Transportation System

Abstract

To provide a transportation system capable of running with less energy. [Solution] A transportation system 1 includes a track 2 and a vehicle 3. The track 2 includes a rail 20 and a driving contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 includes a guide wheel 4 that moves along the rail 20, a driving unit 5 including a driving wheel 50 that rotates around a driving shaft 500 along the vertical direction while horizontally abutting against the driving contact portion 21, and a motor 51 that rotates the driving wheel 50. The vehicle 3 further includes 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 that rotates around 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 separated 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.

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 a track. [Background technology]

[0002] Patent Document 1 describes a transportation system that is capable of running with little energy by obtaining propulsion force by clamping part of the track between multiple rotating drive wheels of the vehicle, and running on the remaining part of the track using only the inertial force of the vehicle.

[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 be moved between a position that sandwiches part of the track and a position that is away 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, in the transportation system described in the above-mentioned Patent Document 1, there is a demand for it to run with even greater energy savings.

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

[0007] A transportation system according to an aspect of the present disclosure includes a track and a vehicle. The track includes a rail and a driving contact portion extending in a 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 around a driving shaft along a vertical direction while horizontally contacting 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 that rotates around 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 separated from the driving contact portion. The support shaft rotatably supports the driving unit such that the driving wheel approaches the driving position due to the weight of the driving unit. Effect of the Invention

[0008] A transportation system according to one aspect of the present disclosure is capable of running with less energy. [Brief description 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. [Diagram 2] FIG. 2 is a cross-sectional view taken along line AA in FIG. [Diagram 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. [Diagram 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 modified example of the track. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] (One embodiment) 1. Overview A transportation system 1 according to an embodiment shown in FIG. 1 includes a track 2 and a vehicle 3. The track 2 includes a rail 20 and a driving contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 includes a guide wheel 4 that moves along the rail 20, a driving unit 5 including a driving wheel 50 that rotates around a driving shaft along a vertical direction while horizontally abutting against the driving contact portion 21, and a motor 51 that rotates the driving wheel 50. The vehicle 3 further includes 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 that rotates around 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 separated 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 part 5. Therefore, in the transportation system 1 of one embodiment, the vehicle 3 can run with less energy than in a system in which the driving wheels 50 are pressed against the driving contact parts 21 by only the force received from the actuator 7.

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

[0013] 5, the transportation system 1 includes a track 2, stations (boarding and alighting stations) 9 provided along the track 2, and vehicles 3 that travel 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 is defined as the backward direction, and the direction perpendicular to the front-rear direction and the up-down direction is defined as the left-right direction.

[0014] (2.1) Orbit In this embodiment, the track 2 is a single-track circular road. The vehicle 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 inclined portion, and a downwardly inclined portion. FIG. 1 shows a connection portion 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 vehicles 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 in the longitudinal direction. Each rail 20 is a cylindrical steel pipe. Each rail 20 has an outer circumferential surface whose cross section perpendicular to the longitudinal direction of the rail 20 has a circular shape.

[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 extending in the traveling direction of the vehicles 3, and a plurality of connecting members 24 arranged at intervals in the longitudinal direction 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 via, for example, a foundation or the like.

[0018] Each of the multiple connecting members 24 connects the main girder 23 to the 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 in the traveling direction of the vehicle 3 along the main girder 23. 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 contact wire. The power supply unit is connected to an external commercial power source. The power supply unit is, for example, attached to 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 may include three or more trains 10.

[0022] The train 10 has at least one (two in this embodiment) car 3. The car 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 entrance 111 that leads to the passenger compartment 110, a door 112 that opens and closes the boarding / alighting entrance 111, and a plurality of seats 113 installed in the passenger compartment 110.

[0024] In this embodiment, each of the multiple seats 113 is a seat where the user sits facing the traveling direction (i.e., forward). The multiple 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-rear direction, or a combination of these.

[0025] The bogie 12 is capable of running 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 traveling 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 positioned at intervals in the front-rear direction. The plurality of wheel units 13 are arranged below the bogie frame 120 at intervals in the front-rear direction. Each wheel unit 13 is attached to the bogie frame 120.

[0028] In this embodiment, the multiple 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 Figs. 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 Fig. 2). The mounting frame 15 is made of steel, for example. The mounting frame 15 is located below the bogie frame 120 and attached to the bogie frame 120. The mounting frame 15 may be made of a metal other than steel.

[0031] The pair of left and right guide wheel groups 14 correspond one-to-one to 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 in the left and right direction. The pair of left and right guide wheel groups 14 are disposed 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 formed of an elastic material such as urethane. Each guide wheel 4 may be formed of a synthetic resin other than urethane, or may be formed of a material other than synthetic resin. As shown in Figs. 1, 3 and 4, the plurality of guide wheels 4 include 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 arranged at an interval 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 located 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 is also larger than the diameter of each lateral guide wheel 42, thereby making the upper guide wheel 40 stronger than the other guide wheels 41, 42.

[0036] The lower guide wheels 41 are rotatable about rotation axes parallel to the left-right direction. The lower guide wheels 41 are located below the corresponding rails 20. The rotation axis of the lower guide wheels 41 is located behind the front upper guide wheel 40 and forward of the rotation axis of the rear upper guide wheel 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 arranged at an interval in the front-rear direction. Each lateral guide wheel 42 is rotatable about a rotation axis 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, from the sides, and from 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 received by the pair of left and right rails 20, thereby suppressing deformation of the vehicle 3.

[0040] The positions, orientations, and numbers of the guide wheels 40, 41, 42 of 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 located 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 along the vertical direction 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 unit 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 unit 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 positioned between the pair of left and right guide wheel groups 14. The pair of left and right drive wheels 50a, 50b are positioned 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 in the front-rear direction at the same position 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 the lateral guide wheel 42 and is located forward of the rotation shafts of the rear upper guide wheel 40 and the 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-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 from 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 from the corresponding drive wheels 50a, 50b.

[0046] Each of the pair of left and right motors 51a, 51b is an electric motor, more 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 the car 3 of the train 10.

[0047] Each of the motors 51a, 51b has a brake function (in other words, a deceleration function). Each of the motors 51a, 51b is, for example, a motor with an electromagnetic brake. When the motors 51a, 51b are not energized (when power is not supplied), the electromagnetic brake is turned ON to stop the rotation of the drive wheels 50a, 50b. When the drive wheels 50a, 50b are in contact with the drive contact parts 21 of the track 2, the speed of the vehicle 3 is accelerated or decelerated by controlling the rotation speed of each of the motors 51a, 51b by the control unit 8. In addition, when the drive wheels 50a, 50b are in contact with the drive contact parts 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 a brake device to the drive wheels 50a, 50b or by providing a device that applies a braking force to the train 10 on the track 2. Therefore, each of the motors 51a and 51b does not need to have a brake 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). The support base 16 is provided with a support shaft 6. The support shaft 6 extends in the front-rear direction.

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

[0050] One end in the longitudinal direction of a pair of left and right arms 60, 61 is rotatably attached to the support shaft 6. The other end in the longitudinal direction 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 and right direction, which is higher than 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 pair of left and right drive wheels 50a, 50b approach their drive positions due to the weight of each of the pair of left and right drive parts 5a, 5b.

[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 driving unit 5a and a second actuator 7b that moves the second driving 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-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-rear direction.

[0054] The actuator 7 is constituted by a spring-back air cylinder, and is configured so that when electricity is not applied, the spring force of the spring pushes the rod 701 out of the cylinder 700, thereby pressing the driving portion 5 against the driving contact portion 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 hanging support part 17 that supports the actuators 70, 71, 72, and 73 in a hanging manner. As shown in FIG. 2, the hanging support part 17 has a fixed plate 170 fixed to the upper surface of the mounting frame 15, a pair of front and rear upright parts 171 rising upward from the fixed plate 170, and a rod-shaped part 172 supported by the pair of front and rear upright parts 171. One end (more specifically, the upper end) of the cylinder 700 in the axial direction is fixed to the front and rear ends of the rod-shaped part 172. The cylinder 700 is supported in a hanging manner by the rod-shaped part 172, and is disposed so that the axial direction of the cylinder 700 is aligned with the vertical direction. 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 surface of the motor 51 of the drive unit 5 in the left-right direction.

[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 actuators 70, 71, 72, and 73 are each individually controlled by the control unit 8 to be turned on and off. When the actuators 70, 71, 72, and 73 are each powered off, the rod 701 protrudes a predetermined length from the cylinder 700 due to the spring force of the spring. This applies a downward 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 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 strength by both the pressing force from the rod 701 and the weight of the drive units 5a and 5b.

[0060] When the actuators 70, 71, 72, and 73 are powered on, the rod 701 is pulled into the cylinder 700 by air pressure, shortening the protruding length of the rod 701. As a result, an upward 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 the drive wheels 50a and 50b of each of the drive units 5a and 5b to move 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 in the vehicle 3. The control unit 8 is configured to control the on / off of the power supply of each 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 each of the actuators 70, 71, 72, and 73 and the pair of left and right drive units 5a and 5b based on a control signal received from a control room provided in a station 9 or the like. The control unit 8 may be configured to automatically control each of the actuators 70, 71, 72, and 73 and the pair of left and right drive units 5a and 5b based on the detection result of a detector that detects the speed or speed change 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 run by inertial force (in other words, the weight of the vehicle 3), the control unit 8 performs control to turn on the power of each of the actuators 70, 71, 72, and 73, and to turn off the power of each of the motors 51 of the pair of left and right drive units 5. Here, the portion of the track 2 where the vehicle 3 can run by inertial force means a portion having a downward slope and a horizontal portion continuous with this portion.

[0064] By carrying out the above control, the drive wheels 50a, 50b of the pair of left and right drive parts 5a, 5b can be separated from the drive contact parts 21, and the running resistance can be reduced when the vehicle 3 runs by inertial force. Also, since the motors 51a, 51b of the pair of left and right drive parts 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 performs control to turn off the power of each of the actuators 70, 71, 72, 73 and to turn on the power of 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 having an upward gradient and a horizontal portion continuing to this portion.

[0066] By performing the above control, the pair of left and right drive wheels 50a, 50b are pressed against the drive contact parts 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 part 5a, 5b. With each drive wheel 50a, 50b pressed against the drive contact parts 21, the pair of left and right drive wheels 50a, 50b rotate, so that 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 applying the brakes to a moving vehicle 3, the control unit 8 controls the motors 51a, 51b of the pair of left and right drive units 5a, 5b to be powered off while keeping the actuators 70, 71, 72, 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 to press each drive wheel 50a, 50b against the drive contact portion 21 of the track 2, in addition to the forces from the actuators 70, 71, 72, and 73. Therefore, in the transportation system 1 of the present embodiment, the vehicle 3 can run with less energy.

[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 a case in which each drive wheel 50a, 50b is pressed against the drive contact portion 21 only by the force received from the actuators 70, 71, 72, 73.

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

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

[0072] In addition, in the transportation system 1 of this embodiment, when the vehicle 3 is stopped in an emergency, the reaction force of the frictional force generated between each of the driving wheels 50a, 50b and the driving contact portion 21 is not likely to be applied in a direction of moving forward or backward against the rod 701 of the actuators 70, 71, 72, 73. Therefore, in the transportation system 1 of this embodiment, when the vehicle 3 is stopped in an emergency, it is easy to prevent the rod 701 of the actuators 70, 71, 72, 73 from jumping out of the cylinder 700 and the driving wheels 50a, 50b from strongly pressing against the driving contact portion 21, causing sudden braking. In addition, when the vehicle 3 is stopped in an emergency, it is easy to prevent the rod 701 of the actuators 70, 71, 72, 73 from being pulled into the cylinder 700 and the driving wheels 50a, 50b from leaving the driving 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 wheels 50a, 50b on the failed side can be separated 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, so that the vehicle 3 can be driven by obtaining propulsive force only from the drive wheel 50 on one side.

[0074] Furthermore, in the transportation system 1 of this embodiment, when the actuators 70, 71, 72, and 73 are in a power-off state, the rod 701 protrudes a predetermined length from the cylinder 700, pressing each of the drive wheels 50a and 50b against the drive contact portion 21. Therefore, in the transportation system 1 of this embodiment, when the actuators 70, 71, 72, and 73 lose power or air pressure, the drive wheels 50a and 50b can be maintained in a state pressed against the drive contact portion 21, thereby providing high safety.

[0075] Furthermore, in the transportation system 1 of this embodiment, at the station 9, power supply to the actuators 70, 71, 72, 73 and the motors 51a, 51b of the vehicle 3 is stopped. As a result, with the drive wheels 50a, 50b of the vehicle 3 pressed against the drive contact portions 21, the rotation of the drive wheels 50a, 50b is stopped by the electromagnetic brakes of the motors 51a, 51b, and the vehicle 3 can be stopped at the station 9. When power supply to the motors 51a, 51b is started, the motors 51a, 51b rotate the drive wheels 50a, 50b, and the vehicle 3 can travel in the forward direction from the 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 according to the number of passengers (i.e., total weight) of the train 10. In addition, in the transportation system 1 of this embodiment, unnecessary motors 51 can be stopped and the driving wheels 50 connected to these motors 51 can be moved away from the driving contact parts 21 to reduce running resistance. Therefore, in the transportation system 1 of this embodiment, it is possible for the train 10 to run with more energy conservation according to the number of passengers.

[0077] (Modification) Next, a description will be given of modified examples of the above-described transportation system 1. The modified examples described below can be appropriately combined.

[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 both ends not connected, as in a modified example shown in Fig. 7.

[0079] The vehicle 3 is not limited to the structure shown in FIG. 1 as long as it obtains propulsive 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 portion 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 another part so as to press against the drive contact portion 21.

[0081] Furthermore, the vehicle 3 may be configured such that the two drive units 5, which are rotatable about the support shaft 6, are moved between a drive position and a non-drive position by one actuator 7 that expands and contracts in the horizontal direction.

[0082] Furthermore, the first actuator 7a does not have to include the two actuators 70 and 71, and 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, and 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, and 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, and may control them in conjunction with each other to perform the same operation.

[0086] The transportation system 1 is not limited to a traffic system for transporting people, but may 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 circumferential surface whose cross section perpendicular to the longitudinal direction of the rail 20 has an elliptical or rectangular shape, etc. 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 a propulsive force by the driving wheel 50 is required.

[0089] The train 10 may have cars 3 with a drive unit 5 and cars without a drive unit 5, and the cars without a drive unit 5 may be pulled by the cars 3 with a drive unit 5. The number of cars 3 with drive units 5 included in the train 10 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 pinches 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 apparent from the above embodiment and modified examples, the transportation system 1 of the first aspect of 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 includes a rail 20 and a driving contact portion 21 extending in the longitudinal direction of the rail 20. The vehicle 3 includes a guide wheel 4 that moves along the rail 20, a driving unit 5 including a driving wheel 50 that rotates around a driving shaft along the vertical direction while horizontally contacting the driving contact portion 21, and a motor 51 that rotates the driving wheel 50. The vehicle 3 further includes 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 that rotates around 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 separated 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.

[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 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 the first embodiment, the vehicle 3 can run with less energy than in a system in which the driving wheels 50 are pressed against the driving contact parts 21 by only the force received from the actuator 7.

[0095] As is apparent from the above embodiment and modified examples, 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 unit 21 from one side in the horizontal direction, 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 unit 21 from the other side in the horizontal direction, and a second motor 51b that rotates the second drive wheel 50b. Each of the first drive unit 5a and the second drive unit 5b is rotatably supported by the 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 by using not only the force received from the actuators 7a, 7b but also 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 makes it easier for the vehicle 3 to travel stably. In addition, 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 failure in one of the motors 51a, 51b, the stopped drive wheel 50 can be moved away from the drive contact portion 21, thereby reducing the running resistance.

[0098] As is apparent from the above embodiment and modified examples, 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-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-rear direction.

[0100] In the transportation system 1 of the third embodiment having the above configuration, each of the actuators 7a, 7b that move the drive units 5a, 5b is composed of two actuators 70, 71 (72, 73) arranged in the front-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. In addition, in the transportation system 1 of the third embodiment, since the drive units 5a, 5b can be moved by the two actuators 70, 71 (72, 73) arranged in the front-rear direction along the support shaft 6, it is easy to rotate and move the drive units 5a, 5b in a well-balanced manner around the support shaft 6.

[0101] As is apparent from the above embodiment and modified examples, the transportation system 1 of the fourth aspect of 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 and the first drive unit 5a and is rotatable about the support shaft 6, and a second arm 61 that connects the support shaft 6 and the second drive unit 5b and is rotatable about 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.

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

[0104] As is apparent from the above embodiment and modified examples, the transportation system 1 of the fifth aspect of 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 springback air cylinder, and is configured to press the drive unit 5 against the drive contact unit 21 by pushing the rod 701 out of the cylinder 700 by the spring force of the spring when no current is applied.

[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 ensuring high safety.

[0107] As is apparent from the above embodiment and modified examples, 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, 7b can be individually controlled by the control unit 8, so that if one of the drive units 5a, 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 traveling with reduced running resistance.

[0110] The present disclosure has been described above based on the embodiments shown in the attached 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. Vehicle 4 Guide Wheel 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 a 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, The drive unit is a first driving unit including a first driving wheel that contacts the driving contact portion from one side in a horizontal direction and a first motor that rotates the first driving 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. Transportation system.

2. The first actuator includes a front first actuator and a rear first actuator positioned side by side in a front-to-rear direction along the support axis, The second actuator includes a front second actuator and a rear second actuator positioned side by side in the front-rear direction. The transportation system of claim 1 .

3. The vehicle, a first arm that connects the support shaft and the first drive unit and is rotatable relative to the support shaft; a second arm that connects the support shaft and the second drive unit and is rotatable relative to the support shaft, the support shaft is located above the driving contact portion, Each of the first arm and the second arm extends obliquely upward from the support shaft.

3. A transportation system according to claim 1 or 2.

4. The vehicle, a mounting frame extending horizontally and having the guide wheel attached to one end of the mounting frame; Each of the first actuator and the second actuator is attached to the mounting frame.

3. A transportation system according to claim 1 or 2.

5. A track; A vehicle. The trajectory is A rail and a driving contact portion extending in a 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, The actuator is configured as a springback air cylinder, and is configured to push a rod out of the cylinder by the spring force of a spring when not energized, thereby pressing the driving part against the driving contact part. Transportation system.

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.

3. A transportation system according to claim 1 or 2.

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