Track-based traffic system

Abstract

This track-based traffic system comprises a track that has: a guide rail that comes into contact with a guide wheel; and a first branch section and a second branch section capable of switching travel destinations of a vehicle. The guide wheel is disposed on only one side in the width direction. The vehicle further comprises an auxiliary guide wheel disposed on the opposite side from the guide wheel in the width direction. The first branch section switches the travel destination toward a first side, in the width direction, on which the guide wheel is disposed. The second branch section switches the travel destination toward a second side, in the width direction, on which the auxiliary guide wheel is disposed. The travel destination of the vehicle is switched, on the track, only at the first branch section and the second branch section.

Description

Rail transit system

[0001] This disclosure relates to a rail transit system. This application claims priority to Japanese Patent Application No. 2024-224482 filed in Japan on December 19, 2024, the content of which is incorporated herein by reference.

[0002] As a new means of transportation other than buses and trains, a rail transit system that runs on a track by running wheels equipped with rubber tires is known. The rail transit system includes a side guidance type rail transit system in which guide wheels are arranged on the side of the vehicle and a center guidance type rail transit system in which guide wheels are arranged in the center of the vehicle.

[0003] For example, Patent Document 1 describes a side guidance rail track type vehicle in which guide wheels are arranged only on one side of the vehicle. This vehicle advances by bringing the guide wheels arranged only on one side into contact with a guide rail.

[0004] Japanese Patent Application Laid-Open No. 5-213188

[0005] By the way, in a rail transit system that runs a vehicle with guide wheels arranged only on one side as described above, it is difficult to switch the traveling direction of the vehicle because the guide wheels are arranged only on one side. Specifically, there are cases where the traveling destination is switched so as to turn toward the side where the guide wheels are arranged and cases where the traveling destination is switched so as to turn toward the side where the guide wheels are not arranged. As a result, different branching devices are required at branch roads for switching the traveling direction of the vehicle. If it is complicated to have different structures for each position where the branching device is arranged, the cost of arranging the branch increases and the degree of freedom of the route shape decreases. Therefore, even in a rail transit system in which guide wheels are arranged only on one side of the vehicle, it is desired to provide a branch at a necessary position while suppressing the cost.

[0006] An object of the present disclosure is to provide a rail transit system capable of providing a branch at a necessary position while suppressing the cost.

[0007] The rail-based transportation system according to this disclosure comprises a vehicle having a body, running wheels, and guide wheels; a track on which the running wheels can make contact; guide rails located outside the running wheels in the width direction of the vehicle, in contact with the guide wheels, and guiding the direction of travel of the vehicle; and a track having a first branch and a second branch that can switch the direction of travel of the vehicle as it travels along the track, wherein the guide wheels are arranged on only one side of the vehicle body in the width direction, and the vehicle, when viewed from the direction of travel, is positioned relative to the vehicle body in the width direction The system further includes an auxiliary guide wheel positioned on the opposite side of the guide wheel, the first branching section is capable of guiding the vehicle by the guide wheel so as to switch its destination toward the first side in the width direction where the guide wheel is positioned, the second branching section is positioned separately from the first branching section and is capable of guiding the vehicle by the auxiliary guide wheel so as to switch its destination toward the second side in the width direction where the auxiliary guide wheel is positioned, and the vehicle's destination is switched only at the first branching section and the second branching section on the track.

[0008] According to the rail-based transportation system of this disclosure, it is possible to reduce costs and install branches at the necessary locations.

[0009] This is a schematic diagram showing the track alignment of a rail transit system according to the first embodiment. This is a plan view showing the configuration of the first branch according to the first embodiment. This is a schematic cross-sectional view showing the configuration of a vehicle in the rail transit system according to the first embodiment. This is a schematic diagram of Figure 3, which details the structure of the guide device according to this embodiment, as seen in plan view. This is an enlarged view detailing the structure of the guide wheel component according to this embodiment. This is a plan view showing the configuration of the second branch according to the first embodiment. This is a schematic diagram showing the track alignment of a rail transit system according to the second embodiment. This is a plan view showing the configuration of the front first branch according to the second embodiment. This is a schematic diagram showing the configuration of the front second branch according to the second embodiment. This is a schematic diagram showing the track alignment of a rail transit system including a vehicle depot according to the third embodiment. This is a schematic diagram showing the track alignment of a rail transit system including a vehicle depot according to the fourth embodiment.

[0010] <First Embodiment> Hereinafter, with reference to the attached drawings, a first embodiment, which is one form for implementing the rail-based transportation system 1 according to this disclosure, will be described. However, this disclosure is not limited to this first embodiment.

[0011] (Configuration of the rail-based transportation system) The rail-based transportation system 1 of the embodiment of the present disclosure is a system that drives a vehicle 10 along a track 50 using a side-guided system. Therefore, as shown in Figure 1, the side-guided rail-based transportation system 1 comprises a vehicle 10 and a track 50.

[0012] (Track configuration) A vehicle 10 can travel on the track 50. The track 50 extends along a predetermined route. A running path 51 is formed on the track 50 on which the vehicle 10 travels. The running path 51 extends in the extension direction De. Here, the extension direction De is the direction that intersects (orthogonal in this embodiment) the vertical direction Dv, and is the direction in which the track 50 extends. The extension direction De is also the direction Da in which the vehicle 10 travels. A running surface 51a (see Figure 2) is formed on each running path 51. The running surface 51a is a flat surface on which the running wheels 13 of the vehicle 10, described later, can roll and make contact when the vehicle 10 travels on the running path 51. Therefore, a pair of running surfaces 51a are formed with a gap in the width direction Dw, which intersects (orthogonal in this embodiment) the extension direction De and the vertical direction Dv, so as to correspond to the positions of the pair of running wheels 13 of the vehicle 10. The running surface 51a is a flat surface across its entire surface, allowing the running wheels 13, fitted with rubber tires of the vehicle 10, to roll. The vehicle 10 travels along the running track 51 by the rolling of the running wheels 13 on the running surface 51a. As shown in Figure 3, the running surface 51a in this embodiment is positioned to protrude upward in the vertical direction Dv from the roadbed B. For example, the running surface 51a can be positioned to protrude upward in the vertical direction Dv from the roadbed B by installing I-shaped concrete girders or I-shaped steel beams relative to the roadbed B.

[0013] In this embodiment, the running surface 51a is formed in areas that are actually separated in the width direction Dw, and in areas that are connected in the width direction Dw and are formed integrally as part of the flat upper surface of the running road 51, extending from left to right. Therefore, the running surface 51a in this embodiment is the area on the upper surface of the running road 51 that faces upward in the vertical direction Dv, and is assumed to be the area where the running wheels 13 make contact when the vehicle 10 travels on the running road 51. In addition, the surface of the running surface 51a is also treated with grooving or roughening to an extent that does not impair flatness. As a result, the surface of the running surface 51a is in a state that ensures a coefficient of friction with the tire tread even in rainy conditions, preventing slippage when the vehicle 10 accelerates or decelerates.

[0014] (Guide Rail) As shown in Figure 1, the track 50 also has a guide rail 52. The guide rail 52 contacts the guide wheel 163, which will be described later, and guides the vehicle 10 in the direction of travel Da. The guide rail 52 is positioned on the outside in the width direction Dw relative to the track 51. The guide rail 52 is positioned on only one side in the width direction Dw relative to the track 51. The guide rail 52 guides the vehicle 10 in the direction of travel Da so that it moves along the track 51. The guide rail 52 extends in the extension direction De along the total length of the track 50. The guide rail 52 is made contactable by the guide wheel 163.

[0015] Furthermore, as shown in Figure 3, the guide rail 52 in this embodiment is fixed to the roadbed B. The guide rail 52 is positioned on the outside in the width direction Dw relative to the upper surface of the running track 51 (the surface including the running surface 51a). The guide rail 52 is positioned side by side on the outside in the width direction Dw relative to the running surface 51a. The guide rail 52 protrudes upward in the vertical direction Dv relative to the running surface 51a. The guide rail 52 extends in the extension direction De at the same height from the upper surface of the running track 51. In other words, the guide rail 52 is positioned adjacent to the running surface 51a and protrudes upward in the vertical direction Dv. The guide rail 52 is, for example, a rail-shaped member with an inverted T-shape or L-shape in cross-section. Note that the shape of the guide rail 52 is not limited in any way, and it may be a rail-shaped member formed from, for example, H-shaped steel or I-shaped steel.

[0016] (Vehicle Configuration) As shown in Figure 3, the vehicle 10 that runs on the track 50 in this embodiment is a vehicle 10 of a side-guided rail type new transit system. The vehicles 10 are operated in sets of one or more. When multiple vehicles 10 are used as one set, the vehicles 10 are connected to each other by coupling devices (not shown). The vehicle 10 is capable of moving both forward and backward relative to the body 11. The vehicle 10 is capable of running on the track 50 unmanned by automatic driving control. Each vehicle 10 is equipped with a body 11, running wheels 13, a guide device 16, and a straight-line return device 19.

[0017] The vehicle body 11 is formed in a rectangular parallelepiped shape that is long in the direction of travel Da. Inside the vehicle body 11, there is a space in which passengers can board. A running bogie is positioned at the bottom of the vehicle body 11 in the vertical direction Dv. In the vehicle body 11, a current collector (not shown) provided on the guide frame 161 (described later) comes into contact with the overhead wire (not shown), thereby supplying power to an electric motor that rotates the running wheels 13.

[0018] Hereafter, the direction in which the track 50 extends and the vehicle 10 travels will be referred to as the travel direction Da. The width direction Dw of the vehicle 10 perpendicular to the travel direction Da will simply be referred to as the width direction Dw. The first side (one side) Dw1 of the width direction Dw is the side of the vehicle 10 where the guide wheels 163, described later, are located, when viewed from the front in the travel direction Da. The second side (the other side) Dw2 of the width direction Dw is the side of the vehicle 10 where the guide wheels 163 are not located, when viewed from the front in the travel direction Da. In this embodiment, the outside of the width direction Dw refers to a position in the width direction Dw that is further away from the vehicle body 11, relative to the vehicle body 11 as viewed from the travel direction Da, regardless of whether it is the first side Dw1 or the second side Dw2 of the width direction Dw. Furthermore, in this embodiment, the inside of the width direction Dw refers to the position closer to the vehicle body 11 in the width direction Dw, regardless of whether it is the first side Dw1 or the second side Dw2, as viewed from the travel direction Da. The direction perpendicular to the travel direction Da and the width direction Dw is referred to as the vertical direction Dv. Note that in this embodiment, the vertical direction Dv is not the vertical direction Dv in the precise sense, but rather the direction perpendicular to the travel surface 51a, which will be described later.

[0019] Multiple running wheels 13 are arranged on the lower part of the vehicle body 11. The running wheels 13 are made of rubber tires, and rotation is transmitted from an electric motor (not shown) to the axle via a drive shaft, thereby rotating the left and right running wheels 13 via a differential gear (not shown). The vehicle 10 travels along a guide rail 52, which will be described later, while steering the running wheels 13 relative to the running path 51 of the track 50. In this embodiment, the running wheels 13, when viewed from the direction of travel Da, have a first running wheel 13A arranged on the first side Dw1 in the width direction Dw relative to the vehicle body 11, and a second running wheel 13B arranged on the second side Dw2 in the width direction Dw. The first running wheel 13A and the second running wheel 13B have the same structure except for their arrangement.

[0020] The straight-line restoring device 19 has the function of applying a restoring force to the running wheels 13 so that they remain parallel to the vehicle body 11. The straight-line restoring device 19 applies a restoring force to the direction of the running wheels 13 so that they always return to being parallel to the central axis of the vehicle body 11. Specifically, the straight-line restoring device 19 continuously applies a restoring force to the running wheels 13 in a direction that is straight relative to the vehicle body 11, using springs, air pressure, etc.

[0021] (Detailed configuration of the guide device) The guide device 16 guides the vehicle body 11 along the guide rail 52 via the guide wheels 163. Here, the guide device 16 of the vehicle 10 will be described in detail. Two guide devices 16 are arranged separately in the direction of travel Da for one vehicle body 11 (see Figure 7). As shown in Figures 3 to 5, the guide device 16 includes a guide frame 161, a guide wheel receiver 162, a guide wheel 163, a guide wheel fixing part 17, an auxiliary guide wheel 165, and an auxiliary guide wheel receiver 166.

[0022] As shown in Figure 4, the guide frame 161 has a grid-like shape and is mounted horizontally to the bogie that supports the vehicle body 11 from below via a swivel bearing so as to be rotatable. The guide frame 161 is made up of square pipe-shaped members. The guide frame 161 has a pair of elongated beams in the front and rear width direction Dw, which sandwich one running wheel 13 in the running direction Da. In other words, there are two guide frames 161 on the vehicle body 11. Both ends of the guide frame 161 in the width direction Dw are located outside the width direction Dw relative to the running wheel 13 and the vehicle body 11. A guide wheel support 162 is detachably attached to one end of the guide frame 161 in the width direction Dw, and an auxiliary guide wheel support 166 is detachably attached to the other end.

[0023] As shown in Figure 3, the guide wheel support 162 and the auxiliary guide wheel support 166 are detachably attached to the end of the guide frame 161 in the width direction Dw. The guide wheel support 162 and the auxiliary guide wheel support 166 are attached to the guide frame 161 via flanges with fastening members such as bolts. The guide wheel support 162 and the auxiliary guide wheel support 166 are, for example, thick plate-shaped members that are shorter than the guide frame 161 extending in the width direction Dw. A guide wheel 163 is attached to the guide wheel support 162 located on one side in the width direction Dw. An auxiliary guide wheel 165 is attached to the auxiliary guide wheel support 166 located on the other side in the width direction Dw.

[0024] Multiple guide wheels 163 are arranged on the lower part of the vehicle body 11. The outer circumference of each guide wheel 163 is made of an elastic material 185, such as urethane rubber. Each guide wheel 163 is supported by a guide frame 161 via a guide wheel support 162. Each guide wheel 163 is positioned at the end of the guide wheel support 162. Each guide wheel 163 is positioned below the guide frame 161 and the guide wheel support 162 in the vertical direction Dv. Each guide wheel 163 is formed in a cylindrical shape. Each guide wheel 163 is rotatably mounted at both ends of a link portion 171, which is rotatably supported relative to the guide wheel support 162 around a link rotation axis 172 extending in the vertical direction Dv. In this embodiment, when viewed from the travel direction Da, the guide wheels 163 are positioned on only one side of the vehicle body 11 in the width direction Dw.

[0025] Furthermore, the guide wheel 163 of this embodiment has an outer guide wheel 163A and an inner guide wheel 163B. The outer guide wheel 163A is capable of contacting the outer surface of the guide rail 52 in the width direction Dw. In other words, in the width direction Dw, the outward-facing surface of the guide rail 52 and the inward-facing side surface of the outer guide wheel 163A are capable of contacting each other.

[0026] The inner guide wheel 163B is capable of contacting the inner surface of the guide rail 52 in the width direction Dw. In other words, in the width direction Dw, the inward-facing surface of the guide rail 52 and the outward-facing side surface of the inner guide wheel 163B are capable of contacting each other. In the width direction Dw, the inner guide wheel 163B is capable of contacting the guide rail 52 on the outside relative to the running wheel 13. The inner guide wheel 163B is positioned separately in the width direction Dw from the outer guide wheel 163A. The inner guide wheel 163B, together with the outer guide wheel 163A, is positioned to sandwich and contact the guide rail 52 in the width direction Dw. The inner guide wheel 163B is positioned further from the front (front or rear) of the vehicle body 11 in the travel direction Da relative to the outer guide wheel 163A. In other words, the inner guide wheel 163B is positioned offset from the outer guide wheel 163A in the travel direction Da.

[0027] A set of one outer guide wheel 163A and one inner guide wheel 163B is attached to one guide wheel receiver 162. In other words, in the guide device 16, the outer guide wheel 163A and the inner guide wheel 163B are positioned at one end of each guide frame 161 that are separated in the direction of travel Da. Furthermore, when the outer guide wheel 163A and the inner guide wheel 163B are located closer to the front or rear end of the vehicle body 11 in the direction of travel Da relative to the running wheels 13, the outer guide wheel 163A is positioned closer to the vehicle end of the vehicle body 11 in the direction of travel Da than the inner guide wheel 163B. Furthermore, when the outer guide wheel 163A and the inner guide wheel 163B are located further from the front or rear end of the vehicle body 11 in the direction of travel Da relative to the running wheels 13, the outer guide wheel 163A is positioned closer to the center of the vehicle body 11 in the direction of travel Da than the inner guide wheel 163B.

[0028] As shown in Figures 3 to 5, the guide wheel fixing part 17 fixes the outer guide wheel 163A and the inner guide wheel 163B to the guide wheel receiver 162. In this embodiment, the guide wheel fixing part 17 fixes one outer guide wheel 163A and one inner guide wheel 163B to each guide wheel receiver 162. As shown in Figure 5, the guide wheel fixing part 17 has a link part 171, a link rotation shaft 172, and a position fixing part 18.

[0029] The link portion 171 is supported at both ends by an outer guide ring 163A and an inner guide ring 163B. The link portion 171 is formed in a flat plate shape. The link portion 171 supports the outer guide ring 163A and the inner guide ring 163B so as to protrude downward in the vertical direction Dv. The outer guide ring 163A and the inner guide ring 163B are supported so as to be rotatable around their respective central axes relative to the link portion 171.

[0030] The link rotation axis 172 rotatably supports the link portion 171 around an axis extending vertically Dv relative to the guide wheel support 162. The link rotation axis 172 supports the vicinity of the center of the link portion 171. When viewed from the vertical direction Dv, the link rotation axis 172 is positioned on an imaginary line connecting the central axis of the outer guide wheel 163A and the central axis of the inner guide wheel 163B. Therefore, the link portion 171 is capable of rotating the outer guide wheel 163A and the inner guide wheel 163B around the link rotation axis 172 relative to the guide wheel support 162.

[0031] The position fixing part 18 fixes the link part 171 to the guide wheel receiver 162. The position fixing part 18 restricts the rotational movement of the link part 171 in the circumferential direction about the link rotation axis 172 relative to the guide wheel receiver 162. The position fixing part 18 also fixes the position of the link part 171 so that it is positioned diagonally to the guide wheel receiver 162 in the travel direction Da. As a result, when viewed from the vertical direction Dv, the outer guide wheel 163A and the inner guide wheel 163B are positioned offset in the travel direction Da about the link rotation axis 172. In this embodiment, the position fixing part 18 has a receiver through hole 181, a link through hole 182, an elastic member 183, and a pin member 184.

[0032] The receiving through-hole 181 is formed in the guide wheel support 162. The receiving through-hole 181 penetrates the guide wheel support 162 in the vertical direction Dv. The receiving through-hole 181 is formed at a position located radially outward from the link rotation axis 172. Multiple receiving through-holes 181 are formed at circumferential distances from the link rotation axis 172 (three in this embodiment). Specifically, the receiving through-hole 181 in this embodiment has a first receiving through-hole 181A, a second receiving through-hole 181B, and a third receiving through-hole 181C. Of the three, the first receiving through-hole 181A is formed at the position closest to the outer guide wheel 163A in the width direction Dw. Of the three, the third receiving through-hole 181C is formed at the position furthest from the outer guide wheel 163A (closest to the inner guide wheel 163B) in the width direction Dw. The second receiving through hole 181B is formed between the first receiving through hole 181A and the third receiving through hole 181C.

[0033] The link through-hole 182 is formed in the link portion 171. The link through-hole 182 penetrates the link portion 171 in the vertical direction Dv. The link through-hole 182 is formed at a position separated radially outward from the link rotation axis 172. The link through-hole 182 is formed at a position that overlaps with the receiving through-hole 181 when the link portion 171 is rotated around the link rotation axis 172. The link through-hole 182 is formed as a hole with the same diameter as the receiving through-hole 181.

[0034] The elastic member 183 is formed in a cylindrical shape. The elastic member 183 has an outer diameter that allows it to be inserted into the link through-hole 182 in a compressed state. When an external force Dw in the width direction is applied to the guide wheel 163 from the guide rail 52, the elastic member 183 rotates the link portion 171 around the link rotation axis 172, mitigating the impact caused by the external force, reducing the effect on each part of the guide device 16, and maintaining a good ride comfort for the vehicle 10. In this embodiment, the elastic member 183 is configured between a metal outer cylinder and an inner cylinder, and is positioned with the outer cylinder press-fitted into the link through-hole 182.

[0035] The pin member 184 has a disc-shaped head. The pin member 184 is formed in a cylindrical shape. The pin member 184 is inserted inside the inner cylinder of the elastic member 183. The pin member 184 is inserted from above the guide wheel support 162 and is fixed to the guide wheel support 162 by a fixing bracket or the like to prevent the disc-shaped head from coming out.

[0036] The auxiliary guide wheel 165 is designed to enter and make contact with the groove of the branching guide rail, which will be described later. The auxiliary guide wheel 165 is formed in a cylindrical shape with a smaller diameter than the guide wheel 163. As shown in Figure 3, when viewed from the direction of travel Da, the auxiliary guide wheel 165 is positioned on the opposite side of the guide wheel 163 in the width direction Dw relative to the vehicle body 11. Specifically, the auxiliary guide wheel 165 is supported by the guide frame 161 via the auxiliary guide wheel support 166. The auxiliary guide wheel 165 is attached to the auxiliary guide wheel support 166 on the side of the guide frame 161 where the guide wheel 163 is not attached. The auxiliary guide wheel 165 is positioned at the end of the auxiliary guide wheel support 166. The auxiliary guide wheel 165 is positioned below the guide frame 161 and the auxiliary guide wheel support 166 in the vertical direction Dv.

[0037] (Track layout configuration) As shown in Figure 1, the track 50 of this embodiment has, in addition to the running track 51 and guide rails 52, a first track 501, a second track 502, a number of stations 25, a first branch 7, and a second branch 8. The track 50 is formed by only the first track 501, the second track 502, the first branch 7, and the second branch 8 to form a single connected line. The track 50 branches only at the first branch 7 and the second branch 8. The first track 501 and the second track 502 of this embodiment are connected to each other only at the first branch 7 and the second branch 8.

[0038] The first track 501 has a first main line running track 511, which is a running track 51. The first track 501 has only the first main line running track 511 as its running track 51. The first main line running track 511 extends in the extension direction De. The first vehicle 10A runs on the first track 501. The first vehicle 10A is a vehicle 10 that mainly runs on the first main line running track 511 toward the first end side Da1 in the running direction Da, which will be described later. The first track 501 has a guide rail 52 on only one side in the width direction Dw. In this embodiment, the first track 501 has a first guide rail 521 as the guide rail 52.

[0039] The first guide rail 521 is positioned in the width direction Dw at a distance from the second track 502 relative to the first main track 511. As shown in Figure 1, the first guide rail 521 extends along the first main track 511. Therefore, in this embodiment, the first side Dw1 in the width direction Dw with respect to the vehicle 10 traveling on the first track 501 is the right side (right side of Figure 3) when the vehicle 10 traveling on the first track 501 is viewed from the front in the direction of travel Da. The second side Dw2 in the width direction Dw with respect to the vehicle 10 traveling on the first track 501 is the left side (left side of Figure 3) when the vehicle 10 traveling on the first track 501 is viewed from the front in the direction of travel Da.

[0040] The second track 502 is positioned at a distance Dw in the width direction from the first track 501. The second track 502 has a second main track 512, which is a running track 51. The second main track 512 is a different running track 51 from the first main track 511. The second main track 512 is positioned parallel to the first main track 511. The second main track 512 extends in the extension direction De. The second main track 512 allows the vehicle 10 to move in the opposite direction to the first main track 511. The second track 502 has only the second main track 512 as its running track 51. Also, on the second track 502, the second vehicle 10B travels in the opposite direction to the first vehicle 10A. The second vehicle 10B is a vehicle 10 that mainly travels on the second main track 512 toward the second end side Da2 in the travel direction Da, as described later, with the front and rear reversed compared to the first vehicle 10A. Therefore, in the second vehicle 10B, when viewed from the front in the travel direction Da, the guide wheels 163 are positioned on the opposite side of the vehicle body 11 in the width direction Dw compared to the first vehicle 10A. The second track 502 has guide rails 52 on only one side in the width direction Dw. In this embodiment, the second track 502 has a second guide rail 522 as the guide rail 52.

[0041] The second guide rail 522 is positioned in the width direction Dw closer to the first track 501 with respect to the second main track 512. As shown in Figure 1, the second guide rail 522 extends along the second main track 512. Therefore, the first side Dw1 in the width direction Dw is different for the first track 501 and the second track 502 with respect to the running vehicle 10. In this embodiment, the first side Dw1 in the width direction Dw with respect to the vehicle 10 running on the second track 502 is the left side when the vehicle 10 running on the second track 502 is viewed from the front in the direction of travel Da. Also, the second side Dw2 in the width direction Dw with respect to the vehicle 10 running on the second track 502 is the right side when the vehicle 10 running on the second track 502 is viewed from the front in the direction of travel Da. In other words, when viewing the first orbital 501 and the second orbital 502 from above in the vertical direction Dv, the first side Dw1 and the second side Dw2 in the width direction Dw for the first orbital 501 and the second orbital 502 coincide. Specifically, when viewing the first orbital 501 and the second orbital 502 from above in the vertical direction Dv, the side on which the first orbital 501 is positioned relative to the second orbital 502 is the first side Dw1 in the width direction Dw. Also, when viewing the first orbital 501 and the second orbital 502 from above in the vertical direction Dv, the side on which the second orbital 502 is positioned relative to the first orbital 501 in the width direction Dw is the second side Dw2 in the width direction Dw.

[0042] Here, in Figure 1, the right side of the paper is referred to as the first end side Da1 in the extension direction De (travel direction Da). Also, in Figure 1, the left side of the paper is referred to as the second end side Da2 in the extension direction De (travel direction Da). In the first embodiment, when the first vehicle 10A and the second vehicle 10B reach the end of the track 50 in the extension direction De, they reverse direction so that the rear of the vehicle body 11 becomes the front, and repeat the back-and-forth operation.

[0043] Station 25 is located at the same height as the ground or the track 50 (in the case of an elevated track). Station 25 is arranged between the first track 501 and the second track 502 in the width direction Dw. The station 25 of the present embodiment has only one platform 251 where one side in the width direction Dw faces the first main line running path 511 and the opposite side faces the second main line running path 512. That is, the station 25 is arranged so as to be sandwiched between the first track 501 and the second track 502 in the width direction Dw. Also, a plurality of stations 25 are arranged at intervals in the running direction Da.

[0044] (Configuration of the first branching section) The first branching section 7 is capable of switching the traveling destination of the vehicle 10 traveling on the traveling path 51. The first branching section 7 is connected to the first track 501 and the second track 502. The first branching section 7 of the present embodiment connects the first track 501 and the second track 502 to each other at a position close to the end of the second end side Da2 in the running direction Da on the track 50. The first branching section 7 is capable of guiding the vehicle 10 by the guide wheel 163 so as to switch the traveling destination toward the first side Dw1 in the width direction Dw where the guide wheel 163 is arranged. In the present embodiment, the first branching section 7 is a branch path capable of guiding the vehicle 10 traveling on the second main line running path 512 to the first main line running path 511. Specifically, at the end of the second main line running path 512, the first branching section 7 performs a reverse operation so that the front and rear in the traveling direction are reversed to become the first vehicle 10A, and is capable of guiding the vehicle 10 that has traveled on the second main line running path 512 toward the second end side Da2 in the running direction Da to the first main line running path 511. Further, the first branching section 7 is capable of guiding the second vehicle 10B that has traveled on the second main line running path 512 toward the second end side Da2 in the running direction Da directly to the second main line running path 512. Also, in the first branching section 7, part of the second guide rail 522 is arranged away from the extending direction De so as to be partially interrupted. The first branching section 7 of the present embodiment has a first branch traveling path 71 (branch traveling path) and a first branch guide rail 72 (branch guide rail).

[0045] The first branch track 71 is connected to the second main track 512 and the first main track 511. The first branch track 71 extends in a different direction from the second main track 512, branching off from it. The first branch track 71 connects to the first main track 511 while curving. Specifically, the first branch track 71 curves to the left when viewed from the first vehicle 10A traveling on the second main track 512 toward the first end Da1 in the direction of travel Da. In other words, at the first branch section 7, the first vehicle 10A, which performs a turnaround operation at the end of the second main track 512 and travels on the second main track 512 toward the first end Da1 in the direction of travel Da, can enter the first main track 511 from the second main track 512 by passing through the first branch track 71.

[0046] Furthermore, the first branched track 71 has a running surface 51a. The upper surface of the first branched track 71 may be formed integrally across the width direction Dw, or it may be formed separately on the left and right sides. Therefore, a portion of the upper surface of the first branched track 71 forms the running surface 51a.

[0047] The first branch guide rail 72 is partially movable between a straight-ahead state and a branched state. The first branch guide rail 72 is capable of guiding the vehicle 10 to either the second main track 512 or the first branched track 71. In this embodiment, when the first branch guide rail 72 is in the branched state, it can guide the vehicle 10 on the second main track 512 to the first branched track 71 by contacting the guide wheel 163 but not the auxiliary guide wheel 165. In this embodiment, when the first branch guide rail 72 is in the straight-ahead state, it can guide the vehicle 10 on the second main track 512 to the second main track 512 by contacting the auxiliary guide wheel 165 but not the guide wheel 163. In other words, the first branch guide rail 72 can change the direction of travel of the vehicle 10 by being in the branched state. The first branch guide rail 72 is positioned outside the width direction Dw relative to the first branched track 71 and the second main track 512.

[0048] Here, the state in which the vehicle 10 can be guided between the second main line traveling path 512 and the first main line traveling path 511 through the first branch traveling path 71 by contacting the guide wheel 163 is referred to as the branching state of the first branch portion 7 (see the solid line in FIG. 2). That is, in the first branch portion 7 in the branching state, the state of the first branch guide rail 72 is switched to a state in which the vehicle 10 can enter from the second main line traveling path 512 into the first branch traveling path 71. Further, the state in which the vehicle 10 travels straight on the second main line traveling path 512 by contacting the auxiliary guide wheel 165 is referred to as the straight-ahead state of the first branch portion 7 (see the dotted line in FIG. 2). That is, in the first branch portion 7 in the straight-ahead state, the first branch guide rail 72 is switched so that the vehicle 10 traveling on the second main line traveling path 512 can travel straight on the second main line traveling path 512 as it is.

[0049] The first branch guide rail 72 of the present embodiment includes a first movable guide rail 721, a first fixed guide rail 722, a first auxiliary movable guide rail 723, a first auxiliary fixed guide rail 724, and a third auxiliary fixed guide rail 725. The first movable guide rail 721 and the first auxiliary movable guide rail 723 are members that can be moved in a part of the first branch guide rail 72. On the other hand, the first fixed guide rail 722, the first auxiliary fixed guide rail 724, and the third auxiliary fixed guide rail 725 are members that cannot be moved in the first branch guide rail 72.

[0050] The first movable guide rail 721 guides the vehicle 10 between the second main track 512 and the first branch track 71 at the first branch section 7. The first movable guide rail 721 is positioned off-center from the running surface 51a. The first movable guide rail 721 is positioned on the same side as the second guide rail 522 in the width direction Dw relative to the second main track 512. When viewed from above in the vertical direction Dv, the first movable guide rail 721 is positioned closer to the second main track 512 relative to the first fixed guide rail 722 in the running direction Da. The first movable guide rail 721 is a rail-shaped member formed in the shape of a rectangular plate. The first movable guide rail 721 is formed with a cross-sectional shape such that it has the same width as the second guide rail 522 in the width direction Dw. The first movable guide rail 721 protrudes upward in the vertical direction Dv relative to the running surface 51a. The first movable guide rail 721 extends in the extension direction De at the same height as the upper surface of the running surface 51. The first movable guide rail 721 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the second guide rail 522 in the vertical direction Dv.

[0051] In the branching state, the first movable guide rail 721 is positioned to contact the guide wheel 163 and guide the vehicle 10 onto the first branching track 71. In the straight-ahead state, the first movable guide rail 721 is not in contact with the guide wheel 163 and is positioned to not guide the vehicle 10 onto the first branching track 71. Specifically, the first movable guide rail 721 is rotatable around a pivot axis extending in the vertical direction Dv between the branching state and the straight-ahead state. The first movable guide rail 721 is moved, for example, by a switch (not shown). In the branching state, the first movable guide rail 721 is positioned to be in contact with the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10, and is positioned to guide the vehicle 10 between the second main track 512 and the first branching track 71. The first movable guide rail 721 is positioned in a way that, when moving straight, it cannot come into contact with the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10, and is positioned in a way that prevents it from guiding the vehicle 10 onto the first branching track 71.

[0052] The first fixed guide rail 722, together with the first movable guide rail 721, guides the vehicle 10 between the first branch track 71 and the second main track 512 at the first branch section 7. The first fixed guide rail 722 is positioned in an immovable state at the first branch section 7, for example, on the roadbed B. Specifically, the first fixed guide rail 722 is fixed to one side in the width direction Dw relative to the first branch track 71 when viewed from the direction of travel Da. The first fixed guide rail 722 is positioned off-center from the running surface 51a. The first fixed guide rail 722 extends along the first branch track 71 from the second main track 512 toward the first main track 511. The first fixed guide rail 722 is a rail-shaped member formed with the same cross-sectional shape as the first movable guide rail 721. The first fixed guide rail 722 protrudes upward in the vertical direction Dv relative to the running surface 51a. The first fixed guide rail 722 extends in the extension direction De from the upper surface of the first branched track 71 at the same height. In the vertical direction Dv, the first fixed guide rail 722 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the first guide rail 521. One end of the first fixed guide rail 722 is positioned to contact the rotation axis of the first movable guide rail 721. In other words, one end of the first movable guide rail 721 is rotatably connected to the end of the first fixed guide rail 722. The other end of the first fixed guide rail 722 is connected to the end of the first guide rail 521.

[0053] The first auxiliary movable guide rail 723, together with the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725, guides the vehicle 10 to continue running on the second main track 512 at the first branching section 7. The first auxiliary movable guide rail 723 is positioned on the opposite side of the second main track 512 from the first movable guide rail 721 and the first fixed guide rail 722 in the width direction Dw. When viewed from above in the vertical direction Dv, the first auxiliary movable guide rail 723 is positioned opposite the first movable guide rail 721 in the extension direction De. As shown in Figure 3, the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725 are rail-shaped members formed in the shape of a rectangular plate. The shape of the first auxiliary movable guide rail 723 is not limited in any way; for example, it may have the same cross-sectional shape as the first guide rail 521 or be a U-shaped rail with an open groove at the top, integrated with the third auxiliary fixed guide rail 725. Furthermore, the first auxiliary movable guide rail 723 protrudes upward in the vertical direction Dv relative to the running surface 51a. The first auxiliary movable guide rail 723 extends in the extension direction De at the same height as the upper surface of the running track 51. Also, the first auxiliary movable guide rail 723 is not connected to the first guide rail 521 or the second guide rail 522.

[0054] In the branching state, the first auxiliary movable guide rail 723 is in a position where it does not contact the auxiliary guide wheel 165 and cannot guide the vehicle 10 onto the second main track 512. In the straight-running state, the first auxiliary movable guide rail 723 is positioned side by side with the third auxiliary fixed guide rail 725, and the inner surfaces of both guide rails contact the auxiliary guide wheel 165 from both sides, positioning it in a position where it can guide the vehicle 10 onto the second main track 512. The first auxiliary movable guide rail 723 is rotatable around a rotation axis extending in the vertical direction Dv in both the branching and straight-running states. The first auxiliary movable guide rail 723 is moved, for example, by a switch (not shown). The first auxiliary movable guide rail 723 is movable in both the branching and straight-running states simultaneously with the first movable guide rail 721. The first auxiliary movable guide rail 723 is positioned in a location where it cannot come into contact with the auxiliary guide wheels 165 of the passing vehicle 10 when the track is branched, and does not obstruct the vehicle 10's movement on the first branched track 71. In the straight-ahead state, the first auxiliary movable guide rail 723 is positioned where it can come into contact with the side of the auxiliary guide wheels 165 of the passing vehicle 10, sandwiching it between itself and the third auxiliary fixed guide rail 725, and allows the vehicle 10 to continue running on the second main track 512.

[0055] The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725, together with the first auxiliary movable guide rail 723, guide the vehicle 10 to continue running on the second main track 512 at the first branching section 7. The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 are positioned in an immovable state at the first branching section 7, for example, on the roadbed B. Specifically, the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 are fixed to one side in the width direction Dw relative to the second main track 512 when viewed from the front in the running direction Da. The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 are positioned on the running surface 51a. The first auxiliary fixed guide rail 724 is positioned in a position that is linearly aligned with the first auxiliary movable guide rail 723 in the width direction Dw. The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 are rail-shaped members formed with the same cross-sectional shape as the first auxiliary movable guide rail 723. The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 protrude upward in the vertical direction Dv relative to the running surface 51a. The first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 extend in the extension direction De at the same height from the upper surface of the running track 51. In the vertical direction Dv, the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 protrude upward in the vertical direction Dv relative to the running surface 51a at the same height as the first auxiliary movable guide rail 723. The first auxiliary fixed guide rail 724 is not connected to the first guide rail 521 or the second guide rail 522. One end of the first auxiliary fixed guide rail 724 is positioned to contact the rotation axis of the first auxiliary movable guide rail 723. In other words, one end of the first auxiliary movable guide rail 723 is rotatably connected to the end of the first auxiliary fixed guide rail 724. The third auxiliary fixed guide rail 725 is fixed parallel to the first auxiliary movable guide rail 723 and the first auxiliary fixed guide rail 724 in a straight state, on the same side in the width direction Dw, with a width that allows the auxiliary guide wheel 165 to pass through while in contact with it.

[0056] At the first branching section 7 as described above, when a vehicle 10 is traveling on the second main track 512 from the first end Da1 to the second end Da2 in the direction of travel Da, the guide wheels 163 are guided by the second guide rail 522. When the vehicle approaches the first branching section 7, the first branching guide rail 72 becomes straight, and the guidance of the guide wheels 163 by the second guide rail 522 is transferred to the guidance of the auxiliary guide wheels 165 by the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 on the opposite side in the width direction Dw. Subsequently, the guidance of the auxiliary guide wheels 165 is transferred from the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725 to the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725. Furthermore, after the vehicle 10 continues straight along the second main track 512 and passes the first branching point 7, the guidance of the auxiliary guide wheels 165 is switched from the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725 to the guidance of the guide wheels 163 by the second guide rail 522 on the opposite side in the width direction Dw. In this way, the vehicle 10 proceeds straight through the first branching point 7.

[0057] Furthermore, at the first branching section 7, as the vehicle 10 travels along the second main track 512 from the second end Da2 in the travel direction Da towards the first end Da1, the guide wheels 163 are guided by the second guide rail 522. When the vehicle approaches the first branching section 7, the first branching guide rail 72 branches, and the guidance of the guide wheels 163 is transferred from the second guide rail 522 to the first movable guide rail 721 located on the same side in the width direction Dw. As a result, the vehicle 10 enters the first branching track 71. Subsequently, the guidance of the guide wheels 163 is transferred from the first movable guide rail 721 to the first fixed guide rail 722. Furthermore, as the vehicle 10 continues along the first branching track 71 and passes the first branching section 7, the guidance of the guide wheels 163 switches from the first fixed guide rail 722 to the first guide rail 521 located on the same side in the width direction Dw. In this way, the vehicle 10 enters the first track 501 from the second track 502 via the first branch section 7. The auxiliary guide wheels 165 are not used while the vehicle enters the first track 501 from the second track 502.

[0058] (Configuration of the second branch section) As shown in Figure 6, the second branch section 8 is capable of switching the destination of a vehicle 10 traveling on the track 51. The second branch section 8 is located apart from the first branch section 7 in the direction of travel Da. The second branch section 8 is connected to the first track 501 and the second track 502 at a different position from the first branch section 7. In this embodiment, the second branch section 8 connects the first track 501 and the second track 502 at a position close to the end of the first end side Da1 in the direction of travel Da on the track 50. The second branch section 8 is capable of guiding the vehicle 10 by the auxiliary guide wheels 165 so as to switch the destination toward the second side Dw2 in the width direction Dw where the auxiliary guide wheels 165 are located. In this embodiment, the second branch section 8 is a branch that is capable of guiding a vehicle 10 traveling on the first main track 511 to the second main track 512. Specifically, the second branching section 8 is configured to guide the first vehicle 10A, which has traveled along the first main track 511 toward the first end side Da1 in the travel direction Da, directly onto the first main track 511. Furthermore, at the end of the first main track 511, the second branching section 8 reverses direction so that the front and rear of the travel direction are swapped, becoming the second vehicle 10B, and is configured to guide the vehicle 10, which has traveled along the first main track 511 toward the second end side Da2 in the travel direction Da, onto the second main track 512. In addition, in the second branching section 8, the first guide rail 521 is partially interrupted, with a portion of it separated in the extension direction De. The second branching section 8 in this embodiment includes a second branch track 81 (branch track) and a second branch guide rail 82 (branch guide rail).

[0059] The second branch track 81 is connected to the first main track 511 and the second main track 512. The second branch track 81 extends in a different direction from the first main track 511, branching off from it. The second branch track 81 connects to the second main track 512 while curving. In other words, at the second branch section 8, the second vehicle 10B, which performs a turnaround operation at the end of the first main track 511 and travels along the first main track 511 toward the second end Da2 in the direction of travel Da, can enter the second main track 512 from the first main track 511 by passing through the second branch track 81.

[0060] Furthermore, the second branching track 81 has a running surface 51a. The upper surface of the second branching track 81 may be formed as a single unit extending across the width direction Dw, or it may be formed separately on the left and right sides. Therefore, a portion of the upper surface of the second branching track 81 forms the running surface 51a.

[0061] The second branch guide rail 82 is partially movable between a straight-ahead state and a branched state. The second branch guide rail 82 is capable of guiding the vehicle 10 to either the first main track 511 or the second branched track 81. In this embodiment, when the second branch guide rail 82 is in the branched state, it can guide the vehicle 10 to the second branched track 81 by contacting the auxiliary guide wheel 165 without contacting the guide wheel 163. In this embodiment, when the second branch guide rail 82 is in the straight-ahead state, it can guide the vehicle 10 to the first main track 511 by contacting the guide wheel 163 but without contacting the auxiliary guide wheel 165. In other words, the second branch guide rail 82 can change the direction of travel of the vehicle 10 by being in the branched state. The second branch guide rail 82 is positioned outside the width direction Dw relative to the second branched track 81 and the first main track 511.

[0062] Here, the state in which the auxiliary guide wheel 165 is in contact and the vehicle 10 can be guided between the first main track 511 and the second main track 512 via the second branch track 81 is referred to as the branching state of the second branch section 8 (see solid line in Figure 6). In other words, in the branching state of the second branch section 8, the state of the second branch guide rail 82 is switched to a state in which the vehicle 10 can enter the second branch track 81 from the first main track 511. Also, the state in which the guide wheel 163 is in contact and the vehicle continues to travel on the first main track 511 is referred to as the straight-ahead state of the second branch section 8 (see dotted line in Figure 6). In other words, in the straight-ahead state of the second branch section 8, the second branch guide rail 82 is switched to a state in which the vehicle 10 traveling on the first main track 511 can continue to travel on the first main track 511.

[0063] The second branch guide rail 82 of this embodiment includes a second movable guide rail 821, a second fixed guide rail 822, a second auxiliary movable guide rail 823, a second auxiliary fixed guide rail 824, a fourth auxiliary fixed guide rail 825, and a second main branch fixed guide rail 826. The second movable guide rail 821 and the second auxiliary movable guide rail 823 are movable parts of the second branch guide rail 82. On the other hand, the second fixed guide rail 822, the second auxiliary fixed guide rail 824, the fourth auxiliary fixed guide rail 825, and the second main branch fixed guide rail 826 are immovable parts of the second branch guide rail 82.

[0064] The second movable guide rail 821 guides the vehicle 10 to continue running on the first main track 511 at the second branching section 8. The second movable guide rail 821 is positioned off-center from the running surface 51a. The second movable guide rail 821 is positioned on the same side as the first guide rail 521 in the width direction Dw relative to the first main track 511. When viewed from above in the vertical direction Dv, the second movable guide rail 821 is positioned at the first end side Da1 in the running direction Da relative to the second fixed guide rail 822. The second movable guide rail 821 is a rail-shaped member formed in the shape of a rectangular plate. The second movable guide rail 821 is formed with a cross-sectional shape such that it has the same width as the first guide rail 521 in the width direction Dw. The second movable guide rail 821 protrudes upward in the vertical direction Dv relative to the running surface 51a. The second movable guide rail 821 extends in the extension direction De at the same height as the upper surface of the running surface 51. The second movable guide rail 821 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the first guide rail 521 in the vertical direction Dv.

[0065] In the branching state, the second movable guide rail 821 is positioned so as not to contact the guide wheel 163 and cannot guide the vehicle 10 onto the first main track 511. In the straight-ahead state, the second movable guide rail 821 is positioned so as to contact the guide wheel 163 and can guide the vehicle 10 onto the first main track 511. Specifically, the second movable guide rail 821 is rotatable around a pivot axis extending in the vertical direction Dv between the branching state and the straight-ahead state. The second movable guide rail 821 is moved, for example, by a switch (not shown). In the branching state, the second movable guide rail 821 is positioned so as not to contact the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10 and cannot guide the vehicle 10 onto the second branch track 81. The second movable guide rail 821 is positioned in a location where it can be sandwiched and made contact with the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10 when it is moving straight, and is positioned to guide the vehicle 10 so that it continues to move along the first main track 511.

[0066] The second fixed guide rail 822, together with the second movable guide rail 821, guides the vehicle 10 to continue traveling on the first main track 511 at the second branching section 8. The second fixed guide rail 822 is positioned in an immovable state at the second branching section 8, for example, on the roadbed B. Specifically, the second fixed guide rail 822 is fixed to one side in the width direction Dw relative to the first main track 511 when viewed from the travel direction Da. The second fixed guide rail 822 is positioned off-center from the running surface 51a. The second fixed guide rail 822 is positioned in a straight line with the second movable guide rail 821 when it is moving straight. The second fixed guide rail 822 is a rail-shaped member formed with the same cross-sectional shape as the second movable guide rail 821. The second fixed guide rail 822 protrudes upward in the vertical direction Dv relative to the running surface 51a. The second fixed guide rail 822 extends in the extension direction De at the same height as the upper surface of the first main track 511. The second fixed guide rail 822 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the first guide rail 521 in the vertical direction Dv. One end of the second fixed guide rail 822 is positioned to contact the rotation axis of the second movable guide rail 821. In other words, one end of the second movable guide rail 821 is rotatably connected to the end of the second fixed guide rail 822. The other end of the second fixed guide rail 822 is connected to the end of the first guide rail 521.

[0067] The second auxiliary movable guide rail 823, together with the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825, guides the vehicle 10 between the first main track 511 and the second branch track 81 at the second branch section 8. The second auxiliary movable guide rail 823 is positioned on the opposite side of the first guide rail 521 and the second movable guide rail 821 in the width direction Dw relative to the first main track 511. When viewed from above in the vertical direction Dv, the second auxiliary movable guide rail 823 is positioned opposite the second movable guide rail 821 in the extension direction De. The second auxiliary movable guide rail 823 is a rail-shaped member formed in the shape of a rectangular plate. The shape of the second auxiliary movable guide rail 823 is not limited in any way; for example, it may have the same cross-sectional shape as the first guide rail 521 or be a U-shaped rail with an open groove at the top, integrated with the second auxiliary fixed guide rail 824. The second auxiliary movable guide rail 823 also protrudes upward in the vertical direction Dv relative to the running surface 51a. The second auxiliary movable guide rail 823 extends in the extension direction De at the same height from the upper surface of the running track 51. Furthermore, the second auxiliary movable guide rail 823 is not connected to the first guide rail 521 or the second guide rail 522.

[0068] In the branching state, the second auxiliary movable guide rail 823 is positioned side by side with the fourth auxiliary fixed guide rail 825, and contacts the auxiliary guide wheel 165 from both sides with the inner surfaces of both guide rails, positioning it to guide the vehicle 10 onto the second branching track 81. In the straight-ahead state, the second auxiliary movable guide rail 823 does not contact the auxiliary guide wheel 165, positioning it to a position where it cannot guide the vehicle 10 onto the second branching track 81. The second auxiliary movable guide rail 823 is rotatable around a rotation axis extending in the vertical direction Dv in both the branching and straight-ahead states. The second auxiliary movable guide rail 823 is moved, for example, by a switch (not shown). The second auxiliary movable guide rail 823 is movable in both the branching and straight-ahead states simultaneously with the second movable guide rail 821. In the branching state, the second auxiliary movable guide rail 823 is positioned so as to be able to contact the side of the auxiliary guide wheel 165 of the passing vehicle 10 between itself and the fourth auxiliary fixed guide rail 825, and is positioned to allow the vehicle 10 to travel from the first main track 511 to the second branching track 81. In the straight-ahead state, the second auxiliary movable guide rail 823 is positioned so as not to contact the auxiliary guide wheel 165 of the passing vehicle 10, and is positioned so as not to obstruct the vehicle 10's movement on the first main track 511.

[0069] The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825, together with the first auxiliary movable guide rail 723, guide the vehicle 10 between the second branch track 81 and the first main track 511 at the second branch section 8. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are positioned in an immovable state at the second branch section 8, for example, on the roadbed B. Specifically, when viewed from the front in the direction of travel Da, the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are fixed to one side in the width direction Dw relative to the second branch track 81. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are positioned on the running surface 51a. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are positioned off the running surface 51a. The second auxiliary fixed guide rail 824 is positioned in the width direction Dw to align with the second auxiliary movable guide rail 823 in the branched state, forming a single curve. The fourth auxiliary fixed guide rail 825 is positioned outside the second auxiliary movable guide rail 823 in the width direction Dw. The fourth auxiliary fixed guide rail 825 is positioned on the second side Dw2 in the width direction Dw, at a distance that allows the auxiliary guide wheel 165 to be guided between the two in the width direction Dw. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are rail-shaped members formed with the same cross-sectional shape as the second auxiliary movable guide rail 823. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 protrude upward in the vertical direction Dv relative to the running surface 51a. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 extend in the extension direction De at the same height from the upper surface of the running track 51. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 protrude upward in the vertical direction Dv relative to the running surface 51a at the same height as the second auxiliary movable guide rail 823 in the vertical direction Dv. The second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 are not connected to the first guide rail 521 or the second guide rail 522. The fourth auxiliary fixed guide rail 825 extends parallel to the second auxiliary movable guide rail 823 in its branched state.

[0070] The second main branch fixed guide rail 826 is positioned opposite to the second auxiliary movable guide rail 823 in the width direction Dw when viewed from above in the vertical direction Dv, relative to the second branch track 81. The second main branch fixed guide rail 826 extends along the second branch track 81 so as to go from the first main track 511 toward the second main track 512. The second main branch fixed guide rail 826 is a rail-shaped member formed with the same cross-sectional shape as the second guide rail 522. The second main branch fixed guide rail 826 protrudes upward in the vertical direction Dv relative to the running surface 51a. The second main branch fixed guide rail 826 extends in the extension direction De at the same height as the upper surface of the second branch track 81. In the vertical direction Dv, the second main branch fixed guide rail 826 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the second guide rail 522. One end of the second main branch fixed guide rail 826 is not connected to any other member. The other end of the second main branch fixed guide rail 826 is connected to the end of the second guide rail 522.

[0071] At the second branching section 8 as described above, when a vehicle 10 is traveling along the first main track 511 from the second end Da2 to the first end Da1 in the direction of travel Da, the guide wheels 163 are guided by the first guide rail 521. When the vehicle approaches the second branching section 8, the second branching guide rail 82 becomes straight, and the guidance of the guide wheels 163 is transferred from the first guide rail 521 to the second fixed guide rail 822, which is located on the same side in the width direction Dw. Subsequently, the guidance of the guide wheels 163 is transferred from the second fixed guide rail 822 to the second movable guide rail 821. Furthermore, after the vehicle 10 continues straight along the first main track 511 and passes through the second branching section 8, the guidance of the guide wheels 163 is switched from the first movable guide rail 721 to the first guide rail 521, which is located on the same side in the width direction Dw. In this way, the vehicle 10 travels straight through the second branching section 8.

[0072] Furthermore, at the second branching section 8, as the vehicle 10 travels along the first main track 511 from the first end Da1 to the second end Da2 in the direction of travel Da, the guide wheels 163 are guided by the first guide rail 521. When the vehicle approaches the second branching section 8, the second branching guide rail 82 branches, and the guidance of the guide wheels 163 by the first guide rail 521 is transferred to the guidance of the auxiliary guide wheels 165 by the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, which are located on the opposite side in the width direction Dw. As a result, the vehicle 10 enters the second branching track 81. Subsequently, the auxiliary guide wheels 165 are guided while being sandwiched between the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, and the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825. Furthermore, as the vehicle 10 continues along the second branch track 81, the guidance of the auxiliary guide wheels 165 switches from the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825 to the guidance of the guide wheels 163 by the second main branch fixed guide rail 826 located on the opposite side in the width direction Dw. After passing the second branch section 8, the guidance of the guide wheels 163 switches to the second guide rail 522 connected to the second main branch fixed guide rail 826. In this way, the vehicle 10 enters the second track 502 from the first track 501 via the second branch section 8.

[0073] (Effects) In the rail-based transportation system 1 of the first embodiment described above, when switching the destination toward the first side Dw1 in the width direction Dw where the guide wheels 163 are located, the vehicle passes through the first branch section 7. When switching the destination toward the second side Dw2, which is the opposite side of the width direction Dw where the auxiliary guide wheels 165 are located, the vehicle passes through the second branch section 8. In other words, the vehicle 10 can switch its destination toward either direction in the width direction Dw because the first branch section 7 and the second branch section 8 are located on the track 50. Therefore, with a simple structure that arranges two types of branches, the first branch section 7 and the second branch section 8, even if guide rails are located on only one side of the width direction Dw, branches that allow the vehicle 10 to switch its destination toward any direction can be installed on the track 50. As a result, even in a rail-based transportation system 1 where the guide wheels 163 are located on only one side of the vehicle 10, branches can be provided at the necessary locations while keeping costs down.

[0074] Furthermore, the first branch 7 and the second branch 8 connect the first track 501 and the second track 502 at positions separated from each other in the direction of travel Da, flanking multiple stations 25. As a result, a vehicle 10 traveling on the first track 501 can enter the second track 502 via the second branch 8, and a vehicle 10 traveling on the second track 502 can enter the first track 501 via the first branch 7. Therefore, the vehicle 10 traveling on the first track 501 and the second track 502 are the same vehicle 10. Consequently, there is no need to run different types of vehicles 10 on a single line. Thus, not only the cost of installing branches, but also the installation and maintenance costs of the vehicles 10 can be reduced. Moreover, multiple vehicles 10 can travel back and forth on the first track 501 and the second track 502 via the first branch 7 and the second branch 8, allowing them to run in a chain-like fashion on a single line. Therefore, many vehicles 10 can be run on a single line, improving transport capacity.

[0075] Furthermore, the guide wheel 163 has an outer guide wheel 163A that can contact the outer surface of the guide rail 52 in the width direction Dw, and an inner guide wheel 163B that can contact the inner surface of the guide rail 52 in the width direction Dw. As a result, the outer guide wheel 163A and the inner guide wheel 163B hold and support one guide rail 52 in the width direction Dw. Consequently, the outer guide wheel 163A and the inner guide wheel 163B are less likely to come off the guide rail 52. Therefore, even when the vehicle 10 is guided along only one guide rail 52 that is positioned on only one side in the width direction Dw relative to the vehicle body 11, the guide wheel 163 can be prevented from coming off the guide rail 52. This allows the vehicle 10 to be guided stably even with only one guide rail 52.

[0076] Furthermore, the first branch section 7 has a first branch guide rail 72 that is movable between a branched state and a straight-ahead state. Specifically, when the first branch guide rail 72 is in the branched state, the first movable guide rail 721 and the first fixed guide rail 722 are made capable of contacting the outer guide wheel 163A and the inner guide wheel 163B. In addition, the first auxiliary movable guide rail 723, the first auxiliary fixed guide rail 724, and the third auxiliary fixed guide rail 725 are made incapable of contacting the auxiliary guide wheel 165. Therefore, when the branched state is established, the vehicle 10 traveling on the second main track 512 toward the first end Da1 in the direction of travel Da will have the outer guide wheel 163A and the inner guide wheel 163B, which were in contact with the second guide rail 522, come into contact with the first movable guide rail 721, allowing it to change its direction and enter the first branch track 71. Furthermore, the outer guide wheel 163A and the inner guide wheel 163B then come into contact with the first fixed guide rail 722 and the first guide rail 521 in that order, allowing the vehicle 10 to enter the first main track 511.

[0077] On the other hand, when the first branch guide rail 72 is in a straight-ahead state, the first movable guide rail 721 is prevented from contacting the outer guide wheel 163A and the inner guide wheel 163B. In addition, the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725 are made capable of contacting the auxiliary guide wheel 165. Therefore, when the train is in a straight-ahead state, the outer guide wheel 163A and the inner guide wheel 163B, which were in contact with the second guide rail 522, move away from the second guide rail 522 when the train is traveling on the second main track 512 toward the second end Da2 in the direction of travel Da. At the same time that the outer guide wheel 163A and the inner guide wheel 163B move away from the second guide rail 522, the auxiliary guide wheel 165 is sandwiched and made contact with the first auxiliary fixed guide rail 724 and the third auxiliary fixed guide rail 725. Subsequently, the vehicle 10 continues to travel along the second main track 512, and the auxiliary guide wheels 165 are sandwiched and in contact with the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725. Furthermore, as the vehicle 10 continues to travel along the second main track 512, the auxiliary guide wheels 165 move away from the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725. At the same time that the auxiliary guide wheels 165 move away from the first auxiliary movable guide rail 723 and the third auxiliary fixed guide rail 725, the outer guide wheel 163A and the inner guide wheel 163B come into contact with the second guide rail 522. In this way, in the straight-ahead state, the vehicle can continue to travel along the second main track 512 even in the area connected to the first branch section 7.

[0078] Similarly, the second branch section 8 has a second branch guide rail 82 that is movable between a branched state and a straight-ahead state. Specifically, when the second branch guide rail 82 is in the straight-ahead state, the second movable guide rail 821 and the second fixed guide rail 822 are made capable of contacting the outer guide wheel 163A and the inner guide wheel 163B. In addition, the second auxiliary movable guide rail 823, the second auxiliary fixed guide rail 824, and the fourth auxiliary fixed guide rail 825 are made incapable of contacting the auxiliary guide wheel 165. Therefore, in the straight-ahead state, the vehicle 10 traveling along the first main track 511 toward the second side Da2 in the direction of travel Da will continue to travel along the first main track 511 with the outer guide wheel 163A and inner guide wheel 163B, which were in contact with the first guide rail 521, now in contact with the second movable guide rail 821. Subsequently, the vehicle will come into contact with the second fixed guide rail 822 and then the first guide rail 521 in that order, and will continue to travel straight along the first main track 511. In this way, in the straight-ahead state, the vehicle can continue to travel along the first main track 511 even in the area connected to the second branch section 8.

[0079] On the other hand, when the second branching guide rail 82 is set to the branching state, the second movable guide rail 821 is prevented from contacting the outer guide wheel 163A and the inner guide wheel 163B. In addition, the second auxiliary movable guide rail 823 is made able to contact the auxiliary guide wheel 165. As a result, when the track is set to the branching state, the vehicle 10 traveling on the first main track 511 toward the second end side Da2 in the direction of travel Da will have the outer guide wheel 163A and the inner guide wheel 163B, which were in contact with the first guide rail 521, move away from the first guide rail 521. At the same time that the outer guide wheel 163A and the inner guide wheel 163B move away from the first guide rail 521, the auxiliary guide wheel 165 moves between the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825. Guided by the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, the vehicle can change its direction of travel and enter the second branching track 81. Furthermore, as the vehicle 10 continues to travel on the second branch track 81, the auxiliary guide wheel 165 moves between the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825, following the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, and is guided in the same manner. As the auxiliary guide wheel 165 moves away from the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825, the outer guide wheel 163A and the inner guide wheel 163B come into contact with the second main branch fixed guide rail 826. Subsequently, the outer guide wheel 163A and the inner guide wheel 163B come into contact with the second main branch fixed guide rail 826 and the second guide rail 522 in that order, and the vehicle 10 can enter the second main track 512.

[0080] As described above, the first branching guide rail 72 and the second branching guide rail 82, along with the guide wheel 163 and the auxiliary guide wheel 165, enable the vehicle 10 to run stably even when branching roads such as the first branching section 7 and the second branching section 8 are arranged.

[0081] <Second Embodiment> Next, a second embodiment of the rail-based transportation system 1A according to the present disclosure will be described. In the rail-based transportation system 1A of the second embodiment described below, components common to the first embodiment are denoted by the same reference numerals in the figures and their descriptions are omitted.

[0082] As shown in Figure 7, in the rail-based transportation system 1A of the second embodiment, the track 50A is further provided with a siding track 6. The siding track 6 is capable of taking refuge from vehicles 10 traveling on the first track 501 and the second track 502. That is, the siding track 6 is capable of allowing vehicles 10 that were traveling on the first track 501 and the second track 502 to wait at a position away from the first track 501 and the second track 502. The siding track 6 is located between the first track 501 and the second track 502 in the width direction Dw. The siding track 6 is connected to the first track 501 or the second track 502 by a first branch 7A or a second branch 8A. The siding track 6 of this embodiment has a first siding track 61, a second siding track 62, and a fence section 35.

[0083] The first siding track 61 is designed to allow vehicles 10 advancing on the first track 501 and the second track 502 to take cover. The first siding track 61 is positioned off-center from the first track 501 on the second side Dw2 in the width direction Dw. The first siding track 611 has a first siding track 611, which is the running track 51. The first siding track 611 is positioned parallel to the first main track 511. The length of the first siding track 611 in the running direction Da is very short compared to the first main track 511. For example, the first siding track 611 is formed to a length that allows several vehicles 10 (one train set) to be positioned side by side. The first siding track 61 has a guide rail 52 on only one side in the width direction Dw. In this embodiment, the first siding track 61 has a first siding guide rail 612 as the guide rail 52.

[0084] The first siding guide rail 612 is positioned in the width direction Dw closer to the first track 501 relative to the first siding track 611. The first siding guide rail 612 extends along the first siding track 611.

[0085] The second siding track 62 is designed to allow vehicles 10 reversing on the first track 501 and the second track 502 to take cover. The second siding track 62 is positioned off-center from the second track 502 on the first side Dw1 in the width direction Dw. The second siding track 62 is positioned away from the first siding track 61 in the direction of travel Da. The second siding track 62 is positioned at approximately the same distance as the first siding track 61 in the width direction Dw. The second siding track 62 has a second siding track 621, which is the running track 51. The second siding track 621 is positioned parallel to the second main running track 512. The second siding track 621 is formed to be very short in length in the direction of travel Da relative to the second main running track 512. For example, the second siding track 621 is formed to be approximately the same length as the first siding track 611. The second siding track 62 has a guide rail 52 on only one side in the width direction Dw. In this embodiment, the second siding track 62 has a second siding guide rail 622 as a guide rail 52.

[0086] The second siding guide rail 622 is positioned in the width direction Dw at a distance from the second track 502 relative to the second siding track 621. The second siding guide rail 622 extends along the second siding track 621.

[0087] The fence section 35 is designed to prevent a moving vehicle 10 from deviating from the running track 51 due to a sudden earthquake or vehicle malfunction. The fence section 35 is positioned in the direction of travel Da between the siding track 6 and the station 25, and between the first siding track 61 and the second siding track 62. The fence section 35 is positioned in the width direction Dw between the first main track 511 and the second main track 512. In other words, the fence section 35 separates the first main track 511 and the second main track 512 in the width direction Dw. Multiple fence sections 35 are arranged in the direction of travel Da with sufficient spacing between them to prevent a vehicle 10 from passing through. The fence section 35 is made of reinforced concrete or steel, for example, and is about 0.5 m high.

[0088] Furthermore, the first branch section 7A connects the siding track 6 and the second track 502. Specifically, the first branch section 7A has a front first branch section 75 and a rear first branch section 76.

[0089] The front first branch section 75 switches the destination of a vehicle 10 advancing on the second track 502 to the first siding track 61. Here, advancing on the second track 502 means that the vehicle 10 is traveling on the second main track 512 toward the second end side Da2 in the direction of travel Da. In other words, the front first branch section 75 is capable of guiding a vehicle 10 advancing on the second track 502 toward the first siding track 61. Furthermore, the front first branch section 75 is capable of guiding a vehicle 10 moving from the first siding track 61 toward the second track 502 toward the second main track 512. In this embodiment, the front first branch section 75 connects the second track 502 and the first siding track 61. The front first branch section 75 connects the end of the first end side Da1 of the first siding track 61 toward the direction of travel Da to the middle of the second track 502. The front first branch section 75 is a branch road that is capable of guiding the vehicle 10 by guide wheels 163. Furthermore, at the first branch section 75, the second guide rail 522 is partially interrupted, with a portion of it positioned away from the direction of travel Da.

[0090] Furthermore, the front first branch section 75 of this embodiment is structurally different from the first branch section 7 of the first embodiment in that it guides the vehicle 10 in the opposite direction to the left and right. In other words, the front first branch section 75 of this embodiment is structured as if the first branch section 7 of the first embodiment had been folded back so that it is symmetrical to the first branch section 7 of the first embodiment when viewed from above in the vertical direction Dv. As shown in Figure 8, the front first branch section 75 has a front first branch running track 751 (branch running track) and a front first branch guide rail 752 (branch guide rail).

[0091] The first branch track 751 is connected to the second main track 512 and the first siding track 611. The first branch track 751 branches off from the second main track 512 and extends in a different direction from the second main track 512. The first branch track 751 curves as it connects to the first siding track 611. Specifically, the first branch track 751 curves to the right when viewed from the second vehicle 10B advancing on the second main track 512. In other words, at the first branch section 75, the second vehicle 10B advancing on the second main track 512 toward the second end Da2 in the direction of travel Da can enter the first siding track 611 from the second main track 512 by passing through the first branch track 751.

[0092] Furthermore, the front first branching track 751 has a running surface 51a. The upper surface of the front first branching track 751 may be formed integrally across the left and right sides in the width direction Dw, or it may be formed separately on the left and right sides. Therefore, a part of the upper surface of the front first branching track 751 forms the running surface 51a.

[0093] The front first branch guide rail 752 is partially movable between a straight-ahead state and a branched state. The front first branch guide rail 752 is capable of guiding the vehicle 10 to either the second main track 512 or the front first branch track 751. In this embodiment, when the front first branch guide rail 752 is in the branched state, it contacts the guide wheel 163, enabling it to guide the vehicle 10 on the second main track 512 to the front first branch track 751. In this embodiment, when the front first branch guide rail 752 is in the straight-ahead state, it contacts the auxiliary guide wheel 165, enabling it to guide the vehicle 10 on the second main track 512 to the second main track 512. In other words, the front first branch guide rail 752 is capable of changing the direction of travel of the vehicle 10 when it is in the branched state. The front first branch guide rail 752 is positioned outside the width direction Dw relative to the front first branch track 751 and the second main track 512.

[0094] Here, the state in which the vehicle 10 can be guided between the second main track 512 and the first siding track 611 by contacting the guide wheel 163 and passing through the front first branch track 751 is referred to as the branching state of the front first branch section 75 (see solid line in Figure 8). In other words, in the branching state of the front first branch section 75, the state of the front first branch guide rail 752 is switched to a state in which the vehicle 10 can enter the front first branch track 751 from the second main track 512. Also, the state in which the vehicle can continue to travel on the second main track 512 by contacting the auxiliary guide wheel 165 is referred to as the straight-ahead state of the front first branch section 75 (see dotted line in Figure 8). In other words, in the straight-ahead state of the front first branch section 75, the front first branch guide rail 752 is switched to a state in which the vehicle 10 traveling on the second main track 512 can continue to travel on the second main track 512.

[0095] The front first branch guide rail 752 of this embodiment includes a front first movable guide rail 7521, a front first fixed guide rail 7522, a front first auxiliary movable guide rail 7523, a front first auxiliary fixed guide rail 7524, and a front third auxiliary fixed guide rail 7525. The front first movable guide rail 7521 and the front first auxiliary movable guide rail 7523 are movable parts of the front first branch guide rail 752. On the other hand, the front first fixed guide rail 7522, the front first auxiliary fixed guide rail 7524, and the front third auxiliary fixed guide rail 7525 are immovable parts of the front first branch guide rail 752.

[0096] The front first movable guide rail 7521 guides the vehicle 10 between the second main track 512 and the front first branch track 751 at the front first branch section 75. The front first movable guide rail 7521 is positioned off-center from the running surface 51a. The front first movable guide rail 7521 is positioned on the same side as the second guide rail 522 in the width direction Dw relative to the second main track 512. When viewed from above in the vertical direction Dv, the front first movable guide rail 7521 is positioned closer to the second main track 512 in the running direction Da relative to the front first fixed guide rail 7522. The front first movable guide rail 7521 is a rail-shaped member formed in the shape of a rectangular plate. The front first movable guide rail 7521 is formed with a cross-sectional shape such that it has the same width as the second guide rail 522 in the width direction Dw. The front first movable guide rail 7521 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front first movable guide rail 7521 extends in the direction of travel Da at the same height as the upper surface of the travel track 51. In the vertical direction Dv, the front first movable guide rail 7521 protrudes upward in the vertical direction Dv relative to the travel surface 51a at the same height as the second guide rail 522.

[0097] The front first movable guide rail 7521 is positioned in a location where it can contact the guide wheels 163 and guide the vehicle 10 when the track is branched. When the track is running straight, the front first movable guide rail 7521 is positioned where it cannot guide the vehicle 10 without contacting the guide wheels 163. Specifically, the front first movable guide rail 7521 is rotatable around a pivot axis extending in the vertical direction Dv, in both the branched and straight-running states. The front first movable guide rail 7521 is moved, for example, by a switch (not shown). When the track is branched, the front first movable guide rail 7521 is positioned so that it can be in contact with the outer guide wheels 163A and inner guide wheels 163B of the passing vehicle 10, and guides the vehicle 10 between the second main track 512 and the front first branched track 751. The front first movable guide rail 7521 is positioned in a way that prevents it from contacting the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10 when it is moving straight, and is positioned in a way that prevents it from guiding the vehicle 10 onto the front first branching track 751.

[0098] The front first fixed guide rail 7522, together with the front first movable guide rail 7521, guides the vehicle 10 between the front first branch track 751 and the second main track 512 at the front first branch section 75. The front first fixed guide rail 7522 is positioned in an immovable state at the front first branch section 75, for example, on the roadbed B. Specifically, when viewed from the direction of travel Da, the front first fixed guide rail 7522 is fixed to one side in the width direction Dw relative to the front first branch track 751. The front first fixed guide rail 7522 is positioned off-center from the running surface 51a. The front first fixed guide rail 7522 extends along the front first branch track 751 so as to go from the second main track 512 toward the first siding track 611. The front first fixed guide rail 7522 is a rail-shaped member formed with the same cross-sectional shape as the front first movable guide rail 7521. The front first fixed guide rail 7522 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front first fixed guide rail 7522 extends in the running direction Da at the same height as the upper surface of the front first branch running track 751. In the vertical direction Dv, the front first fixed guide rail 7522 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the front first movable guide rail 7521. One end of the front first fixed guide rail 7522 is positioned to contact the rotation axis of the front first movable guide rail 7521. In other words, one end of the front first movable guide rail 7521 is rotatably connected to the end of the front first fixed guide rail 7522. The other end of the front first fixed guide rail 7522 is connected to the end of the first siding guide rail 612.

[0099] The front first auxiliary movable guide rail 7523, together with the front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525, guides the vehicle 10 to continue running on the second main track 512 at the first branching section 7A. The front first auxiliary movable guide rail 7523 is positioned on the opposite side of the front first movable guide rail 7521 and the front first fixed guide rail 7522 in the width direction Dw relative to the second main track 512. When viewed from above in the vertical direction Dv, the front first auxiliary movable guide rail 7523 is positioned opposite the front first movable guide rail 7521 in the running direction Da. The front first auxiliary movable guide rail 7523 is a rail-shaped member formed in the shape of a rectangular plate. The shape of the front first auxiliary movable guide rail 7523 is not limited in any way, and for example, it may have the same cross-sectional shape as the first guide rail 521 or a U-shaped rail with an open groove at the top, integrated with the front third auxiliary fixed guide rail 7525. Furthermore, the front first auxiliary movable guide rail 7523 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front first auxiliary movable guide rail 7523 extends in the running direction Da at the same height as the upper surface of the running track 51. Also, the front first auxiliary movable guide rail 7523 is not connected to the first guide rail 521 or the second guide rail 522.

[0100] The front first auxiliary movable guide rail 7523 is positioned in a location where it cannot guide the vehicle 10 without contacting the auxiliary guide wheel 165 in the branching state. In the straight-ahead state, the front first auxiliary movable guide rail 7523 forms a state where it is aligned with the front third auxiliary fixed guide rail 7525, and is positioned so that it can guide the vehicle 10 by contacting the auxiliary guide wheel 165 from both sides with the inner surfaces of both guide rails. The front first auxiliary movable guide rail 7523 is rotatable around a rotation axis extending in the vertical direction Dv in both the branching state and the straight-ahead state. The front first auxiliary movable guide rail 7523 is moved by, for example, a switch (not shown). The front first auxiliary movable guide rail 7523 is movable in both the branching state and the straight-ahead state simultaneously with the front first movable guide rail 7521. The front first auxiliary movable guide rail 7523 is positioned in a location where, in the branching state, it cannot come into contact with the auxiliary guide wheels 165 of the passing vehicle 10, and does not obstruct the vehicle 10's movement on the front first branching track 751. In the straight-ahead state, the front first auxiliary movable guide rail 7523 is positioned so as to be able to contact the side of the auxiliary guide wheels 165 of the passing vehicle 10 together with the front third auxiliary fixed guide rail 7525, sandwiching the two rails, and allowing the vehicle 10 to continue running on the second main track 512.

[0101] The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525, together with the front first auxiliary movable guide rail 7523, guide the vehicle 10 to continue running on the second main track 512 at the first branching section 7A. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are positioned in an immovable state at the front first branching section 75, for example, on the roadbed B. Specifically, the front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are fixed to one side in the width direction Dw relative to the second main track 512 when viewed from the front in the running direction Da. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are positioned on the running surface 51a. In the width direction Dw, the front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are positioned in a straight line with the front first auxiliary movable guide rail 7523 in a straight-ahead state. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are rail-shaped members formed with the same cross-sectional shape as the front first auxiliary movable guide rail 7523. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 protrude upward in the vertical direction Dv relative to the running surface 51a. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 extend in the running direction Da at the same height from the upper surface of the running track 51. In the vertical direction Dv, the front first auxiliary fixed guide rail 7524 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the front first auxiliary movable guide rail 7523. The front first auxiliary fixed guide rail 7524 and the front third auxiliary fixed guide rail 7525 are not connected to the first guide rail 521 or the second guide rail 522. One end of the front first auxiliary fixed guide rail 7524 is positioned to contact the rotation axis of the front first auxiliary movable guide rail 7523. In other words, one end of the front first auxiliary movable guide rail 7523 is rotatably connected to the end of the front first auxiliary fixed guide rail 7524.The front third auxiliary fixed guide rail 7525 is fixed parallel to the front first auxiliary movable guide rail 7523 and the front first auxiliary fixed guide rail 7524 in a straight state, on the same side in the width direction Dw, with a width that allows the auxiliary guide wheel 165 to pass through while in contact with it.

[0102] At the forward first branch section 75 as described above, when a vehicle 10 is traveling on the second main track 512 from the first end Da1 to the second end Da2 in the direction of travel Da, the guide wheels 163 are guided by the second guide rail 522. When the vehicle approaches the forward first branch section 75, the forward first branch guide rail 752 becomes straight, and the guidance of the guide wheels 163 by the second guide rail 522 is transferred to the guidance of the auxiliary guide wheels 165 by the forward first auxiliary movable guide rail 7523 and the forward third auxiliary fixed guide rail 7525 on the opposite side in the width direction Dw. Subsequently, the guidance of the auxiliary guide wheels 165 is transferred from the forward first auxiliary movable guide rail 7523 and the forward third auxiliary fixed guide rail 7525 to the guidance of the forward first auxiliary fixed guide rail 7524 and the forward third auxiliary fixed guide rail 7525. Furthermore, after the vehicle 10 continues straight along the second main track 512 and passes the first branch section 75, the guidance of the auxiliary guide wheels 165 is switched from the first auxiliary fixed guide rail 7524 and the third auxiliary fixed guide rail 7525 to the guidance of the guide wheels 163 by the second guide rail 522 on the opposite side of the width direction Dw. In this way, the vehicle 10 proceeds straight through the first branch section 75.

[0103] Furthermore, if an abnormality occurs in the moving vehicle 10, at the front first branch section 75, the vehicle 10, which is moving forward on the second main track 512 from the first end Da1 in the direction of travel Da to the second end Da2, will have its guide wheels 163 guided by the second guide rail 522. Then, when it approaches the first branch section 7A, the front first branch guide rail 752 will branch, and the guidance of the guide wheels 163 will be transferred from the second guide rail 522 to the front first movable guide rail 7521 located on the same side in the width direction Dw. As a result, the vehicle 10 will enter the front first branch track 751. After that, the guidance of the guide wheels 163 will be transferred from the front first movable guide rail 7521 to the front first fixed guide rail 7522. Furthermore, after the vehicle 10 continues along the front first branch track 751 and passes the front first branch section 75, the guidance of the guide wheels 163 switches from the front first fixed guide rail 7522 to the guidance of the guide wheels 163 by the first siding guide rail 612 located on the same side in the width direction Dw. In this way, the vehicle 10 enters the first siding track 61 from the second track 502 via the front first branch section 75. Note that the auxiliary guide wheels 165 are not used while entering the first siding track 61 from the second track 502. Furthermore, when entering the second track 502 from the first siding track 61 via the front first branch section 75, the movement is reversed.

[0104] The rear first branch section 76 switches the destination of a vehicle 10 reversing on the second track 502 to the second siding track 62. Here, reversing on the second track 502 means that the vehicle 10 is traveling on the second main track 512 toward the first end Da1 in the direction of travel Da. In other words, the rear first branch section 76 is capable of guiding a vehicle 10 reversing on the second track 502 to the second siding track 62. Furthermore, the rear first branch section 76 is capable of guiding a vehicle 10 moving from the second siding track 62 toward the second track 502 back toward the second main track 512. In this embodiment, the rear first branch section 76 connects the second track 502 and the second siding track 62. The rear first branch section 76 connects the end Da2 of the second siding track 62 toward the middle of the second track 502 in the direction of travel Da. The rear first branch section 76 is a branch road that allows the vehicle 10 to be guided by the guide wheel 163. In addition, at the rear first branch section 76, the second guide rail 522 is partially interrupted, with a portion of it positioned away from the direction of travel Da.

[0105] The rear first branch section 76 of this embodiment differs structurally from the front first branch section 75 in that it guides the vehicle 10 in the opposite direction to the left and right. The rear first branch section 76 and the front first branch section 75 are structured in such a way that they appear to be inverted versions of each other on the second track 502 when viewed from above in the vertical direction Dv. Therefore, the rear first branch section 76 has the same structure as the first branch section 7 of the first embodiment shown in Figure 2. In other words, the rear first branch section 76 has a first branch track 71 and a first branch guide rail 72.

[0106] Here, the state in which the vehicle 10 can be guided between the second main track 512 and the second siding track 621 by contacting the guide wheel 163 and passing through the first branch track 71 is referred to as the branching state of the rear first branch section 76 (see solid line in Figure 2). In other words, the branching state of the rear first branch section 76 is the same as the branching state of the first branch section 7 in the first embodiment. Also, the state in which the vehicle continues to travel on the second main track 512 by contacting the auxiliary guide wheel 165 is referred to as the straight-ahead state of the rear first branch section 76 (see dotted line in Figure 2). In other words, the straight-ahead state of the rear first branch section 76 is the same as the straight-ahead state of the first branch section 7 in the first embodiment.

[0107] If an abnormality occurs in the vehicle 10 while it is traveling near the rear first branch section 76 as described above, the vehicle 10 will move backward along the second main track 512 from the second end Da2 in the direction of travel Da towards the first end Da1. As the vehicle 10 moves backward, the guide wheels 163 are guided by the second guide rail 522. When the vehicle approaches the rear first branch section 76, the first branch guide rail 72 will branch, and the guidance of the guide wheels 163 will be transferred from the second guide rail 522 to the first movable guide rail 721 located on the same side in the width direction Dw. As a result, the vehicle 10 will enter the first branch track 71. After that, the guidance of the guide wheels 163 will be transferred from the first movable guide rail 721 to the first fixed guide rail 722. Furthermore, after the vehicle 10 continues straight along the first branching track 71 and passes the first branching section 7A, the guidance of the guide wheels 163 switches from the first fixed guide rail 722 to the second siding guide rail 622 located on the same side in the width direction Dw. In this way, the vehicle 10 enters the second siding track 62 from the second track 502 via the rear first branching section 76. Note that the auxiliary guide wheels 165 are not used while entering the second siding track 62 from the second track 502. Furthermore, when entering the second track 502 from the second siding track 62 via the rear first branching section 76, the movement is reversed.

[0108] Furthermore, the second branch section 8A connects the siding track 6 and the first track 501. Specifically, the second branch section 8A has a front second branch section 85 and a rear second branch section 86.

[0109] The front second branch section 85 switches the destination of the first vehicle 10A advancing on the first track 501 to the first siding track 61. Here, advancing on the first track 501 means that the vehicle 10 is traveling on the first main track 511 toward the first end side Da1 in the direction of travel Da. In other words, the front second branch section 85 is capable of guiding the vehicle 10 advancing on the first track 501 toward the first siding track 61. Furthermore, the front second branch section 85 is capable of guiding the vehicle 10 moving from the first siding track 61 toward the first track 501 toward the first main track 511. In this embodiment, the front second branch section 85 connects the first track 501 and the first siding track 61. The front second branch section 85 connects the end of the second end side Da2 of the first siding track 61 toward the direction of travel Da to the middle of the first track 501. The second branch section 85 is a branch road that allows the vehicle 10 to be guided by auxiliary guide wheels 165. In addition, at the second branch section 85, the first guide rail 521 is partially interrupted, with a portion of it positioned away from the direction of travel Da.

[0110] Furthermore, the front second branch section 85 of this embodiment is structurally different from the second branch section 8 of the first embodiment in that it guides the vehicle 10 in the opposite direction to the left and right. In other words, the front second branch section 85 of this embodiment is structured as if the second branch section 8 of the first embodiment had been folded back so that it is symmetrical to the second branch section 8 of the first embodiment when viewed from above in the vertical direction Dv. As shown in Figure 9, the front second branch section 85 has a front second branch running track 851 (branch running track) and a front second branch guide rail 852 (branch guide rail).

[0111] The second branching track 851 is connected to the first main track 511 and the first siding track 611. The second branching track 851 branches off from the first main track 511 and extends in a different direction from the first main track 511. The second branching track 851 curves as it connects to the first siding track 611. Specifically, the second branching track 851 curves to the right when viewed from the first vehicle 10A advancing on the first main track 511. In other words, at the second branching section 85, the first vehicle 10A advancing on the first main track 511 toward the first end Da1 in the direction of travel Da can enter the first siding track 611 from the first main track 511 by passing through the second branching track 851.

[0112] Furthermore, the front second branching track 851 has a running surface 51a. The upper surface of the front second branching track 851 may be formed integrally across the width direction Dw, or it may be formed separately on the left and right sides. Therefore, a portion of the upper surface of the front second branching track 851 forms the running surface 51a.

[0113] The front second branch guide rail 852 is partially movable between a straight-ahead state and a branched state. The front second branch guide rail 852 is capable of guiding the vehicle 10 to either the first main track 511 or the front second branch track 851. In this embodiment, when the front second branch guide rail 852 is in the branched state, it contacts the auxiliary guide wheel 165 to guide the vehicle 10 to the front second branch track 851. In this embodiment, when the front second branch guide rail 852 is in the straight-ahead state, it contacts the guide wheel 163 to guide the vehicle 10 to the first main track 511. In other words, the front second branch guide rail 852 is capable of changing the direction of travel of the vehicle 10 when it is in the branched state. The front second branch guide rail 852 is positioned outside the width direction Dw relative to the front second branch track 851 and the first main track 511.

[0114] Here, the state in which the vehicle 10 can be guided between the first main track 511 and the first siding track 611 by contacting the auxiliary guide wheel 165 and passing through the front second branch track 851 is referred to as the branching state of the front second branch section 85 (see solid line in Figure 9). In other words, in the branching state of the front second branch section 85, the state of the front second branch guide rail 852 is switched to a state in which the vehicle 10 can enter the front second branch track 851 from the first main track 511. Also, the state in which the vehicle can continue to travel on the first main track 511 by contacting the guide wheel 163 is referred to as the straight-ahead state of the front second branch section 85 (see dotted line in Figure 9). In other words, in the straight-ahead state of the front second branch section 85, the front second branch guide rail 852 is switched to a state in which the vehicle 10 traveling on the first main track 511 can continue to travel on the first main track 511.

[0115] The front second branch guide rail 852 of this embodiment includes a front second movable guide rail 8521, a front second fixed guide rail 8522, a front second auxiliary movable guide rail 8523, a front second auxiliary fixed guide rail 8524, a front fourth auxiliary fixed guide rail 8525, and a front second main branch fixed guide rail 8526. The front second movable guide rail 8521 and the front second auxiliary movable guide rail 8523 are movable parts of the front second branch guide rail 852. On the other hand, the front second fixed guide rail 8522, the front second auxiliary fixed guide rail 8524, the front fourth auxiliary fixed guide rail 8525, and the front second main branch fixed guide rail 8526 are immovable parts of the front second branch guide rail 852.

[0116] The front second movable guide rail 8521 guides the first vehicle 10A to continue running on the first main track 511 at the front second branch section 85. The front second movable guide rail 8521 is positioned off-center from the running surface 51a. The front second movable guide rail 8521 is positioned on the same side as the first guide rail 521 in the width direction Dw relative to the first main track 511. When viewed from above in the vertical direction Dv, the front second movable guide rail 8521 is positioned on the second end side Da2 in the running direction Da relative to the front second fixed guide rail 8522. The front second movable guide rail 8521 is a rail-shaped member formed in the shape of a rectangular plate. The front second movable guide rail 8521 is formed with a cross-sectional shape such that it has the same width as the first guide rail 521 in the width direction Dw. The front second movable guide rail 8521 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front second movable guide rail 8521 extends in the direction of travel Da at the same height as the upper surface of the travel track 51. In the vertical direction Dv, the front second movable guide rail 8521 protrudes upward in the vertical direction Dv relative to the travel surface 51a at the same height as the first guide rail 521.

[0117] The front second movable guide rail 8521 is positioned in a location where it cannot guide the vehicle 10 without contacting the guide wheels 163 when the track is branched. When the track is straight, the front second movable guide rail 8521 is positioned in a location where it can guide the vehicle 10 by contacting the guide wheels 163. Specifically, the front second movable guide rail 8521 is rotatable around a pivot axis extending in the vertical direction Dv when the track is branched and when the track is straight. The front second movable guide rail 8521 is moved, for example, by a switch (not shown). When the track is branched, the front second movable guide rail 8521 is positioned in a location where it cannot contact the outer guide wheels 163A and inner guide wheels 163B of the passing vehicle 10, and therefore cannot guide the vehicle 10 onto the front second branch track 851. The front second movable guide rail 8521 is positioned in a location where, in the straight-ahead state, it can be sandwiched and made contact with the outer guide wheel 163A and inner guide wheel 163B of the passing vehicle 10, and is positioned to guide the vehicle 10 so that it continues straight along the first main track 511.

[0118] The front second fixed guide rail 8522, together with the front second movable guide rail 8521, guides the vehicle 10 to continue traveling on the first main track 511 at the front second branching section 85. The front second fixed guide rail 8522 is positioned in an immovable state at the front second branching section 85, for example, on the roadbed B. Specifically, when viewed from the travel direction Da, the front second fixed guide rail 8522 is fixed to one side in the width direction Dw relative to the first main track 511. The front second fixed guide rail 8522 is positioned off-center from the running surface 51a. The front second fixed guide rail 8522 is positioned in a straight line with the front second movable guide rail 8521 when it is traveling straight. The front second fixed guide rail 8522 is a rail-shaped member formed with the same cross-sectional shape as the front second movable guide rail 8521. The front second fixed guide rail 8522 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front second fixed guide rail 8522 extends in the direction of travel Da at the same height as the upper surface of the first main track 511. In the vertical direction Dv, the front second fixed guide rail 8522 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the first guide rail 521. One end of the front second fixed guide rail 8522 is positioned to contact the rotation axis of the front second movable guide rail 8521. In other words, one end of the front second movable guide rail 8521 is rotatably connected to the end of the front second fixed guide rail 8522. The other end of the front second fixed guide rail 8522 is connected to the end of the first guide rail 521.

[0119] The front second auxiliary movable guide rail 8523, together with the front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525, guides the vehicle 10 between the first main track 511 and the front second branch track 851 at the second branch section 8A. The front second auxiliary movable guide rail 8523 is positioned on the opposite side of the first guide rail 521 and the front second movable guide rail 8521 in the width direction Dw relative to the first main track 511. When viewed from above in the vertical direction Dv, the front second auxiliary movable guide rail 8523 is positioned opposite the front second movable guide rail 8521 in the running direction Da. The front second auxiliary movable guide rail 8523 is a rail-shaped member formed in the shape of a rectangular plate. The shape of the front second auxiliary movable guide rail 8523 is not limited in any way, and for example, it may have the same cross-sectional shape as the first guide rail 521 or a U-shaped rail with an open groove at the top, integrated with the fourth auxiliary fixed guide rail 8525. In that case, the front fourth auxiliary fixed guide rail 8525 is absent, and the front second auxiliary fixed guide rail 8524 may also be a U-shaped rail with a groove that opens upwards. The front second auxiliary movable guide rail 8523 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front second auxiliary movable guide rail 8523 extends in the running direction Da at the same height from the upper surface of the running track 51. The front second auxiliary movable guide rail 8523 is not connected to the first guide rail 521 or the second guide rail 522.

[0120] In the branching state, the front second auxiliary movable guide rail 8523 is positioned to be aligned with the front fourth auxiliary fixed guide rail 8525, and is positioned to guide the vehicle 10 by contacting the auxiliary guide wheel 165 from both sides with the inner surfaces of both guide rails. In the straight-ahead state, the front second auxiliary movable guide rail 8523 is positioned so as not to contact the auxiliary guide wheel 165 and is unable to guide the vehicle 10. The front second auxiliary movable guide rail 8523 is rotatable around a rotation axis extending in the vertical direction Dv in both the branching and straight-ahead states. The front second auxiliary movable guide rail 8523 is moved, for example, by a switch (not shown). The front second auxiliary movable guide rail 8523 is movable in both the branching and straight-ahead states simultaneously with the front second movable guide rail 8521. The front second auxiliary movable guide rail 8523 is positioned in a location where, in the branching state, it can contact the side of the auxiliary guide wheel 165 of the passing vehicle 10 by sandwiching it between the front fourth auxiliary fixed guide rail 8525, and is positioned to allow the vehicle 10 to travel from the first main track 511 to the front second branching track 851. In the straight-ahead state, the front second auxiliary movable guide rail 8523 is positioned where it cannot contact the auxiliary guide wheel 165 of the passing vehicle 10, and is positioned so as not to obstruct the vehicle 10's travel on the first main track 511.

[0121] The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525, together with the front second auxiliary movable guide rail 8523, guide the vehicle 10 between the front second branch track 851 and the first main track 511 at the second branch section 8A. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are positioned in an immovable state at the front second branch section 85, for example, on the roadbed B. Specifically, when viewed from the front in the direction of travel Da, the front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are fixed to one side in the width direction Dw relative to the front second branch track 851. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are positioned on the running surface 51a. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are positioned off the running surface 51a. The front second auxiliary fixed guide rail 8524 is positioned to align with the front second auxiliary movable guide rail 8523 in a branched state in the width direction Dw, forming a single curve. The front fourth auxiliary fixed guide rail 8525 is positioned outside the front second auxiliary movable guide rail 8523 in the width direction Dw. The front fourth auxiliary fixed guide rail 8525 is positioned on the second side Dw2 in the width direction Dw, at a distance that allows the auxiliary guide wheel 165 to be guided between the front second auxiliary movable guide rail 8523 in the width direction Dw. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are rail-shaped members formed with the same cross-sectional shape as the front second auxiliary movable guide rail 8523. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 protrude upward in the vertical direction Dv with respect to the running surface 51a. The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 extend in the direction of travel Da at the same height from the upper surface of the travel track 51. In the vertical direction Dv, the front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 protrude upward in the vertical direction Dv relative to the travel surface 51a at the same height as the front second auxiliary movable guide rail 8523.The front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 are not connected to the first guide rail 521 or the second guide rail 522. The front fourth auxiliary fixed guide rail 8525 extends parallel to the front second auxiliary movable guide rail 8523 in its branched state.

[0122] The front second main branch fixed guide rail 8526 is positioned opposite to the front second auxiliary movable guide rail 8523 in the width direction Dw when viewed from above in the vertical direction Dv, relative to the front second branch running track 851. The front second main branch fixed guide rail 8526 extends along the front second branch running track 851 so as to go from the first main running track 511 toward the second main running track 512. The front second main branch fixed guide rail 8526 is a rail-shaped member formed with the same cross-sectional shape as the first siding guide rail 612. The front second main branch fixed guide rail 8526 protrudes upward in the vertical direction Dv relative to the running surface 51a. The front second main branch fixed guide rail 8526 extends in the running direction Da at the same height from the upper surface of the front second branch running track 851. In the vertical direction Dv, the front second main branch fixed guide rail 8526 protrudes upward in the vertical direction Dv relative to the running surface 51a at the same height as the first siding guide rail 612. One end of the front second main branch fixed guide rail 8526 is not connected to any other member. The other end of the front second main branch fixed guide rail 8526 is connected to the end of the first siding guide rail 612.

[0123] At the aforementioned second branch section 85, when the vehicle 10 is traveling along the first main track 511 from the second end Da2 in the direction of travel Da to the first end Da1, the guide wheels 163 are guided by the first guide rail 521. When the vehicle approaches the second branch section 85, the second branch guide rail 852 moves straight, and the guidance of the guide wheels 163 is transferred from the first guide rail 521 to the second movable guide rail 8521 located on the same side in the width direction Dw. Subsequently, the guidance of the guide wheels 163 is transferred from the second movable guide rail 8521 to the second fixed guide rail 8522. Furthermore, after the vehicle 10 continues along the first main track 511 and passes the second branch section 85, the guidance of the guide wheels 163 is switched from the second movable guide rail 8521 to the first guide rail 521 located on the same side in the width direction Dw. In this way, vehicle 10 proceeds straight through the second branching point 85.

[0124] Furthermore, if an abnormality occurs in the moving vehicle 10, at the forward second branch section 85, the vehicle 10, which is moving forward on the first main track 511 from the second end Da2 in the direction of travel Da toward the first end Da1, will have its guide wheels 163 guided by the first guide rail 521. When the vehicle approaches the forward second branch section 85, the forward second branch guide rail 852 will branch, and the guidance of the guide wheels 163 by the first guide rail 521 will be transferred to the guidance of the auxiliary guide wheels 165 by the forward second auxiliary movable guide rail 8523 and the forward fourth auxiliary fixed guide rail 8525, which are located on the opposite side in the width direction Dw. As a result, the vehicle 10 will enter the forward second branch track 851. After that, the auxiliary guide wheels 165 will be guided while sandwiched between the forward second auxiliary movable guide rail 8523 and the forward fourth auxiliary fixed guide rail 8525, and the forward second auxiliary fixed guide rail 8524 and the forward fourth auxiliary fixed guide rail 8525. Furthermore, as the vehicle 10 continues along the front second branch track 851, the guidance of the auxiliary guide wheels 165 is switched from the front second auxiliary fixed guide rail 8524 and the front fourth auxiliary fixed guide rail 8525 to the guidance of the guide wheels 163 by the front second main branch fixed guide rail 8526, which is located on the opposite side in the width direction Dw. In this way, the vehicle 10 enters the first siding track 61 from the first track 501 via the front second branch section 85. Furthermore, when entering the first track 501 from the first siding track 61 via the front second branch section 85, the movement is reversed.

[0125] The rear second branching section 86 switches the destination of a vehicle 10 reversing on the first track 501 to the second siding track 62. Here, reversing on the first track 501 means that the vehicle 10 is traveling on the first main track 511 toward the second end Da2 in the direction of travel Da. In other words, the rear second branching section 86 is capable of guiding a vehicle 10 reversing on the first track 501 toward the second siding track 62. Furthermore, the rear second branching section 86 is capable of guiding a vehicle 10 moving from the second siding track 62 toward the first track 501 toward the first main track 511. In this embodiment, the rear second branching section 86 connects the first track 501 and the second siding track 62. The rear second branching section 86 connects the end of the second siding track 62 toward the first end Da1 in the direction of travel Da to the middle of the first track 501. The rear second branch section 86 is a branch road that allows the vehicle 10 to be guided by auxiliary guide wheels 165. In addition, at the rear second branch section 86, the first guide rail 521 is partially interrupted, with a portion of it positioned away from the direction of travel Da.

[0126] Furthermore, the rear second branch section 86 of this embodiment is structurally different from the front second branch section 85 in that it guides the vehicle 10 in the opposite direction to the left and right. The rear second branch section 86 and the front second branch section 85 are structured in such a way that they appear to be inverted versions of each other on the first track 501 when viewed from above in the vertical direction Dv. Therefore, the rear second branch section 86 has the same structure as the second branch section 8 of the first embodiment shown in Figure 6. In other words, the rear second branch section 86 has a second branch running track 81 and a second branch guide rail 82.

[0127] Here, the state in which the vehicle 10 can be guided between the first main track 511 and the second siding track 621 by contacting the auxiliary guide wheel 165 and passing through the second branch track 81 is referred to as the branching state of the rear second branch section 86 (see solid line in Figure 6). In other words, the branching state of the rear second branch section 86 is the same as the branching state of the second branch section 8 in the first embodiment. Also, the state in which the vehicle continues to travel on the first main track 511 by contacting the guide wheel 163 is referred to as the straight-ahead state of the rear second branch section 86 (see dotted line in Figure 2). In other words, the straight-ahead state of the rear second branch section 86 is the same as the straight-ahead state of the second branch section 8 in the first embodiment.

[0128] If an abnormality occurs in the vehicle 10 while it is traveling near the rear second branch section 86 as described above, the vehicle 10 will move backward along the first main track 511 from the first end Da1 in the direction of travel Da to the second end Da2. As the vehicle 10 moves backward, the guide wheels 163 are guided by the first guide rail 521. When the vehicle approaches the rear second branch section 86, the second branch guide rail 82 will branch, and the guidance of the auxiliary guide wheels 165 will be handed over to the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, which are located on the opposite side in the width direction Dw. As a result, the vehicle 10 will enter the second branch track 81. After that, the auxiliary guide wheels 165 will be guided while being sandwiched between the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825. Furthermore, as the vehicle 10 continues along the second branch track 81, the auxiliary guide wheels 165 are guided by the second auxiliary movable guide rail 823 and the fourth auxiliary fixed guide rail 825, and then guided by the second auxiliary fixed guide rail 824 and the fourth auxiliary fixed guide rail 825. As the vehicle 10 continues, the guidance of the guide wheels 163 switches to the second main branch fixed guide rail 826 located on the opposite side of the width direction Dw. After passing the second branch section 8A, the guidance of the guide wheels 163 switches to the second siding guide rail 622 connected to the second main branch fixed guide rail 826. In this way, the vehicle 10 enters the second siding track 62 from the first track 501 via the rear second branch section 86. Furthermore, when entering the first track 501 from the second siding track 62 via the rear second branch section 86, the movement is reversed.

[0129] (Effects) In the rail-based transportation system 1A of the second embodiment described above, a siding track 6 is provided between the first track 501 and the second track 502, allowing vehicles 10 to take refuge there. Therefore, if a vehicle 10 experiences an abnormality while traveling on the first track 501 or the second track 502, it can be moved to the siding track 6, allowing other vehicles 10 that are not experiencing abnormalities on the first track 501 or the second track 502 to continue traveling. This ensures a stable transport capacity.

[0130] Furthermore, this siding track 6 is connected to the second track 502 at the first branch and to the first track 501 at the second branch section 8A. Therefore, even if the siding track 6 is installed, there is no need to install a new type of branch structure. As a result, even in a rail-based transportation system 1A in which guide wheels 163 are arranged on only one side of the vehicle 10, the siding track 6 can be installed at the necessary location while keeping costs down.

[0131] Furthermore, the first branch section 7A has a front first branch section 75 that can guide a vehicle 10 advancing on the second track 502 to the first siding track 61, and a rear first branch section 76 that can guide a vehicle 10 reversing on the second track 502 to the second siding track 62. In addition, the second branch section 8A has a front second branch section 85 that can guide a vehicle 10 advancing on the first track 501 to the first siding track 61, and a rear second branch section 86 that can guide a vehicle 10 reversing on the first track 501 to the second siding track 62. Moreover, the front first branch section 75 and the rear first branch section 76 have a structure that is inverted on the second track 502 when viewed from above in the vertical direction Dv. In other words, the front first branch section 75 and the rear first branch section 76 have substantially the same structure, differing only in the orientation of their components. Similarly, the front second branch section 85 and the rear second branch section 86 have a structure that is inverted on the first track 501 when viewed from above in the vertical direction Dv. In other words, the front second branch section 85 and the rear second branch section 86 have substantially the same structure, differing only in the orientation of their components. Therefore, there is virtually no need to install a new type of branch structure. This makes it possible to install branches that allow vehicles 10 to enter multiple siding tracks 6 in any direction while keeping costs down.

[0132] <Third Embodiment> Next, a third embodiment of the rail-based transportation system 1B according to the present disclosure will be described. In the third embodiment of the rail-based transportation system 1B described below, components common to the first and second embodiments described above are denoted by the same reference numerals in the figures and their descriptions are omitted.

[0133] As shown in Figure 10, the rail transit system 1B of the third embodiment further includes a depot 9. The depot 9 is a place for housing vehicles 10, and is equipped to perform maintenance and cleaning of the vehicles 10. The depot 9 is connected to the track 50. In this embodiment, the destination of the vehicles 10 can be switched only at the first branch 7A and the second branch 8A. Specifically, the depot 9 of this embodiment includes a storage area 91, an inspection area 92, a test area 93, an entry / exit line 941, and connection areas 95 and 95A. Furthermore, the depot 9 includes a front first branch 75 and a rear first branch 76 as the first branch 7A. The depot 9 also includes a front second branch 85 and a rear second branch 86 as the second branch 8A.

[0134] The parking area 91 is designed to allow vehicles 10 to be parked and kept there. In this embodiment, the parking area 91 has a plurality of parking tracks 911, a washing platform 912, and a washing machine 913. The plurality of parking tracks 911 are designed to allow vehicles 10 to be temporarily parked. Each parking track 911 has a running track 51 and a guide rail 52. The plurality of parking tracks 911 are spaced apart from each other. Each of the plurality of parking tracks 911 is independent and is designed to allow different vehicles 10 to be parked there. In addition, each parking track 911 allows newly arrived vehicles 10 to temporarily park, enabling them to reverse direction and travel in that position.

[0135] The washing platform 912 is positioned facing one of the multiple sidings 911. The washing platforms 912 are arranged in pairs, flanking one of the sidings 911, so that the exterior of parked vehicles 10 can be washed by workers. The washing machine 913 is positioned to cross one of the multiple sidings 911. The washing machine 913 is capable of mechanically washing the exterior of vehicles 10 running on one of the sidings 911.

[0136] The inspection area 92 is designed to allow various inspections to be performed on multiple vehicles 10. The inspection area 92 in this embodiment includes an inspection building 922 and multiple inspection lines 921. The inspection building 922 allows for the inspection of vehicles 10 inside. The multiple inspection lines 921 allow vehicles 10 to travel to the inspection building 922. Each inspection line 921 has a running track 51 and a guide rail 52. The multiple inspection lines 921 are arranged apart from each other. Each of the multiple inspection lines 921 is independent and allows different vehicles 10 to travel on them. In addition, in some parts of the multiple inspection lines 921, two adjacent inspection lines 921 may be connected at a first branching section 75 so that they branch off and merge midway.

[0137] The test area 93 is designed to allow running tests on the vehicle 10. The test area 93 has a test track 931 on which the vehicle 10 can be test-driven. For example, it is sufficient to have at least one test track 931. The test track 931 is used to run the vehicle 10 before returning it to the track 50 after the inspection is complete. The test track 931 has a running track 51 and guide rails 52.

[0138] The entry / exit area 94 is through which vehicles 10 entering the depot 9 from the track 50 or entering the track 50 from the depot 9 pass. The entry / exit area 94 in this embodiment has an entry / exit line 941, an entry branch line 942, an exit branch line 943, an entry / exit platform 944, and an entry / exit connecting line 945. The entry / exit line 941, the entry branch line 942, the exit branch line 943, and the entry / exit connecting line 945 each have a running track 51 and a guide rail 52.

[0139] The entry / exit track 941 is connected to the track 50 at one point. The entry / exit track 941 is uniquely connected to the track 50 in the train depot 9. For example, only one entry / exit track 941 is located in a single train depot 9. In this embodiment, the entry / exit track 941 is connected to the end of the second track 502, which is close to the first branching point 7.

[0140] The depot entry branch line 942 is formed to branch off from the depot entry / exit line 941. Vehicles 10 that enter the depot 9 from the track 50 via the depot entry branch line 942 travel on the depot entry branch line 942. The depot entry branch line 942 is connected to the depot entry / exit line 941 via the rear second branch section 86.

[0141] The outbound branch line 943, along with the inbound branch line 942, is formed to branch off the inbound / outbound line 941. The outbound branch line 943 is used by vehicles 10 returning from the depot 9 to the track 50 via the inbound branch line 942. The outbound branch line 943 is connected to the inbound / outbound line 941 via the rear second branch section 86. The outbound branch line 943 is also connected to the inbound branch line 942 via the front second branch section 85.

[0142] The entry / exit platform 944 is located between the entry branch line 942 and the exit branch line 943. The entry / exit platform 944 allows vehicles 10 that have entered the entry branch line 942 and the exit branch line 943 to temporarily stop at an adjacent position.

[0143] The inbound / outbound connection line 945 is formed to merge the inbound branch line 942 and the outbound branch line 943. The inbound / outbound connection line 945 is connected to the inbound branch line 942 and the outbound branch line 943 via the previous second branch section 85.

[0144] The connection area 95 connects the storage area 91, the inspection area 92, the test area 93, and the entry / exit area 94 by switching the destination of the vehicle 10 only at the first branch 7A and the second branch 8A. Specifically, the connection area 95 is connected to the storage area 91, the inspection area 92, the test area 93, and the entry / exit area 94 in such a way that the destination of the vehicle 10 is switched at one of the front first branch 75, the rear first branch 76, the front second branch 85, and the rear second branch 86. The connection area 95 in this embodiment has a storage advance / return line 951, a storage inspection connection line 952, a storage test connection line 953, an entry connection line 954, and a front / rear switching line 955.

[0145] The stabling access track 951 allows vehicles 10 to enter and exit the stabling track 911. Specifically, vehicles 10 that have entered the stabling track 911 can revert to the stabling access track 951 by reversing their direction of travel. The stabling access track 951 has a running track 51 and a guide rail 52. The stabling access track 951 is connected to only one end of the stabling track 911. The stabling access track 951 is connected to each stabling track 911 via the front first branch section 75.

[0146] The stabling and inspection connection line 952 allows vehicles 10 that have entered the stabling track 911 and have not changed direction of travel to enter the inspection track 921. The stabling and inspection connection line 952 has a running track 51 and a guide rail 52. The stabling and inspection connection line 952 connects the other end of the stabling track 911, which is not connected to the stabling advance / reverse track 951, to the inspection track 921. The stabling and inspection connection line 952 is connected to each stabling track 911 via the rear first branch section 76. The stabling and inspection connection line 952 is connected to each inspection track 921 via the front first branch section 75.

[0147] The stationary test connection line 953 allows a vehicle 10 to enter the test line 931 from the stationary inspection connection line 952, and also allows a vehicle 10 to exit the test line 931 to the stationary inspection connection line 952. The stationary test connection line 953 has a running track 51 and a guide rail 52. The stationary test connection line 953 connects the stationary line 911 and the test line 931. The stationary test connection line 953 is connected to the middle of the stationary inspection connection line 952 via the front second branch section 85. The stationary test connection line 953 is connected to the middle of the test line 931 via the front first branch section 75.

[0148] The access connection line 954 allows the vehicle 10 to enter the storage access line 951 from the entry / exit area 94. The access connection line 954 is connected to the entry / exit area 94. The access connection line 954 has a running track 51 and a guide rail 52. The end of the access connection line 954 is connected to the entry / exit connection line 945 via the rear second branch 86. The end of the access connection line 954 is connected to the storage access line 951 via the front second branch 85.

[0149] The front / rear switching line 955 has a front / rear switching position P that can switch the front / rear direction of the vehicle 10. The front / rear switching line 955 connects the parking advance / return line 951, the parking inspection connection line 952, and the entry / exit connection line 945. The front / rear switching line 955 has a running track 51 and a guide rail 52. The front / rear switching line 955 is connected to the end of the parking advance / return line 951 via a rear second branch 86. The front / rear switching line 955 is connected to the middle of the parking inspection connection line 952 via a rear first branch 76. The front / rear switching line 955 is connected to the end of the entry / exit connection line 945 via a rear second branch 86. In the front / rear switching line 955, the front / rear direction of travel of the vehicle 10 is reversed by temporarily stopping the vehicle 10 at the front / rear switching position P located in the middle of the line.

[0150] When a vehicle 10 traveling on track 50 enters the vehicle depot 9, it first enters the entry / exit area 94. After entering the entry / exit area 94, the vehicle 10 proceeds through the connection area 95 to the storage area 91, the inspection area 92, and the test area 93.

[0151] Specifically, the vehicle 10 enters the depot 9 via the second track 502 and the entry / exit track 941. Once inside the depot 9, the vehicle 10 turns from the entry / exit track 941 via the rear second junction 86 and enters the entry junction track 942. On the entry junction track 942, the vehicle 10 temporarily stops at the entry / exit platform 944 as needed. After that, the vehicle 10 turns from the entry / exit track 941 via the front second junction 85 and enters the entry / exit connecting track 945. The vehicle 10 traveling on the entry / exit connecting track 945 turns via the rear second junction 86 and enters the entry connecting track 954. The vehicle 10 traveling on the entry connecting track 954 turns via the front second junction 85 and enters the stabling entry / exit track 951. The vehicle 10 traveling on the stabling entry / exit track 951 turns via the front first junction 75 and enters one of the multiple stabling tracks 911. After that, vehicle 10 stops on siding 911. If necessary, vehicle 10 will also move towards washing platform 912 or washing machine 913.

[0152] Vehicle 10, which had been stopped on siding 911, resumes movement, turns via the rear first branch 76, and enters the siding inspection connection line 952. Vehicle 10, traveling on the siding inspection connection line 952, proceeds straight through the front second branch 85 connected to the siding test connection line 953 and the rear first branch 76 connected to the front / rear switching line 955, turns via the front first branch 75, enters one of the multiple inspection lines 921, and enters the inspection building 922. Vehicle 10 inside the inspection building 922 undergoes inspections as necessary. After the inspection is completed, vehicle 10 travels on the inspection line 921, turns via the front first branch 75, and enters the siding inspection connection line 952. Subsequently, if a running test is required, the vehicle 10 traveling on the storage inspection connection line 952 connects to the front / rear switching line 955, then proceeds straight through the first branch 76, turns via the front second branch 85, and enters the storage test connection line 953. The vehicle 10 traveling on the storage test connection line 953 turns via the front first branch 75 and enters the test line 931. A running test is conducted on the vehicle 10 on the test line 931. After the running test is completed, the vehicle 10 travels back to the inspection building 922 via the reverse route it took to enter the test line 931.

[0153] Furthermore, vehicles 10 that have completed inspection and do not require running tests enter the storage inspection connection line 952, then turn via the rear first branch 76 and enter the front / rear switching line 955. After that, vehicles 10 proceed straight through the second branch 86 after being connected to the storage advance / return line 951 and travel along the front / rear switching line 955 toward the front / rear switching position P. At the front / rear switching line 955, if vehicles 10 are not to be returned to the track 50, the front / rear direction of travel of vehicles 10 is switched at the front / rear switching position P. With the front / rear direction of travel switched, vehicles 10 travel back along the front / rear switching line 955, turn via the rear second branch 86 and enter the storage advance / return line 951. Vehicles 10 that have entered the storage advance / return line 951 proceed toward the storage line 911. When returning vehicle 10 to track 50, the forward / rear direction of vehicle 10 is not switched at the forward / rear switching position P, and vehicle 10 proceeds past the forward / rear switching position P along the forward / rear switching line 955. After that, vehicle 10 enters the depot connection line 945 via the rear second branch 86. Vehicle 10 traveling on the depot connection line 945 proceeds straight through the front second branch 85 and enters the depot branch line 943. After that, it proceeds straight through the rear second branch 86 and enters the depot connection line 941, returning to the second track 502.

[0154] (Effects) As described above, in the third embodiment of the rail-based transportation system 1B, the destination of the vehicle 10 is switched only at the first branch 7A, which includes the front first branch 75 and the rear first branch 76, and the second branch 8A, which includes the front second branch 85 and the rear second branch 86, even within the vehicle depot 9. Therefore, there is no need to install a new type of branch structure within the vehicle depot 9. As a result, in the rail-based transportation system 1B in which guide wheels 163 are arranged on only one side of the vehicle 10, branches can be installed at the necessary locations while keeping costs down, even within the vehicle depot 9.

[0155] Furthermore, the storage area 91, inspection area 92, test area 93, and entry / exit area 94 are connected by a connecting area 95 which includes a first branch section 7A containing a front first branch section 75 and a rear first branch section 76, and a second branch section 8A containing a front second branch section 85 and a rear second branch section 86. Therefore, regardless of the arrangement of the storage area 91, inspection area 92, test area 93, and entry / exit area 94, there is no need to install a new type of branch structure. This makes it possible to construct a vehicle depot 9 with any arrangement while keeping costs down.

[0156] Furthermore, one end of the siding 911 is connected to the siding access track 951, and the other end of the siding 911 is connected to the siding inspection connection track 952. Therefore, a vehicle 10 that has entered the siding 911 can either return and enter the siding access track 951, or proceed and enter the siding inspection connection track 952. Thus, a vehicle 10 that has entered the siding 911 can be directed to the inspection area 92 via various routes.

[0157] <Fourth Embodiment> Next, a fourth embodiment of the rail-based transportation system 1C according to the present disclosure will be described. In the rail-based transportation system 1C of the fourth embodiment described below, components common to the first to third embodiments described above are denoted by the same reference numerals in the figures and their descriptions are omitted.

[0158] As shown in Figure 11, the rail-based transportation system 1C of the fourth embodiment differs from the third embodiment in the configuration of the vehicle depot 9. The vehicle depot 9 of the fourth embodiment differs significantly from the third embodiment in its connection area 95A. The connection area 95A of the fourth embodiment includes a stabling access line 951, an acceptance test connection line 956, an entry connection line 954, and a forward / reverse switching line 955.

[0159] The acceptance test connection line 956 connects the acceptance line 921 and the test line 931. The acceptance test connection line 956 is connected to the acceptance line 921 via the front first branch 75. The acceptance test connection line 956 is connected to the test line 931 via the rear second branch 86. In addition, the acceptance test connection line 956 is connected to the front / rear switching line 955 via the front second branch 85 between the position where it is connected to the acceptance line 921 and the position where it is connected to the test line 931.

[0160] The forward / reverse switching line 955 connects the stabling advance / reverse line 951 and the acceptance test connection line 956. The forward / reverse switching line 955 is connected to the stabling advance / reverse line 951 via the rear second branch 86. The forward / reverse switching line 955 is also connected to the acceptance test connection line 956 via the front second branch 85. A vehicle 10 that enters the forward / reverse switching line 955 from the stabling advance / reverse line 951 can only move in the direction away from the acceptance test connection line 956. Therefore, a vehicle 10 that enters the forward / reverse switching line 955 from the stabling advance / reverse line 951 can only enter the acceptance test connection line 956 via the front second branch 85 from the forward / reverse switching line 955 if the forward / reverse direction of travel is switched at the forward / reverse switching position P.

[0161] Furthermore, only the siding access track 951 is connected to siding track 911. In other words, the other end of siding track 911 is a dead end.

[0162] In the fourth embodiment of the train depot 9, the train 10 that was stopped on the siding 911 resumes running after its front and rear directions of travel are reversed. The train 10 turns via the front first branch 75 and returns to the siding access track 951. The train 10, running on the siding access track 951, goes straight through the front second branch 85 connected to the access connection track 954, turns via the rear second branch 86 and enters the front / rear switching track 955. After that, the train 10 runs along the front / rear switching track 955 toward the front / rear switching position P. At the front / rear switching position P, the train 10 temporarily stops and its front and rear directions of travel are reversed. With its front and rear directions of travel reversed, the train 10 runs back along the front / rear switching track 955, goes straight through the rear second branch 86 connected to the siding access track 951, turns via the front second branch 85 and enters the inspection test connection track 956. Vehicle 10 traveling on the acceptance test connection line 956 turns via the front first branch 75 and enters one of the multiple acceptance lines 921, then enters the acceptance building 922. After the inspection is completed, vehicle 10 travels on the acceptance line 921, turns via the front first branch 75, and enters the acceptance test connection line 956. If a running test is then required, vehicle 10 traveling on the acceptance test connection line 956 goes straight through the front second branch 85 connected to the front / rear switching line 955, turns via the rear second branch 86, and enters the test line 931. After the running test is completed, vehicle 10 travels back to the acceptance building 922 via the reverse route of the route it took to enter the test line 931.

[0163] Furthermore, vehicles 10 that have completed inspection and do not require running tests enter the acceptance test connection line 956, then turn via the front second branch 85 and enter the front / rear switching line 955. After that, vehicles 10 are connected to the stabling advance / return line 951, proceed straight through the second branch 86, and travel along the front / rear switching line 955 toward the front / rear switching position P. When returning vehicles 10 to track 50, the front / rear direction of travel of vehicles 10 is not switched at the front / rear switching position P, and vehicles 10 proceed beyond the front / rear switching position P along the front / rear switching line 955. After that, vehicles 10 enter the entry / exit connection line 945 via the rear second branch 86. Vehicles 10 traveling on the entry / exit connection line 945 proceed straight through the front second branch 85 and enter the exit branch line 943. After that, they proceed straight through the rear second branch 86 and enter the entry / exit line 941, returning to the second track 502.

[0164] (Effects) As described above, in the fourth embodiment of the rail-based transportation system 1C, one end of the siding 911 is connected to the siding access line 951, and the other end of the siding 911 is a dead end. A vehicle 10 that has entered the forward / reverse switching line 955 from the siding access line 951 can enter the inspection test connection line 956, which connects the inspection line 921 and the test line 931, from the forward / reverse switching line 955 only if the forward / reverse direction of travel is switched at the forward / reverse switching position P. By making one end of the siding 911 a dead end, the number of branches that need to be installed can be reduced. Furthermore, a vehicle 10 that has returned from the forward / reverse switching line 955 can enter the inspection building line 922 and the test line 931 via the inspection test connection line 956. As a result, the function of the vehicle depot 9 can be maintained while reducing the number of branches.

[0165] (Other Embodiments) Although embodiments of the present disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments and may include design changes and the like that do not depart from the gist of the present disclosure.

[0166] It should be noted that the guide device 16 is not limited to the structure shown in this embodiment. For example, the guide device 16 is not limited to a structure in which a guide wheel support 162 and an auxiliary guide wheel support 166 are arranged. Therefore, the guide device 16 may have no guide wheel support 162 or auxiliary guide wheel support 166, and the guide wheel 163 and auxiliary guide wheel 165 may be directly fixed to the end of the guide frame 161.

[0167] Furthermore, the guide wheel 163 is not limited to a structure having an outer guide wheel 163A and an inner guide wheel 163B as in this embodiment. For example, the guide wheel 163 may have a structure with only one wheel. In that case, the guide wheel 163 may have either an inside type structure in which the inner side surface in the width direction Dw contacts the outer surface of the guide rail 52 in the width direction Dw, or an outside type structure in which the outer side surface in the width direction Dw contacts the inner surface of the guide rail 52 in the width direction Dw.

[0168] Furthermore, the configuration of the position fixing part 18 is not limited to that of this embodiment. The position fixing part 18 can have any configuration as long as it can fix the link part 171 to the guide wheel receiver 162.

[0169] Furthermore, the number of receiving through holes 181 is not limited to being multiple, as in this embodiment. For example, only one receiving through hole 181 may be formed for the guide ring receiver 162.

[0170] Furthermore, the second embodiment is not limited to a structure in which the siding tracks 6 are connected by the front first branch 75 and the rear first branch 76, or the front second branch 85 and the rear second branch 86. For example, the siding tracks 6 may be connected only by the first branch 7 and the second branch 8 of the first embodiment. By connecting all the siding tracks 6 at the first branch 7 and the second branch 8, the cost of installing the branches can be further reduced.

[0171] Furthermore, the second embodiment is not limited to the arrangement of the fence section 35. In other words, the fence section 35 does not have to be arranged on the track 50A having the siding track 6. Also, the fence section 35 is not limited to being arranged only on the track 50A having the siding track 6. The fence section 35 may be arranged on the track 50 of the first embodiment, for example. Also, the fence section 35 is not limited to being arranged in multiples at intervals in the travel direction Da. For example, only one fence section 35 extending long in the travel direction Da may be arranged.

[0172] In the first embodiment, the arrangement of the first branch section 7 and the second branch section 8 is not limited to just one each. Multiple first branch sections 7 and second branch sections 8 may be provided.

[0173] Furthermore, in the first branch section 7A and the second branch section 8A, including the front first branch section 75 and the rear first branch section 76, and the front second branch section 85 and the rear second branch section 86, the first branch guide rail 72 and the second branch guide rail 82 are not limited to a structure that combines a fixed, immovable guide rail 52 and a movable, movable guide rail 52, as in this embodiment. Depending on the shape of the first branch guide rail 72 and the second branch guide rail 82, it is not necessary to have fixed, immovable guide rails 52 such as the first fixed guide rail 722, the first auxiliary fixed guide rail 724, the second fixed guide rail 822, and the second auxiliary fixed guide rail 824. This allows for several destinations for the vehicle 10, providing greater flexibility in the operation of the vehicle 10. This is expected to improve passenger service and lead to an increase in passenger utilization.

[0174] <Note> The rail-based transportation systems 1, 1A, 1B, and 1C described in the embodiment can be understood, for example, as follows.

[0175] (1) The side-guided rail-based transportation systems 1, 1A, 1B, 1C according to the first embodiment include a vehicle 10 having a body 11, running wheels 13, and guide wheels 163; a running track 51 to which the running wheels 13 can make contact; a guide rail 52 located outside the running wheels 13 in the width direction Dw of the vehicle 10, in contact with the guide wheels 163 to guide the vehicle 10 in the direction of travel Da; and a track 50, 50A having first branching sections 7, 7A and second branching sections 8, 8A that can switch the destination of the vehicle 10 traveling along the running track 51, wherein the guide wheels 163 are arranged only on one side in the width direction Dw relative to the vehicle body 11, and the vehicle 10, when viewed from the direction of travel Da, is positioned relative to the vehicle body 11, The system further includes an auxiliary guide wheel 165 positioned on the opposite side of the guide wheel 163 in the width direction Dw, the first branching sections 7, 7A are capable of guiding the vehicle 10 by the guide wheel 163 so as to switch its destination toward the first side Dw1 in the width direction Dw where the guide wheel 163 is positioned, the second branching sections 8, 8A are positioned separately from the first branching sections 7, 7A and are capable of guiding the vehicle 10 by the auxiliary guide wheel 165 so as to switch its destination toward the second side Dw2 in the width direction Dw where the auxiliary guide wheel 165 is positioned, and the vehicle 10's destination is switched only at the first branching sections 7, 7A and the second branching sections 8, 8A on the track 50, 50A.

[0176] With this structure, when switching the destination toward the first side Dw1 in the width direction Dw where the guide wheel 163 is located, the vehicle passes through the first branch sections 7, 7A. When switching the destination toward the second side Dw2, which is the opposite side of the width direction Dw where the auxiliary guide wheel 165 is located, the vehicle passes through the second branch sections 8, 8A. In other words, the vehicle 10 can switch its destination toward either direction in the width direction Dw because the first branch sections 7, 7A and the second branch sections 8, 8A are located on the track 50, 50A. Therefore, with a simple structure that arranges two types of branches, the first branch sections 7, 7A and the second branch sections 8, 8A, even if the guide rail 52 is located on only one side in the width direction Dw, branches that allow the vehicle 10 to switch its destination toward any direction can be installed on the track 50, 50A. As a result, even in rail-based transportation systems 1, 1A, 1B, 1C where the guide wheel 163 is located on only one side of the vehicle 10, branches can be provided at the necessary locations while keeping costs down.

[0177] (2) The rail-based transportation systems 1, 1A, 1B, 1C according to the second embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (1), wherein the rails 50, 50A have a first rail 501 on one side in the width direction Dw with the guide rail 52 arranged thereon, and a second rail 502 extending alongside the first rail 501 at a position separated from the first rail 501 in the width direction Dw, with the guide rail 52 arranged on one side in the width direction Dw, and a plurality of stations 25 arranged at a distance in the running direction Da between the first rail 501 and the second rail 502 in the width direction Dw, and the first branching section 7, 7A and the second branching section 8, 8A connect the first rail 501 and the second rail 502 at positions separated in the running direction Da so as to sandwich the plurality of stations 25.

[0178] With this structure, a vehicle 10 traveling on the first track 501 can enter the second track 502 via the second branching sections 8, 8A, and a vehicle 10 traveling on the second track 502 can enter the first track 501 via the first branching sections 7, 7A. The vehicle 10 traveling on the first track 501 and the second track 502 is the same vehicle 10. Therefore, there is no need to run different types of vehicles 10 on a single line. Thus, not only the cost of installing branches, but also the cost of installing and maintaining the vehicles 10 can be reduced. Furthermore, multiple vehicles 10 can travel back and forth on the first track 501 and the second track 502 via the first branching sections 7, 7A and the second branching sections 8, 8A, allowing them to travel in a chain-like fashion on a single line. Therefore, many vehicles 10 can be operated on a single line, improving transport capacity.

[0179] (3) The third rail-based transportation system 1, 1A, 1B, 1C is the rail-based transportation system 1, 1A, 1B, 1C of (2), wherein the rails 50, 50A are arranged between the first rail 501 and the second rail 502 in the width direction Dw and have a siding rail 6 capable of taking refuge from the vehicle 10 traveling on the first rail 501 and the second rail 502, the first branching section 7, 7A connects the siding rail 6 and the second rail 502, and the second branching section 8, 8A connects the siding rail 6 and the first rail 501.

[0180] With this structure, a vehicle 10 that experiences an abnormality while traveling on the first track 501 or the second track 502 can be moved to the siding track 6, allowing other vehicles 10 that are not experiencing abnormalities on the first track 501 or the second track 502 to continue traveling. This ensures a stable transport capacity. Furthermore, this siding track 6 is connected to the second track 502 at the first branch and to the first track 501 at the second branch sections 8 and 8A. Therefore, even if the siding track 6 is installed, there is no need to install a new type of branch structure. As a result, even in rail-based transportation systems 1, 1A, 1B, and 1C in which guide wheels 163 are arranged on only one side of the vehicle 10, the siding track 6 can be provided at the necessary location while keeping costs down.

[0181] (4) The rail-based transportation systems 1, 1A, 1B, 1C according to the fourth embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (3), wherein the siding track 6 has a first siding track 61 and a second siding track 62 separated in the direction of travel Da, the first branching sections 7, 7A have a first branching section 75 that switches the destination of the vehicle 10 advancing on the second rail 502 to the first siding track 61, and a first branching section 76 that switches the destination of the vehicle 10 reversing on the second rail 502 to the second siding track 62, and the second branching sections 8, 8A are The track includes a front second branching section 85 that switches the destination of the vehicle 10 advancing on the first track 501 to the first siding track 61, and a rear second branching section 86 that switches the destination of the vehicle 10 reversing on the first track 501 to the second siding track 62. The front first branching section 75 and the rear first branching section 76 are structured to be inverted on the second track 502 when viewed from above in the vertical direction Dv, and the front second branching section 85 and the rear second branching section 86 are structured to be inverted on the first track 501 when viewed from above in the vertical direction Dv.

[0182] With this structure, the front first branch section 75 and the rear first branch section 76 have substantially the same structure, differing only in the orientation of their components. Similarly, the front second branch section 85 and the rear second branch section 86 also have substantially the same structure, differing only in the orientation of their components. Therefore, there is virtually no need to install a new type of branch structure. This makes it possible to install branches that allow vehicles 10 to enter multiple siding tracks 6 in any direction while keeping costs down.

[0183] (5) The rail-based transportation systems 1, 1A, 1B, 1C according to the fifth embodiment are any one of the rail-based transportation systems 1, 1A, 1B, 1C of (1) to (4), further comprising a vehicle depot 9 connected to the rails 50, 50A, wherein the destination of the vehicle 10 is switched only at the first branching section 7, 7A and the second branching section 8, 8A.

[0184] With this structure, there is no need to install a new type of branching structure within the train depot 9. As a result, in the rail transit systems 1, 1A, 1B, and 1C, in which guide wheels 163 are placed on only one side of the vehicle 10, branches can be installed at the necessary locations within the train depot 9 while keeping costs down.

[0185] (6) The rail-based transportation systems 1, 1A, 1B, 1C according to the sixth embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (5), wherein the vehicle depot 9 has a storage area 91 having a plurality of storage tracks 911 where the vehicle 10 can be temporarily parked, an inspection area 92 having a plurality of inspection tracks 921 for running the vehicle 10 to an inspection building 922 where inspections can be carried out, a test area 93 having a test track 931 where the vehicle 10 can be test run, an entry / exit area 94 having an entry / exit track 941 connected to the rails 50, 50A at one point, and a connection area 95A that connects the storage area 91, the inspection area 92, the test area 93, and the entry / exit area 94 by switching the destination of the vehicle 10 only at the first branching section 7, 7A and the second branching section 8, 8A.

[0186] With this structure, regardless of the arrangement of the storage area 91, inspection area 92, testing area 93, and entry / exit area 94, there is no need to install a new type of branching structure. This makes it possible to construct a vehicle depot 9 with any arrangement while keeping costs down.

[0187] (7) The rail-based transportation systems 1, 1A, 1B, 1C according to the seventh embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (6), wherein the connection area 95 is connected to only one end of the siding 911 and includes a siding advance / return line 951 that allows the vehicle 10 to enter the siding 911 and causes the vehicle 10 to exit the siding 911 by reversing the front and rear directions of travel of the vehicle 10 that has entered the siding 911, and a siding inspection connection line 952 that connects the other end of the siding 911 to the inspection line 921.

[0188] With this structure, a vehicle 10 that has entered the siding 911 can either return and enter the siding advance / return track 951, or proceed and enter the siding inspection connection track 952. Therefore, a vehicle 10 that has entered the siding 911 can be directed to the inspection area 92 via various routes.

[0189] (8) The rail-based transportation systems 1, 1A, 1B, 1C according to the eighth embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (6), wherein the connection area 95A is connected to only one end of the siding 911, and connects the siding advance / return line 951 which allows the vehicle 10 to enter the siding 911 and which allows the vehicle 10 to exit the siding 911 by reversing the front and rear directions of travel of the vehicle 10 that has entered the siding 911, and the inspection line 921 and the test line 931. The system includes an acceptance test connection line 956, a front / rear switching line 955 that connects the stabling advance / return line 951 and the acceptance test connection line 956 and has a front / rear switching position P that can switch the front and rear of the vehicle 10, the other end of the stabling line 911 is a dead end, and the vehicle 10 that has entered the front / rear switching line 955 from the stabling advance / return line 951 can enter the acceptance test connection line 956 from the front / rear switching line 955 only if the front / rear of the direction of travel is switched at the front / rear switching position P.

[0190] With this structure, one end of the siding 911 is a dead end, which reduces the number of switches that need to be installed. Furthermore, vehicles 10 returning from the forward / reverse switching line 955 can enter the inspection building line 922 and the test line 931 via the inspection test connection line 956. As a result, the number of switches can be kept to a minimum while maintaining the functionality of the train depot 9.

[0191] (9) A rail-based transportation system 1, 1A, 1B, 1C according to the ninth embodiment is any one of the rail-based transportation systems 1, 1A, 1B, 1C from (1) to (8), wherein the guide wheel 163 has an outer guide wheel 163A that can contact the outer surface of the guide rail 52 in the width direction Dw, and an inner guide wheel 163B that can contact the inner surface of the guide rail 52 in the width direction Dw.

[0192] With this structure, the outer guide wheel 163A and the inner guide wheel 163B hold and support one guide rail 52 in the width direction Dw. As a result, the outer guide wheel 163A and the inner guide wheel 163B are less likely to come off the guide rail 52. Therefore, even when the vehicle 10 is guided along only one guide rail 52 positioned on one side in the width direction Dw relative to the vehicle body 11, the guide wheels 163 can be prevented from coming off the guide rail 52. This allows the vehicle 10 to be guided stably even with only one guide rail 52.

[0193] (10) The rail-based transportation systems 1, 1A, 1B, 1C according to the tenth embodiment are any one of the rail-based transportation systems 1, 1A, 1B, 1C of (1) to (9), wherein the first branching sections 7, 7A and the second branching sections 8, 8A are connected to the running track 51 and have branching running tracks that extend in a direction different from the running track 51, and branching guide rails that are partially movable between a straight state and a branching state and can guide the vehicle 10 to the running track 51 or the branching running track, and the branching guide rails of the first branching sections 7, 7A are in the branching state The system includes a first movable guide rail 721 that contacts the guide wheel 163 to guide the vehicle 10 onto the branched track, and in the straight-ahead state, does not contact the guide wheel 163, making it impossible to guide the vehicle 10 onto the branched track; and a first auxiliary movable guide rail 723 that does not contact the auxiliary guide wheel 165 in the branched state, making it impossible to guide the vehicle 10 onto the track 51, and in the straight-ahead state, contacts the auxiliary guide wheel 165, making it possible to guide the vehicle 10 onto the track 51.

[0194] (11) The rail-based transportation systems 1, 1A, 1B, 1C according to the eleventh embodiment are the rail-based transportation systems 1, 1A, 1B, 1C of (10), wherein the branching guide rails of the second branching sections 8, 8A include a first movable guide rail 721 that, in the straight-ahead state, contacts the guide wheel 163 to guide the vehicle 10 onto the running track 51, and in the branching state does not contact the guide wheel 163, making it impossible to guide the vehicle 10 onto the running track 51; and a second auxiliary movable guide rail 823 that, in the branching state, contacts the auxiliary guide wheel 165 to guide the vehicle 10 onto the branching running track, and in the straight-ahead state does not contact the auxiliary guide wheel 165, making it impossible to guide the vehicle 10 onto the branching running track.

[0195] According to the rail-based transportation system of this disclosure, it is possible to reduce costs and install branches at the necessary locations.

[0196] 1, 1A, 1B, 1C Rail-based transportation system 10 Vehicle 10A First vehicle 10B Second vehicle 11 Body 13 Running wheels 13A First running wheel 13B Second running wheel 16 Guide device 161 Guide frame 162 Guide wheel receiver 163 Guide wheel 163A Outer guide wheel 163B Inner guide wheel 165 Auxiliary guide wheel 166 Auxiliary guide wheel receiver 17 Guide wheel fixing part 171 Link part 172 Link rotation shaft 18 Position fixing part 181 Receiving through hole 181A First receiving through hole 181B Second receiving through hole 181C Third receiving through hole 182 Link through hole 183 Elastic member (cushioning rubber, etc.) 184 Pin member 185 Elastic material (urethane rubber, etc.) 19 Straight-line restoration device 50, 50A Track 501 First Track 502 Second Track B Roadbed 51 Running Track 511 First Main Line Running Track 512 Second Main Line Running Track 51a Running Surface 52 Guide Rail 521 First Guide Rail 522 Second Guide Rail 25 Station 251 Platform 7, 7A First Branch 71 First Branch Running Track 72 First Branch Guide Rail 721 First Movable Guide Rail 722 First Fixed Guide Rail 723 First Auxiliary Movable Guide Rail 724 First Auxiliary Fixed Guide Rail 725 Third Auxiliary Fixed Guide Rail 8, 8A Second Branch 81 Second Branch Running Track 82 Second Branch Guide Rail 821 Second Movable Guide Rail 822 Second Fixed Guide Rail 823 Second Auxiliary Movable Guide Rail 824 Second Auxiliary Fixed Guide Rail 825 Fourth Auxiliary Fixed Guide Rail 826 Second main branch fixed guide rail 6, siding track 61, first siding track 611, first siding track 612, first siding guide rail 62, second siding track 621, second siding track 622, second siding guide rail 75, first branch section 751, first branch track 752, first branch guide rail 7521, first movable guide rail 7522, first fixed guide rail 7523, first auxiliary movable guide rail 7524, first auxiliary fixed guide rail 7525, third auxiliary fixed guide rail 76, first rear branch section85 Front Second Branch Section 851 Front Second Branch Track 852 Front Second Branch Guide Rail 8521 Front Second Movable Guide Rail 8522 Front Second Fixed Guide Rail 8523 Front Second Auxiliary Movable Guide Rail 8524 Front Second Auxiliary Fixed Guide Rail 8525 Front Fourth Auxiliary Fixed Guide Rail 8526 Front Second Main Branch Fixed Guide Rail 86 Rear Second Branch Section 35 Fence Section 9 Vehicle Depot 91 Storage Area 911 Storage Track 912 Washing Platform 913 Washing Machine 92 Inspection Area 921 Inspection Track 922 Inspection Building 93 Test Area 931 Test Track 94 Inbound / Outbound Area 941 Inbound / Outbound Track 942 Inbound Branch Track 943 Outbound Branch Track 944 Inbound / Outbound Platform 945 Inbound / Outbound Connecting Track 95, 95A Connecting Area 951 952 Stowage advance / return line 953 Stowage inspection connection line 954 Stowage test connection line 955 Entry connection line 955 Front / rear switching line P Front / rear switching position 956 Inspection test connection line De Extension direction Da Running direction Da1 First end side Da2 Second end side Dw Width direction Dw1 First side Dw2 Second side Dv Vertical direction

Claims

1. A vehicle having a body, running wheels, and guide wheels; a track having a running path to which the running wheels can make contact; a guide rail located outside the running wheels in the width direction of the vehicle, in contact with the guide wheels, and guiding the direction of travel of the vehicle; and a first branch and a second branch that can switch the direction of travel of the vehicle as it travels along the running path; wherein the guide wheels are arranged on only one side of the vehicle body in the width direction; the vehicle further comprises auxiliary guide wheels arranged on the opposite side of the vehicle body in the width direction from the guide wheels when viewed from the direction of travel; the first branch is capable of guiding the vehicle by the guide wheels to switch the direction of travel toward the first side in the width direction where the guide wheels are located; the second branch is arranged separately from the first branch and is capable of guiding the vehicle by the auxiliary guide wheels to switch the direction of travel toward the second side in the width direction where the auxiliary guide wheels are located. The aforementioned vehicle is a rail-based transportation system in which the destination is switched only at the first branch and the second branch on the aforementioned track.

2. The rail-based transportation system according to claim 1, wherein the rail comprises a first rail on which the guide rail is arranged on one side in the width direction, and a second rail extending parallel to the first rail at a position separated from the first rail in the width direction, and the guide rail is arranged on one side in the width direction, and a plurality of stations are arranged between the first rail and the second rail in the width direction at a distance in the direction of travel, and the first branch and the second branch connect the first rail and the second rail at positions separated in the direction of travel such that they sandwich the plurality of stations.

3. The rail-based transportation system according to claim 2, wherein the rail is arranged between the first rail and the second rail in the width direction and has a passing rail capable of taking refuge from the vehicles traveling on the first rail and the second rail, the first branch connects the passing rail and the second rail, and the second branch connects the passing rail and the first rail.

4. The rail-based transportation system according to claim 3, wherein the passing track has a first passing track and a second passing track separated in the direction of travel, the first branching section has a front first branching section that switches the destination of a vehicle advancing on the second track to the first passing track, and a rear first branching section that switches the destination of a vehicle reversing on the second track to the second passing track, the second branching section has a front second branching section that switches the destination of a vehicle advancing on the first track to the first passing track, and a rear second branching section that switches the destination of a vehicle reversing on the first track to the second passing track, the front first branching section and the rear first branching section are configured to be inverted on the second track when viewed from above in the vertical direction, and the front second branching section and the rear second branching section are configured to be inverted on the first track when viewed from above in the vertical direction.

5. The rail-based transportation system according to claim 1 or 2, further comprising a vehicle depot connected to the rail, wherein the vehicle depot is configured such that the destination of the vehicle can be switched only at the first branch and the second branch.

6. The rail-based transportation system according to claim 5, wherein the rail yard comprises a stabling area having multiple sidings where the vehicles can be temporarily parked, an inspection area having multiple inspection lines for driving the vehicles to an inspection building where inspections can be carried out, a test area having a test line where the vehicles can be test-driven, an entry / exit area having an entry / exit line connected to the rail track at one point, and a connection area connecting the stabling area, the inspection area, the test area, and the entry / exit area by switching the destination of the vehicles only at the first branch and the second branch.

7. The rail transit system according to claim 6, wherein the connection area is connected only to one end of the siding, and includes a siding access line for allowing the vehicle to enter the siding and for allowing the vehicle to exit the siding by reversing the front and rear directions of travel of the vehicle that has entered the siding, and a siding inspection connection line for connecting the other end of the siding to the inspection line.

8. The rail-based transportation system according to claim 6, wherein the connection area is connected only to one end of the siding and includes a siding access line that allows the vehicle to enter the siding and exit the siding by reversing the front and rear directions of travel of the vehicle that has entered the siding; an acceptance test connection line that connects the acceptance line and the test line; and a front / rear switching line that connects the siding access line and the acceptance test connection line and has a front / rear switching position that can switch the front and rear directions of the vehicle, the other end of the siding is a dead end, and the vehicle that has entered the front / rear switching line from the siding access line can enter the acceptance test connection line from the front / rear switching line only if the front and rear directions of travel are switched at the front / rear switching position.

9. The rail-based transportation system according to claim 1 or 2, wherein the guide wheel comprises an outer guide wheel capable of contacting the outer surface of the guide rail in the width direction, and an inner guide wheel capable of contacting the inner surface of the guide rail in the width direction.

10. The track-based transportation system according to claim 1 or 2, wherein the first branch section and the second branch section each have a branch track connected to the track and extending in a direction different from the track, and a branch guide rail, a portion of which is movable between a straight-ahead state and a branched state, and capable of guiding the vehicle to the track or the branched track, and the branch guide rail of the first branch section has a first movable guide rail that, in the branched state, contacts the guide wheel and is capable of guiding the vehicle to the branched track, and in the straight-ahead state, does not contact the guide wheel and is not capable of guiding the vehicle to the branched track, and a first auxiliary movable guide rail that, in the branched state, does not contact the auxiliary guide wheel and is not capable of guiding the vehicle to the track, and in the straight-ahead state, contacts the auxiliary guide wheel and is capable of guiding the vehicle to the track.

11. The track-based transportation system according to claim 10, wherein the branching guide rail of the second branching section comprises: a first movable guide rail that, in the straight-ahead state, contacts the guide wheel and enables the vehicle to be guided onto the track, and in the branching state, does not contact the guide wheel and prevents the vehicle from being guided onto the track; and a second auxiliary movable guide rail that, in the branching state, contacts the auxiliary guide wheel and enables the vehicle to be guided onto the branched track, and in the straight-ahead state does not contact the auxiliary guide wheel and prevents the vehicle from being guided onto the branched track.

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