Transport system

Abstract

To provide a transportation system capable of traveling with more energy saving.SOLUTION: The transport system 1 comprises a track 2 and a vehicle 3. The track 2 has a rail 20 and a driving contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 has a guide wheel 4 moving along the rail 20, and a driving part 5 including a driving wheel 50 rotating around a driving shaft 500 along the vertical direction while abutting on the driving contact part 21 in the horizontal direction and a motor 51 rotating the driving wheel 50. The vehicle 3 further includes a support shaft 6 extending in the longitudinal direction of the rail 20 and rotatably supporting the driving part 5, and an actuator 7 for moving the driving part 5 rotating around the support shaft 6 between a driving position where the driving wheel 50 is pressed against the driving contact part 21 and a non-driving position where the driving wheel 50 is separated from the driving contact part 21. The support shaft 6 rotatably supports the driving part 5 so that the driving wheel 50 approaches the driving position by the own weight of the driving part 5.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE This disclosure relates to transportation systems, and more particularly to transportation systems that include vehicles that travel along tracks. [Background technology]

[0002] Patent Document 1 describes a transportation system that can run with less energy by using multiple rotating drive wheels on one part of the track to obtain propulsion force, and by using only the inertial force of the vehicle on the remaining part of the track.

[0003] In this vehicle, the multiple drive wheels can be moved horizontally by the force received from an air cylinder that expands and contracts horizontally, thereby allowing the multiple drive wheels to move between a position where they are sandwiched between part of the track and a position where they are separated from part of the track. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2021 / 224978 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, the transportation system described in the above-mentioned Patent Document 1 is required to run with more energy savings.

[0006] In view of the above circumstances, an object of the present disclosure is to provide a transportation system that can run with more energy savings. [Means for solving the problem]

[0007] A transportation system according to one aspect of the present disclosure includes a track and a vehicle. The track includes a rail and a driving contact portion extending in the longitudinal direction of the rail. The vehicle includes a guide wheel that moves along the rail, a driving unit including a driving wheel that rotates about a driving shaft that extends vertically while horizontally abutting the driving contact portion, and a motor that rotates the driving wheel. The vehicle further includes a support shaft that extends in the longitudinal direction of the rail and rotatably supports the driving unit, and an actuator that moves the driving unit, which rotates about the support shaft, between a driving position where the driving wheel presses against the driving contact portion and a non-driving position where the driving wheel is away from the driving contact portion. The support shaft rotatably supports the driving unit so that the drive wheel approaches the driving position due to the weight of the driving unit. [Effects of the Invention]

[0008] A transportation system according to one aspect of the present disclosure is capable of running with less energy. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a front cross-sectional view showing a vehicle and a track provided in a transportation system according to one embodiment of the present disclosure. [Figure 2] FIG. 2 is a cross-sectional view taken along line AA in FIG. [Figure 3] FIG. 3 is a cross-sectional view taken along line BB in FIG. [Figure 4] FIG. 4 is a side view showing the vehicle and track of the same. [Figure 5] FIG. 5 is a plan view showing the track of the same. [Figure 6] FIG. 6 is a side view showing the track of the same. [Figure 7] FIG. 7 is a plan view showing a first modification of the track. DETAILED DESCRIPTION OF THE INVENTION

[0010] (One embodiment) 1. Overview The transportation system 1 of one embodiment shown in FIG. 1 includes a track 2 and a vehicle 3. The track 2 has a rail 20 and a driving contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 has guide wheels 4 that move along the rail 20, and a driving unit 5 including a driving wheel 50 that rotates about a vertical driving axis while horizontally abutting against the driving contact portion 21, and a motor 51 that rotates the driving wheel 50. The vehicle 3 also has a support shaft 6 that extends in the longitudinal direction of the rail 20 and rotatably supports the driving unit 5, and an actuator 7 that moves the driving unit 5, which rotates about the support shaft 6, between a driving position where the driving wheel 50 presses against the driving contact portion 21 and a non-driving position where the driving wheel 50 is away from the driving contact portion 21. The support shaft 6 rotatably supports the driving unit 5 so that the driving wheel 50 approaches the driving position due to the weight of the driving unit 5.

[0011] In the transportation system 1 of one embodiment having the above configuration, the driving wheels 50 can be pressed against the driving contact parts 21 by using not only the force received from the actuator 7 but also the weight of the driving parts 5. Therefore, in the transportation system 1 of one embodiment, the vehicle 3 can travel with less energy than in a system in which the driving wheels 50 are pressed against the driving contact parts 21 by the force received from the actuator 7 alone.

[0012] 2.Details The transportation system 1 according to one embodiment shown in Figures 1 to 6 will be described in more detail below. The transportation system 1 is a traffic system that transports people using vehicles 3 that travel along tracks 2.

[0013] 5, the transportation system 1 includes a track 2, stations (boarding and alighting areas) 9 provided along the track 2, and vehicles 3 traveling along the track 2. In this disclosure, the traveling direction of the vehicles 3 is defined as the forward direction, the direction opposite to the traveling direction of the vehicles 3 as the backward direction, and the direction perpendicular to the front-rear direction and the up-down direction as the left-right direction.

[0014] (2.1) Orbit In this embodiment, the track 2 is a single-track circular road. Vehicles 3 can travel in a circular manner on the circular track 2. As shown in FIG. 6, the track 2 includes a horizontally extending portion, an upwardly sloping portion, and a downwardly sloping portion. FIG. 1 shows the connection between the vehicle 3 and the track 2 when the vehicle 3 is located on the horizontally extending portion of the track 2. Each component of the transportation system 1 will be described in detail below, based on the state shown in FIG. 1.

[0015] The track 2 has a pair of left and right rails 20 that guide the vehicle 3. The pair of left and right rails 20 are positioned with a gap between them in the left and right direction. The pair of left and right rails 20 are parallel to each other.

[0016] The vehicle 3 runs along a pair of left and right rails 20. That is, the traveling direction of the vehicle 3 is the extension direction of each rail 20. Each rail 20 extends over the entire length of the track 2. Each rail 20 is a cylindrical steel pipe. Each rail 20 has an outer circumferential surface with a circular cross section perpendicular to the longitudinal direction of the rail 20.

[0017] The track 2 further has support members 22 that support the pair of left and right rails 20. The support members 22 are made of metal. The support members 22 have a main girder 23 that extends in the direction of travel of the vehicle 3, and a plurality of connecting members 24 that are arranged at intervals along the length of the main girder 23. The main girder 23 is located below the pair of left and right rails 20. The main girder 23 is, for example, a cylindrical steel pipe. The main girder 23 is fixed to the ground, for example, via a foundation or the like.

[0018] Each of the multiple connecting members 24 connects the main girder 23 to a pair of left and right rails 20. The lower end of the connecting member 24 is connected to the main girder 23. The connecting member 24 has a pair of left and right arm portions 25 that branch into two from the lower end of the connecting member 24 and protrude upward. There is a one-to-one correspondence between the pair of left and right arm portions 25 and the pair of left and right rails 20. The upper end of each arm portion 25 is connected to the corresponding rail 20.

[0019] The track 2 further has a driving contact portion 21 extending in the longitudinal direction of the rail 20. The driving contact portion 21 extends over the entire length of the track 2. The driving contact portion 21 is a plate-shaped member protruding upward from the support member 22. The driving contact portion 21 may be connected to a plurality of connecting members 24, or may be connected to the main girder 23. The driving contact portion 21 extends along the main girder 23 in the traveling direction of the vehicle 3. The longitudinal direction of the driving contact portion 21 is parallel to the longitudinal direction of the rail 20.

[0020] The track 2 further includes a power supply unit (not shown) that supplies power to the vehicles 3. The power supply unit is, for example, a trolley wire. The power supply unit is connected to an external commercial power source. The power supply unit is attached to, for example, the support member 22. The power supply unit may be provided over the entire length of the track 2, or may be provided only in a portion of the track 2.

[0021] (2.2) Vehicles 5, the transportation system 1 includes at least one (two in this embodiment) train 10. The transportation system 1 may include only one train 10, or three or more trains 10.

[0022] The train 10 has at least one (two in this embodiment) vehicle 3. The vehicle 3 is a self-propelled vehicle and has a drive unit 5 for self-propelling.

[0023] 1 and 4, the vehicle 3 has a car body 11 and a bogie 12 that supports the car body 11. The car body 11 has a passenger compartment 110 for carrying passengers. The car body 11 further has a boarding / alighting door 111 that leads to the passenger compartment 110, a door 112 that opens and closes the boarding / alighting door 111, and a plurality of seats 113 installed in the passenger compartment 110.

[0024] In this embodiment, each of the plurality of seats 113 is a seat where the user sits facing the traveling direction (i.e., forward). The plurality of seats 113 may include seats 113 where the user sits facing inward in the left-right direction, seats 113 where the user sits facing outward in the left-right direction, seats 113 where the users sit facing each other in the front-to-back direction, or a combination thereof.

[0025] The bogie 12 is capable of traveling along the track 2. The bogie 12 has a bogie frame 120. The bogie frame 120 is located below the car body 11 and supports the car body 11 from below.

[0026] The bogie 12 further has a power receiving unit (not shown) to which power is supplied from the power supply unit of the track 2. The power receiving unit is, for example, a current collector. The power receiving unit is fixed to the bogie frame 120. When the vehicle 3 is running or stopped, the power receiving unit comes into contact with the power supply unit of the track 2, thereby supplying power from the track 2 to the vehicle 3. The train 10 may also have a storage battery that stores the power supplied from the power supply unit.

[0027] 4, the bogie 12 further has a plurality of wheel units 13 spaced apart in the front-to-rear direction. The plurality of wheel units 13 are arranged below the bogie frame 120 at intervals in the front-to-rear direction. Each wheel unit 13 is attached to the bogie frame 120.

[0028] In this embodiment, the plurality of wheel units 13 include a first wheel unit 13a and a second wheel unit 13b. The first wheel unit 13a is located at the front of the vehicle 3. The second wheel unit 13b is located at the rear of the vehicle 3.

[0029] Each of the first wheel unit 13a and the second wheel unit 13b has a pair of left and right guide wheel groups 14 and a pair of left and right drive units 5 (see FIG. 1). Each of the first wheel unit 13a and the second wheel unit 13b is configured to restrict the vertical and left and right movement of the vehicle 3 by the pair of left and right guide wheel groups 14, and to increase the propulsive force of the vehicle 3 by the pair of left and right drive units 5. The first wheel unit 13a and the second wheel unit 13b have a common structure. In the following explanation, the first wheel unit 13a will be described in detail.

[0030] As shown in Figures 1, 2 and 3, the first wheel unit 13a further has a mounting frame 15 extending in the left-right direction. The cross section of the mounting frame 15 perpendicular to the longitudinal direction is H-shaped (see Figure 2). The mounting frame 15 is made of steel, for example. The mounting frame 15 is located below the bogie frame 120 and is attached to the bogie frame 120. Note that the mounting frame 15 may be made of a metal other than steel.

[0031] There is a one-to-one correspondence between the pair of left and right guide wheel groups 14 and the pair of left and right rails 20 of the track 2. Each guide wheel group 14 runs along the corresponding rail 20. The vehicle 3 runs with the pair of left and right guide wheel groups 14 running along the pair of left and right rails 20.

[0032] The pair of left and right guide wheel groups 14 are attached to both left and right ends of the mounting frame 15. The pair of left and right guide wheel groups 14 are positioned with a gap between them in the left and right direction. The pair of left and right guide wheel groups 14 are arranged at the same position in the front-rear direction and are located at the same height.

[0033] Each of the pair of left and right guide wheel groups 14 has a plurality of guide wheels 4. Each of the plurality of guide wheels 4 is made of an elastic material such as urethane. Note that each guide wheel 4 may be made of a synthetic resin other than urethane, or may be made of a material other than synthetic resin. As shown in FIGS. 1, 3, and 4, the plurality of guide wheels 4 includes a total of five guide wheels 4: a pair of front and rear upper guide wheels 40, one lower guide wheel 41, and a pair of front and rear lateral guide wheels 42.

[0034] The pair of front and rear upper guide wheels 40 are aligned at a distance in the front-rear direction. Each upper guide wheel 40 is rotatable about an axis of rotation parallel to the left-right direction. Each upper guide wheel 40 is positioned above the corresponding rail 20. Each upper guide wheel 40 contacts the upper part of the corresponding rail 20 from above and is supported by the corresponding rail 20 from below.

[0035] Each upper guide wheel 40 transmits a downward load applied to the vehicle 3 to the corresponding rail 20. The diameter of each upper guide wheel 40 is larger than the diameter of the lower guide wheel 41 and larger than the diameter of each lateral guide wheel 42, thereby improving the strength of each upper guide wheel 40 compared to the other guide wheels 41, 42.

[0036] The lower guide wheels 41 are rotatable around rotation axes parallel to the left-right direction. The lower guide wheels 41 are located below the corresponding rails 20. The rotation axes of the lower guide wheels 41 are located behind the front upper guide wheels 40 and forward of the rotation axis of the rear upper guide wheels 40. Each of the pair of left and right lower guide wheels 41 contacts the lower part of the corresponding rail 20 from below. This restricts the upward movement of the vehicle 3.

[0037] The pair of front and rear lateral guide wheels 42 are aligned at a distance in the front-to-rear direction. Each lateral guide wheel 42 is rotatable about a rotation axis that is parallel to the up-down direction. Each lateral guide wheel 42 is located on the side of the corresponding rail 20 and contacts the side portion of the corresponding rail 20 from the side. The rotation axis of the front lateral guide wheel 42 is located forward of the rotation axis of the lower guide wheel 41, and the rotation axis of the rear lateral guide wheel 42 is located rearward of the rotation axis of the lower guide wheel 41.

[0038] Of the pair of left and right guide wheel groups 14, each lateral guide wheel 42 of the left guide wheel group 14 is located on the left side of the corresponding rail 20 and contacts the corresponding rail 20 from the left side. Of the pair of left and right guide wheel groups 14, each lateral guide wheel 42 of the right guide wheel group 14 is located on the right side of the corresponding rail 20 and contacts the corresponding rail 20 from the right side. In other words, the pair of left and right rails 20 are located between the left pair of lateral guide wheels 42 and the right pair of lateral guide wheels 42.

[0039] As described above, the vehicle 3 has a pair of left and right guide wheel groups 14, and each guide wheel group 14 has a plurality of guide wheels 40, 41, 42 that contact the corresponding rail 20 from above, laterally, and below. Therefore, the pair of left and right guide wheel groups 14 can restrict the vehicle 3 from moving in the up-down and left-right directions, thereby improving safety. In addition, the torsional load applied to the vehicle 3 can be distributed and borne by the pair of left and right rails 20, thereby preventing the vehicle 3 from deforming.

[0040] The positions, orientations, and numbers of the guide wheels 40, 41, and 42 in each of the pair of left and right guide wheel groups 14 are not limited to those shown in Figures 1 to 4. For example, the lower guide wheel 41 may be positioned diagonally below the rail 20.

[0041] The pair of left and right drive units 5 are located below the middle part of the mounting frame 15 in the left-right direction and are rotatably attached to the mounting frame 15. Each drive unit 5 includes a drive wheel 50 that rotates around a drive shaft 500 that is aligned vertically while horizontally abutting against a drive contact part 21, and a motor 51 that rotates the drive wheel 50.

[0042] In this embodiment, the drive unit 5 includes a first drive unit 5a located on the left side and a second drive unit 5b located on the right side. The first drive unit 5a has a first drive wheel 50a that contacts the drive contact portion 21 from one side in the horizontal direction (specifically, the left side), and a first motor 51a that rotates the first drive wheel 50a. The second drive unit 5b has a second drive wheel 50b that contacts the drive contact portion 21 from the other side in the horizontal direction (specifically, the right side), and a second motor 51b that rotates the second drive wheel 50b.

[0043] The pair of left and right drive units 5a, 5b are located between the pair of left and right guide wheel groups 14. The pair of left and right drive wheels 50a, 50b are located between the pair of left and right lower guide wheels 41.

[0044] The drive shaft 500 of each of the pair of left and right drive wheels 50a, 50b is disposed at the same position in the front-to-rear direction as the rotation shaft of the lower guide wheel 41. The drive shaft 500 of each drive wheel 50a, 50b is located behind the rotation shafts of the front upper guide wheel 40 and lateral guide wheel 42, and ahead of the rotation shafts of the rear upper guide wheel 40 and lateral guide wheel 42.

[0045] As shown in FIG. 2, each of the pair of left and right motors 51a, 51b is located above the corresponding drive wheels 50a, 50b. Each of the pair of left and right motors 51a, 51b is longer in the front-to-rear direction than the corresponding drive wheels 50a, 50b. As shown in FIG. 4, in the first wheel unit 13a, the front half of each of the motors 51a, 51b is located above the corresponding drive wheels 50a, 50b, and the rear half of each of the motors 51a, 51b protrudes rearward beyond the corresponding drive wheels 50a, 50b. In the second wheel unit 13b, the rear half of each of the motors 51a, 51b is located above the corresponding drive wheels 50a, 50b, and the front half of each of the motors 51a, 51b protrudes forward beyond the corresponding drive wheels 50a, 50b.

[0046] Each of the pair of left and right motors 51a, 51b is an electric motor, specifically a geared motor. Each of the motors 51a, 51b drives and rotates the corresponding drive wheels 50a, 50b. Each of the motors 51a, 51b is controlled by a control unit 8 provided in each of the cars 3 of the train 10.

[0047] Each of the motors 51a, 51b has a braking function (in other words, a deceleration function). Each of the motors 51a, 51b is, for example, a motor with an electromagnetic brake. When each of the motors 51a, 51b is de-energized (when no power is supplied), the electromagnetic brake is turned on, stopping the rotation of the drive wheels 50a, 50b. When the drive wheels 50a, 50b are in contact with the drive contact portions 21 of the track 2, the rotation speed of each of the motors 51a, 51b is controlled by the control unit 8, thereby accelerating or decelerating the speed of the vehicle 3. Furthermore, when the drive wheels 50a, 50b are in contact with the drive contact portions 21 of the track 2, the vehicle 3 can be stopped by applying the brakes to each of the motors 51a, 51b. Braking the vehicle 3 can also be achieved by providing braking devices to the drive wheels 50a, 50b or by providing a device on the track 2 that applies a braking force to the train 10. Therefore, each of the motors 51a and 51b does not need to have a braking function.

[0048] As shown in FIG. 1, the first wheel unit 13a further has a support base 16 extending downward from the mounting frame 15. The support base 16 is located between the left and right motors 51a, 51b and supports the left and right drive units 5a, 5b (i.e., the drive wheels 50a, 50b and the motors 51a, 51b). A support shaft 6 is provided on the support base 16. The support shaft 6 extends in the front-to-rear direction.

[0049] The first wheel unit 13a further includes a first arm 60 that connects the support shaft 6 and the first drive unit 5a and is rotatable relative to the support shaft 6, and a second arm 61 that connects the support shaft 6 and the second drive unit 5b and is rotatable relative to the support shaft 6. The support shaft 6 is located above the drive contact portion 21. The first arm 60 and the second arm 61 each extend obliquely upward from the support shaft 6.

[0050] One longitudinal end of each of a pair of left and right arms 60, 61 is rotatably attached to the support shaft 6. The other longitudinal end of each of the pair of left and right arms 60, 61 is fixed to a portion of the surface of the motor 51 facing inward in the left-right direction, above the support shaft 6. As a result, the pair of left and right arms 60, 61 are inclined so that the portion closer to the corresponding motor 51 is positioned higher.

[0051] The support shaft 6 rotatably supports the pair of left and right drive parts 5a, 5b so that the weight of each of the pair of left and right drive wheels 50a, 50b moves each closer to the drive position.

[0052] 1, 2, and 3, the first wheel unit 13a further includes an actuator 7. The actuator 7 is a drive device that moves the drive unit 5 between a drive position where the drive wheel 50 presses against the drive contact portion 21 and a non-drive position where the drive wheel 50 is separated from the drive contact portion 21.

[0053] The actuator 7 includes a first actuator 7a that moves the first drive unit 5a and a second actuator 7b that moves the second drive unit 5b. The first actuator 7a includes a front first actuator 70 and a rear first actuator 71 that are positioned apart in the front-to-rear direction along the support shaft 6. The second actuator 7b includes a front second actuator 72 and a rear second actuator 73 that are positioned apart in the front-to-rear direction.

[0054] The actuator 7 is configured as a spring-back air cylinder, and is configured so that when not energized, the spring force of the spring pushes the rod 701 out of the cylinder 700, thereby pressing the drive unit 5 against the drive contact unit 21.

[0055] Each of the actuators 70, 71, 72, and 73 is a spring-back air cylinder. Each of the actuators 70, 71, 72, and 73 has a cylinder 700 and a rod 701.

[0056] The actuators 70, 71, 72, and 73 are located outside the motors 51a and 51b of the pair of left and right drive units 5a and 5b in the left-right direction. The actuators 70, 71, 72, and 73 have a common structure.

[0057] The mounting frame 15 is provided with a suspension support 17 that suspends and supports the actuators 70, 71, 72, and 73. As shown in FIG. 2, the suspension support 17 includes a fixed plate 170 fixed to the upper surface of the mounting frame 15, a pair of front and rear upright portions 171 that rise upward from the fixed plate 170, and a rod-shaped portion 172 supported by the pair of front and rear upright portions 171. One axial end (more specifically, the upper end) of a cylinder 700 is fixed to the front and rear ends of the rod-shaped portion 172. The cylinder 700 is suspended and supported by the rod-shaped portion 172, and is disposed so that the axial direction of the cylinder 700 is aligned vertically. A rod 701 protrudes downward from the cylinder 700. The tip end (i.e., the lower end) of the rod 701 is fixed to the outer lateral surface of the motor 51 of the drive unit 5.

[0058] In this embodiment, each of the actuators 70, 71, 72, and 73 is a retractable spring-back air cylinder that retracts the rod 701 into the cylinder 700 by air pressure when energized. Each of the actuators 70, 71, 72, and 73 pushes the rod 701 out of the cylinder 700 by a spring when de-energized.

[0059] The on / off of the power supply to each of the actuators 70, 71, 72, and 73 is individually controlled by the control unit 8. When the power supply to each of the actuators 70, 71, 72, and 73 is off, the spring force of the spring causes the rod 701 to protrude a predetermined length from the cylinder 700. As a result, a downward force is applied from the rod 701 to each of the drive units 5a and 5b, causing each of the drive units 5a and 5b to rotate about the support shaft 6 and be pressed against the drive contact unit 21. At this time, the drive wheels 50a and 50b of each of the drive units 5a and 5b are pressed against the drive contact unit 21 with a predetermined force by both the pressing force from the rod 701 and the weight of the drive units 5a and 5b.

[0060] When the power is on, each of the actuators 70, 71, 72, and 73 has a rod 701 retracted into the cylinder 700 by air pressure, shortening the protruding length of the rod 701. This applies an upward force from the rod 701 to each of the drive units 5a and 5b, causing each of the drive units 5a and 5b to rotate around the support shaft 6, and moving the drive wheels 50a and 50b of each of the drive units 5a and 5b away from the drive contact portion 21.

[0061] The control unit 8 is a device mainly composed of a computer system such as a microcomputer or a personal computer provided on the vehicle 3. The control unit 8 is configured to control the on / off of the power supplies of the actuators 70, 71, 72, and 73 and the rotation speed of the motors 51a and 51b of the pair of left and right drive units 5a and 5b. The control unit 8 controls the actuators 70, 71, 72, and 73 and the pair of left and right drive units 5a and 5b based on control signals received from a control room provided at a station 9 or the like. The control unit 8 may also be configured to automatically control the actuators 70, 71, 72, and 73 and the pair of left and right drive units 5a and 5b based on the detection results of a detector that detects the speed or speed changes of the train 10.

[0062] In the transportation system 1 of this embodiment, the control unit 8 performs control, for example, as follows.

[0063] In the portion of the track 2 where the vehicle 3 can travel by inertial force (in other words, the weight of the vehicle 3), the control unit 8 controls the actuators 70, 71, 72, and 73 to be turned on, and the motors 51 of the pair of left and right drive units 5 to be turned off. Here, the portion of the track 2 where the vehicle 3 can travel by inertial force means a portion with a downward slope and a horizontal portion that is continuous with this portion.

[0064] By performing the above control, the drive wheels 50a, 50b of the pair of left and right drive units 5a, 5b can be moved away from the drive contact parts 21, thereby reducing the running resistance when the vehicle 3 runs by inertial force. Also, since the motors 51a, 51b of the pair of left and right drive units 5a, 5b can be stopped, unnecessary power consumption can be reduced.

[0065] In the portion of the track 2 where the propulsive force from the pair of left and right drive units 5a, 5b is required, the control unit 8 controls to turn off the power to each of the actuators 70, 71, 72, 73 and turn on the power to each of the motors 51a, 51b of the pair of left and right drive units 5a, 5b. Here, the portion of the track 2 where the propulsive force from the pair of left and right drive units 5a, 5b is required means a portion with an uphill slope and a horizontal portion that is continuous with this portion.

[0066] By performing the above control, the pair of left and right drive wheels 50a, 50b are pressed against the drive contact portions 21 of the track 2 with a force equal to or greater than a predetermined value due to the forces received from the rods 701 of the actuators 70, 71, 72, 73 and the force due to the weight of each drive unit 5a, 5b. With each drive wheel 50a, 50b pressed against the drive contact portions 21, the pair of left and right drive wheels 50a, 50b rotates, and a propulsive force is applied to the vehicle 3 from the pair of left and right drive wheels 50a, 50b, causing the vehicle 3 to run.

[0067] When braking a moving vehicle 3, the control unit 8 controls the motors 51a and 51b of the pair of left and right drive units 5a and 5b to be powered off while keeping the actuators 70, 71, 72, and 73 powered off.

[0068] 3. Effects In the transportation system 1 of the present embodiment described above, the weight of each drive unit 5a, 5b can be used in addition to the forces received from the actuators 70, 71, 72, and 73 to press each drive wheel 50a, 50b against the drive contact portion 21 of the track 2. Therefore, the transportation system 1 of the present embodiment enables the vehicle 3 to travel with more energy savings.

[0069] Furthermore, in the transportation system 1 of this embodiment, the weight of each drive unit 5a, 5b can be utilized, so that the actuators 70, 71, 72, 73 can be relatively small and have a small pressing force (for example, a cylinder 700 with a small diameter), compared to when each drive wheel 50a, 50b is pressed against the drive contact unit 21 using only the force received from the actuators 70, 71, 72, 73.

[0070] Furthermore, in the transportation system 1 of this embodiment, each of the pair of left and right drive units 5a, 5b is pressed by two actuators 70, 71 or 72, 73, so it is easy to use relatively small actuators with small pressing force (for example, cylinders 700 with small diameters) as the actuators 70, 71, 72, 73. Therefore, it is easy to reduce the power required to drive each of the actuators 70, 71, 72, 73.

[0071] Furthermore, in the transportation system 1 of this embodiment, when the vehicle 3 is moving forward and backward, the reaction force of the frictional force generated between each drive wheel 50a, 50b and the drive contact portion 21 is unlikely to be applied in a direction that moves the rod 701 of the actuators 70, 71, 72, 73 forward and backward. Therefore, in the transportation system 1 of this embodiment, the pressing force of the actuators 70, 71, 72, 73 is unlikely to change when the vehicle 3 is moving forward and backward.

[0072] Furthermore, in the transportation system 1 of this embodiment, in the event of an emergency stop of the vehicle 3, the reaction force of the frictional force generated between each of the drive wheels 50a, 50b and the drive contact portion 21 is unlikely to be applied in a direction that moves the rod 701 of the actuators 70, 71, 72, 73 forward or backward. Therefore, in the transportation system 1 of this embodiment, in the event of an emergency stop of the vehicle 3, it is easy to prevent the rod 701 of the actuators 70, 71, 72, 73 from jumping out of the cylinder 700 and the drive wheels 50a, 50b from strongly pressing against the drive contact portion 21, resulting in sudden braking. In addition, in the event of an emergency stop of the vehicle 3, it is easy to prevent the rod 701 of the actuators 70, 71, 72, 73 from being retracted into the cylinder 700, causing the drive wheels 50a, 50b to separate from the drive contact portion 21.

[0073] Furthermore, in the transportation system 1 of this embodiment, the control unit 8 controls the actuators 70, 71, 72, and 73 individually, so that when one of the pair of left and right motors 51a, 51b fails, only the drive wheel 50a, 50b on the failed side can be moved away from the drive contact portion 21. Therefore, in the transportation system 1 of this embodiment, no running resistance is generated by the drive wheel 50 on the failed side, and only the drive wheel 50 on the healthy side can be pressed against the drive contact portion 21 and rotated, allowing the vehicle 3 to run using propulsion force obtained from only the drive wheel 50 on one side.

[0074] Furthermore, in transportation system 1 of this embodiment, when actuators 70, 71, 72, and 73 are powered off, rod 701 protrudes a predetermined length from cylinder 700, pressing each drive wheel 50a, 50b against drive contact portion 21. Therefore, in transportation system 1 of this embodiment, even when power or air pressure is lost to actuators 70, 71, 72, and 73, each drive wheel 50a, 50b can remain pressed against drive contact portion 21, thereby providing high safety.

[0075] Furthermore, in the transportation system 1 of this embodiment, at station 9, power supply to actuators 70, 71, 72, and 73 and motors 51a and 51b of vehicle 3 is stopped. As a result, with drive wheels 50a and 50b of vehicle 3 pressing against drive contact portions 21, the electromagnetic brakes of motors 51a and 51b stop the rotation of drive wheels 50a and 50b, allowing vehicle 3 to stop at station 9. When power supply to motors 51a and 51b is started, motors 51a and 51b rotate drive wheels 50a and 50b, allowing vehicle 3 to travel in the forward direction from station 9.

[0076] Furthermore, in the transportation system 1 of this embodiment, the control unit 8 can individually control each of the actuators 70, 71, 72, and 73 and each of the multiple motors 51a and 51b. Therefore, in the transportation system 1 of this embodiment, it is possible to drive only the number of motors 51 necessary to ensure the running speed of the train 10, in accordance with the number of passengers (i.e., total weight) on the train 10. In addition, in the transportation system 1 of this embodiment, unnecessary motors 51 can be stopped and the drive wheels 50 connected to these motors 51 can be moved away from the drive contact parts 21, thereby reducing running resistance. Therefore, the transportation system 1 of this embodiment enables the train 10 to run with more energy conservation in accordance with the number of passengers on the train 10.

[0077] (Variation) Next, we will explain modified examples of the above-mentioned transportation system 1. The modified examples shown below can be combined as appropriate.

[0078] The track 2 is not limited to the single-track loop shown in Fig. 5. The track 2 may be a single track with open ends, as in a modified example shown in Fig. 7.

[0079] The vehicle 3 is not limited to the structure shown in Figure 1 as long as it obtains propulsion force by using the weight of the drive unit 5 and the force of the actuator 7 to press the drive wheels 50 against the drive contact portions 21 of the track 2.

[0080] For example, the vehicle 3 may have only one drive unit 5 that is moved by the actuator 7, and the other drive unit 5 may be fixed non-rotatably to the support shaft 6 or fixed to some other part so that it presses against the drive contact portion 21.

[0081] The vehicle 3 may also be configured such that two drive units 5, each rotatable about a support shaft 6, are moved between a drive position and a non-drive position by one actuator 7 that expands and contracts horizontally.

[0082] Furthermore, the first actuator 7a does not have to include the two actuators 70 and 71, but may be composed of only one actuator, or may be composed of three or more actuators. Similarly, the second actuator 7b does not have to include the two actuators 72 and 73, but may be composed of only one actuator, or may be composed of three or more actuators.

[0083] The first driving unit 5a and the second driving unit 5b do not have to be rotatably connected to one support shaft 6, but may be rotatably connected to separate support shafts.

[0084] The actuator 7 is not limited to an air cylinder, but may be another driving device such as a hydraulic cylinder or an electric cylinder.

[0085] The control unit 8 does not have to be configured to control the first actuator 7a and the second actuator 7b individually, but may control them in conjunction with each other so that they perform the same operation.

[0086] The transportation system 1 is not limited to a transportation system for transporting people, but may also be a transportation system for transporting goods by vehicles 3.

[0087] The shape of each of the pair of left and right rails 20 is not limited to the shape shown in Fig. 1 etc. For example, each rail 20 may have an outer peripheral surface whose cross section perpendicular to the longitudinal direction of the rail 20 has an elliptical or rectangular shape. Also, each rail 20 may be made of a metal other than steel.

[0088] The driving contact portion 21 may be provided only in a part of the track 2. For example, the driving contact portion 21 may be provided only in a portion of the track 2 where the application of propulsive force by the driving wheel 50 is required.

[0089] The train 10 may have cars 3 with drive units 5 and cars without drive units 5, and cars without drive units 5 may be pulled by cars 3 with drive units 5. The number of cars 3 with drive units 5 that the train 10 has can be set as appropriate.

[0090] The control unit 8 may individually control each of the actuators 70, 71, 72, and 73 so as to adjust the amount of protrusion of the rod 701 by changing the amount of current flowing through each of the actuators 70, 71, 72, and 73. In this case, the magnitude of the force with which the pair of left and right drive wheels 50 clamps the drive contact portion 21 of the track 2 can be changed.

[0091] Furthermore, the shape, size, position, number, material, etc. of each element of the transportation system 1 can be changed as appropriate.

[0092] (summary) As is clear from the above embodiment and modifications, the transportation system 1 of the first aspect according to the present disclosure has the following configuration.

[0093] That is, the transportation system 1 of the first embodiment includes a track 2 and a vehicle 3. The track 2 has a rail 20 and a drive contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 has guide wheels 4 that move along the rail 20, and a drive unit 5 including drive wheels 50 that rotate about a drive axis extending in the vertical direction while horizontally abutting against the drive contact portion 21, and a motor 51 that rotates the drive wheels 50. The vehicle 3 further has a support shaft 6 that extends in the longitudinal direction of the rail 20 and rotatably supports the drive unit 5, and an actuator 7 that moves the drive unit 5, which rotates about the support shaft 6, between a drive position where the drive wheels 50 press against the drive contact portion 21 and a non-drive position where the drive wheels 50 are separated from the drive contact portion 21. The support shaft 6 rotatably supports the drive unit 5 so that the drive wheels 50 approach the drive position due to the weight of the drive unit 5.

[0094] In the transportation system 1 of the first embodiment having the above configuration, the driving wheels 50 can be pressed against the driving contact portions 21 by using not only the force received from the actuator 7 but also the weight of the driving unit 5. Therefore, in the transportation system 1 of the first embodiment, the vehicle 3 can travel with less energy than in a system in which the driving wheels 50 are pressed against the driving contact portions 21 by the force received from the actuator 7 alone.

[0095] As is clear from the above embodiment and modifications, the transportation system 1 of the second aspect according to the present disclosure additionally includes the following configuration in addition to the configuration of the first aspect.

[0096] That is, in the transportation system 1 of the second embodiment, the drive unit 5 includes a first drive unit 5a and a second drive unit 5b. The first drive unit 5a has a first drive wheel 50a that contacts the drive contact portion 21 from one horizontal side and a first motor 51a that rotates the first drive wheel 50a. The second drive unit 5b has a second drive wheel 50b that contacts the drive contact portion 21 from the other horizontal side and a second motor 51b that rotates the second drive wheel 50b. The first drive unit 5a and the second drive unit 5b are each rotatably supported by a support shaft 6. The actuator 7 includes a first actuator 7a that moves the first drive unit 5a and a second actuator 7b that moves the second drive unit 5b.

[0097] In the transportation system 1 of the second embodiment having the above configuration, each of the drive wheels 50a, 50b can be pressed against the drive contact portion 21 not only by the force received from the actuators 7a, 7b but also by the weight of the drive units 5a, 5b. In the transportation system 1 of the second embodiment, the drive contact portion 21 can be sandwiched horizontally between the drive wheels 50a, 50b, which facilitates stable running of the vehicle 3. Additionally, in the transportation system 1 of the second embodiment, each of the drive wheels 50a, 50b can be moved individually by the actuators 7a, 7b. Therefore, in the event of a malfunction in one of the motors 51a, 51b, the stopped drive wheel 50 can be moved away from the drive contact portion 21, thereby reducing running resistance.

[0098] As is clear from the above embodiment and modifications, the transportation system 1 of the third aspect according to the present disclosure additionally includes the following configuration in addition to the configuration of the second aspect.

[0099] That is, in the transportation system 1 of the third embodiment, the first actuator 7a includes a front first actuator 70 and a rear first actuator 71 positioned side by side in the front-to-rear direction along the support shaft 6. The second actuator 7b includes a front second actuator 72 and a rear second actuator 73 positioned side by side in the front-to-rear direction.

[0100] In the transportation system 1 of the third embodiment having the above configuration, the actuators 7a, 7b that move the drive units 5a, 5b are each composed of two actuators 70, 71 (72, 73) aligned in the front-to-rear direction. Therefore, in the transportation system 1 of the third embodiment, it is easy to use relatively small actuators with low output as the actuators 70, 71, 72, 73. Furthermore, in the transportation system 1 of the third embodiment, the drive units 5a, 5b can be moved by the two actuators 70, 71 (72, 73) aligned in the front-to-rear direction along the support shaft 6, making it easy to rotate the drive units 5a, 5b in a balanced manner around the support shaft 6.

[0101] As is clear from the above embodiment and modifications, the transportation system 1 of the fourth aspect according to the present disclosure additionally includes the following configuration in addition to the configuration of the second or third aspect.

[0102] That is, in the transportation system 1 of the fourth embodiment, the vehicle 3 further includes a first arm 60 that connects the support shaft 6 to the first drive unit 5a and is rotatable relative to the support shaft 6, and a second arm 61 that connects the support shaft 6 to the second drive unit 5b and is rotatable relative to the support shaft 6. The support shaft 6 is located above the drive contact unit 21. The first arm 60 and the second arm 61 each extend obliquely upward from the support shaft 6.

[0103] In the transportation system 1 of the fourth aspect having the above configuration, each of the driving units 5a and 5b connected to the support shaft 6 via the arms 60 and 61 tends to move in a direction approaching the driving position due to its own weight.

[0104] As is clear from the above embodiment and modifications, the transportation system 1 of the fifth aspect according to the present disclosure additionally includes the following configuration in addition to the configuration of any one of the first to fourth aspects.

[0105] That is, in the fifth embodiment of the transportation system 1, the actuator 7 is composed of a spring-back air cylinder, and is configured so that when not energized, the spring force of the spring pushes the rod 701 out of the cylinder 700, thereby pressing the drive unit 5 against the drive contact unit 21.

[0106] In the transportation system 1 of the fifth aspect having the above configuration, when the power supply to the actuator 7 is stopped, the drive unit 5 can be pressed against the drive contact portion 21 to apply the brakes, thereby providing a high level of safety.

[0107] As is clear from the above embodiment and modifications, the transportation system 1 of the sixth aspect of the present disclosure additionally includes the following configuration in addition to the configuration of any one of the second to fourth aspects.

[0108] That is, in the transportation system 1 of the sixth embodiment, the vehicle 3 further includes a control unit 8 that controls the actuator 7. The control unit 8 is configured to individually control the first actuator 7a and the second actuator 7b.

[0109] In the transportation system 1 of the sixth embodiment having the above configuration, the actuators 7a and 7b can be individually controlled by the control unit 8, so that if one of the drive units 5a and 5b fails, the drive wheel 50 of the failed drive unit 5 can be moved away from the drive contact portion 21. Therefore, the transportation system 1 of the sixth embodiment enables energy-saving travel with reduced running resistance.

[0110] The present disclosure has been described above based on the embodiments shown in the accompanying drawings, but the present disclosure is not limited to the above embodiments, and appropriate design changes are possible within the intended scope of the present disclosure. [Explanation of symbols]

[0111] 1. Transportation System 2 orbits 20 Rail 21 Drive contact part 3 vehicles 4 guide wheels 5 Drive unit 5a First drive unit 5b Second drive unit 50 drive wheels 500 drive shaft 51 Motor 6 Support shaft 60 First Arm 61 Second Arm 7 Actuators 7a First Actuator 7b Second actuator 70 Front first actuator 71 Rear first actuator 72 Front second actuator 73 Rear second actuator 8 Control Unit

Claims

1. Orbit and a vehicle; The trajectory is a rail and a driving contact portion extending in the longitudinal direction of the rail; The vehicle is a guide wheel that moves along the rail; a drive unit including a drive wheel that rotates around a drive shaft that is aligned in a vertical direction while being in horizontal contact with the drive contact portion, and a motor that rotates the drive wheel; a support shaft extending in the longitudinal direction of the rail and rotatably supporting the drive unit; an actuator that moves the drive unit that rotates around the support shaft between a drive position where the drive wheel presses against the drive contact portion and a non-drive position where the drive wheel is separated from the drive contact portion, The support shaft rotatably supports the drive unit such that the drive wheel approaches the drive position due to the weight of the drive unit. Transportation system.

2. The drive unit is a first drive unit including a first drive wheel that contacts the drive contact portion from one side in a horizontal direction and a first motor that rotates the first drive wheel; a second drive unit having a second drive wheel that contacts the drive contact portion from the other side in the horizontal direction and a second motor that rotates the second drive wheel, each of the first driving unit and the second driving unit is rotatably supported by the support shaft; The actuator includes a first actuator that moves the first driving unit and a second actuator that moves the second driving unit. The transportation system of claim 1 .

3. the first actuator includes a front first actuator and a rear first actuator positioned side by side in the front-rear direction along the support shaft, The second actuators include a front second actuator and a rear second actuator positioned side by side in the front-rear direction. The transportation system of claim 2 .

4. The vehicle is a first arm that connects the support shaft and the first drive unit and is rotatable relative to the support shaft; a second arm connecting the support shaft and the second drive unit and rotatable relative to the support shaft, the support shaft is located above the driving contact portion, The first arm and the second arm each extend obliquely upward from the support shaft.

4. A transportation system according to claim 2 or 3.

5. The actuator is configured as a spring-back air cylinder, and is configured to push a rod out of the cylinder by the spring force of a spring when de-energized, thereby pressing the driving part against the driving contact part. A transport system according to any one of claims 1 to 3.

6. The vehicle further includes a control unit that controls the actuator, The control unit is configured to individually control the first actuator and the second actuator.

4. A transportation system according to claim 2 or 3.

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