

The eighth aspect of the transportation system (1) can be realized by combining it with any one of the first to seventh aspects. In the eighth aspect, the track (2) has a plurality of first sections (21) as the first section (21). The maximum thickness (Tmax) of the portion of the contact portion (24) that is sandwiched between the plurality of drive wheels (74) differs between one first section (21) and the other first section (21) among the plurality of first sections (21).

According to this aspect, by adjusting the maximum thickness (Tmax) of the portion of the contact portion (24) that is sandwiched between the multiple drive wheels (74) for each first section (21), the magnitude of the force with which the multiple drive wheels (74) sandwich the contact portion (24) can be adjusted for each first section (21), thereby providing an appropriate propulsive force to the vehicle (40).

The transportation system (1) of the 9th aspect can be realized in combination with any one of the 1st to 8th aspects. In the 9th aspect, the vehicle (40) further has a passenger compartment (50).

According to this embodiment, people can be transported in the passenger compartment (50).

Tmax: maximum thickness of the part sandwiched between the multiple driving wheels at the contact area 1: transportation system 2: track 20: rail 21: first section 22: second section 23: third section (uphill section)
24 Contact portion 25 Lifting device 40 Vehicle 73 Guide wheel group 730 Upper guide wheel (guide wheel)
731 Lower guide wheel (guide wheel)
732 Lateral guide wheel (guide wheel)
74 Drive wheel

Claims (9)

Orbit and
A vehicle.
The trajectory is
The rail is provided.
The vehicle is
A guide wheel that moves along the rail is provided.
The trajectory is
a first section including a contact portion;
a second section not including the contact portion,
The vehicle is
The vehicle further includes a plurality of drive wheels fixed immovably to the vehicle in the first section so as to sandwich the contact portion,
In the first section of the first section and the second section, the plurality of drive wheels rotate with the contact portion sandwiched between the plurality of drive wheels, thereby increasing a propulsive force of the vehicle,
The contact portion is a plate-shaped member that extends in a traveling direction of the vehicle and has a thickness in a horizontal direction, and is sandwiched from both sides in the horizontal direction by the plurality of drive wheels.
Transportation system. The track is, as the rail,
A pair of left and right rails are positioned at an interval in the left-right direction,
The vehicle is
a pair of left and right guide wheels corresponding one-to-one to the pair of left and right rails;
Each of the pair of left and right guide wheel groups is a guide wheel,
The guide wheels have a plurality of guide wheels that contact the corresponding rails from three directions, namely, above, below, and on the sides.
The transportation system of claim 1 . The track is, as the rail,
A pair of left and right rails are positioned at an interval in the left-right direction,
The vehicle has as the guide wheels:
a pair of left and right guide wheels corresponding one-to-one to the pair of left and right rails,
The plurality of drive wheels are located between the pair of left and right guide wheels.
3. A transportation system according to claim 1 or 2. The track has no upward slope.
A transportation system according to any one of claims 1 to 3. The trajectory is
A section having an upward gradient,
The vehicle can run on the entire track only with the driving force transmitted by the plurality of drive wheels to the contact portion.
A transportation system according to any one of claims 1 to 3. The trajectory is
an uphill section having an upward gradient;
and a lifting device for lifting the vehicle in the ascending section.
A transportation system according to any one of claims 1 to 3. The track is a single track with ends.
A transportation system according to any one of claims 1 to 6. The track has the following as the first section:
A plurality of first sections;
a maximum thickness of a portion of the contact portion sandwiched between the plurality of drive wheels is made different between one first section and another first section among the plurality of first sections, thereby adjusting a magnitude of a force with which the plurality of drive wheels sandwich the contact portion;
A transportation system according to any one of claims 1 to 7. The vehicle is
Further comprising a guest room;
A transportation system according to any one of claims 1 to 8.

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