A suspended rail transit system

Abstract

This invention relates to a suspended rail transit system, comprising a track, a vehicle adapted to the track, a track-changing device, and a turnout adapted to the track-changing device. The vehicle is equipped with wheels and is positioned within the track, running along the track via the wheels. It also includes a self-balancing frame, on which the track-changing device is mounted. The self-balancing frame is rotatably connected to a mounting frame via bearings. The mounting frame is fixedly mounted on the vehicle, and the rotation center of the self-balancing frame is parallel to the vehicle's running direction. Initially, the self-balancing frame is in its initial position under its own weight. This system allows for better coordination with the corresponding turnout and prevents the track-changing device from being affected by eccentric loads caused by passengers or cargo inside the car, or by lateral wind loads borne by the car. This effectively prevents the track-changing device from colliding with the corresponding turnout at junctions, allowing the vehicle to pass through junctions smoothly and at higher speeds.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and more specifically to a suspended rail transit system. Background Technology

[0002] Rail transit is a type of transportation vehicle or system that runs on specific tracks. With technological advancements, rail transit is evolving into increasingly diverse types. Suspended rail transit is a newer type of rail transit, typically comprising tracks, vehicles (locomotives) mounted on the tracks, and cars connected to and suspended below the tracks. The tracks are usually elevated in the air, and each vehicle has at least two wheels on each side. Figure 3 As shown, vehicles are typically mounted on tracks and move along these tracks using wheels, which in turn propels the cars below. Where two tracks intersect, they form forks, allowing vehicles to reach different destinations. To facilitate safe and smooth passage through these forks and to enable track switching, existing vehicles are typically equipped with track-changing devices. Simultaneously, forks are equipped with switches adapted to these devices. When a vehicle enters a fork, the track-changing device, in conjunction with the switches, guides the vehicle to continue along the original track or switch to the other track (achieving track switching). In existing suspended rail transit systems, the tracks are often undulating in the air to avoid obstacles or lead to ground-level platforms. Therefore, to prevent vehicles from slipping during ascent or descent, the vehicles typically use conventional wheels equipped with rubber rings that contact the track, increasing friction between the vehicle and the track and effectively preventing slippage.

[0003] In existing technologies, track-changing devices are typically equipped with track-changing wheels adapted to turnouts. Examples include a suspended track-changing system disclosed in Chinese Patent CN109664899A, a translational track-changing mechanism disclosed in Chinese Patent CN110723168B, and a lifting track-changing device disclosed in Chinese Patent CN112744256B. These track-changing devices all feature track-changing wheels (track-changing sections). Within the turnout, the track-changing wheels contact the turnout and roll relative to it. The turnout bears the compressive force of the track-changing wheels and constrains and guides their direction of movement, allowing vehicles to pass smoothly and safely through the turnout through the cooperation of the track-changing wheels and the turnout. In practice, turnouts are usually vertically arranged within the track. The track-changing wheels in the track-changing device must also move to the track-changing position to cooperate with the turnout. For example, at the track-changing position, the track-changing wheels can only achieve a perfect collision with the corresponding turnout when the center of rotation of the track-changing wheel is vertical.

[0004] In the actual promotion and implementation of suspended rail transit projects, the market demands increasingly higher vehicle operating speeds, with a growing need for higher speeds (e.g., 60 km / h or higher) and smoother passage through junctions. However, existing suspended rail transit systems struggle to meet these demands. The main reason is that the forces acting on the vehicle along the track are complex and constantly changing. For example, eccentric loads from passengers or cargo inside the car, and lateral wind loads, can all cause varying degrees of eccentric loads on the vehicle. Furthermore, since the vehicle's wheels are typically equipped with rubber rings that contact the track, these wheels undergo a certain degree of elastic deformation under external forces. Trial operation revealed that when the vehicle is subjected to eccentric loads, it tilts to varying degrees along the lateral direction of the track. This causes the track-changing device mounted on the vehicle to tilt simultaneously. Consequently, at junctions, the track-changing wheels in the device, which are supposed to be in position, do not actually move to their intended positions. This makes it easy for the track-changing device to collide with the corresponding turnout. Collisions affect the vehicle's speed and stability, making it difficult for vehicles in existing suspended rail transit systems to pass through junctions at high speeds and smoothly. Therefore, there is an urgent need to develop a suspended rail transit system that can enable vehicles to pass through junctions at higher speeds and more smoothly. Summary of the Invention

[0005] The first aspect of this invention addresses the problem in existing suspended rail transit systems where vehicles struggle to pass through junctions at high speeds and smoothly due to external eccentric loads during operation, thus affecting vehicle stability and speed. The invention provides a suspended rail transit system that allows vehicles to pass through junctions at higher speeds and with greater stability. The main concept is as follows:

[0006] A suspended rail transit system includes a track, a vehicle adapted to the track, a track-changing device, and a switch adapted to the track-changing device. The switch is located within a junction of the track. Each side of the vehicle is equipped with at least two wheels. The vehicle is positioned within the track and travels along the track via the wheels.

[0007] It also includes a self-balancing frame, on which the track-changing device is mounted. The self-balancing frame is rotatably connected to a mounting frame via bearings. The mounting frame is fixedly mounted on the vehicle, and the rotation center of the self-balancing frame is parallel to the vehicle's direction of travel.

[0008] Initially, the self-balancing frame is in its initial position under its own weight. In this design, by configuring the self-balancing frame and rotatably connecting it to the mounting frame via bearings, and the mounting frame being fixedly installed on the vehicle, the self-balancing frame has the freedom to swing freely relative to the vehicle. This allows the self-balancing frame to be in its initial state under its own weight. Simultaneously, by aligning the rotation center of the self-balancing frame with the vehicle's direction of travel, when the vehicle experiences eccentric loads during operation, causing it to tilt laterally along the track, the self-balancing frame will not tilt synchronously with the mounting frame and the vehicle due to the bearings and its own weight. Instead, it will remain in its initial position, making the self-balancing frame more stable. By installing the track-changing device on a self-balancing frame, the frame automatically maintains the device's position, preventing it from tilting synchronously with the frame and the vehicle. This ensures the device is unaffected by vehicle tilting and can move to its designated position. This allows for better coordination with the corresponding turnout and prevents the device from being affected by eccentric loads from passengers or cargo inside the car, or by lateral wind loads on the car. This effectively prevents collisions between the track-changing device and the turnout at junctions, allowing vehicles to pass through junctions at higher speeds and with greater stability.

[0009] To achieve better self-balancing performance, the self-balancing frame is further equipped with rotating shafts at both ends, which are connected to the mounting frame via bearings, and the central axis of the rotating shafts is in a horizontal plane. This facilitates assembly and more stable support of the self-balancing frame, thereby contributing to a better self-balancing effect.

[0010] Preferably, the center of gravity of the self-balancing frame and the mounting track-changing device is located directly below the rotation center of the self-balancing frame.

[0011] Preferably, the track-changing device includes a transmission frame, a motor, and two track-changing parts. The two track-changing parts are arranged opposite to each other and are respectively connected to both ends of the transmission frame. The transmission frame is connected to a support frame, and the support frame is connected to a self-balancing frame.

[0012] The motor is connected to the transmission frame and is used to drive the track changer to rise to the track change position and descend to the safe position.

[0013] To simplify the structure, the transmission frame is further designed as a swing arm, with the middle of the swing arm rotatably connected to the support, and the two track-changing parts connected to the two ends of the swing arm respectively.

[0014] The second aspect of this invention addresses the problem that vibrations and other factors during vehicle operation cause the track-changing unit in the track-changing device to vibrate, preventing precise coordination with the corresponding turnout and still posing a collision risk. Furthermore, the inner wall of the track is constructed with a limiting strip, which is horizontally arranged along the length of the track and spans the turnout.

[0015] The transmission frame is further provided with rollers adapted to the limiting strip and a first magnetic component at both ends, and the limiting strip is constructed with a second magnetic component adapted to the first magnetic component.

[0016] Before the vehicle enters the fork, the track-changing part at one end of the transmission frame moves to the track-changing position. After the vehicle enters the fork, the first magnetic component at that end and the second magnetic component in the limit bar maintain mutual attraction. The roller rolls along the limit bar, and the track-changing part at that end cooperates with the turnout. In this design, by configuring a limiting strip and arranging a second magnetic component along the limiting strip, and simultaneously setting a roller adapted to the limiting strip and a first magnetic component at the end of the transmission frame, the track-changing part at one end of the transmission frame in the track-changing device can be pre-moved to the track-changing position before the vehicle enters the fork. After the vehicle enters the fork, the first magnetic component at that end can maintain mutual attraction with the second magnetic component in the limiting strip, and the roller rolls along the limiting strip, thereby forming an effective constraint on the transmission frame in the vertical direction. This prevents the vibration caused by factors such as vibration and wind load during vehicle operation from affecting the transmission frame and track-changing part in the track-changing device, resulting in up-and-down vibration. This makes the track-changing part more stable and improves the matching accuracy between the track-changing part and the turnout, forming a precise fit. There is no risk of collision with the turnout, which is conducive to the vehicle passing through the fork smoothly at a higher speed and with a more stable posture.

[0017] Preferably, the first magnetic component is disposed inside the roller.

[0018] Preferably, the limiting strip is constructed as a plate-like structure.

[0019] Preferably, both the first magnetic component and the second magnetic component are permanent magnets.

[0020] A third aspect of this invention addresses the problem of preventing a head-on collision between the roller and the limiting strip, which would affect the vehicle's operating speed. Furthermore, before the vehicle enters the fork, the motor drives the transmission frame to move, causing one end of the track-changing section to move to an anti-collision position, which is higher than the track-changing position.

[0021] After the vehicle enters the junction, the track-changing unit at that end descends to the track-changing position under the attraction of the first and second magnetic components to coordinate with the corresponding turnout. In this design, the track-changing unit in the track-changing device has three positions: an anti-collision position, a track-changing position, and a safety position. The anti-collision position is higher than the track-changing position. Before the vehicle enters the junction, the track-changing unit is moved to the anti-collision position, ensuring that the rollers and transmission frame at this end are higher than the limit bars. This effectively prevents the rollers from colliding head-on with the limit bars due to manufacturing errors, assembly errors, or vehicle operation errors after the vehicle enters the junction, thus affecting the vehicle's operating speed. In this scheme, when the vehicle enters the junction, the track-changing part at this end can be lowered to the track-changing position under the attraction of the first magnetic component and the second magnetic component, so that the track-changing part can cooperate with the corresponding turnout. During this process, even if the roller collides with the limit bar, the collision force is very small, and the collision force is in the vertical direction, not in the direction of vehicle movement, so it will not affect the vehicle's speed and stability. This allows the vehicle to pass through the junction smoothly at a higher speed and with a more stable posture.

[0022] Preferably, the track includes two opposing support portions, a side portion connected to the support portions, and a top portion connected to the side portion. Each support portion includes a running surface for the wheels to travel on and a stabilizing plate vertically connected to the running surface. A gap is formed between the two stabilizing plates to accommodate the stabilizing wheels. The running surface, side portion, and top portion form an inner cavity for vehicle operation.

[0023] The vehicle's two side wheels run along the running surface, and a stabilizing wheel is also installed at the bottom of the vehicle, located between two stabilizing plates.

[0024] Two intersecting tracks form a fork in the road. These two tracks are referred to as the main track and the branch track. The main track has two supporting sections, a first support section and a second support section, while the branch track has two supporting sections, a third support section and a fourth support section. At the fork, the second support section of the main track breaks to form a gap that accommodates the branch track. The third support section of the branch track connects to the second support section at one end of the gap, forming a bend. The fourth support section of the branch track connects to the second support section at the other end of the gap. This creates a track fork in the suspended rail transit system.

[0025] Because of the existing gaps in the track junctions, when a vehicle passes through a junction, one of its running wheels will be suspended in the air before returning to the track. This has two main problems: firstly, the suspended running wheels disrupt the vehicle's force balance, leading to instability and forcing the vehicle to pass through the junction at low speed; secondly, the running wheels are very likely to collide with the track gaps during their return to the track, especially when the vehicle is under uneven load or the car is heavily loaded. The suspended running wheels will inevitably collide with the track gaps, severely affecting the vehicle's speed and stability. A fourth aspect of the present invention addresses this technical problem by further including a connecting mechanism. The connecting mechanism comprises a drive motor and a connecting frame. The connecting frame has a strip-shaped structure, with one end rotatably constrained at the corner. The drive motor is connected to the connecting frame for driving the connecting frame to switch between a first position and a second position. The upper surface of the connecting frame has a support surface adapted to the walking surface. A first connecting surface is formed on the side of the connecting frame facing the first support, and a second connecting surface is formed on the side of the connecting frame opposite to the first connecting surface.

[0026] The stabilizing plate of the fourth support unit has a first opening adapted to the connecting frame, and the stabilizing plate of the first support unit has a second opening adapted to the connecting frame.

[0027] When the connector is in the first position, the free end of the connector is inserted into the first opening, and the two ends of the support surface are respectively connected to the walking surface in the second support part at both ends of the break, and the two ends of the first connector surface are respectively connected to the stabilizing plate in the second support part at both ends of the break.

[0028] When the connecting frame is in the second position, its free end is inserted into the second opening. One end of the support surface is connected to the traveling surface in the third support part, and the other end of the support surface is connected to the traveling surface in the first support part. One end of the first connecting surface is connected to the stabilizing plate in the third support part, and the other end of the first connecting surface is connected to the stabilizing plate in the first support part. In this solution, by configuring the connecting frame in the fork, the connecting frame can be driven to complete the track break according to the vehicle's operating needs. When the vehicle needs to run along the main rail, the connecting frame rotates horizontally to the first position under the drive of the drive motor. At this time, the free end of the connecting frame is inserted into the first opening, so that the first opening can be used to limit and support the connecting frame, improve the lateral load-bearing capacity of the connecting frame, and prevent the connecting frame from continuing to rotate when subjected to the pressure of the stabilizing wheel. At the same time, both ends of the support surface are connected to the traveling surfaces in the second support parts at both ends of the break, and the support surface is used to support the vehicle. The vehicle's wheels are connected to the support surface of the connecting frame, which effectively eliminates the break in the second support section. This prevents the wheels from being suspended in the air when the vehicle passes through the fork, thus eliminating the risk of collision. At the same time, the two ends of the first connecting surface are respectively connected to the stabilizing plates in the second support section at both ends of the break, allowing the stabilizing wheels installed on the vehicle to roll along the first connecting surface. The first connecting surface bears the lateral force of the stabilizing wheels, thereby ensuring that the vehicle does not move laterally when passing through the fork, ensuring the stability of the vehicle. This allows the vehicle to pass through the fork along the main rail more smoothly and at higher speeds. When the vehicle needs to run along the branch rail, the connecting frame rotates horizontally to the second position under the drive of the drive motor. At this time, the free end of the connecting frame is inserted into the second opening to limit and support the connecting frame, thereby improving the lateral load-bearing capacity of the connecting frame. This prevents the connecting frame from continuing to rotate when subjected to the pressure of the stabilizing wheel. At the same time, one end of the support surface is in contact with the traveling surface in the third support part, and the other end of the support surface is in contact with the traveling surface in the first support part. This effectively eliminates the gap between the first and third support parts, ensuring that the traveling wheels do not suspend in the air when the vehicle passes through the junction, thus eliminating the risk of collision. Meanwhile, one end of the first connecting surface is in contact with the stabilizing plate in the third support part, and the other end of the first connecting surface is in contact with the stabilizing plate in the first support part. This allows the stabilizing wheel installed on the vehicle to roll along the first connecting surface, using the first connecting surface to bear the lateral force of the stabilizing wheel. This ensures that the vehicle does not move laterally when passing through the junction, ensuring vehicle stability and allowing the vehicle to pass through the junction more smoothly and at higher speeds along the branch rail.

[0029] To enable vehicles to pass through the junction more stably and at higher speeds, the upper surface of the connecting frame is further constructed with a recessed groove. The recessed groove forms a first abutment surface and a second abutment surface that intersect with the running surface. The first abutment surface is adapted to the outer contour of the fourth support part, and the second abutment surface is adapted to the outer contour of the first support part. When the connecting frame is in the first position, the first abutment surface abuts against the outer contour of the fourth support part. When the connecting frame is in the second position, the second abutment surface abuts against the outer contour of the first support part. This not only facilitates seamless connection, but also allows the support part to limit and support the connecting frame, significantly improving the lateral load-bearing capacity of the connecting frame. This ensures that the connecting frame will not continue to rotate during the vehicle's passage through the junction, thereby enabling the vehicle to pass through the junction more smoothly and at higher speeds along the branch rail.

[0030] Preferably, the first abutting surface is an arc-shaped surface, and the second abutting surface is a vertical plane.

[0031] Furthermore, the first connecting surface is constructed as a vertical plane, while the second connecting surface is constructed as an arc-shaped surface. This is to better adapt to the track within the junction, avoid abrupt structural changes in the track after connection, and allow vehicles to pass through the junction more smoothly and quickly.

[0032] Compared with existing technologies, the suspended rail transit system provided by this invention ensures that the track-changing device is not affected by vehicle tilting, allowing it to move to the predetermined position. This enables better coordination with the corresponding turnout and prevents the track-changing device from being affected by eccentric loads caused by passengers or goods in the car, lateral wind loads on the car, etc. This effectively prevents the track-changing device from colliding with the corresponding turnout at the junction, allowing vehicles to pass through the junction smoothly at higher speeds and with a more stable posture. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of a track junction in a suspended rail transit system provided in Embodiment 1 of the present invention, with the top not shown.

[0035] Figure 2 for Figure 1 The main view,

[0036] Figure 3This is a structural schematic diagram of a vehicle in a suspended rail transit system provided in Embodiment 1 of the present invention.

[0037] Figure 4 This is one of the cross-sectional schematic diagrams of a vehicle passing through a junction in a suspended rail transit system provided in Embodiment 1 of the present invention, in which the vehicle does not tilt.

[0038] Figure 5 This is a second cross-sectional schematic diagram of a vehicle passing through a junction in a suspended rail transit system provided in Embodiment 1 of the present invention, showing the vehicle tilting.

[0039] Figure 6 This is a schematic diagram of the structure of a track in a suspended rail transit system provided in Embodiment 2 of the present invention.

[0040] Figure 7 This is a cross-sectional schematic diagram of a vehicle passing through a junction in a suspended rail transit system provided in Embodiment 2 of the present invention.

[0041] Figure 8 This is a partial structural diagram of a suspended rail transit system provided in Embodiment 3 of the present invention when the track-changing section moves to the collision avoidance position.

[0042] Figure 9 This is a top view of a junction in a suspended rail transit system provided in Embodiment 4 of the present invention, excluding the top.

[0043] Figure 10 for Figure 9 Sectional view at point AA.

[0044] Figure 11 This is a top view of a connecting frame in a suspended rail transit system provided in Embodiment 4 of the present invention.

[0045] Figure 12 for Figure 11 The right view.

[0046] Figure 13 This is a top view of a suspended rail transit system provided in Embodiment 4 of the present invention when the connecting frame is in the first position; the top is not shown.

[0047] Figure 14 This is a top view of a suspended rail transit system provided in Embodiment 4 of the present invention when the connecting frame is in the second position; the top is not shown.

[0048] Figure 15 This is a partial front view of the first opening in a suspended rail transit system provided in Embodiment 4 of the present invention.

[0049] Figure 16 This is a partial structural diagram of a suspended rail transit system provided in Embodiment 4 of the present invention, showing a vehicle running along the main rail at a junction.

[0050] Explanation of markings in the diagram

[0051] Track 1, running surface 11, stabilizing plate 12, side 13, top 14, extension plate 15, gap 16.

[0052] Vehicle 2, running wheel 21, stabilizing wheel 22, second stabilizing wheel 23.

[0053] 3. Track changing device, 31. Transmission frame, 32. Track changing part, 33. Roller, 34. Turnout, 35. Support, 36. Motor.

[0054] Self-balancing frame 4, rotating shaft 41, mounting bracket 42

[0055] Limiting bar 5, second magnetic component 51

[0056] Fork 6, Break 61, Corner 62, Mounting Hole 63

[0057] Main rail 7, first support part 71, first opening 711, second support part 72

[0058] Branch rail 8, third support 81, fourth support 82, second opening 821

[0059] Connecting frame 9, support surface 91, first connecting surface 92, second connecting surface 93, sinkhole 94, first abutting surface 95, second abutting surface 96, mounting shaft 97. Detailed Implementation

[0060] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0061] Example 1

[0062] This embodiment provides a suspended rail transit system, including a track 1, a vehicle 2 adapted to the track 1, a track-changing device 3, a turnout 34 adapted to the track-changing device 3, and a self-balancing frame, wherein...

[0063] The track 1 can be an existing suspended track 1. For example, the track 1 in Chinese patent CN211036572U, Chinese patent CN112744255A, Chinese patent CN212199884U, and Chinese patent CN210946305U can be used. For ease of description, in this embodiment, the track 1 includes two opposing support parts, a side part 13 connected to the support parts, and a top part 14 connected to the side part 13. The support part includes a walking surface 11 for the walking wheel 21 to travel on and a stabilizing plate 12 vertically connected to the walking surface 11. Figure 1 and Figure 2 As shown, the running surface 11 and the stabilizing plate 12 are perpendicular to each other, and a gap 16 is formed between the two stabilizing plates 12 to accommodate the stabilizing wheel 22. The running surface 11, the side 13 and the top 14 can form an inner cavity for the vehicle 2 to run.

[0064] Two intersecting tracks 1 can form a fork 6. In implementation, the turnout 34 is installed within the fork 6 of the tracks 1, as shown below. Figure 1 and Figure 2 As shown, the turnout 34 can adopt the turnout 34 structure commonly used in the prior art, so as to cooperate with the track changing part 32 in the track changing device 3.

[0065] like Figure 3 and Figure 4 As shown, vehicle 2 is equipped with at least two running wheels 21 on each side. Vehicle 2 is positioned within track 1 and runs along track 1 via the running wheels 21. Stabilizing wheels 22 are also provided at the lower end of vehicle 2. Figure 3 and Figure 4 As shown, the stabilizing wheel 22 is located between the two stabilizing plates 12 to prevent the vehicle 2 from moving laterally. In this embodiment, the traveling wheel 21 is equipped with a rubber ring for contacting the track 1, so as to increase the friction between the vehicle 2 and the track 1 and effectively prevent the vehicle 2 from slipping. For example, in implementation, the traveling wheel 21 can be an existing wheel.

[0066] The track-changing device 3 works in conjunction with the turnout 34 to achieve track-changing control of the vehicle 2. In this embodiment, as shown... Figure 4 and Figure 5 As shown, the track-changing device 3 is mounted on the self-balancing frame, which is rotatably connected to the mounting frame via bearings, giving the self-balancing frame a degree of freedom of rotation. Meanwhile, the mounting frame is fixedly mounted on the vehicle 2. Figure 4 As shown, the mounting bracket is integrated with vehicle 2, and the rotation center of the self-balancing bracket is parallel to the running direction of vehicle 2 (or the length direction of vehicle 2), so that initially, the self-balancing bracket can be in its initial position under its own weight, as shown. Figure 4 and Figure 5As shown, when vehicle 2 is subjected to an eccentric load during operation, causing vehicle 2 to tilt in the lateral direction along track 1, as... Figure 5 As shown, due to the bearings and its own weight, the self-balancing frame will not tilt synchronously with the mounting frame and vehicle 2, but will always remain at the initial position, such as... Figure 4 and Figure 5 As shown, this makes the self-balancing frame more stable. In this embodiment, by installing the track-changing device 3 on the self-balancing frame, the self-balancing frame automatically maintains the position of the track-changing device 3, so that the track-changing device 3 will not tilt synchronously with the mounting frame and the vehicle 2. This ensures that the track-changing device 3 is not affected by the tilt of the vehicle 2, and that the track-changing device 3 can move to the predetermined position. This allows for better coordination with the corresponding turnout 34, and also prevents the track-changing device 3 from being affected by eccentric loads caused by people or goods carried in the car, or by lateral wind loads borne by the car. This effectively prevents the track-changing device 3 from colliding with the corresponding turnout 34 in the junction 6, which is beneficial for the vehicle 2 to pass through the junction 6 smoothly at a higher speed and with a more stable posture.

[0067] In implementation, the greater the weight of the self-balancing frame, the better the self-balancing effect. Therefore, the self-balancing frame can be made heavier to improve its self-balancing performance. In implementation, the overall center of gravity of the self-balancing frame and the mounted track-changing device 3 can preferably be located directly below the rotation center of the self-balancing frame to achieve better balancing performance. Therefore, this embodiment does not require restrictions on the shape of the self-balancing frame.

[0068] In one embodiment, the self-balancing frame has rotating shafts at both ends, and the rotating shafts are connected to the mounting frame via bearings, such as... Figure 4 and Figure 5 As shown, the central axis of the rotating shaft is in a horizontal plane to facilitate assembly and more stable support of the self-balancing frame, thereby improving the self-balancing effect. In another embodiment, the self-balancing frame can also be mounted on a horizontally arranged rotating shaft via bearings, with both ends of the rotating shaft connected to a mounting bracket, achieving the same effect.

[0069] In implementation, the track-changing device 3 can be an existing track-changing device 3. For example, the track-changing device 3 in Chinese Patent CN112744256B or the track-changing device 3 in Chinese Patent CN109664899A can be used to cooperate with the turnout 34 installed on the top 14 of the track 1 to realize the track-changing of the vehicle 2.

[0070] As an example, in this embodiment, the track-changing device 3 includes a transmission frame 31, a motor 36, and two track-changing parts 32. The two track-changing parts 32 are arranged opposite to each other and are respectively connected to both ends of the transmission frame 31. The transmission frame 31 is connected to a support 35, and the support 35 is connected to a self-balancing frame. Figure 4 and Figure 5 As shown, motor 36 is connected to transmission frame 31 for driving the track-changing unit 32 to rise to the track-changing position and descend to the safe position. Before vehicle 2 enters junction 6, track-changing device 3 activates first, causing one track-changing unit 32 to descend to the safe position and the other track-changing unit 32 to rise to the track-changing position. When vehicle 2 enters junction 6, the track-changing unit 32 in the track-changing position is precisely engaged with the corresponding turnout 34 to guide vehicle 2 to run along the direction of turnout 34, while the track-changing unit 32 in the safe position is located directly below the corresponding turnout 34, without interfering with each other. In this embodiment, the track-changing unit 32 may include a track-changing wheel, such as... Figure 4 and Figure 5 As shown, the track-changing wheel is rotatably connected to the transmission frame 31 via a shaft. For example, in this embodiment, the transmission frame 31 can be an existing swing arm, such as... Figure 4 and Figure 5 As shown, the middle part of the swing arm is rotatably connected to the bracket 35 via a bearing. Two guide rail sections 32 are respectively connected to both ends of the swing arm. The motor 36 is connected to the swing arm drive to drive the swing arm to swing. When the swing arm swings, one guide rail section 32 rises, and the other guide rail section 32 descends synchronously. In implementation, the swing arm can adopt an existing swing arm structure, such as a straight swing arm, a herringbone swing arm, etc. Figure 4 and Figure 5 As shown, the swing arm includes two connected arms and a hinge hole located at the middle position. The swing arm is rotatably connected to the bracket 35 through the hinge hole. Two variable track parts 32 are respectively installed on the two arms, as shown. Figure 4 and Figure 5 As shown, the rotation center of the track-changing unit 32 is perpendicular to the arm, and the included angle between the two arms is an obtuse angle. When one of the track-changing units 32 is in the track-changing position, the rotation center of that track-changing unit 32 is exactly in the vertical direction, and the corresponding arm is exactly in a horizontal state. Figure 4 and Figure 5 As shown, at the same time, the other track-changing unit 32 is in a safe position. By installing the track-changing device 3 on the self-balancing frame, the tilting of the vehicle 2 along the lateral direction of the track 1 under off-center loading will not affect the coordination of the track-changing device 3 and the turnout 34. That is, based on the self-balancing frame, the track-changing device 3 can still move the track-changing unit 32 to the track-changing position that coordinates with the turnout 34. This ensures that the rotation center of the track-changing unit 32 in the track-changing position within the turnout 6 can be kept in the vertical direction, so as to better coordinate with the turnout 34 and reduce the risk of collision.

[0071] In addition, during implementation, the transmission frame 31 in the track-changing device 3 can also adopt the parallelogram lifting mechanism in Chinese patent CN112744256A. A set of opposite sides of the parallelogram lifting mechanism are rotatably connected to the bearings, the bearings are connected to the bearing seats, the bearing seats are connected to the self-balancing frame, and the two track-changing parts 32 are respectively connected to the two ends of the parallelogram lifting mechanism. The motor 36 is connected to the parallelogram lifting mechanism, so that the lifting action of the quadrilateral lifting mechanism can drive the track-changing parts 32 at both ends to move synchronously in opposite directions. It can also cooperate with the turnout 34 to achieve the purpose of track changing. This will not be elaborated further here.

[0072] In a more complete design, the lower end of vehicle 2 is also connected to a suspension frame, which extends through the gap 16 to the underside of track 1 to suspend the car, which is used to carry passengers or goods.

[0073] Example 2

[0074] To further address the issue of vibration and wind loads during vehicle 2 operation causing shaking, which in turn leads to shaking of the track switching device, resulting in shaking of the track-switching section 32 in the track-switching device 3, preventing precise coordination with the corresponding turnout 34 and still posing a collision risk, the main difference between this embodiment 2 and the aforementioned embodiment 1 is that in the suspended rail transit system provided in this embodiment, the inner wall of the track 1 is further constructed with a limit bar 5. The limit bar 5 is horizontally arranged along the length of the track 1 and spans the turnout 6, such as... Figure 6 As shown. Correspondingly, both ends of the transmission frame 31 are also provided with rollers 33 adapted to the limiting strip 5 and a first magnetic component, such as... Figure 7 As shown, the limiting strip 5 is constructed with a second magnetic component 51 adapted to the first magnetic component. The first magnetic component and the second magnetic component 51 can each be a permanent magnet, and during assembly, the first magnetic component and the second magnetic component 51 attract each other.

[0075] In actual use, before vehicle 2 enters the turnout 6, the track-changing part 32 at one end of the transmission frame 31 is pre-activated to the track-changing position. After vehicle 2 enters the turnout 6, the limiting bar 5 is located below the track-changing part 32. The first magnetic component at this end and the second magnetic component 51 in the limiting bar 5 maintain a state of mutual attraction, allowing the roller 33 to roll along the limiting bar 5. Furthermore, the track-changing part 32 at this end precisely engages with the turnout 34. Figure 7As shown. Specifically, in this embodiment, by configuring a limiting strip 5 and arranging a second magnetic component 51 along the limiting strip 5, and simultaneously providing a roller 33 adapted to the limiting strip 5 and a first magnetic component at the end of the transmission frame 31, the track-changing part 32 at one end of the transmission frame 31 in the track-changing device 3 can be pre-moved to the track-changing position before the vehicle 2 enters the fork 6. After the vehicle 2 enters the fork 6, the first magnetic component at that end can maintain mutual attraction with the second magnetic component 51 in the limiting strip 5, and the roller 33 rolls along the limiting strip 5, thereby forming an effective constraint on the transmission frame 31 in the vertical direction. This ensures that the shaking caused by factors such as vibration and wind load during the operation of the vehicle 2 will not affect the up-and-down shaking of the transmission frame 31 and the track-changing part 32 in the track-changing device 3, making the track-changing part 32 more stable and improving the cooperation accuracy between the track-changing part 32 and the turnout 34, forming a precise cooperation. There is no risk of collision with the turnout 34, which is conducive to the vehicle 2 passing through the fork 6 smoothly at a higher speed and with a more stable posture.

[0076] Because the limiting strip 5 is installed horizontally and the track-changing device 3 is installed on the self-balancing frame, and when the track-changing part 32 at one end is in the track-changing position, the roller 33 at that end is above the limiting strip 5, so that the limiting strip 5 can limit and constrain the position of the transmission frame 31, thereby achieving the purpose of limiting and constraining the position of the track-changing part 32. Combined with the attraction between the first magnetic component and the second magnetic component 51, the transmission frame 31 and the track-changing part 32 are effectively constrained, so that the vibration of the vehicle 2 will not cause the transmission frame 31 and the track-changing part 32 to vibrate, so that the positioning position of the transmission frame 31 and the track-changing part 32 is determined, thereby achieving a more precise cooperation with the turnout 34 and eliminating the risk of collision caused by vibration.

[0077] In implementation, the limiting strip 5 can preferably be constructed as a plate-like structure, and the second magnetic component 51 can be embedded within the limiting strip 5, or it can be disposed on the upper or lower surface of the limiting strip 5, such as... Figure 6 and Figure 7 As shown. The first magnetic component can be disposed in the transmission frame 31, but in a preferred embodiment, the first magnetic component can be preferably disposed in the roller 33 so as to better cooperate with the limiting strip 5.

[0078] Example 3

[0079] To address the issue of preventing a head-on collision between the roller 33 and the limiting strip 5, which would affect the vehicle 2's operating speed, the main difference between this embodiment 3 and embodiment 2 is that in the suspended rail 1 transportation system provided in this embodiment, before the vehicle 2 enters the junction 6, the motor 36 drives the transmission frame 31 to move, causing the track-changing part 32 at one end to move to the anti-collision position. This anti-collision position is higher than the track-changing position. Figure 8 As shown,

[0080] After vehicle 2 enters the junction 6, the track-changing part 32 at that end descends to the track-changing position under the attraction of the first magnetic component and the second magnetic component 51, so as to cooperate with the corresponding turnout 34.

[0081] Specifically, in this embodiment, the track-changing part 32 in the track-changing device 3 has three positions: an anti-collision position, a track-changing position, and a safety position. The anti-collision position is higher than the track-changing position. Before the vehicle 2 enters the fork 6, the track-changing part 32 is moved to the anti-collision position, so that the roller 33 and the transmission frame 31 at this end are higher than the limit bar 5. This can effectively prevent the roller 33 from colliding head-on with the limit bar 5 due to manufacturing errors, assembly errors, or vehicle 2 running errors after the vehicle 2 enters the fork 6, thus affecting the running speed of the vehicle 2.

[0082] When vehicle 2 enters junction 6, the track-changing part 32 at that end can descend to the track-changing position under the attraction of the first magnetic component and the second magnetic component 51, so that the track-changing part 32 can cooperate with the corresponding turnout 34. During this process, even if the roller 33 collides with the limit bar 5, the collision force is very small, and the collision force is in the vertical direction, not in the running direction of vehicle 2, so it will not affect the running speed and stability of vehicle 2, thus enabling vehicle 2 to pass through junction 6 smoothly at a higher speed and with a more stable posture.

[0083] To ensure that after vehicle 2 enters junction 6, the track-changing unit 32 can quickly descend to the track-changing position under the attraction of the first magnetic component and the second magnetic component 51, a more complete embodiment also includes a clutch. The motor 36 is connected to the transmission frame 31 via the clutch. Before the track-changing unit 32 reaches the anti-collision position, the clutch is in a closed state, and the motor 36 drives the track-changing device 3 to move, allowing the track-changing unit 32 to move to the anti-collision position. After the track-changing unit 32 moves to the anti-collision position, the clutch automatically disengages, and the motor 36 can no longer drive the transmission frame 31. At this time, the transmission frame 31 can descend to the track-changing position more quickly under the attraction of the first magnetic component and the second magnetic component 51. At this track-changing position, the roller 33 contacts the limiting strip 5 and can move along the limiting strip 5.

[0084] A more complete solution also includes a controller, with the clutch and motor 36 electrically connected to the controller to achieve precise motion control. Further details are omitted here.

[0085] Example 4

[0086] Because there is a break 61 in the existing track 1 branch 6, such as Figure 9As shown, when vehicle 2 passes through junction 6, one of its running wheels 21 will first be suspended in the air before returning to track 1. This has two main problems: firstly, the suspended running wheel 21 disrupts the force balance of vehicle 2, causing instability and forcing it to pass through junction 6 at low speed; secondly, the running wheel 21 is very likely to collide with the break 61 of track 1 during its return to track 1, especially when vehicle 2 is under uneven load or the car is heavily loaded. The lower end of the suspended running wheel 21 is usually below the break 61, inevitably leading to a collision and severely affecting the vehicle 2's speed and stability. To solve this technical problem, the suspended track 1 transportation system provided in this embodiment also includes a connecting mechanism, which can be used to repair the broken section of track 1 according to the vehicle 2's operational needs.

[0087] For ease of description, in this embodiment, the two intersecting tracks 1 form a fork 6, as shown below. Figures 9-11 As shown, the two tracks 1 are referred to as the main track 7 and the branch track 8, respectively. The two supporting parts of the main track 7 are the first supporting part 71 and the second supporting part 72, respectively. The two supporting parts of the branch track 8 are the third supporting part 81 and the fourth supporting part 82, respectively. At the junction 6, the second supporting part 72 of the main track 7 is broken to form a break 61 adapted to the branch track 8, as shown. Figure 9 As shown, the third support portion 81 of the branch rail 8 is connected to the second support portion 72 at one end of the break 61, forming a corner 62. This corner 62 is usually an acute angle, such as... Figure 9 As shown, at the same time, the fourth support part 82 of the branch rail 8 is connected to the second support part 72 at the other end of the break 61, thereby forming the rail 1 branch 6 of the suspended rail 1 transportation system. When the vehicle 2 also runs along the main rail 7 to the branch 6, the vehicle 2 can continue to run along the main rail 7 under the guidance of the rail changing device 3, or it can run along the branch rail 8 under the guidance of the rail changing device 3.

[0088] In this embodiment, the connecting mechanism includes a drive motor and a connecting frame 9. The connecting frame 9 can be constructed as a strip structure, such as... Figure 11 and Figure 12 As shown, one end of the connecting frame 9 is rotatably constrained at the corner 62. A drive motor is connected to the connecting frame 9 and is used to drive the connecting frame 9 to rotate horizontally between the first and second positions, thereby achieving position switching between the first and second positions. Figures 11-14As shown, the upper surface of the connecting frame 9 is constructed with a support surface 91 adapted to the walking surface 11. The side of the connecting frame 9 facing the first support 71 is constructed with a first connecting surface 92, and the side of the connecting frame 9 facing away from the first connecting surface 92 is constructed with a second connecting surface 93. In implementation, the connecting surfaces (including the first connecting surface 92 and the second connecting surface 93) can be adapted to the shape of the support in the track 1. For example, in this embodiment, at the junction 6, the main rail 7 is a straight rail and the branch rail 8 is an arc-shaped rail. Therefore, correspondingly, the first connecting surface 92 is constructed as a vertical plane, and the second connecting surface 93 is constructed as an arc-shaped surface, so as to better adapt to the track 1 in the junction 6, avoid the track 1 after connection from undergoing abrupt structural changes, and enable the vehicle 2 to pass through the junction 6 more smoothly and quickly.

[0089] like Figure 9 and Figure 10 As shown, the stabilizing plate 12 of the fourth support part 82 is constructed with a first opening 711 adapted to the connecting frame 9. The first opening 711 may or may not penetrate the lower end of the stabilizing plate 12. Similarly, as Figure 9 As shown, the stabilizing plate 12 of the first support 71 is configured with a second opening 821 adapted to the connecting frame 9. The second opening 821 may or may not penetrate the lower end of the stabilizing plate 12.

[0090] In this embodiment, the connecting frame 9 is rotatably connected to the corner 62 of the fork 6 in various embodiments. For example, in one embodiment, a mounting shaft 97 is connected to the lower surface of the connecting frame 9, and the support surface 91 at the corner 62 of the fork 6 is constructed with a mounting hole 63 adapted to the mounting shaft 97. The mounting shaft 97 can be connected to the mounting hole 63 through a bearing, and the end of the mounting shaft 97 facing away from the connecting frame 9 extends below the mounting hole 63. A drive motor is driven by the mounting shaft 97 to drive the connecting frame 9 to rotate horizontally. For example, the drive motor can be installed on the outside of the track 1, and the drive motor can be driven by one or more combinations of belt drive mechanism, gear drive mechanism, and chain drive mechanism to drive the connecting frame 9.

[0091] When the connecting frame 9 rotates horizontally to the first position under the drive of the drive motor, as Figure 13 As shown, the free end of the connecting frame 9 (i.e., the end facing away from the corner 62) is inserted into the first opening 711 so that the first opening 711 can be used to limit and support the connecting frame 9, improve the lateral load-bearing capacity of the connecting frame 9, and prevent the connecting frame 9 from continuing to rotate when subjected to the pressure of the stabilizing wheel 22. At this time, the two ends of the support surface 91 are respectively connected to the traveling surface 11 in the second support part 72 at both ends of the break 61, as shown. Figure 13As shown, the support surface 91 supports the wheels 21 of the vehicle 2, thereby effectively eliminating the break 61 in the second support part 72 by utilizing the support surface 91 of the connecting frame 9. This prevents the wheels 21 from being suspended in the air when the vehicle 2 passes through the fork 6, thus eliminating the risk of collision. At the same time, both ends of the first connecting surface 92 are respectively connected to the stabilizing plates 12 in the second support part 72 at both ends of the break 61, allowing the stabilizing wheels 22 installed on the vehicle 2 to roll along the first connecting surface 92. The first connecting surface 92 bears the lateral force of the stabilizing wheels 22, thereby ensuring that the vehicle 2 does not move laterally when passing through the fork 6, ensuring the stability of the vehicle 2. This allows the vehicle 2 to pass through the fork 6 more smoothly and at higher speed along the main rail 7.

[0092] When the connecting frame 9 rotates horizontally to the second position under the drive of the drive motor, as Figure 14 As shown, the free end of the connecting frame 9 is inserted into the second opening 821, so that the second opening 821 can be used to limit and support the connecting frame 9, improve the lateral load-bearing capacity of the connecting frame 9, and prevent the connecting frame 9 from continuing to rotate when subjected to the pressure of the stabilizing wheel 22. At the same time, one end of the support surface 91 is in contact with the traveling surface 11 in the third support part 81, and the other end of the support surface 91 is in contact with the traveling surface 11 in the first support part 71. Thus, the support surface 91 of the connecting frame 9 can effectively eliminate the gap between the first support part 71 and the third support part 81, so that when the vehicle 2 passes through the fork 6, The traveling wheel 21 will not be suspended in the air, thus eliminating the risk of collision. At the same time, one end of the first connecting surface 92 is connected to the stabilizing plate 12 in the third support part 81, and the other end of the first connecting surface 92 is connected to the stabilizing plate 12 in the first support part 71. This allows the stabilizing wheel 22 installed on the vehicle 2 to roll along the first connecting surface 92. The first connecting surface 92 bears the lateral force of the stabilizing wheel 22, thereby ensuring that the vehicle 2 will not move laterally when passing through the fork 6, ensuring the stability of the vehicle 2. This allows the vehicle 2 to pass through the fork 6 more smoothly and at a higher speed along the branch rail 8.

[0093] In implementation, the connecting frame 9 can be a connecting plate or other similar structures. The specific structure of the connecting frame 9 is not limited here.

[0094] To enable vehicle 2 to pass through junction 6 more stably and at higher speeds, in a further embodiment, the upper surface of the connecting frame 9 is also constructed with a recessed groove 94, such as... Figure 11 and Figure 12 As shown, the sinking trough 94 and the traveling surface 11 form an intersecting first abutment surface 95 and a second abutment surface 96. The abutment surfaces (including the first abutment surface 95 and the second abutment surface 96) can be perpendicular to the traveling surface 11 or perpendicular to the bottom surface of the sinking trough 94, as shown. Figure 11 and Figure 12 As shown, the first abutment surface 95 is adapted to the outer contour of the fourth support portion 82 to achieve seamless connection. For example, since the branch rail 8 is an arc-shaped rail, in implementation, the first abutment surface 95 is constructed as an arc surface, so that when the connecting frame 9 is in the first position, the first abutment surface 95 can just abut against the outer contour of the fourth support portion 82. Figures 13-14 As shown.

[0095] Meanwhile, the second abutment surface 96 is designed to fit the outer contour of the first support part 71 to achieve seamless connection. For example, since the main rail 7 is a straight rail, the second abutment surface 96 is designed as a vertical plane during implementation. This allows the second abutment surface 96 to abut against the outer contour of the first support part 71 when the connecting frame 9 is in the second position. This not only facilitates seamless connection but also allows the support part to limit and support the connecting frame 9, significantly improving the lateral load-bearing capacity of the connecting frame 9. This ensures that the connecting frame 9 will not continue to rotate under the squeezing action of the stabilizing wheel 22 during the process of the vehicle 2 passing through the fork 6, thereby allowing the vehicle 2 to pass through the fork 6 more smoothly and at a higher speed along the branch rail 8.

[0096] Because of the openings (including the first opening 711 and the second opening 821), when the vehicle 2 passes through the fork 6, one side of the stabilizing wheel 22 can be constrained and limited by the contact surface. However, the other side of the stabilizing wheel 22 may correspond to the opening (the first opening 711 or the second opening 821), thus failing to effectively constrain and limit the stabilizing wheel 22 of the vehicle 2. This poses a risk of lateral movement for the vehicle 2 when passing through the fork 6 (e.g., under lateral force or centrifugal force during turning). Therefore, in a further embodiment, a second stabilizing wheel 23 is also provided at the lower end of the vehicle 2. The installation position of the second stabilizing wheel 23 is lower than that of the stabilizing wheel 22, that is, along the vertical direction of the vehicle 2, the second stabilizing wheel 23 is below the stabilizing wheel 22, such as... Figure 16 As shown. In implementation, at least two second stabilizing wheels 23 can be arranged along the length of vehicle 2. The second stabilizing wheels 23 and 22 can be installed on different axles, or they can be installed on the same axle, as shown. Figure 16 As shown. Correspondingly, at the fork 6, below the first opening 711 and the second opening 821, extension plates 15 adapted to the second stabilizing wheel 23 are respectively provided. The extension plates 15 can be connected to the stabilizing plate 12 and are arranged along the stabilizing plate 12, as shown. Figure 15 As shown, the extension plate 15 can close the lower ends of the first opening 711 and the second opening 821, and can also serve to support the connecting frame 9.

[0097] With this structure, when vehicle 2 passes through junction 6, as the stabilizing wheel 22 rolls along the first contact surface 92 on one side, the second stabilizing wheel 23 rolls along the extension plate 15 on the other side, preventing lateral movement of vehicle 2. Similarly, when the stabilizing wheel 22 rolls along the second contact surface 93 on one side, the second stabilizing wheel 23 rolls along the extension plate 15 on the other side, preventing lateral movement of vehicle 2. More specifically, by configuring the lower second stabilizing wheel 23, two types of stabilizing wheels 22 are formed at different heights at the lower end of vehicle 2. When vehicle 2 passes through junction 6, the upper stabilizing wheel 22 can cooperate with the contact surface on one side of track 1, while the lower second stabilizing wheel 23 can cooperate with the extension plate 15 on the other side of track 1. This allows vehicle 2 to be constrained and restricted by both the contact surface and the extension plate 15, effectively preventing lateral movement of vehicle 2 when passing through junction 6, enabling vehicle 2 to pass through junction 6 more smoothly and at higher speeds.

[0098] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A suspended rail transit system, comprising a track, a vehicle adapted to the track, a track-changing device, and a turnout adapted to the track-changing device, wherein the turnout is disposed within a junction of the track, and at least two running wheels are respectively disposed on both sides of the vehicle, the vehicle is disposed within the track and runs along the track via the running wheels, characterized in that, It also includes a self-balancing frame, a track-changing device installed on the self-balancing frame, the self-balancing frame being rotatably connected to the mounting frame via bearings, the mounting frame being fixedly installed on the vehicle, and the rotation center of the self-balancing frame being parallel to the running direction of the vehicle. Initially, the self-balancing frame is in its initial position under the action of its own gravity. The track includes two opposing support parts, a side part connected to the support parts, and a top part connected to the side part. The support part includes a running surface for the wheels to travel on and a stabilizing plate vertically connected to the running surface. A gap is formed between the two stabilizing plates to accommodate the stabilizing wheels. The running surface, the side part, and the top part form an inner cavity for the vehicle to run on. Two intersecting tracks form a fork. The two tracks are referred to as the main track and the branch track, respectively. The two support parts of the main track are the first support part and the second support part, respectively. The two support parts of the branch track are the third support part and the fourth support part, respectively. At the fork, the second support part of the main track breaks to form a break adapted to the branch track. The third support part of the branch track is connected to the second support part at one end of the break and forms a corner. The fourth support part of the branch track is connected to the second support part at the other end of the break. It also includes a connecting mechanism, which includes a drive motor and a connecting frame. The connecting frame is constructed as a strip structure, and one end of the connecting frame is rotatably constrained at the corner. The drive motor is connected to the connecting frame for driving the connecting frame to switch between a first position and a second position. The upper surface of the connecting frame is constructed with a support surface adapted to the walking surface. The side of the connecting frame facing the first support is constructed with a first connecting surface, and the side of the connecting frame facing away from the first connecting surface is constructed with a second connecting surface. The fourth support portion has a stabilizing plate with a first opening adapted to the connecting frame, and the first support portion has a stabilizing plate with a second opening adapted to the connecting frame. When the connecting frame is in the first position, the free end of the connecting frame is inserted into the first opening, and both ends of the support surface are respectively connected to the traveling surfaces in the second support portions at both ends of the break. Both ends of the first connecting surface are respectively connected to the stabilizing plates in the second support portions at both ends of the break. When the connecting frame is in the second position, the free end of the connecting frame is inserted into the second opening, one end of the support surface is connected to the traveling surface in the third support portion, the other end of the support surface is connected to the traveling surface in the first support portion, one end of the first connecting surface is connected to the stabilizing plate in the third support portion, and the other end of the first connecting surface is connected to the stabilizing plate in the first support portion.

2. The suspended rail transit system according to claim 1, characterized in that, The self-balancing frame has a rotating shaft at each end, and the rotating shaft is connected to the mounting frame through bearings, with the central axis of the rotating shaft in a horizontal plane.

3. The suspended rail transit system according to claim 1, characterized in that, The center of gravity of the self-balancing frame and the track-changing device it carries is located directly below the rotation center of the self-balancing frame.

4. The suspended rail transit system according to claim 1, characterized in that, The track-changing device includes a transmission frame, a motor, and two track-changing sections. The two track-changing sections are arranged opposite to each other and are respectively connected to both ends of the transmission frame. The transmission frame is connected to a support frame, and the support frame is connected to a self-balancing frame. The motor is connected to the transmission frame and is used to drive the track changer to rise to the track change position and descend to the safe position.

5. The suspended rail transit system according to claim 4, characterized in that, The inner wall of the track is also constructed with limiting strips, which are arranged horizontally along the length of the track and cross the fork. The transmission frame is further provided with rollers adapted to the limiting strip and a first magnetic component at both ends, and the limiting strip is constructed with a second magnetic component adapted to the first magnetic component. Before the vehicle enters the fork, the track-changing part at one end of the transmission frame moves to the track-changing position. After the vehicle enters the fork, the first magnetic component at that end and the second magnetic component in the limit bar maintain mutual attraction. The roller rolls along the limit bar, and the track-changing part at that end cooperates with the turnout.

6. The suspended rail transit system according to claim 5, characterized in that, Before the vehicle enters the junction, the motor drives the transmission frame to move, causing the track-changing section at one end to move to the anti-collision position, which is higher than the track-changing position. After the vehicle enters the junction, the track-changing part at that end descends to the track-changing position under the attraction of the first magnetic component and the second magnetic component, so as to cooperate with the corresponding turnout.

7. The suspended rail transit system according to any one of claims 1-6, characterized in that, The vehicle's two side wheels run along the running surface, and a stabilizing wheel is also provided at the bottom of the vehicle, located between two stabilizing plates.

8. The suspended rail transit system according to claim 7, characterized in that, The upper surface of the connecting frame is also constructed with a sinking groove. The sinking groove and the walking surface form an intersecting first abutment surface and a second abutment surface. The first abutment surface is adapted to the outer contour of the fourth support part, and the second abutment surface is adapted to the outer contour of the first support part. When the connecting frame is in the first position, the first abutment surface abuts against the outer contour of the fourth support part. When the connecting frame is in the second position, the second abutment surface abuts against the outer contour of the first support part.

9. The suspended rail transit system according to claim 8, characterized in that, The first abutting surface is an arc-shaped surface, and the second abutting surface is a vertical plane; And / or, the first connecting surface is constructed as a vertical plane, and the second connecting surface is constructed as an arc-shaped surface.

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