CN109641600B

CN109641600B - Vehicle turning device and track using the same

Info

Publication number: CN109641600B
Application number: CN201780053390.0A
Authority: CN
Inventors: 田中正弘
Original assignee: Individual
Current assignee: Individual
Priority date: 2016-08-31
Filing date: 2017-08-24
Publication date: 2020-10-09
Anticipated expiration: 2037-08-24
Also published as: WO2018043278A1; CN109641600A; JP2018034615A; JP6046855B1

Abstract

A track (A) on which a vehicle (4) travels includes: an outbound track (1), a return track (2) and a vehicle rotating device (3). The vehicle rotation device (3) includes a rotation member (31) and a rotation drive unit (32) that rotates the rotation member (31). The rotating member (31) includes a first rotating track (33) having a track surface (33a) and a second rotating track (34) having a track surface (34 a). The track surface (33a) of the first rotating track (33) is configured such that the end portion on the first side is higher than the end portion on the second side opposite to the first side, and the track surface (34a) of the second rotating track (34) is configured such that the end portion on the second side is higher than the end portion on the first side.

Description

Vehicle turning device and track using the same

Technical Field

The present invention relates to a track for a vehicle to travel, and more particularly, to a turning device for a vehicle and a track using the same.

Background

Vehicles that travel in tracks, known as railcars, are known. Fig. 7 is a plan view of the vicinity of the end of the rail of the conventional railcar. As shown in fig. 7, the railcar is a mountain climbing vehicle in which a car 100 (vehicle) travels along a track 110 formed by an outbound track 111 and a return track 112. The track 110 includes a belt conveyor 114 as a track surface, and guide walls 115 erected on both side ends of the belt conveyor 114. The belt conveyor 114 powers the car 100 placed thereon. The carriage 100 is guided by both side portions by the guide walls 115 so as not to be separated from the rails 110, and travels by the power of the belt conveyor 114.

In the conventional railcar, the forward travel rail 111 and the backward travel rail 112 are connected to each other at the end of the rail 110 by a substantially circular arc-shaped annular rail 113. By configuring the track 110 in this manner, the cars 100 can continuously travel from the outgoing track 111 to the returning track 112 or from the returning track 112 to the outgoing track 111 via the endless track 113.

As described above, in the rail car of the related art, not only the outbound track and the return track but also a space for laying the endless track is required. In the case where the radius of curvature of the looped rail is small, when the car travels on the looped rail, the car easily comes into contact with the guide wall, and the car and the guide wall are easily damaged. In addition, noise due to contact also increases. On the other hand, these problems can be alleviated by increasing the radius of curvature of the endless track, but in this case, the laying area of the endless track is increased.

In order to solve such a problem, it has been proposed to dispose a turntable, on which a first rotation track and a second rotation track are laid, at end portions of an outbound track and a return track (see patent documents 1 and 2). In these techniques, when the turntable is in the first posture, the first rotation path and the forward path are connected, and the second rotation path and the backward path are connected. Further, when the turn table is rotated by 180 °, the second rotation track is connected to the forward travel track, and the first rotation track is connected to the backward travel track. Therefore, for example, when a vehicle traveling on the return track enters the second rotating track, the vehicle on the second rotating track can advance to the departure track by rotating the turn table by 180 °.

Documents of the prior art

Patent document

Patent document 1: japanese Kokai publication Hei-4-138009

Patent document 2: japanese laid-open patent publication No. 7-033242

Disclosure of Invention

Problems to be solved by the invention

If the techniques of patent documents 1, 2 are utilized, the area required for turning the vehicle is about the degree of the turntable area, and can be smaller than the area for laying the endless track. However, when the turn tables disclosed in patent documents 1 and 2 are used, the first and second rotation tracks on the turn table also need to be provided with a device such as a belt conveyor for powering the vehicle, or need to be provided with power for freely moving the vehicle itself.

In the former case, the turntable becomes heavy, and therefore, a load of a motor or the like for rotating the turntable becomes large, and a motor or the like generating a strong power is required. Therefore, the frequency of maintenance may increase, and the equipment cost may become high. Also, in the latter case, the price of the vehicle becomes high, and the frequency of maintenance also increases.

The present invention has been made in view of the above problems, and an object thereof is to provide a technique for rotating a vehicle traveling on a track in a simple manner.

Means for solving the problems

In order to solve the above-described problems, a vehicle turning device according to the present invention is used for a track including a first track and a second track on which a vehicle runs, and turns the vehicle running on the first track toward the second track, and as a preferred embodiment, the vehicle turning device includes a turning member including a first turning track including a track surface and a second turning track including a track surface, the track surface of the first turning track is configured such that an end portion of a first side is higher than an end portion of a second side opposite to the first side, and the track surface of the second turning track is configured such that an end portion of the second side is higher than the end portion of the first side, and a turning driving unit that turns the turning member.

For example, the first and second rotation tracks may be formed by symmetrically inclining the track surfaces of the first and second rotation tracks provided in the vehicle rotation device. In such a configuration, when the vehicle traveling on the first track enters the vehicle turning device, and when the vehicle on the vehicle turning device enters and exits the second track, the vehicle can travel by the inclination and the self-weight of the track surface. Therefore, it is not necessary to provide a power source such as an electric motor for powering the vehicle in the vehicle rotation device, and the structure of the vehicle rotation device is simplified.

Further, in one preferable embodiment of the vehicle rotating apparatus according to the invention, the rotating member is constituted by a plate-like member, and the first rotating rail and the second rotating rail are constituted as a groove portion formed on an upper surface of the plate-like member.

In this configuration, since the first rotation rail and the second rotation rail are formed as the groove portions of the plate-like member, the structure of the rotating member is simplified.

In one preferable embodiment of the vehicle turning device according to the present invention, the first turning rail is provided with a first vehicle stop portion, the second rotating track includes a second vehicle stopping unit, and the first vehicle stopping unit and the second vehicle stopping unit are configured to be switchable between a vehicle stopping posture in which the vehicle is not allowed to travel forward and a vehicle traveling posture in which the vehicle is allowed to travel forward, the first vehicle stop portion is in the vehicle stop posture when the rotary member is in the first posture, the second vehicle stop portion switches from the vehicle stop posture to the vehicle running posture, the second vehicle stop portion is in the vehicle stop posture when the rotary member is in a second posture rotated by 180 ° from the first posture, the first vehicle stop portion switches from the vehicle stop posture to the vehicle travel posture.

In this configuration, the vehicle rotation device includes a vehicle stop unit for controlling whether or not the vehicle is traveling on the track surface of the first rotation path and the second rotation path. When the vehicle stop portions are in the first posture or the second posture (posture rotated by 180 ° from the first posture) of the rotary member, one of the vehicle stop portions is in a vehicle running posture in which the vehicle can run, and the other vehicle stop portion is in a vehicle stop posture in which the vehicle cannot run. Therefore, in the state where the rotating member is in the first posture or the second posture, the vehicle entering the vehicle rotating device from the first track is restricted from traveling by the vehicle stopping portion and is stopped on the vehicle rotating device. On the other hand, when the rotary member is rotated to the first posture or the second posture, the vehicle stopped on the vehicle rotation device is switched to the vehicle running posture by the vehicle stop portion that restricts running thereof, so that it can enter the second track by the inclination of the track surface and the self-weight.

In the vehicle rotating device according to the present invention, the first vehicle stopping portion and the second vehicle stopping portion each include an abutment portion, and the vehicle rotating device includes an operating member that abuts against the abutment portion in accordance with rotation of the rotating member, and applies a force for switching from the vehicle stopping posture to the vehicle traveling posture to the first vehicle stopping portion or the second vehicle stopping portion including the abutment portion.

In this configuration, when the rotating member rotates, the operating member abuts against an abutment portion disposed in the vehicle stop portion, and the rotational force of the rotating member acts as a force that switches the vehicle stop portion from the vehicle stop posture to the vehicle travel posture. Therefore, it is not necessary to provide a special power source for switching the posture of the vehicle stop portion, so that the structure of the vehicle rotation device is simplified.

Further, in a preferred embodiment of the vehicle turning device according to the present invention, the first turning rail and the second turning rail have a vehicle pushing device that pushes the vehicle forward.

In this configuration, the vehicle on the vehicle turning device can be further reliably caused to enter the second track. In this case, even if the inclination angle of the track surface of the first rotation track and the second rotation track becomes small, the vehicle can be reliably moved in and out from the vehicle rotation device.

The present invention also provides a track using the vehicle swiveling device, which includes a first track and a second track for traveling of a vehicle, and the vehicle swiveling device provided near an end portion of the same side of the first track and the second track, wherein the first track is located higher than the second track near the vehicle swiveling device, the first track is connected to the first swiveling track and the second track is connected to the second swiveling track in a first posture, and the first track is connected to the second swiveling track and the second track is connected to the first swiveling track in a second posture.

In the vicinity of the vehicle turning device having this configuration, the height of the first track is adjusted to the height of the first-side end portion of the first turning track of the vehicle turning device (the height of the second-side end portion of the second turning track), and the height of the second track is adjusted to the height of the second-side end portion of the first turning track of the vehicle turning device (the height of the first-side end portion of the second turning track). Therefore, the vehicle can travel from the first track to the vehicle turning device or from the vehicle turning device to the second track by the inclination of the track surface and its own weight.

Drawings

Fig. 1 is a perspective view of a track near a start point.

Fig. 2 is a plan view of the track near the start point.

Fig. 3 is a side view of the track near the start point.

Fig. 4 is a sectional view taken along line IVA-IVA of fig. 1 and a sectional view taken along line IVB-IVB.

Fig. 5 is a diagram showing an operation of the vehicle turning device when the turning operation is performed on the vehicle.

Fig. 6 is a top view of the rail of embodiment 2.

Fig. 7 is a top view of a prior art railcar near the end of a rail.

Detailed Description

Example 1

Hereinafter, embodiments of a vehicle turning device and a track using the same according to the present invention will be described with reference to the accompanying drawings. The track of the present embodiment is used for the vehicle to travel back and forth to transport passengers between an origin and a destination. It should be noted that the track of the present invention refers to a space for the vehicle to travel, and is independent of the presence of the trackless bars.

Fig. 1 and 2 are a perspective view and a top view, respectively, of a track near a starting point. As shown in these figures, the track a includes an outbound track 1, a return track 2, and a vehicle turning device 3. As shown in fig. 2, the plurality of vehicles 4 travel on the travel track a simultaneously. Note that, in fig. 1, the vehicle or a part of the structure is not shown in order to facilitate understanding of the structure of the track a. Further, although not shown in these drawings, the outbound track 1 and the inbound track 2 extend to the destination side (right side in the drawings) and the destination side end portion of the track a is also provided with a vehicle rotating device.

The outbound track 1 is a track on which a vehicle 4 for transferring passengers from a starting point to a destination travels. Therefore, on one side of the outbound track 1 from the starting point, a boarding station (not shown) for passengers to wait and board the vehicle 4 is formed. Further, at one side of the outbound path 1 of the destination, a disembarking platform (not shown) for passengers to disembark is formed.

On the other hand, the return track 2 is a track on which a vehicle 4 for transporting passengers from a destination to a starting point travels. Therefore, on the side of the return track 2 at the start point, there is formed a get-off platform (not shown) for passengers to get off the vehicle 4. Further, on one side of the return track 2 of the destination, a boarding station (not shown) for passengers to wait and board the vehicle 4 is formed.

As shown in fig. 2, the outbound track 1 and the inbound track 2 are provided with

track surfaces

11 and 21, respectively, which serve as the traveling surfaces of the vehicle 4. A pair of

side walls

12, 13 and 22, 23 are respectively provided on both sides of the track surfaces 11 and 21. The forward track 1 and the return track 2 are provided with

power transmission members

11a and 21a (see fig. 2) near the track surfaces 11 and 21, respectively. The

power transmission members

11a, 21a provide the vehicle 4 with power for running. In the present embodiment, a power transmission chain is used as the

power transmission members

11a, 21a, but it is needless to say that other power transmission members may be used.

Note that, instead of using a single

power transmission member

11a, 21a, a different power transmission member may be used partially along the entire length of the outbound path 1 or the inbound path 2. For example, the power transmission members near the boarding platform and the disembarking platform are different from those of other portions, so that the vehicle 4 can be driven at a low speed near the boarding platform and the disembarking platform. Therefore, the passengers can get on or off the bus safely.

The vehicle 4 is provided with passengers and travels on the track surfaces 11, 12, and has four seats (not shown), for example. In order to be able to mount a wheelchair or the like on the vehicle 4, the seat is preferably configured to be foldable. In the present embodiment, the vehicle 4 travels by receiving power from the

power transmission members

11a, 21a without providing a driving device such as an engine or a motor. Therefore, the vehicle 4 of the present embodiment includes an engaging portion (not shown) that can engage with the power transmission chain on the bottom surface. Thus, when the power transmission chain as the

power transmission members

11a and 21a is driven, the power is transmitted to the vehicle 4 through the engagement portion, and the vehicle 4 can run. In the present embodiment, the vehicle 4 includes wheels (not shown) and can travel with small power. Further, one or more pairs of guide wheels (not shown) are provided on both sides of the vehicle 4. The vehicle 4 can suppress the shift in the lateral direction by the contact of the guide tire with the inner surface of the sidewall, can maintain the parallel posture with respect to the track surfaces 11, 12, and can stably run.

The vehicle rotating device 3 is a device for rotating the direction of the vehicle 4 so that the vehicle 4 can travel from the outgoing track 1 to the returning track 2, or from the returning track 2 to the outgoing track 1. On the starting point side shown in fig. 1 and 2, the direction is changed so that the vehicle 4 traveling on the return track 2 enters the vehicle rotating device 3 and travels to the outgoing track 1. Therefore, on the starting point side, the return track 2 corresponds to the first track of the present invention, and the forward track 1 corresponds to the second track of the present invention. On the other hand, on the destination side, since the direction of the vehicle 4 traveling on the outbound track 1 is changed to the return track 2, the outbound track 1 corresponds to the first track of the present invention, and the return track 2 corresponds to the second track of the present invention. That is, on the destination side, the relationship between the outbound track 1 and the inbound track 2 in the following description alternates with each other.

The vehicle turning device 3 according to the present embodiment will be described below with reference to fig. 3 and 4. Fig. 3(a) and (b) are side views in the IIIA direction and the IIIB direction, respectively, of the vehicle turning device 3 in fig. 1. Further, FIGS. 4(a) and (b) are sectional views taken along lines IVA-IVA and IVB-IVB of FIG. 1, respectively.

As shown in the drawing, the vehicle turning device 3 includes a substantially circular plate-shaped turntable 31 (corresponding to a rotating member or a plate-shaped member of the present invention). The lower surface of the turntable 31 is supported by a rotation driving unit 32. The rotation driving unit 32 rotates the turntable 31 around the rotation axis 30 (see fig. 1) by power of a motor or the like. Note that the rotation of the turntable 31 is controlled by a control unit (not shown) configured by a general-purpose computer, hardware, or the like. At this time, outputs from sensors for confirming whether the vehicle 4 is present or passing and for confirming the rotation angle of the turntable 31 are input to the control section, and the control section preferably controls the rotation of the turntable 31 based on the sensor outputs of these sensors.

The two

groove portions

31a and 31b are formed symmetrically on the upper surface of the turntable 31 so as to sandwich the rotation axis 30. In the present embodiment, the

groove portions

31a and 31b constitute the first rotation rail 33 and the second rotation rail 34, respectively.

As clearly shown in fig. 4, the track surface 33a of the first rotating track 33 is inclined in the longitudinal direction (left-right direction in the drawing). On the other hand, the track surface 34a of the second rotation track 34 is also inclined in the longitudinal direction, but the inclination direction is opposite to the track surface 33 a. The inclination of the track surface 33a is opposite to the inclination of the track surface 34a, but the inclination angles are the same. That is, the first rotation path 33 and the second rotation path 34 have a point-symmetric relationship with respect to the rotation axis 30.

Specifically, when the turntable 31 is in the posture shown in fig. 1 (corresponding to the first posture of the present invention), the end portion on the return track 2 side (right side in the figure) is higher than the end portion on the opposite side (left side in the figure) with respect to the track surface 33a of the first rotating track 33. On the other hand, the end of the second rotation track 34 on the forward track 1 side (right side in the figure) is lower than the end on the opposite side (left side in the figure) on the track surface 34 a. When the turntable 31 is in a posture (corresponding to the second posture of the present invention) rotated 180 ° from the first posture about the rotation axis 30, the end on the forward track 1 side (right side in the figure) is lower than the end on the opposite side (left side in the figure) with respect to the track surface 33a of the first rotation track 33. On the other hand, the track surface 34a of the second rotating track 34 has an end portion on the return track 2 side (right side in the figure) higher than an end portion on the opposite side (left side in the figure). That is, in the case of the first posture, the right and left sides in the drawing correspond to the first and second sides of the present invention, respectively, and in the case of the second posture, the left and right sides in the drawing correspond to the first and second sides of the present invention, respectively.

The track surface 11 of the outbound track 1 is lower than the track surface 21 of the return track 2. Specifically, the height of the raceway surface 11 of the forward path 1 is adjusted to the height of the second side end of the raceway surface 33a of the first rotation raceway 33 and the height of the first side end of the raceway surface 34a of the second rotation raceway 34. On the other hand, the height of the raceway surface 21 of the return raceway 2 is adjusted to the height of the first-side end portion of the raceway surface 33a of the first rotation raceway 33 and the height of the second-side end portion of the raceway surface 34a of the second rotation raceway 34. By configuring the heights of the track surface 11 of the outbound track 1 and the track surface 21 of the return track 2 in this manner, when the turntable 31 is in the first posture, the end portion of the first side of the track surface 33a of the first rotating track 33 and the track surface 21 of the return track 2 are smoothly connected, and the end portion of the first side of the track surface 34a of the second rotating track 34 and the track surface 11 of the outbound track 1 are smoothly connected. Thereby, the vehicle 4 can smoothly move from the return track 2 to the first rotating track 33 and from the second rotating track 34 to the outgoing track 1. On the other hand, when the turntable 31 is in the second posture, the end portion of the second side of the track surface 33a of the first rotating track 33 and the track surface 11 of the outbound track 1 are smoothly connected, and the end portion of the second side of the track surface 34a of the second rotating track 34 and the track surface 21 of the inbound track 2 are smoothly connected. Thereby, the vehicle 4 can be smoothly moved from the return track 2 to the second rotating track 34, and from the first rotating track 33 to the outgoing track 1.

The track surface 33a of the first rotation track 33 and the track surface 34a of the second rotation track 34 are provided with stoppers 35 and 36 (corresponding to the first vehicle stop unit and the second vehicle stop unit of the present invention), respectively. These

stoppers

35, 36 can be switched between an upright posture of the stopper 35 in fig. 1 (hereinafter referred to as a vehicle stop posture) and a landscape posture of the stopper 36 in fig. 1 (hereinafter referred to as a vehicle running posture). When the

stoppers

35 and 36 are in the vehicle stop posture, the bumper or the front wheel disposed on the front side of the vehicle 4 abuts against the

stoppers

35 and 36, and the vehicle 4 is restrained from advancing. On the other hand, when the

stoppers

35, 36 are in the vehicle travel posture, the vehicle 4 can travel without being hindered from advancing.

The

stoppers

35 and 36 of the present embodiment are formed of substantially plate-like members. Rod-

like contact portions

35a and 36a are formed in the bottom of the substantially plate-like member. As shown in fig. 4, each of the abutting

portions

35a, 36a protrudes below the lower surface of the turntable 31 through the

openings

33b, 34b formed in the track surfaces 33a, 34a, respectively. The

stoppers

35, 36 are configured to form a vehicle stop posture by an urging member having elasticity of a spring or the like, not shown, in a state where no external force is applied. Further, the stoppers 35 and 36 (substantially plate-like members) of the present embodiment have a size that closes the

openings

33b and 34b, respectively, in the vehicle traveling posture.

In the present embodiment, a special power source for switching the

stoppers

35, 36 from the vehicle stop posture to the vehicle running posture is not provided, but the rotational force of the turntable 31 is used as the power thereof. Specifically, the stopper operating member 37 is erected below the turntable 31 on the extension line of the forward path 1. In the present embodiment, a plate-like member having high rigidity is used as the stopper operating member 37. The stopper operating member 37 is configured to have a height such that an upper end thereof is located above lower ends of the abutting

portions

35a, 36a of the

stoppers

35, 36 in the vehicle stop posture. On the other hand, the

contact portions

35a and 36a are configured such that the

stopper

35 and 36 side portions have high rigidity and the tip side portions have elasticity. Therefore, for example, when the turntable 31 rotates from the state of fig. 5(a), the stopper operating member 37 abuts against the abutting portion 35 a. Further, when the turntable 31 is further rotated, the stopper operation member 37 restricts the movement of the abutting portion 35a, and a downward force acts on the stopper 35-side end portion of the abutting portion 35 a. This force overcomes the force of the urging member acting on the stopper 35, and the stopper 35 gradually shifts to the vehicle running posture. Thereafter, when the turntable 31 is further rotated and the stopper operating part 37 abuts against the portion having elasticity in the abutting part 35a, the abutting part 35a passes over the stopper operating part 37, and the stopper 35 is switched to the vehicle stop posture by the urging member.

Next, the operation of the vehicle turning device 3 when the vehicle 4 is turned will be described with reference to fig. 5. First, as shown in fig. 5(a), the vehicle 4 travels on the return track 2 and reaches the vicinity of the vehicle turning device 3. At this time, the vehicle rotation device 3 is in the first posture, and the first vehicle stop portion 35 is in the vehicle stop posture. When the vehicle 4 further advances from this state by the power of the power transmission chain 21a, the vehicle 4 enters the first rotation rail 33 from the front side portion. As described above, in the first posture, the track surface 33a of the first rotating track 33 is inclined downward to the left side in the drawing. Therefore, even in a state where the power from the transmission chain 21a is not available, the vehicle 4 can advance by the inclination and the self-weight of the track surface 33 a. When the vehicle 4 continues to move forward, as shown in fig. 5(b), the front wheels and the front bumper of the vehicle 4 abut against the stopper 35, and the vehicle 4 stops.

When the vehicle 4 enters the first rotation path 33 and stops, the control unit rotates the turntable 31 around the rotation axis 30. In this example, the turntable 31 rotates clockwise. At this time, the stopper 36 is switched from the vehicle running posture to the vehicle stopping posture.

When the turntable 31 is further rotated to the state shown in fig. 5(c), the abutting portion 35a protruding downward from the stopper 35 abuts on the stopper operating member 37. When the turn table 31 is further rotated from this state, as described above, the rotational force acts as a force to switch the stopper 35 from the vehicle stop posture to the vehicle running posture through the stopper operating member 37 and the abutting portion 35 a. Therefore, the stopper 35 changes from the vehicle stop posture to the vehicle running posture. Further, when the turntable 31 reaches the second posture (posture rotated by 180 ° from the first posture) shown in fig. 5(d), the stopper 35 is in the vehicle running posture. In this state, the track surface 33a of the first rotating track 33 is inclined downward to the right in the drawing, and therefore the vehicle 4 starts to advance by the inclination and the self-weight of the track surface 33 a. When the vehicle 4 moves forward and reaches the outbound track 1, the vehicle 4 receives power from the power transmission chain 11a and travels on the outbound track 1. Further, at substantially the same time as the vehicle 4 arrives at the outbound path 1 from the first turning path 33, another vehicle 4 enters the second turning path 34 from the return path 2.

Thereafter, the vehicle rotation device 3 operates in the same manner as in fig. 5(a) to 5 (d). At the end of the above description, the vehicle turning device 3 is in the second posture, and therefore, the relationship between the first turning rail 33 and the second turning rail 34 is replaced.

Example 2

Fig. 6 shows an example of a rail a provided with a mechanism for maintenance or the like. The basic structure is the same as that of embodiment 1, but in this embodiment, a sub-track 5 is connected to the return track 2. The sub rail 5 includes: a branch track 51 that branches from the return track 2; a parking rail 52 connected to a terminal end portion of the branch rail 51; the retreat rail 53 is connected to the terminal end of the branch rail 51. Further, the turn table 6 is provided near a portion of the return track 2 connected to the branch track 51. The turntable 6 has a rotation track 6a formed therein. During normal operation, the turntable 6 is arranged with the rotation track 6a parallel to the return track 2, the rotation track 6a forming part of the return track 2. On the other hand, when the vehicle 4 is removed from the outbound track 1 and the inbound track 2 to perform maintenance or the like of the vehicle 4, the turn table 6 is rotated in a state where the vehicle 4 is on the turning track 6 a. At this time, the rotation rail 6a is made parallel to the branch rail 51. In addition, when the vehicle 4 is returned from the sub rail 5 to the return rail 2, the operation opposite to the above-described operation may be performed.

The turntable 7 is also provided at a connection portion between the branch track 51 and the parking track 52. The turntable 7 may be used as a maintenance space for performing maintenance of the vehicle 4 or for steering the vehicle 4 to the parking track 52. In a state where the vehicle 4 has entered the branch track 51, the turn table 7 may be rotated so that the turning track 7a of the turn table 7 and the branch track 51 are parallel. Then, in order to drive the vehicle 4 into the track 52, the turn table 7 is rotated so that the turning track 7a is parallel to the parking track 52. When the vehicle 4 is returned from the parking track 52 to the branch track 51, the operation opposite to the above-described operation may be performed.

The evacuation track 53 is located on the opposite side of the parking track 52 with the turntable 7 therebetween, and is used to temporarily evacuate the vehicle 4. For example, when exchanging the running vehicle 4 and the vehicle 4 parked on the parking track 52, the turn table 7 is rotated so that the turning track 7a is parallel to the retreat track 53 in a state where the running vehicle 4 is placed on the turn table 7, and the vehicle 4 is moved to the retreat track 53. Then, the vehicle 4 stopped on the parking track 52 is moved onto the turning track 7a, the turn table 7 is rotated so that the turning track 7a is parallel to the branch track 51, and is moved to the return track 2 through the branch track 51. The retreat rail 53 may be used when returning the vehicle 4 other than the vehicle 4 that is the most forward vehicle (the vehicle closest to the turn table 7) among the vehicles 4 stopped on the parking rail 52 to the return rail 2. For example, in fig. 6, when returning the rearmost vehicle 4 among the vehicles 4 stopped on the parking track 52 to the return track 2, the turn table 7 is rotated so that the turning track 7a is parallel to the parking track 52, and the first two vehicles 4 are moved to the evacuation track 53. Then, the rearmost vehicle 4 is moved to the turning track 7a, the turn table 7 is rotated so that the turning track 7a is parallel to the branch track 51, and the vehicle 4 is moved to the return track 2 through the branch track 51.

The vehicle 4 may be manually driven in the sub-track 5 and the turntables 6 and 7 may be rotated, or an external driving force source such as an electric motor may be used. In addition, the track surfaces of the turning tracks 6a and 7a of the turn tables 6 and 7 in the present embodiment are horizontal and do not have to be inclined like the track surfaces 33a and 34a of the first and second turning tracks 33 and 34 of the turn table 31.

In the present embodiment, the sub-track 5 is connected to the return track 2, but may be connected to the forward track 1.

[ Another embodiment ]

(1) In the above embodiment, when the vehicle 4 on the turn table 31 travels toward the outbound track 1, natural travel is waited for by the inclination and the self-weight of the track surface 33a or the track surface 34a, but a mechanism for promoting travel of the vehicle 4 may be provided. Specifically, a force in the traveling direction is applied to the stopped vehicle 4, and the initial acceleration of the vehicle 4 is increased, so that the vehicle 4 rapidly enters the outbound track 1 from the turn table 31. As such a mechanism, a vehicle pushing device such as a catapult that abuts against the rear side of the rear wheel or the rear bumper of the vehicle 4 and applies a force in the traveling direction may be used. For example, the same mechanism as the stopper 35 (stopper 36) is provided in the first rotation rail 33 (second rotation rail 34) at a position symmetrical to the stopper 35 (stopper 36). At this time, the ascending direction of the vehicle propulsion device is set to the direction opposite to the ascending direction of the stopper 35 (stopper 36). That is, the peripheral edge side of the vehicle propulsion device rises inward. Further, when the stopper 35 (the stopper 36) is in the vehicle stop posture, the vehicle pushing device may be controlled to be in the descending posture (the same as the vehicle running posture of the stopper), and when the stopper 35 (the stopper 36) is in the vehicle running posture, the vehicle pushing device may be controlled to be in the ascending posture (the same as the vehicle stop posture of the stopper). Note that, the posture of the vehicle pushing device may be switched by a mechanism such as the abutting portion of the

stoppers

35 and 36 and the stopper operating member 37, or a power source such as an electric motor may be used. In the latter case, the control portion may control the motor and the like.

(2) In the above embodiment, the switching of the posture of the

stoppers

35 and 36 is performed by the

contact portions

35 and 36 and the stopper operating member 37, but a power source such as a motor may be used. In this case, it is preferable that the operation of the motor and the like is controlled by the control section.

(3) In the above embodiment, the vehicle 4 having entered the first rotation path 33 or the second rotation path 34 obtains a positive acceleration from the path surfaces 33a and 34 a. Therefore, the speed at which the vehicle 4 abuts against the

stoppers

35, 36 increases, and there is a possibility that the impact on the vehicle 4 and the

stoppers

35, 36 increases. Such impacts can lead to failure and require increased maintenance frequency. Therefore, a mechanism for applying a negative acceleration to the vehicle 4 may be provided to the first rotating rail 33 and the second rotating rail 34. For example, the track surfaces 33a and 34a may be formed of a grid, or the track surfaces 33a and 34a may have irregularities. Of course, other mechanisms may be used as long as the above-described object is achieved. Further, the positions of the

stoppers

35, 36 may be displaced to the upstream side in the traveling direction of the vehicle 4. By displacing the position of the

stoppers

35, 36 in this way, the distance traveled by the vehicle 4 on the first rotating track 33 or the second rotating track 34 can be shortened. Therefore, the vehicle 4 can be brought into abutment with the

stoppers

35, 36 before the speed of the vehicle 4 increases.

(4) In the above embodiment, the first rotation track 33 and the second rotation track 34 are configured as the

groove portions

31a and 31b formed in the turntable 31, but may have another configuration. For example, a support member is provided which is rotatably supported around the rotation axis center 30 and extends in parallel in a substantially symmetrical manner with the rotation axis center interposed, and the support member may support the first rotation rail 33 and the second rotation rail 34 at each end portion. In this case, the track surface 33a of the first rotation track 33 and the track surface 34a of the second rotation track 34 are inclined in the same manner as in the above-described embodiment. In this case, the support member, the first rotation rail 33, and the second rotation rail 34 constitute the rotation member of the present invention. It is to be noted that, of course, the structure of the rotating member may be other structures as long as the object of the present invention is achieved.

(5) In the above embodiment, the vehicle 4 is arranged to run on the track surface of the track a, but may be arranged such that the vehicle 4 runs in a suspended state on a track of a suspended monorail, for example.

Industrial applicability

The invention can be used in the track for the back-and-forth running of vehicles.

Description of the reference numerals

A: track

1: go-round rail (first rail, second rail)

11: track surface

2: return orbit (second orbit, first orbit)

21: track surface

3: vehicle rotation device

31: rotary table (rotating parts)

31 a: trough-shaped part

31 b: trough-shaped part

32: rotary driving part

33: first rotating track

33 a: track surface

33 b: opening of the container

34 a: track surface

34 b: opening of the container

34: second rotating track

35: barrier member (first vehicle stop part)

35 a: abutting part

36: blocking member (second vehicle stop part)

36 a: abutting part

37: stopper operating member

4: vehicle with a steering wheel

Claims

1. A vehicle turning device used on a track having a first track and a second track on which a vehicle runs, for turning the vehicle running on the first track toward the second track,

the vehicle rotating device comprises a rotating member and a rotating drive part for rotating the rotating member,

the rotating member includes a first rotating track having a track surface and a second rotating track having a track surface,

the track surface of the first rotating track is configured such that an end portion on a first side is higher than an end portion on a second side opposite to the first side,

the track surface of the second rotation track is configured such that an end portion of the second side is higher than an end portion of the first side.

2. The vehicle rotating apparatus according to claim 1,

the rotating member is constituted by a plate-like member,

the first and second rotation rails are configured as groove-shaped portions formed on an upper surface of the plate-like member.

3. The vehicle rotating apparatus according to claim 1,

the first rotating track is provided with a first vehicle stop portion,

the second rotating track is provided with a second vehicle stopping unit,

the first vehicle stop unit and the second vehicle stop unit are configured to be switchable between a vehicle stop posture in which the vehicle is prevented from traveling forward and a vehicle travel posture in which the vehicle is allowed to travel forward,

the first vehicle stop portion is in the vehicle stop posture when the rotary member is in a first posture, the second vehicle stop portion is switched from the vehicle stop posture to the vehicle running posture, the second vehicle stop portion is in the vehicle stop posture when the rotary member is in a second posture rotated by 180 ° from the first posture, and the first vehicle stop portion is switched from the vehicle stop posture to the vehicle running posture.

4. The vehicle rotating apparatus according to claim 2,

the first rotating track is provided with a first vehicle stop portion,

the second rotating track is provided with a second vehicle stopping unit,

5. The vehicle rotating apparatus according to claim 3,

the first vehicle stop unit and the second vehicle stop unit each include an abutting portion,

the vehicle rotation device includes an operation member that comes into contact with the contact portion as the rotation member rotates, and applies a force to the first vehicle stop unit or the second vehicle stop unit including the contact portion, the force being used to switch the first vehicle stop unit or the second vehicle stop unit from the vehicle stop posture to the vehicle travel posture.

6. The vehicle rotating apparatus according to claim 4,

7. The vehicle rotating apparatus according to any one of claims 1 to 6,

the first and second rotating rails have a vehicle pushing device that pushes the vehicle forward.

8. A rail is provided with:

a first track and a second track for the vehicle to travel, an

The vehicle rotating apparatus according to any one of claims 1 to 7, provided near an end of the same side of the first rail and the second rail, wherein,

the first rail is located at a higher position than the second rail in the vicinity of the vehicle turning device,

the first track and the first rotating track are connected and the second track and the second rotating track are connected when in a first attitude,

when in the second attitude, the first rail and the second rotating rail are connected, and the second rail and the first rotating rail are connected.