Track-based transportation system

Abstract

To prevent an increase in the sizes of a track and a vehicle while arranging an electric-car line and a current collector inside in a width direction.SOLUTION: In a track-based transportation system, a current collector is capable of coming into contact with an electric-car line device on a lower side in a vertical direction with respect to a vehicle body and on an inner side with respect to traveling wheels in a width direction of the vehicle. The electric-car line device includes an electric-car line receiver fixed to the traveling road on an inner side with respect to the traveling surface in the width direction; an insulator extending so as to protrude from the electric-car line receiver; and an electric-car line fixed to a distal end of the insulator and capable of coming into contact with the current collector. The electric-car line receiver includes an inclined fixing surface which extends so as to be inclined with respect to the vertical direction as viewed from a traveling direction in which the vehicle travels, and to which the insulator is fixed.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a rail transit system.

Background Art

[0002] As a new means of transportation other than buses and railways, a rail transit system that runs on a track by running wheels equipped with rubber tires is known. In the rail transit system, there are a side-guidance type rail transit system in which guide wheels are arranged on the side of the vehicle and a center-guidance type rail transit system in which guide wheels are arranged in the center of the vehicle. Vehicles in such a rail transit system run by receiving power supply from an external power supply device, similar to a railway that runs on an iron rail with iron wheels. The vehicle receives electricity by bringing a current collector into contact with an overhead line connected to the power supply device.

[0003] For example, Patent Document 1 describes a structure in which a guide rail having a guide groove formed in the lower part of the center with respect to the vehicle body is formed in a center-guidance type (center-guide type) rail transit system. In this rail transit system, the overhead line is fixed to the guide rail. Specifically, the overhead line is arranged so as to protrude straight outward in the width direction with respect to the guide rail, or so as to protrude straight upward in the vertical direction with respect to the guide rail.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Incidentally, when the overhead wire protrudes straight outward in the width direction as in Patent Document 1, it is necessary to secure a space in the width direction for installing the overhead wire on the track and the vehicle. Further, when the overhead wire protrudes straight upward in the vertical direction, the vertical distance between the overhead wire and the bottom of the vehicle body approaches, but it is necessary to secure a space for fixing the current collector to the bottom of the vehicle body while ensuring electrical insulation between the vehicle body and the overhead wire. As a result, it may be necessary to increase the size of the vehicle in the vertical direction. Thus, it is desired to suppress the sizes of the track and the vehicle while arranging the overhead wire and the current collector.

[0006] The present disclosure has been made to solve the above requirements, and an object thereof is to provide a guide rail type track system capable of suppressing the sizes of the track and the vehicle while arranging the overhead wire and the current collector.

Means for Solving the Problems

[0007] In order to solve the above problems, a track system according to the present disclosure includes a vehicle having a vehicle body, running wheels, guide wheels, and a current collector, a traveling path formed with a running surface on which the running wheels can contact, a guide rail on which the guide wheels can contact, and a guide rail type track having an overhead wire device capable of supplying electricity to the vehicle. The current collector is capable of contacting the overhead wire device inside the running wheels in the width direction of the vehicle below the vehicle body in the vertical direction. The overhead wire device includes an overhead wire receiving base fixed to the traveling path inside the running surface in the width direction, an insulator extending so as to protrude from the overhead wire receiving base, and an overhead wire fixed to the tip of the insulator and capable of contacting the current collector. The overhead wire receiving base has an inclined fixing surface that extends inclined with respect to the vertical direction and to which the insulator is fixed when viewed from the traveling direction in which the vehicle travels, and the insulator extends perpendicular to the inclined fixing surface.

Effects of the Invention

[0008] According to the track system of the present disclosure, it is possible to suppress the sizes of the track and the vehicle while arranging the overhead wire and the current collector.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0010] <First Embodiment> Hereinafter, with reference to the accompanying drawings, a first embodiment, which is one of the modes for implementing the rail transit system 1 according to the present disclosure, will be described. However, the present disclosure is not limited only to this first embodiment.

[0011] (Configuration of the rail transit system) The rail transit system 1 according to the embodiment of the present disclosure is a system that runs a rail-guided vehicle 10 along a rail 50. In particular, the rail transit system 1 of the present embodiment is a side-guided (side guide method) rail transit system 1. The rail transit system 1 includes a vehicle 10 and a rail 50.

[0012] (Configuration of the vehicle) As shown in FIG. 1, the vehicle 10 running on the rail 50 in the embodiment of the present disclosure is a vehicle 10 of a side-guided new transportation system. The vehicle 10 is operated with one or more vehicles as one formation. When a plurality of vehicles 10 are used as one formation, the vehicles 10 are connected to each other by a coupling device (not shown). Each vehicle 10 includes a vehicle body 11, running wheels 13, a guiding device 16, a straight-ahead restoring device 18, and a current collecting device 2.

[0013] The vehicle body 11 is formed in a rectangular parallelepiped shape that is long in the running direction Da. Inside the vehicle body 11, a space where passengers and the like can board is formed. A running bogie is arranged at the lower part of the vehicle body 11 in the vertical direction Dv.

[0014] Here, hereinafter, the track 50 extends, and the direction in which the vehicle 10 travels (the depth direction of the paper surface in FIG. 1) is referred to as the traveling direction Da. The width direction Dw of the vehicle 10 orthogonal to the traveling direction Da is simply referred to as the width direction Dw. One side (first side) Dw1 of the width direction Dw is the right side (the right side of the paper surface in FIG. 1) when viewed from the front in the traveling direction Da. Also, the other side (second side) Dw2 of the width direction Dw is the left side (the left side of the paper surface in FIG. 1) when viewed from the front in the traveling direction Da. Note that the outside of the width direction Dw in the present embodiment refers to a position farther from the center of the vehicle body 11 in the width direction Dw, regardless of whether it is on one side Dw1 or the other side Dw2 of the width direction Dw, with reference to the vehicle body 11 when viewed from the traveling direction Da. Also, the inside of the width direction Dw in the present embodiment refers to a position closer to the center of the vehicle body 11 in the width direction Dw, regardless of whether it is on one side Dw1 or the other side Dw2 of the width direction Dw, with reference to the vehicle body 11 when viewed from the traveling direction Da. Also, the direction orthogonal to the traveling direction Da and the width direction Dw is referred to as the vertical direction Dv. Note that in the present embodiment, the vertical direction Dv is different from the vertical direction in the exact sense and is a direction perpendicular to the traveling surface 51a described later.

[0015] A plurality of traveling wheels 13 are arranged at the lower part of the vehicle body 11. The traveling wheels 13 are made of rubber tires, and rotation is transmitted from an electric motor (not shown) to the axles by a propulsion shaft, whereby the traveling wheels 13 are rotationally driven. The vehicle 10 travels along a guide rail 52 described later while steering the traveling wheels 13 with respect to the traveling path 51 of the track 50. The traveling wheels 13 of the present embodiment, as a pair of traveling wheels 13 when viewed from the traveling direction Da, include a first traveling wheel 13A that is one of the traveling wheels 13 and a second traveling wheel 13B that is the other traveling wheel 13. The first traveling wheel 13A is arranged on one side Dw1 of the width direction Dw with respect to the vehicle body 11 when viewed from the traveling direction Da. The second traveling wheel 13B is arranged on the other side Dw2 of the width direction Dw with respect to the vehicle body 11 when viewed from the traveling direction Da. The first traveling wheel 13A and the second traveling wheel 13B have the same structure except for the arrangement.

[0016] The guiding device 16 guides the vehicle body 11 along the guide rail 52. The guiding device 16 includes a guiding frame 161 and guiding wheels 162. The guiding frame 161 is attached to a carriage that supports the vehicle body 11 from below. The guiding frame 161 is, for example, a square pipe-shaped member extending in the width direction Dw. Both ends of the guiding frame 161 in the width direction Dw are located outside the width direction Dw with respect to the traveling wheels 13 and the vehicle body 11. One guiding wheel 162 is attached to each of both ends of the guiding frame 161.

[0017] A plurality of guiding wheels 162 are arranged at the lower part of the vehicle body 11. The outer peripheral portion of the guiding wheel 162 is formed of an elastic member such as urethane rubber, for example. The guiding wheel 162 is arranged at the end of the guiding frame 161. The guiding wheel 162 is arranged below the guiding frame 161 in the vertical direction Dv. The guiding wheel 162 is rotatably supported with respect to the guiding frame 161 around a rotation axis extending in the vertical direction Dv. In the present embodiment, a pair of guiding wheels 162 are arranged apart from each other in the width direction Dw. The guiding wheel 162 is arranged outside the width direction Dw with respect to the pair of traveling wheels 13 so as to sandwich the pair of traveling wheels 13 in the width direction Dw. Two sets or four sets of the pair of guiding wheels 162 are arranged apart from each other in the front-rear direction with respect to one vehicle body 11. The guiding wheel 162 is capable of contacting the guide rail 52 inside the width direction Dw. Therefore, the vehicle 10 of the present embodiment is a vehicle 10 of the inside guide type in which the side surface inside the width direction Dw of the guiding wheel 162 contacts the surface outside the width direction Dw of the guide rail 52 among the vehicles 10 of the side guide type (side guide method). In the present embodiment, only the guiding wheel 162 is arranged as the wheel that contacts the rail-shaped member for guiding the vehicle 10. That is, the vehicle 10 of the present embodiment does not have a branching wheel, and no other wheels are arranged above or below the guiding wheel 162 in the vertical direction Dv.

[0018] The straight-ahead restoring device 18 has a function of restoring the traveling wheels 13 parallel to the vehicle body 11. The straight-ahead restoring device 18 applies a restoring force to the direction of the traveling wheels 13 so that they always return parallel to the central axis of the vehicle body 11. Specifically, the straight-ahead restoring device 18 continuously applies a restoring force to the traveling wheels 13 in the straight-ahead direction with respect to the vehicle body 11 by means of a spring or the like.

[0019] The current collector device 2 supplies electricity from the overhead line device 3 to the vehicle body 11 by coming into contact with the overhead line device 3. The current collector device 2 supplies power to an electric motor (not shown) that rotationally drives the traveling wheels 13 by coming into contact with the overhead line 33 described later. The current collector device 2 is disposed below the vehicle body 11 in the vertical direction Dv. The current collector device 2 is capable of coming into contact with the overhead line 33 inside the traveling wheels 13 in the width direction Dw. Details of the configuration of the current collector device 2 will be described separately later.

[0020] (Configuration of the track) The vehicle 10 is capable of traveling on the track 50. The track 50 extends along a predetermined route. The track 50 of the present embodiment includes a traveling path 51, a guide rail 52, and an overhead line device 3.

[0021] The traveling path 51 is where the vehicle 10 is enabled to travel. The traveling path 51 extends in the extending direction De. Here, the extending direction De is a direction that intersects (orthogonal in this embodiment) the vertical direction Dv and is the direction in which the track 50 extends (see Fig. 6). Also, the extending direction De is the traveling direction Da of the vehicle 10. On each traveling path 51, a running surface 51a is formed. The running surface 51a is a flat surface that can be contacted while the running wheels 13 roll when the vehicle 10 travels on the traveling path 51. Therefore, the running surface 51a is formed in a pair with an interval in the width direction Dw that intersects (orthogonal in this embodiment) the vertical direction Dv so as to correspond to the positions of the pair of running wheels 13 of the vehicle 10. The running surface 51a forms a flat surface over the entire surface and is formed so that the running wheels 13 equipped with rubber tires of the vehicle 10 can roll. By the running wheels 13 rolling on the running surface 51a, the vehicle 10 travels on the traveling path 51. Also, the running surface 51a of this embodiment is arranged at a position protruding upward in the vertical direction Dv from the floor slab B. For example, the running surface 51a is made to protrude upward in the vertical direction Dv from the floor slab B by putting steel bars in it and raising it with concrete for the running road surface, installing I-shaped concrete girders, or installing I-shaped steels.

[0022] In this embodiment, there are also places where the running surface 51a is actually formed separately in the width direction Dw and places where it is formed as a part of the flat upper surface of the traveling path 51 that is connected in the width direction Dw and extends left and right integrally. Therefore, the running surface 51a in this embodiment is the area in the upper surface of the traveling path 51 that faces upward in the vertical direction Dv and is assumed to be the area where the running wheels 13 come into contact when the vehicle 10 travels on the traveling path 51. Also, there are places on the surface of the running surface 51a where grooving, surface roughening, etc. are applied to such an extent that the flatness is not impaired. As a result, the surface of the running surface 51a is a surface that secures the friction coefficient with the tire tread even during rainfall and prevents slipping during acceleration and deceleration.

[0023] The guide rail 52 guides the vehicle 10 traveling on the traveling path 51. The pair of guide rails 52 are arranged outside the traveling path 51 in the width direction Dw. The guide rail 52 guides the traveling direction Da in which the vehicle 10 travels so as to move along the traveling path 51. The guide rail 52 extends in the extending direction De over the total extension of the track 50. The guide rail 52 is configured such that the guide wheel 162 can come into contact therewith. Specifically, in the width direction Dw, the guide rail 52 can come into contact with the guide wheel 162 on the inner side and outside the traveling wheel 13. That is, in the width direction Dw, the surface facing the outside of the guide rail 52 and the side surface facing the inner side of the guide wheel 162 can come into contact with each other. Among the pair of guide rails 52, one guide rail 52 arranged on one side Dw1 in the width direction Dw with respect to the traveling path 51 is referred to as the first guide rail 521. That is, the first guide rail 521 comes into contact with the guide wheel 162 close to the first traveling wheel 13A in the width direction Dw. Among the pair of guide rails 52, the other guide rail 52 arranged on the other side Dw2 in the width direction Dw with respect to the traveling path 51 is referred to as the second guide rail 522. That is, the second guide rail 522 comes into contact with the guide wheel 162 close to the second traveling wheel 13B in the width direction Dw.

[0024] Further, the pair of guide rails 52 of the present embodiment are fixed to the outer surface of the floor slab B or the raised traveling road surface. The pair of guide rails 52 are respectively arranged outside the traveling path 51 in the width direction Dw with respect to the upper surface (the surface including the traveling surface 51a) of the traveling path 51. The guide rail 52 is arranged adjacent to the outside of the traveling surface 51a in the width direction Dw. The guide rail 52 protrudes upward in the vertical direction Dv with respect to the traveling surface 51a. The guide rail 52 extends in the extending direction De at the same height from the upper surface of the traveling path 51. That is, the guide rail 52 is arranged in a state of protruding upward in the vertical direction Dv at a position adjacent to the traveling surface 51a. The guide rail 52 is, for example, a rail-shaped member having an L-shaped cross section. Note that the shape of the guide rail 52 is not limited in any way, and it may be, for example, a rail-shaped member formed of H-shaped steel, I-shaped steel, or flat steel.

[0025] (Configuration of the Overhead Line Device) The overhead line device 3 is configured to supply power to the vehicle 10 by coming into contact with the current collector 2 of the vehicle 10. The overhead line device 3 is arranged on the running path 51 and extends in the running direction Da. The overhead line device 3 is arranged inside the width direction Dw with respect to the running surface 51a. The overhead line device 3 of the present embodiment is arranged at a position overlapping the center of the vehicle 10 in the width direction Dw. That is, the overhead line device 3 is arranged at the center in the width direction Dw on the running path 51. As shown in FIGS. 2 and 3, the overhead line device 3 of the present embodiment includes an overhead line support 31, an insulator 32, an overhead line 33, and an insulating plate 34.

[0026] The overhead line support 31 is fixed to the running path 51 inside the running surface 51a in the width direction Dw. Specifically, as shown in FIG. 1, the overhead line support 31 is fixed on the floor slab B at a position lower than the running surface 51a in the vertical direction Dv. The overhead line support 31 is arranged between a pair of running surfaces 51a in the width direction Dw. The overhead line support 31 has an inclined fixing surface. The inclined fixing surface extends inclined with respect to the vertical direction Dv when viewed from the running direction Da. The insulator 32 is fixed to the inclined fixing surface. Also, as shown in FIGS. 2 and 3, the overhead line support 31 of the present embodiment further includes a support body 311, a first receiving portion 312, and a second receiving portion 313.

[0027] The support body 311 is formed in a flat plate shape. The support body 311 is fixed on a surface slightly raised with concrete above the floor slab B at a position lower than the running surface 51a.

[0028] The first receiving part 312 is fixed to the receiving base body 311. The first receiving part 312 supports a first trolley wire 331 described later. The first receiving part 312 has a first inclined fixing surface 3120 as an inclined fixing surface. When viewed from the traveling direction Da, the first inclined fixing surface 3120 is inclined with respect to the vertical direction Dv and extends straight. The first inclined fixing surface 3120 is formed as a plane facing the outside in the width direction Dw and above the vertical direction Dv when viewed from the traveling direction Da. The first inclined fixing surface 3120 is inclined so as to face one traveling wheel 13 arranged on one side Dw1 in the width direction Dw. That is, the first inclined fixing surface 3120 is formed so as to face the first traveling wheel 13A and the vehicle body 11 when viewed from the traveling direction Da. A first insulator 321 described later is fixed to the first inclined fixing surface 3120. The first receiving part 312 and the receiving base body 311 are arranged side by side apart from each other in the traveling direction Da.

[0029] The second receiving part 313 is fixed to the receiving base body 311. The second receiving part 313 supports a second trolley wire 332 described later. The second receiving part 313 has a second inclined fixing surface 3130 as an inclined fixing surface. When viewed from the traveling direction Da, the second inclined fixing surface 3130 faces a direction different from that of the first inclined fixing surface 3120, is inclined with respect to the vertical direction Dv, and extends straight. The second inclined fixing surface 3130 is formed as a plane facing the outside on the opposite side in the width direction Dw from the first inclined fixing surface 3120 and above the vertical direction Dv when viewed from the traveling direction Da. The second inclined fixing surface 3130 is inclined so as to face the other traveling wheel 13 arranged on the other side Dw2 in the width direction Dw. That is, the second inclined fixing surface 3130 is formed so as to face the second traveling wheel 13B and the vehicle body 11 when viewed from the traveling direction Da. A second insulator 322 described later is fixed to the second inclined fixing surface 3130. The second receiving part 313 is arranged together with the receiving base body 311 so as to be side by side apart from each other in the traveling direction Da. The second receiving part 313 is arranged between a pair of first receiving parts 312 arranged side by side in the traveling direction Da. That is, the first inclined fixing surface 3120 and the second inclined fixing surface 3130 are arranged offset from each other in the traveling direction Da. The second receiving part 313 is arranged apart from the first receiving part 312 in the traveling direction Da.

[0030] The insulator 32 extends so as to protrude from the trolley wire receiving base 31. The insulator 32 is a known insulating material, and its dimensions and ratings are appropriately selected according to the design. The insulator 32 of the present embodiment has a first insulator 321 and a second insulator 322.

[0031] The first insulator 321 is fixed to the first receiving portion 312. Only one first insulator 321 is arranged for one first receiving portion 312. That is, the same number of first insulators 321 as the first receiving portions 312 are arranged. The first insulator 321 extends vertically from the first inclined fixing surface 3120.

[0032] The second insulator 322 is fixed to the second receiving portion 313. Only one second insulator 322 is arranged for one second receiving portion 313. That is, the same number of second insulators 322 as the second receiving portions 313 are arranged. The second insulator 322 extends vertically from the second inclined fixing surface 3130. The second insulator 322 is formed in the same shape as the first insulator 321.

[0033] The trolley wire 33 is made to be able to contact the current collector device 2. The trolley wire 33 is fixed to the tip of the insulator 32. The trolley wire 33 extends in the traveling direction Da at the same height from the traveling surface 51a at a position higher than the traveling surface 51a in the vertical direction Dv. The trolley wire 33 is arranged below the guide frame 161 in the vertical direction Dv. The trolley wire 33 is arranged at a position that protrudes most outward in the width direction Dw and above in the vertical direction Dv among the trolley wire devices 3 when viewed from the traveling direction Da. The trolley wire 33 has a positive (+) side first trolley wire 331 and a negative (−) side second trolley wire 332.

[0034] The first trolley wire 331 is fixed to the tip of the first insulator 321. The second trolley wire 332 is fixed to the tip of the second insulator 322. Therefore, the first trolley wire 331 and the second trolley wire 332 are arranged apart from each other in the width direction Dw. The first trolley wire 331 and the second trolley wire 332 extend parallel to each other in the traveling direction Da at the same height in the vertical direction Dv.

[0035] The insulating plate 34 ensures insulation separation between the first tram line 331 and the second tram line 332. The insulating plate 34 extends in the running direction Da between the first tram line 331 and the second tram line 332 in the width direction Dw. The insulating plate 34 is fixed to the tram line receiving base 31. The insulating plate 34 has a plate-like shape and protrudes upward from the receiving base body 311 in the vertical direction Dv. When viewed from the running direction Da, the position of the insulating plate 34 in the vertical direction Dv extends to a position overlapping the first tram line 331 and the second tram line 332. The insulating plate 34 is formed in a shape straddling the first receiving portion 312 and the first insulator 321, and the second receiving portion 313 and the second insulator 322. The insulating plate 34 is formed of a known insulating material.

[0036] (Detailed configuration of the current collection device) Next, the current collection device 2 that contacts the tram line device 3 will be described in detail. As shown in FIGS. 2 and 3, the current collection device 2 of the present embodiment includes a base portion 21, an arm portion 22, a current collection shoe 23, and a biasing portion 24. The base portion 21, the arm portion 22, the current collection shoe 23, and the biasing portion 24 are arranged in pairs at the same position in the running direction Da so as to correspond to the first tram line 331 and the second tram line 332, respectively.

[0037] The base portion 21 is disposed below the vehicle body 11 in the vertical direction Dv. The base portion 21 is fixed to the guide frame 161. The base portion 21 is formed of an insulating material. The base portion 21 has a base fixing portion 221, a base insulator portion 222, a base insulating portion 223, and a base rotation support portion 224.

[0038] The base fixing portion 221 is formed in a flat plate shape that spreads along the front surface of the guide frame 161 facing forward in the running direction Da. The base fixing portion 221 is fixed to the guide frame 161.

[0039] The base insulator portion 222 is fixed in front of the base fixing portion 221 in the traveling direction Da. A pair of base insulator portions 222 are arranged apart from each other in the width direction Dw. The base insulator portion 222 is made of a known insulating material, similar to the insulator 32, and its dimensions and ratings are appropriately selected according to the design.

[0040] The base insulating portion 223 is arranged at an interval from the base fixing portion 221 in the traveling direction Da. The base insulating portion 223 is fixed to the pair of base insulator portions 222. That is, the base insulating portion 223 is arranged away from the base fixing portion 221 in the traveling direction Da by the base insulator portions 222.

[0041] The base rotation support portion 224 rotatably supports the arm portion 22. The base rotation support portion 224 is fixed to the base insulating portion 223. The base rotation support portion 224 protrudes forward in the traveling direction Da, which is the side opposite to the side where the base insulator portion 222 is arranged, from the base front edge portion. The base rotation support portion 224 supports the arm portion 22 around a first virtual axis extending in a direction orthogonal to the direction in which the arm portion 22 extends.

[0042] The arm portion 22 is rotatably supported with respect to the base portion 21. The end portion of the arm portion 22 is rotatably supported around the first virtual axis at the base rotation support portion 224. The arm portion 22 extends from the base rotation support portion 224 toward the outer side in the radial direction centered on the first virtual axis. The arm portion 22 extends such that the tip on the side opposite to the end portion (base end) supported by the base rotation support portion 224 is away from the base portion 21. The arm portion 22 extends obliquely from the base rotation support portion 224 toward the overhead line 33. The arm portion 22 extends while inclining downward in the vertical direction Dv and inward in the width direction Dw from the base portion 21. The arm portion 22 is formed of an insulating material.

[0043] The current collector shoe 23 is capable of contacting the overhead line 33. The current collector shoe 23 is rotatably supported at the tip of the arm portion 22. The current collector shoe 23 of the present embodiment has a shoe main body 231 and a shoe rotation support portion 232.

[0044] The shoe main body 231 is formed in a block shape. The shoe main body 231 has a contact surface capable of contacting the overhead line 33. The contact surface is an outer surface facing the surface of the overhead line 33 in the current collector shoe 23, and by being parallel to the aforementioned first inclined fixed surface 3120 and the second inclined fixed surface 3130, it contacts the inclination angle of the overhead line 33 at a right angle. At least the portion forming the contact surface of the current collector shoe 23 is formed of a conductive material.

[0045] The shoe rotation support portion 232 is rotatably connected to the arm portion 22. The shoe rotation support portion 232 is fixed to the shoe main body 231. The shoe rotation support portion 232 protrudes from the shoe main body 231. The shoe rotation support portion 232 supports the arm portion 22 around a second virtual axis parallel to the first virtual axis. Therefore, by the shoe rotation support portion 232, the shoe main body 231 is rotatably supported around the second virtual axis at the tip of the arm portion 22.

[0046] The biasing portion 24 biases the arm portion 22 in the direction in which the current collector shoe 23 approaches the overhead line 33. The biasing portion 24 extends such that its first end is connected to the base portion 21 and its second end on the side opposite to the first end is connected to the arm portion 22. When viewed in the vertical direction Dv, the biasing portion 24 is disposed between the arm portion 22 and the overhead line 33 in the width direction Dw. The first end of the biasing portion 24 is fixed to the base insulating portion 223. When viewed in the traveling direction Da, the first end of the biasing portion 24 is disposed at the same position as the base rotation support portion 224 in the vertical direction Dv. The second end of the biasing portion 24 is fixed to the middle of the arm portion 22. The biasing portion 24 of the present embodiment is, for example, a coil spring extending between the first end and the second end in a contracted state. The biasing portion 24 biases the arm portion 22 in the circumferential direction about the first virtual axis with respect to the base insulating portion 223 in the direction in which the tip of the arm portion 22 approaches the overhead line 33. In the biasing portion 24 of the present embodiment, the second end rotates together with the arm portion 22 with respect to the first end, and expands and contracts to maintain the initial contracted state. The biasing portion 24 expands and contracts and deforms to generate a reaction force to bias the arm portion 22.

[0047] (Function and Effect) In the track traffic system 1 of the first embodiment, the overhead line device 3 can be in contact with the current collector 2 below the vehicle body 11 in the vertical direction Dv and inside the running wheels 13 in the width direction Dw. Further, the overhead line pedestal 31 is fixed to the running path 51 inside the running surface 51a in the width direction Dw. That is, the overhead line device 3 is arranged below the vehicle body 11 in the vertical direction Dv and inside the running wheels 13 in the width direction Dw. Further, the overhead line 33 is fixed to the tip of the insulator 32 extending vertically from the inclined fixing surface formed on the overhead line pedestal 31. The inclined fixing surface extends inclined with respect to the vertical direction Dv when viewed from the running direction Da. That is, the overhead line 33 is arranged so as to project not directly above or horizontally with respect to the inclined fixing surface but at a position obliquely above. Therefore, the height and width of the overhead line device 3 can be suppressed to be smaller than the case where the overhead line 33 is arranged so as to project directly above or horizontally with respect to the overhead line pedestal 31. Thereby, while arranging the overhead line 33 and the current collector 2, the sizes of the track 50 and the vehicle 10 can be suppressed.

[0048] Further, since the height and width of the overhead line device 3 can be suppressed with a simple configuration using the overhead line pedestal 31 having an inclined fixing surface, the installation range of the overhead line 33 in the track 50 can be narrowed, and the process of the laying work can be shortened and the installation cost can be reduced.

[0049] In addition, it has two different positive and negative trolley wires 33, namely the positive first trolley wire 331 and the negative second trolley wire 332. In addition, the first trolley wire 331 is fixed via a first inclined fixing surface 3120 inclined so as to face the first running wheel 13A arranged on the first side Da1 in the width direction Dw. The second trolley wire 332 is fixed via a second inclined fixing surface 3130 inclined so as to face the second running wheel 13B arranged on the second side Da2 in the width direction Dw. That is, the first trolley wire 331 and the second trolley wire 332 are fixed to the first inclined fixing surface 3120 and the second inclined fixing surface 3130 facing opposite in the width direction Dw, respectively. Thereby, the first trolley wire 331 and the second trolley wire 332, which are separated from each other, can be arranged as close to each other as possible in the width direction Dw. As a result, the width of the trolley wire device 3 can be suppressed to be smaller with a simple configuration. Thereby, while arranging the trolley wire 33 and the current collectors 2, 2A inside in the width direction Dw, the sizes of the track 50 and the vehicle 10 can be further suppressed.

[0050] In particular, in the rail transit system 1, it is necessary for a pair of the positive first trolley wire 331 and the negative second trolley wire 332 to be in contact with the current collector 2 at the same time. On the other hand, when the vehicle 10 enters a curve or the like and tilts, the current collector 2 also shifts in the vertical direction Dv so as to roll. However, since the first trolley wire 331 and the second trolley wire 332, which are separated from each other, are arranged as close to each other as possible in the width direction Dw below the vehicle body 11 in the vertical direction Dv and near the center in the width direction Dw, they are close to the rolling center of the vehicle 10, and the contact positions between the current collector 2 and the first trolley wire 331 and the second trolley wire 332 are in a narrow range in the width direction Dw. As a result, the displacement of the current collector 2 due to rolling is reduced as the vehicle 10 rolls, and the current collector 2 and the trolley wire 33 can be kept in stable contact with each other.

[0051] Also, an insulating plate 34 is disposed between the first electric train line 331 and the second electric train line 332. Therefore, even in a situation where the first electric train line 331 and the second electric train line 332 are likely to short-circuit during rainy days or the like, it is possible to suppress the occurrence of a short circuit. Accordingly, while securing an insulation distance, the first electric train line 331 and the second electric train line 332 can be brought closer in the width direction Dw. As a result, with a simple configuration, the width of the electric train line device 3 can be further reduced. Thereby, while disposing the electric train line 33 and the current collector device 2 inside the width direction Dw, the sizes of the track 50 and the vehicle 10 can be further reduced.

[0052] Also, in the current collector device 2, electricity is supplied from the first electric train line 331 or the second electric train line 332 by bringing the current collector shoe 23 into contact with the surface of the first electric train line 331 or the second electric train line 332. When the vehicle 10 travels along the track 50, the position of the vehicle body 11 with respect to the first electric train line 331 or the second electric train line 332 may shift in the width direction Dw or the vertical direction Dv. As a result, the distance between the first electric train line 331 or the second electric train line 332 and the current collector device 2 may increase or decrease. However, the arm portion 22 connected to the current collector shoe 23 is biased by the biasing portion 24 in a direction in which the current collector shoe 23 approaches the first electric train line 331 or the second electric train line 332. And the arm portion 22 is rotatable about a first virtual axis with respect to the base portion 21 fixed to the vehicle body 11. In addition, the arm portion 22 supports the current collector shoe 23 so as to be rotatable about a second virtual axis. Therefore, the arm portion 22 is rotated with respect to the base portion 21 by being biased by the biasing portion 24, and is rotated so that the current collector shoe 23 follows the position of the first electric train line 331 or the second electric train line 332. Thereby, regardless of the position of the vehicle body 11, the current collector shoe 23 can be stably brought into contact with the surface of the first electric train line 331 or the second electric train line 332 while following the position of the first electric train line 331 or the second electric train line 332.

[0053] Further, in the present embodiment, the guide rail 52 is an inside guide type that can contact the inside of the guide wheel 162 outside the traveling wheel 13 in the width direction Dw. By installing the current collector 2 of the present embodiment on the vehicle 10 of the inside guide type in this way, the spread to the outside in the width direction Dw due to the installation of the guide device 16 and the guide rail 52, and the trolley wire 33 and the current collector 2 can be suppressed, and the size of the track 50 and the vehicle 10 in the width direction Dw can be further suppressed.

[0054] <Second Embodiment> Next, a second embodiment of the rail transit system 1A according to the present disclosure will be described. In the rail transit system 1A of the second embodiment described below, components common to the first embodiment are denoted by the same reference numerals in the drawings, and their descriptions are omitted.

[0055] (Configuration of Current Collector) As shown in FIGS. 4 and 5, in the rail transit system 1A of the second embodiment, the structure of the current collector 2A is different from that of the first embodiment. The current collector 2A of the second embodiment includes a base portion 21A, an arm portion 22, a current collecting shoe 23, a biasing portion 24A, and a shoe insulator 27. The base portion 21A, the arm portion 22, the current collecting shoe 23, the biasing portion 24A, and the shoe insulator 27 are arranged in sets of one each with respect to the first trolley wire 331 and the second trolley wire 332.

[0056] The base portion 21A of the second embodiment includes a base fixing portion 221, a base insulator portion 222, a base insulating portion 223, a base rotation support portion 224, and a fixed rotation portion 225.

[0057] The fixed rotating part 225 rotatably supports the base rotating support part 224. The fixed rotating part 225 is fixed to the base insulating part 223. The fixed rotating part 225 rotatably supports the base rotating support part 224 around a horizontal axis extending in the traveling direction Da with respect to the base insulating part 223. That is, the base rotating support part 224 of the second embodiment is fixed to the base insulating part 223 via the fixed rotating part 225. The fixed rotating part 225 is, for example, a rotary bearing having a horizontal axis extending in the traveling direction Da. The horizontal axis is a virtual axis extending in a direction orthogonal to the first virtual axis and the second virtual axis. By the rotation of the base rotating support part 224 around the horizontal axis by the fixed rotating part 225, the arm part 22 also rotates around the horizontal axis. That is, the arm part 22 is supported by the base part 21A so as to be rotatable around the horizontal axis when viewed from the traveling direction Da. Therefore, the arm part 22 of the second embodiment is supported by the base part 21A so as to be rotatable around the first virtual axis and rotatable around the horizontal axis when viewed from the traveling direction Da.

[0058] The biasing part 24A of the second embodiment biases the arm part 22 so that the current collector shoe 23 approaches the overhead line 33 from different directions. Specifically, similar to the first embodiment, the biasing part 24A biases the arm part 22 in the circumferential direction centered on the first virtual axis with respect to the base insulating part 223 in a direction in which the tip of the arm part 22 approaches the overhead line 33. Further, the biasing part 24A of the second embodiment biases the arm part 22 so that the current collector shoe 23 approaches the overhead line 33 also in the vertical direction Dv. The biasing part 24A includes an upward biasing part 241 and a downward biasing part 242.

[0059] The upward biasing portion 241 biases the arm portion 22 such that the current collector shoe 23 moves upward from below in the vertical direction Dv. The upward biasing portion 241 extends with its first end connected to the base portion 21A and its second end opposite the first end connected to the arm portion 22. When viewed in the vertical direction Dv, the upward biasing portion 241 is disposed between the arm portion 22 and the overhead line 33 in the width direction Dw. The first end of the upward biasing portion 241 is fixed to the base insulating portion 223. When viewed in the traveling direction Da, the first end of the upward biasing portion 241 is disposed above the fixed rotation portion 225 in the vertical direction Dv. The second end of the upward biasing portion 241 is fixed to the middle of the arm portion 22. The upward biasing portion 241 of the present embodiment is, for example, a spring that extends between the first end and the second end in a contracted state. The upward biasing portion 241 biases the arm portion 22 in the circumferential direction about the first virtual axis with respect to the base insulating portion 223 in the direction in which the tip of the arm portion 22 approaches the overhead line 33. In addition, the upward biasing portion 241 biases the arm portion 22 with respect to the base insulating portion 223 such that the tip of the arm portion 22 approaches the overhead line 33 from below in the vertical direction Dv.

[0060] The downward biasing portion 242 biases the arm portion 22 such that the current collector shoe 23 moves from above to below in the vertical direction Dv. The downward biasing portion 242 extends such that its first end is connected to the base portion 21A and its second end opposite the first end is connected to the arm portion 22. When viewed in the vertical direction Dv, the downward biasing portion 242 is disposed between the arm portion 22 and the overhead line 33 in the width direction Dw. The first end of the downward biasing portion 242 is fixed to the base insulating portion 223. When viewed in the running direction Da, the first end of the downward biasing portion 242 is disposed below the fixed rotation portion 225 in the vertical direction Dv. That is, when viewed in the running direction Da, the first end of the downward biasing portion 242 is disposed below the first end of the upward biasing portion 241 in the vertical direction Dv. Also, when viewed in the running direction Da, the first end of the downward biasing portion 242 is disposed outside (a position closer to the guide wheel 162) the first end of the upward biasing portion 241 in the width direction Dw. The second end of the downward biasing portion 242 is fixed to the middle of the arm portion 22. The second end of the downward biasing portion 242 is fixed to the arm portion 22 at the same position as the second end of the upward biasing portion 241. The downward biasing portion 242 of the present embodiment is, for example, the same member as the upward biasing portion 241. That is, the downward biasing portion 242 is a leaf spring that extends between the first end and the second end in a contracted state. The downward biasing portion 242 biases the arm portion 22 in the circumferential direction about the first virtual axis with respect to the base insulating portion 223 in a direction in which the tip of the arm portion 22 approaches the overhead line 33. In addition, contrary to the upward biasing portion 241, the downward biasing portion 242 biases the arm portion 22 such that the tip of the arm portion 22 approaches the overhead line 33 from above to below in the vertical direction Dv with respect to the base insulating portion 223.

[0061] With such an upward biasing portion 241 and downward biasing portion 242, the biasing portion 24A of the second embodiment expands and contracts to maintain the initial contracted state even when the tip of the arm portion 22 moves in a direction deviating from the overhead line 33 in the vertical direction Dv in addition to the same movement as the biasing portion 24 of the first embodiment.

[0062] The shoe insulator 27 is fixed to the tip of the arm portion 22. A pair of shoe insulators 27 are arranged so as to sandwich the current collector shoe 23 in the vertical direction Dv. The shoe insulator 27 protrudes from the tip of the arm portion 22 in the direction toward the overhead line 33 rather than the current collector shoe 23. The pair of shoe insulators 27 in the present embodiment restricts the movement of the shoe body 231 in the vertical direction Dv in a state of contacting the overhead line 33. The pair of shoe insulators 27 are arranged so as to sandwich the shoe body 231 in the vertical direction Dv. The pair of shoe insulators 27 are fixed to the shoe rotation support portion 232. The pair of shoe insulators 27 protrude in the same direction as the shoe body 231 with respect to the shoe rotation support portion 232. The pair of shoe insulators 27 are formed with a larger protruding amount so as to approach the overhead line 33 more than the shoe body 231. The pair of shoe insulators 27 are formed of a known insulating material.

[0063] (Function and effect) In the rail transit system 1A of the second embodiment, the arm portion 22 is biased by the upward biasing portion 241 so that the current collector shoe 23 moves upward from below in the vertical direction Dv. In addition, the arm portion 22 is biased by the downward biasing portion 242 so that the current collector shoe 23 moves downward from above in the vertical direction Dv. That is, in the current collector device 2A, the arm portion 22 is biased not only in one direction like the biasing portion 24 of the first embodiment, but also by the upward biasing portion 241 and the downward biasing portion 242 so as to be sandwiched in the vertical direction Dv. And the arm portion 22 is rotatable not only around the first virtual axis but also around a horizontal axis orthogonal to the first virtual axis with respect to the base portion 21A by the fixed rotation portion 225. Therefore, according to the biasing by the upward biasing portion 241 and the downward biasing portion 242, the arm portion 22 can rotate flexibly with respect to the base portion 21A. Therefore, even if the vehicle 10 tilts at a curve or the like, the current collector device 2A also rolls, and the position of the current collector shoe 23 deviates either above or below the vertical direction Dv with respect to the first overhead line 331 and the second overhead line 332, the position of the current collector shoe 23 can be stably made to follow the positions of the first overhead line 331 and the second overhead line 332.

[0064] In addition, at the tip of the arm portion 22, a pair of shoe insulators 27 are arranged so as to sandwich the current collector shoe 23 in the vertical direction Dv. In addition, the pair of current collector shoes 23 are formed so as to project in the direction toward the overhead line 33 with respect to the current collector shoe 23. That is. The current collector shoe 23 is in a state of being accommodated in a groove formed between the projecting shoe insulators 27. Therefore, even if the position of the current collector shoe 23 tries to shift upward or downward in the vertical direction Dv with respect to the first overhead line 331 and the second overhead line 332, before the current collector shoe 23 comes off from the first overhead line 331 or the second overhead line 332, the shoe insulator 27 contacts the first overhead line 331 or the second overhead line 332. As a result, the movement of the current collector shoe 23 in the vertical direction Dv is restricted by the pair of shoe insulators 27. Thereby, the position of the current collector shoe 23 can surely follow the positions of the first overhead line 331 and the second overhead line 332, and the current collector shoe 23 can be stably brought into contact with the first overhead line 331 and the second overhead line 332.

[0065] <Third Embodiment> Next, a third embodiment of the rail transit system 1B according to the present disclosure will be described. In the rail transit system 1B of the third embodiment described below, components common to the first embodiment and the second embodiment are denoted by the same reference numerals in the drawings, and the description thereof will be omitted.

[0066] (Configuration of Rail) As shown in FIGS. 6 to 9, the rail 50 of the present embodiment of the third embodiment further includes a main line portion 60 and a branch portion 70.

[0067] (Configuration of Main Line Portion) As shown in FIG. 6, the main line portion 60 causes the vehicle 10 to travel in one traveling direction Da. The main line portion 60 is arranged on both sides of the branch portion 70 in the traveling direction Da so as to sandwich the branch portion 70. The main line portion 60 has a main line traveling path 61 that is a part of the traveling path 51, a guide rail 52 that guides the vehicle 10, and a main line overhead line portion 3A described later.

[0068] The main track 61 extends in the extending direction De and is enabled for the vehicle 10 to travel thereon. The main track 61 has a running surface 51a.

[0069] (Configuration of the branch section) The branch section 70 is enabled to switch the advancing direction of the vehicle 10 traveling on the main track 61. The branch section 70 is connected to the main track section 60. The branch section 70 is a branch road for advancing the vehicle 10 traveling on the main track section 60 in different directions. Therefore, the branch section 70 is connected to another main track section 60 different from the original main track section 60 at the branched destination. Also, in the branch section 70 of the present embodiment, only one of the running roads 51 extending in different directions so as to branch from the main track 61 is connected to the second running road 72. The branch section 70 has a first running road 71, a second running road 72, a branch guide 80, a movable device 90, and a branch electric train line section 3B described later.

[0070] The first running road 71 is a part of the running road 51. The first running road 71 is connected to the main track 61. The first running road 71 of the present embodiment extends in the first direction D1 which is the same direction as the main track 61. That is, the first running road 71 is connected so as to extend the main track 61 without changing the advancing direction of the vehicle 10.

[0071] The second running road 72 is a part of the running road 51. The second running road 72 is connected to the main track 61. The second running road 72 of the present embodiment extends in a second direction D2 different from the first running road 71 so as to branch from the main track 61. The second running road 72 is connected to the main track 61 while curving. That is, in the branch section 70, the vehicle 10 that has traveled on the main track 61 will either proceed to the first running road 71 without changing the advancing direction or proceed to the second running road 72 with the advancing direction changed.

[0072] Here, the rear of the traveling direction Da of the vehicle 10 passing through the main line traveling path 61 or the first traveling path 71 (the side where the vehicle 10 is arranged in FIG. 6) may be referred to as the first side Da1 of the first direction D1. Also, the front of the traveling direction Da of the vehicle 10 passing through the main line traveling path 61 or the first traveling path 71 (the side where the vehicle 10 is not arranged in FIG. 6) may be referred to as the second side Da2 of the first direction D1.

[0073] Note that the main line portion 60 is arranged on the first side Da1 of the first direction D1 with respect to the branch portion 70, on the second side Da2 of the first direction D1 with respect to the branch portion 70, and on the second side Da2 of the second direction D2 with respect to the branch portion 70. However, in the present embodiment, when simply referring to the main line traveling path 61, it refers to the main line traveling path 61 arranged on the first side Da1 of the first direction D1 with respect to the branch portion 70 (the main line traveling path 61 that the vehicle 10 passes through before entering the branch portion 70) among the main line traveling paths 61 of the plurality of main line portions 60.

[0074] Furthermore, the rear of the traveling direction Da of the vehicle 10 passing through the second traveling path 72 (the side where the main line traveling path 61 is arranged with respect to the second traveling path 72 in FIG. 6) may be referred to as the first side Da1 of the second direction D2. The front of the traveling direction Da of the vehicle 10 passing through the second traveling path 72 (the side where the second traveling path 72 is arranged with respect to the main line traveling path 61 in FIG. 6) may be referred to as the second side Da2 of the second direction D2.

[0075] The first traveling path 71 and the second traveling path 72 have a traveling surface 51a. The upper surfaces of the first traveling path 71 and the second traveling path 72 may be integrally formed across the width direction Dw and extending left and right, or may be formed separately on the left and right. Therefore, a part of the upper surfaces of the first traveling path 71 and the second traveling path 72 forms the traveling surface 51a.

[0076] The branch guide 80 guides the traveling direction of the vehicle 10 so that the vehicle 10 moves along the first traveling path 71 or the second traveling path 72 by contacting the guide ring 162. The branch guide 80 is disposed outside in the width direction Dw with respect to the first traveling path 71 and the second traveling path 72. A part of the branch guide 80 is movable between a first state and a second state. Here, the state of the branch guide 80 switched to guide the vehicle 10 traveling on the main line traveling path 61 to the first traveling path 71 is referred to as the first state (see FIG. 7). Further, the state of the branch guide 80 switched to guide the vehicle 10 traveling on the main line traveling path 61 to the second traveling path 72 is referred to as the second state (see FIG. 8). The branch guide 80 of the present embodiment includes a first movable guide rail 81, a first fixed guide rail 82, a first auxiliary movable guide rail 83, a first auxiliary fixed guide rail 84, a second movable guide rail 85, a second fixed guide rail 86, a second auxiliary movable guide rail 87, and a second auxiliary fixed guide rail 88. The first movable guide rail 81, the first auxiliary movable guide rail 83, the second movable guide rail 85, and the second auxiliary movable guide rail 87 are some of the movable members in the branch guide 80. On the other hand, the first fixed guide rail 82, the first auxiliary fixed guide rail 84, the second fixed guide rail 86, and the second auxiliary fixed guide rail 88 are immovable members in the branch guide 80.

[0077] The first movable guide rail 81 guides the vehicle 10 to the first traveling path 71 at the branch portion 70. The first movable guide rail 81 is disposed at a position deviated from the traveling surface 51a.

[0078] The first movable guide rail 81 is arranged in a position where it can guide the vehicle 10 in contact with the guide wheel 162 in the first state. In the second state, the first movable guide rail 81 is arranged in a position where it cannot guide the vehicle 10 without contacting the guide wheel 162. Specifically, the first movable guide rail 81 is rotatably movable about the first rotation axis 811 in the width direction Dw between the first state and the second state. In the first state, the first movable guide rail 81 is positioned at a position where it can contact the inner side surface in the width direction Dw of the guide wheel 162 of the passing vehicle 10 and guide the vehicle 10 to the first travel path 71. In the second state, the first movable guide rail 81 is positioned at a position where it cannot contact the guide wheel 162 of the passing vehicle 10 and cannot guide the vehicle 10 to the first travel path 71.

[0079] As shown in FIGS. 7 and 8, the first movable guide rail 81 is rotatably supported with respect to the running surface 51a. Specifically, the first movable guide rail 81 of the present embodiment is rotatable about the first rotation axis 811 arranged at one end (the first end), which is the proximal end. The proximal end of the first movable guide rail 81 is arranged at a position where it contacts the first fixed guide rail 82 when viewed from above in the vertical direction Dv.

[0080] In the first movable guide rail 81, the first fixed guide rail 82, the first auxiliary movable guide rail 83, the first auxiliary fixed guide rail 84, the second movable guide rail 85, the second fixed guide rail 86, the second auxiliary movable guide rail 87, and the second auxiliary fixed guide rail 88, one end portion is the end portion on the second side Da2 in the first direction D1 or the second direction D2. Further, the other end portion in these is the end portion on the opposite side to the one end portion and is the end portion on the first side Da1 in the first direction D1 or the second direction D2.

[0081] Also, as shown in FIG. 8, the tip of the first movable guide rail 81 is separated from the end of the guide rail 52 in the second state. In the present embodiment, the other end of the first movable guide rail 81 is on one side Dw1 in the width direction Dw with respect to the first guide rail 521 in the second state and is disposed at a position where it cannot contact the guide wheel 162. As a result, in the second state, the first movable guide rail 81 is disposed in an inclined state with respect to the guide rail 52 and the first fixed guide rail 82 when viewed in the vertical direction Dv. As a result, in the second state, the first movable guide rail 81 cannot contact the guide wheel 162 of the passing vehicle 10.

[0082] As shown in FIG. 6, the first fixed guide rail 82 guides the vehicle 10 to the first travel path 71 at the branch portion 70 together with the first movable guide rail 81. One end of the first movable guide rail 81 is connected to the other end of the first fixed guide rail 82 in a rotatable state. Also, one end (second end) of the first fixed guide rail 82 is integrally connected to the first guide rail 521 of another main line portion 60 located on the second side Da2 in the first direction D1 with respect to the branch portion 70.

[0083] The first auxiliary movable guide rail 83 guides the vehicle 10 to the first travel path 71 at the branch portion 70 together with the first movable guide rail 81. The first auxiliary movable guide rail 83 is disposed on the same side as the first guide rail 521 in the width direction Dw with respect to the travel path 51. The first auxiliary movable guide rail 83 is disposed outside the first movable guide rail 81 in the width direction Dw. The first auxiliary movable guide rail 83 is separated from the first movable guide rail 81 by a distance that allows it to guide the guide wheel 162 across the width direction Dw on one side Dw1 in the width direction Dw. The first auxiliary movable guide rail 83 is disposed closer to the main line travel path 61 than the first auxiliary fixed guide rail 84 in the first direction D1 when viewed from above in the vertical direction Dv.

[0084] The first auxiliary movable guide rail 83 is arranged in a position where it can guide the vehicle 10 by contacting the guide wheel 162 in the first state. In the second state, the first auxiliary movable guide rail 83 is arranged in a position where it cannot guide the vehicle 10 without contacting the guide wheel 162. Thus, the first auxiliary movable guide rail 83 is rotatably movable about the first auxiliary rotation axis 831 in the width direction Dw between the first state and the second state. The first auxiliary movable guide rail 83 is movable to the first state and the second state simultaneously with the first movable guide rail 81. In the first state, the first auxiliary movable guide rail 83 is arranged at a position where it can contact the outside in the width direction Dw of the guide wheel 162 of the passing vehicle 10 and guide the vehicle 10 to the first traveling path 71. In the second state, the first auxiliary movable guide rail 83 is arranged at a position where it cannot contact the guide wheel 162 of the passing vehicle 10 and cannot guide the vehicle 10 to the first traveling path 71.

[0085] Further, the first auxiliary movable guide rail 83 is rotatably supported with respect to the traveling surface 51a. Specifically, the first auxiliary movable guide rail 83 of the present embodiment is rotatable about a first auxiliary rotation shaft 831 disposed at one end. Note that one end of the first auxiliary movable guide rail 83 is the proximal end of the first auxiliary movable guide body 832. Also, the other end (second end) of the first auxiliary movable guide rail 83 is the tip of the first inlet inclined portion 833. One end of the first auxiliary movable guide rail 83 is disposed at a position where it contacts the first auxiliary fixed guide rail 84 when viewed from above in the vertical direction Dv. Therefore, the first auxiliary movable guide rail 83 is rotatable about the first auxiliary rotation shaft 831 disposed at the proximal end of the first auxiliary movable guide body 832 so as to largely move the first inlet inclined portion 833 between the first state and the second state. In the present embodiment, the end of the first auxiliary movable guide rail 83, which is the tip of the first inlet inclined portion 833, moves clockwise so as to move away from the travel path 51 when changing from the first state to the second state. Also, the first auxiliary movable guide rail 83 has a smaller movement distance (stroke) in the width direction Dw of the tip of the first inlet inclined portion 833 between the first state and the second state than the movement distance in the width direction Dw of the tip of the first movable guide rail 81. The movement distance in the width direction Dw of the tip of the first inlet inclined portion 833 is preferably as small as possible within the range where it can move without contacting the first movable guide rail 81 with respect to the movement distance in the width direction Dw of the tip of the first movable guide rail 81.

[0086] As shown in FIG. 7, in the first state, the tip of the first auxiliary movable guide rail 83 is disposed at a position closest to the first guide rail 521 in the width direction Dw. However, in the first state, the tip of the first inlet inclined portion 833 is disposed at a position where it cannot contact the guide wheel 162. Further, in the first state, the first inlet inclined portion 833 is disposed in an inclined state with respect to the guide rail 52 and the first auxiliary fixed guide rail 84 when viewed in the vertical direction Dv. On the other hand, in the first state, the connection portion between the first inlet inclined portion 833 and the first auxiliary movable guide body 832 is disposed at a position where it can contact the guide wheel 162. Specifically, in the first state, the connection portion between the first inlet inclined portion 833 and the first auxiliary movable guide body 832 is disposed at the same position as the base end of the first auxiliary movable guide body 832 in the width direction Dw. Thereby, in the first state, when viewed in the vertical direction Dv, the first auxiliary movable guide body 832 is disposed outside the first movable guide rail 81 in the width direction Dw and extends parallel to the first movable guide rail 81. That is, in the first state, the first auxiliary movable guide body 832 extends straight in the first direction D1. Thereby, in the first state, the first auxiliary movable guide rail 83 can contact the guide wheel 162 of the passing vehicle 10 from the outside in the width direction Dw.

[0087] Also, as shown in FIG. 8, in the second state, the tip of the first auxiliary movable guide rail 83 is disposed at a position farthest from the first guide rail 521 in the width direction Dw. In the second state, not only the tip of the first inlet inclined portion 833 but also the connection portion between the first inlet inclined portion 833 and the first auxiliary movable guide body 832 are disposed at positions where they cannot contact the guide wheel 162. Thereby, in the second state, when viewed in the vertical direction Dv, the first auxiliary movable guide body 832 is in an inclined state with respect to the guide rail 52 and the first auxiliary fixed guide rail 84. As a result, in the second state, the first auxiliary movable guide rail 83 cannot contact the guide wheel 162 of the passing vehicle 10.

[0088] As shown in FIG. 6, the first auxiliary fixed guide rail 84 guides the vehicle 10 to the first traveling path 71 at the branch portion 70 together with the first fixed guide rail 82 and the first auxiliary movable guide rail 83. The first auxiliary fixed guide rail 84 is disposed in a non-movable state on the floor plate B at the branch portion 70.

[0089] The second movable guide rail 85 guides the vehicle 10 to the second traveling path 72 at the branch portion 70. The second movable guide rail 85 is disposed at a position deviated from the traveling surface 51a.

[0090] In the first state, the second movable guide rail 85 is disposed at a position where it cannot guide the vehicle 10 without contacting the guide wheel 162. In the second state, the second movable guide rail 85 is disposed at a position where it can guide the vehicle 10 by contacting the guide wheel 162. Specifically, the second movable guide rail 85 is rotatable about the second rotation axis 851 between the first state and the second state. In the first state, the second movable guide rail 85 is disposed at a position where it cannot contact the guide wheel 162 of the passing vehicle 10 and cannot guide the vehicle 10 to the second traveling path 72. In the second state, the second movable guide rail 85 is disposed at a position where it can contact the inner side surface in the width direction Dw of the guide wheel 162 of the passing vehicle 10 and guide the vehicle 10 to the second traveling path 72. That is, in the second movable guide rail 85, the connection state to the guide rail 52 is opposite to that of the first movable guide rail 81 between the first state and the second state.

[0091] As shown in FIGS. 7 and 8, the second movable guide rail 85 is rotatably supported with respect to the traveling surface 51a. Specifically, the second movable guide rail 85 of the present embodiment is rotatable about the second rotation axis 851 disposed at one end portion (the first end portion) which is the proximal end. The proximal end of the second movable guide rail 85 is disposed at a position in contact with the second fixed guide rail 86 when viewed from above in the vertical direction Dv.

[0092] Also, as shown in FIG. 8, in the second state, the tip of the second movable guide rail 85 is in contact with the end of the guide rail 52. At this time, the surface facing the other side Dw2 in the width direction Dw of the second movable guide rail 85 and the surface facing the other side Dw2 in the width direction Dw of the second guide rail 522 are arranged at the same position in the width direction Dw so as to be flush. Thereby, in the second state, the second movable guide rail 85 is arranged at the same position as the second guide rail 522 in the width direction Dw so as to extend the second guide rail 522 when viewed from the vertical direction Dv. In addition, in the second state, the second movable guide rail 85 is in a state of extending in the second direction D2. Thereby, in the second state, the second movable guide rail 85 can be contacted from the inside in the width direction Dw with respect to the guide wheels 162 of the passing vehicle 10.

[0093] As shown in FIG. 6, the second fixed guide rail 86 guides the vehicle 10 to the second traveling path 72 at the branch portion 70 together with the second movable guide rail 85. One end of the second movable guide rail 85 is connected to the other end of the second fixed guide rail 86 in a rotatable state. Further, one end (the second end) of the second fixed guide rail 86 is integrally connected to the second guide rail 522 of another main line portion 60 located on the second side Da2 in the second direction D2 with respect to the branch portion 70.

[0094] The second auxiliary movable guide rail 87 guides the vehicle 10 to the second traveling path 72 at the branch portion 70 together with the second movable guide rail 85. The second auxiliary movable guide rail 87 is arranged on the same side as the second guide rail 522 in the width direction Dw with respect to the traveling path 51. The second auxiliary movable guide rail 87 is arranged outside the second movable guide rail 85 in the width direction Dw. The second auxiliary movable guide rail 87 is arranged away from the second movable guide rail 85 by a distance that can guide the guide wheels 162 with the guide wheels 162 sandwiched in the width direction Dw on the other side Dw2 in the width direction Dw. The second auxiliary movable guide rail 87 is arranged at a position closer to the traveling path 51 than the second auxiliary fixed guide rail 88 in the second direction D2 when viewed from above in the vertical direction Dv.

[0095] The second auxiliary movable guide rail 87 is arranged in a position where it cannot guide the vehicle 10 without contacting the guide wheel 162 in the first state. In the second state, the second auxiliary movable guide rail 87 is arranged in a position where it can guide the vehicle 10 by contacting the guide wheel 162. In this way, the second auxiliary movable guide rail 87 can be rotationally movable about the second auxiliary rotation axis 871 in the width direction Dw between the first state and the second state. The second auxiliary movable guide rail 87 can be moved to the first state and the second state simultaneously with the second movable guide rail 85. In the first state, the second auxiliary movable guide rail 87 is arranged at a position where it cannot contact the guide wheel 162 of the passing vehicle 10 and cannot guide the vehicle 10 to the second traveling path 72. In the second state, the second auxiliary movable guide rail 87 is arranged at a position where it can contact the outside of the guide wheel 162 of the passing vehicle 10 in the width direction Dw and guide the vehicle 10 to the second traveling path 72.

[0096] The second auxiliary movable guide rail 87 is rotatably supported with respect to the running surface 51a. Specifically, the second auxiliary movable guide rail 87 of the present embodiment is rotatable about a second auxiliary rotation shaft 871 disposed at one end. Note that one end of the second auxiliary movable guide rail 87 is the proximal end of the second auxiliary movable guide body 872. Also, the other end (second end) of the second auxiliary movable guide rail 87 is the tip of the second inlet inclined portion 873. One end of the second auxiliary movable guide rail 87 is disposed at a position in contact with the second auxiliary fixed guide rail 88 when viewed from above in the vertical direction Dv. Therefore, the second auxiliary movable guide rail 87 is rotatable about the proximal end of the second auxiliary movable guide body 872 so as to greatly move the second inlet inclined portion 873 between the first state and the second state. In the present embodiment, the end of the second auxiliary movable guide rail 87, which is the tip of the second inlet inclined portion 873, moves clockwise so as to approach the travel path 51 when changing from the first state to the second state. Also, the second auxiliary movable guide rail 87 has a smaller movement distance (stroke) in the width direction Dw of the tip of the second inlet inclined portion 873 between the first state and the second state than the movement distance in the width direction Dw of one end of the second movable guide rail 85. The movement distance in the width direction Dw of the tip of the second inlet inclined portion 873 is preferably as small as possible within the range where it can move without contacting the second movable guide rail 85 with respect to the movement distance in the width direction Dw of the tip of the second movable guide rail 85.

[0097] As shown in FIG. 7, in the first state, the tip of the second auxiliary movable guide rail 87 is disposed at a position farthest from the second guide rail 522 in the width direction Dw. In the first state, not only the tip of the first inlet inclined portion 833 but also the connection portion between the first inlet inclined portion 833 and the second auxiliary movable guide body 872 are disposed at positions where they cannot contact the guide wheel 162. Thereby, in the first state, the second auxiliary movable guide body 872 is inclined with respect to the guide rail 52 and the second auxiliary fixed guide rail 88 when viewed from the vertical direction Dv. As a result, in the first state, the second auxiliary movable guide rail 87 cannot contact the guide wheel 162 of the passing vehicle 10.

[0098] Also, as shown in FIG. 8, in the second state, the tip of the second auxiliary movable guide rail 87 is arranged at the position closest to the second guide rail 522 in the width direction Dw. However, in the second state, the tip of the second inlet inclined portion 873 is arranged at a position where it cannot contact the guide wheel 162. Further, in the second state, the second inlet inclined portion 873 is arranged in an inclined state with respect to the guide rail 52 and the second auxiliary fixed guide rail 88 when viewed in the vertical direction Dv. On the other hand, in the second state, the connecting portion between the second inlet inclined portion 873 and the second auxiliary movable guide body 872 is arranged at a position where it can contact the guide wheel 162. Specifically, in the second state, the connecting portion between the second inlet inclined portion 873 and the second auxiliary movable guide body 872 is arranged at the same position as the base end of the second auxiliary movable guide body 872 in the width direction Dw. Thereby, in the second state, when viewed in the vertical direction Dv, the second auxiliary movable guide body 872 is arranged outside the second movable guide rail 85 in the width direction Dw and extends parallel to the second movable guide rail 85. That is, in the second state, the second auxiliary movable guide body 872 is in a state of extending in the second direction D2. Thereby, in the second state, the second auxiliary movable guide rail 87 is made capable of contacting the guide wheel 162 of the passing vehicle 10 from the outside in the width direction Dw.

[0099] As shown in FIG. 6, the second auxiliary fixed guide rail 88 guides the vehicle 10 to the second traveling path 72 at the branch portion 70 together with the second fixed guide rail 86 and the second auxiliary movable guide rail 87. The second auxiliary fixed guide rail 88 is arranged in a non-movable state on the floor slab B at the branch portion 70.

[0100] The movable device 90 moves a part of the branch guide 80 between a first state and a second state. The movable device 90 of the present embodiment moves the first movable guide rail 81, the first auxiliary movable guide rail 83, the second movable guide rail 85, and the second auxiliary movable guide rail 87 between the first state and the second state. The movable device 90 can temporarily fix the positions of the first movable guide rail 81, the first auxiliary movable guide rail 83, the second movable guide rail 85, and the second auxiliary movable guide rail 87 in each of the first state and the second state. The movable device 90 of the present embodiment moves the first movable guide rail 81, the first auxiliary movable guide rail 83, the second movable guide rail 85, and the second auxiliary movable guide rail 87 simultaneously. The movable device 90 changes the movable amounts of the first movable guide rail 81 and the second movable guide rail 85 and the movable amounts of the first auxiliary movable guide rail 83 and the second auxiliary movable guide rail 87. The movable amounts of the first auxiliary movable guide rail 83 and the second auxiliary movable guide rail 87 are larger than the thickness in the width direction Dw of the first movable guide rail 81 and the second movable guide rail 85, and when the vehicle 10 cannot be guided in the first state and the second state, they are sized so as not to overlap with the first movable guide rail 81 and the second movable guide rail 85. Here, the thickness in the width direction Dw of the first movable guide rail 81 and the second movable guide rail 85 is the thickness in the direction orthogonal to the guide surface, which is the surface that contacts the guide wheels 162, of the first movable guide rail 81 and the second movable guide rail 85. Therefore, the first movable guide rail 81 in the second state always moves without interfering with the first auxiliary movable guide rail 83. Similarly, the second movable guide rail 85 in the first state always moves without interfering with the second auxiliary movable guide rail 87. The movable device 90 of the present embodiment includes a drive unit 91, a first link unit 92, and a second link unit 93.

[0101] As shown in FIGS. 7 and 8, the drive unit 91 presses and moves the first movable guide rail 81 and the second movable guide rail 85 in the width direction Dw. The drive unit 91 of the present embodiment moves the first movable guide rail 81 and the second movable guide rail 85 so as to rotate about the first rotation axis 811 and the second rotation axis 851 in the first state and the second state. The drive unit 91 simultaneously switches the first movable guide rail 81 and the second movable guide rail 85 between the first state and the second state. The drive unit 91 of the present embodiment includes a switch machine 911, a drive bar 912, and a lock bar 913.

[0102] The switch machine 911 is a drive source for moving the first movable guide rail 81, the first auxiliary movable guide rail 83, the second movable guide rail 85, and the second auxiliary movable guide rail 87. The switch machine 911 moves the drive bar 912 in the width direction Dw. The switch machine 911 is disposed further outside in the width direction Dw with respect to the second auxiliary movable guide rail 87 in the width direction Dw. The switch machine 911 has a hydraulic cylinder, an electromagnetic cylinder, an electric motor, or the like. In the present embodiment, only one switch machine 911 is disposed at the branch portion 70.

[0103] The drive bar 912 is connected to the first movable guide rail 81 and the second movable guide rail 85. The drive bar 912 is moved in the width direction Dw by the switch 911, thereby rotating the first movable guide rail 81 and the second movable guide rail 85. The drive bar 912 of the present embodiment is a rod-shaped member extending in the width direction Dw. The drive bar 912 is arranged, for example, to be inserted into a hole formed below the running surface 51a. The tip of the drive bar 912 is rotatably connected to the first movable guide rail 81. The drive bar 912 is rotatably connected to the second movable guide rail 85 between its tip and the base end connected to the switch 911. The drive bar 912 rotates the first movable guide rail 81 and the second movable guide rail 85 to the first state by the switch 911 moving the tip of the drive bar 912 to the position closest to the switch 911 in the width direction Dw. Also, the drive bar 912 rotates the first movable guide rail 81 and the second movable guide rail 85 to the second state by the switch 911 moving the tip of the drive bar 912 to the position farthest from the switch 911 in the width direction Dw.

[0104] The lock bar 913 is connected to the first movable guide rail 81 and the second movable guide rail 85. The lock bar 913 of the present embodiment is a member that expands and contracts in the width direction Dw. The lock bar 913 is arranged, like the drive bar 912, to be inserted into a hole formed below the running surface 51a. The lock bar 913 is rotatably connected to the first movable guide rail 81. The lock bar 913 is rotatably connected to the second movable guide rail 85 between its tip and the base end connected to the switch 911. The lock bar 913 is locked so as not to be able to expand and contract based on a signal from the switch 911 when the drive bar 912 rotates the first movable guide rail 81 and the second movable guide rail 85 to the first state or the second state. Also, the lock on the lock bar 913 is released so that it can expand and contract based on a signal from the switch 911 when the drive bar 912 moves.

[0105] The first link portion 92 interlocks the movements of the first movable guide rail 81 and the first auxiliary movable guide rail 83. That is, the first link portion 92 moves the first movable guide rail 81 and the first auxiliary movable guide rail 83 simultaneously. The first link portion 92 is disposed at a position deviated from the traveling surface 51a. The first link portion 92 of the present embodiment includes a first rotating rod 921, a first main connection rod 922, and a first sub-connection rod 923.

[0106] The first rotating rod 921 moves the first main connection rod 922 and the first sub-connection rod 923 simultaneously by rotating about one end. The first rotating rod 921 is a rod-shaped member extending in the first direction D1. The first rotating rod 921 of the present embodiment is disposed outside the first movable guide rail 81 in the width direction Dw. The first rotating rod 921 extends parallel to the first movable guide rail 81. One end of the first rotating rod 921 is rotatably supported by a floor slab B deviated from the traveling path 51. Therefore, the first rotating rod 921 is supported so that its tip moves about one end. One end of the first rotating rod 921 is at a position deviated from the traveling path 51 and is disposed on one side Dw1 in the width direction Dw with respect to the first movable guide rail 81. One end of the first rotating rod 921 is disposed on the first side Da1 in the first direction D1 with respect to the first rotating shaft 811 and the first auxiliary rotating shaft 831. The tip of the first rotating rod 921 is located on the second side Da2 in the first direction D1 with respect to one end of the first rotating rod 921.

[0107] The first main connecting rod 922 connects the first movable guide rail 81 and the first rotating rod 921. Specifically, the first main connecting rod 922 of the present embodiment is a rod-shaped member extending in the width direction Dw. As shown in FIG. 7, one end of the first main connecting rod 922 is rotatably connected to the tip of the first rotating rod 921. The other end of the first main connecting rod 922 is rotatably connected near the middle of the first movable guide rail 81 (between the first rotation axis 811 in the first direction D1 and the tip of the first movable guide rail 81). The first main connecting rod 922 is disposed below the first auxiliary movable guide rail 83 in the vertical direction Dv so as not to contact the first auxiliary movable guide rail 83. Thus, the first main connecting rod 922 moves the first rotating rod 921 so as to follow the movement of the first movable guide rail 81. That is, the first main connecting rod 922 simultaneously rotates the first rotating rod 921 as the first movable guide rail 81 rotates.

[0108] The first sub-connecting rod 923 connects the first auxiliary movable guide rail 83 and the first rotating rod 921. Specifically, the first sub-connecting rod 923 of the present embodiment is a rod-shaped member extending in the width direction Dw. The first sub-connecting rod 923 extends parallel to the first main connecting rod 922 on the first side Da1 in the first direction D1 with respect to the first main connecting rod 922. One end of the first sub-connecting rod 923 is rotatably connected near the middle of the first rotating rod 921 (between the tip and one end). The other end of the first sub-connecting rod 923 is rotatably connected near the middle of the first auxiliary movable guide rail 83 (between the first auxiliary rotation axis 831 in the first direction D1 and the tip of the first auxiliary movable guide rail 83). The first sub-connecting rod 923 is disposed above the first auxiliary movable guide rail 83 in the vertical direction Dv. Thus, the first sub-connecting rod 923 moves the first auxiliary movable guide rail 83 so as to follow the movement of the first rotating rod 921. That is, the first sub-connecting rod 923 simultaneously rotates the first auxiliary movable guide rail 83 as the first rotating rod 921 rotates.

[0109] The second link portion 93 interlocks the movements of the second movable guide rail 85 and the second auxiliary movable guide rail 87. That is, the second link portion 93 moves the second movable guide rail 85 and the second auxiliary movable guide rail 87 simultaneously. The second link portion 93 is disposed at a position deviated from the traveling surface 51a. The second link portion 93 of the present embodiment includes a second rotating rod 931, a second main connecting rod 932, and a second sub-connecting rod 933.

[0110] The second rotating rod 931 moves the second main connecting rod 932 and the second sub-connecting rod 933 simultaneously by rotating about one end. Similar to the first rotating rod 921, the second rotating rod 931 is a rod-shaped member extending in the first direction D1. The second rotating rod 931 of the present embodiment is disposed outside the second movable guide rail 85 in the width direction Dw. The second rotating rod 931 extends parallel to the first rotating rod 921. One end of the second rotating rod 931 is rotatably supported by a floor slab B deviated from the traveling path 51. Therefore, the second rotating rod 931 is supported so that its tip moves about one end. One end of the second rotating rod 931 is at a position deviated from the traveling path 51 and is disposed on the other side Dw2 of the width direction Dw with respect to the second movable guide rail 85. One end of the second rotating rod 931 is disposed on the first side Da1 of the second direction D2 with respect to the second rotating shaft 851 and the second auxiliary rotating shaft 871. The tip of the second rotating rod 931 is located on the second side Da2 of the first direction D1 with respect to one end of the second rotating rod 931.

[0111] The second main connecting rod 932 connects the second movable guide rail 85 and the second rotating rod 931. Specifically, the second main connecting rod 932 of the present embodiment is a rod-shaped member extending in the width direction Dw. One end of the second main connecting rod 932 is rotatably connected to the tip of the second rotating rod 931. The other end of the second main connecting rod 932 is rotatably connected near the middle of the second movable guide rail 85 (between the second rotating shaft 851 in the first direction D1 and the tip of the second movable guide rail 85). The second main connecting rod 932 is disposed below the second auxiliary movable guide rail 87 in the vertical direction Dv so as not to contact the second auxiliary movable guide rail 87. Thus, the second main connecting rod 932 moves the second rotating rod 931 so as to follow the movement of the second movable guide rail 85. That is, the second main connecting rod 932 simultaneously rotates the second rotating rod 931 as the second movable guide rail 85 rotates.

[0112] The second sub-connecting rod 933 connects the second auxiliary movable guide rail 87 and the second rotating rod 931. Specifically, the second sub-connecting rod 933 of the present embodiment is a rod-shaped member extending in the width direction Dw. The second sub-connecting rod 933 extends parallel to the second main connecting rod 932 on the first side Da1 in the first direction D1 with respect to the second main connecting rod 932. One end of the second sub-connecting rod 933 is rotatably connected near the middle of the second rotating rod 931 (between the tip and one end). The other end of the second sub-connecting rod 933 is rotatably connected near the middle of the second auxiliary movable guide rail 87 (between the second auxiliary rotating shaft 871 in the first direction D1 and the tip of the second auxiliary movable guide rail 87). The second sub-connecting rod 933 is disposed above the second auxiliary movable guide rail 87 in the vertical direction Dv. Thus, the second sub-connecting rod 933 moves the second auxiliary movable guide rail 87 so as to follow the movement of the second rotating rod 931. That is, the second sub-connecting rod 933 simultaneously rotates the second auxiliary movable guide rail 87 as the second rotating rod 931 rotates.

[0113] Further, as shown in FIG. 6, the electric railway line device 3 of the third embodiment includes a main line electric railway line portion 3A capable of supplying power to the vehicle 10 in the main line portion 60, a branch electric railway line portion 3B capable of supplying power to the vehicle 10 in the branch portion 70, and an electric railway line movable portion 35 that moves the branch electric railway line portion 3B between a first state and a second state.

[0114] The main line electric railway line portion 3A is arranged on the main line running path 61. The main line electric railway line portion 3A can supply power to the vehicle 10 moving on the main line running path 61 by contacting the current collectors 2 and 2A. The main line electric railway line portion 3A has the same configuration as the electric railway line device 3 described in detail in the first embodiment and the second embodiment.

[0115] The branch electric railway line portion 3B is arranged in the branch portion 70. The branch electric railway line portion 3B can supply power to the vehicle 10 moving on the first running path 71 or the second running path 72 by contacting the current collectors 2 and 2A. The branch electric railway line portion 3B is arranged inside the width direction Dw in the first running path 71 and the second running path 72. The branch electric railway line portion 3B is arranged only in the arrangeable region AP.

[0116] Here, the arrangeable region AP is a predetermined region of the branch portion 70 when viewed from the vertical direction Dv. The arrangeable region AP is a region arranged at a position that does not overlap with the running surface 51a when viewed from the vertical direction Dv. Conversely, the region arranged at a position that overlaps with the running surface 51a when viewed from the vertical direction Dv is called an unarrangeable region AI. That is, the branch portion 70 has an arrangeable region AP and an unarrangeable region AI when viewed from the vertical direction Dv.

[0117] A part of the branch trolley wire section 3B is movable between a first state and a second state by a trolley wire movable section 35. The branch trolley wire section 3B of the present embodiment includes a first movable trolley wire section 41, a first movable trolley wire rotating shaft 42, a first fixed trolley wire section 43, a second movable trolley wire section 44, a second movable trolley wire rotating shaft 45, and a second fixed trolley wire section 46. The first movable trolley wire section 41 and the second movable trolley wire section 44 are members that are movable in a part of the branch trolley wire section 3B. On the other hand, the first fixed trolley wire section 43 and the second fixed trolley wire section 46 are members that are immovable in the branch trolley wire section 3B.

[0118] The first movable trolley wire section 41 is capable of supplying power to the vehicle 10 traveling on the first traveling path 71 at the branch section 70. When viewed from the vertical direction Dv, the first movable trolley wire section 41 is disposed inside the width direction Dw with respect to the pair of running surfaces 51a. When the first movable trolley wire section 41 is in the first state, it can come into contact with the current collectors 2 and 2A of the vehicle 10 traveling toward the first traveling path 71. When the first movable trolley wire section 41 is in the second state, it cannot come into contact with the current collectors 2 and 2A of the vehicle 10 traveling toward the second traveling path 72. That is, the first movable trolley wire section 41 can supply power to the vehicle 10 only when it is in the first state. When the first movable trolley wire section 41 is in the first state, it extends in the first direction D1 so as to extend the main line trolley wire section 3A. That is, in the first state, the first movable trolley wire section 41 and the main line trolley wire section 3A are disposed at the same position in the width direction Dw. The first movable trolley wire section 41 is disposed within the deployable region AP when viewed from the vertical direction Dv in either the first state or the second state.

[0119] The first movable trolley wire part 41 is rotatably supported with respect to the running surface 51a by a first movable trolley wire rotating shaft 42. The first movable trolley wire part 41 can be switched between a first state and a second state by rotating about the first movable trolley wire rotating shaft 42. Specifically, the first movable trolley wire part 41 of the present embodiment is arranged such that one end rotates with respect to the other end. The first movable trolley wire part 41 is rotatable about the first movable trolley wire rotating shaft 42 arranged at the other end which is the base end. Here, the other end (second end) of the first movable trolley wire part 41 is the end on the second side Da2 in the first direction D1. Also, one end (first end) of the first movable trolley wire part 41 is the end on the side opposite to the base end and is the end on the first side Da1 in the first direction D1. The tip which is one end of the first movable trolley wire part 41 is arranged apart from the end of the trolley wire device 3 of the main wire part 60 in the running direction Da. The first movable trolley wire part 41 has a trolley wire receiving base 31, an insulator 32, a trolley wire 33, and an insulating plate 34, although the shape when viewed from the vertical direction Dv is different, similar to the trolley wire device 3 of the first embodiment.

[0120] The first movable trolley wire rotating shaft 42 is a rotating shaft extending in the vertical direction Dv. The first movable trolley wire rotating shaft 42 is arranged at the base end of the first movable trolley wire part 41. Specifically, the first movable trolley wire rotating shaft 42 is fixed to the end of the receiving base main body 311. The first movable trolley wire rotating shaft 42 is arranged between the pair of running surfaces 51a in the width direction Dw when viewed from above in the vertical direction Dv. The first movable trolley wire rotating shaft 42 is arranged at the center of the width direction Dw between the pair of running surfaces 51a. The first movable trolley wire rotating shaft 42 rotatably supports the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 together with respect to the running path 51 by rotating the receiving base main body 311.

[0121] The first fixed trolley wire section 43, together with the first movable trolley wire section 41, is capable of supplying power to the vehicle 10 traveling on the first travel path 71 at the branch section 70. The first fixed trolley wire section 43 is arranged at a distance from the first movable trolley wire section 41 in the traveling direction Da. The first fixed trolley wire section 43 is arranged in a state where it cannot move on the floor slab B in the first travel path 71. Specifically, when viewed from the vertical direction Dv, the first fixed trolley wire section 43 is fixed inside the width direction Dw with respect to a pair of running surfaces 51a in the first travel path 71. The first fixed trolley wire section 43 extends straight in the first direction D1. The first fixed trolley wire section 43 is arranged at a distance from the first movable trolley wire section 41 on the second side Da2 in the first direction D1. The first fixed trolley wire section 43 is separated from the first movable trolley wire rotation axis 42 on the second side Da2 in the first direction D1 so as to sandwich the non-arrangeable region AI. The first fixed trolley wire section 43 may be connected to the trolley wire device 3 of another main wire section 60 located on the second side Da2 in the first direction D1 with respect to the branch section 70. The first fixed trolley wire section 43 has a trolley wire receiving base 31, an insulator 32, a trolley wire 33, and an insulating plate 34, although the shape when viewed from the vertical direction Dv is different, similar to the trolley wire device 3 of the first embodiment.

[0122] Also, as shown in FIG. 9, the trolley wires 33 of the first movable trolley wire section 41 and the first fixed trolley wire section 43 have a power supply surface inclined portion 335. The power supply surface inclined portion 335 is formed at an end portion close to the non-arrangeable region AI. In the power supply surface inclined portion 335, in the traveling direction Da, the power supply surface of the trolley wire 33 is inclined downward in the vertical direction Dv as it approaches the non-arrangeable region AI. The power supply surface inclined portion 335 of the first movable trolley wire section 41 is inclined so as to approach the floor slab B as it approaches the base end of the trolley wire 33. The power supply surface inclined portion 335 of the first fixed trolley wire section 43 is inclined in the opposite direction to the power supply surface inclined portion 335 of the first movable trolley wire section 41, so as to move away from the floor slab B as it moves away from the base end of the trolley wire 33.

[0123] As shown in FIG. 6, the second movable catenary section 44 is capable of supplying power to the vehicle 10 traveling on the second traveling path 72 at the branch section 70. The second movable catenary section 44 is disposed inside the width direction Dw with respect to the pair of running surfaces 51a when viewed from the vertical direction Dv. The second movable catenary section 44 is made to be in a second state so as to be capable of contacting the current collectors 2 and 2A of the vehicle 10 heading for the second traveling path 72. When the second movable catenary section 44 is in the second state, it extends in the second direction D2 so as to extend the main catenary section 3A. That is, in the second state, the second movable catenary section 44 and the main catenary section 3A are arranged at the same position in the width direction Dw. The second movable catenary section 44 is made to be in a first state so as to be unable to contact the current collectors 2 and 2A of the vehicle 10 heading for the first traveling path 71. That is, the second movable catenary section 44 is capable of supplying power to the vehicle 10 only when it is in the second state. The second movable catenary section 44 is disposed apart from the first movable catenary section 41 in the width direction Dw. The second movable catenary section 44 is disposed within the deployable region AP at a position where it does not overlap the first movable catenary section 41 when viewed from the vertical direction Dv, in either the first state or the second state.

[0124] The second movable trolley wire portion 44 is rotatably supported with respect to the running surface 51a by a second movable trolley wire rotating shaft 45. The second movable trolley wire portion 44 can be switched between a first state and a second state by rotating about the second movable trolley wire rotating shaft 45. Specifically, the second movable trolley wire portion 44 of the present embodiment is arranged such that one end rotates with respect to the other end, similar to the first movable trolley wire portion 41. The second movable trolley wire portion 44 is rotatable about the second movable trolley wire rotating shaft 45 arranged at the other end which is the base end. Here, the other end (second end) of the second movable trolley wire portion 44 is the end on the second side Da2 in the second direction D2. Also, one end (second end) of the second movable trolley wire portion 44 is the end on the opposite side of the base end and is the end on the first side Da1 in the second direction D2. The tip which is one end of the second movable trolley wire portion 44 is arranged away from the end of the trolley wire device 3 of the main wire portion 60 in the running direction Da. The second movable trolley wire portion 44 has a different shape when viewed from the vertical direction Dv, but has a trolley wire receiving base 31, an insulator 32, a trolley wire 33, and an insulating plate 34, similar to the trolley wire device 3 of the first embodiment.

[0125] The second movable trolley wire rotating shaft 45 is a rotating shaft extending in the vertical direction Dv. The second movable trolley wire rotating shaft 45 is arranged at the base end of the second movable trolley wire portion 44. Specifically, the second movable trolley wire rotating shaft 45 is fixed to the end of the receiving base main body 311. The second movable trolley wire rotating shaft 45 is arranged between the pair of running surfaces 51a in the width direction Dw when viewed from above in the vertical direction Dv. The second movable trolley wire rotating shaft 45 is arranged at a position close to the center in the width direction Dw between the pair of running surfaces 51a. The second movable trolley wire rotating shaft 45 is arranged away from the first movable trolley wire rotating shaft 42 in the width direction Dw. The second movable trolley wire rotating shaft 45 rotatably supports the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 together with respect to the running path 51 by rotating the receiving base main body 311.

[0126] The second fixed catenary section 46, together with the second movable catenary section 44, is capable of supplying power to the vehicle 10 traveling on the second traveling path 72 at the branch section 70. The second fixed catenary section 46 is arranged at a distance from the second movable catenary section 44 in the traveling direction Da. The second fixed catenary section 46 is arranged in a non-movable state on the floor slab B at the branch section 70. Specifically, when viewed from the vertical direction Dv, the second fixed catenary section 46 is fixed inside the width direction Dw with respect to a pair of running surfaces 51a on the second traveling path 72. The second fixed catenary section 46 extends straight in the second direction D2. The second fixed catenary section 46 is arranged at a distance from the second movable catenary section 44 on the second side Da2 in the second direction D2. The second fixed catenary section 46 is separated from the second movable catenary rotation axis 45 on the second side Da2 in the second direction D2 so as to sandwich the non-arrangeable region AI. The second fixed catenary section 46 may be connected to the catenary device 3 of another main line section 60 located on the second side Da2 in the second direction D2 with respect to the branch section 70. The second fixed catenary section 46 has a different shape when viewed from the vertical direction Dv, but has a catenary receiving base 31, an insulator 32, a catenary 33, and an insulating plate 34, similar to the catenary device 3 of the first embodiment.

[0127] Furthermore, the catenary device 3 of the present embodiment has a main line insulating portion 371, a first branch insulating portion 372, and a second branch insulating portion 373.

[0128] The main line insulating portion 371 covers the end portion of the catenary 33 of the main line catenary section 3A closest to the branch section 70 when viewed from the vertical direction Dv. The main line insulating portion 371 covers the end portion of the catenary 33 of the main line catenary section 3A from the traveling direction Da. The main line insulating portion 371 is formed of a known insulating material.

[0129] When in the first state, the first branch insulating part 372 covers the end of the electric wire 33 of the first movable electric wire part 41 that is closest to the main wire insulating part 371 when viewed from the vertical direction Dv. When the first movable electric wire part 41 is in the first state, the first branch insulating part 372 faces the main wire insulating part 371 in the traveling direction Da. That is, the main wire insulating part 371 and the first branch insulating part 372 are interposed between the electric wire 33 of the main wire electric wire part 3A and the electric wire 33 of the first movable electric wire part 41 in the traveling direction Da. The first branch insulating part 372 is formed with a shape and material such that it does not short-circuit even if it contacts the main wire insulating part 371. The first branch insulating part 372 is formed of, for example, a known insulating material.

[0130] When in the second state, the second branch insulating part 373 covers the end of the electric wire 33 of the second movable electric wire part 44 that is closest to the main wire insulating part 371 when viewed from the vertical direction Dv. When the second movable electric wire part 44 is in the second state, the second branch insulating part 373 faces the main wire insulating part 371 in the traveling direction Da. That is, the main wire insulating part 371 and the second branch insulating part 373 are interposed between the electric wire 33 of the main wire electric wire part 3A and the electric wire 33 of the second movable electric wire part 44 in the traveling direction Da. The second branch insulating part 373 is formed with a shape and material such that it does not short-circuit even if it contacts the main wire insulating part 371. The second branch insulating part 373 is formed of, for example, a known insulating material.

[0131] Also, as shown in FIG. 9, the electric wires 33 of the second movable electric wire part 44 and the second fixed electric wire part 46 have a power supply surface inclined part 335, similar to the first movable electric wire part 41 and the first fixed electric wire part 43. The power supply surface inclined part 335 of the second movable electric wire part 44 is inclined so as to approach the floor slab B as it approaches the base end of the electric wire 33. Contrary to the power supply surface inclined part 335 of the second movable electric wire part 44, the power supply surface inclined part 335 of the second fixed electric wire part 46 is inclined so as to move away from the floor slab B as it moves away from the base end of the electric wire 33.

[0132] As shown in FIGS. 6 to 8, the trolley wire movable part 35 moves the branch trolley wire part 3B between the first state and the second state. The trolley wire movable part 35 of the present embodiment moves the first movable trolley wire part 41 and the second movable trolley wire part 44 between the first state and the second state. The trolley wire movable part 35 can temporarily fix the positions of the first movable trolley wire part 41 and the second movable trolley wire part 44 in each of the first state and the second state. The trolley wire movable part 35 of the present embodiment moves the first movable trolley wire part 41 and the second movable trolley wire part 44 simultaneously. The trolley wire movable part 35 interlocks the first movable trolley wire part 41 and the second movable trolley wire part 44 with the branch guide 80. Specifically, the trolley wire movable part 35 moves the first movable trolley wire part 41 and the second movable trolley wire part 44 simultaneously with the first movable guide rail 81 and the second movable guide rail 85. In the present embodiment, the trolley wire movable part 35 is interlocked with the movable device 90. The trolley wire movable part 35 has a first trolley wire link part 351 and a second trolley wire link part 352.

[0133] The first trolley wire link portion 351 interlocks the movements of the first movable guide rail 81 and the first movable trolley wire portion 41. The first trolley wire link portion 351 moves the first movable guide rail 81 and the first movable trolley wire portion 41 simultaneously. The first trolley wire link portion 351 connects the first movable guide rail 81 and the first movable trolley wire portion 41. The first trolley wire link portion 351 is a rod-shaped member extending in the width direction Dw. The inner end portion of the first trolley wire link portion 351 in the width direction Dw is connected in a rotatable state near the middle of the first movable trolley wire portion 41 (between the proximal end and the distal end of the first movable trolley wire portion 41 in the first direction D1). The outer end portion of the first trolley wire link portion 351 in the width direction Dw is connected in a rotatable state to the middle of the first rotating rod 921. Thus, the first trolley wire link portion 351 moves the first movable trolley wire portion 41 so as to follow the movement of the first rotating rod 921. That is, the first trolley wire link portion 351 simultaneously rotates the first movable trolley wire portion 41 indirectly via the first main connection rod 922 and the first rotating rod 921 as the first movable guide rail 81 rotates. The first trolley wire link portion 351 rotates the first movable trolley wire portion 41 about the first movable trolley wire rotation axis 42, so that in the first state, the proximal end and the distal end of the first movable trolley wire portion 41 rotate the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 together to a position where they extend straight in the first direction D1. Further, the first trolley wire link portion 351 rotates the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 together to a position where the proximal end and the distal end of the first movable trolley wire portion 41 extend obliquely with respect to the first direction D1 in the second state.

[0134] The second trolley wire link part 352 interlocks the movements of the second movable guide rail 85 and the second movable trolley wire part 44. The second trolley wire link part 352 moves the second movable guide rail 85 and the second movable trolley wire part 44 simultaneously. The second trolley wire link part 352 connects the second movable guide rail 85 and the second movable trolley wire part 44. The second trolley wire link part 352 is a rod-shaped member extending in the width direction Dw. The inner end of the second trolley wire link part 352 in the width direction Dw is connected in a rotatable state near the middle of the second movable trolley wire part 44 (between the proximal end and the distal end of the second movable trolley wire part 44 in the second direction D2). The outer end of the second trolley wire link part 352 in the width direction Dw is connected in a rotatable state to the middle of the second rotating rod 931. Thus, the second trolley wire link part 352 moves the second movable trolley wire part 44 so as to follow the movement of the second rotating rod 931. That is, the second trolley wire link part 352 rotates the second movable trolley wire part 44 indirectly via the second main connection rod 932 and the second rotating rod 931 simultaneously with the rotation of the second movable guide rail 85. The second trolley wire link part 352 rotates the second movable trolley wire part 44 about the second movable trolley wire rotation axis 45, so that in the first state, the proximal end and the distal end of the second movable trolley wire part 44 are rotated together with the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 to a position where they extend inclined in the second direction D2. Also, the second trolley wire link part 352 rotates the trolley wire receiving base 31, the insulator 32, the trolley wire 33, and the insulating plate 34 together to a position where the proximal end and the distal end of the second movable trolley wire part 44 extend straight with respect to the second direction D2 in the second state.

[0135] Also, as shown in FIGS. 7 and 8, the current collectors 2 and 2A of the third embodiment include a front current collector 2F fixed to the front of the vehicle body 11 in the traveling direction Da and a rear current collector 2R fixed to the rear of the vehicle body 11 in the traveling direction Da. The front current collector 2F and the rear current collector 2R are arranged apart from each other in the traveling direction Da. Specifically, the front current collector 2F is fixed to a guide frame 161 located in front of the vehicle body 11 in the traveling direction Da. Also, the rear current collector 2R is fixed to the guide frame 161 located behind the vehicle body 11 in the traveling direction Da. When viewed from the vertical direction Dv, the front current collector 2F and the rear current collector 2R have opposite fixing directions with respect to the guide wheels 162 in the traveling direction Da. Since the front current collector 2F and the rear current collector 2R have the same configuration, hereinafter, they will simply be referred to as current collectors 2 and 2A.

[0136] Next, a case where the vehicle 10 travels on the first traveling path 71 in the side guide type rail transit system 1B according to the present embodiment will be described. In the present embodiment, when the vehicle 10 advances from the main line traveling path 61 toward the first traveling path 71, the branch guide 80 is switched to the first state. Specifically, by the switch machine 911, the tip of the drive bar 912 is moved to the position closest to the switch machine 911 in the width direction Dw. Along with the movement of the drive bar 912, the first movable guide rail 81 and the second movable guide rail 85 are moved to the other side Dw2 in the width direction Dw so as to be attracted to the switch machine 911. As a result, as shown in FIG. 7, the first movable guide rail 81 rotates counterclockwise about the first rotation axis 811, and the second movable guide rail 85 rotates counterclockwise about the second rotation axis 851. Therefore, the first movable guide rail 81 is connected to the first guide rail 521. Also, the second movable guide rail 85 is separated from the second guide rail 522.

[0137] Furthermore, as the first movable guide rail 81 rotates counterclockwise, the first main connection rod 922 is pulled by the first movable guide rail 81 to the other side Dw2 in the width direction Dw. As the first main connection rod 922 moves to the other side Dw2 in the width direction Dw, the first rotating rod 921 rotates clockwise about one end thereof. With the rotation of the first rotating rod 921, the first sub-connection rod 923 is pushed by the first rotating rod 921 to the other side Dw2 in the width direction Dw. As a result, the first auxiliary movable guide rail 83 is pushed by the first sub-connection rod 923 to the other side Dw2 in the width direction Dw, and the first auxiliary movable guide rail 83 rotates counterclockwise about the first auxiliary rotation axis 831. Thereby, the first movable guide rail 81 and the first auxiliary movable guide rail 83 are moved to the positions in the first state. That is, the first movable guide rail 81 and the first auxiliary movable guide rail 83 are moved to positions where they can contact the guide ring 162.

[0138] Furthermore, as the first rotating rod 921 rotates clockwise, the first trolley wire link portion 351 is pushed by the first rotating rod 921 to the other side Dw2 in the width direction Dw. As a result, the first movable trolley wire portion 41 is pushed by the first trolley wire link portion 351 to the other side Dw2 in the width direction Dw, and the first movable trolley wire portion 41 rotates counterclockwise about the first movable trolley wire rotation axis 42. Thereby, the first movable trolley wire portion 41 is moved to the position in the first state. That is, the first movable trolley wire portion 41 is moved to a position where it can contact the current collectors 2 and 2A of the vehicle 10.

[0139] Also, as the second movable guide rail 85 rotates counterclockwise, the second main connection rod 932 is pushed by the second movable guide rail 85 to the other side Dw2 in the width direction Dw. As the second main connection rod 932 moves to the other side Dw2 in the width direction Dw, the second rotating rod 931 rotates clockwise about one end thereof. With the rotation of the second rotating rod 931, the second sub-connection rod 933 is pulled by the second rotating rod 931 to the other side Dw2 in the width direction Dw. As a result, the second auxiliary movable guide rail 87 is pulled to the other side Dw2 in the width direction Dw by the second sub-connection rod 933, and the second auxiliary movable guide rail 87 rotates counterclockwise about the second auxiliary rotation axis 871. Thereby, the second movable guide rail 85 and the second auxiliary movable guide rail 87 are moved to the positions in the first state. That is, the second movable guide rail 85 and the second auxiliary movable guide rail 87 are moved to positions where they cannot contact the guide wheel 162.

[0140] Furthermore, as the second rotating rod 931 rotates clockwise, the second trolley wire link portion 352 is pulled by the second rotating rod 931 to the other side Dw2 in the width direction Dw. As a result, the second movable trolley wire portion 44 is pulled to the other side Dw2 in the width direction Dw by the second trolley wire link portion 352, and the second movable trolley wire portion 44 rotates counterclockwise about the second movable trolley wire rotation axis 45. Thereby, the second movable trolley wire portion 44 is moved to the position in the first state. That is, the second movable trolley wire portion 44 is moved to a position where it cannot contact the current collectors 2 and 2A of the vehicle 10.

[0141] In this way, when the branch guide 80 is switched to the first state, in the vehicle 10 that has entered the branch portion 70 from the main line portion 60, the inner surface in the width direction Dw of the guide wheel 162 that was in contact with the outer surface in the width direction Dw of the first guide rail 521 comes into contact with the outer surface in the width direction Dw of the first movable guide rail 81. At that time, the outer surface in the width direction Dw of the guide wheel 162 comes into contact with the inner surface in the width direction Dw of the first auxiliary movable guide rail 83. Thereby, the guide wheel 162 is guided to the first travel path 71 in a state of being sandwiched between the first movable guide rail 81 and the first auxiliary movable guide rail 83 in the width direction Dw.

[0142] Furthermore, in the vehicle 10 that has entered the branch section 70 from the main line section 60, the current collectors 2 and 2A that were in contact with the main line tram line section 3A come into contact with the first movable tram line section 41. As a result, the vehicle 10 is supplied with power from the first movable tram line section 41 and continues to travel on the first travel path 71.

[0143] In addition, in the vehicle 10 that has entered the branch section 70 from the main line section 60, the inner surface in the width direction Dw of the guide wheel 162 that was in contact with the outer surface in the width direction Dw of the second guide rail 522 enters the first travel path 71 without contacting the second movable guide rail 85 or the second auxiliary movable guide rail 87. Furthermore, the current collectors 2 and 2A that were in contact with the main line tram line section 3A continue to travel on the first travel path 71 without contacting the second movable tram line section 44.

[0144] Next, a case where the vehicle 10 travels on the second travel path 72 in the side guide type rail transit system 1B according to the present embodiment will be described. In the present embodiment, when the vehicle 10 advances from the main line travel path 61 toward the second travel path 72, the branch guide 80 is switched to the second state. Specifically, the tip of the drive bar 912 is moved by the switch machine 911 to the position farthest from the switch machine 911 in the width direction Dw. Along with the movement of the drive bar 912, the first movable guide rail 81 and the second movable guide rail 85 are moved to one side Dw1 in the width direction Dw so as to move away from the switch machine 911. As a result, as shown in FIG. 8, the first movable guide rail 81 rotates clockwise about the first rotation axis 811, and the second movable guide rail 85 rotates clockwise about the second rotation axis 851. Therefore, the first movable guide rail 81 is in a state of being separated from the first guide rail 521. In addition, the second movable guide rail 85 is in a state of being connected to the second guide rail 522.

[0145] Furthermore, as the first movable guide rail 81 rotates clockwise, the first main connecting rod 922 is pulled by the first movable guide rail 81 toward one side Dw1 in the width direction Dw. As the first main connecting rod 922 moves toward one side Dw1 in the width direction Dw, the first rotating rod 921 rotates counterclockwise about one end thereof. With the rotation of the first rotating rod 921, the first sub-connecting rod 923 is pulled by the first rotating rod 921 toward one side Dw1 in the width direction Dw. As a result, the first auxiliary movable guide rail 83 is pulled toward one side Dw1 in the width direction Dw by the first sub-connecting rod 923, and the first auxiliary movable guide rail 83 rotates clockwise about the first auxiliary rotation shaft 831. Thereby, the first movable guide rail 81 and the first auxiliary movable guide rail 83 are moved to the positions in the second state. That is, the first movable guide rail 81 and the first auxiliary movable guide rail 83 are moved to positions where they cannot contact the guide ring 162.

[0146] Furthermore, as the first rotating rod 921 rotates counterclockwise, the first tram line link portion 351 is pulled by the first rotating rod 921 toward one side Dw1 in the width direction Dw. As a result, the first movable tram line portion 41 is pulled toward one side Dw1 in the width direction Dw by the first tram line link portion 351, and the first movable tram line portion 41 rotates clockwise about the first movable tram line rotation shaft 42. Thereby, the first movable tram line portion 41 is moved to the position in the second state. That is, the first movable tram line portion 41 is moved to a position where it cannot contact the current collectors 2 and 2A of the vehicle 10.

[0147] Further, as the second movable guide rail 85 rotates clockwise, the second main connecting rod 932 is pulled by the second movable guide rail 85 to one side Dw1 in the width direction Dw. As the second main connecting rod 932 moves to one side Dw1 in the width direction Dw, the second rotating rod 931 rotates counterclockwise about one end thereof. With the rotation of the second rotating rod 931, the second sub-connecting rod 933 is pushed by the second rotating rod 931 to one side Dw1 in the width direction Dw. As a result, the second auxiliary movable guide rail 87 is pushed to one side Dw1 in the width direction Dw by the second sub-connecting rod 933, and the second auxiliary movable guide rail 87 rotates clockwise about the second auxiliary rotating shaft 871. Thereby, the second movable guide rail 85 and the second auxiliary movable guide rail 87 are moved to the positions in the second state. That is, the second movable guide rail 85 and the second auxiliary movable guide rail 87 are moved to positions where they can contact the guide wheel 162.

[0148] Furthermore, as the second rotating rod 931 rotates counterclockwise, the second trolley wire link portion 352 is pushed by the second rotating rod 931 to one side Dw1 in the width direction Dw. As a result, the second movable trolley wire portion 44 is pushed to one side Dw1 in the width direction Dw by the second trolley wire link portion 352, and the second movable trolley wire portion 44 rotates clockwise about the second movable trolley wire rotating shaft 45. Thereby, the second movable trolley wire portion 44 is moved to the position in the second state. That is, the second movable trolley wire portion 44 is moved to a position where it can contact the current collectors 2 and 2A of the vehicle 10.

[0149] In this way, when the branch guide 80 is switched to the second state, in the vehicle 10 that has entered the branch portion 70 from the main line portion 60, the inner surface in the width direction Dw of the guide wheel 162 that was in contact with the outer surface in the width direction Dw of the second guide rail 522 contacts the outer surface in the width direction Dw of the second movable guide rail 85. At that time, the outer surface in the width direction Dw of the guide wheel 162 contacts the inner surface in the width direction Dw of the second auxiliary movable guide rail 87. Thereby, the guide wheel 162 is guided to the second traveling path 72 in a state of being sandwiched between the second movable guide rail 85 and the second auxiliary movable guide rail 87 in the width direction Dw.

[0150] Furthermore, in the vehicle 10 that has entered the branch section 70 from the main line section 60, the current collectors 2 and 2A that were in contact with the main line electric railway line section 3A come into contact with the second movable electric railway line section 44. As a result, the vehicle 10 is supplied with power from the second movable electric railway line section 44 and continues to travel on the second travel path 72.

[0151] In addition, in the vehicle 10 that has entered the branch section 70 from the main line section 60, the inner surface in the width direction Dw of the guide wheel 162 that was in contact with the outer surface in the width direction Dw of the first guide rail 521 enters the second travel path 72 without coming into contact with the first movable guide rail 81 or the first auxiliary movable guide rail 83. Furthermore, the current collectors 2 and 2A that were in contact with the main line electric railway line section 3A continue to travel on the second travel path 72 without coming into contact with the first movable electric railway line section 41.

[0152] (Function and effect) In the rail transit system 1B of the third embodiment, when the movable part 35 of the electric railway line is switched from the second state to the first state, the current collectors 2 and 2A of the vehicle 10 heading for the first running path 71 and the first movable electric railway line part 41 can be brought into contact with each other. Further, when the movable part 35 of the electric railway line is switched from the first state to the second state, the current collectors 2 and 2A of the vehicle 10 heading for the second running path 72 and the second movable electric railway line part 44 can be brought into contact with each other. Therefore, at the branch part 70, when the vehicle 10 is guided to the first running path 71, the current collectors 2 and 2A pass in a state of being in contact with the first movable electric railway line part 41 and not in contact with the second movable electric railway line part 44. That is, when the vehicle 10 moves to the first running path 71, the vehicle 10 can continue to be supplied with power by bringing only the first movable electric railway line part 41 into contact with the current collectors 2 and 2A. Further, at the branch part 70, when the vehicle 10 is guided to the second running path 72, the current collectors 2 and 2A pass in a state of being in contact with the second movable electric railway line part 44 and not in contact with the first movable electric railway line part 41. That is, when the vehicle 10 moves to the second running path 72, the vehicle 10 can continue to be supplied with power by bringing only the second movable electric railway line part 44 into contact with the current collectors 2 and 2A. In this way, when guiding the vehicle 10 in different directions at the branch part 70, the vehicle 10 can be stably supplied with power by only one current collector 2 or 2A. As a result, by installing the movable first movable electric railway line part 41 and the second movable electric railway line part 44, it is not necessary to install different types of current collectors 2 and 2A on the vehicle 10, and the size of the vehicle 10 can be reduced. Further, since it is not necessary to install a plurality of different types of current collectors 2 and 2A, the cost and maintenance cost of the vehicle 10 can be reduced. In this way, the vehicle 10 can be made to have a simpler structure and can run stably while being supplied with power not only at the main line part 60 but also at the branch part 70.

[0153] In the first state, the first movable trolley wire section 41 is arranged at the same position in the width direction Dw with respect to the main line trolley wire section 3A so as to extend the main line trolley wire section 3A. Therefore, when the vehicle 10 enters the branch section 70, it is possible to suppress rattling in the process of the current collectors 2 and 2A coming into contact from the main line trolley wire section 3A to the first movable trolley wire section 41. Similarly, in the second state, the second movable trolley wire section 44 is arranged at the same position in the width direction Dw with respect to the main line trolley wire section 3A so as to extend the main line trolley wire section 3A. Therefore, when the vehicle 10 enters the branch section 70, it is possible to suppress rattling in the process of the current collectors 2 and 2A coming into contact from the main line trolley wire section 3A to the second movable trolley wire section 44. Accordingly, the contact state between the current collectors 2 and 2A and the trolley wire 33 can be stably maintained.

[0154] In addition, a first fixed trolley wire portion 43 is fixed at a position away from the first movable trolley wire portion 41 in the first direction D1. Further, a second fixed trolley wire portion 46 is fixed at a position away from the second movable trolley wire portion 44 in the second direction D2. That is, an air section where the trolley wire 33 is not arranged is formed between the first movable trolley wire portion 41 and the first fixed trolley wire portion 43, and between the second movable trolley wire portion 44 and the second fixed trolley wire portion 46. On the other hand, in the vehicle 10, the front current collector 2F and the rear current collector 2R are arranged apart from each other in the traveling direction Da. Therefore, for the vehicle 10 traveling on the first traveling path 71, after both the front current collector 2F and the rear current collector 2R come into contact with the first movable trolley wire portion 41, the front current collector 2F separates from the first movable trolley wire portion 41, but the rear current collector 2R remains in contact with the first movable trolley wire portion 41. Thereafter, with the rear current collector 2R in a state of separating from the first movable trolley wire portion 41 or remaining in contact with the first movable trolley wire portion 41, the front current collector 2F comes into contact with the first fixed trolley wire portion 43. Similarly, for the vehicle 10 traveling on the second traveling path 72, after both the front current collector 2F and the rear current collector 2R come into contact with the second movable trolley wire portion 44, the front current collector 2F separates from the second movable trolley wire portion 44, but the rear current collector 2R remains in contact with the second movable trolley wire portion 44. Thereafter, with the rear current collector 2R in a state of separating from the second movable trolley wire portion 44 or remaining in contact with the second movable trolley wire portion 44, the front current collector 2F comes into contact with the second fixed trolley wire portion 46. Thus, by having the front current collector 2F and the rear current collector 2R arranged apart from each other in the traveling direction Da, either the front current collector 2F or the rear current collector 2R is in contact with the trolley wire 33 at the branch portion 70, and it becomes possible for the vehicle 10 to maintain a stable power supply state without falling into a disconnection state.

[0155] In addition, the first movable trolley wire section 41 and the second movable trolley wire section 44 have a power supply surface inclined section 335. Furthermore, the first fixed trolley wire section 43 and the second fixed trolley wire section 46 also have a power supply surface inclined section 335. Therefore, when the current collectors 2 and 2A are separated from the first movable trolley wire section 41 and the second movable trolley wire section 44, or when they come into contact with the first fixed trolley wire section 43 and the second fixed trolley wire section 46, the biasing portion 24 of the current collectors 2 and 2A smoothly separates or contacts without the current collecting shoe 23 suddenly separating from the trolley wire 33 or colliding with the end of the trolley wire 33 when contacting, suppressing electrical damage and wear to the trolley wires 41, 43, 44, 46 and the current collecting shoe 23 due to an arc phenomenon (short circuit phenomenon) and mechanical damage to the current collectors 2 and 2A, and enabling the current collecting shoe 23 to be separated from and contact the trolley wire 33 in a stable state. As a result, even if there is a section where the wire device is separated like an air section, stable power supply can be maintained.

[0156] Also, a main line insulating portion 371 covering the end of the trolley wire 33 of the main line trolley wire section 3A, a first branch insulating portion 372 covering the end of the trolley wire 33 of the first movable trolley wire section 41 closest to the main line insulating portion 371, and a second branch insulating portion 373 covering the end of the trolley wire 33 of the second movable trolley wire section 44 closest to the main line insulating portion 371 are arranged. Therefore, even if the first movable trolley wire section 41 and the second movable trolley wire section 44 move to the first state or the second state and the distance from the main line trolley wire section 3A changes and approaches, the main line insulating portion 371, the first branch insulating portion 372, and the second branch insulating portion 373 can suppress an arc phenomenon due to a short circuit between the main line trolley wire section 3A and the branch trolley wire section 3B and prevent electrical damage to the end of the trolley wire.

[0157] In addition, the movable part 35 of the electric railway line interlocks the first movable electric railway line part 41 and the second movable electric railway line part 44 with the branch guide 80. Specifically, by using a movable device 90 that drives the branch guide 80, the movable part 35 of the electric railway line moves the first movable electric railway line part 41 and the second movable electric railway line part 44. That is, the first movable electric railway line part 41 and the second movable electric railway line part 44 are moved simultaneously with the first movable guide rail 81, the second movable guide rail 85, the first auxiliary movable guide rail 83, and the second auxiliary movable guide rail 87. Therefore, there is no time lag when switching between the branch guide 80 and the branch electric railway line part 3B, and the vehicle 10 can travel stably between the main line part 60 and the branch part 70.

[0158] In particular, the movable device 90 used by the movable part 35 of the electric railway line moves the branch guide 80 to the first state or the second state by a switch machine 911 having a lock bar 913. Therefore, the first movable electric railway line part 41 and the second movable electric railway line part 44 can be temporarily fixed in the first state or the second state. Therefore, the first movable electric railway line part 41 and the second movable electric railway line part 44 can have a simple structure that does not require a locking structure. Furthermore, the movable part 35 of the electric railway line can also have a simple structure using the switch machine 911. Therefore, the branch part 70 of the electric railway line 33 can have a simple configuration, and the reliability of the branch part 70 of the electric railway line 33 can be improved and the cost can be reduced.

[0159] In addition, the branch electric railway line part 3B is arranged in an arrangeable area AP that is an area outside the running surface 51a. That is, the branch electric railway line part 3B is arranged at a position that does not overlap with the running path 51. Therefore, it is not necessary to provide a groove for arranging the branch electric railway line part 3B on the running surface 51a of the branch part 70. Therefore, when the running wheel 13 passes over the running surface 51a at the branch part 70, the adverse effect on the tire structure due to the passage of the groove through the running wheel 13 and the damage from the corner of the groove are eliminated, and the load on the running wheel 13 can be reduced. Thereby, the life of the running wheel 13 can be extended, and safety and reduction of maintenance costs can be achieved.

[0160] (Other embodiments) As described above in detail with reference to the drawings, the embodiments of the present disclosure are not limited to the specific configurations, and design changes and the like within the scope not departing from the gist of the present disclosure are also included.

[0161] Note that the rail transit systems 1, 1A, and 1B are not limited to being side-guidance type (side guide system) rail transit systems 1, 1A, and 1B. The rail transit systems 1, 1A, and 1B may be center guidance type (center guide system) rail transit systems 1, 1A, and 1B in which the guide rail 52 is arranged inside the pair of running wheels 13 in the width direction Dw. Further, the rail transit systems 1, 1A, and 1B may be outside guide systems in which the guide wheels 162 contact the guide rail 52 outside the width direction Dw instead of the inside guide system in which the guide wheels 162 contact the guide rail 52 inside the width direction Dw as in the present embodiment, even if they are side-guidance type rail transit systems 1, 1A, and 1B.

[0162] Also, the current collectors 2 and 2A may also have a front current collector 2F and a rear current collector 2R in the first and second embodiments. Further, the current collectors 2 and 2A may further include configurations other than the base portions 21 and 21A, the arm portions 22, the current collection shoes 23, and the biasing portions 24 and 24A. Also, the base portions 21 and 21A, the arm portions 22, the current collection shoes 23, and the biasing portions 24 and 24A may have configurations other than those described above.

[0163] Also, the overhead line device 3 is not limited to having a structure with an insulating plate 34. The overhead line device 3 may not have the insulating plate 34 as long as insulation separation between the first overhead line 331 and the second overhead line 332 can be ensured.

[0164] Further, the branch trolley wire section 3B of the third embodiment is not limited to a structure having a first movable trolley wire section 41, a first movable trolley wire rotating shaft 42, a first fixed trolley wire section 43, a second movable trolley wire section 44, a second movable trolley wire rotating shaft 45, and a second fixed trolley wire section 46. For example, the branch trolley wire section 3B may not have the first fixed trolley wire section 43 and the second fixed trolley wire section 46. Further, the branch trolley wire section 3B may not have the first movable trolley wire rotating shaft 42 and the second movable trolley wire rotating shaft 45. That is, the first movable trolley wire section 41 and the second movable trolley wire section 44 are not limited to a configuration that is rotationally moved by the first movable trolley wire rotating shaft 42 and the second movable trolley wire rotating shaft 45. The first movable trolley wire section 41 and the second movable trolley wire section 44 may have a structure that translates in parallel between a first state and a second state.

[0165] Further, the first movable trolley wire section 41, the second movable trolley wire section 44, the first fixed trolley wire section 43, and the second fixed trolley wire section 46 are not limited to a structure having a power supply surface inclined portion 335. Also, only a part of the first movable trolley wire section 41, the second movable trolley wire section 44, the first fixed trolley wire section 43, and the second fixed trolley wire section 46 may have the power supply surface inclined portion 335.

[0166] Further, the movable trolley wire portion 35 is not limited to the structure as in this embodiment. The movable trolley wire portion 35 may have any structure as long as it can move the first movable trolley wire section 41 and the second movable trolley wire section 44. Therefore, the movable trolley wire portion 35 may not have a rotary structure as in this embodiment, and may have a structure that slides the first movable trolley wire section 41 and the second movable trolley wire section 44 in the width direction Dw. Also, the movable trolley wire portion 35 may have a structure independent of the movable device 90. In that case, the movable trolley wire portion 35 may move the first movable trolley wire section 41 and the second movable trolley wire section 44 with separate switch machines 911, respectively.

[0167] <Appendix> The rail transit systems 1, 1A, 1B described in the embodiments are understood as follows, for example.

[0168] (1) The guideway type rail transit systems 1, 1A, 1B according to the first aspect include a vehicle 10 having a vehicle body 11, running wheels 13, guide wheels 162, and current collectors 2, 2A; a running path 51 having a running surface 51a with which the running wheels 13 can come into contact; a guide rail 52 with which the guide wheels 162 can come into contact; and a guide rail type rail 50 having an overhead line device 3 capable of supplying electricity to the vehicle 10. The current collectors 2, 2A are capable of contacting the overhead line device 3 below the vehicle body 11 in the vertical direction Dv and inside the running wheels 13 in the width direction Dw of the vehicle 10. The overhead line device 3 includes an overhead line pedestal 31 fixed to the running path 51 inside the running surface 51a in the width direction Dw; an insulator 32 extending so as to protrude from the overhead line pedestal 31; and an overhead line 33 fixed to the tip of the insulator 32 and capable of contacting the current collectors 2, 2A. The overhead line pedestal 31 has an inclined fixing surface that extends inclined with respect to the vertical direction Dv and to which the insulator 32 is fixed when viewed from the running direction Da in which the vehicle 10 travels. The insulator 32 extends perpendicular to the inclined fixing surface.

[0169] According to such a structure, the overhead line device 3 is arranged below the vehicle body 11 in the vertical direction Dv and inside the running wheels 13 in the width direction Dw. Also, the overhead line 33 is arranged so as to protrude not directly above or horizontally with respect to the inclined fixing surface but at a position obliquely above. Therefore, compared with the case where the overhead line 33 is arranged to protrude directly above or horizontally with respect to the overhead line pedestal 31, the height and width of the overhead line device 3 can be suppressed to be small. Thereby, while arranging the overhead line 33 and the current collectors 2, 2A inside the width direction Dw, the sizes of the rail 50 and the vehicle 10 can be suppressed.

[0170] (2) The rail transit systems 1, 1A, and 1B according to the second aspect are the rail transit systems 1, 1A, and 1B of (1), wherein the tram line 33 has a first tram line 331 and a second tram line 332 arranged apart from the first tram line 331. The tram line receiving base 31 has, as the inclined fixed surface, a first inclined fixed surface 3120 to which the first tram line 331 is fixed and a second inclined fixed surface 3130 to which the second tram line 332 is fixed. The first inclined fixed surface 3120 and the second inclined fixed surface 3130 are arranged offset from each other in the traveling direction Da. The first inclined fixed surface 3120 is inclined so as to face one of the traveling wheels 13 arranged on the first side Da1 in the width direction Dw, and the second inclined fixed surface 3130 is inclined so as to face the other traveling wheel 13 arranged on the second side Da2 in the width direction Dw.

[0171] According to such a structure, the first tram line 331 and the second tram line 332 are fixed to the first inclined fixed surface 3120 and the second inclined fixed surface 3130 facing each other in the width direction Dw, respectively. As a result, the first tram line 331 and the second tram line 332, which are separated from each other, can be arranged as close as possible in the width direction Dw. As a result, the width of the tram line device 3 can be suppressed to be smaller with a simple configuration. Thereby, while arranging the tram line 33 and the current collection devices 2 and 2A inside the width direction Dw, the sizes of the track 50 and the vehicle 10 can be further suppressed.

[0172] (3) The rail transit systems 1, 1A, and 1B according to the third aspect are the rail transit systems 1, 1A, and 1B of (2), wherein the tram line device 3 has an insulating plate 34 extending in the traveling direction Da between the first tram line 331 and the second tram line 332 in the width direction Dw and fixed to the tram line receiving base 31.

[0173] According to such a structure, even if the first trolley wire 331 and the second trolley wire 332 approach each other in the width direction Dw, it is possible to suppress the occurrence of a short circuit. Therefore, while securing a separation distance, the first trolley wire 331 and the second trolley wire 332 can be brought closer to each other in the width direction Dw. As a result, with a simple configuration, the width of the trolley wire device 3 can be further reduced. Thereby, while arranging the trolley wire 33 and the current collectors 2, 2A inside the width direction Dw, the sizes of the track 50 and the vehicle 10 can be further reduced.

[0174] (4) The track traffic systems 1, 1A, 1B according to the fourth aspect are any one of the track traffic systems 1, 1A, 1B from (1) to (3), wherein the current collectors 2, 2A include base portions 21, 21A fixed to the vehicle body 11, an arm portion 22 rotatably supported with respect to the base portions 21, 21A, a current collection shoe 23 rotatably supported at the tip of the arm portion 22 and capable of contacting the trolley wire 33, and an urging portion 24, 24A extending such that a first end is connected to the base portions 21, 21A and a second end is connected to the arm portion 22, and urging the arm portion 22 in a direction in which the current collection shoe 23 approaches the trolley wire 33. The arm portion 22 extends obliquely downward from the base portions 21, 21A in the vertical direction Dv and inward in the width direction Dw.

[0175] According to such a structure, the arm portion 22 is urged by the urging portions 24, 24A, and rotates with respect to the base portions 21, 21A while rotating the current collection shoe 23 along the trolley wire 33. Thereby, regardless of the position of the vehicle body 11, the current collection shoe 23 can be stably brought into contact with the surface of the trolley wire 33 while making the position of the current collection shoe 23 follow the position of the trolley wire 33.

[0176] (5) The track traffic systems 1, 1A, 1B according to the fifth aspect are the track traffic systems 1, 1A, 1B, 1A of (4), wherein the biasing portions 24, 24A include an upward biasing portion 241 that biases the arm portion 22 so that the current collector shoe 23 moves upward from below in the vertical direction Dv, and a downward biasing portion 242 that biases the arm portion 22 so that the current collector shoe 23 moves downward from above in the vertical direction Dv. The arm portion 22 is supported by the base portions 21, 21A so as to be rotatable about a virtual axis extending in a direction orthogonal to the extending direction of the arm portion 22 and rotatable about a horizontal axis extending in the traveling direction Da when viewed from the traveling direction Da.

[0177] According to such a structure, the arm portion 22 is biased by the upward biasing portion 241 and the downward biasing portion 242 so as to be sandwiched in the vertical direction Dv. The arm portion 22 is supported by the base portions 21, 21A so as to be rotatable about a virtual axis extending in a direction orthogonal to the extending direction of the arm portion 22 and rotatable about a horizontal axis extending in the traveling direction Da with respect to the base portions 21, 21A. Therefore, according to the biasing by the upward biasing portion 241 and the downward biasing portion 242, the arm portion 22 can rotate and move flexibly with respect to the base portions 21, 21A. Thus, even if the vehicle 10 tilts at a curve or the like, the current collector device 2, 2A also rolls, and the position of the current collector shoe 23 deviates either above or below the vertical direction Dv with respect to the overhead line 33, the position of the current collector shoe 23 can stably follow the position of the overhead line 33.

[0178] (6) The track traffic systems 1, 1A, 1B according to the sixth aspect are the track traffic systems 1, 1A, 1B of (5), further including a pair of shoe insulators 27 disposed at the tip of the arm portion 22 so as to sandwich the current collector shoe 23 in the vertical direction Dv. The shoe insulator 27 protrudes from the tip of the arm portion 22 toward the overhead line 33 more than the current collector shoe 23.

[0179] According to such a structure, the trolley wire 33 is in a state of being received in a groove formed between the protruding shoe insulators 27. Therefore, no matter whether the position of the current collector shoe 23 deviates upward or downward in the vertical direction Dv with respect to the trolley wire 33, before the current collector shoe 23 comes off the trolley wire 33, the shoe insulator 27 and the trolley wire 33 come into contact. As a result, the movement of the current collector shoe 23 in the vertical direction Dv is restricted by the pair of shoe insulators 27. Thereby, the position of the current collector shoe 23 can surely follow the position of the trolley wire 33, and the current collector shoe 23 can be stably brought into contact with the first trolley wire 331 and the second trolley wire 332.

[0180] (7) The track traffic systems 1, 1A, 1B according to the seventh aspect are any one of the track traffic systems 1, 1A, 1B from (1) to (6), wherein the current collector devices 2, 2A include a front current collector device 2F fixed to the front of the vehicle body 11 in the traveling direction Da, and a rear current collector device 2R fixed to the rear of the vehicle body 11 in the traveling direction Da.

[0181] According to such a structure, by having the front current collector device 2F and the rear current collector device 2R separated in the traveling direction Da, compared with the case where only one current collector device 2, 2A is arranged, the time during which the current collector devices 2, 2A and the trolley wire 33 are separated in the air section can be suppressed to be short.

[0182] (8) The track-based transportation systems 1, 1A, 1B according to the eighth aspect are any one of the track-based transportation systems 1, 1A, 1B from (1) to (7), wherein the track 50 further has a branch portion 70 for switching the traveling destination of the vehicle 10 traveling on the main line traveling road 61 which is a part of the traveling road 51. The branch portion 70 is connected to the main line traveling road 61 and has a first traveling road 71 extending in the first direction D1 and a second traveling road 72 connected to the main line traveling road 61 and extending in a second direction D2 different from the first direction D1. The electric wire device 3 has a main line electric wire portion 3A arranged on the main line traveling road 61, a branch electric wire portion 3B arranged on the branch portion 70, and an electric wire movable portion 35 for moving the branch electric wire portion 3B between a first state and a second state. The branch electric wire portion 3B includes a first movable electric wire portion 41 which, when brought into the first state by the electric wire movable portion 35, can be brought into contact with the current collection devices 2, 2A of the vehicle 10 heading for the first traveling road 71 and, when brought into the second state, cannot be brought into contact with the current collection devices 2, 2A of the vehicle 10 heading for the second traveling road 72, and a second movable electric wire portion 44 which, when brought into the first state by the electric wire movable portion 35, cannot be brought into contact with the current collection devices 2, 2A of the vehicle 10 heading for the first traveling road 71 and, when brought into the second state, can be brought into contact with the current collection devices 2, 2A of the vehicle 10 heading for the second traveling road 72.

[0183] According to such a structure, at the branch portion 70, when the vehicle 10 is guided to the first running path 71, the current collectors 2 and 2A come into contact with the first movable catenary portion 41 and pass through without contacting the second movable catenary portion 44. That is, when the vehicle 10 moves to the first running path 71, power can be continuously supplied to the vehicle 10 by bringing only the first movable catenary portion 41 into contact with the current collectors 2 and 2A. Further, at the branch portion 70, when the vehicle 10 is guided to the second running path 72, the current collectors 2 and 2A come into contact with the second movable catenary portion 44 and pass through without contacting the first movable catenary portion 41. That is, when the vehicle 10 moves to the second running path 72, power can be continuously supplied to the vehicle 10 by bringing only the second movable catenary portion 44 into contact with the current collectors 2 and 2A. Thus, when guiding the vehicle 10 in different directions at the branch portion 70, power can be stably supplied to the vehicle 10 by only one current collector 2 or 2A. As a result, by providing the movable first movable catenary portion 41 and the second movable catenary portion 44, it is not necessary to provide different types of current collectors 2 and 2A on the vehicle 10, and the size of the vehicle 10 can be reduced. Also, since it is not necessary to provide a plurality of different types of current collectors 2 and 2A, the cost and maintenance cost of the vehicle 10 can be reduced. In this way, the vehicle 10 can be made to run stably with power supply not only at the main line portion 60 but also at the branch portion 70 with a simpler structure.

[0184] (9) The rail transit systems 1, 1A, and 1B according to the ninth aspect are the rail transit systems 1, 1A, and 1B of (8), wherein when the first movable catenary portion 41 is in the first state, it extends in the first direction D1 so as to extend the main line catenary portion 3A, and when the second movable catenary portion 44 is in the second state, it extends in the second direction D2 so as to extend the main line catenary portion 3A.

[0185] According to such a structure, when the vehicle 10 enters the branch portion 70, it is possible to suppress rattling during the process in which the current collectors 2 and 2A come into contact with the first movable electric line portion 41 from the main line electric line portion 3A. Similarly, in the second state, the second movable electric line portion 44 is arranged at the same position in the width direction Dw with respect to the main line electric line portion 3A so as to extend the main line electric line portion 3A. Therefore, when the vehicle 10 enters the branch portion 70, it is possible to suppress rattling during the process in which the current collectors 2 and 2A come into contact with the second movable electric line portion 44 from the main line electric line portion 3A. Accordingly, the contact state between the current collectors 2 and 2A and the electric line 33 can be stably maintained.

[0186] (10) The rail transit systems 1, 1A, and 1B according to the tenth aspect are the rail transit systems 1, 1A, and 1B of (8) or (9), wherein the electric line device 3 includes a main line insulating portion 371 that covers an end portion of the electric line 33 of the main line electric line portion 3A closest to the branch portion 70 when viewed from the vertical direction Dv, a first branch insulating portion 372 that covers an end portion of the electric line 33 of the first movable electric line portion 41 closest to the main line insulating portion 371 when viewed from the vertical direction Dv in the first state, and a second branch insulating portion 373 that covers an end portion of the electric line 33 of the second movable electric line portion 44 closest to the main line insulating portion 371 when viewed from the vertical direction Dv in the second state.

[0187] According to such a structure, even when the first movable electric line portion 41 and the second movable electric line portion 44 move to the first state or the second state and the distance between them and the main line electric line portion 3A changes and they approach each other, short circuits can be suppressed by the main line insulating portion 371, the first branch insulating portion 372, and the second branch insulating portion 373.

[0188] (11) The rail transit systems 1, 1A, and 1B according to the eleventh aspect are any one of the rail transit systems 1, 1A, and 1B from (8) to (10), wherein the branch portion 70 has an arrangeable region AP arranged at a position that does not overlap with the running surface 51a and a non-arrangeable region AI arranged at a position that overlaps with the running surface 51a when viewed from the vertical direction Dv, and the branch electric line portion 3B is arranged only in the arrangeable region AP.

[0189] According to such a structure, there is no need to provide a groove for arranging the branch trolley wire portion 3B on the running surface 51a of the branch portion 70. Therefore, when the running wheel 13 passes over the running surface 51a at the branch portion 70, the adverse effect on the tire structure due to the passage of the groove through the running wheel 13 and the damage from the corner of the groove can be reduced, and the load on the running wheel 13 can be alleviated. Thereby, the life of the running wheel 13 can be extended, and the safety and the reduction of maintenance costs can be achieved.

[0190] (12) The track traffic systems 1, 1A, 1B according to the twelfth aspect are the track traffic systems 1, 1A, 1B of (11), wherein the trolley wire 33 of the first movable trolley wire portion 41 and the second movable trolley wire portion 44 has a power supply surface inclined portion 335 in which the power supply surface of the trolley wire 33 inclines downward in the vertical direction Dv toward the end portion close to the non-arrangeable region AI as it approaches the non-arrangeable region AI.

[0191] According to such a structure, when the current collector devices 2, 2A are separated from the first movable trolley wire portion 41 and the second movable trolley wire portion 44, the current collecting shoe 23 does not suddenly separate from the trolley wire 33 by the biasing portion 24 of the current collector devices 2, 2A, and when contacting, it does not collide with the end portion of the trolley wire 33. Instead, it smoothly separates and smoothly contacts, suppressing the electrical damage and wear to the trolley wires 41, 43, 44, 46 and the current collecting shoe 23 due to the arc phenomenon (short-circuit phenomenon) and the mechanical damage to the current collector devices 2, 2A, and enabling the current collecting shoe 23 to be separated from and contact the trolley wire 33 in a stable state. Thereby, even if there is a section where the wire device is separated like an air section, stable power supply can be maintained.

[0192] (13) The track traffic systems 1, 1A, 1B according to the thirteenth aspect are any one of the track traffic systems 1, 1A, 1B from (8) to (12), wherein the trolley wire movable portion 35 moves the first movable trolley wire portion 41 and the second movable trolley wire portion 44 in conjunction with the switching of the traveling direction of the vehicle 10 at the branch portion 70.

[0193] (14) The track-based transportation systems 1, 1A, and 1B according to the 13th aspect are any one of the track-based transportation systems 1, 1A, and 1B from (1) to (13), and the guide rail 52 is located outside the running wheel 13 in the width direction Dw and can contact the inside of the guide wheel 162.

[0194] According to such a structure, the expansion to the outside in the width direction Dw due to the installation of the overhead line 33 and the current collector devices 2 and 2A can be suppressed, and the size of the track 50 and the vehicle 10 in the width direction Dw can be further suppressed.

Explanation of Reference Numerals

[0195] 1, 1A, 1B... Track-based transportation system 10... Vehicle 11... Car body 13... Running wheel 13A... First running wheel 13B... Second running wheel 16... Guidance device 161... Guide frame 162... Guide wheel 18... Straight-ahead restoration device 2, 2A... Current collector device 21, 21A... Base part 221... Base fixing part 222... Base insulator part 223... Base insulation part 224... Base rotation support part 22... Arm part 23... Current collector shoe 231... Shoe body 232... Shoe rotation support part 24, 24A... Biasing part 2F... Front current collector device 2R... Rear current collector device 50... Track B... Floor slab 51... Running path 51a... Running surface 52... Guide rail 521... First guide rail 522... Second guide rail 3... Overhead line device 31…Overhead line receiving stand 311…Receiving stand body 312…First receiving part 3120…First inclined fixing surface 313…Second receiving part 3130…Second inclined fixing surface 32…Insulator 321…First insulator 322…Second insulator 33…Overhead line 331…First overhead line 332…Second overhead line 34…Insulating plate 225…Fixed rotating part 241…Upper biasing part 242…Lower biasing part 27…Shoe insulator 60…Main line part 61…Main line running path 70…Branch part 71…First running path 72…Second running path 80…Branch guide 81…First movable guide rail 811…First rotating shaft 82…First fixed guide rail 83…First auxiliary movable guide rail 831…First auxiliary rotating shaft 832…First auxiliary movable guide body 833…First entrance inclined part 84…First auxiliary fixed guide rail 841…First auxiliary fixed guide body 842…First exit inclined part 85…Second movable guide rail 851…Second rotating shaft 86…Second fixed guide rail 87…Second auxiliary movable guide rail 871…Second auxiliary rotating shaft 872…Second auxiliary movable guide body 873…Second entrance inclined part 88…Second auxiliary fixed guide rail 881…Second auxiliary fixed guide body 882…Second exit inclined part 90... Movable device 91... Driving part 911... Switch machine 912... Driving bar 913... Lock bar 92... First link part 921... First rotating rod 922... First main connecting rod 923... First sub-connecting rod 93... Second link part 931... Second rotating rod 932... Second main connecting rod 933... Second sub-connecting rod 3A... Main line tram line part 3B... Branch tram line part 41... First movable tram line part 42... First movable tram line rotating shaft 43... First fixed tram line part 44... Second movable tram line part 45... Second movable tram line rotating shaft 46... Second fixed tram line part 335... Feeding surface inclined part 35... Tram line movable part 351... First tram line link part 352... Second tram line link part AP... Placeable area AI... Non-placeable area 371... Main line insulation part 372... First branch insulation part 373... Second branch insulation part De... Extension direction D1... First direction D2... Second direction Da... Travel direction Da1... First side Da2... Second side Dw... Width direction Dw1... One side Dw2... The other side Dv... Vertical direction

Claims

1. A vehicle having a vehicle body, running wheels, guide wheels, and a current collector, A guide rail type track including a running path formed with a running surface on which the running wheels can contact, a guide rail on which the guide wheels can contact, and an overhead line device capable of supplying electricity to the vehicle, The current collector is capable of contacting the overhead line device inside in the vehicle width direction and below in the vertical direction with respect to the vehicle body, The overhead line device, An overhead line support fixed to the running path inside in the vehicle width direction with respect to the running surface, An insulator extending so as to protrude from the overhead line support, An overhead line fixed to the tip of the insulator and capable of contacting the current collector, The overhead line support has an inclined fixing surface that extends inclined with respect to the vertical direction when viewed from the running direction of the vehicle and to which the insulator is fixed, The insulator extends perpendicular to the inclined fixing surface, a rail transit system.

2. The overhead line has a first overhead line and a second overhead line arranged apart from the first overhead line, The overhead line support has, as the inclined fixing surface, a first inclined fixing surface to which the first overhead line is fixed and a second inclined fixing surface to which the second overhead line is fixed, The first inclined fixing surface and the second inclined fixing surface are arranged offset from each other in the running direction, The first inclined fixing surface is inclined so as to face one of the running wheels arranged on the first side in the vehicle width direction, The second inclined fixing surface is inclined so as to face the other running wheel arranged on the second side in the vehicle width direction. The rail transit system according to claim 1.

3. The overhead line device has an insulating plate extending in the running direction between the first overhead line and the second overhead line in the vehicle width direction and fixed to the overhead line support. The rail transit system according to claim 2.

4. The current collector, A base portion fixed to the vehicle body, An arm portion rotatably supported with respect to the base portion, A current collecting shoe rotatably supported at the tip of the arm portion and capable of contacting the overhead line, An urging portion having a first end connected to the base portion and a second end connected to the arm portion and extending so as to urge the arm portion in a direction in which the current collecting shoe approaches the overhead line, The arm portion extends inclined downward in the vertical direction and inward in the vehicle width direction from the base portion. The rail transit system according to claim 1 or 2.

5. The biasing portion includes an upward biasing portion that biases the arm portion so that the current collector shoe moves upward from below in the vertical direction, and a downward biasing portion that biases the arm portion so that the current collector shoe moves downward from above in the vertical direction. The arm portion is rotatably supported by the base portion about an imaginary axis extending in a direction orthogonal to the extending direction of the arm portion and about a horizontal axis extending in the traveling direction when viewed from the traveling direction. The rail transit system according to claim 4.

6. At the tip of the arm portion, it further has a pair of shoe insulators arranged so as to sandwich the current collector shoe in the vertical direction. The shoe insulator protrudes in a direction toward the overhead line from the current collector shoe with respect to the tip of the arm portion. The rail transit system according to claim 5.

7. The current collector device includes a front current collector device fixed to the front of the vehicle body in the traveling direction and a rear current collector device fixed to the rear of the vehicle body in the traveling direction. The rail transit system according to claim 1 or 2.

8. The track further has a branch portion that switches the traveling destination of the vehicle traveling on the main line traveling path, which is a part of the traveling path. The branch portion is Connected to the main line traveling path and having a first traveling path extending in a first direction. Connected to the main line traveling path and having a second traveling path extending in a second direction different from the first direction. The overhead line device includes a main line overhead line portion arranged on the main line traveling path, a branch overhead line portion arranged on the branch portion, and an overhead line movable portion that moves the branch overhead line portion between a first state and a second state. The branch overhead line portion is By the overhead line movable portion, when it is in the first state, it can be brought into contact with the current collector device of the vehicle heading for the first traveling path, and when it is in the second state, it cannot be brought into contact with the current collector device of the vehicle heading for the second traveling path. A first movable overhead line portion. By the overhead line movable portion, when it is in the first state, it cannot be brought into contact with the current collector device of the vehicle heading for the first traveling path, and when it is in the second state, it can be brought into contact with the current collector device of the vehicle heading for the second traveling path. A second movable overhead line portion. The rail transit system according to claim 1 or 2.

9. When the first movable overhead line portion is in the first state, it extends in the first direction so as to extend the main line overhead line portion. The second movable trolley wire section, when in the second state, extends the main line trolley wire section in the second direction, according to the rail transit system of claim 8.

10. The trolley wire device When viewed from the vertical direction, a main line insulation part covering the end of the trolley wire of the main line trolley wire section closest to the branch part, When in the first state, a first branch insulation part covering the end of the trolley wire of the first movable trolley wire section closest to the main line insulation part when viewed from the vertical direction, When in the second state, a second branch insulation part covering the end of the trolley wire of the second movable trolley wire section closest to the main line insulation part when viewed from the vertical direction, further comprising the rail transit system of claim 8.

11. The branch part has an arrangeable area arranged at a position that does not overlap with the running surface and a non-arrangeable area arranged at a position that overlaps with the running surface when viewed from the vertical direction, The branch trolley wire section is arranged only in the arrangeable area, according to the rail transit system of claim 8.

12. The trolley wires of the first movable trolley wire section and the second movable trolley wire section have a power supply surface inclined part where the power supply surface of the trolley wire inclines downward in the vertical direction as it approaches the non-arrangeable area at the end close to the non-arrangeable area, according to the rail transit system of claim 11.

13. The movable trolley wire part moves the first movable trolley wire section and the second movable trolley wire section in conjunction with the switching of the vehicle's travel destination at the branch part, according to the rail transit system of claim 8.

14. The guide rail is capable of contacting the inner side of the guide wheel outside the running wheel in the width direction, according to the rail transit system of claim 1 or 2.

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