Transportation state transformation unit

Abstract

The present invention provides a transportation state transformation unit, which includes a track group, a rotating mechanism, and a walking wheel group. The track group includes two outer guide rails and two inner guide rails. The end of the rotating mechanism is rotatably connected to a passenger car body, and the rotating mechanism is coaxially arranged with the passenger car body. The walking wheel group is arranged on the rotating mechanism, and the walking wheel group includes a wheel axle, two outer wheel bodies, two inner wheel bodies, and a rotation driving member. The inner wheel body and the outer wheel body are connected by a transmission assembly. In the transportation state transformation unit provided by the present invention, under the combined guiding action of the outer guide rail and the inner guide rail of the track group, the walking wheel group drives the rotating mechanism to perform circumferential rotation relative to the passenger car body, and the passenger car body always maintains a fixed upright state. The rotating mechanism performs circumferential rotation to cooperate with the track group to change the position of the walking wheel group, realizing the mutual switching between the straddle running mode and the suspended running mode of the vehicle, and facilitating the setting of the rail transit system according to different ground space conditions.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicles, and more specifically, relates to a transportation state transformation unit. Background Art

[0002] With the continuous development of rail transit, rail vehicles have played an increasingly important role in the transportation field. The types, systems, and service objects of rail vehicles are gradually expanding to meet various user needs. Currently, the main forms of urban overground rail transit are straddle-type or suspended rail vehicles. Due to their independent right-of-way characteristics, they have the problem of large floor area occupied by dedicated tracks, and it is impossible to effectively combine straddle-type and suspended transportation, and it is impossible to select different modes according to the actual road surface space conditions, making it difficult to maximize the utilization of overground space, and thus difficult to achieve a low-cost, large-capacity, and high-efficiency transportation mode. Summary of the Invention

[0003] The purpose of the present invention is to provide a transportation state transformation unit, which can effectively combine the straddle-type and suspended types according to the actual road surface conditions, and achieve a low-cost, large-capacity, and high-efficiency transportation mode.

[0004] To achieve the above purpose, the technical solution adopted by the present invention is: to provide a transportation state transformation unit, which is arranged between a straddle-type guide rail and a suspended guide rail, and includes:

[0005] A track group, gradually extending upward or downward in an arc shape. The track group includes two parallel outer guide rails and two parallel inner guide rails. The two outer guide rails and the two inner guide rails are arranged in one-to-one correspondence. On the end face perpendicular to the vehicle traveling direction, the projection of the track group is semi-circular ring-shaped, and the outer guide rails are located on the outer circle of the inner guide rails;

[0006] A rotating mechanism, with the end rotatably connected to the passenger compartment body. The rotating mechanism is coaxially arranged with the passenger compartment body and can rotate circumferentially relative to it;

[0007] A walking wheel set, arranged on the rotating mechanism. The walking wheel set includes a wheel axle, two outer wheel bodies fixedly connected to the outer ends of the wheel axle, and two inner wheel bodies rotatably connected to the wheel axle. The outer wheel bodies are in rolling cooperation with the outer guide rails, and the inner wheel bodies are in rolling cooperation with the inner guide rails. The linear velocities of the outer wheel bodies and the inner wheel bodies are equal and the rotation directions are opposite.

[0008] In a possible implementation manner, the wheel axle is connected with a rotation driving member, and the inner wheel body and the outer wheel body are connected by a transmission assembly. The transmission assembly is used to drive the inner wheel body to rotate in the opposite direction under the action of the outer wheel body, so that the rotating mechanism can complete the switching between straddle-type operation and suspended operation.

[0009] In a possible implementation manner, the transmission assembly includes:

[0010] An external bevel gear is fixedly connected to the inner end face of the outer wheel body and is coaxially arranged with the outer wheel body;

[0011] An internal bevel gear is fixedly connected to the outer end face of the inner wheel body and is coaxially arranged with the inner wheel body;

[0012] A conversion gear is arranged between the outer wheel body and the inner wheel body and meshes with the external bevel gear and the internal bevel gear respectively. The conversion gear can drive the internal bevel gear to rotate under the action of the external bevel gear.

[0013] In a possible implementation manner, a first limiting groove which is recessed and used for limiting the outer ring of the outer wheel body is provided on the outer guide rail, and a second limiting groove which is recessed and used for limiting the outer ring of the inner wheel body is provided on the inner guide rail;

[0014] Under the limiting action of the first limiting groove and the second limiting groove, the rotating mechanism can be suspended on the side or below of the track group.

[0015] In a possible implementation manner, there are two passenger car bodies, which are symmetrically located at both ends of the axis of the rotating mechanism. A counterweight assembly is provided at the bottom of the passenger car body, and the center of the counterweight assembly is located below the central axis of the passenger car body.

[0016] In a possible implementation manner, the top surface of the passenger car body extends obliquely downward toward the side away from the rotating mechanism, and the cross-sectional area of the passenger car body gradually increases from top to bottom.

[0017] In some embodiments, the two passenger car bodies are connected by a connecting sleeve axially penetrating the rotating mechanism. A plurality of drag reduction components are provided between the outer periphery of the connecting sleeve and the inner wall of the rotating mechanism, and the plurality of drag reduction components are arranged at intervals along the axis of the rotating mechanism.

[0018] In a possible implementation manner, a circumferentially extending first fitting groove is provided on the inner wall of the rotating mechanism, and a circumferentially extending second fitting groove corresponding to the first fitting groove inside and outside is provided on the outer wall of the connecting sleeve. The first fitting groove and the second fitting groove enclose a receiving space. The drag reduction component includes:

[0019] A ball hoop is sleeved on the outer periphery of the connecting sleeve and is located in the receiving space. A plurality of fitting holes are provided on the ball hoop at circumferential intervals;

[0020] A plurality of balls are respectively arranged in one-to-one correspondence with the fitting holes and are fitted in the fitting holes. The balls are respectively in rotational fit with the inner wall of the rotating mechanism and the outer wall of the connecting sleeve.

[0021] In some embodiments, horizontally penetrating inlets and outlets are provided on both side walls of the rotating mechanism, and a door body for aligning and penetrating with the inlets and outlets is provided on the peripheral wall of the connecting sleeve;

[0022] When the rotating mechanism is in the upright and inverted hanging states, the door body can be opened and horizontally corresponding to and communicating with the inlet and outlet.

[0023] In some embodiments, the rotating mechanism has an installation plane for installing the traveling wheel set, there are two inlets and outlets, and they are respectively arranged near the two side edges of the installation plane.

[0024] In the solution shown in the embodiments of the present application, compared with the prior art, the transportation state transformation unit provided by the embodiments of the present application, under the combined guiding action of the outer guide rail and the inner guide rail of the track group, the traveling wheel set drives the rotating mechanism to rotate circumferentially relative to the passenger car body under the driving action of the rotation driving member, and the passenger car body always maintains a fixed upright state. The rotating mechanism rotates circumferentially to cooperate with the track group to change the position of the traveling wheel set, realizing the mutual switching between the straddle running mode and the suspended running mode of the vehicle, facilitating the setting of the rail transit system according to different ground space conditions, and realizing a low-cost, large-capacity, and high-efficiency transportation mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 It is a schematic structural diagram of the transportation state transformation unit provided by the embodiment of the present invention;

[0027] Figure 2 For the embodiment of the present invention Figure 1 It is a partial enlarged structural diagram of I in the embodiment;

[0028] Figure 3 For the embodiment of the present invention Figure 1 It is a partial enlarged structural diagram of another angle of the local structure in the embodiment;

[0029] Figure 4 For the embodiment of the present invention Figure 3 It is a structural diagram from another angle;

[0030] Figure 5 It is a left view structural diagram of the track group provided by the embodiment of the present invention;

[0031] Figure 6 For the embodiment of the present invention Figure 5 It is a partial enlarged structural diagram of II in the embodiment;

[0032] Figure 7 It is an enlarged structural diagram of the traveling wheel set provided by the embodiment of the present invention;

[0033] Figure 8 is a schematic cross-sectional structure diagram of the walking wheel set in the embodiment of the present invention; Figure 1 in the figure;

[0034] Figure 9 is a schematic enlarged partial structure diagram of III in the embodiment of the present invention; Figure 8 in the figure;

[0035] Figure 10 is a schematic enlarged structure diagram of the rotating mechanism in the embodiment of the present invention; Figure 1 in the figure;

[0036] Figure 11 is a schematic right view structure diagram of the rotating mechanism in the embodiment of the present invention; Figure 10 in the figure;

[0037] Figure 12 is a schematic structure diagram of the passenger compartment car body, the connecting sleeve and the drag reduction assembly in the embodiment of the present invention; Figure 2 in the figure;

[0038] Figure 13 is a schematic enlarged partial structure diagram of IV in Embodiment 12 of the present invention;

[0039] Figure 14 is a schematic structure diagram of the vehicle in a straddle running state provided by the embodiment of the present invention;

[0040] Figure 15 is a schematic structure diagram of the vehicle in a switching state between straddle running and suspended running provided by the embodiment of the present invention;

[0041] Figure 16 is a schematic structure diagram of the vehicle in a suspended running state provided by the embodiment of the present invention.

[0042] Among them, the reference numerals in the figure are as follows:

[0043] 1. Rail group; 11. Outer rail; 12. Inner rail; 13. First limiting groove; 14. Second limiting groove; 2. Rotating mechanism; 21. Installation plane; 22. First embedding groove; 23. Inlet and outlet; 3. Passenger compartment car body; 31. Connecting sleeve; 32. Door body; 33. Second embedding groove; 4. Walking wheel set; 41. Wheel axle; 42. Outer wheel body; 43. Inner wheel body; 5. Transmission assembly; 51. Outer bevel gear; 52. Inner bevel gear; 53. Conversion gear; 6. Drag reduction assembly; 61. Ball hoop; 62. Ball. Detailed implementation manners

[0044] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0045] It should be noted that when an element is referred to as being "disposed on" another element, it can be directly on the other element or indirectly on the other element. It should be understood that the orientation or positional relationship indicated by terms such as "length", "width", "upper", "lower", "front", "rear", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is 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 thus cannot be understood as a limitation to the present invention. The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or several of such features. In the description of the present invention, the meaning of "several" is two or more, unless otherwise specifically defined.

[0046] Please refer to Figures 1 to 16 simultaneously. Now, the transportation state transformation unit provided by the present invention will be described. The transportation state transformation unit is disposed between a straddle-type guide rail and a suspended guide rail. The transportation state transformation unit includes a track group 1, a rotating mechanism 2, and a running wheel group 4. The track group 1 extends gradually upward or downward in an arc shape. The track group 1 includes two parallel outer guide rails 11 and two parallel inner guide rails 12. The two outer guide rails 11 and the two inner guide rails 12 are arranged in one-to-one correspondence. On the end face perpendicular to the vehicle traveling direction, the projection of the track group 1 is semi-circular ring-shaped, and the outer guide rail 11 is located on the outer circle of the inner guide rail 12. The end of the rotating mechanism 2 is rotatably connected to a passenger compartment body 3. The rotating mechanism 2 and the passenger compartment body 3 are coaxially arranged and can rotate relative to each other circumferentially. The running wheel group 4 is disposed on the rotating mechanism 2. The running wheel group 4 includes a wheel axle 41, two outer wheel bodies 42 fixedly connected to the outer ends of the wheel axle 41, and two inner wheel bodies 43 rotatably connected to the wheel axle 41. The outer wheel bodies 42 are in rolling cooperation with the outer guide rails 11, and the inner wheel bodies 43 are in rolling cooperation with the inner guide rails 12. The linear velocities of the outer wheel bodies 42 and the inner wheel bodies 43 are equal and the rotation directions are opposite.

[0047] Compared with the prior art, the transportation state transformation unit provided in this embodiment, under the combined guiding action of the outer guide rail 11 and the inner guide rail 12 of the track group 1, the traveling wheel set 4 drives the rotating mechanism 2 to rotate circumferentially relative to the passenger car body 3 under the driving action of the rotation driving member, and the passenger car body 3 always maintains a fixed upright state. The rotating mechanism 2 rotates circumferentially to cooperate with the track group 1 to change the position of the traveling wheel set 4, realizing the mutual switching between the straddle running mode and the suspended running mode of the vehicle, facilitating the setting of the rail transit system according to different above-ground space conditions, and realizing a low-cost, large-capacity, and high-efficiency transportation mode.

[0048] When the vehicle is running, the wheels of the vehicle are located below the vehicle. The running mode with the vehicle above the track is the straddle running state; the wheels of the vehicle are located above the vehicle, and the running mode with the vehicle hoisted below the track is the suspended running state.

[0049] In this embodiment, the combination of the rotating mechanism 2 and the passenger car body 3 is adopted to effectively switch between the straddle and suspended running states. During the process of the rotating mechanism 2 traveling in the track group 1, it can continuously move forward, not only reducing the manufacturing and construction costs during the construction process, but also improving the utilization rate of the limited urban space and the diversity of transportation, and is applicable to various urban operation conditions.

[0050] The track group 1 adopts the form of combining the inner guide rail 12 and the outer guide rail 11. The inner wheel body 43 can rollingly cooperate with the inner guide rail 12, and the outer wheel body 42 can rollingly cooperate with the outer guide rail 11. During the switching process of the rotating mechanism 2 between the straddle and suspended states, the inner wheel body 43 cooperates with the inner guide rail 12, and at the same time, the outer wheel body 42 also cooperates with the outer guide rail 11.

[0051] Specifically, during the process of the rotating mechanism 2 changing from straddle running to suspended running, at first, the outer wheel body 42 rolls and cooperates with the outer guide rail 11 to drive the rotating mechanism 2 to advance. After that, as the height of the track group 1 rises, the inner wheel body 43 gradually contacts and rolls with the inner guide rail 12. Until the rotating mechanism 2 rotates circumferentially by 90°, the inner wheel body 43 and the outer wheel body 42 act together. After that, the cooperation between the outer wheel body 42 and the outer guide rail 11 gradually weakens. Until the rotating mechanism 2 rotates circumferentially by 180° and is in the suspended running state, the driving effect on the vehicle is completely realized by the cooperation between the inner wheel body 43 and the inner guide rail 12.

[0052] During the process of the rotary mechanism 2 switching from suspended operation to straddle operation, at first, the inner wheel body 43 and the inner guide rail 12 are in rolling cooperation to drive the rotary mechanism 2 to advance. After that, as the height of the track group 1 rises, the outer wheel body 42 gradually contacts and rolls with the outer guide rail 11. Until the rotary mechanism 2 rotates circumferentially by 90°, the inner wheel body 43 and the outer wheel body 42 act together. Then, the cooperative effect between the inner wheel body 43 and the inner guide rail 12 gradually weakens. Until the rotary mechanism 2 rotates circumferentially by 180° and is in the straddle operation state, the driving effect on the vehicle is completely realized by the cooperation between the outer wheel body 42 and the outer guide rail 11.

[0053] In a possible implementation, the wheel axle 41 is connected with a rotary driving part, and the inner wheel body 43 and the outer wheel body 42 are connected by a transmission component 5. The transmission component 5 is used to drive the inner wheel body 43 to rotate in the reverse direction under the action of the outer wheel body 42, so that the rotary mechanism 2 can complete the switching between straddle operation and suspended operation.

[0054] During the vehicle driving process, two motors can be used to respectively rotate and drive the inner wheel body 43 and the outer wheel body 42, ensuring that their rotation directions are opposite and the linear velocities are equal.

[0055] In this embodiment, the rotary driving part is used to drive the wheel axle 41 to rotate, and the two outer wheel bodies 42 fixedly connected to the wheel axle 41 rotate synchronously. The transmission component 5 arranged between the outer wheel body 42 and the inner wheel body 43 is used to realize the driving effect of the outer wheel body 42 on the inner wheel body 43.

[0056] The transmission component 5 should not only meet the requirements of power transmission, but also meet the requirements of adjusting the rotation direction of the inner wheel body 43, so that the outer wheel body 42 and the inner wheel body 43 have the effect of synchronously driving the rotary mechanism 2 forward.

[0057] In some possible implementation manners, the above-mentioned characteristic transmission component 5 adopts the structure as Figures 7 to 9 shown. Refer to Figures 7 to 9 , the transmission component 5 includes an external bevel gear 51, an internal bevel gear 52 and a conversion gear 53. The external bevel gear 51 is fixedly connected to the inner end face of the outer wheel body 42 and is coaxially arranged with the outer wheel body 42; the internal bevel gear 52 is fixedly connected to the outer end face of the inner wheel body 43 and is coaxially arranged with the inner wheel body 43; the conversion gear 53 is arranged between the outer wheel body 42 and the inner wheel body 43 and meshes with the external bevel gear 51 and the internal bevel gear 52 respectively. The conversion gear 53 can drive the internal bevel gear 52 to rotate under the action of the external bevel gear 51.

[0058] In this embodiment, the rotation driving member directly drives the wheel shaft 41 to rotate. The wheel shaft 41 drives the outer wheel body 42 to rotate. At the same time, the inner wheel body 43 is driven by means of the transmission assembly 5, and the linear velocities of the inner wheel body 43 and the outer wheel body 42 are made equal and the rotation directions are opposite. In the state where the inner wheel body 43 is in rolling fit with the inner guide rail 12 and the outer wheel body 42 is in rolling fit with the outer guide rail 11, the rotating mechanism 2 can travel stably along the track group 1. Specifically, the outer diameter of the inner wheel body 43 is smaller than that of the outer wheel body 42, and the rotation speed of the inner wheel body 43 should be greater than that of the outer wheel body 42 to ensure that the inner wheel body 43 and the outer wheel body 42 have the same linear velocity.

[0059] Specifically, the transmission assembly 5 adopts a form combining an external gear, an internal gear and a conversion gear 53. The external gear is fixedly connected to the inner end face of the outer wheel body 42, the internal gear is fixedly connected to the outer end face of the inner gear, and the external gear transmits power to the internal gear through the conversion gear 53 so as to drive the inner wheel body 43 to rotate and realize the driving effect on the rotating mechanism 2.

[0060] When the vehicle is in a straddle running state, the outer wheel body 42 drives the rotating mechanism 2 to travel along the track group 1; during the process of the vehicle switching from the straddle running state to the suspended running state, the outer wheel body 42 and the inner wheel body 43 act simultaneously, and the driving effect of the inner wheel body 43 gradually increases while the driving effect of the outer wheel body 42 gradually decreases; when the vehicle is in the suspended running state, the inner wheel body 43 drives the rotating mechanism 2 to travel along the track group 1.

[0061] In some possible implementation manners, the above-mentioned outer guide rail 11 and inner guide rail 12 adopt the structure as Figures 1 to 6 shown. Referring to Figures 1 to 6 , a first limiting groove 13 which is recessed inward and used for limiting the outer ring of the outer wheel body 42 is provided on the outer guide rail 11, and a second limiting groove 14 which is recessed inward and used for limiting the outer ring of the inner wheel body 43 is provided on the inner guide rail 12;

[0062] Under the limiting action of the first limiting groove 13 and the second limiting groove 14, the rotating mechanism 2 can be suspended on the side or below the track group 1.

[0063] In this embodiment, when the vehicle is in the straddle running state, the outer wheel body 42 is reliably limited in the first limiting groove 13 of the outer guide rail 11. When the rotating mechanism 2 rotates by 90°, by using the limiting action of the first limiting groove 13 on the outer wheel body 42 and the limiting action of the second limiting groove 14 on the inner wheel body 43, the effect that the rotating mechanism 2 and the passenger compartment car body 3 are stably suspended on the side of the track group 1 is achieved, ensuring the orderly switching of the operating state of the rotating mechanism 2.

[0064] Specifically, the inner cavity width of the first limiting groove 13 is the same as the width of the outer wheel body 42, and the inner cavity width of the second limiting groove 14 is the same as the width of the inner wheel body 43. During the process of the outer guide rail 11 spirally and obliquely extending upward from bottom to top, the first limiting groove 13 gradually switches from having an upward opening to having a downward opening. During the process of the inner guide rail 12 spirally and obliquely extending upward from bottom to top, the second limiting groove 14 gradually switches from having a downward opening to having an upward opening. When the rotating mechanism 2 is in a suspended operation state, the inner wheel body 43 is located above the inner guide rail 12, and the inner wheel body 43 is in rolling connection above the second limiting groove 14.

[0065] In some possible implementation manners, the above-mentioned feature, the passenger car body 3 adopts a structure as shown in Figure 3 and Figure 4 . Referring to Figure 3 and Figure 4 , there are two passenger car bodies 3, which are symmetrically located at both axial ends of the rotating mechanism 2. A counterweight assembly is provided at the bottom of the passenger car body 3, and the center of the counterweight assembly is located below the central axis of the passenger car body 3.

[0066] In this embodiment, in order to ensure that the gravity borne by both ends of the rotating mechanism 2 is the same and has good symmetry, one passenger car body 3 is provided at each end of the rotating mechanism 2. This structure can increase the passenger carrying capacity. When the rotating mechanism 2 rotates circumferentially along the track group 1, in order to keep the passenger car body 3 in an upright state, a counterweight assembly is provided at the bottom of the passenger car body 3, so that the lower part of the passenger car body 3 is always in a lower position under the action of gravity, improving the comfort of passengers.

[0067] In some possible implementation manners, the above-mentioned feature, the passenger car body 3 adopts a structure as shown in Figure 3 and Figure 4 . Referring to Figure 3 and Figure 4 , the top surface of the passenger car body 3 extends obliquely downward toward the side away from the rotating mechanism 2, and the cross-sectional area of the passenger car body 3 gradually increases from top to bottom. The top surface of the passenger car body 3 extending obliquely downward toward the side away from the rotating mechanism 2 can effectively reduce the wind resistance during the traveling process. At the same time, the cross-sectional area of the lower part of the passenger car body 3 gradually increases, which is convenient for assisting in enhancing the gravity effect at the bottom of the rotating mechanism 2, avoiding the passenger car body 3 rotating synchronously with the rotating mechanism 2, and maintaining the positive stability of the passenger car body 3.

[0068] In some embodiments, the above-mentioned feature, the passenger car body 3 can adopt a structure as shown in Figure 12 . Referring to Figure 12 , the two passenger car bodies 3 are connected by a connecting sleeve 31 axially penetrating the rotating mechanism 2, and a plurality of drag reduction components 6 are provided between the outer periphery of the connecting sleeve 31 and the inner wall of the rotating mechanism 2, and the plurality of drag reduction components 6 are arranged at intervals along the axial direction of the rotating mechanism 2.

[0069] In this embodiment, two car bodies 3 of the passenger compartments are connected by a rotating connecting sleeve 31, so that the two car bodies 3 of the passenger compartments maintain the same overall state. The drag reduction assembly 6 is used to reduce the frictional resistance between the car body 3 of the passenger compartment and the rotating mechanism 2. A plurality of drag reduction assemblies 6 are arranged between the outer periphery of the connecting sleeve 31 and the inner wall of the rotating mechanism 2, which can prevent friction between the connecting sleeve 31 and the rotating mechanism 2 and prevent the rotation of the rotating mechanism 2 from affecting the stability of the passenger compartment body.

[0070] In some possible implementation manners, the above-mentioned features of the car body 3 of the passenger compartment and the rotating mechanism 2 are adopted as Figure 10 , Figure 12 and Figure 13 shown in the structure. Refer to Figure 10 , Figure 12 and Figure 13 . On the inner wall of the rotating mechanism 2, there is a first fitting groove 22 extending circumferentially. On the outer wall of the connecting sleeve 31, there is a second fitting groove 33 extending circumferentially and corresponding to the first fitting groove 22 inside and outside. The first fitting groove 22 and the second fitting groove 33 enclose a receiving space. The drag reduction assembly 6 includes a ball hoop 61 and a plurality of balls 62. The ball hoop 61 is sleeved on the outer periphery of the connecting sleeve 31 and is located in the receiving space. A plurality of fitting holes are arranged on the ball hoop 61 at circumferential intervals; the plurality of balls 62 are respectively arranged in one-to-one correspondence with the fitting holes and are fitted in the fitting holes, and the balls 62 are respectively in rotational fit with the inner wall of the rotating mechanism 2 and the outer wall of the connecting sleeve 31.

[0071] In this embodiment, the drag reduction assembly 6 is used to reduce the frictional resistance between the connecting sleeve 31 and the rotating mechanism 2. On the outer peripheral wall of the connecting sleeve 31, there is a first fitting groove 22 extending circumferentially into a closed ring shape. On the inner peripheral wall of the rotating mechanism 2, there is a second fitting groove 33 extending circumferentially into a closed ring shape. The first fitting groove 22 and the second fitting groove 33 enclose a receiving space for accommodating the ball hoop 61 and the balls 62.

[0072] The ball hoop 61 is provided with fitting holes capable of accommodating and positioning the balls 62. The balls 62 are installed in the fitting holes, and the outer peripheral wall of the balls 62 can be in rolling fit with the bottom walls of the first fitting groove 22 and the second fitting groove 33, reducing the frictional force during the relative rotation between the rotating mechanism 2 and the connecting sleeve 31, enabling the car body to stably maintain an upright state and facilitating the improvement of the riding experience of passengers.

[0073] In some embodiments, the above-mentioned feature of the rotating mechanism 2 can be adopted as Figure 10 and Figure 12 shown in the structure. Refer to Figure 10 and Figure 12, horizontally penetrating inlets and outlets 23 are provided on the two side walls of the rotating mechanism 2, and a door body 32 for aligning and penetrating with the inlet and outlet 23 is provided on the peripheral wall of the connecting sleeve 31; when the rotating mechanism 2 is in an upright or inverted state, the door body 32 can be opened and horizontally correspond to and penetrate the inlet and outlet 23.

[0074] In this embodiment, an inlet and outlet 23 is provided on the side wall of the rotating mechanism 2, and a door body 32 that can be opened and closed is provided on the connecting sleeve 31. When the door body 32 corresponds to the inlet and outlet 23 inside and outside, the door body 32 can be opened for passengers to get on and off the vehicle. Specifically, when the rotating mechanism 2 is in the two extreme states of upright or suspended, the inlet and outlet 23 can correspond to the door body 32 on the connecting sleeve 31 inside and outside, so as to realize the requirements of passengers getting on and off the vehicle.

[0075] In some embodiments, the above-mentioned characteristic rotation mechanism 2 can be adopted as follows Figure 11 and Figure 16 See the structure shown. Figure 11 and Figure 16 The rotating mechanism 2 has a mounting plane 21 for mounting the traveling wheel set 4 , and two inlets and outlets 23 are provided, and are respectively arranged close to the two side edges of the mounting plane 21 .

[0076] In this embodiment, in order to ensure reliable cooperation between the running wheel set 4 and the track set 1, a mounting plane 21 for mounting the running wheel set is provided on the rotating mechanism 2. The mounting plane 21 is a plane structure, which realizes reliable installation of the wheel. The part of the rotating mechanism 2 away from the mounting plane 21 adopts an arc structure, which can not only reduce material consumption and meet the requirements of lightweight design, but also avoid position interference between the rotating mechanism 2 and other components, improve the smoothness of the rotation action, and reduce the wind resistance of the rotating mechanism 2 during the movement.

[0077] On this basis, the entrance and exit 23 are arranged near the edges on both sides of the installation plane 21, so as to ensure the opening height of the entrance and exit 23 and meet the needs of passengers getting on and off the vehicle.

[0078] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A transportation state transformation unit is arranged between a straddle guide rail and a suspension guide rail. It is characterized in that it includes: A track group that gradually extends in an upward or downward arc shape. The track group includes two parallel outer guide rails and two parallel inner guide rails. The two outer guide rails and the two inner guide rails are arranged in one-to-one correspondence. On the end face perpendicular to the vehicle traveling direction, the projection of the track group is a semi-circular ring shape, and the outer guide rails are located on the outer circle of the inner guide rails; A rotating mechanism with the end rotatably connected to the passenger car body. The rotating mechanism is coaxially arranged with the passenger car body and can rotate circumferentially relative to it; A walking wheel group is arranged on the rotating mechanism. The walking wheel group includes a wheel axle, two outer wheel bodies fixedly connected to the outer ends of the wheel axle, and two inner wheel bodies rotatably connected to the wheel axle. The outer wheel bodies are in rolling cooperation with the outer guide rails, the inner wheel bodies are in rolling cooperation with the inner guide rails, and the linear velocities of the outer wheel bodies and the inner wheel bodies are equal and the rotation directions are opposite.

2. The transportation state transformation unit according to claim 1, It is characterized in that the wheel axle is connected with a rotation driving member, and the inner wheel body and the outer wheel body are connected by a transmission assembly. The transmission assembly is used to drive the inner wheel body to rotate in the opposite direction under the action of the outer wheel body, so that the rotating mechanism completes the switching between straddle running and suspension running.

3. The transportation state transformation unit according to claim 2, It is characterized in that the transmission assembly includes: An outer bevel gear fixedly connected to the inner end face of the outer wheel body and coaxially arranged with the outer wheel body; An inner bevel gear fixedly connected to the outer end face of the inner wheel body and coaxially arranged with the inner wheel body; A conversion gear is arranged between the outer wheel body and the inner wheel body and meshes with the outer bevel gear and the inner bevel gear respectively. The conversion gear can drive the inner bevel gear to rotate under the action of the outer bevel gear.

4. The transportation state transformation unit according to claim 1, It is characterized in that a first limiting groove that is recessed inward and used to limit the outer circle of the outer wheel body is provided on the outer guide rail, and a second limiting groove that is recessed inward and used to limit the outer circle of the inner wheel body is provided on the inner guide rail; Under the limiting action of the first limiting groove and the second limiting groove, the rotating mechanism can be suspended on the side or below the track group.

5. The transportation state transformation unit according to any one of claims 1-4, It is characterized in that there are two passenger car bodies, which are symmetrically located at both ends of the axis of the rotating mechanism. A counterweight assembly is provided at the bottom of the passenger car body, and the center of the counterweight assembly is located below the central axis of the passenger car body.

6. The transportation state transformation unit according to claim 5, It is characterized in that the top surface of the passenger car body extends obliquely downward toward the side away from the rotating mechanism, and the cross-sectional area of the passenger car body gradually increases from top to bottom.

7. The transportation state transformation unit according to claim 5, It is characterized in that The two car bodies are connected by a connecting sleeve axially penetrating through the rotating mechanism. A plurality of drag reduction components are arranged between the outer periphery of the connecting sleeve and the inner wall of the rotating mechanism, and the plurality of drag reduction components are arranged at intervals along the axial direction of the rotating mechanism.

8. The transportation state transformation unit according to claim 7, wherein, a circumferentially extending first fitting groove is provided on the inner wall of the rotating mechanism, and a circumferentially extending second fitting groove corresponding to the first fitting groove inside and outside is provided on the outer wall of the connecting sleeve. The first fitting groove and the second fitting groove enclose an accommodating space, and the drag reduction component includes: a ball hoop, sleeved on the outer periphery of the connecting sleeve and located in the accommodating space, and a plurality of fitting holes are arranged at circumferential intervals on the ball hoop; a plurality of balls, respectively arranged in one-to-one correspondence with the fitting holes and fitted in the fitting holes, and the balls are respectively in rotational fit with the inner wall of the rotating mechanism and the outer wall of the connecting sleeve.

9. The transportation state transformation unit according to claim 7, wherein, an inlet and outlet are provided on the side wall of the rotating mechanism, and a door body for aligning and penetrating with the inlet and outlet is provided on the peripheral wall of the connecting sleeve; when the rotating mechanism is in the upright and inverted states, the door body can be opened and horizontally correspond to and penetrate with the inlet and outlet.

10. The transportation state transformation unit according to claim 9, wherein, the rotating mechanism has an installation plane for installing the traveling wheel set, and there are two inlets and outlets, which are respectively arranged near the two side edges of the installation plane.

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