Rail transit system and vehicle

Abstract

To make a traveling route on which a track vehicle travels intersect with a general road on the same plane so as to prevent hindrance of passage of vehicles, pedestrians and the like on the general road.SOLUTION: A track traffic system includes a vehicle and a guide rail type track having a traveling route of the vehicle. The track includes an exclusive track part permitting only the vehicle to pass through and an intersection part at which a general road permitting automobiles to pass through intersects with the traveling route. The exclusive track part has a traveling route and a first guide rail arranged at a position protruding upward in a vertical direction from a traveling surface to guide the vehicle. The intersection part has the traveling route, a groove part recessed downward in the vertical direction from the traveling surface at a position different from the first guide rail in a width direction so as to extend in a first direction, and a second guide rail arranged in the groove part so as not to protrude from the traveling surface to guide the vehicle. The vehicle includes a traveling wheel, a guide wheel capable of being contacted with the first guide rail, and a guide wheel capable of being contacted with the second guide rail.SELECTED DRAWING: Figure 3

Description

[Technical field]

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

[0002] 2. Description of the Related Art As a new means of transportation other than buses and trains, track-based transportation systems in which vehicles run on a track using running wheels equipped with rubber tires are known.

[0003] For example, Patent Document 1 describes a central guide track transportation system that includes a central guide rail located in the center of the roadway and a track vehicle equipped with guide wheels that guide the vehicle by coming into contact with the central guide rail. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 5693294 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the configuration described in Patent Document 1, the guide rail protrudes upward from the road surface of the roadway. Therefore, when a roadway on which a guide-type vehicle runs and a general road on which automobiles, pedestrians, etc. pass are to be intersected on the same plane, there is a problem that the guide rail formed on the roadway obstructs the passage of automobiles, pedestrians, etc. passing on the general road.

[0006] The present disclosure has been made to solve the above-mentioned problems, and aims to provide a track-based transportation system and vehicle that allows the tracks on which track-based vehicles travel to intersect with public roads on the same plane, without impeding the passage of automobiles, pedestrians, etc. on the public roads. [Means for solving the problem]

[0007] In order to solve the above problems, a track-based transportation system according to the present disclosure includes a vehicle and a guide rail type track having a runway extending in a first direction and having a running surface that is contactable by the running wheels of the vehicle, the track includes a dedicated track section on which only the vehicle can travel, and an intersection section where the runway intersects with a general road on which automobiles can travel, the dedicated track section having the runway and a first guide rail disposed in the center of the runway in the width direction, extending in the first direction, and disposed at a position protruding upward in the vertical direction from the running surface to guide the vehicle, the intersection section having the runway, a groove section recessed downward in the vertical direction from the running surface at a position different from the first guide rail in the width direction, and a second guide rail disposed within the groove section so as not to protrude from the running surface, extending in the first direction, and guiding the vehicle, the track includes a pair of side walls extending in the vertical direction in the dedicated track section so as to protrude toward the running surface on both outer sides in the width direction of the running path and extending in the first direction, and a movable wall that is openable and closable between a closed state in which the pair of side walls are closed and an open state in which the pair of side walls are opened at a boundary between the intersection and the dedicated track section, a first end of the movable wall is rotatably connected to the side wall, and a length of the movable wall in a direction connecting the first end and a second end opposite the first end changes between the closed state and the open state, The vehicle includes the running wheels, a guide wheel capable of contacting the first guide rail, and a guide wheel capable of contacting the second guide rail.

[0008] A vehicle according to the present disclosure is a vehicle capable of running on a guide rail type track having a running path extending in a first direction, a first guide rail disposed at the center of the running path in the width direction, extending in the first direction, and disposed at a position protruding vertically upward from a running surface of the running path to guide the vehicle, a groove portion recessed downward in the vertical direction from the running surface to extend in the first direction at a position different from that of the first guide rail in the width direction, and a second guide rail disposed within the groove portion so as not to protrude from the running surface, extending in the first direction, and guiding the vehicle, The track includes a dedicated track section on which only the vehicle can pass, and an intersection where the travel path intersects with a general road on which automobiles can pass, and the dedicated track section includes a pair of side walls extending in the vertical direction so as to protrude toward the travel surface on both outer sides in the width direction of the travel path and extending in the first direction, and a movable wall at a boundary between the intersection and the dedicated track section, the movable wall being capable of being opened and closed between a closed state in which the pair of side walls are closed and an open state in which the pair of side walls are opened, the first end of the movable wall being rotatably connected to the side wall, and the length of the movable wall in a direction connecting the first end and a second end opposite the first end being changed between the closed state and the open state, and the vehicle is The vehicle includes a running wheel that contacts the running surface of the running path, a guide wheel that can contact the first guide rail, and a guide wheel that can contact the second guide rail. Effect of the Invention

[0009] According to the track-based transportation system and vehicle disclosed herein, the path on which the track-based vehicles travel can intersect with public roads on the same plane, without interfering with the passage of automobiles, pedestrians, etc. on the public roads. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a plan view showing the configuration of a track of the track-based transportation system according to the first embodiment. [Diagram 2] FIG. 2 is a cross-sectional view taken along line II in FIG. 1, showing the configuration of the track. [Diagram 3] FIG. 2 is a cross-sectional view taken along line II-II of FIG. 1, showing the configuration of the track. [Figure 4] FIG. 4 is a cross-sectional view showing a vehicle running on a dedicated track portion of the track. [Diagram 5] FIG. 4 is a cross-sectional view showing a vehicle traveling at the intersection of the tracks. [Figure 6] FIG. 2 is a plan view of the track when the movable wall is in a closed state. [Figure 7] FIG. 2 is a side view showing a configuration of a bogie section of the vehicle. [Figure 8] 13 is a cross-sectional view showing a state in which a guide wheel is positioned in a widthwise narrowing portion of the first guide rail near the boundary between the dedicated track portion and the intersection portion. FIG. [Figure 9] FIG. 11 is a plan view showing the configuration of a movable wall in the track-based transportation system according to the second embodiment. [Figure 10] FIG. 11 is a plan view showing the configuration of a movable wall in a track-based transportation system according to a third embodiment. [Figure 11] FIG. 13 is a plan view showing the configuration of a track of a track-based transportation system in a fourth embodiment. [Figure 12] FIG. 12 is a cross-sectional view taken along the line III-III in FIG. 11, showing the configuration of the track. [Figure 13] FIG. 13 is a plan view showing the configuration of a track in a track-based transportation system in a fifth embodiment. [Figure 14] FIG. 4 is a cross-sectional view showing a vehicle running on a parallel track portion of the track. [Figure 15] FIG. 13 is a side view showing a configuration of a bogie section of a vehicle in a fifth embodiment. [Figure 16]FIG. 13 is a plan view showing a configuration in which a branch portion is provided on the track of a track-based transportation system in a modified example of the fifth embodiment. [Figure 17] FIG. 17 is a plan view showing a state in which the movable branch guide is switched at the branching portion of the track in the modification of the fifth embodiment, in comparison with FIG. 16. [Figure 18] FIG. 13 is a plan view showing a configuration in which a branch portion is provided on the track of a track-based transportation system in another modified example of the fifth embodiment. [Figure 19] FIG. 19 is a plan view showing a state in which the movable branch guide is switched at the branching portion of the track in another modified example of the fifth embodiment, in comparison with FIG. 18. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] First embodiment Hereinafter, embodiments for carrying out a track-based transportation system and a vehicle according to the present disclosure will be described with reference to the accompanying drawings. However, the present disclosure is not limited to these embodiments.

[0012] (Configuration of rail transport systems) As shown in Figs. 1 to 3, the track-based transportation system 1A includes a vehicle 100 and a track 2. The track-based transportation system 1A is a new transportation system in which the vehicle 100 runs on the track 2, which is a center guide rail type. The vehicle 100 is a vehicle of the center guide rail type new transportation system. The vehicle 100 is operated as one or more cars in one train. When a train consists of multiple vehicles 100, the vehicles 100 are coupled to each other by a coupling device (not shown). The configuration of the vehicle 100 will be described in detail later.

[0013] (Orbital configuration) The track 2 extends in a first direction Da, which is one of the horizontal directions perpendicular to the vertical direction Dv. The track 2 has a running path 6 on which the vehicle 100 can run and a train line 9 that supplies power to the vehicle 100. The running path 6 extends in the first direction Da. In this embodiment, the running path 6 is arranged in a width direction Dw, which is one of the horizontal directions perpendicular to the vertical direction Dv and intersects with the first direction Da. Note that two or more running paths 6 may be arranged at intervals in the width direction Dw. A running surface 6f that can be contacted by the running wheels 110 of the vehicle 100 is formed on the running path 6. A pair of the running surfaces 6f are formed on both sides of the width direction Dw, sandwiching a first guide rail 32 described later, so as to correspond to the positions of the running wheels 110 of the vehicle 100. The running surfaces 6f extend in the first direction Da on the running path 6. The running surface 6f is flat over its entire surface and is formed so that the running wheels 110 equipped with rubber tires of the vehicle 100 can roll on it. The running wheels 110 roll on the running surface 6f, causing the vehicle 100 to run on the runway 6. In the first embodiment, the track 2 includes a dedicated track portion 3 and an intersection portion 4.

[0014] (Configuration of the dedicated track section) Only vehicles 100 can pass on the dedicated track section 3. The dedicated track section 3 includes a roadbed 30, a dedicated runway 61 that forms the runway 6 on the dedicated track section 3, a first guide rail 32, a main body groove section 34, and a side wall 35.

[0015] The roadbed 30 forms a plane on the ground that intersects with the vertical direction Dv. The roadbed 30 is supported directly on a supporting ground (not shown) formed on the ground, or supported on the ground via supports (not shown).

[0016] The dedicated runway 61 is formed on the roadbed 30. The dedicated runway 61 extends in the first direction Da over the entire length of the dedicated track section 3. On the dedicated runway 61, a running surface 6f is formed.

[0017] The first guide rail 32 is disposed at the center of the dedicated runway 61 in the width direction Dw. The first guide rail 32 extends in the first direction Da over the entire length of the dedicated track section 3. As shown in Figs. 2 and 3, the first guide rail 32 is disposed at a position protruding upward Dvt in the vertical direction Dv with respect to the runway 6f. As shown in Fig. 4, the first guide rail 32 guides the travel direction of the vehicle 100 so that the vehicle 100 moves along the runway 6 by contacting the guide wheels 120 of the vehicle 100 from both sides in the width direction Dw. The guide wheels 120 may be set with a small gap from the first guide rail 32.

[0018] As shown in FIG. 1, at least one end of the first guide rail 32 is disposed closer to the intersection 4 than at least one end of the second guide rail 42 described later when viewed from the vertical direction Dv. In this embodiment, the first guide rail 32 has an end 32a at a position close to the intersection 4 in the first direction Da. That is, the first guide rail 32 is disposed only on the dedicated track portion 3, and is not disposed on the intersection 4. The first guide rail 32 has a constant width portion 32t and a reduced width portion 32s. In the constant width portion 32t, the width dimension W1 of the first guide rail 32, which is the length in the width direction Dw, is constant. The size of the width dimension W1 of the first guide rail 32, which is the length in the width direction Dw, at the constant width portion 32t is the largest in the entire region of the first guide rail 32. In the reduced width portion 32s, the width dimension W1 of the first guide rail 32 gradually decreases as it approaches the intersection 4. The reduced width portion 32s is a region of the first guide rail 32 that includes the end portion 32a of the first guide rail 32 that is closest to the intersection 4. The constant width portion 32t and the reduced width portion 32s are continuous regions. Therefore, in the first guide rail 32 of this embodiment, the region other than the reduced width portion 32s is the constant width portion 32t.

[0019] The main body groove 34 is formed at a position different from the first guide rail 32 in the width direction Dw. That is, the main body groove 34 is formed at a position not overlapping with the first guide rail 32 in the width direction Dw when viewed from the vertical direction Dv. In this embodiment, the main body groove 34 is disposed away from the first guide rail 32 on one side in the width direction Dw. The main body groove 34 is formed so as to be continuous with a groove 41 described later. The main body groove 34 extends in the first direction Da over the entire length of the dedicated track portion 3. As shown in FIG. 4, the main body groove 34 is formed so as to be recessed downward Dvu in the vertical direction Dv with respect to the running surface 6f.

[0020] As shown in Fig. 1, the side walls 35 are formed in pairs at both ends of the dedicated runway 61 in the width direction Dw so as to sandwich the dedicated runway 61. The side walls 35 extend upward Dvt in the vertical direction Dv from the roadbed 30 so as to protrude toward the running surface 6f. The side walls 35 are formed over the entire length of the dedicated track section 3 in the first direction Da. In this embodiment, the side walls 35 include a first side wall 35A and a second side wall 35B.

[0021] (Intersection Configuration) The intersection 4 is formed by intersecting a general road 7 on which automobiles 200, pedestrians, bicycles, etc. can pass and a running path 6 on which the vehicle 100 runs in the same plane. The general road 7 extends in a width direction Dw that intersects with the first direction Da along a plane that intersects with the vertical direction Dv. The general road 7 of this embodiment forms the same plane as the running surface 6f. In the intersection 4, the general road 7 is formed so as to cross the track 2 in the width direction Dw. That is, the intersection 4 is disposed at a position on the track 2 where it intersects with the general road 7. In other words, the intersection 4 is disposed in the middle of the dedicated track section 3 extending in the first direction Da. With respect to the intersection 4 of this embodiment, the dedicated track section 3 is disposed on each of the first side Da1 and the second side Da2 in the first direction Da. The intersection 4 includes an intersection running path 62, a groove section 41, and a second guide rail 42.

[0022] The intersection travel path 62 forms the travel path 6 at the intersection 4. Not only the vehicle 100 but also automobiles 200, pedestrians, and bicycles are allowed to travel on the intersection travel path 62. The intersection travel path 62 extends in the first direction Da so as to be continuous with the dedicated travel path 61. Therefore, the vehicle 100 that has entered the intersection 4 from the dedicated track section 3 travels on the intersection travel path 62 while rolling the running wheels 110.

[0023] The intersection travel path 62 is formed integrally with the general road 7. That is, at the intersection 4, the travel surface 6f also serves as a lane on which the automobile 200 traveling on the general road 7 passes. On the intersection travel path 62, a vehicle passage portion 701 through which the automobile 200 can pass and a cross passage portion 702 through which pedestrians, bicycles, etc. can pass are formed. The vehicle passage portion 701 and the cross passage portion 702 each extend in the width direction Dw and are formed so as to cross the track 2 in the width direction Dw at the intersection 4. In this embodiment, the cross passage portion 702 is disposed separately on the first side Da1 and the second side Da2 in the first direction Da with respect to the vehicle passage portion 701.

[0024] The groove portion 41 is formed at a position different from the first guide rail 32 in the width direction Dw. The groove portion 41 is formed at a position overlapping the main body groove portion 34 in the width direction Dw when viewed from the vertical direction Dv. In this embodiment, the groove portion 41 is formed at the same position as the main body groove portion 34 in the width direction Dw when viewed from the vertical direction Dv. The groove portion 41 extends in the first direction Da over the entire length of the intersection portion 4. As shown in FIG. 5, the groove portion 41 is formed so as to be recessed downward Dvu in the vertical direction Dv with respect to the running surface 6f. The groove portion 41 is formed to have the same size as the main body groove portion 34.

[0025] As shown in FIG. 1, the second guide rail 42 is disposed at a position different from the first guide rail 32 in the width direction Dw. Specifically, the second guide rail 42 is disposed in the groove portion 41. The second guide rail 42 extends so as not to protrude upward Dvt in the vertical direction Dv with respect to the running surface 6f. The second guide rail 42 extends in the first direction Da over the entire length of the intersection portion 4. The second guide rail 42 includes a pair of rail members 43A and 43B disposed at an interval in the width direction Dw. The interval between the pair of rail members 43A and 43B in the width direction Dw is set to a size such that a guide wheel main body 131 of a guide wheel 130 of a vehicle 100 described later cannot be inserted, and a size such that an insertion portion 133 of the guide wheel 130 described later can be inserted.

[0026] As shown in FIG. 1, the ends 42a and 42b on both sides of the second guide rail 42 in the first direction Da are disposed so as to protrude into the dedicated track section 3. That is, a part of the second guide rail 42 is formed in the dedicated track section 3. The second guide rail 42 is accommodated in the main body groove section 34 in the dedicated track section 3. The second guide rail 42 has a constant spacing section 42t and a reduced spacing section 42s. In the constant spacing section 42t, the spacing W2 between the pair of rail members 43A and 43B in the width direction Dw is constant. The spacing W2 between the pair of rail members 43A and 43B in the width direction Dw is narrowest in the constant spacing section 42t in the entire region of the second guide rail 42. In the reduced spacing section 42s, the spacing W2 between the pair of rail members 43A and 43B in the width direction Dw is gradually reduced as it approaches the intersection section 4. The space reduction portion 42s is a region including the ends 42a and 42b of the second guide rail 42 in this embodiment. In the space reduction portion 42s in this embodiment, the space W2 is formed to be gradually reduced from the ends 42a and 42b so that it is widest at the ends 42a and 42b. The constant space portion 42t and the space reduction portion 42s are continuous regions. Therefore, in the second guide rail 42 in this embodiment, the region other than the space reduction portion 42s is the constant space portion 42t. In this embodiment, the position in the first direction Da where the space reduction portion 42s of the second guide rail 42 is formed is formed at a position that exceeds the width dimension reduction portion 32s of the first guide rail 32 and overlaps with the width dimension constant portion 32t when viewed from the vertical direction Dv. In other words, when viewed from the vertical direction Dv, the width dimension reduction portion 32s is formed at a position closer to the intersection 4 than the space reduction portion 42s.

[0027] (Configuration of movable wall) The track 2 further includes a movable wall 70A at the boundary between the intersection 4 and the dedicated track section 3. The movable wall 70A is disposed at the boundary between the intersection 4 and the dedicated track section 3A on the first side Da1 of the first direction Da and the intersection 4, and at the boundary between the intersection 4 and the dedicated track section 3B on the second side Da2 of the first direction Da, which is the opposite side of the intersection 4. Each movable wall 70A is openable between a closed state and an open state at the boundary between the intersection 4 and the dedicated track section 3. The closed state is a state in which the movable wall 70A blocks the space between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) in the width direction Dw. The open state is a state in which the space between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) in the width direction Dw is open without being blocked by the movable wall 70A.

[0028] The movable wall 70A includes a first movable wall 71A disposed on one side in the width direction Dw and a second movable wall 71B disposed on the other side in the width direction Dw. The first movable wall 71A is rotatably connected to the side wall 35 on one side in the width direction Dw. The first movable wall 71A is rotatably connected to an end of the first side wall 35A around a rotation axis extending in the vertical direction Dv. The second movable wall 71B is rotatably connected to an end of the side wall 35 on one side in the width direction Dw. The second movable wall 71B is rotatably connected to an end of the second side wall 35B around a rotation axis extending in the vertical direction Dv. As a result, the movable wall 70A is configured to have a so-called double door when viewed from the first direction Da. The first movable wall 71A and the second movable wall 71B are driven to rotate around the rotation axis by a driving device (not shown) such as a motor.

[0029] 1, when the movable wall 70A is in the open state, the first movable wall 71A and the second movable wall 71B are arranged along the side walls 35 (the first side wall 35A and the second side wall 35B) on both sides in the width direction Dw. Thus, when in the open state, the movable wall 70A opens the space between the pair of side walls 35 in the width direction Dw. As a result, the vehicle 100 is allowed to enter the intersection 4 from the dedicated track section 3.

[0030] As shown in Fig. 6, when the movable wall 70A is in the closed state, the first movable wall 71A and the second movable wall 71B are arranged to extend in the width direction Dw when viewed from above Dvt in the vertical direction Dv. As a result, the movable wall 70A in the closed state closes the gap between the pair of side walls 35 in the width direction Dw. As a result, the vehicle 100 cannot enter the intersection 4 from the dedicated track section 3. In addition, the intrusion of users of the general road 7, such as automobiles 200 and pedestrians, from the intersection 4 to the dedicated track section 3 is prevented.

[0031] The intersection 4 of this embodiment further includes an information notification unit 47 that notifies information indicating whether or not entry into the intersection 4 from the general road 7 is possible. Examples of the information notification unit 47 include a traffic light, an alarm, and an information display monitor. The traffic light notifies information indicating whether or not entry into the intersection 4 from the general road 7 is possible as a signal that can be seen by the automobile 200 and pedestrians on the general road 7 approaching the intersection 4 by lighting a lamp or the like. The alarm notifies information indicating whether or not entry into the intersection 4 from the general road 7 is possible as information that can be confirmed by hearing, such as a voice or an alarm sound. The information display monitor notifies information indicating whether or not entry into the intersection 4 from the general road 7 is possible as visual information such as text information or image information. As a result, when the movable wall 70A is in a closed state and the vehicle 100 cannot pass through the intersection 4 from the dedicated track section 3, it allows the automobile 200, pedestrians, and the like to enter the intersection 4.

[0032] The opening and closing operation of the movable wall 70A and the notification of information by the information notification unit 47 are automatically controlled by a control device (not shown). When the control device (not shown) detects the approach of the vehicle 100 to the intersection 4 by a train detection device (not shown) arranged on the dedicated track section 3, the control device (not shown) transitions the movable wall 70A from a closed state to an open state at a predetermined timing and causes the information notification unit 47 to notify the automobiles 200, pedestrians, etc. of information prohibiting them from entering the intersection 4.

[0033] In this embodiment, as shown in FIG. 2, the electric train wire 9 is preferably disposed above the vehicle 100 in the vertical direction Dv, Dvt. The electric train wire 9 contacts the current collector 104 disposed on the upper part of the vehicle 100 to supply power to the vehicle 100 traveling on the travel path 6. This prevents electric shock accidents caused by automobiles 200 and pedestrians passing through the intersection 4 accidentally touching the electric train wire 9. If batteries are made smaller, have a larger capacity, and are less expensive, it will be possible to eliminate overhead lines by using a battery power source instead of constant current collection. As a result, there will be no need to place the electric train wire 9 at the intersection 4, and a safer system with fewer electric shock accidents will be possible.

[0034] (Vehicle configuration) As shown in Figures 2, 4, 5, and 7, the vehicle 100 of this embodiment includes a vehicle body 101, a bogie section 102, the above-mentioned current collecting device 104, running wheels 110, guide wheels 120, and guide wheels 130.

[0035] The bogie sections 102 are fixed to the front and rear of the vehicle 100 in the traveling direction, which is a first direction Da. Each bogie section 102 is disposed under the vehicle body 101. Each bogie section 102 is supported rotatably around a steering shaft (not shown) extending in the vertical direction Dv with respect to the vehicle body 101. Running wheels 110, guide wheels 120, and guide wheels 130 are fixed to each bogie section 102.

[0036] A pair of running wheels 110 are arranged on both sides of the carriage portion 102 in the width direction Dw. The running wheels 110 are made of rubber tires and are rotated by an electric motor (not shown). The running wheels 110 roll on the running surface 6f of the runway 6 to cause the vehicle 100 to travel.

[0037] The guide wheels 120 contact the first guide rail 32, thereby enabling the vehicle 100 to run along the dedicated track section 3. As shown in FIG. 4, the guide wheels 120 are disposed in the center of the bogie section 102 in the width direction Dw. The guide wheels 120 are supported by the bogie section 102 via a support member 106. A pair of the guide wheels 120 are disposed at intervals in the width direction Dw. Each guide wheel 120 is supported by the bogie section 102 so as to be rotatable around a rotation axis extending in the vertical direction Dv. The pair of guide wheels 120 are disposed on the dedicated track section 3 at positions where they can contact the first guide rail 32. The guide wheels 120 of this embodiment are disposed at positions where they can contact the first guide rail 32 at the width dimension reduction section 32s, but can contact the first guide rail 32 at the width dimension constant section 32t. The pair of guide wheels 120 are disposed on the dedicated track portion 3 so as to sandwich the first guide rail 32 from both outer sides in the width direction Dw.

[0038] The guide wheels 130 contact the second guide rail 42, thereby enabling the vehicle 100 to travel along the intersection 4. The guide wheels 130 are disposed in a position biased to one side in the width direction Dw on the bogie section 102. That is, the guide wheels 130 are disposed in a position offset from the guide wheels 120 in the width direction Dw so as not to overlap with the guide wheels 120. The guide wheels 130 are supported on the bogie section 102 via a support member 106. Two sets of the guide wheels 130 are disposed apart on both sides of the vehicle body 101 in the first direction Da. The guide wheels 130 are supported rotatably around a rotation axis extending in the width direction Dw. The guide wheels 130 are disposed so as to protrude downward Dvu in the vertical direction Dv with respect to the guide wheels 120 and the running wheels 110.

[0039] As shown in FIG. 5, the guide wheel 130 is disposed at a position on the intersection 4 where it can come into contact with the second guide rail 42. The guide wheel 130 of this embodiment is also capable of coming into contact with the second guide rail 42 in an area on the dedicated track section 3 where a part of the second guide rail 42 is disposed. The guide wheel 130 has a guide wheel body 131 and an insertion section 133. The guide wheel 130 is disposed at a position where it can come into contact with the second guide rail 42 at the constant interval section 42t, without coming into contact with the second guide rail 42 at the narrowing interval section 42s. The guide wheel 130 is attached to the support member 106 by a pressing mechanism using an elastic body (spring, rubber, etc.) so that a certain or more downward pressing force is maintained against the second guide rail 42 even if there is vertical displacement due to vertical movement of the vehicle 100 or wear of each part, and the guide wheel 130 does not ride up and fall off the second guide rail.

[0040] The guide wheel body 131 is formed in a disk shape centered on a rotation axis extending in the width direction Dw. The outer circumferential surface of the guide wheel body 131 contacts the upper surfaces of the pair of rail members 43A and 43B constituting the second guide rail 42 described above.

[0041] The insertion portion 133 is formed so as to protrude from the center in the width direction Dw of the outer circumferential surface of the guide wheel body 131 to the outside in the radial direction of the guide wheel body 131. The insertion portion 133 is formed in a triangular shape so that the dimension in the width direction Dw gradually decreases toward the radially outer side in a cross-sectional view in the circumferential direction of the guide wheel body 131. The insertion portion 133 is inserted between the pair of rail members 43A and 43B in the width direction Dw.

[0042] 2, the current collector 104 comes into contact with the electric rail 9 to supply electric power to an electric motor that rotates the running wheels 110. The current collector 104 of this embodiment is disposed above the car body 101 in a vertical direction Dv, Dvt.

[0043] In the track-based transportation system 1A as described above, the vehicle 100 runs along the track 2. On the track 2, the vehicle 100 runs continuously on the dedicated track section 3 and the running path 6 of the intersection section 4. As shown in FIG. 4, on the dedicated track section 3, the vehicle 100 is guided by the first guide rail 32 by bringing the guide wheel 120 into contact with the first guide rail 32. As the guide wheel 120 rotates while contacting the first guide rail 32, the vehicle 100 runs on the running surface 6f along the first guide rail 32 by the running wheel 110. Furthermore, as shown in FIG. 5, at the intersection section 4, the vehicle 100 is guided by the second guide rail 42 by bringing the guide wheel 130 into contact with the second guide rail 42. The guide wheel 130 rotates while the outer circumferential surface of the guide wheel main body 131 contacts the upper surfaces of the pair of rail members 43A and 43B, and the insertion portion 133 is inserted between the pair of rail members 43A and 43B in the width direction Dw. As a result, the vehicle 100 runs on the running surface 6f along the second guide rail 42 by the running wheels 110.

[0044] As shown in FIG. 1, FIG. 4, and FIG. 5, at the boundary between the dedicated track section 3 and the intersection section 4, when the vehicle 100 enters the intersection section 4 from the dedicated track section 3, the pair of guide wheels 120 contact both sides of the first guide rail 32 in the width direction Dw, and the guide wheels 130 enter the narrowed interval section 42s. In the narrowed interval section 42s, the interval W2 between the pair of rail members 43A and 43B gradually narrows from a large wide state as it approaches the intersection section 4. Therefore, in the constant interval section 42t connected to the narrowed interval section 42s, the insertion section 133 of the guide wheel 130 smoothly enters between the pair of rail members 43A and 43B. In addition, in the process in which the guide wheel 130 advances through the narrowed interval section 42s, the pair of guide wheels 120 enter the narrowed width section 32s. In the narrowed width section 32s, the width dimension W1 of the first guide rail 32 gradually decreases as it approaches the intersection section 4. Therefore, in the width reducing portion 32s connected to the constant width portion 32t, the pair of guide wheels 120 are not in contact with the first guide rail 32. Therefore, as shown in FIG. 8, in the position where the width reducing portion 32s and the constant interval portion 42t overlap in the first direction Da, the insertion portion 133 is inserted between the pair of rail members 43A and 43B, while the guide wheels 120 gradually move away from the first guide rail 32 in the width direction Dw. As a result, the vehicle 100 is guided by the second guide rail 42, not the first guide rail 32, in the constant interval portion 42t. After the insertion portion passes through the interval reducing portion 42s, the guide wheels 120 smoothly exit the first guide rail 32 via the width reducing portion 32s.

[0045] In addition, when the vehicle 100 enters the dedicated track section 3 from the intersection 4, the pair of guide wheels 120 enter the width reduction section 32s with the guide wheels 130 in contact with the second guide rail 42. In the width reduction section 32s, the width dimension W1 of the first guide rail 32 gradually increases as it moves away from the intersection 4. Therefore, in the width constant section 32t connected to the width reduction section 32s, the pair of guide wheels 120 smoothly contact both sides of the first guide rail 32 in the width direction Dw. In addition, while the pair of guide wheels 120 advance through the width reduction section 32s, the guide wheels 130 enter the interval reduction section 42s. In the interval reduction section 42s, the interval W2 between the pair of rail members 43A and 43B gradually increases as it moves away from the intersection 4. Therefore, in the interval reduction section 42s, the guide wheels 130 are not in contact with the pair of rail members 43A and 43B. As a result, the vehicle 100 is guided at the constant width portion 32t by the first guide rail 32, not the second guide rail 42. Thereafter, the guide wheel 130 comes out of the end 42b or 42a of the second guide rail 42, so that guidance is smoothly switched from the second guide rail 42 to the first guide rail 32.

[0046] (Action and effect) In the track-based transportation system 1A having the above configuration, the track 2 of the vehicle 100 includes a dedicated track section 3 having a dedicated track 61 on which only the vehicle 100 runs, and an intersection section 4 having an intersection track 62 on which not only the vehicle 100 but also automobiles 200, pedestrians, and bicycles can pass. Therefore, the vehicle 100 can run continuously between the dedicated track section 3 and the intersection section 4 using the dedicated track 61 of the dedicated track section 3 and the intersection track 62 of the intersection section 4 as the runway 6. At that time, in the dedicated track section 3, the vehicle 100 is guided by the first guide rail 32 by bringing the guide wheels 120 into contact with the first guide rail 32. On the other hand, in the intersection section 4, the vehicle 100 is guided by the second guide rail 42 by bringing the guide wheels 130 into contact with the second guide rail 42. Therefore, even if the vehicle 100 runs across the dedicated track section 3 and the intersection section 4, it can continue to run stably. Furthermore, at the intersection 4, the second guide rail 42 is disposed in a groove 41 recessed downward Dvu in the vertical direction Dv with respect to the running surface 6f. Therefore, at the intersection 4, the second guide rail 42 is prevented from protruding upward Dvt with respect to the running surface 6f. Therefore, the second guide rail 42 is prevented from interfering with the passage of automobiles 200, pedestrians, etc. on the general road 7 at the intersection 4. As a result, in the track-based transportation system 1A, the running path 6 on which the vehicle 100 travels and the general road 7 intersect on the same plane, while preventing the passage of automobiles 200, pedestrians, etc. on the general road 7 from being impeded.

[0047] The track 2 also includes a movable wall 70A. The movable wall 70A can be opened and closed between a closed state in which the space between the pair of side walls 35 is blocked and an open state in which the space between the pair of side walls 35 is opened at the boundary between the intersection 4 and the dedicated track section 3. With this, when the movable wall 70A is in the closed state, it becomes difficult for automobiles 200 and pedestrians passing through the intersection 4 to enter the dedicated track section 3. When the movable wall 70A is in the open state, the vehicle 100 traveling on the dedicated track section 3 can pass through the intersection 4. Therefore, it is possible to prevent automobiles 200 and pedestrians on the general road 7 from entering the dedicated track section 3 without impeding the travel of the vehicle 100, thereby ensuring safety.

[0048] In addition, in the closed state, the movable wall 70A blocks the space between the pair of side walls 35 so as to prevent the automobile 200 from entering the dedicated track section 3 from the intersection 4. This prevents the automobile 200 from entering the dedicated track section 3 and damaging the facilities of the dedicated track section 3.

[0049] In addition, the dedicated track section 3 has a main groove section 34 that is continuous with the groove section 41. The guide wheel 130 that is connected to the vehicle 100 and can contact the second guide rail 42 is disposed in the main groove section 34 when the vehicle 100 travels on the dedicated track section 3. This prevents the guide wheel 130 from interfering with the dedicated runway 61 of the dedicated track section 3 while the vehicle 100 is traveling on the dedicated track section 3. This eliminates the need to retract the guide wheel 130 that has been in contact with the second guide rail 42 at the intersection 4 to the upper Dvt on the dedicated track section 3. In other words, it is no longer necessary to install a mechanism for raising and lowering the guide wheel 130 on the vehicle 100, and a vehicle 100 that is more cost-effective can be provided.

[0050] Further, the second guide rail 42 includes a pair of rail members 43A and 43B. Furthermore, the guide wheel 130 includes an insertion portion 133 that can be inserted between the pair of rail members 43A and 43B. Thus, by inserting the insertion portion 133 between the pair of rail members 43A and 43B of the second guide rail 42, the movement of the guide wheel 130 in the width direction Dw is restricted by the pair of rail members 43A and 43B. As a result, the vehicle 100 can be stably guided by the second guide rail 42 via the guide wheel 130.

[0051] In addition, the ends 42a and 42b of the second guide rail 42 arranged in the dedicated track section 3 have narrower gap sections 42s. Therefore, when the vehicle 100 enters the intersection section 4 from the dedicated track section 3, the insertion section 133 of the guide wheel 130 is smoothly inserted between the pair of rail members 43A and 43B. As a result, the guide wheel 130 can stably contact the second guide rail 42, and the vehicle 100 can be guided more stably.

[0052] In addition, the guide wheels 120 sandwich the first guide rail 32 from both sides in the width direction Dw, and the first guide rail 32 has the width dimension reduction portion 32s at a position closer to the intersection 4 than the space reduction portion 42s. As a result, when the vehicle 100 enters the intersection 4 from the dedicated track portion 3, the guide wheels 120 reach the width dimension reduction portion 32s after the guide wheels 130 reach the space reduction portion 42s and are in a state where they can stably contact the second guide rail 42. As a result, while the vehicle 100 is guided by the second guide rail 42, the guide wheels 120 smoothly exit the first guide rail 32 through the width dimension reduction portion 32s of the first guide rail 32. Therefore, the second guide rail 42 and the first guide rail 32 can be smoothly transferred. As a result, the vehicle 100 can be stably run even at the boundary between the dedicated track portion 3 and the intersection 4.

[0053] The vehicle 100 as described above includes a running wheel 110, a guide wheel 120 that can contact the first guide rail 32, and a guide wheel 130 that can contact the second guide rail 42. As a result, the vehicle 100 is guided by the first guide rail 32 at the position where the first guide rail 32 is arranged by bringing the guide wheel 120 into contact with the first guide rail 32. Also, at the position where the second guide rail 42 is arranged at a position different from the first guide rail 32, the vehicle 100 is guided by the second guide rail 42 by bringing the guide wheel 130 into contact with the second guide rail 42. By using such a vehicle 100, in the track-based transportation system 1A, the running path 6 on which the vehicle 100 runs and the general road 7 can be intersected on the same plane, and the obstruction of the passage of the automobiles 200 and pedestrians on the general road 7 can be suppressed.

[0054] Second Embodiment Next, a second embodiment of the track-based transportation system and vehicle according to the present disclosure will be described. In the second embodiment described below, components common to the first embodiment will be denoted by the same reference numerals in the drawings and will not be described. In the second embodiment, the configuration of the movable wall 70B is different from that of the first embodiment.

[0055] As shown in FIG. 9, in the second embodiment, the track 2 of the track-based transportation system 1B is provided with a movable wall 70B at the boundary between the intersection 4 and the dedicated track section 3. The movable wall 70B is disposed at the boundary between the intersection 4 and the dedicated track section 3A on the first side Da1 in the first direction Da with respect to the intersection 4, and at the boundary between the intersection 4 and the dedicated track section 3B on the second side Da2 in the first direction Da with respect to the intersection 4. Each movable wall 70B is openable and closable between a closed state in which the space between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) is closed and an open state in which the space between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) is opened and closed at the boundary between the intersection 4 and the dedicated track section 3. In the second embodiment, the space S2, which is the distance between the first side walls 35A and the second side walls 35B in the first direction Da, is wider than the space S1, which is the distance between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) in the width direction Dw.

[0056] The movable wall 70B includes a first movable wall 72A disposed on one side in the width direction Dw and a second movable wall 72B disposed on the other side in the width direction Dw. As in the first embodiment, the first movable wall 72A and the second movable wall 72B constituting the movable wall 70B each have a first end 72s rotatably connected to an end of the side wall 35.

[0057] The first movable wall 72A and the second movable wall 72B constituting the movable wall 70B each have a length that changes between the closed state and the open state. Specifically, the length changes in a direction connecting a first end 72s and a second end 72t opposite to the first end 72s. The first movable wall 72A and the second movable wall 72B each include a movable wall main body 721 and an expandable wall 722.

[0058] The movable wall main body 721 has a first end 72s. That is, the movable wall main body 721 is connected to an end of the side wall 35 so as to be rotatable around a rotation axis extending in the vertical direction Dv. The telescopic wall 722 has a second end 72t. The telescopic wall 722 is movable in parallel with the movable wall main body 721 in a direction connecting the first end 72s and the second end 72t. The telescopic wall 722 is configured to be accommodated inside the movable wall main body 721. The telescopic wall 722 is movable from the movable wall main body 721 in a direction connecting the first end 72s and the second end 72t so as to protrude from the second end 72t. By the movement of the telescopic wall 722 relative to the movable wall main body 721, the lengths of the first movable wall 72A and the second movable wall 72B in the direction connecting the first end 72s and the second end 72t change. The movement of the extendable wall 722 in the direction connecting the first end 72s and the second end 72t is performed by an appropriate moving mechanism such as a cylinder mechanism or a ball screw mechanism built into the movable wall main body 721, for example.

[0059] In this embodiment, for example, the interval S2 between the side wall 35 of the dedicated track section 3A located on the first side Da1 in the first direction Da and the side wall 35 of the dedicated track section 3B located on the second side Da2 in the first direction Da across the intersection 4 is larger than the interval S1 between the side walls 35 on both sides in the width direction Dw of the dedicated track section 3. Therefore, when in the closed state, the first movable wall 72A and the second movable wall 72B each accommodate the telescopic wall 722 in the movable wall main body 721, and minimize the length in the direction connecting the first end 72s and the second end 72t. As a result, the first movable wall 72A and the second movable wall 72B close the space between a pair of side walls 35 (the first side walls 35A and the second side walls 35B) that are separated in the width direction Dw. In addition, when the first movable wall 72A and the second movable wall 72B are in the open state, the expandable wall 722 protrudes most from the movable wall main body 721, and the length in the direction connecting the first end 72s and the second end 72t is maximized. As a result, the first movable wall 72A and the second movable wall 72B close the gap between the side wall 35 of the dedicated track portion 3A located on the first side Da1 in the first direction Da and the side wall 35 of the dedicated track portion 3B located on the second side Da2 in the first direction Da, with the intersection 4 in between.

[0060] In the track-based transportation system 1B described above, the length of the movable wall 70B in the direction connecting the first end 72s and the second end 72t changes between the closed state and the open state. Therefore, even if the interval S1 between the pair of side walls 35 in the width direction Dw is different from the interval S2 between the first side walls 35A and the second side walls 35B in the first direction Da at the intersection 4, the movable wall 70B closes the gap between the pair of side walls 35 in the closed state, and closes the gap between the side walls 35 of the dedicated track sections 3A and 3B separated in the first direction Da across the intersection 4 in the open state. In other words, it is possible to prevent the automobile 200, pedestrians, etc. from entering the intersection 4 when the vehicle 100 is passing through the intersection 4, or from entering the dedicated track section 3 from the intersection 4. Therefore, regardless of the size of the intersection 4, the safety of the automobile 200, pedestrians, etc. can be ensured.

[0061] Third embodiment Next, a third embodiment of the track-based transportation system and vehicle according to the present disclosure will be described. In the third embodiment described below, the same reference numerals are given to components common to the first and second embodiments, and the description thereof will be omitted. In the third embodiment, the configuration of the movable wall 70C is different from the first and second embodiments.

[0062] As shown in FIG. 10, in the third embodiment, the track 2 of the track-based transportation system 1C is provided with a movable wall 70C at the boundary between the intersection 4 and the dedicated track section 3. The movable walls 70C are arranged in the first direction Da, sandwiching the intersection 4, at the boundary between the intersection 4 of the dedicated track section 3A on the first side Da1 and the boundary between the intersection 4 of the dedicated track section 3B on the second side Da2. Each movable wall 70C is openable between a closed state in which the space between the pair of side walls 35 (the first side wall 35A and the second side wall 35B) is closed and an open state in which the space is opened at the boundary between the intersection 4 and the dedicated track section 3. In the third embodiment, as in the second embodiment, the space S2 between the first side walls 35A and the second side walls 35B in the first direction Da is wider than the space S1 between the first side wall 35A and the second side wall 35B in the width direction Dw.

[0063] The movable wall 70C of the third embodiment has a length that changes between the closed state and the open state. Specifically, as in the second embodiment, the first movable wall 73A and the second movable wall 73B constituting the movable wall 70C have a length that changes in a direction connecting a first end 73s and a second end 72t opposite to the first end 73s. However, the movable wall 70C of the third embodiment is different from the movable wall 70B of the second embodiment in the structure that changes the length. The first movable wall 73A and the second movable wall 73B constituting the movable wall 70C each include a movable wall main body 731 and an unfolding wall 732.

[0064] The movable wall main body 731 has a first end 73s. That is, the movable wall main body 731 is connected to the end of the side wall 35 so as to be rotatable around a rotation axis extending in the vertical direction Dv. The unfolding wall 732 has a second end 73t. The unfolding wall 732 is connected to the movable wall main body 731 at an end 731s opposite to the second end 73t so as to be rotatable around an axis extending in the vertical direction Dv. The first movable wall 73A and the second movable wall 73B are each configured to be movable between a folded state and an unfolded state in which the unfolding wall 732 is unfolded. The folded state is a state in which the unfolding wall 732 is folded and in contact with the surface of the movable wall main body 731. The unfolded state is a state in which the unfolding wall 732 is rotated from the folded state and unfolded so that the movable wall main body 731 and the unfolding wall 732 are aligned in a straight line. By moving the unfolding wall 732 between the folded state and the unfolded state, the lengths of the first movable wall 73A and the second movable wall 73B in the direction connecting the first end 73s and the second end 73t are changed. The unfolding operation of the unfolding wall 732 is performed by an appropriate mechanism such as a motor built into the movable wall main body 731.

[0065] In the present embodiment, when the first movable wall 73A and the second movable wall 73B are in the closed state, the deployed wall 732 is in the folded state. As a result, the movable wall main body 731 and the deployed wall 732 are folded so as to come into contact with each other, and the first movable wall 73A and the second movable wall 73B have the shortest length in the direction connecting the first end 72s and the second end 72t. In this folded state, the first movable wall 73A and the second movable wall 73B close the space between a pair of side walls 35 (the first side walls 35A and the second side walls 35B) that are separated in the width direction Dw. In addition, when the first movable wall 73A and the second movable wall 73B are in the open state, the deployed wall 732 is in the deployed state. As a result, the movable wall main body 731 and the deployed wall 732 are deployed so as to be aligned in a tangent straight line, and the first movable wall 73A and the second movable wall 73B have the longest length in the direction connecting the first end 72s and the second end 72t. As a result, the first movable wall 73A and the second movable wall 73B block the space between the side wall 35 of the dedicated track section 3A located on the first side Da1 in the first direction Da and the side wall 35 of the dedicated track section 3B located on the second side Da2 in the first direction Da, across the intersection 4.

[0066] In the track-based transportation system 1C as described above, the length of the movable wall 70C in the direction connecting the first end 73s and the second end 73t changes between the closed state and the open state. Therefore, even if the interval S1 between the pair of side walls 35 in the width direction Dw is different from the interval S2 between the first side walls 35A and the second side walls 35B in the first direction Da at the intersection 4, the movable wall 70C closes the gap between the pair of side walls 35 in the closed state, and closes the gap between the side walls 35 of the dedicated track sections 3A and 3B separated in the first direction Da across the intersection 4 in the open state. In other words, it is possible to prevent the automobile 200, pedestrians, etc. from entering the intersection 4 when the vehicle 100 is passing through the intersection 4, or from entering the dedicated track section 3 from the intersection 4. Therefore, the safety of the automobile 200, pedestrians, etc. can be ensured regardless of the size of the intersection 4.

[0067] Fourth embodiment Next, a fourth embodiment of the track-based transportation system and vehicle according to the present disclosure will be described. In the fourth embodiment described below, components common to the first to third embodiments are given the same reference numerals in the drawings and will not be described. In the fourth embodiment, the configuration of the track of the dedicated track section 3 is different from the first to third embodiments. The track 2 of the track-based transportation system 1D includes a dedicated track section 3 and an intersection section 4.

[0068] As shown in FIGS. 11 and 12, the dedicated track section 3 of the track-based transportation system 1D of the third embodiment includes a roadbed 30, a dedicated runway 61D, a first guide rail 32, and a side wall .

[0069] The dedicated runway 61D is formed with a bottom surface portion 38, a running section 39 having a running surface 6f, and a rail support portion 37. The bottom surface portion 38 is located at a position Dvu below the running surface 6f in the vertical direction Dv. The running section 39 protrudes upward Dvt from the bottom surface portion 38. The running section 39 extends along the first direction Da over the entire length of the dedicated track section 3. The running surface 6f of the dedicated runway 61D is formed on the upper surface of the running section 39.

[0070] In addition, a rail support portion 37 that supports the first guide rail 32 is formed in the center of the dedicated running path 61D in the width direction Dw. The rail support portion 37 is raised upward Dvt from the bottom surface portion 38. That is, in the dedicated running path 61D, the running portion 39 and the rail support portion 37 are raised upward Dvt in the vertical direction Dv from the bottom surface portion 38. The rail support portion 37 is raised upward Dvt from the bottom surface portion 38 to the position of the running surface 6f, similar to the running portion 39. The rail support portion 37 extends along the first direction Da over the entire length of the dedicated track portion 3. The first guide rail 32 is disposed on the rail support portion 37.

[0071] Moreover, the dedicated track section 3 of the track-based transportation system 1D of the third embodiment does not have the main groove portion 34. Instead, the bottom surface portion 38 is formed so as to be continuous with the groove portion 41. Therefore, a part of the second guide rail 42 is accommodated in the bottom surface portion 38 in the dedicated track section 3.

[0072] The bottom surface portion 38 is formed only on the dedicated track portion 3, and is not formed on the intersection portion 4. That is, at the intersection portion 4, there is no region other than the groove portion 41 that is recessed with respect to the running surface 6f.

[0073] As a result, in the dedicated track section 3, the bottom surface portion 38 is located at a lower Dvu in the vertical direction Dv than the running surface 6f. When the vehicle 100 runs on the dedicated track section 3, the guide wheel 130 that can contact the second guide rail 42 at the intersection 4 passes through the bottom surface portion 38. This prevents the guide wheel 130 from interfering with the dedicated runway 61D of the dedicated track section 3 while the vehicle 100 is running on the dedicated track section 3. This eliminates the need to retract the guide wheel 130 that has been in contact with the second guide rail 42 at the intersection 4 to the upper Dvt in the dedicated track section 3. In other words, it is no longer necessary to install a mechanism for raising and lowering the guide wheel 130 on the vehicle 100, and the vehicle 100 can be provided at a lower cost. The amount of concrete used when forming the dedicated runway 61D can be reduced. As a result, the dedicated runway 61D can be formed at a low cost.

[0074] Fifth embodiment Next, a fifth embodiment of the track-based transportation system and vehicle according to the present disclosure will be described. In the fifth embodiment described below, components common to the first to fourth embodiments are given the same reference numerals in the drawings and will not be described. The fifth embodiment differs from the first to fourth embodiments in that it includes an additional track section 5.

[0075] As shown in FIG. 13, a track 2 of a track-based transportation system 1E includes a dedicated track section 3, an intersection section 4, an auxiliary track section 5, and a movable wall 70A.

[0076] (Configuration of the parallel track section) 13 and 14, the adjacent track section 5 allows a vehicle 100E and an automobile 200 to pass through. The adjacent track section 5 includes a vehicle passageway 52, an adjacent groove section 54, and a third guide rail 53.

[0077] The vehicle passage 52 is formed by integrating the adjacent runway 63 forming the runway 6 in the adjacent track section 5 with the general road 7. The vehicle passage 52 is designed to be accessible not only to the vehicle 100E but also to the automobile 200. The vehicle passage 52 extends in the first direction Da so as to be continuous with the dedicated runway 61 and the intersection runway 62. That is, a running surface 6f is also formed on the vehicle passage 52. Therefore, the vehicle 100E that has entered the adjacent track section 5 from the dedicated track section 3 through the intersection section 4 runs on the vehicle passage 52 while the running wheels 110 roll. The runway 61 in the dedicated track section 3 is made of concrete pavement from the viewpoint of wear resistance, but it is also preferable that the intersection runway 62 and the adjacent runway 63 in the adjacent track section 5 are also made of concrete pavement in order to avoid wear and flatness of the running road surface due to rutting caused by the running of the vehicle 100 and the automobile 200. Most roads used for general traffic are paved with asphalt, and therefore the period for periodic overlay paving is shorter than that for concrete pavements, making it possible to avoid service interruptions due to maintenance work on the running surface.

[0078] The adjacent groove portion 54 is formed so as to be continuous with the main body groove portion 34 of the dedicated track portion 3 and the groove portion 41 of the intersection portion 4. In other words, the adjacent groove portion 54 is formed at the same position as the main body groove portion 34 and the groove portion 41 in the width direction Dw when viewed from the vertical direction Dv. The adjacent groove portion 54 extends in the first direction Da over the entire length of the vehicle passage 52. The adjacent groove portion 54 is formed so as to be recessed downward Dvu in the vertical direction Dv with respect to the running surface 6f. The adjacent groove portion 54 is formed to be the same size as the main body groove portion 34 and the groove portion 41.

[0079] The third guide rail 53 is disposed at a position different from the first guide rail 32 of the dedicated track section 3 in the width direction Dw. The third guide rail 53 is disposed at a position so as to be continuous with the second guide rail 42 in the width direction Dw. The third guide rail 53 is disposed in the side groove section 54 so as not to protrude upward Dvt in the vertical direction Dv with respect to the running surface 6f. The third guide rail 53 extends in the first direction Da over the entire length of the side track section 5. The third guide rail 53 of this embodiment is integrally formed with the second guide rail 42. That is, the third guide rail 53 of this embodiment has the same structure as the second guide rail 42. Specifically, the third guide rail 53 is composed of a pair of rail members 43A and 43B disposed at an interval in the width direction Dw. In the side track section 5, the pair of rail members 43A and 43B are disposed at a fixed interval. Therefore, the guide wheels 130 are in succession in contact with the second guide rail 42 and the third guide rail 53, so that the vehicle 100E is guided by the third guide rail 53 on the parallel track section 5.

[0080] Furthermore, in this embodiment, the track 2 is preferably provided with a guide pole 97 and an information display unit 98 such as a zebra zone on the adjacent runway 63, facing the position where the movable wall 70A at the boundary between the adjacent track section 5 and the dedicated track section 3 is located. The guide pole 97 and the information display unit 98 suppress the entry of the automobile 200 from the adjacent track section 5 or the dedicated track section 3 from the intersection section 4, and the stopping of the automobile in the moving range of the movable wall 70A. When viewed from the vertical direction Dv, the guide poles 97 are arranged at intervals on imaginary extension lines extending in the first direction Da from the pair of side walls 35 into the intersection section 4.

[0081] When the vehicle 100E travels on such a side track section 5, the vehicle 100E travels on the side track 63 like a streetcar. As shown in FIG. 14, in the side track section 5, the vehicle 100E is guided by the third guide rail 53 by bringing the guide wheel 130 into contact with the third guide rail 53. In the portion where the third guide rail 53 is arranged, the outer circumferential surface of the guide wheel main body 131 contacts the upper surfaces of the pair of rail members 43A and 43B constituting the third guide rail 53. The insertion portion 133 is inserted between the pair of rail members 43A and 43B. In this way, the guide wheel 130 can contact the second guide rail 42 of the intersection portion 4 and the third guide rail 53 of the side track section 5.

[0082] As shown in FIGS. 14 and 15, the vehicle 100E of the fifth embodiment further includes a restraining member 140 and an obstacle deflector 150. As shown in FIG.

[0083] The restraining member 140 restrains the guide wheel 130 from moving upward Dvt in the vertical direction Dv relative to the second guide rail 42 (or the third guide rail 53) when the guide wheel 130 is in contact with the second guide rail 42 (or the third guide rail 53). The restraining member 140 of this embodiment integrally has a stay portion 141 and an engagement protrusion 142.

[0084] The stay portion 141 is disposed at a position inserted between the pair of rail members 43A and 43B in the width direction Dw. The stay portion 141 extends downward Dvu in the vertical direction Dv from the support member 106 at a position not interfering with the guide wheel 130. The stay portion 141 extends to a position midway between the pair of rail members 43A and 43B when viewed from the first direction Da. The length of the stay portion 141 in the width direction Dw is smaller than the dimension between the heads of the pair of rail members 43A and 43B.

[0085] The engagement projection 142 is capable of engaging with the heads of the pair of rail members 43A and 43B from below. The engagement projection 142 extends from the lower end of the stay portion 141 to both sides in the width direction Dw. The length of the engagement projection 142 in the width direction Dw is greater than the dimension between the heads of the pair of rail members 43A and 43B. By the engagement projection 142 engaging with the heads of the pair of rail members 43A and 43B from below, the restraining member 140 is restrained from moving upward Dvt in the vertical direction Dv relative to the pair of rail members 43A and 43B.

[0086] The restraining member 140 may be configured to be able to rise and fall in the vertical direction Dv, for example, by a cylinder mechanism, a link mechanism, or the like. In this case, when the vehicle 100E travels with the guide wheel 130 in contact with the second guide rail 42 of the intersection section 4 or the third guide rail 53 of the parallel track section 5, the restraining member 140 may be lowered to engage with the second guide rail 42 or the third guide rail 53, and may be retracted above the second guide rail 42 or the third guide rail 53 at other times.

[0087] The obstacle clearer 150 clears foreign objects on the second guide rail 42 (or the third guide rail 53) with the guide wheel 130 in contact with the second guide rail 42 (or the third guide rail 53). The obstacle clearer 150 is disposed forward of the guide wheel 130 in the traveling direction of the vehicle 100E. The obstacle clearer 150 is supported by the support member 106. The obstacle clearer 150 is disposed in a position where it does not interfere with the guide wheel 130 or the restraining member 140. The obstacle clearer 150 is preferably disposed with a small gap from the upper surface of the second guide rail 42 or the third guide rail 53 with which the outer peripheral surface of the guide wheel body 131 contacts.

[0088] In addition, the obstacle clearing device 150 may be equipped with a rubber blade or brush that slides against the second guide rail 42 or the third guide rail 53.

[0089] The vehicle 100E may also be provided with a sensor capable of detecting an object ahead of the vehicle 100E, such as a laser, on at least one of the track 2 and the vehicle 100E. Furthermore, the vehicle 100E may further be provided with a structure that brings the vehicle 100E to an emergency stop when it is detected that an automobile 200 or a pedestrian has entered the path of the vehicle 100E at the intersection 4 or the parallel track section 5.

[0090] (Action and effect) The track-based transportation system 1E as described above includes, in a part of the track 2, an adjacent track section 5 on which the vehicle 100E and the automobile 200 can pass. In the adjacent track section 5, the vehicle 100E travels on a vehicle passageway 52 in which the travelway 6 and the general road 7 are integrally formed, while being guided by the third guide rail 53 by bringing the guide wheels 130 into contact with the third guide rail 53. In other words, since the automobile 200 also travels on the vehicle passageway 52, in the adjacent track section 5, the automobile 200 and the vehicle 100E traveling on the track 2 can run side by side like a streetcar. Furthermore, the third guide rail 53 is disposed in the adjacent groove section 54 so as not to protrude from the vehicle passageway 52. ​​Therefore, the third guide rail 53 is prevented from obstructing the passage of the automobile 200 on the vehicle passageway 52.

[0091] Furthermore, in the vehicle 100E, with the guide wheels 130 in contact with the second guide rail 42 or the third guide rail 53, the movement of the guide wheels 130 in the vertical direction Dv relative to the second guide rail 42 or the third guide rail 53 in the upward direction Dvt is restricted by the restraining member 140. This prevents the guide wheels 130 from coming off the second guide rail 42 or the third guide rail 53. This allows the vehicle 100E to be stably guided by the second guide rail 42 or the third guide rail 53 at the intersection 4 or the adjacent track section 5.

[0092] The vehicle 100E is also equipped with an obstacle clearing device 150. Therefore, while the vehicle 100E is traveling at the intersection 4 or the adjacent track section 5, foreign objects on the second guide rail 42 or the third guide rail 53 before the guide wheel 130 comes into contact with them are cleared by the obstacle clearing device 150. This prevents the guide wheel 130 from riding up like a foreign object and coming off the second guide rail 42 or the third guide rail 53. Therefore, the influence of foreign objects on the second guide rail 42 or the third guide rail 53 can be suppressed, and the vehicle 100E can be more stably guided by the second guide rail 42 or the third guide rail 53 at the intersection 4 or the adjacent track section 5.

[0093] (Modification of the fifth embodiment) As shown in FIG. 16 and FIG. 17, in the vehicle passage 52 of the auxiliary track section 5, the auxiliary track 63 on which the vehicle 100E runs includes a main line travel path 631 and a branch travel path 632 branched from the main line travel path 631. In this case, the third guide rail 53 includes a main line guide rail 531 extending along the main line travel path 631 and a branch guide rail 532 extending along the branch travel path 632. A movable branch guide 90A is disposed at a branch portion J between the main line guide rail 531 and the branch guide rail 532. The main line guide rail 531 includes a first main line guide rail 531A disposed on a first side Da1 in the first direction Da and a second main line guide rail 531B disposed on a second side Da2 in the first direction Da across the branch portion J. The first main line guide rail 531A, the second main line guide rail 531B, and the branch guide rail 532 are configured with a pair of rail members 43A and 43B. In the first main line guide rail 531A, the second main line guide rail 531B, and the branch guide rail 532, the distance between the pair of rail members 43A and 43B is constant.

[0094] The movable branch guide 90A can switch the guide destination of the vehicle 100E traveling on the main line travel path 631 to either continue traveling on the main line travel path 631 or travel on the branch travel path 632. The movable branch guide 90A includes a main line movable guide 91 and a branch movable guide 92. The main line movable guide 91 includes a pair of main line movable guide rails 91A and 91B arranged at an interval in the width direction Dw. The branch movable guide 92 includes a pair of branch movable guide rails 92A and 92B arranged at an interval in the width direction Dw. The interval between the pair of main line movable guide rails 91A and 91B and the interval between the pair of branch movable guide rails 92A and 92B are constant and the same distance as the interval between the pair of rail members 43A and 43B.

[0095] The main line movable guide 91 guides the vehicle 100E traveling on the main line travel path 631. The main line movable guide 91 is disposed between the first main line guide rail 531A and the second main line guide rail 531B. The main line movable guide 91 is rotatable between a main line guide position (see FIG. 16) where the guide wheel 130 of the vehicle 100E can be guided between the first main line guide rail 531A and the second main line guide rail 531B, and a main line retracted position (see FIG. 17) where the guide wheel 130 of the vehicle 100E cannot be guided between the first main line guide rail 531A and the second main line guide rail 531B. The main line movable guide 91 is rotatable around a base end portion 91a rotatably connected to the second main line guide rail 531B with respect to the branching portion J. The main line movable guide 91 is configured to rotate around the base end 91a by a switch (not shown), so that the tip end 91b opposite the base end 91a can be switched between a main line guide position (see Figure 16) where it is connected to the first main line guide rail 531A, and a main line retracted position (see Figure 17) where it is retracted to the side in the width direction Dw from the first main line guide rail 531A.

[0096] The branch movable guide 92 guides the vehicle 100E traveling between the main line travel path 631 and the branch travel path 632. The branch movable guide 92 is disposed between the first main line guide rail 531A disposed on the first side Da1 in the first direction Da across the branch portion J, and the branch guide rail 532 disposed on the second side Da2 in the first direction Da across the branch portion J. The branch movable guide 92 is rotatable between a branch line guiding position (see FIG. 17) where the guide wheel 130 of the vehicle 100E can be guided between the first main line guide rail 531A and the branch guide rail 532, and a branch line retracted position (see FIG. 16) where the guide wheel 130 of the vehicle 100E cannot be guided between the first main line guide rail 531A and the branch guide rail 532. The branch movable guide 92 is rotatable around a base end portion 92a rotatably connected to the branch guide rail 532 with respect to the branch portion J. The branch movable guide 92 is configured to rotate around the base end 92a by a point (not shown), so that the tip end 92b opposite the base end 92a can be switched between a branch line guiding position (see Figure 17) where it is connected to the first main line guide rail 531A, and a branch line retracted position (see Figure 16) where it is retracted to the side in the width direction Dw from the first main line guide rail 531A.

[0097] With this configuration, as shown in FIG. 16, when the main line movable guide 91 is in the main line guide position, the pair of main line movable guide rails 91A and 91B of the main line movable guide 91 connect the pair of rail members 43A and 43B constituting the first main line guide rail 531A and the pair of rail members 43A and 43B constituting the second main line guide rail 531B. As a result, the guide wheel 130 is guided along the first main line guide rail 531A, the main line movable guide 91, and the second main line guide rail 531B. At that time, the pair of branch movable guide rails 92A and 92B of the branch movable guide 92 move to a branch line retraction position shifted laterally in the width direction Dw with respect to the first main line guide rail 531A so as not to impede the travel of the vehicle 100E. As a result, the vehicle 100E travels straight on the main line travel path 631.

[0098] Also, as shown in FIG. 17, when the branch movable guide 92 is in the branch guide position, the pair of branch movable guide rails 92A and 92B of the branch movable guide 92 connect the pair of rail members 43A and 43B constituting the first main line guide rail 531A and the pair of rail members 43A and 43B constituting the branch guide rail 532. As a result, the guide wheel 130 is guided along the first main line guide rail 531A, the branch movable guide 92, and the branch guide rail 532. At that time, the pair of main line movable guide rails 91A and 91B of the main line movable guide 91 move to a main line evacuation position shifted laterally in the width direction Dw with respect to the first main line guide rail 531A so as not to impede the travel of the vehicle 100E. As a result, the vehicle 100E travels so as to turn from the main line travel path 631 to the branch travel path 632.

[0099] (Another modification of the fifth embodiment) Furthermore, the structure of the movable branch guide is not limited to the above-mentioned structure. For example, as shown in Fig. 18 and Fig. 19, the movable branch guide 90B can be substituted for a pair of rail members 43A and 43B, and can switch the guide destination of the vehicle 100E traveling on the main line travel path 631 to continue traveling on the main line travel path 631 or to travel on the branch travel path 632.

[0100] The movable branch guide 90B has a main line guide surface 95A formed on one side in the width direction Dw, and a branch guide surface 95B formed on the other side in the width direction Dw. The movable branch guide 90B has a base end portion 90c that is close to the second main line guide rail 531B and is rotatable with respect to the branch portion J.

[0101] As shown in FIG. 18, the movable branch guide 90B connects the tip end 90d opposite to the base end 90c to one of the pair of rail members 43A and 43B constituting the first main line guide rail 531A. As a result, the rail member 43A on one side of the first main line guide rail 531A and the rail member 43A on one side of the second main line guide rail 531B are connected via the movable branch guide 90B. In this state, between the first main line guide rail 531A and the second main line guide rail 531B, the guide wheel 130 is guided between the main line guide surface 95A of the movable branch guide 90B and the rail member 43B facing the main line guide surface 95A. As a result, the vehicle 100E travels straight on the main line travel path 631.

[0102] As shown in FIG. 19, the movable branch guide 90B connects the tip end 90d opposite to the base end 90c to one of the pair of rail members 43A and 43B constituting the first main line guide rail 531A (the one not used when the vehicle 100E travels straight along the main line travel path 631). As a result, the rail member 43B on one side of the first main line guide rail 531A and the rail member 43B on one side of the branch guide rail 532 are connected via the movable branch guide 90B. In this state, the movable branch guide 90B guides the guide wheel 130 between the branch guide surface 95B of the movable branch guide 90B and the rail member 43A facing the branch guide surface 95B between the first main line guide rail 531A and the branch guide rail 532. As a result, the vehicle 100E travels so as to turn from the main line travel path 631 to the branch travel path 632.

[0103] (Other embodiments) Although the embodiments of the present disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes and the like that do not depart from the gist of the present disclosure are also included.

[0104] In the above embodiment, the first guide rail 32 has the constant width portion 32t and the reduced width portion 32s, but the first guide rail 32 is not limited to this structure. For example, the first guide rail 32 does not have to have the reduced width portion 32s.

[0105] Furthermore, if the vehicles 100, 100E are provided with a mechanism for raising and lowering the guide wheels 130, the dedicated track section 3 does not need to have the main body groove section .

[0106] In addition, the second guide rail 42 has the constant-distance portion 42t and the reduced-distance portion 42s, but the second guide rail 42 is not limited to such a structure. For example, the second guide rail 42 does not have to have the reduced-distance portion 42s.

[0107] Also, the track 2 does not have to have the movable walls 70A, 70B, and 70C. In that case, it is preferable that the boundary between the intersection 4 and the dedicated track section 3 is provided with a structural method for preventing the intrusion of the automobiles 200 and pedestrians into the dedicated track section 3, a detection means using a sensor or the like, a warning means for the automobiles 200 and pedestrians traveling on the general road 7, and a means for transmitting information to a central control room or the like.

[0108] In addition, the movable walls 70A, 70B, and 70C are not limited to a structure rotatably connected to the side wall 35. The movable walls 70A, 70B, and 70C may have a structure that allows them to be switched between an open state and a closed state. Furthermore, the movable walls 70B and 70C are not limited to the structure of the embodiment as long as they have a structure that allows the length of the movable walls 70B and 70C to change between the closed state and the open state.

[0109] Furthermore, the guide wheel 130 is not limited to a structure having the insertion portion 133. The guide wheel 130 may have any structure as long as it is capable of guiding the vehicles 100, 100E by contacting the second guide rail 42. Therefore, if the second guide rail 42 does not have a structure such as a pair of rail members 43A and 43B, the structure of the guide wheel 130 may have a shape corresponding to the structure of the second guide rail 42. Furthermore, even if the guide wheel 130 has the insertion portion 133, the structure of the insertion portion 133 is not limited to the structure of this embodiment.

[0110] In addition, the restraining member 140 and the obstacle deflector 150 are not limited to being disposed only in the vehicle 100E traveling on the track 2 having the parallel track section 5, as in the fifth embodiment. In other words, the restraining member 140 and the obstacle deflector 150 may be disposed in the vehicle 100 traveling on the track 2 of the first to fourth embodiments. Furthermore, the restraining member 140 and the obstacle deflector 150 are not limited to being disposed simultaneously. In other words, the vehicle 100, 100E may have a structure having only one of the restraining member 140 and the obstacle deflector 150. In addition, the structure of the restraining member 140 and the obstacle deflector 150 is not limited to the structure of this embodiment.

[0111] Furthermore, when the spacing in the first direction Da at the intersection 4, which corresponds to the spacing S2 in the second and third embodiments described above, is 3 / 5 or less of the vehicle length, which is the length of the vehicle 100 in the first direction Da, it is also possible to use a side current collection method in which the electric rail 9 is arranged inside the side wall, rather than the overhead overhead line current collection method described in the embodiments.

[0112] <Additional Notes> The track-based transportation systems 1A to 1E and the vehicle 100 described in each embodiment can be understood, for example, as follows.

[0113] (1) A track-based transportation system 1A to 1E according to a first aspect includes a vehicle 100, and a guide rail-type track 2 having a runway 6 extending in a first direction Da with a running surface 6f that can be contacted by a running wheel 110 of the vehicle 100. The track 2 includes a dedicated track section 3 on which only the vehicle 100 can pass, and an intersection section 4 at which the runway 6 intersects with a general road 7 on which automobiles 200 can pass. The dedicated track section 3 is disposed at the center of the runway 6 in a width direction Dw, extends in the first direction Da, and is disposed at a position protruding upward Dvt in a vertical direction Dv with respect to the running surface 6f, so that the vehicle 10 The intersection 4 has the running path 6, a groove portion 41 recessed downward Dvu in the vertical direction Dv relative to the running surface 6f so as to extend in the first direction Da at a position different from the first guide rail 32 in the width direction Dw, and a second guide rail 42 arranged within the groove portion 41 so as not to protrude relative to the running surface 6f, extending in the first direction Da, and guiding the vehicle 100, and the vehicle 100 is equipped with the running wheel 110, a guide wheel 120 capable of contacting the first guide rail 32, and a guide wheel 130 capable of contacting the second guide rail 42.

[0114] In the track-based transportation systems 1A to 1E, the vehicle 100 can travel continuously between the dedicated track section 3 and the intersection section 4 by the running path 6 of the dedicated track section 3 and the running path 6 of the intersection section 4. At this time, in the dedicated track section 3, the vehicle 100 is guided by the first guide rail 32 by bringing the guide wheels 120 into contact with the first guide rail 32. Meanwhile, in the intersection section 4, the vehicle 100 is guided by the second guide rail 42 by bringing the guide wheels 130 into contact with the second guide rail 42. Therefore, even if the vehicle 100 travels across the dedicated track section 3 and the intersection section 4, it can continue to travel stably. Furthermore, in the intersection section 4, the second guide rail 42 is disposed in a groove portion 41 recessed with respect to the running surface 6f. Therefore, in the intersection section 4, the second guide rail 42 is prevented from protruding upward Dvt from the running surface 6f. Therefore, the second guide rail 42 is prevented from obstructing the passage of the automobile 200, pedestrians, etc. on the general road 7 at the intersection section 4. As a result, in the track-based transportation system 1A, it is possible for the roadway 6 on which the vehicle 100 travels to intersect with the general road 7 on the same plane without interfering with the passage of automobiles 200, pedestrians, etc. on the general road 7.

[0115] (2) The track-based transportation systems 1A to 1E according to the second aspect are the track-based transportation systems 1A to 1E of (1), wherein the track 2 extends in the vertical direction Dv in the dedicated track section 3 so as to protrude toward the running surface 6f on both outer sides of the width direction Dw of the running path 6 and includes a pair of side walls 35 extending in the first direction Da, and movable walls 70A, 70B at the boundary between the intersection 4 and the dedicated track section 3 that can be opened and closed between a closed state that closes the space between the pair of side walls 35 and an open state that opens the space between the pair of side walls 35.

[0116] The movable walls 70A and 70B are capable of opening and closing between a closed state in which the space between the pair of side walls 35 is blocked and an open state in which the space between the pair of side walls 35 is opened at the boundary between the intersection 4 and the dedicated track section 3. With this, when the movable wall 70A is in the closed state, it becomes difficult for automobiles 200 and pedestrians passing through the intersection 4 to enter the dedicated track section 3. Furthermore, when the movable wall 70A is in the open state, the vehicle 100 traveling on the dedicated track section 3 can pass through the intersection 4. Therefore, it is possible to prevent automobiles 200 and pedestrians on the general road 7 from entering the dedicated track section 3 without impeding the travel of the vehicle 100, thereby ensuring safety.

[0117] (3) The third aspect of the track-based transportation systems 1A to 1E is the track-based transportation systems 1A to 1E of (2), wherein the movable walls 70A, 70B, in the closed state, block the space between a pair of side walls 35 so as to prevent the automobile 200 from entering the dedicated track section 3 from the intersection section 4.

[0118] This prevents the automobile 200 from entering the dedicated track section 3 and damaging the facilities of the dedicated track section 3.

[0119] (4) The track-based transportation systems 1B and 1C of the fourth aspect are the track-based transportation systems 1B and 1C of (2), in which the movable walls 70B and 70C have first ends 72s, 73s rotatably connected to the side wall 35, and the length of the movable walls 70B and 70C in the direction connecting the first ends 72s, 73s and second ends 72t, 73t opposite the first ends 72s, 73s changes between the closed state and the open state.

[0120] As a result, even if the interval S1 between the pair of side walls 35 in the width direction Dw is different from the interval S2 between the first side walls 35A and the second side walls 35B in the first direction Da at the intersection 4, the movable wall 70B closes the gap between the pair of side walls 35 in the closed state, and closes the gap between the side walls 35 of the dedicated track sections 3A and 3B separated in the first direction Da across the intersection 4 in the open state. In other words, it is possible to prevent automobiles 200, pedestrians, etc. from entering the intersection 4 when the vehicle 100 is passing through the intersection 4, or from entering the dedicated track section 3 from the intersection 4. Therefore, regardless of the size of the intersection 4, the safety of automobiles 200, pedestrians, etc. can be ensured.

[0121] (5) A fifth aspect of the track-based transportation system 1A is any one of the track-based transportation systems 1A of (1) to (4), wherein the dedicated track section 3 has a main body groove section 34 that is recessed downward Dvu in the vertical direction Dv with respect to the running surface 6f so as to extend in the first direction Da and be continuous with the groove section 41.

[0122] As a result, the guide wheel 130 that can come into contact with the second guide rail 42 is disposed in the main body groove portion 34 when the vehicle 100 runs on the dedicated track section 3. This prevents the guide wheel 130 from interfering with the dedicated runway 61 of the dedicated track section 3 while the vehicle 100 runs on the dedicated track section 3. Therefore, it is not necessary to retract the guide wheel 130 to the upper Dvt on the dedicated track section 3. In other words, it is not necessary to provide a mechanism for raising and lowering the guide wheel 130 in the vehicle 100, and a vehicle 100 that can be provided at a lower cost can be provided.

[0123] (6) A sixth aspect of the track-based transportation system 1A to 1E is any one of the track-based transportation systems 1A to 1E of (1) to (5), wherein the second guide rail 42 has a pair of rail members 43A and 43B arranged at a distance from each other in the width direction Dw, and the guide wheel 130 has an insertion portion 133 that can be inserted between the pair of rail members 43A and 43B.

[0124] Thus, by inserting the insertion portion 133 between the pair of rail members 43A and 43B of the second guide rail 42, the movement of the guide wheel 130 in the width direction Dw is restricted by the pair of rail members 43A and 43B. As a result, the vehicle 100 can be stably guided by the second guide rail 42 via the guide wheel 130.

[0125] (7) The seventh aspect of the track-based transportation system 1A is the track-based transportation system 1A of (6), wherein at least one of the ends 42a and 42b of the second guide rail 42 is arranged within the dedicated track section 3, and the second guide rail 42 has a spacing reduction section 42s in which the spacing between the pair of rail members 43A and 43B gradually decreases as the spacing approaches the intersection section 4 from the ends 42a and 42b.

[0126] As a result, when the vehicle 100 enters the intersection 4 from the dedicated track section 3, the insertion section 133 of the guide wheel 130 is smoothly inserted between the pair of rail members 43A and 43B. As a result, the guide wheel 130 can stably contact the second guide rail 42, and the vehicle 100 can be guided more stably.

[0127] (8) The track-based transportation system 1A to 1D according to the eighth aspect is any one of the track-based transportation systems 1A to 1D of (1) to (7), wherein the guide wheels 120 sandwich the first guide rail 32 from both sides in the width direction Dw, at least one end 32a of the first guide rail 32 is positioned closer to the intersection 4 than at least one end 42a and 42b of the second guide rail 42 when viewed from the vertical direction Dv, and the first guide rail 32 has a width dimension reducing portion 32s in which the width dimension W1 of the first guide rail 32 gradually reduces as it approaches the intersection 4.

[0128] As a result, when the vehicle 100 enters the intersection 4 from the dedicated track section 3, the guide wheels 120 reach the width reduction section 32s. As a result, while the vehicle 100 is guided by the second guide rail 42, the guide wheels 120 pass through the width reduction section 32s of the first guide rail 32 and smoothly exit the first guide rail 32. This allows the vehicle 100 to smoothly transfer between the second guide rail 42 and the first guide rail 32. This allows the vehicle 100 to travel stably even at the boundary between the dedicated track section 3 and the intersection 4.

[0129] (9) A track-based transportation system 1E according to a ninth aspect is any one of the track-based transportation systems 1E of (1) to (8), wherein the track 2 further has an adjacent track section 5 on which the vehicles 100 and the automobiles 200 can pass, and the adjacent track section 5 has a vehicle passageway 52 in which the running path 6 and the general road 7 are integrally formed, an adjacent groove section 54 extending in the first direction Da so as to be continuous with the groove section 41 and recessed downward Dvu from the vehicle passageway 52 in the vertical direction Dv, and a third guide rail 53 arranged in the adjacent groove section 54 so as not to protrude from the vehicle passageway 52, extending in the first direction Da so as to be continuous with the second guide rail 42, and guiding the vehicle 100, and the guide wheels 130 are capable of contacting the second guide rail 42 and the third guide rail 53.

[0130] As a result, in the adjacent track section 5, the vehicle 100E travels on the vehicle passage 52, which is formed integrally with the travelway 6 and the general road 7, while being guided by the third guide rail 53 by bringing the guide wheels 130 into contact with the third guide rail 53. In other words, since the automobile 200 also travels on the vehicle passage 52, in the adjacent track section 5, the automobile 200 and the vehicle 100E traveling on the track 2 can travel side by side like a streetcar. Furthermore, the third guide rail 53 is disposed in the adjacent groove section 54 so as not to protrude from the vehicle passage 52. Therefore, the third guide rail 53 is prevented from interfering with the passage of the automobile 200 on the vehicle passage 52.

[0131] (10) A track-based transportation system 1E according to a tenth aspect is any one of the track-based transportation systems 1E of (1) to (9), wherein the adjacent track section 5 has, as the running path 6, a main line running path 631 and a branch running path 632 branching off from the main line running path 631, the third guide rail 53 has a main line guide rail 531 extending along the main line running path 631 and a branch guide rail 532 extending along the branch running path 632, the adjacent track section 5 further has movable branch guides 90A, 90B arranged at a branch portion between the main line guide rail 531 and the branch guide rail 532, and the movable branch guides 90A, 90B are capable of switching the guide destination of the vehicle 100 traveling on the main line running path 631 to either continue on the main line running path 631 or travel on the branch running path 632.

[0132] With this configuration, the vehicle 100E can travel on the branching track 632 branching off from the main track 631 in a stable manner by the movable branching guides 90A and 90B.

[0133] (11) A track-based transportation system 1E according to an eleventh aspect is any one of the track-based transportation systems 1E of (1) to (10), wherein the vehicle 100 further includes a restraining member 140 that restrains the movement of the guide wheel 130 in the vertical direction Dv upward Dvt relative to the second guide rail 42 when the guide wheel 130 is in contact with the second guide rail 42.

[0134] This prevents the guide wheels 130 from coming off the second guide rail 42 and the third guide rail 53. Therefore, the vehicle 100E can be stably guided by the second guide rail 42 and the third guide rail 53 at the intersection 4 and the adjacent track section 5.

[0135] (12) A track-based transportation system 1E according to a twelfth aspect is any one of the track-based transportation systems 1E of (1) to (11), wherein the vehicle 100 is further provided with an obstacle clearing device 150 that is arranged in front of the guide wheel 130 in the direction of travel of the vehicle 100 and clears foreign objects on the second guide rail 42 when the guide wheel 130 is in contact with the second guide rail 42.

[0136] As a result, foreign objects on the second guide rail 42 are removed by the obstacle clearing device 150. This prevents the guide wheels 130 from riding up like foreign objects and coming off the second guide rail 42. Therefore, the influence of foreign objects on the second guide rail 42 can be suppressed, and the vehicle 100E can be more stably guided by the second guide rail 42 at the intersection 4 and the adjacent track section 5.

[0137] (13) A vehicle 100 according to a thirteenth aspect is a vehicle capable of running on a guide rail-type track 2 having a runway 6 extending in a first direction Da, a first guide rail 32 arranged in the center of the runway 6 in the width direction Dw, extending in the first direction Da and arranged at a position protruding upward Dvt in the vertical direction Dv relative to a running surface 6f of the runway 6, a groove portion 41 recessed downward Dvu in the vertical direction Dv relative to the running surface 6f so as to extend in the first direction Da at a position different from the first guide rail 32 in the width direction Dw, and a second guide rail 42 arranged in the groove portion 41 so as not to protrude relative to the running surface 6f and extending in the first direction Da, and the vehicle 100 is equipped with a running wheel 110 that contacts the running surface 6f of the runway 6, a guide wheel 120 that can contact the first guide rail 32, and a guide wheel 130 that can contact the second guide rail 42.

[0138] This vehicle 100 can continue to travel stably even when traveling across the dedicated track section 3 and the intersection 4. Furthermore, the second guide rail 42 is prevented from interfering with the passage of automobiles 200, pedestrians, etc. on the general road 7 at the intersection 4. As a result, in the track-based transportation system 1A, the travel path 6 on which the vehicle 100 travels and the general road 7 intersect on the same plane, while preventing the passage of automobiles 200, pedestrians, etc. on the general road 7 from being impeded. [Explanation of symbols]

[0139] 1A~1E...Railway transportation system 2…orbit 3, 3A, 3B...Special track section 4. Intersection 5…Adjacent track section 6...Road 6f…Running surface 7…General roads 9…Train line 30…Road base 32…First guide rail 32a...end 32s…Width dimension reduction section 34…Main body groove 35…Side wall 35A…First side wall 35B…Second side wall 37…Rail support part 38…Bottom part 39…Running section 41…Groove 42…Second guide rail 42a...end part 42b...end part 42t...Constant spacing part 42s…Spacing reduction part 43A, 43B...Rail members 47…Information and Notification Department 52...Vehicle passageway 53...Third guide rail 54…Additional trench section 61… Dedicated track 62...Intersection lane 63...Combined running track 70A, 70B, 70C…Movable wall 71A, 72A, 73A...First movable wall 71B, 72B, 73B...Second movable wall 72s, 73s...first end 72t, 73t...second end 90A, 90B... Movable branch guide 90c...Proximal end 90d…Tip 91…Main line movable guide 91A, 91B... Main line movable guide rail 91a...Proximal end 91b...Tip 92...Branch movable guide 92A, 92B... Branched movable guide rails 92a...Proximal end 92b…Tip 95A…Main line guide surface 95B...Branch guide surface 97…Guide pole 98...Information display section 100, 100E…vehicle 101…Body 102…Truck section 104...Current collector 106...Support member 110…Travel wheel 120…Guide wheel 130...Guide wheel 131...Guide wheel body 133…insertion part 140...Restraining member 141…Stay section 142…Engagement protrusion 150…obstruction device 200…Automobile 531...Main line guide rail 531A…First main line guide rail 531B…Second main line guide rail 532...Branch guide rail 631…Main line 632... Branching road 701…Vehicle passage 702…Crossing passage 721…Movable wall body 722...Stretchable wall 731…Movable wall body 731s...end 732…Deployment wall Da…First direction Da1…first side Da2…Second side Dv: Vertical direction Dvt…Upward Dvu…Downward Dw…Width direction J: Branching part

Claims

1. Vehicles and A guide rail type track having a running path extending in a first direction and having a running surface that can be contacted by the running wheels of the vehicle; The trajectory is A dedicated track section on which only the vehicle can pass; An intersection where a general road through which automobiles can pass and the travel path intersect, The dedicated track section includes: The travel path; a first guide rail that is disposed at a center in a width direction of the travel path, extends in the first direction, and is disposed at a position protruding upward in a vertical direction relative to the travel surface to guide the vehicle; The intersection portion is The travel path; a groove portion recessed downward in the vertical direction with respect to the travel surface so as to extend in the first direction at a position different from the first guide rail in the width direction; a second guide rail that is disposed in the groove so as not to protrude relative to the travel surface, extends in the first direction, and guides the vehicle; The trajectory is In the dedicated track portion, a pair of side walls extending in the vertical direction so as to protrude toward the running surface on both outer sides in the width direction of the running path and extending in the first direction; a movable wall that is openable and closable between a closed state that closes the gap between the pair of side walls and an open state that opens the gap between the pair of side walls at a boundary between the intersection portion and the dedicated track portion, a first end of the movable wall is rotatably connected to the side wall, and a length of the movable wall in a direction connecting the first end and a second end opposite to the first end changes between the closed state and the open state; The vehicle is The running wheel; A guide wheel capable of contacting the first guide rail; A track-based transportation system comprising: a guide wheel capable of contacting the second guide rail.

2. 2. The track-based transportation system according to claim 1, wherein, in the closed state, the movable wall blocks a space between the pair of side walls so as to prevent the vehicle from entering the dedicated track section from the intersection.

3. 3. The track-based transportation system according to claim 1, wherein the dedicated track section has a main groove section that is recessed downward in the vertical direction relative to the running surface so as to be continuous with the groove section and extend in the first direction.

4. The second guide rail includes a pair of rail members spaced apart in the width direction, 4. The track-based transportation system according to claim 1, wherein the guide wheels each have an insertion portion that can be inserted between the pair of rail members.

5. At least one end of the second guide rail is disposed within the dedicated track portion, 5. The track-based transportation system according to claim 4, wherein the second guide rail has a space narrowing portion in which the space between the pair of rail members gradually narrows from the end portion toward the intersection portion.

6. The guide wheels sandwich the first guide rail from both sides in the width direction, At least one end of the first guide rail is disposed at a position closer to the intersection portion than at least one end of the second guide rail when viewed in the vertical direction, 6. The track-based transportation system according to claim 1, wherein the first guide rail has a width dimension reducing portion in which a width dimension of the first guide rail gradually reduces as the first guide rail approaches the intersection portion.

7. The trajectory is The vehicle and the automobile can further pass through a parallel track section, The parallel track section is A vehicle passageway formed integrally with the travel path and the general road; An auxiliary groove portion extending in the first direction so as to be continuous with the groove portion and recessed downward in the vertical direction from the vehicle passageway; a third guide rail that is disposed in the auxiliary groove portion so as not to protrude from the vehicle passageway, and extends in the first direction so as to be continuous with the second guide rail and guides the vehicle; 7. The track-based transportation system according to claim 1, wherein the guide wheels are capable of coming into contact with the second guide rail and the third guide rail.

8. The parallel track section includes, as the running paths, a main line running path and a branch running path branching off from the main line running path, The third guide rail includes a main line guide rail extending along the main line traveling path and a branch guide rail extending along the branch traveling path, The parallel track section further includes a movable branch guide disposed at a branch portion between the main line guide rail and the branch guide rail, 8. The track-based transportation system according to claim 7, wherein the movable branching guide is capable of switching the guide destination of the vehicle traveling on the main line to either continue on the main line or travel on the branching line.

9. 9. The track-based transportation system according to claim 1, wherein the vehicle further comprises a restraining member that restrains the upward movement of the guide wheel relative to the second guide rail in the vertical direction when the guide wheel is in contact with the second guide rail.

10. 10. The track-based transportation system according to claim 1, further comprising an obstacle clearing device arranged in front of the guide wheel in the direction of travel of the vehicle and configured to clear foreign objects on the second guide rail when the guide wheel is in contact with the second guide rail.

11. A vehicle capable of running on a guide rail type track having a running path extending in a first direction, a first guide rail disposed at the center of the running path in the width direction, extending in the first direction, and disposed at a position protruding upward in a vertical direction relative to a running surface of the running path, a groove portion recessed downward in the vertical direction relative to the running surface so as to extend in the first direction at a position different from that of the first guide rail in the width direction, and a second guide rail disposed within the groove portion so as not to protrude relative to the running surface, and extending in the first direction, The trajectory is A dedicated track section on which only the vehicle can pass; An intersection where a general road through which automobiles can pass and the travel path intersect, In the dedicated track portion, a pair of side walls extending in the vertical direction so as to protrude toward the running surface on both outer sides in the width direction of the running path and extending in the first direction; a movable wall that is openable and closable between a closed state that closes the gap between the pair of side walls and an open state that opens the gap between the pair of side walls at a boundary between the intersection portion and the dedicated track portion, a first end of the movable wall is rotatably connected to the side wall, and a length of the movable wall in a direction connecting the first end and a second end opposite to the first end changes between the closed state and the open state; The vehicle is A running wheel contacting the running surface of the running path; A guide wheel capable of contacting the first guide rail; A vehicle equipped with a guide wheel capable of contacting the second guide rail.

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