Track traffic system

Abstract

To enable a user to access a station without crossing a track.SOLUTION: This track traffic system comprises a track including a travel path with which a running wheel can come into contact, and a guide rail that guides a traveling direction of a vehicle by being in contact with a guide wheel outside the running wheel in a width direction. The track includes a plurality of single-line station sections in which a first travel path which is the travel path is disposed and which has a station facing only the first travel path, a double-line section in which the first travel path and a second travel path which is the travel path disposed in parallel with the first travel path to move the vehicle in a reverse direction of the first travel path are arranged, and a branch section which has a branch path for changing a travel destination of the vehicle between the first travel path and the second travel path and which is adjacent to the single-line station sections. The guide wheel is disposed only on one side in the width direction with respect to the vehicle body.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to rail-based transportation systems. [Background technology]

[0002] As a new means of transportation other than buses and trains, track-based transportation systems, which run on tracks using running wheels equipped with rubber tires, are known. Track-based transportation systems include side guide type systems, in which guide wheels are located on the sides of the vehicle, and center guide type systems, in which guide wheels are located in the center of the vehicle.

[0003] For example, Patent Document 1 describes a transportation system between two terminals, which has two central branch track sections and a pair of common track sections sandwiching the branch track section. In this transportation system, a main guide rail is arranged on the track and contacts main guide wheels provided at both ends of the vehicle. In addition, a secondary guide rail is arranged at the branch section between the branch track section and the common track section and contacts secondary guide wheels provided on only one side of the vehicle. The vehicle is guided to one of the branch track sections by the secondary guide wheels contacting the secondary guide rail. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 62-286869 Summary of the Invention [Problem to be solved by the invention]

[0005] In a rail-based transportation system, it is desirable to lay the tracks on roads rather than viaducts from the perspective of cost reduction. On the other hand, when the tracks are laid on roads, stations are installed at the same level as the roads without being elevated. In such a track, if a station is located on the opposite side of the road from the tracks, an overpass or an underpass may be installed to allow users to access the station. However, installing an overpass or an underpass can be expensive. Furthermore, if an overpass or an underpass is not installed, signaling equipment, railroad crossings, etc. are required to cross the tracks. However, installing signaling equipment, railroad crossings, etc. not only increases costs, but also potentially reduces vehicle traffic volume due to irregular activation of the signals or crossings. Furthermore, installing an overpass, an underpass, a signaling equipment, a railroad crossing, etc. can hinder access to stations for elderly people, people with disabilities, and others. Therefore, a structure that allows access to stations without installing an overpass, an underpass, a signaling equipment, a railroad crossing, etc. is desired.

[0006] The present disclosure has been made to address the above-mentioned needs, and aims to provide a track-based transportation system that allows users to access stations without crossing the tracks. [Means for solving the problem]

[0007] In order to solve the above problems, the track-based transportation system disclosed herein comprises a vehicle having a car body, running wheels, and guide wheels; a track having a running path on which the running wheels can come into contact; and guide rails that are outboard of the running wheels in the width direction of the vehicle and that come into contact with the guide wheels to guide the running direction of the vehicle, wherein the track has: a plurality of single-track station sections in which a first running path that is the running path is arranged and which have stations facing only the first running path; a double-track section in which the first running path and a second running path that is the running path and is arranged parallel to the first running path and allows the vehicle to travel in the opposite direction to the first running path are arranged; and a branch section adjacent to the single-track station section, which has a branch path that connects the first running path and the second running path to change the destination of the vehicle, and the guide wheels are arranged on only one side of the car body in the width direction. [Effects of the Invention]

[0008] According to the track-based transportation system of the present disclosure, users can access stations without crossing the tracks. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a plan view showing the configuration of a track-based transportation system according to a first embodiment. FIG. [Figure 2] 1 is a schematic cross-sectional view showing the configuration of a vehicle of a track-based transportation system according to a first embodiment. FIG. [Figure 3] FIG. 1 is a schematic diagram showing a track geometry of a track-based transportation system according to a first embodiment. [Figure 4] 4 is an enlarged view illustrating in detail the structure of a guide wheel component according to the present embodiment. FIG. [Figure 5] FIG. 2 is an enlarged view illustrating the track according to the first embodiment in detail, showing a vehicle traveling on a first traveling path. [Figure 6] FIG. 3 is an enlarged view illustrating the track according to the first embodiment in detail, showing a vehicle traveling on a second traveling path. [Figure 7] FIG. 2 is a schematic diagram showing a track sensor and a control unit according to the present embodiment. [Figure 8] FIG. 4 is a flowchart showing a control method for the first vehicle and the second vehicle by the control unit according to the present embodiment. [Figure 9] FIG. 2 is an enlarged view detailing the first entrance / exit section between the garage and the main line according to this embodiment. [Figure 10] FIG. 2 is a schematic cross-sectional view showing the configuration of a first entrance / exit section (second entrance / exit section) according to the first embodiment. [Figure 11] FIG. 10 is an enlarged view detailing the second entrance / exit between the garage and the main line according to this embodiment. [Figure 12] FIG. 10 is a schematic diagram showing a track sensor according to a second embodiment. [Figure 13] FIG. 10 is a schematic diagram showing the track geometry of a track-based transportation system according to a third embodiment. [Figure 14] FIG. 10 is a schematic diagram showing the track geometry of a track-based transportation system according to a fourth embodiment. DETAILED DESCRIPTION OF THE INVENTION

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

[0011] (Configuration of rail-based transportation systems) The track-based transportation system 1 according to the embodiment of the present disclosure is a system in which side-guide type vehicles 10 run along a track 50. Therefore, the side-guide type track-based transportation system 1 includes vehicles 10 and a track 50.

[0012] (Orbital configuration) As shown in FIG. 1, a track 50 allows vehicles 10 to travel on it. The track 50 extends along a predetermined route. A running path 51 along which the vehicle 10 travels is formed on the track 50. The running path 51 extends in an extension direction De. Here, the extension direction De is a direction that intersects with (is perpendicular to) the vertical direction Dv and is the direction in which the track 50 extends. The extension direction De is also the running direction Da of the vehicle 10. A running surface 51a is formed on each running path 51. The running surface 51a is a flat surface that can be contacted by running wheels 13 of the vehicle 10, which will be described later, while rolling when the vehicle 10 travels on the running path 51. Therefore, a pair of running surfaces 51a are formed at an interval in a width direction Dw that intersects with (is perpendicular to) the extension direction De and 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 is flat across its entire surface and is formed so that the running wheels 13, which are fitted with rubber tires of the vehicle 10, can roll on it. The running wheels 13 roll on the running surface 51a, causing the vehicle 10 to travel on the runway 51. As shown in FIG. 2, the running surface 51a in this embodiment is disposed at a position that protrudes upward from the roadbed B in the vertical direction Dv. For example, the running surface 51a is positioned so as to protrude upward from the roadbed B in the vertical direction Dv by installing an I-shaped concrete girder or an I-beam on the roadbed B.

[0013] The running surface 51a in this embodiment actually includes portions formed separately in the width direction Dw, and portions connected in the width direction Dw and integrally formed as part of the flat upper surface of the running path 51 across the left and right. Therefore, the running surface 51a in this embodiment is the region of the upper surface of the running path 51 facing upward in the vertical direction Dv, with which the running wheels 13 are expected to come into contact when the vehicle 10 runs on the running path 51. In addition, some portions of the surface of the running surface 51a are grooved or roughened to a degree that does not impair flatness. As a result, the surface of the running surface 51a is in a surface state that ensures a friction coefficient with the tire tread even during rainfall, preventing slippage when the vehicle 10 accelerates or decelerates.

[0014] (Vehicle configuration) As shown in FIG. 2, in this embodiment, the vehicle 10 traveling on the track 50 is a vehicle 10 of a new transportation system with side guide rails. The vehicle 10 is operated in a formation of one or more cars. When a formation of multiple vehicles 10 is made up of multiple cars 10, the vehicles 10 are coupled to each other by a coupling device (not shown). The vehicle 10 is capable of moving both forward and backward relative to the car body 11. The vehicle 10 is capable of traveling unmanned on the track 50 under automatic driving control. Each vehicle 10 is equipped with the car body 11, running wheels 13, a guide device 16, and a straight-line restoration device 19.

[0015] The car body 11 is formed in a rectangular parallelepiped shape that is long in the running direction Da. A space is formed inside the car body 11 where passengers and the like can ride. A running bogie is arranged below the car body 11 in the vertical direction Dv. In the car body 11, a current collector (not shown) provided on a guide frame 161 (described later) comes into contact with an electric rail (not shown), thereby supplying power to an electric motor that rotates and drives the running wheels 13.

[0016] Hereinafter, the direction in which the track 50 extends and the vehicle 10 travels will be referred to as the travel direction Da. The width direction Dw of the vehicle 10, which is perpendicular to the travel direction Da, will be simply referred to as the width direction Dw. One side (first side) Dw1 of the width direction Dw is the right side (right side of the paper in FIG. 2) when viewed from the front in the travel direction Da. The other side (second side) Dw2 of the width direction Dw is the left side (left side of the paper in FIG. 2) when viewed from the front in the travel direction Da. In this embodiment, the outside of the width direction Dw refers to a position farther from the vehicle body 11 in the width direction Dw, whether it is one side Dw1 or the other side Dw2 of the width direction Dw, based on the vehicle body 11 when viewed from the travel direction Da. In this embodiment, the inside of the width direction Dw refers to a position in the width direction Dw that is closer to the vehicle body 11, whether it is on one side Dw1 or the other side Dw2 of the width direction Dw, with the vehicle body 11 as a reference when viewed from the running direction Da. Also, a direction perpendicular to the running direction Da and the width direction Dw is referred to as a vertical direction Dv. Note that in this embodiment, the vertical direction Dv is different from the vertical direction Dv in the strict sense, and refers to a direction perpendicular to a running surface 51a, which will be described later.

[0017] A plurality of running wheels 13 are arranged under the vehicle body 11. The running wheels 13 are made of rubber tires, and rotation is transmitted from an electric motor (not shown) to axles via a propeller shaft, thereby driving the left and right running wheels 13 to rotate via a differential gear (not shown). The vehicle 10 travels along guide rails 52 (described below) while steering the running wheels 13 relative to a running path 51 of a track 50. When viewed from the traveling direction Da, the running wheels 13 of this embodiment include a first running wheel 13A arranged on one side Dw1 of the width direction Dw with respect to the vehicle body 11, and a second running wheel 13B arranged on the other side Dw2 of the width direction Dw. The first running wheel 13A and the second running wheel 13B have the same structure except for their arrangement.

[0018] The guide device 16 guides the car body 11 along the guide rail 52 via the guide wheels 163. The detailed configuration of the guide device 16 will be described later.

[0019] The straight-line restoring device 19 has the function of applying a restoring force to the running wheels 13 to return them to a parallel state relative to the vehicle body 11. The straight-line restoring device 19 applies a restoring force in the direction of the running wheels 13 so that the running wheels 13 always return to being parallel to the central axis of the vehicle body 11. Specifically, the straight-line restoring device 19 uses a spring, air pressure, or the like to continuously apply a restoring force to the running wheels 13 in the direction of moving straight relative to the vehicle body 11.

[0020] (Train route configuration) 1 and 3, the track 50 of this embodiment has a single-track station section 2, a double-track section 3, and a branch section 4. The track 50 comprises only the single-track station sections 2, the double-track sections 3, and the branch sections 4, forming one line.

[0021] In the single-track station section 2, a first running track 21, which is a running track 51, is located. The single-track station section 2 has a station 25 that faces only the first running track 21. There are multiple single-track station sections 2 (seven in this embodiment). Only one station 25 is located in one single-track station section 2. The station 25 is located above ground. In this embodiment, the station 25 has only one platform 251, one side of which in the width direction Dw faces the first running track 21. Furthermore, the platform 251 faces a road R on which automobiles and pedestrians travel, on the opposite side in the width direction Dw that does not face the first running track 21.

[0022] The double-track section 3 is provided with a first running path 21 and a second running path 31. The second running path 31 is a running path 51 and is provided parallel to the first running path 21. The second running path 31 allows the vehicle 10 to travel in the opposite direction to the first running path 21. One double-track section 3 is provided between two single-track station sections 2.

[0023] The branch section 4 is adjacent to the single-track station section 2 and the double-track section 3. One branch section 4 is located between the single-track station section 2 and the double-track section 3. The branch section 4 has a branch track. The branch section 4 connects the first running track 21 and the second running track 31, changing the running destination of the vehicle 10. Therefore, in the branch section 4, the vehicle 10 running on the first running track 21 in the single-track station section 2 is guided to the first running track 21 or the second running track 31. Also, in the branch section 4, the vehicle 10 running on the first running track 21 in the double-track section 3 is guided directly to the first running track 21 in the single-track station section 2. Also, in the branch section 4, the running destination of the vehicle 10 running on the second running track 31 in the double-track section 3 is changed to the first running track 21 in the single-track station section 2, and is guided thereto.

[0024] As shown in FIG. 3, a first vehicle 10A and a second vehicle 10B travel in opposite directions on the track 50 of this embodiment. Only two vehicles, one each of the first vehicle 10A and the second vehicle 10B, travel on the track 50. In other words, two vehicles 10, the first vehicle 10A and the second vehicle 10B, operate back and forth in a shuttle configuration. The first vehicle 10A always travels only on the first running track 21, including the double-track section 3. The second vehicle 10B travels on the first running track 21 in the single-track station section 2 and on the second running track 31 in the double-track section 3.

[0025] Here, in FIG. 3, the left side of the paper is referred to as the first side Da1 in the extension direction De (traveling direction Da). Also, in FIG. 3, the right side of the paper is referred to as the second side Da2 in the extension direction De (traveling direction Da). When the first vehicle 10A and the second vehicle 10B reach the station 25 at the end of the track 50 in the extension direction De, they turn around so that the rear of the car body 11 faces forward, repeating round-trip operation. On the track 50 of this embodiment, the first vehicle 10A and the second vehicle 10B traveling in opposite directions are never located in the same single-track station section 2, and are operated so that they pass each other only in the double-track section 3.

[0026] (guide rail) As shown in FIG. 1 , the track 50 also has guide rails 52. The guide rails 52 come into contact with the guide wheels 163 and guide the vehicle 10 in the traveling direction Da. The guide rails 52 are arranged on the outside of the travel path 51 in the width direction Dw. The guide rails 52 guide the vehicle 10 in the traveling direction Da so that the vehicle 10 moves along the travel path 51. The guide rails 52 extend in the extension direction De over the entire length of the track 50. The guide wheels 163 are able to come into contact with the guide rails 52.

[0027] As shown in FIG. 2 , the guide rail 52 of this embodiment is fixed to the roadbed B. The guide rail 52 is disposed outside the upper surface of the travel path 51 (the surface including the travel surface 51a) in the width direction Dw. The guide rails 52 are disposed side by side outside the travel surface 51a in the width direction Dw. The guide rail 52 protrudes upward in the vertical direction Dv relative to the travel surface 51a. The guide rail 52 extends in the extension direction De at the same height from the upper surface of the travel path 51. In other words, the guide rail 52 is disposed adjacent to the travel surface 51a and protrudes upward in the vertical direction Dv. The guide rail 52 is, for example, a rail-shaped member having an inverted T-shaped or L-shaped cross section. The shape of the guide rail 52 is not limited in any way and may be, for example, a rail-shaped member formed of an H-shaped steel or an I-shaped steel.

[0028] The guide rail 52 includes a first guide rail 521 and a second guide rail 522. As shown in Fig. 1 , the first guide rail 521 extends along the first running path 21 at a position farther away from the second running path 31 in the width direction Dw. The first guide rail 521 is disposed on one side Dw1 in the width direction Dw with respect to all of the running paths 51.

[0029] The second guide rail 522 extends along the second running path 31 at a position farther in the width direction Dw than the first running path 21. The second guide rail 522 is disposed on the other side Dw2 in the width direction Dw with respect to all of the running paths 51.

[0030] Furthermore, in the single-track station section 2, both a first guide rail 521 and a second guide rail 522 are arranged on the first running path 21. That is, in the single-track station section 2, the first guide rail 521 is arranged on one side Dw1 in the width direction Dw of the first running path 21. Also, in the single-track station section 2, the second guide rail 522 is arranged on the other side Dw2 in the width direction Dw of the first running path 21. That is, in the single-track station section 2, the second guide rail 522 is arranged on the opposite side of the first guide rail 521 in the width direction Dw, across the first running path 21.

[0031] Furthermore, in the double track section 3, only the first guide rail 521 is arranged in the first running path 21. That is, in the double track section 3, the first guide rail 521 is arranged on one side Dw1 of the first running path 21 in the width direction Dw. On the other hand, in the double track section 3, the second guide rail 522 is not arranged on either side of the first running path 21 in the width direction Dw. Also, in the double track section 3, only the second guide rail 522 is arranged in the second running path 31. That is, in the double track section 3, the second guide rail 522 is arranged on the other side Dw2 of the second running path 31 in the width direction Dw. On the other hand, in the double track section 3, the first guide rail 521 is not arranged on either side of the second running path 31 in the width direction Dw.

[0032] Furthermore, the first guide rail 521 and the second guide rail 522 extend continuously across the single-track station section 2, the branch section 4, and the double-track section 3. Therefore, in the branch section 4, the first guide rail 521 extends so as to connect the first guide rails 521 in the single-track station section 2 and the double-track section 3. Similarly, in the branch section 4, the second guide rail 522 extends so as to connect the second guide rails 522 in the single-track station section 2 and the double-track section 3.

[0033] (Detailed configuration of the guide device) Here, the guide device 16 of the vehicle 10 will be described in detail. Two guide devices 16 are arranged on one vehicle body 11, spaced apart in the traveling direction Da (see FIG. 5). As shown in FIGS. 2 and 4, the guide device 16 includes a guide frame 161, a guide wheel holder 162, a guide wheel 163, a guide wheel fixing portion 17, an auxiliary guide wheel 165, and an auxiliary guide wheel holder 166.

[0034] As shown in FIG. 2, the guide frame 161 has a grid shape and is attached to a bogie that supports the car body 11 from below via a slewing bearing so as to be horizontally rotatable. The guide frame 161 is made up of a square pipe-shaped member. A pair of guide frames 161, each with a long beam in the width direction Dw at the front and rear, are arranged so as to sandwich one running wheel 13 in the running direction Da. In other words, two guide frames 161 are arranged for the car body 11 (see FIG. 5). Both ends of the guide frame 161 in the width direction Dw are located outside the running wheel 13 and the car body 11 in the width direction Dw. A guide wheel support 162 is detachably attached to one end of the guide frame 161 in the width direction Dw, and an auxiliary guide wheel support 166 is detachably attached to the other end.

[0035] The guide wheel bearing 162 and the auxiliary guide wheel bearing 166 are detachably attached to the end of the guide frame 161 in the width direction Dw. The guide wheel bearing 162 and the auxiliary guide wheel bearing 166 are attached to the guide frame 161 via flanges with fastening members such as bolts. The guide wheel bearing 162 and the auxiliary guide wheel bearing 166 are, for example, thick plate-like members that are shorter than the guide frame 161 extending in the width direction Dw. A guide wheel 163 is attached to the guide wheel bearing 162 located on one side in the width direction Dw. An auxiliary guide wheel 165 is attached to the auxiliary guide wheel bearing 166 located on one side in the width direction Dw.

[0036] A plurality of guide wheels 163 are arranged at the bottom of the car body 11. The outer periphery of each guide wheel 163 is formed of an elastic material such as urethane rubber. The guide wheels 163 are supported by the guide frame 161 via guide wheel receivers 162. The guide wheels 163 are arranged at the ends of the guide wheel receivers 162. The guide wheels 163 are arranged below the guide frame 161 and the guide wheel receivers 162 in the vertical direction Dv. The guide wheels 163 are formed in a disk shape. The guide wheels 163 are rotatably attached to both ends of a link portion 171, which is rotatably supported relative to the guide wheel receivers 162 around a link rotation shaft 172 extending in the vertical direction Dv. The guide wheels 163 of this embodiment are arranged on only one side of the car body 11 in the width direction Dw when viewed from the running direction Da.

[0037] Furthermore, the guide wheel 163 of this embodiment has an outer guide wheel 163A and an inner guide wheel 163B. The outer guide wheel 163A is capable of contacting the outer surface of the guide rail 52 in the width direction Dw. In other words, in the width direction Dw, the outer surface of the guide rail 52 and the inner side surface of the outer guide wheel 163A are capable of contacting each other.

[0038] The inner guide wheel 163B is capable of contacting the inner surface of the guide rail 52 in the width direction Dw. In other words, the inner surface of the guide rail 52 and the outer side surface of the inner guide wheel 163B are capable of contacting each other in the width direction Dw. The inner guide wheel 163B is capable of contacting the guide rail 52 on the outer side of the running wheels 13 in the width direction Dw. The inner guide wheel 163B is disposed on the inner side of the outer guide wheel 163A in the width direction Dw. The inner guide wheel 163B and the outer guide wheel 163A are disposed so as to sandwich the guide rail 52 in the width direction Dw and make contact with each other. The inner guide wheel 163B is disposed farther from the leading end (front or rear surface) of the car body 11 in the running direction Da than the outer guide wheel 163A. In other words, the inner guide wheel 163B is disposed offset from the outer guide wheel 163A in the running direction Da.

[0039] As shown in FIG. 5, a set including one outer guide wheel 163A and one inner guide wheel 163B is attached to one guide wheel receiver 162. That is, in the guide device 16, the outer guide wheel 163A and the inner guide wheel 163B are respectively arranged at ends of one side of each guide frame 161 that are spaced apart in the running direction Da. Also, as shown in FIGS. 5 and 6, when the outer guide wheel 163A and the inner guide wheel 163B are positioned closer to the front or rear end of the car body 11 in the running direction Da relative to the running wheels 13, the outer guide wheel 163A is arranged closer to the car end of the car body 11 in the running direction Da than the inner guide wheel 163B. Also, when the outer guide wheel 163A and the inner guide wheel 163B are positioned farther from the front or rear end of the car body 11 in the running direction Da relative to the running wheels 13, the outer guide wheel 163A is arranged closer to the center of the car body 11 in the running direction Da than the inner guide wheel 163B.

[0040] 2 and 4, the guide wheel fixing portion 17 fixes the outer guide wheel 163A, the inner guide wheel 163B, and the guide wheel holder 162. The guide wheel fixing portion 17 of this embodiment fixes one outer guide wheel 163A and one inner guide wheel 163B to one guide wheel holder 162. As shown in FIG. 4, the guide wheel fixing portion 17 has a link portion 171, a link rotation shaft 172, and a position fixing portion 18.

[0041] The link portion 171 supports the outer guide wheel 163A and the inner guide wheel 163B at both ends. The link portion 171 is formed in a flat plate shape. The link portion 171 supports the outer guide wheel 163A and the inner guide wheel 163B so that they protrude downward in the vertical direction Dv. The outer guide wheel 163A and the inner guide wheel 163B are supported by the link portion 171 so as to be rotatable around their respective central axes.

[0042] The link rotation shaft 172 supports the link portion 171 rotatably around an axis extending in the vertical direction Dv relative to the guide wheel holder 162. The link rotation shaft 172 supports the vicinity of the center of the link portion 171. When viewed from the vertical direction Dv, the link rotation shaft 172 is disposed on an imaginary line connecting the central axis of the outer guide wheel 163A and the central axis of the inner guide wheel 163B. Therefore, the link portion 171 is capable of rotating the outer guide wheel 163A and the inner guide wheel 163B around the link rotation shaft 172 relative to the guide wheel holder 162.

[0043] The position fixing portion 18 fixes the link portion 171 to the guide wheel bearing 162. The position fixing portion 18 restricts rotational movement of the link portion 171 in the circumferential direction around the link rotation shaft 172 relative to the guide wheel bearing 162. The position fixing portion 18 also fixes the position of the link portion 171 so that the link portion 171 is disposed obliquely in the running direction Da relative to the guide wheel bearing 162. As a result, when viewed from the vertical direction Dv, the outer guide wheel 163A and the inner guide wheel 163B are disposed offset in the running direction Da around the link rotation shaft 172. The position fixing portion 18 of this embodiment has a receiver through hole 181, a link through hole 182, an elastic member 183, and a pin member 184.

[0044] The receiving through hole 181 is formed in the guide wheel bearing 162. The receiving through hole 181 penetrates the guide wheel bearing 162 in the vertical direction Dv. The receiving through hole 181 is formed at a position spaced apart radially outward with respect to the link rotation shaft 172. A plurality of receiving through holes 181 (three in this embodiment) are formed spaced apart in the circumferential direction with the link rotation shaft 172 as the center. Specifically, the receiving through holes 181 in this embodiment include a first receiving through hole 181A, a second receiving through hole 181B, and a third receiving through hole 181C. Of the three, the first receiving through hole 181A is formed at a position closest to the outer guide wheel 163A in the width direction Dw. Of the three, the third receiving through hole 181C is formed at a position farthest from the outer guide wheel 163A (closest to the inner guide wheel 163B) in the width direction Dw. Second receiving through hole 181B is formed between first receiving through hole 181A and third receiving through hole 181C.

[0045] The link through hole 182 is formed in the link portion 171. The link through hole 182 penetrates the link portion 171 in the vertical direction Dv. The link through hole 182 is formed at a position spaced apart on the outside in the radial direction based on the link rotation shaft 172. The link through hole 182 is formed at a position that overlaps with the receiving through hole 181 when the link portion 171 is rotated around the link rotation shaft 172. The link through hole 182 is formed as a hole with the same diameter as the receiving through hole 181.

[0046] The elastic member 183 is formed in a cylindrical shape. The elastic member 183 has an outer diameter that allows it to be inserted into the link through-hole 182 in a compressed state. When an external force in the width direction Dw is applied to the guide wheel 163 from the guide rail 52, the elastic member 183 rotates the link portion 171 around the link rotation axis 172, absorbing the impact of the external force, thereby reducing the influence on each part of the guide device 16 and maintaining a comfortable ride for the vehicle. In this embodiment, the elastic member 183 is configured between an outer cylinder and an inner cylinder made of metal, and is arranged in a state in which the outer cylinder is press-fitted into the link through-hole 182.

[0047] The pin member 184 has a disk-shaped head. The pin member 184 is formed in a cylindrical shape. The pin member 184 is inserted into the inside of the inner tube of the elastic member 183. The pin member 184 is inserted from above the guide wheel receiver 162, and is fixed to the guide wheel receiver 162 with a fixing bracket or the like so that the disk-shaped head does not come out.

[0048] The auxiliary guide wheel 165 is able to enter and come into contact with grooves in the branch guide rails 72 and 82, which will be described later. The auxiliary guide wheel 165 is formed in a disk shape with a smaller diameter than the guide wheel 163. As shown in FIG. 2, the auxiliary guide wheel 165 is arranged on the opposite side of the guide wheel 163 in the width direction Dw of the car body 11 when viewed from the running direction Da. Specifically, the auxiliary guide wheel 165 is supported by the guide frame 161 via an auxiliary guide wheel support 166. Of a pair of guide wheel supports 162 arranged at both ends of the guide frame 161, the auxiliary guide wheel 165 is attached to the auxiliary guide wheel support 166 on the side to which the guide wheel 163 is not attached. The auxiliary guide wheel 165 is arranged at the end of the auxiliary guide wheel support 166. The auxiliary guide wheel 165 is arranged below the guide frame 161 and the auxiliary guide wheel support 166 in the vertical direction Dv.

[0049] 5 and 6, the arrangement positions of the guide wheels 163 and the auxiliary guide wheels 165 in the width direction Dw are reversed between the first vehicle 10A and the second vehicle 10B. Therefore, the first vehicle 10A travels with the first guide rail 521 sandwiched between the outer guide wheels 163A and the inner guide wheels 163B. As a result, the first vehicle 10A moves along the first guide rail 521 whether it is heading toward the first side Da1 or the second side Da2 in the extension direction De. In other words, the first vehicle 10A always moves along the first guide rail 521 while repeating reciprocating operation. Furthermore, the second vehicle 10B travels with the second guide rail 522 sandwiched between the outer guide wheels 163A and the inner guide wheels 163B. As a result, the second vehicle 10B moves along the second guide rail 522 whether it is heading toward the first side Da1 or the second side Da2 in the extension direction De. That is, the second vehicle 10B always moves along the second guide rail 522 while repeating the reciprocating operation.

[0050] (sensor and control unit) As shown in FIG. 7, the track 50 further includes a sensor 6, a control unit 69, and a fence unit 35.

[0051] The sensors 6 detect the presence or absence of vehicles 10 in each section. The sensors 6 are, for example, photoelectric sensors that use ON-OFF lasers to detect whether or not a vehicle 10 is present at the location where the sensors 6 are installed. The sensors 6 in this embodiment include a first station sensor 61, a second station sensor 62, a first approach sensor 63, a first exit sensor 64, a second approach sensor 65, and a second exit sensor 66. In this embodiment, to explain each sensor 6, two adjacent single-track station sections 2, one double-track section 3 located between the two single-track station sections 2, and two branch sections 4 connecting the double-track section 3 and the single-track station section 2 will be used as examples.

[0052] The first station sensor 61 detects the presence of the first vehicle 10A at the station 25. In other words, the first station sensor 61 continues to send a signal indicating that it has detected the first vehicle 10A to the control unit 69 while the first vehicle 10A is stopped at the platform 251. Furthermore, the first station sensor 61 ceases to detect the first vehicle 10A when the first vehicle 10A departs the station 25, and the disappearance of the signal causes the control unit 69 to recognize that the first vehicle 10A has departed. The first station sensor 61 is arranged in a station 25 located in the single-track station section 2. In this embodiment, the first station sensor 61 is arranged in all stations 25 in the single-track station section 2.

[0053] The second station sensor 62 detects the presence of the second vehicle 10B at the station 25. In other words, the second station sensor 62 continues to send a signal indicating the detection to the control unit 69 when the second vehicle 10B is stopped at the platform 251. Furthermore, the second station sensor 62 ceases to detect the second vehicle 10B when the second vehicle 10B departs the station 25, and the disappearance of the signal causes the control unit 69 to recognize that the second vehicle 10B has departed. The second station sensor 62 is arranged in a station 25 located in another single-track station section 2 adjacent to the station 25 where the first station sensor 61 is arranged. In this embodiment, the second station sensor 62 is arranged in all stations 25 in the single-track station section 2.

[0054] The first approach sensor 63 detects that the first vehicle 10A has entered the first running track 21 in the double-track section 3. The first approach sensor 63 is arranged at the boundary between the double-track section 3 and the junction section 4. The first approach sensor 63 is arranged at a position relative to the double-track section 3 close to the station 25 where the first vehicle 10A was stopped before entering the first running track 21. In other words, the first approach sensor 63 sends a detection signal to the control unit 69 when the first vehicle 10A passes through the boundary between the double-track section 3 and the junction section 4 and enters the first running track 21. Furthermore, once the first vehicle 10A passes the boundary between the double-track section 3 and the junction section 4, the first approach sensor 63 stops sending the detection signal to the control unit 69. This allows the control unit 69 to recognize that the first vehicle 10A has passed the first approach sensor 63. In this embodiment, the first approach sensors 63 are arranged in all of the double-track sections 3.

[0055] The first exit sensor 64 detects that the first vehicle 10A has exited the double-track section 3. The first exit sensor 64 is arranged at the boundary between the double-track section 3 and the branch section 4. The first exit sensor 64 is arranged at a position, relative to the double-track section 3, close to the next station 25 where the first vehicle 10A will stop after exiting. In other words, the first exit sensor 64 sends a detection signal to the control unit 69 when the first vehicle 10A exits the double-track section 3. Furthermore, once the first vehicle 10A passes the boundary between the double-track section 3 and the branch section 4, the first exit sensor 64 stops sending the detection signal to the control unit 69. This allows the control unit 69 to recognize that the first vehicle 10A has passed the first exit sensor 64. In this embodiment, the first exit sensors 64 are arranged in all of the double-track sections 3.

[0056] Furthermore, the first entry sensor 63 and the first exit sensor 64 play opposite roles when the traveling direction Da of the first vehicle 10A is switched. That is, the sensor that plays the role of the first entry sensor 63 when the first vehicle 10A moves toward the second side Da2 of the traveling direction Da plays the role of the first exit sensor 64 when the first vehicle 10A moves toward the first side Da1 of the traveling direction Da.

[0057] The second approach sensor 65 detects that the second vehicle 10B has entered the second running path 31 in the double track section 3. The second approach sensor 65 is located at the boundary between the double track section 3 and the junction section 4. The second approach sensor 65 is located in a position relative to the double track section 3 close to the station 25 where the second vehicle 10B was stopped before entering the second running path 31. In other words, the second approach sensor 65 is located away from the first approach sensor 63 in the extension direction De within the double track section 3. The second approach sensor 65 is also located close to the first exit sensor 64 in the extension direction De within the double track section 3. In other words, the second approach sensor 65 sends a detection signal to the control unit 69 when the second vehicle 10B passes through the boundary between the double track section 3 and the junction section 4 and enters the second running path 31. The second approach sensor 65 stops sending a signal to the control unit 69 when the second vehicle 10B passes the boundary between the double track section 3 and the junction section 4. As a result, the control unit 69 recognizes that the second vehicle 10B has passed the second approach sensor 65. In this embodiment, the second approach sensors 65 are arranged in all double track sections 3.

[0058] The second exit sensor 66 detects that the second vehicle 10B has exited the double-track section 3. The second exit sensor 66 is arranged at the boundary between the double-track section 3 and the branch section 4. The second exit sensor 66 is arranged at a position, relative to the double-track section 3, close to the next station 25 where the second vehicle 10B will stop after exiting. The second exit sensor 66 is also arranged at a position close to the first approach sensor 63 in the extension direction De within the double-track section 3. The second exit sensor 66 sends a detection signal to the control unit 69 when the second vehicle 10B exits the double-track section 3. The second exit sensor 66 stops sending a signal to the control unit 69 when the second vehicle 10B passes the boundary between the double-track section 3 and the branch section 4. This allows the control unit 69 to recognize that the second vehicle 10B has passed the second exit sensor 66. In this embodiment, the second exit sensors 66 are arranged in all of the double-track sections 3.

[0059] Furthermore, the second entry sensor 65 and the second exit sensor 66 play opposite roles when the traveling direction Da of the second vehicle 10B is switched. That is, the sensor that plays the role of the second entry sensor 65 when the second vehicle 10B moves to the first side Da1 of the traveling direction Da plays the role of the second exit sensor 66 when the second vehicle 10B moves to the second side Da2 of the traveling direction Da.

[0060] The control unit 69 controls the traveling states of the first vehicle 10A and the second vehicle 10B based on signals from the sensor 6. The control unit 69 is implemented in a computer. When the control unit 69 is arranged outside the vehicle 10, for example, the control unit 69 may be installed as a server in a control room that manages the operation of the vehicle 10. Although the control unit 69 is illustrated as being outside the vehicle 10, it may be arranged as part of the vehicle 10.

[0061] (Control method) The control unit 69 receives signals from each sensor 6. Specifically, signals indicating that a vehicle 10 has been detected are input to the control unit 69 from the first station sensor 61, the second station sensor 62, the first entrance sensor 63, the first exit sensor 64, the second entrance sensor 65, and the second exit sensor 66. Using a control method S1 as shown in FIG. 8, the control unit 69 determines whether the first vehicle 10A and the second vehicle 10B are traveling without any abnormalities based on the input signals. Specifically, the control unit 69 determines whether the first vehicle 10A and the second vehicle 10B are present at the adjacent station 25 based on the signals from the first station sensor 61 and the second station sensor 62 (step S11). When signals indicating the presence of a vehicle 10 are sent from the first station sensor 61 and the second station sensor 62, the control unit 69 determines that no abnormalities exist. If it is determined that there is no abnormality, the control unit 69 sends a departure command to the first vehicle 10A stopped at the station 25 and the second vehicle 10B stopped at the station 25 (step S12). At this time, it is preferable to send a command to the first vehicle 10A and the second vehicle 10B to travel at a low speed (for example, 20 km / h or less). Furthermore, if the control unit 69 receives a signal from either the first station sensor 61 or the second station sensor 62 indicating that a vehicle 10 is not present, it determines that there is an abnormality. If it is determined that there is an abnormality, the control unit 69 sends a stop command to all of the first vehicles 10A and second vehicles 10B (step S20).

[0062] Furthermore, the control unit 69 determines whether the timing at which the first entry sensor 63 and the second entry sensor 65 send signals indicating that the vehicle 10 has entered the road is within a predetermined entry time (step S13). If the timing at which the first entry sensor 63 and the second entry sensor 65 send signals indicating that the vehicle 10 has entered the road is within the specified entry time, the control unit 69 determines that there is no abnormality. If it determines that there is no abnormality, the control unit 69 sends a command to the first vehicle 10A traveling on the first travel path 21 and the second vehicle 10B traveling on the second travel path 31 to continue traveling (step S14). At this time, it is preferable to send a command to the first vehicle 10A and the second vehicle 10B to increase their speed from low-speed driving to normal driving. Furthermore, if the timing at which the first entry sensor 63 and the second entry sensor 65 send signals indicating that the vehicle 10 has entered the road exceeds the specified entry time, the control unit 69 determines that there is an abnormality. If it is determined that there is an abnormality, the control unit 69 sends a stop command to all of the first vehicles 10A and second vehicles 10B (step S20).

[0063] Here, the specified entry time is an allowable time difference between the timing when the first vehicle 10A enters the first travel path 21 and the timing when the second vehicle 10B enters the second travel path 31.

[0064] The control unit 69 also determines whether the timing at which the signals indicating that the vehicle 10 has exited are received from the first exit sensor 64 and the second exit sensor 66 is within a predetermined specified exit time (step S15). If the timing at which the signals indicating that the vehicle 10 has exited are received from the first exit sensor 64 and the second exit sensor 66 is within the specified exit time, the control unit 69 determines that no abnormality exists. If it is determined that no abnormality exists, the control unit 69 sends a command to the first vehicle 10A and the second vehicle 10B to continue traveling to the next station 25 (step S16). If the timing at which the signals indicating that the vehicle 10 has exited are received from the first exit sensor 64 and the second exit sensor 66 exceeds the specified exit time, the control unit 69 determines that an abnormality exists. If it is determined that an abnormality exists, the control unit 69 sends a stop command to all of the first vehicle 10A and the second vehicle 10B (step S20).

[0065] Here, the prescribed exit time is an allowable time difference between the timing when the first vehicle 10A exits the first travel path 21 and the timing when the second vehicle 10B exits the second travel path 31. The prescribed exit time may be set to the same value as the prescribed entry time.

[0066] If the specified approach time or exit time is within the specified time, it indicates that the first vehicle 10A and the second vehicle 10B are traveling under the predetermined operating conditions. On the other hand, if the specified approach time or exit time is exceeded, it indicates that there may be an abnormality, such as the first vehicle 10A or the second vehicle 10B having stopped along the way.

[0067] As shown in FIG. 7 , the fence section 35 can prevent a vehicle 10 traveling in the double-track section 3 from moving from the first running path 21 to the second running path 31, or vice versa, due to a sudden earthquake, vehicle malfunction, or the like. The fence section 35 is arranged in the double-track section 3. The fence section 35 is arranged between the first running path 21 and the second running path 31. The fence section 35 separates the first running path 21 and the second running path 31 in the width direction Dw. A plurality of the fence sections 35 are arranged in the extension direction De at intervals that prevent the vehicle 10 from passing through. The fence sections 35 are, for example, about 0.5 m high and made of concrete or steel.

[0068] (First and second entrances) 3, the track 50 further includes a first entrance / exit section 7 and a second entrance / exit section 8. The first entrance / exit section 7 and the second entrance / exit section 8 allow the first vehicle 10A and the second vehicle 10B to enter or exit from the depot onto the main line on a line having a plurality of single-track station sections 2, a plurality of double-track sections 3, and a plurality of branch sections 4. In the track 50 of this embodiment, the first vehicle 10A and the second vehicle 10B can enter or exit from the depot onto or from the main line onto the line from the depot only through the first entrance / exit section 7 and the second entrance / exit section 8.

[0069] The first entrance / exit section 7 allows the first vehicle 10A to enter or exit from the depot onto the main line in the double track section 3, or from the main line to the depot. The first entrance / exit section 7 is connected to the first running track 21 in the double track section 3. In other words, the first entrance / exit section 7 is not connected to the second running track 31. In this embodiment, the first entrance / exit section 7 is arranged in only one double track section 3 out of the multiple double track sections 3. The first entrance / exit section 7 is also connected to a depot (not shown) where the first vehicle 10A can be parked and subjected to periodic inspections, repairs, and the like.

[0070] Furthermore, the first entrance / exit section 7 is capable of switching the destination of the first vehicle 10A traveling on the first running path 21 of the double track section 3 when the first vehicle 10A enters the double track section 3 from the depot onto the main track or exits the double track section 3 from the main track. In other words, the first entrance / exit section 7 is a branching path that allows the first vehicle 10A traveling on the first entrance / exit section 7 to proceed onto the first running path 21 when the first vehicle 10A enters the double track section 3 from the depot. Furthermore, the first entrance / exit section 7 is a branching path that allows the first vehicle 10A traveling on the first running path 21 to proceed into the first entrance / exit section 7 when the first vehicle 10A exits the double track section 3 to the depot. As shown in FIG. 9 , the first entrance / exit section 7 of this embodiment has a first entrance / exit running path 71 (entrance / exit running path) and a first branching guide rail 72 (branching guide rail).

[0071] The first entrance / exit runway 71 is connected to the first runway 21. The first entrance / exit runway 71 branches off from the first runway 21 and extends in a first entrance / exit direction D1 different from the first runway 21. The first entrance / exit runway 71 is connected to the first runway 21 while curving. That is, at the first entrance / exit section 7, when the first vehicle 10A enters the main line from the garage, the first vehicle 10A proceeds from the first entrance / exit runway 71 to the first runway 21. Furthermore, at the first entrance / exit section 7, the first vehicle 10A that has been traveling on the first runway 21 proceeds in one of two directions: either continuing on the first runway 21 without changing its destination, or changing its destination and proceeding to the first entrance / exit runway 71 to exit from the main line to the garage.

[0072] The first entrance / exit runway 71 and the second entrance / exit runway 81 have a running surface 51a. The upper surfaces of the first entrance / exit runway 71 and the second entrance / exit runway 81 are connected in the width direction Dw and may be formed integrally across the left and right sides, or may be formed separately on the left and right sides. Therefore, a portion of the upper surface of the first entrance / exit runway 71 and the second entrance / exit runway 81 forms the running surface 51a.

[0073] The first branch guide rail 72 comes into contact with the guide wheels 163 to guide the first vehicle 10A to the first entrance / exit runway 71. The first branch guide rail 72 is disposed outward in the width direction Dw from the first entrance / exit runway 71 and the first runway 21. A portion of the first branch guide rail 72 is movable between a first entrance / exit state and a first normal state. Here, the state in which the first branch guide rail 72 comes into contact with the guide wheels 163 to guide the first vehicle 10A between the first entrance / exit runway 71 and the first runway 21 is referred to as the first entrance / exit state (see the solid line in FIG. 9 ). In other words, in the first entrance / exit state, the state of the first branch guide rail 72 is switched to a state in which the first vehicle 10A can enter the first runway 21 from the first entrance / exit runway 71 and a state in which the first vehicle 10A traveling on the first runway 21 can exit to the first entrance / exit runway 71. Furthermore, a state in which the first vehicle 10A contacts the auxiliary guide wheel 165 and continues to travel on the first travel path 21 is referred to as a first normal state (see the dotted line in FIG. 9 ). That is, in the first normal state, the first branch guide rail 72 is switched so as to guide the first vehicle 10A traveling on the first travel path 21 to continue traveling on the first travel path 21. The first branch guide rail 72 of this embodiment has a first movable guide rail 721, a first fixed guide rail 722, a first auxiliary movable guide rail 723, and a first auxiliary fixed guide rail 724. The first movable guide rail 721 and the first auxiliary movable guide rail 723 are some movable members of the first branch guide rail 72. On the other hand, the first fixed guide rail 722 and the first auxiliary fixed guide rail 724 are immovable members of the first branch guide rail 72.

[0074] The first movable guide rail 721 guides the first vehicle 10A between the first entrance / exit runway 71 and the first runway 21 in the first entrance / exit section 7. The first movable guide rail 721 is positioned off the runway surface 51a. The first movable guide rail 721 is positioned on the same side as the first guide rail 521 in the width direction Dw with respect to the first runway 21. When viewed from above in the vertical direction Dv, the first movable guide rail 721 is positioned closer to the first runway 21 than the first fixed guide rail 722 in the first entrance / exit direction D1. The first movable guide rail 721 is a rail-like member formed in a rectangular plate shape. The first movable guide rail 721 is formed with a cross-sectional shape that has the same width as the first guide rail 521 in the width direction Dw. The first movable guide rail 721 protrudes upward in the vertical direction Dv with respect to the runway surface 51a. The first movable guide rail 721 extends in the extension direction De at the same height from the top surface of the runway 51. The first movable guide rail 721 protrudes upward in the vertical direction Dv relative to the travel surface 51a at a height equal to that of the first guide rail 521 in the vertical direction Dv.

[0075] In the first entering / exiting state, the first movable guide rail 721 is disposed at a position where it can contact the guide wheels 163 and guide the first vehicle 10A. In the first normal state, the first movable guide rail 721 is disposed at a position where it does not contact the guide wheels 163 and cannot guide the first vehicle 10A. Specifically, the first movable guide rail 721 is rotatable about a rotation axis extending in the vertical direction Dv between the first entering / exiting state and the first normal state. The first movable guide rail 721 is moved by, for example, a point (not shown). In the first entering / exiting state, the first movable guide rail 721 is disposed at a position where it can be sandwiched between the outer guide wheel 163A and the inner guide wheel 163B of the passing first vehicle 10A and can come into contact with the first movable guide rail 721, and where it guides the first vehicle 10A between the first entering / exiting runway 71 and the first runway 21. In the first normal state, the first movable guide rail 721 is positioned so that it cannot come into contact with the outer guide wheel 163A and inner guide wheel 163B of the passing first vehicle 10A, and is positioned so that it cannot guide the first vehicle 10A into the first entry / exit runway 71.

[0076] The first fixed guide rail 722, together with the first movable guide rail 721, guides the first vehicle 10A between the first entrance / exit runway 71 and the first runway 21 in the first entrance / exit section 7. The first fixed guide rail 722 is immovably disposed on, for example, the roadbed B in the first entrance / exit section 7. Specifically, the first fixed guide rail 722 is fixed to one side of the first entrance / exit runway 71 in the width direction Dw when viewed from the running direction Da. The first fixed guide rail 722 is disposed at a position offset from the running surface 51a. The first fixed guide rail 722 extends in the first entrance / exit direction D1. The first fixed guide rail 722 is a rail-shaped member formed with the same cross-sectional shape as the first movable guide rail 721. The first fixed guide rail 722 protrudes upward in the vertical direction Dv relative to the running surface 51a. The first fixed guide rail 722 extends in the extension direction De at the same height from the upper surface of the first runway 21. The first fixed guide rail 722 protrudes upward in the vertical direction Dv relative to the running surface 51a at a height equal to that of the first guide rail 521. One end of the first fixed guide rail 722 is disposed so as to contact the rotation axis of the first movable guide rail 721. In other words, one end of the first movable guide rail 721 is rotatably connected to the end of the first fixed guide rail 722.

[0077] The first auxiliary movable guide rail 723, together with the first auxiliary fixed guide rail 724, guides the first vehicle 10A so that it continues to travel on the first runway 21 at the first entrance / exit section 7. The first auxiliary movable guide rail 723 is disposed on the opposite side of the first guide rail 521 and the first movable guide rail 721 in the width direction Dw with respect to the first runway 21. The first auxiliary movable guide rail 723 is disposed in a position facing the first movable guide rail 721 in the extension direction De when viewed from above in the vertical direction Dv. As shown in FIG. 10 , the first auxiliary movable guide rail 723 is a rail-like member formed in the shape of a groove with an open top. Note that the shape of the first auxiliary movable guide rail 723 is not limited in any way and may, for example, have the same cross-sectional shape as the first guide rail 521. The first auxiliary movable guide rail 723 protrudes upward in the vertical direction Dv relative to the runway surface 51a. The first auxiliary movable guide rail 723 extends in the extension direction De at the same height from the upper surface of the runway 51. The first auxiliary movable guide rail 723 protrudes upward in the vertical direction Dv to be lower than the first guide rail 521. In addition, the first auxiliary movable guide rail 723 is not connected to the first guide rail 521.

[0078] As shown in FIG. 9 , in the first entry / exit state, the first auxiliary movable guide rail 723 is disposed at a position where it does not come into contact with the auxiliary guide wheels 165 and cannot guide the first vehicle 10A. In the first normal state, the first auxiliary movable guide rail 723 is disposed at a position where it comes into contact with the auxiliary guide wheels 165 and can guide the first vehicle 10A. The first auxiliary movable guide rail 723 is rotatable about a rotation axis extending in the vertical direction Dv between the first entry / exit state and the first normal state. The first auxiliary movable guide rail 723 is moved by, for example, a switch (not shown). The first auxiliary movable guide rail 723 is movable to the first entry / exit state and the first normal state simultaneously with the first movable guide rail 721. In the first entry / exit state, the first auxiliary movable guide rail 723 is disposed at a position where it cannot come into contact with the auxiliary guide wheels 165 of the passing first vehicle 10A and does not obstruct the travel of the first vehicle 10A on the first entry / exit runway 71. In addition, in the first normal state, the first auxiliary movable guide rail 723 is positioned so that it can contact the side of the auxiliary guide wheel 165 of the passing first vehicle 10A by sandwiching it between the grooves, and is positioned so that the first vehicle 10A can continue to run on the first running path 21.

[0079] The first auxiliary fixed guide rail 724, together with the first auxiliary movable guide rail 723, guides the first vehicle 10A so that it continues to travel on the first runway 21 at the first entrance / exit section 7. The first auxiliary fixed guide rail 724 is immovably disposed on, for example, the roadbed B at the first entrance / exit section 7. Specifically, the first auxiliary fixed guide rail 724 is fixed to one side of the first runway 21 in the width direction Dw when viewed from the front in the running direction Da. The first auxiliary fixed guide rail 724 is disposed on the running surface 51a. The first auxiliary fixed guide rail 724 is disposed in a position aligned linearly with the first auxiliary movable guide rail 723 in the width direction Dw in the first normal state. The first auxiliary fixed guide rail 724 is a rail-shaped member formed with the same cross-sectional shape as the first auxiliary movable guide rail 723. The first auxiliary fixed guide rail 724 protrudes upward in the vertical direction Dv relative to the running surface 51a. The first auxiliary fixed guide rail 724 extends in the extension direction De at the same height from the upper surface of the travel path 51. The first auxiliary fixed guide rail 724 protrudes upward in the vertical direction Dv with respect to the travel surface 51a at the same height as the first auxiliary movable guide rail 723. The first auxiliary fixed guide rail 724 is not connected to the first guide rail 521. One end of the first auxiliary fixed guide rail 724 is arranged so as to contact the rotation axis of the first auxiliary movable guide rail 723. In other words, one end of the first auxiliary movable guide rail 723 is rotatably connected to the end of the first auxiliary fixed guide rail 724.

[0080] 9, the first vehicle 10A traveling on the first travel path 21 from the first side Da1 to the second side Da2 in the travel direction Da has its guide wheels 163 guided by the first guide rail 521. When the first vehicle 10A approaches the first entrance / exit travel path 71, the first vehicle 10A is handed over from the first guide rail 521 to the first auxiliary fixed guide rail 724 on the opposite side in the width direction Dw, where .... For this purpose, the first guide rail 521 extends from the transfer position by a length L, and this portion is tapered so that its thickness becomes thinner toward its tip. The first auxiliary fixed guide rail 724 is also provided length L before the transfer position, and this portion has a wide groove width at its tip that tapers down toward the transfer position.

[0081] When the first vehicle 10A continues traveling and passes through the first entrance / exit runway 71, the first auxiliary movable guide rail 723 guides the auxiliary guide wheels 165, and the first guide rail 521 guides the guide wheels 163. For this reason, the first auxiliary movable guide rail 723 extends from the transfer position by a length of 2L, and this portion is tapered with the groove width gradually increasing from the transfer position. The dimension of length L is longer than the length M of the outer guide wheel 163A and the inner guide wheel 163B of the guide wheels 163 in the running direction Da (L>M). This is to ensure smooth guidance and reduce impact to the guide wheels and reduce the impact on ride comfort.

[0082] As shown in FIG. 3 , the second entrance / exit section 8 allows the second vehicle 10B to enter or exit from the depot onto the main line in the double-track section 3. The second entrance / exit section 8 is connected to the second running track 31 in the double-track section 3. In other words, the second entrance / exit section 8 is not connected to the first running track 21. Therefore, the second entrance / exit section 8 is located in a different position from the first entrance / exit section 7. The second entrance / exit section 8 in this embodiment is located in only one double-track section 3 out of the multiple double-track sections 3. The second entrance / exit section 8 is also connected to a depot (not shown) where the second vehicle 10B can be parked and subjected to periodic inspections, repairs, and the like.

[0083] Furthermore, the second entrance / exit section 8 is capable of switching the destination of the second vehicle 10B traveling on the second running path 31 of the double track section 3 when the second vehicle 10B enters the double track section 3 from the depot onto the main line or exits the double track section 3 from the main line to the depot. In other words, the second entrance / exit section 8 is a branching road that allows the second vehicle 10B traveling on the second entrance / exit section 8 to proceed onto the second running path 31 when the second vehicle 10B enters the double track section 3 from the depot. Furthermore, the second entrance / exit section 8 is a branching road that allows the second vehicle 10B traveling on the second running path 31 to proceed into the second entrance / exit section 8 when the second vehicle 10B exits the double track section 3 to the depot. The second entrance / exit section 8 of this embodiment is capable of guiding the second vehicle 10B toward the opposite side from the first entrance / exit section 7 in the width direction Dw. As shown in FIG. 11, the second entrance / exit section 8 of this embodiment has a second entrance / exit runway 81 (entrance / exit runway) and a second branch guide rail 82 (branch guide rail).

[0084] The second entrance / exit runway 81 is connected to the second runway 31. The second entrance / exit runway 81 branches off from the second runway 31 and extends in a second entrance / exit direction D2 different from the second runway 31. The second entrance / exit runway 81 is connected to the second runway 31 while curving. That is, at the second entrance / exit section 8, when the second vehicle 10B enters the main line from the garage, the second vehicle 10B proceeds from the second entrance / exit runway 81 to the second runway 31. At the second entrance / exit section 8, the second vehicle 10B that has been traveling on the second runway 31 proceeds in one of two directions: either continuing on the second runway 31 without changing its destination, or changing its destination and proceeding to the second entrance / exit runway 81 to exit from the main line to the garage.

[0085] The second branch guide rail 82 comes into contact with the guide wheels 163 to guide the second vehicle 10B to the second entrance / exit runway 81. The second branch guide rail 82 is disposed outward in the width direction Dw from the second entrance / exit runway 81 and the second runway 31. A portion of the second branch guide rail 82 is movable between a second entrance / exit state and a second normal state. Here, the state in which the second branch guide rail 82 comes into contact with the guide wheels 163 to guide the second vehicle 10B between the second entrance / exit runway 81 and the second runway 31 is referred to as the second entrance / exit state (see the solid line in FIG. 11 ). That is, in the second entrance / exit state, the state of the second branch guide rail 82 is switched to a state in which the second vehicle 10B can enter the second runway 31 from the second entrance / exit runway 81 and a state in which the second vehicle 10B traveling on the second runway 31 can exit to the second entrance / exit runway 81. Furthermore, a state in which the second vehicle 10B contacts the auxiliary guide wheel 165 and continues to travel on the second travel path 31 is referred to as a second normal state (see the dotted line in FIG. 11 ). That is, in the second normal state, the second branch guide rail 82 is switched so as to guide the second vehicle 10B, which is traveling on the second travel path 31, to continue traveling on the second travel path 31. The second branch guide rail 82 of this embodiment has a second movable guide rail 821, a second fixed guide rail 822, a second auxiliary movable guide rail 823, and a second auxiliary fixed guide rail 824. The second movable guide rail 821 and the second auxiliary movable guide rail 823 are some movable members of the second branch guide rail 82. On the other hand, the second fixed guide rail 822 and the second auxiliary fixed guide rail 824 are immovable members of the second branch guide rail 82.

[0086] The second movable guide rail 821 guides the second vehicle 10B between the second entrance / exit runway 81 and the second runway 31 in the second entrance / exit section 8. The second movable guide rail 821 is positioned off the runway surface 51a. The second movable guide rail 821 is positioned on the same side as the second guide rail 522 in the width direction Dw with respect to the second runway 31. When viewed from above in the vertical direction Dv, the second movable guide rail 821 is positioned closer to the second runway 31 than the second fixed guide rail 822 in the second entrance / exit direction D2. The second movable guide rail 821 is a rail-like member formed in a rectangular plate shape. The second movable guide rail 821 is formed with a cross-sectional shape that has the same width as the second guide rail 522 in the width direction Dw. The second movable guide rail 821 protrudes upward in the vertical direction Dv with respect to the runway surface 51a. The second movable guide rail 821 extends in the extension direction De at the same height from the upper surface of the runway 51. The second movable guide rail 821 protrudes upward in the vertical direction Dv relative to the travel surface 51a at a height equal to that of the second guide rail 522 in the vertical direction Dv.

[0087] In the second entering / exiting state, the second movable guide rail 821 is disposed at a position where it can contact the guide wheels 163 and guide the second vehicle 10B. In the second normal state, the second movable guide rail 821 is disposed at a position where it does not contact the guide wheels 163 and cannot guide the second vehicle 10B. Specifically, the second movable guide rail 821 is rotatable about a rotation axis extending in the vertical direction Dv between the second entering / exiting state and the second normal state. The second movable guide rail 821 is moved by, for example, a point (not shown). In the second entering / exiting state, the second movable guide rail 821 is disposed at a position where it can be sandwiched between the outer guide wheel 163A and the inner guide wheel 163B of the second vehicle 10B that is passing and can come into contact with the second movable guide rail 821, and where it guides the second vehicle 10B between the second entering / exiting runway 81 and the second runway 31. In the second normal state, the second movable guide rail 821 is positioned so that it cannot come into contact with the outer guide wheel 163A and inner guide wheel 163B of the second vehicle 10B passing through, and is positioned so that it cannot guide the second vehicle 10B into the second entry / exit runway 81.

[0088] The second fixed guide rail 822, together with the second movable guide rail 821, guides the second vehicle 10B between the second entrance / exit runway 81 and the second runway 31 in the second entrance / exit section 8. The second fixed guide rail 822 is immovably disposed on, for example, the roadbed B in the second entrance / exit section 8. Specifically, the second fixed guide rail 822 is fixed to one side of the second entrance / exit runway 81 in the width direction Dw when viewed from the running direction Da. The second fixed guide rail 822 is disposed at a position offset from the running surface 51a. The second fixed guide rail 822 extends in the second entrance / exit direction D2. The second fixed guide rail 822 is a rail-shaped member formed with the same cross-sectional shape as the second movable guide rail 821. The second fixed guide rail 822 protrudes upward in the vertical direction Dv relative to the running surface 51a. The second fixed guide rail 822 extends in the extension direction De at the same height from the upper surface of the second runway 31. The second fixed guide rail 822 protrudes upward in the vertical direction Dv relative to the running surface 51a at a height equal to that of the second guide rail 522. One end of the second fixed guide rail 822 is disposed so as to contact the rotation axis of the second movable guide rail 821. In other words, one end of the second movable guide rail 821 is rotatably connected to the end of the second fixed guide rail 822.

[0089] The second auxiliary movable guide rail 823, together with the second auxiliary fixed guide rail 824, guides the second vehicle 10B so that it continues to travel on the second runway 31 at the second entrance / exit section 8. The second auxiliary movable guide rail 823 is arranged on the opposite side of the second runway 31 from the second guide rail 522 and the second movable guide rail 821 in the width direction Dw. The second auxiliary movable guide rail 823 is arranged in a position facing the second movable guide rail 821 in the extension direction De when viewed from above in the vertical direction Dv. The second auxiliary movable guide rail 823 is a rail-like member formed in the shape of a groove with an open top. The shape of the second auxiliary movable guide rail 823 is not limited in any way and may, for example, have the same cross-sectional shape as the second guide rail 522. The second auxiliary movable guide rail 823 protrudes upward in the vertical direction Dv relative to the runway surface 51a. The second auxiliary movable guide rail 823 extends in the extension direction De at the same height from the upper surface of the runway 51. The second auxiliary movable guide rail 823 protrudes upward in the vertical direction Dv to be lower than the second guide rail 522. In addition, the second auxiliary movable guide rail 823 is not connected to the second guide rail 522.

[0090] In the second entering / exiting state, the second auxiliary movable guide rail 823 is disposed in a position where it does not come into contact with the auxiliary guide wheels 165 and cannot guide the second vehicle 10B. In the second normal state, the second auxiliary movable guide rail 823 is disposed in a position where it comes into contact with the auxiliary guide wheels 165 and can guide the second vehicle 10B. The second auxiliary movable guide rail 823 is rotatable about a rotation axis extending in the vertical direction Dv between the second entering / exiting state and the second normal state. The second auxiliary movable guide rail 823 is moved by, for example, a switch (not shown). The second auxiliary movable guide rail 823 is movable to the second entering / exiting state and the second normal state simultaneously with the second movable guide rail 821. In the second entering / exiting state, the second auxiliary movable guide rail 823 is disposed in a position where it cannot come into contact with the auxiliary guide wheels 165 of the passing second vehicle 10B and does not obstruct the travel of the second vehicle 10B on the second entering / exiting runway 81. In addition, in the second normal state, the second auxiliary movable guide rail 823 is positioned so that it can contact the side of the auxiliary guide wheel 165 of the passing second vehicle 10B by sandwiching it between the grooves, and is positioned so that the second vehicle 10B can continue to run on the second running path 31.

[0091] The second auxiliary fixed guide rail 824, together with the second auxiliary movable guide rail 823, guides the second vehicle 10B so that it continues to travel on the second runway 31 at the second entrance / exit section 8. The second auxiliary fixed guide rail 824 is immovably disposed on, for example, the roadbed B at the second entrance / exit section 8. Specifically, the second auxiliary fixed guide rail 824 is fixed to one side of the second runway 31 in the width direction Dw when viewed from the front in the running direction Da. The second auxiliary fixed guide rail 824 is disposed on the running surface 51a. The second auxiliary fixed guide rail 824 is disposed in a position aligned linearly with the second auxiliary movable guide rail 823 in the width direction Dw in the second normal state. The second auxiliary fixed guide rail 824 is a rail-shaped member formed with the same cross-sectional shape as the second auxiliary movable guide rail 823. The second auxiliary fixed guide rail 824 protrudes upward in the vertical direction Dv relative to the running surface 51a. The second auxiliary fixed guide rail 824 extends in the extension direction De at the same height from the upper surface of the travel path 51. The second auxiliary fixed guide rail 824 protrudes upward in the vertical direction Dv with respect to the travel surface 51a at the same height as the second auxiliary movable guide rail 823. The second auxiliary fixed guide rail 824 is not connected to the second guide rail 522. One end of the second auxiliary fixed guide rail 824 is arranged so as to contact the rotation axis of the second auxiliary movable guide rail 823. In other words, one end of the second auxiliary movable guide rail 823 is rotatably connected to the end of the second auxiliary fixed guide rail 824.

[0092] 11, the second vehicle 10B traveling on the second travel path 31 from the first side Da1 to the second side Da2 in the travel direction Da has its guide wheels 163 guided by the second guide rail 522. When the second vehicle 10B approaches the second entrance / exit travel path 81, the guide wheels 163 are guided by the second guide rail 522, and then the second vehicle 10B is guided by the second auxiliary fixed guide rail 824 on the opposite side in the width direction Dw. For this reason, the second guide rail 522 extends from the transfer position by a length L, and this portion is tapered so that its thickness becomes thinner toward its tip. The second auxiliary fixed guide rail 824 is provided just before the transfer position by a length L, and this portion has a wide groove width at its tip that tapers down to the transfer position.

[0093] When the second vehicle 10B continues traveling and passes through the second entrance / exit runway 81, the second auxiliary movable guide rail 823 guides the auxiliary guide wheels 165, and the second guide rail 522 guides the guide wheels 163. For this reason, the second auxiliary movable guide rail 823 extends from the transfer position by a length of 2L, and this portion is tapered with the groove width gradually increasing from the transfer position. The dimension of length L is longer than the length M of the outer guide wheel 163A and the inner guide wheel 163B of the guide wheels 163 in the running direction Da (L>M). This is to ensure smooth guidance and reduce impact on the guide wheels 163 and reduce the impact on ride comfort.

[0094] (Action and effect) In the track-based transportation system 1 of the first embodiment, after departing from the station 25, the first vehicle 10A travels toward the second side Da2 in the traveling direction Da, enters the branch section 4 from the single-track station section 2, and continues traveling on the double-track section 3. The first vehicle 10A then travels from the double-track section 3 through the branch section 4 and enters the single-track station section 2. As a result, the first vehicle 10A stops at another station 25 located adjacent to the station 25 from which it departed on the second side Da2 in the extension direction De. During this time, the first vehicle 10A travels with the first guide rail 521 sandwiched between the outer guide wheel 163A and the inner guide wheel 163B, which are arranged on only one side of the carbody 11 in the width direction Dw. Therefore, the first vehicle 10A continues traveling on the first running path 21, guided by the first guide rail 521, through the single-track station section 2, the branch section 4, the double-track section 3, the branch section 4, and the single-track station section 2, in that order.

[0095] Furthermore, when the first vehicle 10A travels toward the second side Da2 in the traveling direction Da, the second vehicle 10B travels toward the first side Da1 in the traveling direction Da. The second vehicle 10B starts operation from a station 25 where the first vehicle 10A is not stopped. The second vehicle 10B travels toward the first side Da1 in the traveling direction Da, and after departing from the station 25, enters the branch section 4 from the single-track station section 2 and continues traveling in the double-track section 3. The second vehicle 10B then travels from the double-track section 3 through the branch section 4 and enters the single-track station section 2. As a result, the second vehicle 10B stops at another station 25 located adjacent to the station 25 from which it departed on the first side Da1 in the extension direction De. During this time, the second vehicle 10B travels with the second guide rail 522 sandwiched between the outer guide wheel 163A and the inner guide wheel 163B, which are arranged on only one side of the carbody 11 in the width direction Dw. Therefore, the second vehicle 10B is guided by the second guide rail 522 and travels on the first running path 21 in the single-track station section 2. Thereafter, the second vehicle 10B is guided by the second guide rail 522 and travels on the second running path 31 through the branch section 4, the double-track section 3, and the branch section 4 in that order. Furthermore, after leaving the branch section 4, the second vehicle 10B is guided by the second guide rail 522 and travels on the first running path 21 again.

[0096] In this track-based transportation system 1, the first vehicle 10A and the second vehicle 10B travel in the single-track station section 2, the branch section 4, and the double-track section 3, sandwiching the first guide rail 521 and the second guide rail 522 between the outer guide wheel 163A and the inner guide wheel 163B, which are arranged on only one side Dw1 in the width direction Dw of the car body 11. Therefore, in the single-track station section 2, all vehicles 10, including the first vehicle 10A and the second vehicle 10B, can stop at stations 25 that face only the first runway 21. In other words, no runway 51 is located between the road R and the platform 251 of the station 25. Therefore, by being located in a position that does not face the first runway 21 in the width direction Dw, the vehicle can enter the station 25 from the road R. This allows access to the station 25 without crossing the track 50.

[0097] Because station 25 can be accessed without crossing track 50, there is no need to provide facilities for crossing track 51, such as an overbridge or underground passage. Therefore, users can enter and exit platform 251 directly through an entrance (for example, a ticket gate) installed between station 25 on the ground and road R outside station 25. By providing station 25 in this manner, it is possible to achieve a barrier-free rail-based transportation system 1 that is friendly to those with mobility issues.

[0098] In particular, by using such a track-based transportation system 1, a new transportation system can be installed alongside public roads (especially along roads R on riverbanks, lakesides, coasts, etc., along fences in restricted areas of airports, and circular routes in areas separated from the outside world by walls, etc., such as theme parks) with fully automatic, unmanned operation, ensuring safety for users.

[0099] Furthermore, in the width direction Dw, the platform 251 is arranged on only one side of the first running track 21. Therefore, there is no need to arrange a large area for the station 25, including the platform 251, outside the track 50, which can shorten the construction period and reduce the construction costs.

[0100] Furthermore, as in this embodiment, by configuring one line only with a plurality of single-track station sections 2, a plurality of double-track sections 3, and a plurality of branch sections 4, the single-track station section 2 where station 25 is located is a single track consisting of only first running track 21. The double-track section 3 located between two stations 25 has a second running track 31 in addition to the first running track 21. Therefore, the land required for double-track section 3 is larger than that for single-track station section 2. Therefore, even when adding a new station between existing stations in response to changes in the number of passengers on the line, the new station can be added by using the land of double-track section 3 without having to acquire new land for station 25. Furthermore, by adding a new station on the land where double-track section 3 is already formed, the period of service outage due to construction work for adding the new station can be shortened.

[0101] In this embodiment, the first vehicle 10A, which travels only on the first running track 21, and the second vehicle 10B, which travels on the first running track 21 in the single-track station section 2 and the second running track 31 in the double-track section 3, travel on the track 50. That is, in the single-track station section 2, both the first vehicle 10A and the second vehicle 10B travel on the first running track 21. In the double-track section 3, only the first vehicle 10A travels on the first running track 21, and only the second vehicle 10B travels on the second running track 31. Therefore, even if the first vehicle 10A and the second vehicle 10B travel in opposite directions simultaneously on the same track 50, they can safely pass each other thanks to the double-track section 3. This allows vehicles to pass each other at high speeds, and reduces the travel time between stations compared to a single-track track 50 with a passing point between two stations 25 or a track 50 with signals. This increases the transportation volume of the track-based transportation system 1 as a whole.

[0102] Furthermore, in the single-track station section 2, both a first guide rail 521 and a second guide rail 522 are arranged on the first running track 21. Furthermore, in the double-track section 3, only the first guide rail 521 is arranged on the first running track 21, and only the second guide rail 522 is arranged on the second running track 31. Therefore, the first vehicle 10A can travel on the first running track 21 in all sections, including the single-track station section 2, the branch section 4, and the double-track section 3, simply by traveling while being guided by the first guide rail 521. Furthermore, the second vehicle 10B can travel on the first running track 21 in the single-track station section 2 and on the second running track 31 in the double-track section 3, simply by traveling while being guided by the second guide rail 522. Therefore, the first vehicle 10A and the second vehicle 10B can travel only on branch tracks such as the branch section 4, without installing a branch structure that can move to switch the traveling direction of the vehicle 10 between the single-track station section 2 and the double-track section 3. This eliminates the need to link the movement of the vehicle 10 with the movement of the branch road, or to install a separate device for switching the traveling direction on the vehicle 10 and the track 50. Therefore, the construction costs and maintenance costs of the track 50 can be reduced.

[0103] The guide wheels 163 include an outer guide wheel 163A that can contact the outer surfaces of the first guide rail 521 and the second guide rail 522 in the width direction Dw, and an inner guide wheel 163B that can contact the inner surfaces of the first guide rail 521 and the second guide rail 522 in the width direction Dw. Therefore, one guide rail 52 is sandwiched and supported in the width direction Dw by the outer guide wheel 163A and the inner guide wheel 163B. As a result, the outer guide wheel 163A and the inner guide wheel 163B are less likely to come off the guide rail 52. Therefore, even when the vehicle 10 is guided along only one guide rail 52 that is arranged on only one side of the width direction Dw relative to the car body 11, the guide wheel 163 can be prevented from coming off the guide rail 52. This allows the vehicle 10 to be stably guided even with only one guide rail 52.

[0104] Furthermore, the outer guide wheel 163A and the inner guide wheel 163B are fixed to the guide frame 161 via the guide wheel receiver 162. Therefore, even if the outer guide wheel 163A, the inner guide wheel 163B or the guide wheel fixing portion 17 become damaged, new outer guide wheel 163A and inner guide wheel 163B can be attached to the vehicle 10 simply by replacing the guide wheel receiver 162 including the outer guide wheel 163A and the inner guide wheel 163B. Therefore, it is not necessary to replace the entire guide device 16, and the maintenance costs for the guide device 16 can be reduced.

[0105] Furthermore, the outer guide wheel 163A, the inner guide wheel 163B, and the guide wheel receiver 162 are fixed by the guide wheel fixing portion 17 in a state in which they are offset in the running direction Da around the link rotation axis 172. A link portion 171, with the outer guide wheel 163A and the inner guide wheel 163B supported at both ends, is rotatably supported in a state in which they are offset in the running direction Da around the link rotation axis 172. Therefore, when the outer guide wheel 163A receives a reaction force by contacting the guide rail 52, a force that causes the link portion 171 to rotate clockwise around the link rotation axis 172 is applied to the link portion 171. As a result, the inner guide wheel 163B located at the opposite end of the link portion 171 moves toward the guide rail 52 and comes into contact with the guide rail 52. When the inner guide wheel 163B receives a reaction force by contacting the guide rail 52, a force that causes the link portion 171 to rotate counterclockwise around the link rotation axis 172 is applied to the link portion 171. As a result, the outer guide wheel 163A then moves closer to the guide rail 52 and comes into contact with the guide rail 52. In this way, the outer guide wheel 163A and the inner guide wheel 163B repeatedly repel each other via the link portion 171 each time they come into contact with the guide rail 52, so that the guide wheel 163 can be kept in stable contact with the guide rail 52. This makes it possible to guide the vehicle 10 more stably even with only one guide rail 52.

[0106] Furthermore, the position fixing unit 18 fixes the link portion 171 to the guide wheel receiver 162 by inserting a cylindrical elastic member 183 and a pin member 184 into the receiver through hole 181 and the link through hole 182. The elastic member 183 is interposed between the receiver through hole 181, the link through hole 182, and the pin member 184, thereby mitigating movement of the link portion 171 about the link rotation axis 172, which occurs when the outer guide wheel 163A and the inner guide wheel 163B come into contact with the guide rail 52. In other words, the elastic member 183 can absorb the impact caused by the outer guide wheel 163A and the inner guide wheel 163B coming into contact with the guide rail 52. This makes it possible to suppress deterioration in ride comfort of the vehicle 10 and adverse effects on durability of the guide device 16, such as wear and deformation due to impact.

[0107] Furthermore, a first receiving through hole 181A, a second receiving through hole 181B, and a third receiving through hole 181C are formed at positions spaced apart in the radial direction relative to the link rotation shaft 172, but spaced apart in the circumferential direction centered on the link rotation shaft 172. Therefore, the angle of the link portion 171 with respect to the guide rail 52 changes depending on which of the first receiving through hole 181A, the second receiving through hole 181B, and the third receiving through hole 181C is connected to the link through hole 182. In this embodiment, the first receiving through hole 181A is formed at a position closest to the outer guide wheel 163A in the width direction Dw among the three. Therefore, when the elastic member 183 and the pin member 184 are inserted with the first receiving through hole 181A and the link through hole 182 connected to each other, the link portion 171 is at an angle closest to perpendicular to the guide rail 52. That is, the link portion 171 can be fixed at an angle where the outer guide wheel 163A and the inner guide wheel 163B move away from the guide rail 52 without coming into strong contact with it. Furthermore, the third receiving through hole 181C is formed at the position closest to the inner guide wheel 163B among the three in the width direction Dw. Therefore, when the elastic member 183 and the pin member 184 are inserted while the third receiving through hole 181C and the link through hole 182 are communicated with each other, the link portion 171 is at an angle closest to horizontal with respect to the guide rail 52. That is, the link portion 171 can be fixed at an angle where the outer guide wheel 163A and the inner guide wheel 163B move closer to the guide rail 52 and come into strong contact with it. Therefore, when the outer guide wheel 163A and the inner guide wheel 163B wear and the gap between them and the guide rail 52 increases, the outer guide wheel 163A and the inner guide wheel 163B can be brought closer to the guide rail 52 by changing the positions at which they communicate with the link through holes 182 in the order of the first receiving through hole 181A, the second receiving through hole 181B, and the third receiving through hole 181C. Therefore, the fixing angle of the link portion 171 can be adjusted in stages so that the outer guide wheel 163A and the inner guide wheel 163B approach the guide rail 52 in accordance with the wear of the outer guide wheel 163A and the inner guide wheel 163B. This allows the guide wheel 163 to continue to be in stable contact with the guide rail 52 for a long period of time. As a result, even with only one guide rail 52, the vehicle 10 can be stably guided for a long period of time.

[0108] Furthermore, the guide frame 161 has detachable guide wheel receivers 162 at both ends in the width direction Dw. Furthermore, the vehicle 10 is capable of traveling both forward and backward relative to the vehicle body 11. Therefore, both the first vehicle 10A and the second vehicle 10B can be obtained simply by reversing the position of the guide wheel receiver 162 in the width direction Dw. Therefore, by standardizing not only the guide frame 161 but also the vehicle body 11, different vehicles 10 can be obtained simply by replacing the parts attached to the guide wheel receiver 162. This allows many parts to be standardized between the first vehicle 10A and the second vehicle 10B, thereby reducing the manufacturing and maintenance costs of the first vehicle 10A and the second vehicle 10B.

[0109] Furthermore, the mounting position of the guide wheel support 162 relative to the guide frame 161 can be periodically reversed to change the first vehicle 10A to the second vehicle 10B, and the second vehicle 10B to the first vehicle 10A. As a result, the degree of wear of the outer guide wheel 163A and the inner guide wheel 163B and the degree of damage to the guide device 16 can be equalized on both sides in the width direction Dw. This makes it possible to extend the replacement interval for each part of the guide device 16 and reduce the maintenance costs of the vehicle 10.

[0110] Furthermore, because the first entrance / exit section 7 is connected to the first running track 21 of the double-track section 3, the first vehicle 10A enters or exits the line from the depot via the first entrance / exit section 7. Furthermore, because the second entrance / exit section 8 is connected to the second running track 31 of the double-track section 3, the second vehicle 10B enters or exits the line from the depot via the second entrance / exit section 8. By allowing the vehicle 10 to enter or exit the line only from specific locations such as the first entrance / exit section 7 and the second entrance / exit section 8, it is possible to select the cheapest and most suitable site for the depot configuration near the track 50 for entering the vehicle 10 into the depot for inspection or for departing the vehicle 10 from the depot after maintenance. This allows for a shorter construction period for the track 50 and reduced construction costs.

[0111] Furthermore, the first entrance / exit section 7 has a first branch guide rail 72 that is movable between a first entrance / exit state and a first normal state. Specifically, when the first branch guide rail 72 is in the first entrance / exit state, the first movable guide rail 721 and the first fixed guide rail 722 are able to come into contact with the outer guide wheel 163A and the inner guide wheel 163B, and the first auxiliary movable guide rail 723 and the first auxiliary fixed guide rail 724 are unable to come into contact with the auxiliary guide wheel 165. Therefore, when the first entrance / exit state is set, the outer guide wheel 163A and the inner guide wheel 163B of the first vehicle 10A traveling on the first entrance / exit runway 71 come into contact with the first fixed guide rail 722, the first movable guide rail 721, and the first guide rail 521 in that order, allowing the first vehicle 10A to enter the first runway 21. In addition, by being in the first entry / exit state, the first vehicle 10A traveling on the first running path 21 will have its outer guide wheel 163A and inner guide wheel 163B come into contact with the first guide rail 521, the first movable guide rail 721, and the first fixed guide rail 722 in that order, and will be able to exit the first running path 21 and travel on the first entry / exit running path 71.

[0112] On the other hand, when the first branch guide rail 72 is set to the first normal state, the first movable guide rail 721 and the first fixed guide rail 722 are unable to come into contact with the outer guide wheel 163A and the inner guide wheel 163B, and the first auxiliary movable guide rail 723 and the first auxiliary fixed guide rail 724 are able to come into contact with the auxiliary guide wheel 165. Therefore, when the first branch guide rail 72 is set to the first normal state, the outer guide wheel 163A and the inner guide wheel 163B, which had been in contact with the first guide rail 521, move away from the first guide rail 521. At the same time that the outer guide wheel 163A and the inner guide wheel 163B move away from the first guide rail 521, the auxiliary guide wheel 165 comes into contact with the first auxiliary movable guide rail 723. Thereafter, the first vehicle 10A continues to travel on the first travel path 21, and the auxiliary guide wheel 165 comes into contact with the first auxiliary fixed guide rail 724. Furthermore, as the first vehicle 10A continues to travel on the first runway 21, the auxiliary guide wheels 165 move away from the first auxiliary fixed guide rail 724. At the same time that the auxiliary guide wheels 165 move away from the first auxiliary fixed guide rail 724, the outer guide wheels 163A and the inner guide wheels 163B come into contact with the first guide rail 521. In this way, in the first normal state, the first vehicle 10A can continue to travel on the first runway 21 even in the area connected to the first entrance / exit section 7.

[0113] Similarly, the second entrance / exit section 8 has a second branch guide rail 82 that is movable between a second entrance / exit state and a second normal state. Specifically, when the second branch guide rail 82 is in the second entrance / exit state, the second movable guide rail 821 and the second fixed guide rail 822 are able to come into contact with the outer guide wheel 163A and the inner guide wheel 163B, and the second auxiliary movable guide rail 823 and the second auxiliary fixed guide rail 824 are unable to come into contact with the auxiliary guide wheel 165. Therefore, when the second entrance / exit state is set, the outer guide wheel 163A and the inner guide wheel 163B of the second vehicle 10B that has traveled along the second entrance / exit runway 81 come into contact with the second fixed guide rail 822, the second movable guide rail 821, and the second guide rail 522 in that order, allowing the second vehicle 10B to enter the second runway 31. In addition, by being in the second entry / exit state, the second vehicle 10B traveling on the second running path 31 will have its outer guide wheel 163A and inner guide wheel 163B contact the second guide rail 522, the second movable guide rail 821, and the second fixed guide rail 822 in that order, and will be able to exit the second running path 31 and travel on the second entry / exit running path 81.

[0114] On the other hand, when the second branch guide rail 82 is set to the second normal state, the second movable guide rail 821 and the second fixed guide rail 822 are unable to come into contact with the outer guide wheel 163A and the inner guide wheel 163B, and the second auxiliary movable guide rail 823 and the second auxiliary fixed guide rail 824 are able to come into contact with the auxiliary guide wheel 165. Therefore, when the second branch guide rail 82 is set to the second normal state, the outer guide wheel 163A and the inner guide wheel 163B, which had been in contact with the second guide rail 522, move away from the second guide rail 522. At the same time that the outer guide wheel 163A and the inner guide wheel 163B move away from the second guide rail 522, the auxiliary guide wheel 165 comes into contact with the second auxiliary movable guide rail 823. Thereafter, the second vehicle 10B continues to travel on the second runway 31, and the auxiliary guide wheel 165 comes into contact with the second auxiliary fixed guide rail 824. Furthermore, as second vehicle 10B continues to travel on second runway 31, auxiliary guide wheel 165 moves away from second auxiliary fixed guide rail 824. At the same time as auxiliary guide wheel 165 moves away from second auxiliary fixed guide rail 824, outer guide wheel 163A and inner guide wheel 163B come into contact with second guide rail 522. In this way, in the second normal state, second vehicle 10B can continue to travel on second runway 31 even in the area connected to second entrance / exit section 8.

[0115] As described above, the first branch guide rail 72, the second branch guide rail 82, and the auxiliary guide wheel 165 allow the first vehicle 10A and the second vehicle 10B to run stably even if irregular branch paths such as the first entrance / exit section 7 and the second entrance / exit section 8 are arranged.

[0116] Additionally, in the double-track section 3, a fence section 35 capable of preventing vehicles 10 from entering is disposed between the first running path 21 and the second running path 31. Therefore, when the first vehicle 10A and the second vehicle 10B are traveling simultaneously in the same double-track section 3, even if an accident, malfunction, or disaster such as an earthquake causes the first vehicle 10A traveling on the first running path 21 and the second vehicle 10B traveling on the second running path 31 to derail and enter the other running path 51, collision between the vehicles 10 can be prevented. Furthermore, since multiple fence sections 35 are disposed at intervals in the extension direction De, even if the first vehicle 10A or the second vehicle 10B stops midway through the double-track section 3 due to a malfunction of the vehicle 10, passengers can smoothly evacuate between the fence sections 35. These features ensure safety.

[0117] Furthermore, the first station sensor 61 and the second station sensor 62 can detect the presence or absence of the first vehicle 10A and the second vehicle 10B at the station 25. Furthermore, the control unit 69 can control the running state of the first vehicle 10A and the second vehicle 10B depending on the presence or absence of the first vehicle 10A and the second vehicle 10B at the station 25. Therefore, it can be detected that the first vehicle 10A and the second vehicle 10B traveling in opposite directions are simultaneously stopping and departing at different stations 25. If it is determined that the first vehicle 10A and the second vehicle 10B are not simultaneously stopping and departing at different stations 25, a stop command can be sent to all of the first vehicle 10A and the second vehicle 10B, causing the first vehicle 10A and the second vehicle 10B to stop running before an abnormality occurs, thereby providing an opportunity to check the status of the first vehicle 10A and the second vehicle 10B. This ensures safety around the station 25 even when the first vehicle 10A and the second vehicle 10B are running in an automated driving mode.

[0118] Furthermore, the first entry sensor 63 and the second entry sensor 65 can detect the entry of the first vehicle 10A onto the first travel path 21 and the entry of the second vehicle 10B onto the second travel path 31 in the double-track section 3. Furthermore, the control unit 69 can control the running states of the first vehicle 10A and the second vehicle 10B depending on whether the first vehicle 10A has entered the first travel path 21 and the second vehicle 10B has entered the second travel path 31 in the double-track section 3. Therefore, it can be detected whether the first vehicle 10A and the second vehicle 10B, which are traveling in opposite directions, have entered the same double-track section 3 at the same time. Then, when it is detected that the first vehicle 10A and the second vehicle 10B have entered the same double-track section 3 at the same time, a command to continue running is sent to the first vehicle 10A and the second vehicle 10B, allowing the first vehicle 10A and the second vehicle 10B to run safely. Furthermore, in this embodiment, a command is sent to the first vehicle 10A and the second vehicle 10B to increase their speed from low-speed driving to normal driving. This makes it possible to improve transportation capacity while ensuring safety. Furthermore, if it is determined that the first vehicle 10A and the second vehicle 10B are not entering the same double-track section 3 at the same time, a stop command is sent to all of the first vehicle 10A and the second vehicle 10B, which stops the first vehicle 10A and the second vehicle 10B from traveling before an abnormality occurs in the first vehicle 10A and the second vehicle 10B, thereby providing an opportunity to check the status of the first vehicle 10A and the second vehicle 10B. This makes it possible to ensure safety when entering the double-track section 3 even when the first vehicle 10A and the second vehicle 10B are traveling in automatic driving mode.

[0119] Furthermore, the first exit sensor 64 and the second exit sensor 66 can detect the exit of the first vehicle 10A from the first travel path 21 and the exit of the second vehicle 10B from the second travel path 31 in the double-track section 3. Furthermore, the control unit 69 can control the running states of the first vehicle 10A and the second vehicle 10B depending on whether the first vehicle 10A has exited from the first travel path 21 and the second vehicle 10B has exited from the second travel path 31 in the double-track section 3. Therefore, it can be detected whether the first vehicle 10A and the second vehicle 10B, which are traveling in opposite directions, have exited the same double-track section 3 at the same time. Then, when it is detected that the first vehicle 10A and the second vehicle 10B have exited the same double-track section 3 at the same time, a command to continue running is sent to the first vehicle 10A and the second vehicle 10B, allowing the first vehicle 10A and the second vehicle 10B to run safely. Furthermore, if it is determined that the first vehicle 10A and the second vehicle 10B are not exiting the same double-track section 3 at the same time, a stop command can be sent to all of the first vehicles 10A and the second vehicles 10B, causing them to stop running before an abnormality occurs in the first vehicle 10A and the second vehicle 10B, thereby providing an opportunity to check the status of the first vehicle 10A and the second vehicle 10B. This makes it possible to ensure safety when exiting the double-track section 3 even when the first vehicle 10A and the second vehicle 10B are running in automatic driving mode.

[0120] Second Embodiment Next, a second embodiment of the track-based transportation system 1A according to the present disclosure will be described. In the track-based transportation system 1A according to the second embodiment described below, components common to those in the first embodiment will be denoted by the same reference numerals in the drawings, and their description will be omitted.

[0121] (Configuration of single-track station section) 12, in the track-based transportation system 1A of the second embodiment, the structure of a station 25A in a single-track station section 2A of a track 50A is different from that of the first embodiment. In the single-track station section 2A of the second embodiment, one station 25A has two platforms 251. Specifically, the station 25A has a first platform 251A and a second platform 251B.

[0122] The first platform 251A and the second platform 251B have the arrangements of the first running path 21 and the road R in the width direction Dw reversed. That is, one side of the first platform 251A in the width direction Dw faces the first running path 21, and the other side faces the road R. On the other hand, the second platform 251B faces the first running path 21 on the side of the first platform 251A facing the road R in the width direction Dw.

[0123] Furthermore, in station 25A having two platforms 251 in this manner, a first station sensor 61 and a second station sensor 62 are arranged for each platform 251. That is, sensor 6A of the second embodiment has, as the first station sensor 61, a first preceding station sensor 61A that detects the presence of first vehicle 10A on first platform 251A, and a first succeeding station sensor 61B that detects the presence of first vehicle 10A on second platform 251B.

[0124] When the first vehicle 10A is stopped at the first platform 251A, the first preceding station sensor 61A sends a detection signal to the control unit 69. When the first vehicle 10A has departed the first platform 251A, the first preceding station sensor 61A does not detect it and does not send a detection signal to the control unit 69, but when the signal from the first preceding station sensor 61A disappears, the control unit 69 recognizes that the first vehicle 10A has departed.

[0125] When the first vehicle 10A is stopped at the second platform 251B, the first rear station sensor 61B sends a detection signal to the control unit 69. When the first vehicle 10A has departed the second platform 251B, the first rear station sensor 61B does not detect it and does not send a detection signal to the control unit 69, but when the signal from the first rear station sensor 61B disappears, the control unit 69 recognizes that the first vehicle 10A has departed.

[0126] In addition, the sensor 6A of the second embodiment has, as second station sensors 62, a second previous station sensor 62A that detects the presence of a second vehicle 10B on the second platform 251B, and a second subsequent station sensor 62B that detects the presence of a first vehicle 10A on the first platform 251A.

[0127] The second preceding station sensor 62A sends a detection signal to the control unit 69 when the second vehicle 10B is stopped at the second platform 251B. Furthermore, the second preceding station sensor 62A does not detect the second vehicle 10B when it has departed the second platform 251B, and does not send a detection signal to the control unit 69, but when the signal from the second preceding station sensor 62A disappears, the control unit 69 recognizes that the second vehicle 10B has departed.

[0128] The second rear station sensor 62B sends a detection signal to the control unit 69 when the second vehicle 10B is stopped at the first platform 251A. Furthermore, the second rear station sensor 62B does not detect the second vehicle 10B when it has departed the first platform 251A, and does not send a detection signal to the control unit 69. However, when the signal from the second rear station sensor 62B disappears, the control unit 69 recognizes that the second vehicle 10B has departed.

[0129] (Action and effect) In the second embodiment, one station 25A has a first platform 251A and a second platform 251B in which the arrangement of the first running track 21 and the road R in the width direction Dw is reversed. Therefore, even though each station 25A has a single-track structure, entrances and exits to the vehicle 10 can be located on both sides in the width direction Dw. This improves convenience for passengers.

[0130] Third Embodiment Next, a third embodiment of the track-based transportation system 1B according to the present disclosure will be described. In the track-based transportation system 1B according to the third embodiment described below, components common to the first and second embodiments will be denoted by the same reference numerals in the drawings, and descriptions thereof will be omitted.

[0131] (Train route configuration) As shown in Figure 13, the track-based transportation system 1B of the third embodiment has a different route configuration from that of the first embodiment. The track 50B of the third embodiment further has a turning section 9 in addition to a single-track station section 2, a double-track section 3, and a branching section 4. The track 50B comprises a single route consisting of multiple single-track station sections 2, multiple double-track sections 3, multiple branching sections 4, and two turning sections 9.

[0132] The turning section 9 is located at the end of the track 50B in the extension direction De. The turning section 9 reverses the traveling direction Da of the vehicle 10 so that the vehicle 10 makes a U-turn. The turning section 9 has a circular traveling path 51. In the turning section 9, the vehicle 10 travels in a circular motion, reversing the traveling direction Da. Therefore, when the first vehicle 10A and the second vehicle 10B reach the turning section 9 at the end of the track 50B in the extension direction De, they do not turn around so that the rear of the car body 11 faces forward, but continue traveling so that the front of the car body 11 always faces forward in the traveling direction Da. As a result, the vehicle 10 travels on different traveling paths 51 in the double-track section 3 on the outbound and return journeys. In other words, the first vehicle 10A and the second vehicle 10B are the same vehicle 10.

[0133] Furthermore, the first entrance / exit section 7B in the third embodiment has an entrance section 70 that only allows the vehicle 10 to enter the double-track section 3 from the depot. Furthermore, the second entrance / exit section 8B has an exit section 80 that only allows the vehicle 10 to exit from the double-track section 3 to the depot. That is, in the third embodiment, the first vehicle 10A and the second vehicle 10B are the same vehicle 10, and therefore the first entrance / exit section 7B only allows the first vehicle 10A to enter the double-track section 3. Furthermore, the second entrance / exit section 8B only allows the second vehicle 10B to exit the double-track section 3. The entrance section 70 and the exit section 80 are each located in only one double-track section 3 out of the multiple double-track sections 3. The entrance section 70 and the exit section 80 are located in the same double-track section 3. The entrance section 70 and the exit section 80 are connected to a common depot (not shown).

[0134] (Action and effect) In the third embodiment, the vehicle 10 turns around in the turning section 9, so that the first vehicle 10A and the second vehicle 10B are the same vehicle 10. Therefore, there is no need to run different types of vehicles 10 on one line. This makes it possible to reduce installation costs and maintenance costs for the vehicles 10. Furthermore, the turning section 9 allows multiple vehicles 10 to run side by side like a string of beads on one line on one line. Therefore, it is possible to run many vehicles 10 on one line, thereby improving transportation capacity.

[0135] <Fourth embodiment> Next, a fourth embodiment of the track-based transportation system 1C according to the present disclosure will be described. In the track-based transportation system 1C according to the fourth embodiment described below, components common to the first to third embodiments will be denoted by the same reference numerals in the drawings, and their description will be omitted.

[0136] (Train route configuration) As shown in FIG. 14, the track-based transportation system 1C of the fourth embodiment differs from the first and third embodiments in terms of the route configuration. The track 50C of the fourth embodiment is a circular loop line in which the ends of the track 50C in the extension direction De are connected. In other words, the track 50C only has a single-track station section 2, a double-track section 3, and a branch section 4. On this type of track 50C, the first vehicle 10A and the second vehicle 10B travel in only one direction, facing opposite each other. Specifically, the first vehicle 10A always travels clockwise. The second vehicle 10B always travels counterclockwise.

[0137] Furthermore, the first entrance / exit section 7C of the fourth embodiment has a first entrance section 75 through which the first vehicle 10A enters the double-track section 3 from the depot, and a first exit section 76 through which the first vehicle 10A exits from the double-track section 3 to the depot. In other words, the first entrance / exit section 7C is configured so that entrance to the double-track section 3 and exit from the double-track section 3 are performed at separate locations. The first entrance section 75 and the first exit section 76 are each located in only one double-track section 3 out of the multiple double-track sections 3. The first entrance section 75 and the first exit section 76 are each located in a different double-track section 3. The first entrance section 75 and the first exit section 76 are connected to a common depot (not shown).

[0138] Furthermore, the second entrance / exit section 8C of the fourth embodiment has a second entrance section 85 through which the second vehicle 10B enters the double-track section 3 from the depot, and a second exit section 86 through which the second vehicle 10B exits from the double-track section 3 to the depot. In other words, the second entrance / exit section 8C is configured so that entrance to the double-track section 3 and exit from the double-track section 3 are performed at separate locations. The second entrance section 85 and the second exit section 86 are each located in only one double-track section 3 out of the multiple double-track sections 3. The second entrance section 85 and the second exit section 86 are each located in a different double-track section 3. The second entrance section 85 is located in the same double-track section 3 as the first exit section 76. The second exit section 86 is located in the same double-track section 3 as the first entrance section 75. The second entrance section 85 and the second exit section 86 are connected to a common depot (not shown).

[0139] (Action and effect) In the fourth embodiment, the ends of the track 50C in the extension direction De are connected to form a circular circuit line. Therefore, the first vehicle 10A and the second vehicle 10B can run side by side, like a string of beads, separately on one line. Therefore, many first vehicles 10A and second vehicles 10B can run on one line, further improving transportation capacity.

[0140] (Other embodiments) The above describes in detail the embodiments of the present disclosure with reference to the drawings, but the specific configuration is not limited to this embodiment, and design changes and the like are also included within the scope that does not deviate from the gist of the present disclosure.

[0141] It should be noted that the guide device 16 is not limited to the structure of this embodiment. For example, the guide device 16 is not limited to a structure in which the guide wheel receiver 162 and the auxiliary guide wheel receiver 166 are disposed. Therefore, the guide device 16 may have a structure in which the guide wheel 163 and the auxiliary guide wheel 165 are directly fixed to the end of the guide frame 161 without the guide wheel receiver 162 and the auxiliary guide wheel receiver 166.

[0142] Furthermore, the guide device 16 is not limited to a structure having the auxiliary guide wheel 165 as in this embodiment. Therefore, the guide device 16 may have a structure in which no wheels such as the auxiliary guide wheel 165 and the guide wheel 163 are arranged at a position opposite to the position where the guide wheel 163 is arranged in the width direction Dw.

[0143] Furthermore, the guide wheel 163 is not limited to a structure having an outer guide wheel 163A and an inner guide wheel 163B as in this embodiment. For example, the guide wheel 163 may have a structure of only one wheel. In this case, the guide wheel 163 may have either an inside type structure in which the inner side surface in the width direction Dw contacts the outer surface of the guide rail 52 in the width direction Dw, or an outside type structure in which the outer side surface in the width direction Dw contacts the inner surface of the guide rail 52 in the width direction Dw.

[0144] Furthermore, the configuration of the position fixing portion 18 is not limited to the configuration of this embodiment. The position fixing portion 18 may have any configuration as long as it can fix the link portion 171 to the guide wheel receiver 162.

[0145] Furthermore, the present invention is not limited to forming a plurality of receiving through holes 181 as in the present embodiment. For example, only one receiving through hole 181 may be formed for the guide wheel receiver 162.

[0146] Furthermore, the tracks 50, 50A, 50B, and 50C of the present embodiment are not limited to structures having the sensors 6 and 6A. For example, the tracks 50, 50A, 50B, and 50C may have a structure that does not have the sensors 6 and 6A.

[0147] Furthermore, the sensors 6, 6A are not limited to a structure including all of the first station sensor 61, the second station sensor 62, the first entrance sensor 63, the first exit sensor 64, the second entrance sensor 65, and the second exit sensor 66, as in this embodiment. For example, the sensors 6, 6A may be structured to include only some of the first station sensor 61, the second station sensor 62, the first entrance sensor 63, the first exit sensor 64, the second entrance sensor 65, and the second exit sensor 66. Therefore, the sensors 6, 6A may include only the first station sensor 61 and the second station sensor 62. Alternatively, the sensors 6, 6A may include only the first entrance sensor 63 and the second entrance sensor 65. Alternatively, the sensors 6, 6A may include only the first exit sensor 64 and the second exit sensor 66.

[0148] Furthermore, the double track section 3 is not limited to having the fence section 35 arranged therein as in this embodiment. In other words, the fence section 3 does not have to be arranged even in a double track section 3. Furthermore, the fence section 35 is not limited to being arranged only in the double track section 3. The fence section 35 may be arranged in the branch section 4, for example. Furthermore, the fence section 35 is not limited to being arranged in multiple sections spaced apart in the extension direction De. For example, only one fence section 35 extending long in the extension direction De may be arranged in one double track section 3.

[0149] The first entrances 7, 7B, 7C and the second entrances 8, 8B, 8C are not limited to being provided in a single unit. A plurality of first entrances 7, 7B, 7C and second entrances 8, 8B, 8C may be provided. In this case, the first entrances 7, 7B, 7C and second entrances 8, 8B, 8C may be provided in all or some of the multiple double-track sections 3. Furthermore, a plurality of first entrances 7, 7B, 7C and second entrances 8, 8B, 8C may be provided for one double-track section 3.

[0150] Furthermore, in the first entrance / exit sections 7, 7B, 7C and the second entrance / exit sections 8, 8B, 8C, the first branch guide rail 72 and the second branch guide rail 82 are not limited to a structure in which a fixed, immovable guide rail 52 and a movable, movable guide rail 52 are combined, as in this embodiment. Depending on the shapes of the first branch guide rail 72 and the second branch guide rail 82, it may not be necessary to have fixed, immovable guide rails 52 such as the first fixed guide rail 722, the first auxiliary fixed guide rail 724, the second fixed guide rail 822, and the second auxiliary fixed guide rail 824.

[0151] <Additional Notes> The track-based transportation systems 1, 1A, 1B, and 1C described in the embodiments can be understood, for example, as follows.

[0152] (1) A side guide type track-based transportation system 1, 1A, 1B, 1C according to a first aspect includes a vehicle 10 having a car body 11, running wheels 13, and guide wheels 163, a running path 51 that can be contacted by the running wheels 13, and tracks 50, 50A, 50B, 50C having guide rails 52 that are located outside the running wheels 13 in the width direction Dw of the vehicle 10 and contact the guide wheels 163 to guide the vehicle 10 in the running direction Da in which the vehicle 10 advances, and the tracks 50, 50A, 50B, 50C are provided with a first running path 21 that is the running path 51, and the first running path 21 is provided on the first running path 51. The system has a plurality of single-track station sections 2, 2A having stations 25, 25A facing only a road 21, a double-track section 3 in which the first running road 21 and the running road 51 are arranged, and a second running road 31 that is arranged parallel to the first running road 21 and allows the vehicle 10 to travel in the opposite direction to the first running road 21, and a branch section 4 adjacent to the single-track station sections 2, 2A and has a branch road that connects the first running road 21 and the second running road 31 to change the destination of the vehicle 10, and the guide wheels 163 are arranged on only one side of the width direction Dw with respect to the car body 11.

[0153] With this structure, the vehicle 10 travels along the guide rail 52 in the single-track station sections 2 and 2A, the branch section 4, and the double-track section 3 using the guide wheels 163 arranged on only one side of the width direction Dw relative to the carbody 11. Therefore, in the single-track station sections 2 and 2A, all vehicles 10 can stop at stations 25 and 25A that face only the first running track 21. Furthermore, by being located in a position that does not face the first running track 21 in the width direction Dw, they can enter stations 25 and 25A from road R. This allows access to stations 25 and 25A without crossing tracks 50, 50A, 50B, and 50C.

[0154] (2) The track-based transportation system 1, 1A, 1B, 1C according to the second aspect is the track-based transportation system 1, 1A, 1B, 1C of (1), and on the tracks 50, 50A, 50B, 50C, the vehicles 10 are a first vehicle 10A and a second vehicle 10B traveling in opposite directions, and the first vehicle 10A travels only on the first running path 21, including the double-track section 3, and the second vehicle 10B travels on the first running path 21 in the single-track station sections 2, 2A and on the second running path 31 in the double-track section 3.

[0155] With this structure, in the single-track station sections 2 and 2A, both the first vehicle 10A and the second vehicle 10B travel on the first track 21. In the double-track section 3, only the first vehicle 10A travels on the first track 21, and only the second vehicle 10B travels on the second track 31. Therefore, even if the first vehicle 10A and the second vehicle 10B travel in opposite directions simultaneously on the same track 50, 50A, 50B, and 50C, they can safely pass each other thanks to the double-track section 3. This allows trains to pass each other at high speeds, shortening the travel time between stations 25 and 25A compared to single-track tracks 50, 50A, 50B, and 50C with passing points between stations 25 and 25A or tracks with signals. This increases the overall transportation volume of the track-based transportation system 1, 1A, 1B, and 1C.

[0156] (3) The track-based transportation system 1, 1A, 1B, 1C according to a third aspect is the track-based transportation system 1, 1A, 1B, 1C according to (1) or (2), wherein the guide rail 52 has a first guide rail 521 extending along the first running path 21 at a position far from the second running path 31 in the width direction Dw, and a second guide rail 522 extending along the second running path 31 at a position far from the first running path 21 in the width direction Dw, and the single track In the station sections 2 and 2A, both the first guide rail 521 and the second guide rail 522 are arranged on the first running path 21, and in the double-track section 3, only the first guide rail 521 is arranged on the first running path 21 and only the second guide rail 522 is arranged on the second running path 31, and the first guide rail 521 and the second guide rail 522 extend continuously across the single-track station sections 2 and 2A, the branch section 4, and the double-track section 3.

[0157] With this structure, the vehicle 10 can travel on the first runway 21 in all sections, including the single-track station sections 2 and 2A, the branch section 4, and the double-track section 3, simply by being guided by the first guide rail 521. Furthermore, the vehicle 10 can travel on the first runway 21 in the single-track station sections 2 and 2A and on the second runway 31 in the double-track section 3, simply by being guided by the second guide rail 522. Therefore, the vehicle 10 can travel only on branch paths such as the branch section 4, without installing a branch structure that moves to switch the traveling direction of the vehicle 10 between the single-track station sections 2 and 2A and the double-track section 3. This eliminates the need to link the movement of the vehicle 10 with the branch path or to install separate devices for switching the traveling direction on the vehicle 10 and the tracks 50, 50A, 50B, and 50C. This reduces the construction and maintenance costs of the tracks 50, 50A, 50B, and 50C.

[0158] (4) A track-based transportation system 1, 1A, 1B, 1C according to a fourth aspect is any one of the track-based transportation systems 1, 1A, 1B, 1C of (1) to (3), in which the guide wheel 163 has an outer guide wheel 163A that can contact the outer surface of the guide rail 52 in the width direction Dw, and an inner guide wheel 163B that can contact the inner surface of the guide rail 52 in the width direction Dw.

[0159] According to this structure, one guide rail 52 is sandwiched and supported in the width direction Dw by the outer guide wheel 163A and the inner guide wheel 163B. As a result, the outer guide wheel 163A and the inner guide wheel 163B are less likely to come off the guide rail 52. Therefore, even when the vehicle 10 is guided along only one guide rail 52 arranged on only one side of the width direction Dw relative to the car body 11, the guide wheel 163 can be prevented from coming off the guide rail 52. As a result, the vehicle 10 can be stably guided even with only one guide rail 52.

[0160] (5) The track-based transportation system 1, 1A, 1B, 1C according to the fifth aspect is the track-based transportation system 1, 1A, 1B, 1C of (4), and further comprises a guide frame 161 fixed to the car body 11 and extending in the width direction Dw, and a guide wheel support 162 that is detachable from the end of the guide frame 161 in the width direction Dw and to which the outer guide wheel 163A and the inner guide wheel 163B are attached.

[0161] With this structure, even if the outer guide wheel 163A and the inner guide wheel 163B are damaged, new outer guide wheel 163A and inner guide wheel 163B can be attached to the vehicle 10 simply by replacing the guide wheel support 162 including the outer guide wheel 163A and the inner guide wheel 163B. Therefore, it is not necessary to replace the entire guide device 16, and the maintenance costs for the guide device 16 can be reduced.

[0162] (6) The track-based transportation system 1, 1A, 1B, 1C according to the sixth aspect is the track-based transportation system 1, 1A, 1B, 1C of (5), further comprising a guide wheel fixing portion 17 that fixes the outer guide wheel 163A and the inner guide wheel 163B to the guide wheel support 162, and the guide wheel fixing portion 17 has a link portion 171 having the outer guide wheel 163A and the inner guide wheel 163B supported at both ends, a link rotation axis 172 that rotatably supports the link portion 171 around an axis extending in the vertical direction Dv relative to the guide wheel support 162, and a position fixing portion 18 that fixes the link portion 171 to the guide wheel support 162, and when viewed from the vertical direction Dv, the outer guide wheel 163A and the inner guide wheel 163B are arranged offset in the running direction Da around the link rotation axis 172.

[0163] With this structure, the outer guide wheel 163A and the inner guide wheel 163B repeatedly repel each other via the link portion 171 each time they come into contact with the guide rail 52, thereby allowing the guide wheels 163 to continue to stably contact the guide rail 52. This allows the vehicle 10 to be guided more stably even with only one guide rail 52.

[0164] (7) The track-based transportation system 1, 1A, 1B, 1C according to the seventh aspect is the track-based transportation system 1, 1A, 1B, 1C of (6), in which the position fixing portion 18 has a receiving through hole 181 formed in the guide wheel support 162, a link through hole 182 formed in the link portion 171, an elastic member 183 whose outer tube portion is pressed into the receiving through hole 181 and the link through hole 182, and a pin member 184 inserted inside the elastic member 183.

[0165] According to this structure, the elastic member 183 is interposed between the receiving through-hole 181 and the link through-hole 182 and the pin member 184, thereby mitigating movement of the link part 171 around the link rotation axis 172, which occurs when the outer guide wheel 163A and the inner guide wheel 163B come into contact with the guide rail 52. In other words, the elastic member 183 can absorb the impact caused by the outer guide wheel 163A and the inner guide wheel 163B coming into contact with the guide rail 52. This makes it possible to suppress a deterioration in ride comfort of the vehicle 10 and adverse effects on durability, such as wear and deformation due to impact on the guide device 16.

[0166] (8) The track-based transportation system 1, 1A, 1B, 1C according to the eighth aspect is the track-based transportation system 1, 1A, 1B, 1C of (7), in which the receiving through holes 181 are formed at positions spaced apart radially relative to the link rotation axis 172 and spaced apart circumferentially relative to the link rotation axis 172.

[0167] With this structure, the angle of the link portion 171 relative to the guide rail 52 changes depending on which of the multiple receiving through holes 181 is connected to the link through hole 182. Therefore, when the outer guide wheel 163A and the inner guide wheel 163B wear and the gap between them and the guide rail 52 increases, the positions at which the multiple receiving through holes 181 communicate with the link through holes 182 can be changed to bring the outer guide wheel 163A and the inner guide wheel 163B closer to the guide rail 52. Therefore, the fixed angle of the link portion 171 can be adjusted in stages so that the guide wheel 163 approaches the guide rail 52 in accordance with the wear of the outer guide wheel 163A and the inner guide wheel 163B. This allows the guide wheel 163 to remain in stable contact with the guide rail 52 for a long period of time. As a result, even with only one guide rail 52, the vehicle 10 can be stably guided for a long period of time.

[0168] (9) The track-based transportation system 1, 1A, 1B, 1C according to the ninth aspect is any one of the side guide type track-based transportation systems 1, 1A, 1B, 1C of (5) to (8), in which the guide frame 161 has the guide wheel holder 162 detachably attached to both ends in the width direction Dw, and the vehicle 10 can move both forward and backward relative to the car body 11.

[0169] With this structure, both the first vehicle 10A and the second vehicle 10B can be obtained simply by reversing the position of the guide wheel receiver 162 in the width direction Dw. Therefore, not only the guide frame 161 but also the vehicle body 11 can be made common, and different vehicles 10 can be obtained simply by replacing the parts attached to the guide wheel receiver 162. This allows many parts to be common between the first vehicle 10A and the second vehicle 10B, reducing the manufacturing costs and maintenance costs of the first vehicle 10A and the second vehicle 10B.

[0170] (10) The track-based transportation system 1, 1A, 1B, 1C according to the tenth aspect is any one of the track-based transportation systems 1, 1A, 1B, 1C of (2) to (9), wherein the track 50, 50A, 50B, 50C further comprises a first entrance / exit section 7, 7B, 7C for allowing the first vehicle 10A to enter or exit from the depot to the main line in the double-track section 3, and a second entrance / exit section 8, 8B, 8C for allowing the second vehicle 10B to enter or exit from the depot to the main line in the double-track section 3, wherein the first entrance / exit section 7, 7B, 7C is connected to the first running track 21 in the double-track section 3, and the second entrance / exit section 8, 8B, 8C is connected to the second running track 31 in the double-track section 3.

[0171] According to this structure, by allowing the vehicle 10 to enter or exit the line only from specific positions such as the first entrances 7, 7B, 7C and the second entrances 8, 8B, 8C, it becomes possible to select the cheapest and most suitable location for the garage configuration near the tracks 50, 50A, 50B, 50C for entering the garage for inspection of the vehicle 10 or for departing the garage after maintenance. This makes it possible to shorten the construction period and reduce construction costs for the tracks 50, 50A, 50B, 50C.

[0172] (11) The track-based transportation system 1, 1A, 1B, 1C according to the eleventh aspect is the track-based transportation system 1, 1A, 1B, 1C of (10), wherein the vehicle 10 further includes an auxiliary guide wheel 165 arranged on the opposite side of the guide wheel 163 in the width direction Dw with respect to the car body 11 when viewed from the running direction Da, and the first entrance / exit sections 7, 7B, 7C and the second entrance / exit sections 8, 8B, 8C are connected to the first running path 21 or the second running path 31, and the first running path 21 and the second running path and a branch guide rail that comes into contact with the guide wheel 163 to guide the vehicle 10 onto the entrance / exit runway, and the branch guide rail is movable between an entrance / exit state in which it comes into contact with the guide wheel 163 to guide the vehicle 10 between the entrance / exit runway and the first runway 21 or the second runway 31, and a normal state in which it comes into contact with the auxiliary guide wheel 165 to allow the vehicle 10 to run on the first runway 21 or the second runway 31 as is.

[0173] With this structure, the branch guide rails and auxiliary guide wheels 165 allow the first vehicle 10A and the second vehicle 10B to run stably even if irregular branch paths such as the first entrance / exit sections 7, 7B, 7C and the second entrance / exit sections 8, 8B, 8C are arranged.

[0174] (12) The track-based transportation system 1, 1A, 1B, 1C according to the 12th aspect is any one of the track-based transportation systems 1, 1A, 1B, 1C of (1) to (11), and has a fence section 35 that is arranged between the first running path 21 and the second running path 31 in the double-track section 3 and can prevent the vehicle 10 from entering.

[0175] With this structure, when the first vehicle 10A and the second vehicle 10B are traveling simultaneously on the same double-track section 3, collisions between the vehicles 10 can be suppressed even if an accident, breakdown, or disaster such as an earthquake causes derailment of the first vehicle 10A traveling on the first running path 21 and the second vehicle 10B traveling on the second running path 31, causing one vehicle to enter the other running path 51. This ensures safety.

[0176] (13) The track-based transportation system 1, 1A, 1B, 1C according to the thirteenth aspect is any one of the track-based transportation systems 1, 1A, 1B, 1C according to (2) to (12), and further includes a sensor 6, 6A that detects the presence or absence of the first vehicle 10A or the second vehicle 10B, and a control unit 69 that controls the running state of the first vehicle 10A and the second vehicle 10B based on a signal from the sensor 6, 6A, and the sensor 6, 6A is disposed at the station 25, 25A located in the single-track station section 2, 2A, and includes a first station sensor 61 that detects the presence of the first vehicle 10A and a control unit 69 that controls the running state of the station 25, 25A based on a signal from the sensor 6, 6A. and a second station sensor 62 that is arranged at the station 25, 25A located at the adjacent other single-track station section 2, 2A and that detects the presence of the second vehicle 10B. When the control unit 69 receives a signal from the first station sensor 61 and the second station sensor 62 that the vehicle 10 is present, it sends a departure command to the first vehicle 10A stopped at the station 25, 25A and the second vehicle 10B stopped at the station 25, 25A, and when it receives a signal from one of the first station sensor 61 and the second station sensor 62 that the vehicle 10 is not present, it sends a stop command to all of the first vehicles 10A and the second vehicles 10B.

[0177] With this structure, it is possible to determine whether first vehicle 10A and second vehicle 10B traveling in opposite directions are simultaneously stopping and departing from different stations 25, 25A. If it is determined that first vehicle 10A and second vehicle 10B are not simultaneously stopping and departing from different stations 25, 25A, a stop command is sent to all first vehicles 10A and second vehicles 10B, causing them to stop running before an abnormality occurs in first vehicle 10A and second vehicle 10B, thereby providing an opportunity to check the status of first vehicle 10A and second vehicle 10B. This ensures safety around stations 25, 25A even when first vehicle 10A and second vehicle 10B are running in autonomous driving.

[0178] (14) The track-based transportation system 1, 1A, 1B, 1C according to a fourteenth aspect is the track-based transportation system 1, 1A, 1B, 1C according to (13), wherein the sensors 6, 6A have a first approach sensor 63 that detects that the first vehicle 10A has entered the first running path 21 in the double-track section 3, and a second approach sensor 65 that detects that the second vehicle 10B has entered the second running path 31 in the double-track section 3, and the control unit 69 is If the timing at which the signal that the vehicle 10 has entered is sent from the first entry sensor 63 and the second entry sensor 65 is within a predetermined specified entry time, a command is sent to the first vehicle 10A and the second vehicle 10B to continue traveling, and if the timing at which the signal that the vehicle 10 has entered is sent from the first entry sensor 63 and the second entry sensor 65 exceeds the specified entry time, a stop command is sent to all of the first vehicles 10A and the second vehicles 10B.

[0179] This structure makes it possible to determine whether the first vehicle 10A and the second vehicle 10B, traveling in opposite directions, have entered the same double-track section 3 at the same time. If it is determined that the first vehicle 10A and the second vehicle 10B have entered the same double-track section 3 at the same time, a command to continue traveling is sent to the first vehicle 10A and the second vehicle 10B, allowing the first vehicle 10A and the second vehicle 10B to travel safely. Furthermore, in this embodiment, a command is sent to the first vehicle 10A and the second vehicle 10B to increase their speed from low-speed traveling to normal speed traveling. This improves transportation capacity while ensuring safety. Furthermore, if it is determined that the first vehicle 10A and the second vehicle 10B have not entered the same double-track section 3 at the same time, a stop command is sent to all of the first vehicle 10A and the second vehicle 10B, causing them to stop traveling before an abnormality occurs, providing an opportunity to check the status of the first vehicle 10A and the second vehicle 10B. As a result, even when first vehicle 10A and second vehicle 10B are driven automatically, safety can be ensured when entering double track section 3.

[0180] (15) A track-based transportation system 1, 1A, 1B, 1C according to a twelfth aspect is the track-based transportation system 1, 1A, 1B, 1C according to (13) or (14), in which the sensors 6, 6A include a first exit sensor 64 that detects that the first vehicle 10A has exited the first running path 21 in the double-track section 3, and a second exit sensor 66 that detects that the second vehicle 10B has exited the second running path 31 in the double-track section 3, and the control unit 69 is If the timing at which the exit sensor 64 and the second exit sensor 66 send a signal that the vehicle 10 has exited is within a predetermined specified exit time, a command is sent to the first vehicle 10A and the second vehicle 10B to continue traveling, and if the timing at which the first exit sensor 64 and the second exit sensor 66 send a signal that the vehicle 10 has exited exceeds the specified exit time, a stop command is sent to all of the first vehicles 10A and the second vehicles 10B.

[0181] With this structure, it is possible to determine whether the first vehicle 10A and the second vehicle 10B traveling in opposite directions have exited the same double-track section 3 at the same time. If it is determined that the first vehicle 10A and the second vehicle 10B have exited the same double-track section 3 at the same time, a command to continue traveling is sent to the first vehicle 10A and the second vehicle 10B, allowing the first vehicle 10A and the second vehicle 10B to travel safely. Furthermore, if it is determined that the first vehicle 10A and the second vehicle 10B have not exited the same double-track section 3 at the same time, a stop command is sent to all of the first vehicle 10A and the second vehicle 10B, causing the first vehicle 10A and the second vehicle 10B to stop traveling before an abnormality occurs, thereby providing an opportunity to check the status of the first vehicle 10A and the second vehicle 10B. This ensures safety when exiting the double-track section 3 even when the first vehicle 10A and the second vehicle 10B are traveling in autonomous driving. [Explanation of symbols]

[0182] 1, 1A, 1B, 1C...rail transportation system 10...Vehicle 10A...First car 10B...Second car 11...Body 13...Running wheel 13A...First running wheel 13B…Second running wheel 16...Guidance device 161...Information frame 162...Guide wheel holder 163...Guide wheel 163A…Outer guide ring 163B...Inner guide wheel 17...Guide wheel fixing part 171...Link section 172...Link rotation axis 18...Position fixing part 181...Receiving through hole 181A…First receiving through hole 181B…Second receiving through hole 181C…Third receiver through hole 182...Link through hole 183...Elastic member (link side) 184...Pin member 165...Auxiliary guide wheel 166...Auxiliary guide wheel support 19...Straight restoration device 50,50A,50B,50C… Orbit B...Roadbed 51...Travel path 51a...Running surface 52...Guide rail 521...First guide rail 522...Second guide rail 2, 2A... Single-track station section 25, 25A...Station 251...Platform 251A...First Platform 251B...Second platform 21...First running track R…Road 3...Double track section 31…Second running route 4...Branch section 6,6A...sensor 61...First station sensor 62...Second station sensor 61A...First Station Sensor 61B...First rear station sensor 62A... Second Station Sensor 62B...Second rear station sensor 63...First entry sensor 64...First exit sensor 65…Second approach sensor 66...Second exit sensor 69...Control unit 35...Fence part 7,7B,7C…First entrance / exit section 70…Entrance section 71...First entrance / exit lane 72...First branch guide rail 721...First movable guide rail 722...First fixed guide rail 723...First auxiliary movable guide rail 724...First auxiliary fixed guide rail 8,8B.8C…Second entrance / exit section 80...Exit section 81…Second entrance / exit road 82...Second branch guide rail 821...Second movable guide rail 822...Second fixed guide rail 823...Second auxiliary movable guide rail 824...Second auxiliary fixed guide rail 9...Turning section 75...First approach section 76...First exit section 85…Second approach section 86…Second exit section De…Stretching direction Da...Travel direction Da1…first side Da2…Second side Dw: Width direction Dw1...One side Dw2...other side Dv: vertical direction D1…First entrance / exit direction D2…Second entrance / exit direction

Claims

1. a vehicle having a body, running wheels, and guide wheels; a track including a running path that the running wheels can contact, and a guide rail that is located outside the running wheels in the width direction of the vehicle and contacts the guide wheels to guide the running direction in which the vehicle travels; The trajectory is a single-track station section in which a first running path that is the running path is arranged and which has stations facing only the first running path; a double-track section including the first travel path and a second travel path that is arranged parallel to the first travel path and allows the vehicle to travel in a direction opposite to the first travel path; a branch road connecting the first travel path and the second travel path to change the running destination of the vehicle, the branch road being adjacent to the single-track station section; A track-based transportation system in which the guide wheels are arranged on only one side of the car body in the width direction.

2. On the track, a first vehicle and a second vehicle travel in opposite directions to each other, The first vehicle travels only on the first travel path, including the double-track section, 2. The track-based transportation system according to claim 1, wherein the second vehicle runs on the first running track in the single-track station section and runs on the second running track in the double-track section.

3. The guide rail is a first guide rail extending along the first traveling path at a position farther from the second traveling path in the width direction; a second guide rail extending along the second traveling path at a position farther from the first traveling path in the width direction, In the single-track station section, both the first guide rail and the second guide rail are arranged on the first running path, In the double-track section, only the first guide rail is disposed on the first traveling path, and only the second guide rail is disposed on the second traveling path, 3. The track-based transportation system according to claim 1, wherein the first guide rail and the second guide rail extend continuously across the single-track station section, the branch section, and the double-track section.

4. 3. The track-based transportation system according to claim 1, wherein the guide wheels include outer guide wheels that can contact the outer surface of the guide rail in the width direction, and inner guide wheels that can contact the inner surface of the guide rail in the width direction.

5. a guide frame fixed to the vehicle body and extending in the width direction; 5. The track-based transportation system according to claim 4, further comprising a guide wheel support that is detachable from an end of the guide frame in the width direction and to which the outer guide wheel and the inner guide wheel are attached.

6. a guide wheel fixing portion that fixes the outer guide wheel and the inner guide wheel to the guide wheel receiver; The guide wheel fixing portion is a link portion having the outer guide ring and the inner guide ring supported at both ends thereof; a link rotation shaft that supports the link portion rotatably around an axis that extends in a vertical direction relative to the guide wheel bearing; a position fixing portion that fixes the link portion to the guide wheel receiver, 6. The track-based transportation system according to claim 5, wherein, when viewed in the vertical direction, the outer guide wheel and the inner guide wheel are arranged offset in the running direction around the link rotation axis.

7. The position fixing unit is a receiving through hole formed in the guide wheel receiving portion; a link through hole formed in the link portion; an elastic member having an outer cylindrical portion press-fitted into the receiving through hole and the link through hole; 7. The track-based transportation system according to claim 6, further comprising a pin member inserted inside the elastic member.

8. The track-based transportation system according to claim 7, wherein the receiving through holes are formed at positions spaced apart in a radial direction relative to the link rotation axis, and spaced apart in a circumferential direction relative to the link rotation axis.

9. The guide frame has the guide wheel receivers detachably attached to both ends in the width direction, 6. The track-based transportation system according to claim 5, wherein the vehicle is capable of moving both forward and backward relative to the vehicle body.

10. The trajectory is a first entrance / exit section for allowing the first vehicle to enter or exit the double-track section from a depot to a main line or from the main line to a depot; a second entrance / exit section for allowing the second vehicle to enter or exit the double-track section from the depot to the main line, the first entrance / exit section is connected to the first running track in the double-track section, The track-based transportation system according to claim 2 , wherein the second entrance / exit section is connected to the second running track in the double-track section.

11. the vehicle further includes an auxiliary guide wheel disposed on the opposite side of the vehicle body in the width direction from the guide wheel when viewed from the traveling direction, The first entrance and the second entrance are: an entrance / exit runway that is connected to the first runway or the second runway and allows the vehicle to travel in a direction different from the first runway and the second runway; a branch guide rail that comes into contact with the guide wheel to guide the vehicle to the entrance / exit runway, 11. The track-based transportation system according to claim 10, wherein the branch guide rail is movable between an entry / exit state in which the branch guide rail is in contact with the guide wheels and can guide the vehicle between the entry / exit runway and the first runway or the second runway, and a normal state in which the branch guide rail is in contact with the auxiliary guide wheels and allows the vehicle to run on the first runway or the second runway as is.

12. 3. The track-based transportation system according to claim 1, further comprising a fence portion disposed between the first travel path and the second travel path in the double-track section, the fence portion being capable of preventing the vehicle from entering the double-track section.

13. a sensor that detects the presence or absence of the first vehicle or the second vehicle; a control unit that controls the traveling states of the first vehicle and the second vehicle based on signals from the sensors, The sensor a first station sensor that is disposed at the station located in the single-track station section and detects the presence of the first vehicle; a second station sensor that is disposed at another station located in the single-track station section adjacent to the station where the first station sensor is disposed, and that detects the presence of the second vehicle; The control unit When a signal indicating the presence of the vehicle is sent from the first station sensor and the second station sensor, a departure command is sent to the first vehicle stopped at the station and the second vehicle stopped at the station; 3. A track-based transportation system as described in claim 2, wherein when a signal indicating that the vehicle is not present is sent from one of the first station sensor and the second station sensor, a stop command is sent to all of the first vehicles and the second vehicles.

14. The sensor a first entry sensor that detects that the first vehicle has entered the first travel path in the double-track section; a second entry sensor that detects that the second vehicle has entered the second travel path in the double-track section, The control unit If the timing at which the signals indicating that the vehicle has entered are sent from the first entry sensor and the second entry sensor is within a predetermined entry time, a command is sent to the first vehicle and the second vehicle to continue traveling; 14. A track-based transportation system as described in claim 13, wherein if the timing at which the first entry sensor and the second entry sensor send a signal indicating that the vehicle has entered exceeds the specified entry time, a stop command is sent to all of the first vehicles and the second vehicles.

15. The sensor a first exit sensor configured to detect that the first vehicle has exited the first travel path in the double-track section; a second exit sensor that detects that the second vehicle has exited the second travel path in the double-track section, The control unit If the timing at which the signals indicating that the vehicle has exited are sent from the first exit sensor and the second exit sensor is within a predetermined specified exit time, a command is sent to the first vehicle and the second vehicle to continue traveling; 14. The track-based transportation system of claim 13, wherein if the timing at which the first exit sensor and the second exit sensor send a signal indicating that the vehicle has exited exceeds the specified exit time, a stop command is sent to all of the first vehicles and the second vehicles.

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