PRT suspension vehicle track conversion system, control system, track system and drive system

Abstract

The present invention proposes a PRT suspension vehicle track conversion system, control system, track system and drive system. A driving component that can run along the track is provided above the suspension vehicle. The track includes a running part and a conversion part. The conversion part includes two tracks close to each other. The track conversion system also includes a track-changing drive device. The driving component includes two synchronously advancing driving wheels. When the suspension vehicle is running in the running part, one and only one driving wheel is in contact with the preceding track. When the suspension vehicle is running in the conversion part, the track-changing drive device connects the other driving wheel to the following track, and the preceding driving wheel is derailed. The track of the present invention is fixedly arranged. When the suspension vehicle needs to change tracks, the track-changing drive device moves the driving wheel, so that the preceding driving wheel is derailed from the preceding track, and at the same time, the following driving wheel is connected to the following track to achieve track change. When changing tracks, the track does not move and does not need to be reset, so that the suspended rail transit system can operate efficiently.

Description

Technical Field

[0001] The invention belongs to the technical field of track conversion, and in particular relates to a PRT suspension vehicle track conversion system, a suspension vehicle control system, a suspension vehicle track system and a suspension vehicle driving system. Background Art

[0002] For the suspended intelligent three-dimensional rail transit system (referred to as the suspended rail transit system), each suspended car must change the track line it runs on through track conversion, so that the suspended car can reach any station on the rail network, and the track conversion system is the core component to realize this function.

[0003] The existing suspended vehicle track conversion generally realizes the track conversion function by setting a movable track unit and driving the movable track unit to reciprocate, that is, by simulating the fishbone structure, a movable track unit is composed of several movable track segments. Under the drive of the driver, the relative positions of different movable track segments will change, thereby realizing the offset action of the entire movable track unit and realizing the track conversion function in the suspended rail transit system.

[0004] In the above technical solution, when the suspension vehicle switches tracks, it needs to be realized through the offset action of the movable track unit. Therefore, after the previous suspension vehicle switches from the main road to the branch road, the next suspension vehicle needs to wait for the movable track unit to reset before it can continue to move forward on the main road, which reduces the working efficiency of the suspended rail transit system. Summary of the invention

[0005] The present invention aims to solve the technical problems existing in the prior art. The first object of the present invention is to provide a PRT suspension vehicle track conversion system. When the suspension vehicle performs track conversion, there is no need to change the position of the track. The second object of the present invention is to provide a suspension vehicle control system; the third object of the present invention is to provide a suspension vehicle track system; the fourth object of the present invention is to provide a suspension vehicle drive system.

[0006] To achieve the first object, the present invention adopts the following technical solution: a PRT suspension vehicle track conversion system, wherein a driving component capable of running along a track is provided above the suspension vehicle, the track comprises a running part and a conversion part, the conversion part comprises two tracks close to each other, and the track conversion system further comprises a track changing drive device;

[0007] The driving component includes two driving wheels that move forward synchronously;

[0008] When the suspended vehicle is in the running part, one and only one driving wheel is in contact with the leading track;

[0009] When the suspension vehicle is running in the conversion section, the track-changing drive device connects the other driving wheel to the rear track, and the preceding driving wheel is derailed.

[0010] In the above technical solution, the track is fixed, and when the suspension vehicle needs to change tracks, the track change drive device moves the drive wheel, so that the first drive wheel is derailed from the first track, and the rear drive wheel is connected to the rear track to achieve track change. Compared with the prior art, the track conversion system of the suspension vehicle of the present invention does not move when changing tracks. Therefore, after the first suspension vehicle changes tracks from the first track to the rear track, when the second suspension vehicle runs on the first track, it does not need to wait for the track to reset, so that the suspension rail transit system can operate efficiently.

[0011] In a preferred embodiment of the present invention, the track is a rigid track or a non-rigid track.

[0012] And / or the track is a track with grooves or a track with protrusions.

[0013] The suspension vehicle track conversion system of the present invention can be applied to a rigid track or a non-rigid track, and the track structure can also be a track with a groove or a track with a protrusion.

[0014] In a preferred embodiment of the present invention, the track-changing drive device adjusts the relative position of the drive wheel and the track laterally or vertically to achieve track changing and derailing.

[0015] The specific way of realizing track changing and derailing in the present invention is that the track changing driving device adjusts the relative position of the driving wheel and the track horizontally or vertically without moving the track.

[0016] In a preferred embodiment of the present invention, the leading track of the conversion part includes a first parallel section and a first separation section, and the rear track of the conversion part includes a second parallel section parallel to and corresponding to the first parallel section, and a second separation section corresponding to and gradually away from the first separation section.

[0017] When the suspension vehicle runs from the leading track of the running part to the conversion part, the driving wheels are in contact with the first parallel section and the second parallel section at the same time, preparing for derailment and track change; after the driving wheels run to the first separation section and the second separation section, the leading driving wheels are derailed, and the rear driving wheels run on the rear track to realize track conversion.

[0018] In a preferred embodiment of the present invention, when the track is a track with a protrusion, the protrusion is arranged upward, and the outer periphery of the driving wheel has an outer ring groove matching the protrusion. When the suspension vehicle is running, the driving wheel can run on the track through the outer ring groove and the protrusion.

[0019] In another preferred embodiment of the present invention, the track-changing drive device comprises a height adjustment mechanism provided on the drive component and capable of adjusting the heights of the two drive wheels respectively;

[0020] When the suspension vehicle runs to the conversion section, when there is no need to change tracks, the first driving wheel is connected to the first track of the conversion section, and the height adjustment mechanism raises the other driving wheel to make the other driving wheel detach from the corresponding track of the conversion section, so that the suspension vehicle continues to run on the first track;

[0021] When it is necessary to change tracks, the other driving wheel is connected to the rear track of the conversion part, and the height adjustment mechanism raises the preceding driving wheel to disengage the preceding driving wheel from the rear track of the conversion part, thereby allowing the suspension vehicle to run on the rear track.

[0022] In the above technical solution, the height adjustment mechanism can adjust the height of the two driving wheels individually, that is, vertically adjust the relative position of the driving wheels and the track to achieve derailment and track change.

[0023] In another preferred embodiment of the present invention, the height adjustment mechanism includes a connecting rod, telescopic shafts respectively connected to the two driving wheel frames, and telescopic driving members respectively driving the two telescopic shafts to extend or shorten, and the telescopic driving members are fixed to the connecting rod.

[0024] In another preferred embodiment of the present invention, when the track is a track with a groove, the track of the running part includes two oppositely arranged side walls and a bottom wall connecting the two side walls, and the driving wheel can be clamped in the groove and run on the track;

[0025] The leading track of the conversion part includes a side wall and a bottom wall fixed to the side wall, and the trailing track of the conversion part includes a side wall and a bottom wall fixed to the side wall, and the adjacent sides of the conversion parts of the two tracks have no side wall;

[0026] When the suspension vehicle is running on the conversion section, the two driving wheels are located in the area between the two side walls of the conversion section.

[0027] In the above technical solution, when the suspension vehicle is running in the conversion part, the two driving wheels are located in the area between the two side walls of the conversion part, and the area between the driving wheels is not blocked by the side walls, so that the leading driving wheel can be separated from the leading track, and at the same time, the rear driving wheel can also run on the rear track, that is, the relative position of the driving wheel and the track is adjusted laterally to achieve derailment and track changing.

[0028] In another preferred embodiment of the present invention, the track-changing drive device comprises a magnet fixed on the drive component, and a magnetic force generator capable of interacting with the magnet is provided at the side of at least one track of the conversion part;

[0029] When changing tracks, the magnetic force generator disposed at the side wall of the preceding track generates a repulsive force, and / or the magnetic force generator disposed at the side wall of the following track generates an attractive force.

[0030] When the suspension car is running in the conversion part, the magnetic generator attracts or repels the magnet on the driving component to control whether the driving wheel is connected to the leading track or the rear track, thereby controlling the suspension car to run on the leading track or the rear track to achieve track changing and derailment.

[0031] To achieve the above second object of the present invention, the present invention further provides a suspension vehicle control system, which comprises:

[0032] An information input unit, the information input unit is at least used to receive input information from a user;

[0033] A navigation unit, wherein the navigation unit receives input information from a user and provides optimal path information;

[0034] A track change adjustment unit receives the optimal path information output by the navigation unit and implements track change at the track change point. The suspension vehicle and the track change point are arranged according to the track conversion system mentioned above.

[0035] The suspension vehicle control system of the present invention realizes information input and navigation, automatically controls the suspension vehicle to realize track change at the track change position, and improves the operation speed and efficiency.

[0036] To achieve the third object of the present invention, the present invention further provides a suspension vehicle track system, which includes a monorail running section, and a conversion section formed by two monorail running sections overlapping in parallel;

[0037] The monorail running part includes two side walls arranged opposite to each other, and a bottom wall connecting the two side walls;

[0038] The preceding track of the conversion portion includes a side wall and a bottom wall fixedly connected to the side wall;

[0039] The rear track of the conversion part includes a side wall and a bottom wall fixed to the side wall;

[0040] There are no side walls on the adjacent sides of the two tracks of the transition section.

[0041] To achieve the fourth object of the present invention, the present invention further provides a suspension vehicle driving system, which includes a driving component for driving the suspension vehicle to run along a track, and a track-changing driving device for driving the suspension vehicle to change tracks;

[0042] The driving component includes two driving wheels that move forward synchronously;

[0043] The track-changing drive device adjusts the relative position of the driving wheel and the track horizontally or vertically to achieve track changing and derailing.

[0044] The beneficial effects of the above technical solution are as follows: Additional aspects and advantages of the present invention will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0046] Figure 1 It is a structural schematic diagram of the PRT suspension vehicle track conversion system of Example 1 of the present application.

[0047] Figure 2 yes Figure 1 A view in the figure.

[0048] Figure 3 yes Figure 1 Schematic diagram of the specific structure of the conversion part of the track.

[0049] Figure 4 It is a structural schematic diagram of the PRT suspension vehicle track conversion system of the second embodiment of the present application.

[0050] Figure 5 It is another structural schematic diagram of the PRT suspension vehicle track conversion system of Example 2 of the present application.

[0051] The figure marks in the drawings of the specification include: conversion part 101, first parallel section 101a, first separation section 101b, second parallel section 101c, second separation section 101d, protrusion 102, groove 103, left side wall 104, right side wall 105, bottom wall 106, first track 110, second track 120, guide section 121, drive component 200, drive wheel 210, outer ring groove 21a, drive wheel frame 220, drive module 230, track change drive device 300, telescopic shaft 310, telescopic drive member 320, connecting rod 330, main road magnetic generator 340, mounting seat 341, electromagnet 342, track change magnetic generator 350, and boom 400. DETAILED DESCRIPTION

[0052] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0053] In the description of the present invention, it is necessary to understand that the terms "longitudinal", "lateral", "vertical", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0054] In the description of the present invention, unless otherwise specified and limited, it should be noted that the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a mechanical connection or an electrical connection, or it can be the internal connection between two components. It can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to the specific circumstances.

[0055] Embodiment 1

[0056] This embodiment provides a PRT suspension vehicle track conversion system, such as Figure 1 As shown, in a preferred implementation of this embodiment, a driving component 200 that can run along the track is provided above the suspension vehicle, and the track includes a running part and a conversion part 101. Figure 1 The conversion part 101 shown in FIG. 1 is the running part; the conversion part 101 includes two tracks close to each other, such as Figure 1 The track conversion system further includes a track change driving device 300. The first track 110 is the first track on which the suspension vehicle initially runs, and the second track 120 is the second track to which the suspension vehicle is to be converted. When the suspension vehicle does not perform track conversion, it always runs on the first track 110.

[0057] The driving component 200 includes two synchronously moving driving wheels 210, which are indirectly connected together through a connecting rod 330. A suspension arm 400 is fixedly connected to the middle of the connecting rod 330. The suspension arm 400 is located between the two driving wheels 210, and the suspension vehicle is fixedly connected to the lower end of the suspension arm 400. When the suspension vehicle is in operation, one and only one driving wheel 210 is in contact with the first track 110; when the suspension vehicle is in operation at the conversion part 101, the track-changing driving device 300 connects the other driving wheel 210 to the second track 120, and the previous driving wheel 210 is derailed.

[0058] In this embodiment, the driving wheel 210 is installed on the driving wheel frame 220 and is driven by a driving module 230 fixedly connected to the driving wheel frame 220. The driving module 230 drives the driving wheel 210 to rotate by adopting existing technology, which can be but not limited to an omnidirectional driving wheel disclosed in CN201710213081.7. In specific applications, the structure of the driving wheel 210 can be adaptively adjusted according to the specific structure of the track.

[0059] In this embodiment, if Figure 1 As shown, when the suspension vehicle is running on the first track 110 of the running part, the left driving wheel 210 contacts the first track 110, and the right driving wheel 210 is suspended and moves forward with the left driving wheel 210. At this time, the driving module 230 on the right driving wheel 210 does not need to work. When the suspension vehicle is running on the conversion part 101, when it is necessary to convert from the first track 110 to the second track 120, the track-changing driving device 300 connects the right driving wheel 210 with the second track 120, the driving module 230 on the right driving wheel works, the left driving wheel 210 is separated from the first track 110, and the driving module 230 on the left driving wheel stops working. When there is no need to change tracks, the track-changing driving device 300 keeps the left driving wheel 210 connected to the first track 110, and the left driving wheel 210 drives the suspension vehicle to continue running on the first track 110.

[0060] It should be noted that the first rail 110 and the second rail 120 are rigid rails or non-rigid rails, and the present invention does not make any specific limitation.

[0061] When the PRT suspension car track conversion system of the present invention is applied in a suspended rail transit system, the suspension car runs on the first track 110, and the second track 120 can be another track branch or station branching along the first track 110. When the second track 120 is a station, passengers can get on and off the car at the stop station. When the suspension car needs to stop at a station, the suspension car switches to the second track 120, and the suspension car that does not need to stop at the station can continue to run on the first track 110. The operation of the two suspension cars does not interfere with each other, so that the suspended rail transit system can operate efficiently.

[0062] When the suspension vehicle needs to drive from the site onto the first track 110 (main road), a track-changing drive device 300 and a symmetrical conversion part 101 are also provided at the other end of the second track 120. The track-changing drive device 300 causes the right driving wheel 210 connected to the second track 120 to detach from the second track 120, and causes the left driving wheel 210 to connect to the first track 110, thereby allowing the suspension vehicle to run on the first track 110 (main road); this process is opposite to the aforementioned process of converting the suspension vehicle from the first track 110 to the second track 120, and will not be repeated here.

[0063] like Figure 1 and Figure 2 As shown, in another preferred implementation of this embodiment, the first track 110 and the second track 120 are both tracks with protrusions 102, the protrusions 102 are arranged upward, and the outer periphery of the driving wheel 210 has an outer ring groove 21a that matches the protrusions 102. When the suspension vehicle is running, the driving wheel 210 can run on the track through the outer ring groove 21a and the protrusions 102. Specifically, the track can be Figure 1 The structure in which the protrusion 102 is provided on the base as shown in the figure may also be a structure with a circular cross section such as a cable. This embodiment does not limit the specific structure of the track.

[0064] In this embodiment, the track-changing drive device 300 vertically adjusts the relative position of the driving wheel 210 and the track to achieve track changing and derailing. Specifically, the track-changing drive device 300 includes a height adjustment mechanism provided on the driving component 200 that can adjust the height of the two driving wheels 210 respectively.

[0065] When the suspension vehicle runs from the first track 110 of the running part to the conversion part 101, when it is not necessary to change tracks, the left driving wheel 210 is connected to the first track 110 of the conversion part 101, and the height adjustment mechanism raises the right driving wheel 210, so that the right driving wheel 210 is separated from the second track 120 of the conversion part 101, so that the suspension vehicle continues to run on the first track 110. When it is necessary to change tracks, the right driving wheel 210 is connected to the second track 120 of the conversion part 101, and the height adjustment mechanism raises the left driving wheel 210, so that the left driving wheel 210 is separated from the first track 110 of the conversion part 101, so that the suspension vehicle runs on the second track 120.

[0066] Specifically, Figure 1 and Figure 2 As shown, the height adjustment mechanism includes a connecting rod 330, two telescopic shafts 310 respectively connected to the two driving wheel frames 220, and telescopic driving members 320 respectively driving the two telescopic shafts 310 to extend or shorten, and each telescopic driving member 320 is fixedly connected to the connecting rod 330. For example, a vertically arranged telescopic shaft 310 is connected to the left driving wheel frame 220 by bolts, and a vertically arranged telescopic shaft 310 is also connected to the right driving wheel frame 220 by bolts; the two telescopic shafts 310 are each driven by a telescopic driving member 320, and the upper ends of the two telescopic driving members 320 are respectively fixedly connected to the left and right ends of the connecting rod 330. The telescopic driving member 320 can be an electric cylinder, a hydraulic cylinder or a pneumatic cylinder, preferably an electric cylinder. When it is a hydraulic cylinder or a pneumatic cylinder, a hydraulic source or a pneumatic source can be set on the suspension vehicle.

[0067] like Figure 3As shown, in another preferred implementation of this embodiment, the first track 110 of the conversion part 101 includes a first parallel section 101a and a first separation section 101b, and the second track 120 of the conversion part 101 includes a second parallel section 101c which is parallel to and corresponding to the first parallel section 101a, and a second separation section 101d which is corresponding to and gradually away from the first separation section 101b, and the second separation section 101d is connected to the second track 120 of the running part. Preferably, the second parallel section 101c has a guide section 121 which is extended outward and arranged downwardly and tilted, so as to facilitate the driving wheel 210 to run onto the second track 120 of the conversion part 101. Preferably, the first parallel section 101a, the first separation section 101b and the second parallel section 101c are all straight sections; the second separation section 101d is an oblique line section or an arc section which is arranged away from the first separation section 101b, and when the second separation section 101d is an oblique line section, the second separation section 101d and the second parallel section 101c have a smooth transition.

[0068] When the suspension vehicle moves from the first track 110 of the running part to the conversion part 101, the two driving wheels 210 of the driving component 200 contact the first parallel section 101a and the second parallel section 101c respectively, preparing for derailment and track change. When the suspension vehicle continues to move forward and needs to change tracks, the telescopic drive member 320 on the left drives the telescopic shaft 310 on the left to shorten, so that the left driving wheel 210 moves upward and separates from the first separation section 101b, while the right driving wheel 210 continues to run on the second separation section 101d, thereby making the suspension vehicle run to the second track 120 of the running part to achieve track change; after the suspension vehicle leaves the conversion part 101, the telescopic drive member 320 on the left drives the telescopic shaft 310 on the left to extend and reset. When there is no need to change tracks, the telescopic drive member 320 on the right drives the telescopic shaft 310 to shorten, causing the right driving wheel 210 to move upward and separate from the second separation section 101d, while the left driving wheel 210 continues to run on the first separation section 101b, thereby allowing the suspension vehicle to continue to run on the first track 110. After the suspension vehicle leaves the conversion part 101, the telescopic drive member 320 on the right drives the telescopic shaft 310 to extend and reset.

[0069] In this embodiment, the corresponding height adjustment mechanism can be controlled to achieve track changing. The height adjustment mechanism can perform actions according to the received operation command. For example, the method of generating and sending operation control commands of existing light rail or subway can be referred to, which will not be repeated here.

[0070] Embodiment 2

[0071] The structural principle of this embodiment is basically the same as that of the first embodiment, except that the structure of the track and the structure of the track-changing drive device are different. Figure 4As shown, in a preferred embodiment, the track is a track with a groove 103, and the track of the running part includes two side walls arranged opposite to each other, and a bottom wall 106 connecting the two side walls, for example, the two side walls are respectively a left side wall 104 and a right side wall 105, and the groove 103 is formed by the area between the two side walls and the bottom wall 106, and the driving wheel 210 can be stuck in the groove 103 and run on the track. In this embodiment, the two driving wheels 210 are connected by a connecting rod 330, and the telescopic shaft 310 is not provided. The first track 110 of the conversion part 101 includes a left side wall 104 and a bottom wall 106 fixedly connected to the right end of the left side wall 104, without a right side wall 105; the second track 120 of the conversion part 101 includes a right side wall 105 and a bottom wall 106 fixedly connected to the left end of the right side wall 105, without a left side wall 104. When the suspension vehicle is running in the conversion part 101, the two driving wheels 210 are located in the area between the left side wall 104 and the right side wall 105 of the conversion part 101, that is, in the conversion part 101, the left side wall 104 limits the left driving wheel 210, and the right side wall 105 limits the right driving wheel 210.

[0072] like Figure 4 As shown, in this embodiment, the track-changing drive device 300 adjusts the relative position of the driving wheel 210 and the track laterally to achieve track-changing and derailing. Specifically, the track-changing drive device 300 includes a magnet fixed on the driving component 200, preferably one magnet is arranged on each of the two driving wheels 210, the magnetizing direction of the magnet is perpendicular to the traveling direction of the suspension vehicle, and the magnetizing directions of the two magnets are the same or opposite, preferably the same; the magnet can be but not limited to a permanent magnet or an electromagnet, and of course a magnet can also be arranged in the middle of the driving component. Two sets of magnetic force generators are arranged at the conversion part 101, and the magnetic force generator includes a main circuit magnetic force generator 340 arranged at the first track 110 of the conversion part 101, and a track-changing magnetic force generator 350 arranged at the second track 120 of the conversion part 101, the main circuit magnetic force generator 340 interacts with the magnet on the left driving wheel 210, and the track-changing magnetic force generator 350 interacts with the magnet on the right driving wheel 210. For example, the main track magnetic force generator 340 is arranged on the left side of the first track 110 of the conversion part 101, and the main track magnetic force generator 340 generates a repulsive force on the left driving wheel 210; the track-changing magnetic force generator 350 is arranged on the right side of the second track 120 of the conversion part 101, and the track-changing magnetic force generator 350 generates an attractive force on the right driving wheel 210. Of course, the magnetic force generated by the magnetic force generator has a force on both magnets, and the magnet closer to the magnet is subjected to a greater force, and the total motion force is the resultant force.

[0073] When the suspension vehicle runs to the conversion part 101, when it is necessary to change tracks, the main track magnetic force generator 340 generates a repulsive force on the left driving wheel, and / or the track-changing magnetic force generator 350 generates an attractive force on the right driving wheel 210, so that the right driving wheel 210 runs on the second track 120 of the conversion part 101, and at the same time, the left driving wheel 210 is separated from the first track 110 of the conversion part 101, thereby causing the suspension vehicle to separate from the first track 110 and run on the second track 120. When it is not necessary to change tracks, both magnetic force generators do not generate magnetic force, so that the left driving wheel 210 runs on the first track 110 of the conversion part 101, thereby causing the suspension vehicle to continue to run on the first track 110.

[0074] In another preferred embodiment of the present invention, when the track is not changed, the main circuit magnetic generator 340 can also generate suction to the left driving wheel 210, so that the left driving wheel 210 runs on the first track 110 of the conversion part 101, and at the same time the right driving wheel 210 is separated from the second track 120 of the conversion part 101, thereby allowing the suspension vehicle to continue to run on the first track 110.

[0075] Of course, it is also possible to set a set of magnetic generators on the side wall of only one track, for example, to set a magnetic generator on the outer side of the first track 110; when there is no need to change tracks, the magnetic generator does not generate magnetic force on the magnet on the driving component 210, so that the left driving wheel continues to run on the first track 110; when it is necessary to change tracks, the magnetic generator generates repulsive force on the magnet on the driving component 210, so that the left driving wheel is separated from the first track 110, and the right driving wheel is connected to the second track 120, so that the suspension vehicle runs on the second track 120, realizing track changing and derailing.

[0076] For another example, a magnet generator is disposed on the outer side of the second track 120; when it is necessary to change tracks, the magnet generator generates suction to the magnet on the driving component 210, so that the left driving wheel is separated from the first track 110, and the right driving wheel is connected to the second track 120, so that the suspension vehicle runs on the second track 120, thereby achieving track changing and derailing. Specifically, track changing can be achieved by controlling the power supply of the magnet generator, and the magnet generator can perform actions according to the received operation commands. For example, the method of generating and sending operation control commands of existing light rail or subway can be referred to, which will not be elaborated here. Figure 4As shown, in another preferred embodiment, the main magnetic generator 340 and the track-changing magnetic generator 350 both include a mounting base 341 fixedly connected to the conversion part 101, and an electromagnet 342 mounted on the mounting base 341. For example, the mounting base 341 of the main magnetic generator 340 is fixedly connected to the left side of the first track 110 of the conversion part 101 by bolts, and the mounting base 341 of the track-changing magnetic generator 350 is also fixedly connected to the right side of the second track 120 of the conversion part 101 by bolts. Specifically, the working principle and structure of the main magnetic generator 340 and the track-changing magnetic generator 350 can adopt the existing technology, which can be but not limited to the magnetic generator disclosed in CN201710940871.5.

[0077] like Figure 5 As shown, in another preferred embodiment, the bottom wall 106 of the first track 110 of the conversion part 101 has a first support portion 106a extending in the direction of the second track 120; the bottom wall 106 of the second track 120 of the conversion part 101 has a second support portion 106b extending in the direction of the first track 110. The first support portion 106a is located at the end of the first separation section 101b, and the second support portion 106b is located at the end of the second separation section 101d, that is, the first support portion 106a and the second support portion 106b are located at the intersection of the end of the conversion part 101 in the running direction of the suspension vehicle and the running part.

[0078] When there is no need to change the track, the suspension vehicle continues to run on the first track 110 through the conversion part 101, and the second support part 106b supports the right driving wheel until the left driving wheel is completely stuck in the first track 110 of the running part. When it is necessary to change the track, the suspension vehicle changes the track to run on the second track 120 through the conversion part 101, and the first support part 106a supports the left driving wheel until the right driving wheel is completely stuck in the second track 120 of the running part. It should be noted that the space between the first support part 106a and the second support part 106b should be enough for the 400 boom to pass through.

[0079] Embodiment 3

[0080] The present invention also provides a suspension vehicle control system, which includes an information input unit, a navigation unit and a track change adjustment unit. The information input unit is at least used to receive the user's destination information, and of course can also receive the departure place, or the input information of the scheduled time and the number of people. The specific input can be directly input on-site or remotely input through the Internet. The navigation unit receives the user's input information and gives the optimal path information. The specific navigation unit can derive a plurality of selectable paths based on the destination information, and give the optimal path based on the shortest distance or the shortest time. The specific planning method can refer to the planning method of the existing navigation software. The track change adjustment unit receives the optimal path information output by the navigation unit and implements the track change at the track change point, such as the boarding point, the disembarkation point, the fork in the road, etc. The track setting at the specific track change point and the wheel design of the suspension vehicle can be set according to the track conversion system of the present invention.

[0081] In the description of this specification, the description with reference to the terms "preferred embodiment", "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0082] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. PRT suspension vehicle track conversion system, characterized in that: A driving component capable of running along a track is arranged above the suspension vehicle, the track comprises a running part and a conversion part, the conversion part comprises two tracks close to each other, and the track conversion system further comprises a track changing driving device; The driving component includes two driving wheels that move forward synchronously; When the suspended vehicle is in the running part, one and only one driving wheel is in contact with the leading track; When the suspension vehicle is running in the conversion section, the track-changing drive device connects the other driving wheel to the rear track, and the preceding driving wheel is derailed; The track-changing drive device adjusts the relative position between the drive wheel and the track laterally to achieve track-changing and derailing; When the track is a track with a groove, the track of the running part includes two side walls arranged opposite to each other and a bottom wall connecting the two side walls, and the driving wheel can be clamped in the groove and run on the track; The leading track of the conversion part includes a side wall and a bottom wall fixed to the side wall, and the trailing track of the conversion part includes a side wall and a bottom wall fixed to the side wall, and the adjacent sides of the conversion parts of the two tracks have no side wall; When the suspension vehicle is operating in the conversion section, the two driving wheels are located in the area between the two side walls of the conversion section; The track-changing drive device comprises a magnet fixedly mounted on the drive component, one magnet is mounted on each of the two drive wheels, and a magnetic force generator capable of interacting with the magnet is mounted on the side wall of at least one track of the conversion part; When changing tracks, the magnetic force generator disposed at the side wall of the preceding track generates a repulsive force, and / or the magnetic force generator disposed at the side wall of the following track generates an attractive force.

2. The PRT suspension vehicle track conversion system according to claim 1, characterized in that: The track is a rigid track or a non-rigid track, And / or the track is a track with grooves.

3. The PRT suspension vehicle track conversion system according to claim 1, characterized in that: The leading track of the conversion part includes a first parallel section and a first separation section, and the trailing track of the conversion part includes a second parallel section parallel to and corresponding to the first parallel section, and a second separation section corresponding to and gradually away from the first separation section.

4. A suspension vehicle control system, characterized in that: include: An information input unit, the information input unit is at least used to receive input information from a user; A navigation unit, wherein the navigation unit receives input information from a user and provides path information; A track change adjustment unit, which receives the path information output by the navigation unit and implements track change at a track change point. The suspension vehicle and the track change point are arranged according to the track conversion system according to one of claims 1-3.

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