Non-fixed-gauge PRT track system

Abstract

The invention discloses a non-fixed-track-gauge PRT track system, and belongs to the technical field of double-track track traffic, the non-fixed-track-gauge PRT track system comprises a fixed turnout track and a track vehicle, the fixed turnout track comprises a main track and a bifurcated track, the track gauges of the main track and the bifurcated track are non-fixed, and different track radiuses correspond to different track gauges. The railway vehicle comprises a vehicle body and a bogie, the bogie comprises a wheel set assembly and a steering mechanism, and the steering mechanism comprises a steering tie rod, a left steering knuckle, a right steering knuckle, a left steering trapezoidal arm, a right steering trapezoidal arm, a steering gear, a rack and an anti-derailment steering guide part. The non-fixed-gauge PRT rail provided by the invention is specially suitable for the rail vehicle provided by the invention, and each pair of wheel pair assemblies of the bogie of the rail vehicle can independently steer left and right, so that the available space of the rail vehicle can be effectively increased, the transportation and cutting amount can be increased, and the popularization of a novel rail traffic personal rapid transportation system is facilitated.

Description

Technical Field

[0001] This invention relates to the field of dual-track rail transit technology, and in particular to a non-fixed gauge PRT track system. Background Technology

[0002] In traditional rail transit systems, the track gauge is fixed, which requires that the direction of travel of the rail vehicle wheels always be perpendicular to the axle. Therefore, when the rail vehicle turns, the bogie as a whole, together with the wheels, rotates around the same steering axis. This whole rotation does not take up much space when the turning radius of the track is large, compared to ordinary trains and subways. However, in PRT rail vehicles, which have a small turning radius and a low chassis, the bogie rotating in this way will take up a lot of vehicle space, resulting in a reduction in carrying capacity.

[0003] Kerb-guitet buses (KGBs) combine features of rail transit and public buses. They use rubber-tired tires and have horizontal guide wheels installed in front of the front wheels of a traditional bus. They can operate on dedicated rail tracks as well as on regular roads. When operating on rail tracks, the rubber wheels are guided by roadside rails, controlling the steering. When traveling on regular roads, they function like public buses, with the driver controlling the direction. They have a long history of use in Australia, the UK, and Germany. Chinese patents CN 119218303 A and CN 222646007 U also describe this type of KGB system. Because the horizontal guide wheels in front of the front wheels must be higher than the road surface, the roadside rails must also be higher than the rail track surface. Therefore, when operating on dedicated rail tracks, there cannot be any branching points on the route. If a different route needs to be taken, the existing KGB system must leave the dedicated rail track and the driver must steer to take another dedicated rail track. This makes it unsuitable for complex PRT rail systems with numerous branching points.

[0004] Even when combining the existing PRT track system technology with existing steering control technology for guided buses, those skilled in the art who lack innovation capabilities have no motivation to break with conventional thinking to solve the problem of the large vehicle space occupied by the PRT track vehicle bogie as a whole, along with the wheels, rotating around the same steering axis. Summary of the Invention

[0005] To improve the space of rail vehicles and increase carrying capacity in the fixed turnout track and on-board track changing system disclosed in Chinese Patent CN 113089386 A, this invention, based on the original invention (referring to CN 113089386 A, hereinafter the same), breaks away from the traditional fixed track gauge mode and provides a non-fixed gauge PRT track system, while further defining the branching guide rail and vehicle bogie of the original invention. In this system, the track gauge is not fixed, and all wheels of the rail vehicle can steer in a manner similar to the front wheels of a car, rather than rotating as a whole like the bogie of a conventional train. This effectively increases the space of the rail vehicle and enhances carrying capacity.

[0006] The technical solution adopted for the purpose of this invention is:

[0007] Compared with existing technologies, the non-fixed gauge PRT track system provided by this invention has the following advantages: A non-fixed gauge PRT track system includes a fixed turnout track and rail vehicles. The fixed turnout track includes: a turnout structure, which includes a main track and a branch track. The main track includes a first main track and a second main track. The branch track includes a first branch track and a second branch track. A branch guide rail is provided for guiding the rail vehicles through the branch points. The branch guide rail is disposed within the turnout structure. One side of the branch guide rail extending along the left track direction is a first side guide rail portion, and one side extending along the right track direction is a second side guide rail portion. The branch guide rail protrudes above the upper surfaces of the main track and the branch track, at least during the period when guiding the rail vehicles to turn. The rail vehicles exclusively run on the fixed turnout track. The rail vehicles include a car body and a bogie. The bogie includes a wheelset assembly and a steering mechanism. The steering mechanism includes a steering tie rod, a left steering knuckle, a right steering knuckle, a left steering trapezoidal arm, a right steering trapezoidal arm, a steering gear, a frame, and an anti-derailment steering guide. The wheelset assembly includes a left wheel set and a right wheel set, which are respectively mounted on the left and right steering knuckles and rotate with them. Both ends of the steering tie rod are rotatably connected to one end of the left and right steering trapezoidal arms, respectively. A left stop and a right stop are respectively provided on both sides of the steering tie rod. One end of the steering gear is movably mounted on the steering tie rod between the left and right stopes, and the other end of the steering gear points vertically downwards. The other ends of the left and right steering trapezoidal arms are fixedly connected to the left and right steering knuckles, respectively, and the left and right steering knuckles are rotatably connected to the frame. The anti-derailment steering guide includes an inverted flat arm, a side guide wheel bracket, and two side guide wheels. Each bogie has two sets of anti-derailment steering guides. Two sets of anti-derailment steering guides have their inverted flat arms fixedly installed below the left and right steering knuckles, respectively. Each set has two side guide wheels mounted at the front and rear ends of a side guide wheel bracket. These two side guide wheels are adapted to roll into contact with the inner wall of the fixed turnout track. Each set of anti-derailment steering guides can rotate with the left and right steering knuckles, respectively. Furthermore, because the two side guide wheels are adapted to roll into contact with the inner wall of the fixed turnout track, the rail vehicle of this invention, when traveling on the track, differs from a guided bus system where the horizontal guide wheels in front of the front wheels must be higher than the road surface. The two side guide wheels of this invention are lower than the track surface. When operating on a dedicated tracked route, the line can have branching points, making it suitable for complex PRT track systems with numerous branching points.

[0008] There are at least two bogies, and the car body is mounted on the bogies.

[0009] The track gauge of the main track and the bifurcated track increases as the track radius increases. When the track radius is infinitely large, i.e., when the track is straight, the track gauge is at its maximum. The maximum track gauge is determined by the following formula:

[0010] Compared with existing technologies, the non-fixed gauge PRT track system provided by this invention has the following advantages: Let the track gauge be W, the center distance between the two main pins of the front or rear end of each anti-derailment steering guide be K, and the radius of all side guide wheels be... The allowable distance between the surface of all side guide wheels and the inner surface of the track is t. When traveling in a straight line, the maximum track gauge is... It is understandable that, to make the rail vehicle more stable and quieter during operation, the side guide wheels can be elastic wheels. When traveling on curves, the track gauge of the main track and the branch track is suitable so that the wheels do not disengage from the track surface when at least two side guide wheels are in contact with the inner surface of the track. The lengths of the left steering trapezoidal arm, right steering trapezoidal arm, and steering tie rod are based on the Ackermann steering design. When traveling on curves, in reality, the lengths of the left steering trapezoidal arm, right steering trapezoidal arm, and steering tie rod cannot achieve the ideal Ackermann steering angle design at any turning radius. When approaching the ideal Ackermann steering angle, the known inner track radius is... The lengths of both the front and rear ends of the side guide wheel bracket are The wheelbase of the rail vehicle is The ideal track gauge W is determined by the following formula:

[0011] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: The track described in the present invention is a double track, where the inner track refers to the track closest to the center of the curve radius when the track is curved, and the other track is the outer track.

[0012] In the above formula, when t is negative, the side guide wheel tires are elastic tires, and all side guide wheels are in elastic compression and tight rolling contact with the inner wall of the fixed turnout track.

[0013] In the above formula, when t is a positive number, it is easy for those skilled in the art to understand that during the operation of the rail vehicle, only some of the side guide wheels are in contact with the inner side of the fixed turnout track, and sometimes none of the side guide wheels are in contact with the inner side of the fixed turnout track. Assuming the width of the inner upper rail surface is W1, and the width between the outer edge of the anti-derailment wheel and the outer edge of the side guide wheel is W0, to prevent the rail vehicle from turning too fast and overturning, the maximum value of t cannot exceed W1 - W0. Therefore, a wider inner upper rail surface width W1, or a narrower width between the outer edge of the anti-derailment wheel and the outer edge of the side guide wheel W0, results in a larger construction redundancy in the track gauge W.

[0014] When the vehicle's steering mechanism reaches its maximum steering angle, at least two of the four side guide wheels on each bogie (left, right, front, and rear) will roll into contact with the inner wall of the fixed turnout track, at which point the track gauge is at its minimum. Assuming the maximum steering angle of the wheels on the side of the rail vehicle closest to the inner track is β, then the minimum radius of the inner track mentioned above is... When a rail vehicle travels on a curved track, the steering force of the wheels comes from the interaction force generated by the rolling cooperation between the guide wheel on the upper side of the bogie and the inner wall of the fixed turnout track, which is transmitted to the wheels through the steering mechanism.

[0015] Before the rail vehicle reaches the bifurcation guide rail, the steering mechanism activates in advance. When the rail vehicle reaches the bifurcation guide rail, the steering mechanism, in cooperation with either the first or second side guide rail of the bifurcation guide rail, guides the rail vehicle through the switch and onto the main track or the bifurcation track, thus enabling the rail vehicle to travel straight or turn. When the rail vehicle passes through the bifurcation, the steering force of the wheels originates from the interaction force generated by the steering mechanism on the bogie in cooperation with either the first or second side guide rail of the bifurcation guide rail, which is transmitted to the wheels through the steering mechanism.

[0016] In this invention, the biggest difference between the rail vehicle of the present invention and traditional rail vehicles is that the wheel track spacing of the rail vehicle of the present invention varies under different turning radii. Therefore, the track of the present invention is a non-fixed gauge track, while the wheel track spacing of traditional rail vehicles is the same under different turning radii, and therefore the track gauge of traditional tracks is fixed. Since all wheels of the rail vehicle of the present invention can steer in a manner similar to the front wheels of a car, and each pair of wheelset components of the bogie of the rail vehicle of the present invention can independently steer left and right, the turning radius of the rail vehicle of the present invention can be very small, even smaller than that of a conventional car with the same wheelbase. At the same time, it has a larger space than rail vehicles with a bogie-like overall rotation method similar to that of conventional trains, which is highly conducive to the popularization of new personal rapid transit (PRT) systems.

[0017] Once the track is laid, the track spacing for all sections cannot be changed. As can be seen from the above track gauge calculation formula, the inner track radius is... For dynamically variable parameters, in all inner orbit radii are Within the range of dynamically variable parameters, this track is suitable for use with standard wheelbases. For rail vehicles with standard anti-derailment steering guides, considering the reduction of rail vehicle costs and operation and maintenance costs, the rail vehicle should be as small as possible, i.e., the wheelbase of the rail vehicle should be... The track should be as short as possible, which is suitable for small-capacity personal rail vehicles. To accommodate longer car rail vehicles, additional bogies and frames are needed to form a large bogie, allowing for variable-length cars to meet the needs of large-capacity rail vehicles. Therefore, the non-fixed-gauge PRT track system of this invention is compatible with more vehicle types and suitable for rail vehicles of different capacities, improving track utilization. Those skilled in the art will readily understand that if the track is straight, the wheelbase of all different rail vehicles... All rail vehicles can run on this track. If the track is slightly curved than a straight line, i.e., a track with a small curvature, then the allowable distance t between the side guide wheel surface and the inner surface of the track remains constant. This applies to non-standard rail vehicles with different wheelbases. Substituting the values ​​into the formula for calculating track gauge W, we can calculate W. 非标准 Subtract W from the standard orbital W 非标准 That is, W calculated for standard rail vehicles minus W 非标准 We obtain a difference T0. If this difference T0 is small, meaning that the actual distance between the side guide wheel surface of the non-standard rail vehicle and the inner side of the track remains within the range of t, the non-standard rail vehicle can still travel on this track. However, for tracks with large curvatures, such as when the steering angle of the standard rail vehicle reaches its maximum, the wheelbase L of the non-standard rail vehicle... 轴距 The variable range is very small; otherwise, the difference T0 would be relatively large, and the actual distance between the side guide wheel surface of a non-standard rail vehicle and the inner side of the track could easily exceed the range t, leading to a rail vehicle derailment accident. Therefore, the design of the aforementioned large bogie is to solve the problem of rail vehicle derailment accidents that easily occur when non-standard rail vehicles travel on tracks with high curvature.

[0018] Specifically, for small-capacity personal rail vehicles, the cars are relatively short. Under the condition of a uniform standard wheelbase and standard anti-derailment steering guide, the length of the car can be appropriately varied to meet the needs of different passenger numbers. When the car is short, the front bogie is closer to the head of the car, and the rear bogie is closer to the tail of the car. When the car is long, the bogies at the head and tail of the car are moved closer to the middle. This ensures that the wheelbase of the front and rear bogies is the same for different car lengths. In order to increase the carrying capacity of the rail, these small-capacity personal rail vehicles can move forward in a virtual train manner, connecting head-to-tail. When encountering different branch lines, the rail vehicles on adjacent branches in these connected virtual trains do not need to be separated in advance and can move forward directly at normal speed. After passing the branch line, the rails in the same direction can be recombined into a virtual train. Of course, the rail vehicle body can be directly composed of multiple carriages, with each carriage hinged to the next. The bogies are respectively installed at the front and rear bottom of each carriage. Each carriage can have independent power, or some carriages can be powered while the others are traction or push-pulled by the powered carriages. Optionally, the multiple carriages can be hinged to each other in pairs, and the hinged carriages can also automatically disengage before forking points to take different routes.

[0019] Specifically, for high-capacity rail vehicles, the cars can be very long, for example, the length of a bus or a subway car. Therefore, the bogies need to be upgraded to large bogies. Each large bogie includes two bogies and a frame, with the frame mounted aft and aft on the two bogie frames respectively. For ease of understanding, the large bogie described in this invention is somewhat similar to the bogies of ordinary trains, both having four wheels. The distinguishing feature of this large bogie is that, in addition to autonomous guidance, each wheel can also independently steer left and right, similar to the front wheels of a car. Ordinary train bogies lack autonomous guidance, and all wheels can only rotate as a whole for steering. The car body of a high-capacity rail vehicle can be a single car with two sets of large bogies, the car mounted aft and aft on the two sets of large bogies respectively. To further increase transport capacity, the rail vehicle body consists of multiple carriages, which are hinged together in pairs. There are two ways to install the multiple carriages and the large bogies. One way is that each carriage is equipped with two sets of large bogies, with each carriage mounted on the front and rear of the two sets of large bogies respectively. The other way is that the front of the first carriage is mounted on one set of large bogies, and the rear of the last carriage is mounted on another set of large bogies. At the hinge points of the two carriages, a large bogie is shared, that is, the rear of the first carriage is mounted on the front of the large bogie, and the front of the last carriage is mounted on the rear of the large bogie.

[0020] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages:

[0021] 1. Rail vehicles do not need to rotate the entire bogie to turn; they only need to turn the wheel direction. Therefore, space can be saved and the carrying capacity can be increased in small PRT cars.

[0022] 2. Since different turning radii correspond to different track gauges, theoretically, the wheelbase of the front and rear wheels of all rail vehicles traveling on this track is fixed. However, by introducing the large bogie described in this invention, the length of a single rail vehicle car section can be flexibly set to different lengths to meet different carrying capacity requirements. Attached Figure Description

[0023] 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 of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of a traditional bogie, along with its wheels, rotating and steering around the same steering axis.

[0025] Figure 2 This is a schematic diagram of the individual rotation and steering of the bogie wheel set described in this invention.

[0026] Figure 3 This is a rear-view three-dimensional structural diagram of the bogie described in this invention.

[0027] Figure 4 This is a front-view three-dimensional structural diagram of the bogie described in this invention.

[0028] Figure 5 This is a top view schematic diagram of the bogie structure described in this invention.

[0029] Figure 6 This is a schematic diagram of the bogie structure from below according to the present invention.

[0030] Figure 7 This is a schematic diagram of the front view structure of the bogie described in this invention.

[0031] Figure 8 This is a partial frontal three-dimensional structural diagram of the bogie described in this invention.

[0032] Figure 9 This is a partial rear-view three-dimensional structural diagram of the bogie described in this invention.

[0033] Figure 10 This is a top-view diagram of the rail vehicle traveling in a straight line.

[0034] Figure 11 This is a rear view diagram of a rail vehicle traveling in a straight line.

[0035] Figure 12 This is a three-dimensional schematic diagram of the straight-line movement of a rail vehicle.

[0036] Figure 13 This is a top-view schematic diagram of the turning process of a rail vehicle.

[0037] Figure 14 This is a rear-view diagram of a rail vehicle turning.

[0038] Figure 15 This is a three-dimensional left-side diagram illustrating the turning process of a rail vehicle.

[0039] Figure 16 This is a three-dimensional right-side diagram illustrating the turning process of a rail vehicle.

[0040] Figure 17 This is a side view structural diagram of the rail vehicle (hidden body) described in this invention.

[0041] Figure 18 This is a schematic diagram of the lower view structure of the rail vehicle (hidden body) described in this invention.

[0042] Figure 19 This is a top view schematic diagram of the rail vehicle (hidden body) described in this invention.

[0043] Figure 20 This is a three-dimensional structural diagram of the rail vehicle (hidden car body and part of the bogie) described in this invention.

[0044] Figure 21 This is a side view diagram of a single carriage of a rail vehicle according to the present invention.

[0045] Figure 22 This is a side view schematic diagram of the multi-carriage structure of the rail vehicle described in this invention.

[0046] Figure 23 This is a top view schematic diagram of a large bogie according to the present invention.

[0047] Figure 24 This is a schematic diagram of a three-dimensional structure of a large bogie according to the present invention.

[0048] Figure 25 This is a top view schematic diagram of another large bogie structure described in this invention.

[0049] Figure 26 This is a schematic diagram of another large bogie structure described in this invention.

[0050] Figure 27 This is a side view diagram of a single carriage of a high-capacity rail vehicle as described in this invention.

[0051] Figure 28 This is a side view diagram of the multi-carriage structure of the high-capacity rail vehicle described in this invention.

[0052] Figure 29 This is a side view schematic diagram of another type of high-capacity rail vehicle with multiple carriages as described in this invention.

[0053] Figure 30 This is an auxiliary diagram for deriving the track gauge W formula described in this invention.

[0054] Figure 31 This is an auxiliary diagram for understanding the maximum allowable distance t between the side guide wheel surface and the inner side of the track as described in this invention.

[0055] Figure 32 This is an explanatory diagram of the track gauge W described in this invention.

[0056] Figure 33 This is a diagram illustrating how the shape of the bifurcation guide rail 11 protruding from the track surface is determined according to the present invention.

[0057] Figure 34 yes Figure 33 A simplified diagram after removing the track background and the auxiliary lines for the left and right wheel axles.

[0058] Figure 35 It is based on Figure 34 A diagram showing the shape of the protruding track surface of the bifurcation guide rail 11 as described in this invention.

[0059] Figure 36 This is a side view of the bifurcation guide rail 11 protruding from the track surface as described in this invention.

[0060] Figure 37 This is a front view of the bifurcation guide rail 11 protruding from the track surface as described in this invention.

[0061] Figure 38 This is a side view of the bifurcation guide rail 11 of the present invention when it descends and is flush with the track surface.

[0062] Figure 39 This is a front view of the bifurcation guide rail 11 of the present invention when it descends and is flush with the track surface.

[0063] Explanation of reference numerals in the attached figures:

[0064] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: fixed turnout track 1,

[0065] First main track 101, second main track 102, first branch track 103, second branch track 104

[0066] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: bifurcation guide rail 11,

[0067] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: first side guide rail 111, second side guide rail 112,

[0068] Compared with the prior art, the non-fixed gauge PRT track system provided by this invention has the following advantages: track vehicle 2,

[0069] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: bogie 21, anti-derailment steering guide 22

[0070] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: large bogie 210

[0071] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: Frame 2101

[0072] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: left wheel set 201 and right wheel set 202

[0073] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: steering tie rod 211, left steering trapezoidal arm 212, right steering trapezoidal arm 213, left steering knuckle 214, right steering knuckle 215, steering gear 216, frame 217, inverted flat arm 221, side guide wheel bracket 222, side guide wheel 223, and inverted wheel 224.

[0074] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: left stop 2111, right stop 2112, guide wheel 2161, frame 2101

[0075] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: vehicle body 41, Detailed Implementation

[0076] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention. The components of the embodiments of the present invention described and illustrated herein can generally be arranged and designed in various different configurations. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. 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.

[0077] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. Inner track

[0078] Compared with existing technologies, the non-fixed gauge PRT track system provided by this invention has the following beneficial effects: In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0079] To improve the space of the rail vehicle and increase carrying capacity in the fixed turnout track and on-board track changing system disclosed in Chinese Patent CN 113089386 A, this invention, based on the original invention (referring to CN 113089386 A, hereinafter the same), breaks away from the traditional fixed track gauge mode and provides a non-fixed gauge PRT track system, while further limiting the bifurcation guide rail and vehicle bogie of the original invention. The track gauge of this system is not fixed, such as... Figure 2 As indicated by the arrows, all wheels of rail vehicle 2 can steer in a manner similar to the front wheels of a car, rather than in a similar manner to... Figure 1 The arrow indicates that the bogie of a conventional train rotates as a whole, which can effectively increase the available space of the rail vehicle and increase the carrying capacity.

[0080] Example 1

[0081] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: a non-fixed gauge PRT track system, such as Figure 10-16 As shown, the system includes a fixed turnout track 1 and a rail vehicle 2. The fixed turnout track 1 includes: a turnout structure, which includes a main track and branch tracks. The main track includes a first main track 101 and a second main track 102. The branch tracks include a first branch track 103 and a second branch track 104. A branch guide rail 11 is provided to guide the rail vehicle 2 through the branch point. The branch guide rail 11 is disposed within the turnout structure. One side of the branch guide rail 11 extending along the left track direction is a first side guide rail portion 111, and the other side of the branch guide rail 11 extending along the right track direction is a second side guide rail portion 112. The branch guide rail 11 protrudes above the upper surfaces of the main track and the branch tracks, at least during the turning period of the rail vehicle 2. The rail vehicle 2 runs exclusively on the fixed turnout track 1. Figure 2 and Figure 21 As shown, the rail vehicle 2 includes a car body 41 and a bogie 21. The bogie 21 includes a wheelset assembly and a steering mechanism. Figure 3-9 As shown, the steering mechanism includes a steering tie rod 211, a left steering knuckle 214, a right steering knuckle 215, a left steering trapezoidal arm 212, a right steering trapezoidal arm 213, a steering gear 216, a frame 217, and an anti-derailment steering guide 22. Figure 2-5As shown, the wheelset assembly includes a left wheel set 201 and a right wheel set 202. The left wheel set 201 and the right wheel set 202 are respectively mounted on the left steering knuckle 214 and the right steering knuckle 215 and rotate with the left steering knuckle 214 and the right steering knuckle 215. The two ends of the steering tie rod 211 are rotatably connected to one end of the left steering trapezoidal arm 212 and the right steering trapezoidal arm 213, respectively. A left stop 2111 and a right stop 2112 are respectively provided on both sides of the steering tie rod 211. One end of the steering gear 216 is movably mounted on the steering tie rod 211 and between the left stop 2111 and the right stop 2112, and the other end of the steering gear 216 is vertically downward. The other ends of the left steering trapezoidal arm 212 and the right steering trapezoidal arm 213 are fixedly connected to the left steering knuckle 214 and the right steering knuckle 215, respectively. The left steering knuckle 214 and the right steering knuckle 215 are rotatably connected to the frame 217. The anti-derailment steering guide part 22 includes an inverted flat arm 221, a side guide wheel bracket 222, and two side guide wheels 223. Each bogie 21 has two sets of anti-derailment steering guide parts 22. The upper ends of the inverted flat arms 221 of the two sets of anti-derailment steering guide parts 22 are fixedly installed below the left steering knuckle 214 and the right steering knuckle 215, respectively. The two side guide wheels 223 of each set of anti-derailment steering guide parts 22 are respectively installed at the front and rear ends of the side guide wheel bracket 222. The two side guide wheels 223 are adapted to roll with the inner wall of the fixed turnout track 1. Each set of anti-derailment steering guide parts 22 can rotate with the left steering knuckle 214 and the right steering knuckle 215, respectively. Furthermore, since the two side guide wheels are adapted to roll into contact with the inner wall of the fixed turnout track, the rail vehicle of this invention, when running on the track, differs from the guided bus system where the horizontal guide wheels in front of the front wheels must be higher than the road surface. The two side guide wheels of this invention are lower than the track surface, allowing for branching points on dedicated rail lines, making it suitable for complex PRT track systems with numerous branching points. To clearly illustrate the detailed structure of the rail vehicle 2, as shown... Figure 17-20 As shown, the hidden vehicle body 41 is displayed in side view, lower view, upper view and three-dimensional structure.

[0082] In this embodiment, as Figure 21 As shown, there are two bogies 21, and the car body 41 is mounted on the bogies 21.

[0083] The track gauge of the main track and the bifurcated track increases as the track radius increases. When the track radius is infinitely large, i.e., when the track is straight, the track gauge is at its maximum. The maximum track gauge is determined by the following formula:

[0084] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: such as Figure 30-32As shown, let the track gauge be W, the center distance between the two main pins of the two side guide wheels 223 at the front or rear end of each anti-derailment steering guide 22 be K, and the radius of all side guide wheels 223 is [missing information]. The allowable distance between the surfaces of all side guide wheels 223 and the inner side of the track is t. In most cases, when the rail vehicle 2 is traveling on a curve, the side guide wheels of the outer track will be in close contact with the inner wall of the track. In this case, the allowable distance t is the distance between the side guide wheels of the inner track and the inner wall of the track. In special cases, such as when the track inclination just offsets the centripetal force of the rail vehicle 2, there can be a distance between the surfaces of all side guide wheels 223 and the inner side of the track. In this case, the allowable distance t is the sum of the distances between the side guide wheels of the inner and outer tracks and the track sides. When traveling in a straight line, the maximum track gauge is... It is understandable that, in order to make the rail vehicle 2 more stable and quieter during operation, the side guide wheels 223 can be elastic wheels. When traveling on curves, the track gauge of the main track and the branch track is suitable for the wheels not to disengage from the track surface when at least two side guide wheels 223 are in contact with the inner surface of the track. The lengths of the left steering trapezoidal arm 212, the right steering trapezoidal arm 213, and the steering tie rod 211 are based on the Ackermann steering design. When traveling on curves, in reality, the lengths of the left steering trapezoidal arm 212, the right steering trapezoidal arm 213, and the steering tie rod 211 cannot achieve the ideal Ackermann steering angle design at any turning radius. When approaching the ideal Ackermann steering angle, the known inner track radius is... The lengths of both the front and rear ends of the side guide wheel bracket are The wheelbase of the rail vehicle is The ideal track gauge W is determined by the following formula:

[0085] The track described in this invention is a double track. Here, the inner track refers to the track that is closest to the center of the curve radius when the track is curved, and the other track is the outer track.

[0086] In the above formula, when t is negative, the side guide wheel 223 tire is an elastic tire, and all side guide wheels 223 are in elastic compression and tight rolling contact with the inner wall of the fixed turnout track 1.

[0087] like Figure 31As shown in the above formula, when t is a positive number, it is easy for those skilled in the art to understand that during the operation of the rail vehicle 2, only some of the side guide wheels 223 are in contact with the inner side of the fixed turnout track 1, and sometimes none of the side guide wheels 223 are in contact with the inner side of the fixed turnout track 1. Assuming the width of the inner upper rail surface is W1, and the width of the outer edge of the anti-derailment wheel and the outer edge of the side guide wheel 223 is W0, in order to prevent the rail vehicle 2 from turning too fast and overturning and derailing, the maximum value of t cannot exceed W1-W0. Therefore, a wider inner upper rail surface width W1, or a narrower width W0 between the outer edge of the anti-derailment wheel and the outer edge of the side guide wheel 223, results in a larger construction redundancy in the track gauge W.

[0088] When the vehicle's steering mechanism reaches its maximum steering angle, at least two of the four side guide wheels 223 on the left, right, front, and rear of each bogie 21 will roll into contact with the inner wall of the fixed turnout track 1, at which point the track gauge is at its minimum. Assuming the maximum steering angle of the wheels on the side of the rail vehicle 2 closest to the inner track is β (β=0 when traveling in a straight line), then the minimum radius of the inner track mentioned above is... Of course, the maximum steering angle β can also be regarded as the real-time steering angle of the wheel of the rail vehicle 2 closest to the inner rail. Then, it represents the inner track radius at any time. When the rail vehicle 2 is traveling on the curved track, the steering power of the wheels comes from the interaction force generated by the rolling cooperation between the upper guide wheel 223 of the bogie 21 and the inner wall of the fixed turnout track 1, which is transmitted to the wheels through the steering mechanism.

[0089] like Figure 10-16 As shown, before the rail vehicle 2 reaches the bifurcation guide rail 11, the steering gear 216 is activated in advance. When the rail vehicle 2 reaches the bifurcation guide rail 11, the steering gear 216, in cooperation with the first side guide rail portion 111 or the second side guide rail portion 112 of the bifurcation guide rail 11, guides the rail vehicle 2 through the switch and onto the main track or the bifurcation track, thus enabling the rail vehicle 2 to travel straight or turn. When the rail vehicle 2 passes through the bifurcation, the steering power of the wheels comes from the interaction force generated by the steering gear 216 on the bogie 21 in cooperation with the first side guide rail portion 111 or the second side guide rail portion 112 of the bifurcation guide rail 11, which is transmitted to the wheels through the steering mechanism.

[0090] In further proposals, such as Figure 8 As shown, a guide wheel 2161 is mounted on the other end of the steering gear 216, as... Figure 33-35 As shown, the shape of the first side guide rail portion 111 of the bifurcation guide rail 11 can be determined in the following way:

[0091] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: It determines a standard track vehicle 2, and the track vehicle 2 is arranged according to... Figure 33 The forward direction is from back to front. In front of the bifurcation guide rail 11, the two left-side guide wheels 223 of the front and rear bogies 21 are respectively in close contact with the inner wall of the corresponding fixed turnout track 1. The steering gears 216 of the front and rear bogies 21 are moved to the leftmost position. Under the above conditions, the vehicle moves to the left side of the track. The orthographic projection of the center of the guide wheels 2161 of the front and rear bogies 21 on the ground can determine two closely attached trajectory lines, regardless of whether the two closely attached trajectory lines intersect or coincide. Figure 33 As shown, take its right-hand trajectory line. Let the radius of guide wheel 2161 be... The point obtained is that all points on the right-side trajectory line are moved to the right. Distance, obtain the new right-side trajectory line , The starting point must be located at least in front of where the vehicle has just begun to turn, such as... Figures 33-34 Point a in the middle, The endpoint is located at any point within the safe zone where the front side guide wheel 223 of each anti-derailment steering guide 22 can just pass through the first fork when the vehicle moves to the left track, without interfering with the smooth passage of the inverted flat arm 221 of each anti-derailment steering guide 22 when the vehicle moves to the right track. Figures 33-34 Point b in the diagram, within the allowable tolerance ±t, this new right-side trajectory line Move left or right a distance of t anywhere on the map, and the new trajectory line will appear on the right. It refers to the shape of the first side guide rail 111 of the bifurcation guide rail 11;

[0092] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: Similarly, the shape of the second side guide rail portion 112 of the bifurcation guide rail 11 can be determined in the following way:

[0093] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: A standard vehicle 2 is determined, and the track vehicle 2 is arranged according to... Figure 33 The forward direction is from back to front. In front of the bifurcation guide rail 11, the two right-side guide wheels 223 of the front and rear bogies 21 are respectively close to the inner wall of the corresponding fixed turnout track 1. The steering gears 216 of the front and rear bogies 21 are moved to the rightmost position. Under the above conditions, the vehicle moves to the right-side track. The orthographic projection of the center of the guide wheels 2161 of the front and rear bogies 21 on the ground can determine two closely attached trajectory lines, regardless of whether the two closely attached trajectory lines intersect or coincide. Figure 33 As shown, take its left trajectory line. Let the radius of guide wheel 2161 be... The point obtained is that all points on the left trajectory line are moved to the left. Distance, obtain the new left-side trajectory line , The starting point must be located at least in front of where the vehicle has just begun to turn, such as... Figures 33-34 point c in the middle, The endpoint is located at any point within the safe zone where the front side guide wheel 223 of each anti-derailment steering guide 22 can just pass through the first fork when the vehicle moves to the right track, without interfering with the smooth passage of the inverted flat arm 221 of each anti-derailment steering guide 22 when the vehicle moves to the left track. Figures 33-34 Point d in the curve, within the allowable tolerance ±t, this new left-side trajectory line Move left or right a distance of t anywhere on the map, and the new left-side trajectory line will appear. It refers to the shape of the second side guide rail section 112 of the bifurcation guide rail 11.

[0094] In this embodiment, as Figure 35 The shape of the protruding track surface of the aforementioned bifurcated guide rail 11 can be determined by the first side guide rail portion 111 being a straight plane and the second side guide rail portion 112 being a right-turning curved surface, and so on. Figure 34 The shape formed by the bifurcation guide rail section ac, the bifurcation guide rail end section be and de, wherein the bifurcation guide rail end section be and de do not affect the passage of the inverted flat arm 221 of the rail vehicle 2 in any direction.

[0095] In this embodiment, the shape of the protruding track surface of the bifurcation guide rail 11 can also be a curved surface with the first side guide rail portion 111 turning left and a straight plane with the second side guide rail portion 112, as well as... Figure 34 The shape formed by the bifurcation guide rail section ac, the bifurcation guide rail end section be and de, wherein the bifurcation guide rail end section be and de do not affect the passage of the inverted flat arm 221 of the rail vehicle 2 in any direction.

[0096] In this embodiment, the shape of the protruding track surface of the bifurcation guide rail 11 can also be a curved surface with the first side guide rail portion 111 turning left and the second side guide rail portion 112 turning right, as well as... Figure 34 The shape formed by the bifurcation guide rail section ac, the bifurcation guide rail end section be and de, wherein the bifurcation guide rail end section be and de do not affect the passage of the inverted flat arm 221 of the rail vehicle 2 in any direction.

[0097] In this embodiment, the aforementioned right-side trajectory line and the trajectory line on the left It can be generated using 3D design software such as SolidWorks, but it can also be done in other ways, such as directly using a physical track vehicle 2 and track. A pen can be fixed at the center below the guide wheel 2161, and a piece of paper can be placed under the track so that the pen touches the paper. Moving the track vehicle 2 in this manner can also determine the shape. It should be understood that determining the shape of the bifurcated guide rail 11 protruding from the track surface is a relatively precise method. Within allowable tolerances, the shape can also be obtained directly by translating the two track trajectories.

[0098] In this design, the biggest difference between the rail vehicle 2 of this invention and traditional rail vehicles is that the wheel track spacing of the rail vehicle 2 of this invention varies with different turning radii. Therefore, the track of this invention is a non-fixed gauge track, while the wheel track spacing of traditional rail vehicles is the same with different turning radii, thus the track gauge of traditional tracks is fixed. Since all wheels of the rail vehicle 2 of this invention can steer in a manner similar to the front wheels of a car, and each pair of wheelset components of the rail vehicle bogie of this invention can independently steer left and right, the turning radius of the rail vehicle 2 of this invention can be very small, even smaller than that of a regular car with the same wheelbase. At the same time, it has a larger space than rail vehicles with a bogie 21 that rotate as a whole, which is very beneficial for the popularization of new Personal Rapid Transit (PRT) systems.

[0099] Example 2

[0100] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: such as Figure 23-27 As shown, this embodiment upgrades the bogie 21 in Embodiment 1 to a large bogie 210 based on Embodiment 1. The large bogie 210 includes two sets of bogies 21 and a frame 2101. The frame 2101 is mounted on the frame 217 of the two bogies 21 at the front and rear, respectively. The car body 41 is mounted on the two sets of large bogies 210 at the front and rear, respectively. For ease of understanding, the large bogie 210 of this invention is somewhat similar to the bogie of a conventional train, both having four wheels. The key difference between this large bogie 210 and the bogie of a conventional train is that, in addition to being autonomously guided, each wheel can also independently steer left and right, similar to the front wheels of a car. In contrast, the bogie of a conventional train lacks autonomous guidance, and all wheels can only rotate and steer as a whole.

[0101] Once the track is laid, the track spacing for all sections cannot be changed. As can be seen from the track gauge width W calculation formula in Example 1, the track gauge width W is a dynamically variable parameter, and its relationship with the track vehicle 2 is... The center distance K between the kingpins of the two side guide wheels 223 at the front or rear end of the derailment steering guide 22; the length of the front and rear ends of the side guide wheel bracket 222 of the derailment steering guide 22. and the radius of the side guide wheel 223 of the derailment steering guide 22 Directly related, across the entire range of dynamically variable parameters for track gauge W, this track is suitable for use with standard wheelbases. The rail vehicle 2, including the standard anti-derailment steering guide unit 22, should be as small as possible in terms of reducing the cost of rail vehicle 2 and lowering operation and maintenance costs, i.e., the wheelbase of rail vehicle 2 should be... The track should be as short as possible, which is suitable for small-capacity personal rail vehicles 2. To accommodate longer car rail vehicles 2, additional bogies 21 and frames 2101 are needed to form a large bogie 210, allowing for variable-length cars to meet the needs of large-capacity rail vehicles 2. Therefore, the non-fixed-gauge PRT track system of this invention is compatible with more vehicle types and suitable for rail vehicles 2 with different capacities, improving track utilization. Those skilled in the art will readily understand that if the track is straight, the wheelbase of all different rail vehicles 2 will vary. All rail vehicles 2 can travel on this track. If the track is slightly curved than a straight line, i.e., a track with a small curvature, then the allowable distance t between the surface of the side guide wheel 223 and the inner side of the track remains constant. The wheelbase of the non-standard rail vehicle 2... Substituting the values ​​into the formula for calculating track gauge W, we can calculate W. 非标准 Subtract W from the standard orbital W 非标准 That is, W calculated by standard rail vehicle 2 minus W 非标准 A difference T0 is obtained. If this difference T0 is small, meaning that the actual distance between the surface of the side guide wheel 223 of the non-standard rail vehicle 2 and the inner side of the track is still within the range t, the non-standard rail vehicle 2 can still travel on this track. However, for tracks with large curvatures, such as when the steering angle of the standard rail vehicle 2 reaches its maximum, the wheelbase L of the non-standard rail vehicle 2... 轴距 The variable range is very small; otherwise, the difference T0 would be relatively large, and the actual distance between the surface of the side guide wheel 223 of the non-standard rail vehicle 2 and the inner side of the track would easily exceed the range t, leading to a derailment accident of the rail vehicle 2. Therefore, the design of the large bogie 210 is to solve the problem of derailment accidents that easily occur when the non-standard rail vehicle 2 runs on a track with high curvature.

[0102] Example 3

[0103] Compared with existing technologies, the non-fixed gauge PRT track system provided by this invention has the following advantages: Based on Embodiment 1, for small-capacity personal rail vehicles 2, the carriages are relatively short. Under the conditions of a uniform standard wheelbase and a standard anti-derailment steering guide 22, the carriages can be appropriately lengthened or shortened to meet the needs of different passenger numbers. When the carriage is short, the front bogie 21 is close to the head of the carriage, and the rear bogie 21 is close to the tail of the carriage. When the carriage is long, the bogies 21 at the head and tail of the carriage are moved closer to the middle, thus ensuring that the wheelbase of the front and rear bogies 21 is the same for different carriage lengths. To increase the carrying capacity of the track, these small-capacity personal rail vehicles 2 can move forward in a virtual train configuration, connecting head-to-tail. When encountering different branching paths, the rail vehicles 2 on adjacent branches in these connected virtual trains do not need to separate in advance and can move forward directly at normal speed. After passing the branch, the rails in the same direction can be recombined into a virtual train.

[0104] Example 4

[0105] Compared with the prior art, the non-fixed gauge PRT track system provided by this invention has the following beneficial effects: In order to increase the carrying capacity of the track, based on Embodiment 1, as... Figure 22 As shown, there are two or more bogies 21, and the car body 41 is mounted on the bogies 21. The car body 41 of the rail vehicle 2 consists of multiple carriages, which are hinged together in pairs. The bogies 21 are respectively located at the front bottom and rear bottom of each carriage. Each carriage may have independent power, or some carriages may be powered while the others are traction or push-pulled by the powered carriages. Optionally, the multiple carriages are hinged together in pairs, and the hinged carriages may automatically disengage before a fork in the road to take different routes.

[0106] Example 5

[0107] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: Based on Embodiment 2, as... Figure 27 As shown, for high-capacity rail vehicles 2, the carriages can be very long, for example, the length of a bus or a subway car. The car body 41 of the high-capacity rail vehicle 2 consists of one carriage with two sets of large bogies 210, which are mounted on the front and rear of the carriage respectively. Therefore, different carriage lengths can be customized according to the actual transport capacity.

[0108] Example 6

[0109] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: Based on Embodiment 2, as... Figure 28 As shown, to further increase carrying capacity, the car body 41 of the rail vehicle 2 consists of multiple carriages, which are hinged together in pairs. The carriages are installed with the large bogies 210 as follows: each carriage is equipped with two sets of large bogies 210, with each carriage mounted on the two sets of large bogies 210 at the front and rear respectively. This allows for the formation of a small train-like configuration, which can also be used to transport goods.

[0110] Example 7

[0111] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following beneficial effects: Based on Embodiment 2, as... Figure 29 As shown, to further increase the carrying capacity, the car body 41 of the rail vehicle 2 consists of multiple carriages, which are hinged together in pairs. The installation method of the multiple carriages and the large bogies 210 is as follows: the front of the first carriage is installed on a set of large bogies 210, and the rear of the last carriage is installed on a set of large bogies 210. A set of large bogies 210 is shared at the hinge points between the two carriages; that is, the rear of the first carriage is installed at the front of the large bogie 210, and the front of the last carriage is installed at the rear of the large bogie 210. Figure 25 and Figure 26 As shown, since this embodiment shares a large bogie 210 at the hinge points of two carriages, the front and rear parts of the bogie 210 need to bear the weight of different carriages respectively. Figure 29 Alternatively, the calculation can be performed as follows: the first and last cars are equipped with three bogies 21, while the remaining cars are equipped with two bogies 21. Compared to Embodiment Six, Embodiment Seven saves vehicle costs by using fewer large bogies 210.

[0112] Example 8

[0113] Compared with existing technologies, the non-fixed gauge PRT track system provided by this invention has the following advantages: Based on Embodiment 1, in order to enable the rail vehicle 2 to travel simultaneously on the road, the bogie 21 further includes an independent steering system connected to the bogie 21. The independent steering system can control the left wheel set 201 and the right wheel set 202 to rotate left and right. Further, the independent steering system includes a steering knuckle arm, a steering tie rod, and an independent steering power assembly. The independent steering power assembly controls the left wheel set 201 and the right wheel set 202 to rotate left and right via the steering knuckle arm. The anti-derailment device 22 can be moved closer to the bottom of the car body 4, at which point the lowest point of the anti-derailment device 22 is higher than the road surface.

[0114] Example 9

[0115] Compared with the prior art, the non-fixed gauge PRT track system provided by the present invention has the following advantages: the non-fixed gauge PRT track of the present invention is compatible with ordinary road surfaces. To prevent the bifurcated guide rail 11 from protruding from the track surface and affecting pedestrians or vehicles on ordinary roads, in addition to Embodiment 1, a lifting device for the bifurcated guide rail 11 is also included. The bifurcated guide rail 11 can be raised and lowered under the drive of the lifting device. Figure 36 and Figure 37 As shown, when the rail vehicle 2 is about to pass through the fork, the fork guide rail 11 rises and protrudes from the upper surface of the main rail and the upper surface of the fork rail, as... Figure 38 and Figure 39 As shown, when the rail vehicle 2 has completely passed through the fork, the fork guide rail 11 descends. In this way, when no rail vehicle 2 is passing, the upper surface of the fork guide rail 11 at the fork can be flush with the ordinary road surface, without affecting the passage of pedestrians or other vehicles on the ordinary road surface.

[0116] Optionally, the lifting device of the bifurcation guide rail 11 is directly driven by a motor for lifting.

[0117] Optionally, the lifting device of the bifurcation guide rail 11 is hydraulically driven for lifting.

[0118] Optionally, the power source for the hydraulically driven lifting device of the bifurcation guide rail 11 is an electric motor.

[0119] Optionally, the power source for the hydraulically driven lifting device of the bifurcation guide rail 11 is the mechanical pressing of the side guide wheel 223.

[0120] Optionally, the lifting device of the bifurcation guide rail 11 is driven by a linkage mechanism for lifting.

[0121] Optionally, the power source for the mechanical driving of the lifting device of the bifurcation guide rail 11 is the mechanical pressing of the side guide wheel 223.

[0122] 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. Those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A non-fixed gauge PRT track system, comprising fixed turnout tracks and track vehicles, wherein the fixed turnout tracks include: A turnout structure, comprising a main track and branch tracks, wherein the main track includes a first main track and a second main track, and the branch tracks include a first branch track and a second branch track, and... A bifurcation guide rail is used to guide rail vehicles through a turnout. The bifurcation guide rail is installed within the turnout structure. The side of the bifurcation guide rail extending along the left track direction is the first side guide rail section, and the side of the bifurcation guide rail extending along the right track direction is the second side guide rail section. Its features are, The bifurcation guide rail protrudes above the upper surface of the main rail and the upper surface of the bifurcation rail, at least during the period when the rail vehicle is turning. The rail vehicle operates exclusively on the fixed turnout track. The rail vehicle includes a car body and a bogie. The bogie includes a wheelset assembly and a steering mechanism. The steering mechanism includes a steering tie rod, a left steering knuckle, a right steering knuckle, a left steering trapezoidal arm, a right steering trapezoidal arm, a steering gear, a frame, and an anti-derailment steering guide. The wheelset assembly includes a left wheel set and a right wheel set, which are respectively mounted on the left and right steering knuckles and rotate with them. The two ends of the steering tie rod are rotatably connected to one end of the left and right steering trapezoidal arms, respectively. Left and right stoppers are respectively provided on both sides of the steering tie rod. One end of the steering gear is movably mounted on the steering tie rod. Between the left and right blocking components, the other end of the steering gear is vertically downward. The other ends of the left and right steering trapezoidal arms are fixedly connected to the left and right steering knuckles, respectively. The left and right steering knuckles are rotatably connected to the frame. The anti-derailment steering guide includes an inverted flat arm, a side guide wheel bracket, and two side guide wheels. Each bogie has two sets of anti-derailment steering guides. The upper ends of the inverted flat arms of the two sets of anti-derailment steering guides are fixedly installed below the left and right steering knuckles, respectively. The two side guide wheels of each set of anti-derailment steering guides are installed at the front and rear ends of the side guide wheel bracket, respectively. The two side guide wheels are adapted to roll with the inner wall of the fixed turnout track. Each set of anti-derailment steering guides can rotate with the left and right steering knuckles, respectively. The bogies are at least two in number, and the car body is mounted on the bogies; The track gauge of the main track and the bifurcated track increases as the track radius increases. When the track radius is infinitely large, i.e., when the track is straight, the track gauge is at its maximum. The maximum track gauge is determined by the following formula: Let the track gauge be W, the center distance between the two kingpins of the front or rear end of each anti-derailment steering guide be K, and the radius of all side guide wheels be [missing information]. The allowable distance between the surface of all side guide wheels and the inner surface of the track is t. When traveling in a straight line, the maximum track gauge is... When traveling on a curve, the gauge of the main track and the branch track is such that the wheels do not disengage from the track surface when at least two side guide wheels are in contact with the inner surface of the track. When the vehicle's steering mechanism reaches its maximum steering angle, at least three of the four side guide wheels on the left, right, front, and rear of the bogie will roll in contact with the inner wall of the fixed turnout track, at which point the track gauge will be at its minimum. Before the rail vehicle reaches the branch guide rail, the steering device is activated in advance. When the rail vehicle reaches the branch guide rail, the steering device cooperates with the first side guide rail or the second side guide rail of the branch guide rail to guide the rail vehicle through the switch and into the main track or branch track, thereby realizing the straight-line or turning of the rail vehicle.

2. The non-fixed gauge PRT track system according to claim 1, characterized in that, The lengths of the left steering trapezoidal arm, right steering trapezoidal arm, and steering tie rod are based on the Ackermann steering design.

3. The non-fixed gauge PRT track system according to claim 1, characterized in that, When the lengths of the left steering trapezoidal arm, right steering trapezoidal arm, and steering tie rod are infinitely close to the ideal Ackermann steering angle, and the inner track radius is known to be [missing information] when driving on a curve. The lengths of both the front and rear ends of the side guide wheel bracket are The wheelbase of the rail vehicle is The ideal track gauge W is determined by the following formula: In the above formula, when t is negative, the side guide wheel tires are elastic tires, and all side guide wheels are in elastic compression and tight rolling contact with the inner wall of the fixed turnout track.

4. The non-fixed gauge PRT track system according to claim 3, characterized in that, When the vehicle's steering mechanism reaches its maximum steering angle, assuming the maximum steering angle of the wheels on the side of the rail vehicle closest to the inner track is β, then the minimum radius of the inner track is... .

5. The non-fixed gauge PRT track system according to claim 1, characterized in that, The other end of the steering gear is equipped with a guide wheel, and the shape of the first side guide rail of the bifurcation guide rail can be determined by the following method: Determine a standard vehicle. In front of the branching guide rail, the left side guide wheels of the front and rear bogies are respectively pressed against the inner wall of the corresponding fixed turnout track. The steering gears of both bogies are moved to the far left. Maintaining the above conditions, the vehicle moves along the track to the left. The orthographic projection of the centers of the guide wheels of the front and rear bogies onto the ground can determine two closely pressed trajectory lines. Regardless of whether the two closely pressed trajectory lines intersect or overlap, the right trajectory line is taken. Let the radius of the guide wheel be... The point obtained is that all points on the right-side trajectory line are moved to the right. Distance, obtain the new right-side trajectory line , The starting point must be located at least in front of where the vehicle has just begun to turn. The endpoint is located at any point within the safe zone where the front side guide wheel of each anti-derailment steering guide unit can just pass through the first fork when the vehicle moves to the left track, without interfering with the smooth passage of the inverted flat arm of each anti-derailment steering guide unit when the vehicle moves to the right track. Within the allowable tolerance ±t, this new right-side trajectory line... Move left or right a distance of t anywhere on the map, and the new trajectory line will appear on the right. It refers to the shape of the first guide rail section of the bifurcation guide rail; Similarly, the shape of the second side guide rail of the bifurcation guide rail can be determined in the following way: Determine a standard rail vehicle. In front of the branching guide rail, the two right-side guide wheels of the front and rear bogies are respectively pressed against the inner wall of the corresponding fixed turnout track. The steering gears of the front and rear bogies are moved to the far right. Maintaining the above conditions, the vehicle moves along the track to the right. The orthographic projection of the centers of the guide wheels of the front and rear bogies onto the ground can determine two closely pressed trajectory lines. Regardless of whether the two closely pressed trajectory lines intersect or coincide, the left trajectory line is taken. Let the radius of the guide wheel be... The point obtained is that all points on the left trajectory line are moved to the left. Distance, obtain the new left-side trajectory line , The starting point must be located at least in front of where the vehicle has just begun to turn. The endpoint is located at any point within the safe zone where the front side guide wheel of each anti-derailment steering guide unit can just pass through the first fork when the vehicle moves to the right track, without interfering with the smooth passage of the inverted flat arm of each anti-derailment steering guide unit when the vehicle moves to the left track. Within the allowable tolerance ±t, this new left-side trajectory line... Move left or right a distance of t anywhere on the map, and the new left-side trajectory line will appear. It refers to the shape of the second guide rail section of the bifurcation guide rail.

6. The non-fixed gauge PRT track system according to claim 1, characterized in that, The bogie also includes an independent steering system connected to the bogie, which can control the left and right wheel sets to rotate left and right.

7. The non-fixed gauge PRT track system according to claim 6, characterized in that, The independent steering system includes a steering knuckle arm and an independent steering powertrain, which controls the left and right wheel sets to turn left and right through the steering knuckle arm.

8. The non-fixed gauge PRT track system according to claim 1, characterized in that, The car body is a single carriage, and there are two bogies, which are respectively located at the bottom front and bottom rear of the carriage.

9. The non-fixed gauge PRT track system according to claim 1, characterized in that, The car body is a single carriage, the bogies are four in number, and it also includes two sets of frames. Each pair of bogies and each set of frames forms two large bogies. The frames are mounted on the frames of the two pairs of bogies at the front and rear, respectively. The car body is mounted on the two sets of large bogies at the front and rear, respectively.

10. The non-fixed gauge PRT track system according to claim 1, characterized in that, The car body consists of multiple carriages, each carriage is equipped with two bogies, which are respectively located at the front bottom and the rear bottom of each carriage, and the multiple carriages are hinged to each other in pairs.

11. The non-fixed gauge PRT track system according to claim 1, characterized in that, The car body consists of multiple carriages, each carriage is equipped with four bogies, and every two bogies also include a frame. Every two bogies and the frame together form a set of large bogies. The frame is mounted on the frame of the two bogies at the front and rear respectively. The multiple carriages are hinged to each other in pairs, and each carriage is mounted on two sets of large bogies at the front and rear respectively.

12. The non-fixed gauge PRT track system according to claim 1, characterized in that, The car body consists of multiple carriages. The first and last carriages are equipped with three bogies, and the remaining carriages are equipped with two bogies each. Each pair of bogies also includes a frame. Each pair of bogies and the frame together form a set of large bogies. The frame is mounted on the frame of each pair of bogies, one at the front and one at the rear. The multiple carriages are hinged together in pairs. The large bogies are respectively located at the bottom front of the first carriage and at the bottom of the hinge joint of adjacent carriages. That is, the rear of the front carriage of an adjacent carriage is mounted in front of a set of large bogies, and the front of the rear carriage of an adjacent carriage is mounted behind the same set of large bogies and at the bottom rear of the rear carriage.

13. The non-fixed gauge PRT track system according to claim 1, characterized in that, It also includes a bifurcation guide rail lifting device, which can be raised and lowered under the drive of the bifurcation guide rail lifting device. When the rail vehicle is about to pass through the bifurcation, the bifurcation guide rail rises and protrudes from the upper surface of the main rail and the upper surface of the bifurcation rail. When the rail vehicle has completely passed through the bifurcation, the bifurcation guide rail descends.

14. The non-fixed gauge PRT track system according to claim 13, characterized in that, The bifurcation guide rail lifting device is directly driven by a motor for lifting.

15. The non-fixed gauge PRT track system according to claim 13, characterized in that, The bifurcation guide rail lifting device is hydraulically driven for lifting.

16. The non-fixed gauge PRT track system according to claim 15, characterized in that, The bifurcation guide rail lifting device is hydraulically driven and powered by an electric motor.

17. The non-fixed gauge PRT track system according to claim 15, characterized in that, The bifurcation guide rail lifting device is hydraulically driven, with the power source being the mechanical pressing of the side guide wheels.

18. The non-fixed gauge PRT track system according to claim 13, characterized in that, The bifurcation guide rail lifting device is driven by a linkage mechanism for lifting.

19. The non-fixed gauge PRT track system according to claim 18, characterized in that, The power source for the mechanical lifting of the bifurcation guide rail lifting device is the mechanical pressing of the side guide wheels.

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