WO2004005101A1

WO2004005101A1 - Light automatized elevated guideway transit system

Info

Publication number: WO2004005101A1
Application number: PCT/CN2003/000432
Authority: WO
Inventors: Nanzheng Yang
Original assignee: Ren, Hua
Priority date: 2002-06-07
Filing date: 2003-06-03
Publication date: 2004-01-15
Also published as: CN1463876A; AU2003242199A1

Abstract

The present invention relates to a light elevated guideway transit system of high automatized level, it includes guideway vehicles for transporting passengers, elevated railway system for supporting and guiding vehicles, stations connected with railway system, vehicles parking centers for accommodating the vehicles, and computer controlling system keeping communicating with vehicles, stations and vehicle parking centers, for make control over the whole transit system. The invention works in the manners of making use of systems engineering and operational research. Under the administration of computers, the transit system can achieve the point to point transportion, it is the congested traffic can be released, and the accident mite of traffic can be decreased, the other advantages also include decreased pollution, less surface occupation, all weather and high safety, and can carry out individual freight conveying. The invention is superior to the known other transit systems, make it possible to overcome the problems of urban environment.

Description

Technical field of ultra-light overhead automated rail transportation system

The invention relates to an ultra-light overhead automatic rail transit system managed by a computer.

Background technique

The existing urban transportation system faces a dilemma: a car transportation system that meets the requirements of door-to-door transportation and personalized travel (such as family cars, business cars, taxis, etc.), because it occupies more road resources, lower passenger carrying efficiency, and fuel consumption Large, serious environmental pollution, its unsustainable development, and does not meet the principle of "priority of efficiency, fairness and reasonable economic development"; while the integrated passenger transportation system (such as subway, etc.) with fast and large-capacity rail transportation as its main body, although in line with The above development principles are not conducive to sustainable development, but due to its large capital investment and long construction cycle, it is difficult to achieve a high coverage of the travel network by the line network, and it is impossible to achieve a "seamless service" between two or more modes of transportation. Meet door-to-door and personalized travel requirements.

Summary of the Invention

In view of the above reasons, the object of the present invention is to provide a brand-new ultra-light overhead automated rail transit system. This brand-new transport mode has the advantages of both a car and a rail passenger transport mode, and can overcome the limitations of both. .

The task of the present invention is achieved by the following technical solutions:

An ultra-light overhead automated rail transportation system includes: a rail car for carrying people or objects; an overhead rail system for carrying and guiding the rail car; a station connected to the overhead rail system; a garage, and The overhead rail system is connected for parking the rail car; the computer control system communicates with the rail car, the overhead rail system, the station and the garage, and controls the entire transportation system.

The rail car is composed of a carriage, an information processing device, an execution mechanism, and a driving device. The information processing device communicates with the computer control system and receives an instruction from the computer control system. The execution mechanism makes the driving device according to the instruction. Action; The overhead track system is composed of an overhead track, a track support, an information sensor, a track changing guide, a traveling guide, a steering guide and a translation guide; the computer control system is composed of a central computer and a communication network.

The information processing device is a microcomputer connected to the communication network of the transportation system by wireless or wired communication; the driving device is a roller driven on the track by a motor; the actuator is a microcomputer that can change the speed of the driving device. Processors and electromechanical devices. The driving device may also be a magnetic levitation device matched with the track.

The overhead rail is hung on the rail support, and the cross section of the overhead rail is an outer-shaped “mouth” shape or other similar shape that is open at the bottom, and the driving device of the rail car can be embedded therein. Its cross section can also be lined "I" or other similar shapes, the driving device of the railcar can be clamped on both sides. The overhead track is covered with an airflow fairing, and the cover is filled with a sound-absorbing filler.

The information sensor includes an information-sensing mobile terminal and an information-sensing fixed terminal. The mobile terminal is placed in the rail car close to the overhead track, and the fixed terminal is provided at multiple places at equal or unequal distances along the overhead track line. Each fixed terminal is assigned an address by the central computer, and each mobile terminal is assigned an identification code.

The rail changing guide, the travel guide, the steering guide and the translation guide are respectively connected to the central computer through a communication network, and are driven by the driving mechanism according to the instructions of the central computer, wherein: the rail changing guide is translationally juxtaposed The guide rail and the curved guide rail are both rotatable linear or curved guide rail segments; the translation guide rail is a linear or curved guide rail segment that can be translated.

The station is divided into two types, the ground type and the floor type, wherein: the ground type station includes an outer cover and a spiral or inclined track or a lift for lifting a rail car placed in the cover; a floor type station includes a track and a parking space; An outer door flush with the exterior wall of the building is set on the outside of the room, and an inner door communicating with the building is set on the inside.

The invention is designed according to the principles of system engineering and operations research. Under the unified management of the computer, it realizes door-to-door transportation of a single vehicle, low traffic jam rate, low traffic accident rate, low environmental pollution rate, low ground occupation rate, all-weather Barrier-free operation, comfortable personalized travel, automatic delivery of small-scale decentralized delivery, and automatic adjustment of the entire system's transportation capacity make the comprehensive utilization of resources greatly higher. Existing urban transportation systems, thereby significantly improving the residents' travel and living environment, and realizing the city Sustainable development.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a system configuration diagram of the present invention;

Figure 2 is a structural diagram of a rail car;

Figures 3 and 4 are structural diagrams of overhead rails;

Figure 5 is a schematic diagram of an overhead track system;

Figure 6 is a diagram of the track support;

Figures 7 and 8 are schematic diagrams of the structure and operation of the rail changing rail;

Figures 9 and 10 are schematic diagrams of the structure and operation of the guide rails;

Figure 11-14 shows the structure and operation of the steering guide;

Figure 15-17 shows the structure and operation of the translation guide;

Figure 18-20 is a structural diagram of a ground station;

FIG. 21 is a structural diagram of a floor type station;

Figures 22 and 23 are garage structure diagrams;

Figure 24 is a control program diagram of the central computer system; 25 is a front view structural view of a tubular track in an embodiment of the present invention; and a front view of an ultra-light railcar; FIG. 26 is a schematic view of a position and a relationship structure of an upward and downward tubular track in an embodiment of the present invention; FIG. 27-FIG. 28 is a schematic structural view of a front view of a single support column and a front view of a double support column of an overhead track system according to an embodiment of the present invention;

29-32 are schematic top views of the structure of the track converter of the present invention and the movement of the railcar between a rigid track and a flexible track;

33-34 are schematic side-view and top-view structural diagrams of an ultra-light railcar according to an embodiment of the present invention; Figs. 35-37 are side-view, front-view, and top-view structural diagrams of the ultra-light railcar guide mechanism of the present invention; Fig. 38- FIG. 41 is an operation schematic view of a guide mechanism for an ultralight railcar of the present invention.

detailed description

As shown in FIG. 1, the present invention consists of an ultralight railcar for carrying people or objects 1, an ultralight overhead rail system for carrying and guiding the railcar 1, an omnidirectional station 3 connected to the overhead rail system 2, and overhead The track system 2 is connected to the low-consumption garage 4 and the central computer control system 5 for parking the track car 1. The computer control system 5 communicates with the track car 1, the ultra-light overhead track system 2, the station 3 and the garage 4, and controls the entire traffic. system. Of which-I. Ultra Light Rail Car

As shown in Fig. 2, the ultra-light railcar 1 is composed of a carriage 11, an information processing device 12, a driving device 13, and an actuator 14. The carriage 11 is made of ultra-lightweight materials (such as FRP, aluminum-magnesium alloy, or carbon fiber, etc.). The weight of an empty car does not exceed 200 kg, and the maximum load can reach 350 kg. The driving device 13 uses a motor 15 to drive the roller 16 traveling on the track, or a magnetic levitation device matched with the track. The information processing device 12 is a microcomputer that is wirelessly connected to the communication network of the entire transportation system. It transmits radio information through the information-sensing mobile terminal 24 "and the information-sensing fixed terminal 24 'on the elevated track 21 (see Figure 3, 4). The actuator 14 is a microprocessor and electromechanical device (such as thyristor, relay, gear set, etc.) that can change the speed of the driving device. When the microcomputer 12 receives the instruction from the central computer 5 from the communication network Then, the driving device 13 is actuated by the actuator 14, and the carriage is moved for starting, accelerating, uniform speed, decelerating, stopping, etc. Each ultralight railcar 1 is assigned an identification code, the identification code and the ultralight Data such as the running state, time, start and end of the rail car are automatically recorded in the microcomputer, and can be sensed by the information sensor 24 on the ultra-light overhead rail system 2.

2. Ultralight overhead track system

As shown in Figs. 3-17, the ultra-light overhead rail system is composed of an overhead rail 21, a rail support 25, an information sensor 24, a rail changing rail 26, a traveling rail 27, a steering rail 28, and a translation rail 29. The ultralight railcar 1 travels unidirectionally on each of the ultralight overhead rails 21. The overhead track 21 is made of ultra-lightweight materials (such as aluminum-magnesium alloy, carbon fiber, and nano-materials) with good rigidity and low temperature change, and is suspended and supported by the support 25 so that its horizontal height is 3-40 meters above the ground. The cross-sectional shape is matched with the driving device 13 of the ultra-light railcar 1 and can be made into an outer track or a lined track. As shown in Fig. 3, the cross section of the outsourced track 21 is an outsourced "mouth" shape or other similar shape with an open bottom, and the roller 16 of the railcar can be embedded therein. As shown in FIG. 4, the section of the lined track may also be lined “I” or other similar shapes, and the pair of rollers 16 of the railcar may be clamped on both sides thereof.

The overhead track 21 may be covered with an airflow fairing 23, and the cover 23 is filled with a sound-absorbing filler 22. The airflow fairing 23 can reduce the lateral pressure of the wind on the track, and fill the noise-reducing filler 22 therein to reduce the noise pollution caused by the railcar traveling on the track 21.

As shown in Figure 5, the overhead track is divided into a main line, a secondary line, and a branch line. The speed of an ultra-light railcar is higher on the main line than on the secondary line, and higher on the secondary line than on the branch line. The branch line connects to all-round stations and low-cost garages. Ultra-light railcars gradually accelerate when starting from omnidirectional stations or low-consumption garages, and then enter the branch line, sub-trunk line, and main line in sequence; when they reach their destination, they gradually decelerate, and then enter the sub-trunk and branch lines from the main line in turn and enter the omni-directional station or Stop after consuming the garage.

There are many types of track supports, such as single column (see Figure 6), multiple columns, and building attachments. It can be laid along existing roads or converted from existing road lighting pole systems. The main line, sub-main line, and branch line can be made into multiple overhead rails to integrate and use a row of rail supports according to transportation capacity requirements. Trunk rails have more integrated overhead tracks than secondary rails, and secondary trunks have more integrated overhead rails than branch lines.

The information sensor 24 may adopt radio frequency identification (RFID) technology or computer digital wireless transmission (Bluetooth) technology, and the information transmission both ends are respectively made into an information sensing mobile terminal and an information sensing fixed terminal. The information-sensing mobile terminal 24 "is placed close to the carriage 11 of the carriage 11; the information-sensing fixed terminal 24 'is arranged at equal or unequal distances along the track line (see Figures 3 and 4) and is connected to the network. 24 'are recorded in the center computer. When the ultra-light railcar 1 passes, the information sensing fixed terminal 24' can sense the identification code of the ultra-light railcar 1 through the information-sensing mobile terminal 24 "and pass it through the computer network. To the central computer control system; the central computer control system senses the address of the fixed terminal 24 'according to the information of the ultra-light railcar identification code, and can determine the position of each ultra-light rail car on the track system, and senses it at different times At the position of the same identification code, the running speed of the ultra-light railcar is calculated.

The rail changing rail, the traveling rail, the steering rail and the translation rail are respectively connected to the central computer 5 through a wired or wireless communication network, and can accept instructions from the central computer and be driven by the driving mechanism to perform corresponding actions. The driving mechanism may be an electromagnet, a servo motor, and other electromechanical devices controlled by the instructions of the central computer.

Rail changing rails are used to change ultra-light railcars from one track to another. As shown in Figure 7, The track is composed of a translating juxtaposed linear guide section 26 'and a curved guide section 26 ", which can be moved under the control of a computer. If the rail changing guide is in the position where the linear guide section 26' coincides with the linear track 21, the ultra-light railcar You can drive from the 1st position to the 2nd position. As shown in Figure 8, if the rail changing rail is in the curved track section 26 "and the curved track 21, the super light railcar can drive from the 1st position to the 3rd position.

The guide rail is a rotatable straight or curved guide rail segment, which is used to make two or more ultra-light railcars crossing in the same plane crossing each other. As shown in FIG. 9, the running guide 27 is in the lateral position, which coincides with the lateral track 21 ”. The A ultralight railcar moves from the 1st position to the 2nd position; the B ultralight railcar moves from the 3rd position. As shown in FIG. 10, When receiving the passing instruction from the central computer, the passing rail 27 quickly rotated 90 degrees counterclockwise from the horizontal position to the vertical position, which coincided with the vertical track 21, so that the B ultralight railcar could drive from position 3 to position 4. When the vehicle distance is 50 meters and the vehicle speed is 30 kilometers per hour, the computer-controlled crossing guide rails can complete the movement within 5 seconds. The ultra-light railcars on the horizontal track can pass in the horizontal interval (about 6 seconds), allowing the vehicle to travel on the vertical track. The ultra-light railcar passes by 1. Vehicles in both directions do not need to be decelerated, so that the plane crossing track achieves the effect of three-dimensional crossing.

The steering guide is a linear guide segment that can be rotated from 0 to 360 degrees. It is used to turn the ultra-light railcar in place. As shown in FIG. 11, the steering guide rail 28 is in a longitudinal position and coincides with the linear track 21, and the ultra-light railcar moves forward from the No. 1 position. As shown in Figure 12, the ultra-light railcar stopped at position 2. As shown in Fig. 13, the turning rail 28 rotates 90 degrees clockwise and coincides with the transverse track 21 ", and the ultra-light rail car also rotates 90 degrees clockwise following the turning rail 28. As shown in Fig. 14, the ultra-light rail car travels to position 3.

The pan guide is a linear or curved track section that can be translated. It is used to translate an ultra-light railcar into a certain track. As shown in FIG. 15, the ultra-light railcar and the translation guide 29 are in the No. 1 position, and move horizontally to one side along with the translation guide. As shown in Figure 16, the pan guide moves to coincide with the linear track, and the ultra-light railcar reaches the No. 2 position. As shown in Figure 17, the ultra-light railcar moves forward from position 2 to position 3 and enters the track.

The overhead rail may also be erected above the rail support. At this time, the contact surface between the overhead rail and the driving device of the railcar may be designed above the rail, and the front shape of the railcar shall be designed as an inverted "U" shape or other similar shape to make it "ride" on the rail. Such as the existing sightseeing monorail. However, the complexity and implementation cost of this design are greater than the hanging method.

Three. Omni-directional station

Omni-directional stations are divided into ground station and floor station.

As shown in FIG. 18, the ground station includes a weatherproof cover 31, a rail support post 32 placed inside the cover, and a spiral track 33 or a slanted track or elevator for lifting the railcar. '

Ground station lifts ultralight railcars to ultralight overhead rails with circling, inclined rails or lifts The cruising altitude of the road, or descending from this altitude to the ground. As shown in FIG. 18, when entering the station, the ultra-light railcar 1 climbs to the height of the branch track along the spiral track 33 by its own power, and uses the track changing guide to enter the branch track 21 to travel. When outbound, the action is reversed. As shown in Fig. 19, when entering the station, the translation guide 29 is translated and raised under the action of the track support column elevator, and the ultra-light railcar rises accordingly. As shown in FIG. 20, when the translation guide 29 rises to the height of the branch line track and coincides with it, the ultra-light railcar enters the branch line track. When outbound, the action is reversed.

As shown in Figure 21, a floor-type station is located directly on any floor of the building from the 2nd to the 20th floor. It includes the track 21 and the parking space. The outer sliding door 36 is flush with the exterior wall 37 of the building. The inner sliding door 35 communicating with the building. The floor-type station can be matched with the elevator room 34 of the building; the ultra-light rail car can enter the floor horizontally along the ultra-light overhead rail, and the ultra-light rail car is separated from the internal and external space by an automatic door. Passengers can use the elevator to reach the station floor and directly enter and exit the ultra-light railcar. 38 is the floor.

Computers are installed at all-round stations, and users can summon ultralight rail cars by operating the computers. Ultra-light overhead rail system and omni-directional station achieve high coverage due to its low price. BP: Dedicated line to the building, station to the door, to achieve personalized transportation without leaving the building.

The cargo station in the station is divided into a distribution center station and a delivery station. The distribution center station can automatically load ultralight rail cars under the computer management of the commercial center. The delivery station is located at the pick-up point of the purchaser. The ultra-light railcar can be delivered to the door automatically through the ultra-light overhead rail and the delivery station.

The weather-resistant cover 31 described above may not be provided, but the appearance and comfort of the station may be deteriorated. The above-mentioned outer sliding door 36 and inner sliding door 35 may not be provided, but the appearance of the station and the safety of people getting on and off the vehicle may be deteriorated.

4. Low-consumption garage

The low-consumption garage is composed of a garage overhead track, supports, and weather shields. The ultra-light rail cars are densely arranged in a space-saving manner (see Figure 22); or the ultra-light rail cars are folded (see Figure 23) in order to minimize the space occupied by empty cars. Under the control of the central computer, the ultra-light railcars use rail changing rails, transit rails, steering rails, and translation rails to enter and exit branch lines, branch lines, or trunk rails.

V. Central computer control system

The central computer control system consists of a large computer cluster, computer communication network, and control programs. Follow the procedure below to complete control of the entire transportation system (see Figure 24):

1. The customer summons an ultra-light railcar through a public communication network or at a station.

2. The central computer selects no-load vehicles and shunting to optimize the routes according to the line occupation and the running status of each vehicle.

3. The central computer transfers the empty car to the customer to the station.

4. After the customer gets on the car, the central computer selects the optimal one according to the occupation of the track line and the running status of each vehicle. Turn the route and send the heavy truck to its destination.

5. On the way, the sensors of the ultra-light overhead track system continuously transmitted the position and speed data of each vehicle to the central computer.

6. The central computer adjusts and optimizes the running route of each vehicle in a timely manner according to the running status of each vehicle, and determines the steering demand in real time.

7. When changing tracks or turning, the central computer controls the corresponding guide rails to change the running track or direction of the vehicle through the computer communication network.

8. The central computer adjusts and optimizes the running route of each vehicle in a timely manner according to the running status of each vehicle, and judges the speed regulation demand in real time.

9. When the speed is needed, the central computer controls the speed of the vehicle through the computer communication network.

10. The central computer keeps making a complete record and statistical analysis of the number of waiting passengers, getting on and off the station, and travel time, so as to estimate the track or vehicle redundancy or shortage, and issues a line vehicle adjustment instruction to the track network rapid laying system.

11. After receiving the instruction from the central computer, the track network rapid laying system will automatically go to the site to start the line adjustment operation.

12. The track network affected by the construction is automatically marked by the computer, and the ultra-light railcar passing by is detoured from the circuitous circuit selected by the computer. This constitutes an automatic information feedback and adjustment mechanism, which can keep the line vehicle layout of the entire transportation system with the minimum redundancy and the highest applicability as the passenger / cargo volume changes.

The above rail network rapid laying system consists of an automatic load-bearing column setting engineering vehicle and a hanging rail installation engineering vehicle. Hanging rails, load-bearing columns, and column foundations are produced according to standard parts, which can be exchanged arbitrarily. The entire line network is planned based on the automatic statistical data of population distribution density, travel time, and location. The network maximum flow method of operations research is used for planning. The pre-embedded column foundation, load-bearing column, and column foundation are planned at the location of the city's preset hanging rail line. Connect with standard parts. When needed, the hanging rail laying facility machinery can quickly lay the hanging rail line. Some load-bearing columns can be piled by themselves, which is used to temporarily and quickly set up the hanging rail line in the place without the foundation of the preset column. The system can meet the population gathering and evacuation needs of any temporary assembly. In a specific embodiment of the present invention, the ultralight overhead track 21 is composed of a rigid track and a flexible track.

Rigid tracks are used for lines with slower longitudinal gradients and faster speeds. As shown in FIG. 25, it is composed of a tubular rail 60, a guide rail 51, and a friction rail 53. The tubular track 60 is made of an ultra-lightweight material (such as FRP, aluminum-magnesium alloy, or carbon fiber, etc.) into a thin-shell tubular shape for carrying the ultra-lightweight rail car 1. The ultra-light railcar 1 travels inside the tubular rail 21. The guide rail 51 is placed on the inner top surface of the tubular rail 60, and the guide of the ultra-light railcar 1 The mechanism 50 is embedded in the guide rail 51 and guides the ultra-light railcar along the guide rail. The friction rail 53 is placed on the inner bottom surface of the tubular rail 60. The driving wheels and load-bearing wheels of the ultra-light railcar 1 are embedded in the friction rail 53 to provide the ultra-light railcar with the load-bearing and friction necessary for forward, acceleration, deceleration and braking. Force and power.

Since the ultra-light railcar 1 travels in one direction in the tubular track 60, each rigid track includes two tubular tracks: one is an upward-line tubular track 6Γ, and one is a downward-line tubular track 61 ", such as This is shown in Figure 26. As shown in Figures 27 and 28, the upstream tubular track 6 and the downstream tubular track 61 "are vertically arranged, and the connection points 61 are used to reinforce the rigid connections at equal or unequal intervals. Enhance the vertical rigidity of the track. Ascending tubular track and descending tubular track 61 "are equidistant or unequal laterally connected with a fixed arm 62 to a single support column 25, or a double support column 25". The single-pillar 25 or double-pillar 25 "is used to suspend and fix the track. The single-pillar 25 'requires less space and the double-pillar 25" has good stability. In order to make the single-pillar track support column 25 'more stable, a foot column reinforcing plate 63 can be added to increase its lateral stability.

The flexible track forming the ultra-light overhead track system 2 is used for lines with steeper longitudinal slopes and slower speeds, and its structure is similar to that of existing sightseeing cable cars. It consists of a loop wire rope, a track changer, an electric winch and a wire rope pulley. The guide mechanism of the ultra-light rail car is embedded in the track converter of the flexible track, and the ultra-light rail car is suspended on the endless wire rope through the track converter. The endless wire rope is tensioned between a plurality of wire rope pulleys installed on the track support column, and is connected to the electric winch. The power is obtained through the rotation of the electric winch, and the tracks are circulated between the multiple wire rope pulleys to drive the track. The converter moves and moves the ultra-light railcar along a circular wire rope.

The rigid track and the flexible track are set at a 90-degree angle on the same plane as the line connection. The track converter can smoothly convert the ultra-light railcar from the rigid track to the flexible track, and can also make the ultra-light railcar smooth from the flexible track. Switch to a rigid track, so as to achieve seamless rail change operation on a track network with various undulating terrain and speed conditions under the centralized control of a computer.

As shown in FIGS. 29 to 32, the track converter is composed of a translation track 29 and a wire rope clamper 83, and the wire rope clamper 83 is fastened on the translation guide rail 29. The rigid rail and the flexible rail wire rope 82 are arranged at a 90-degree cross, the front end of the rigid rail is connected to the translation guide rail 29, and a wire rope clamper 83 is installed at the top of the translation guide rail 29, and the flexible rail wire rope 82 pulled by the winch is removed from The wire rope retainer 83 passes through. When the ultra-light railcar 1 needs to switch from a rigid rail to a flexible rail, it must first move from the 1st position to the 2nd position by its own power and enter the section of the translational guide 29; then, the translational guide 29 is driven by 2 under the action of the additional driving force. Position No. 3 is moved to position No. 3 to drive the ultra-light railcar 1 to move from No. 2 to No. 3. When the translation speed of translation rail 29 is equal to the speed of the flexible rail wire rope, The wire rope clamper 83 holds the flexible rail wire rope, and at the same time, the translation guide rail 29 loses the driving force. Driven by the flexible rail wire rope 82 pulled by the winch, the ultra-light railcar 1 follows the flexible rail wire rope 82 in the direction of the flexible rail through the wire rope clamper 83 and the translation guide rail 29. When the ultra-light railcar 1 needs to be switched from a flexible rail to a rigid rail, it operates in the reverse order.

In the specific embodiment of the present invention, in order to allow the ultra-light railcar 1 to run unobstructed on the overhead rail system 2, the rail changing rail 26, the traveling rail 27, the steering rail 28 and the translation rail 29 constituting the rail system 2 are all Rigid rail.

As shown in FIGS. 33, 25, and 34, the ultra-light railcar 1 is mainly composed of a carriage 11, an information processing device 12, a guide mechanism 50, a driving wheel 52, a load-bearing wheel 58, and a drive control box 54.

The carriage 11 of the ultra-light railcar is used to carry passengers 55, and its door 56 is placed in front of the passenger 55, and can be opened and closed along the central axis 59.

The guide mechanism 50 of the ultra-light railcar is embedded in the guide rail 51 on the top of the tubular rail 60, and obtains electricity, left-right balance force, and forward direction from the elevated rail system 2 through the guide rail 51 (the principle is shown in Figure 38-41) The driving wheels 52 and load-bearing wheels 58 of the ultra-light railcar are arranged in a front-to-rear shape, embedded in the friction rail 53 at the bottom of the tube-shaped rail 60 to support the gravity of the ultra-light railcar; and it is driven by a variable frequency motor in the control box 54; The driving wheel 52 is driven to make it walk or brake on the overhead track, and push the ultra-light railcar forward, accelerate, uniform speed, decelerate or stop.

As shown in FIGS. 35-37, the guide mechanism 50 is composed of a longitudinal guide wheel 64, a transverse guide wheel 65, a transverse guide wheel swing arm 66, and a suspension plate 67. The lower part of the suspension plate 67 is connected to the ultra-light railcar compartment 11; the axle of the longitudinal guide wheel 64 crosses the suspension plate 67, and the wheel hub of the longitudinal guide wheel is made of conductive material (such as graphite) and is embedded in the guide rail 51. The two trough-shaped rails travel inside. Power transmission lines are laid under the two trough-shaped rails to provide power for the ultra-light railcar. The horizontal guide wheel swing arm 66-end is connected to the axle of the horizontal guide wheel 65 by 90 'degrees, and the other end is connected with The suspension board 67 is connected, and can swing laterally within a small range around the connection point. The wheel hub of the lateral guide wheel 65 has a built-in electromagnet. When the coils in the electromagnet pass currents in different directions, the lateral guide wheel 65 can be attracted to the side wall of the guide rail in the corresponding direction by the magnetic force in different directions. Rail cars offer different directions of advance.

As shown in FIGS. 38-39, when the horizontal guide wheel 65 is attracted to the right side of the guide rail by the magnetic force of the internal electromagnet, the horizontal guide wheel swing arm 66 drives the suspension plate 67 to stick to the right side of the guide rail. Thereby, the ultra-light railcar is guided to move along the straight track direction from position 1 to position 2.

As shown in FIGS. 40-41, when the lateral guide wheel 65 is attracted to the left side of the guide rail by the magnetic force of the internal electromagnet, the lateral guide wheel swing arm 66 drives the suspension plate 67 to stick to the left side of the guide rail, thereby Guide the ultra-light railcar along the curved track direction from position 1 to position 3.

In order to provide a pleasant riding environment for passengers in ultra-light rail cars, Install a centralized air conditioning system inside. In order to provide an emergency escape route for passengers in the ultra-light railcar, a safety lifesaving system is also installed in the tubular rail 60.

In addition, a miniature anti-collision ranging sensor is arranged at each of the front and rear ends of the ultra-light railcar, and the sensor is connected to a computer control system. When an obstacle appears at a certain distance in front of the vehicle (depending on the speed of the vehicle), the feedback information decelerates the ultra-light railcar until it stops or reverses.

Each ultra-light railcar is equipped with a high-magnetic permanent magnet at the front and rear ends. Sufficient repulsion can be created between two pieces of this permanent magnet. When the speed of an ultra-light railcar is below a critical value, two cars traveling in the same direction can never collide. Even if a Mou loses power, under the action of the push and pull of the flowing air in the tubular track and the permanent magnetic steel repulsion of the two ultra-light rail cars, the ultra-light rail cars that lose power will continue to move forward until they enter the avoidance line.

After the anchor vehicle enters the avoidance line, the mechanical force will automatically open the safety valve, and the ultra-light rail car releases the life-saving cable. Under the action of gravity, the entire ultra-light rail car is slowly dropped to the ground. The vibration damping device at the bottom of the car helps Under soft landing.

Each ultra-light railcar is equipped with a battery to ensure that in the event of a power outage, it can use its own power to enter the avoidance line and land on the ground.

The above embodiments are only for explaining the present invention, and are not used to limit the scope of patent protection of the present invention. Any equivalent transformation made according to the above embodiments should fall within the scope of patent protection of the present invention.

Claims

1. An ultra-light overhead automated rail transportation system, characterized in that it comprises:-a rail car for carrying people or objects;

An overhead track system for carrying and guiding the rail car;

A station, which is connected to the overhead track system, and is used to get on or off people or objects;

A garage, which is connected with the overhead rail system for parking the rail car;

A computer control system that communicates with the railcar, overhead rail system, station, garage, and

Transportation system.

2. The ultralight overhead automated rail transportation system according to claim 1, wherein: said rail car is composed of a carriage, an information processing device, an actuator, and a driving device, and said information processing device and said computer control system Communicating, receiving an instruction from a computer control system, and the execution mechanism causing the driving device to act according to the instruction;

The overhead track system is composed of an overhead track, a track support, an information sensor, a track changing guide, a traveling guide, a turning guide and a translation guide;

The computer control system is composed of a central computer and a communication network.

3. The ultra-light overhead automated rail transit system according to claim 2, wherein: said information processing device is a microcomputer connected to a communication network of a transportation system by wireless or wired communication;

The driving device is a roller driven on a track by a motor;

The actuator is a microprocessor and an electromechanical device that can change the moving speed of the driving device.

4. The ultra-light overhead automated rail transportation system according to claim 2, characterized in that-the driving device is a magnetic levitation device matched with the rail.

5. The ultra-light overhead automated rail transit system according to claim 2, characterized in that-the overhead rail is hung on the rail support, and the cross-section of the overhead rail is open-bottomed "mouth" shape or other similar Shape, the driving device of the railcar can be embedded therein.

6. The ultra-light overhead automated rail transportation system according to claim 2, characterized in that: the overhead rail is suspended on the rail support, and a cross section thereof is lined in an "I" shape or other similar shape, The driving device of the railcar can be clamped on both sides thereof.

The ultra-light overhead automatic rail transit system according to claim 5 or 6, wherein the overhead rail is covered with an airflow fairing, and a sound-absorbing filler is filled in the cover.

The ultra-light overhead automated rail transportation system according to claim 2, characterized in that: the information sensor comprises an information-sensing mobile terminal and an information-sensing fixed terminal, and the mobile terminal is placed in the rail car and close to the information terminal. At the overhead track, the fixed terminals are arranged at equal or unequal distances along the overhead track line. Each fixed terminal is assigned an address by the central computer, and each mobile terminal is assigned an identification code by the central computer.

9. The ultra-light overhead automated rail transportation system according to claim 2, wherein the rail changing rail, the traveling rail, the turning rail, and the translation rail are respectively connected to the central computer through a communication network, and are connected by the central computer. The driver is driven according to the instructions of the central computer, where:

Rail changing rails consist of translating juxtaposed linear rail segments and curved rail segments;

Both the guide rail and steering rail are rotatable linear or curved rail segments;

The translation guide is a linear or curved guide rail segment that can be translated. .

10. The ultra-light overhead automated rail transit system according to claim 1, wherein: the station is divided into two types of ground type and floor type, wherein:

Ground stations include outer covers and spiral or inclined tracks or lifts for lifting railcars placed in the covers;

A floor-type station includes a track and a parking space. An outer door flush with the exterior wall of the building is provided on the outside of the parking space, and an inner door communicating with the building is provided on the inside.

11. The ultra-light overhead automated rail transportation system according to claim 2, wherein: the overhead track is composed of a rigid track and a flexible track;

The rigid track is used for a track with a slower vertical slope and a faster speed, and is composed of a tubular track, a guide track, and a friction track; the tubular track is made of a super-lightweight material with a thin shell tube shape and is used to carry The ultra-light railcar runs in a tube-shaped track; the guide rail is placed on the top surface of the tube-shaped track; the guide mechanism of the ultra-light railcar is embedded in the guide rail; Providing power for an ultralight railcar; the friction rail is placed on the inner bottom surface of a tubular rail, and the driving wheels of the ultralight railcar are embedded in the friction rail;

The flexible track is used for lines with steep longitudinal slopes and slower speeds, and its structure is similar to that of existing sightseeing cable cars, and is composed of a loop wire rope, a track converter, an electric winch and a wire rope pulley; The guide wheel is embedded in the track converter and is hung on the endless wire rope through the track converter; the endless wire rope is tensioned between a plurality of wire rope pulleys installed on the support column and is connected with the electric winch. The power of the electric winch is obtained by the rotation of the plurality of wire rope pulleys, which drives the track converter to move and moves the ultra-light rail car along the endless wire rope.

12. The ultra-light overhead automated rail transit system according to claim 11, wherein: The rigid track includes an ascending tubular track and a descending tubular track; the ascending tubular track and the descending tubular track are vertically arranged vertically, and are connected and reinforced at equal or unequal intervals by connection points; the ascending line The tube-shaped track and the down-line tube-shaped track are laterally equidistantly or unequally connected to the support column by a fixed arm.

13. The ultra-light overhead automated rail transportation system according to claim 11, wherein: the rigid rail and the flexible rail are arranged at a 90-degree angle on the same plane where the line is connected, and the ultra-high Light railcars smoothly transition between rigid and flexible tracks.

14. The ultra-light overhead automated rail transportation system according to claim 13, wherein: the track converter is composed of a translation guide rail and a steel cable retainer; and the wire cable retainer is fastened to the translation guide rail. The circular wire rope of the flexible guide rail passes through the wire rope retainer.

15. The ultra-light overhead automated rail transit system according to claim 11, wherein: the driving device of the ultra-light rail car comprises a driving wheel, a load-bearing wheel, and a guide mechanism;

The guide mechanism of the ultra-light railcar is embedded in the guide rail on top of the tubular track of the track system, and obtains electricity, left-right balance force, and forward direction from the elevated track system through the guide rail;

The driving wheels and load-bearing wheels of the ultra-light railcar are arranged in a front-to-rear shape and are embedded in the friction rails at the bottom of the tube-shaped rail to support the gravity of the ultra-light railcar; Wheel, make it walk or brake on the overhead track, and push the ultra-light railcar forward, accelerate, hook speed, decelerate or stop.

16. The ultra-light overhead automated rail transportation system according to claim 15, wherein: the guide mechanism of the rail car comprises a longitudinal guide wheel, a transverse guide wheel, a transverse guide wheel swing arm, and a suspension plate; The lower part of the plate is connected to the ultra-light railcar; the axle of the longitudinal guide wheel crosses the suspension board, and the wheel hub of the longitudinal guide wheel is made of conductive material (such as graphite) and is embedded in the two grooved tracks of the guide rail to travel; One end of the horizontal guide wheel swing arm is connected to the axle of the horizontal guide wheel at 90 degrees, and the other end is connected to the suspension plate, and can swing laterally within a small range around the connection point. The wheel of the horizontal guide wheel has a built-in electromagnet. When currents in different directions are passed through the inner coils, the lateral guide wheels can be attracted to the side walls of the guide rails under the action of magnetic forces in different directions, providing left-right balance force and forward direction for the ultra-light railcar.

17. The ultra-light overhead automated rail transportation system according to claim 16, characterized in that: a miniature anti-collision ranging sensor is arranged at each of the front and rear ends of the ultra-light rail vehicle, the anti-collision ranging sensor and a computer The control system is connected.

18. The ultra-light overhead automated rail transportation system according to claim 17, wherein one front and rear end of the ultra-light railcar is provided with one piece of high-magnetic permanent magnetic steel.