JP2006193141A - Travel mode changing structure, and dual mode transportation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel mode changing structure, realizing travel mode change in a duel mode vehicle without using a guide roller or a guide way employed in conventional travel mode changing systems so as to greatly reduce facility cost or the like. <P>SOLUTION: This travel mode changing structure 10 changes the travel mode from a road travel mode into a track travel mode in a duel mode vehicle 1 provided with tires 3 and 4 for road travel provided at the front and the rear of a car body 2, guide wheels 5 and 6 for track travel provided at the front and the rear of the car body 2, and drive wheels (tires 4) for track travel. It is provided with a composite structure comprising a tire abutment surface 21 on which the tires 3 and 4 are abutted, and a track part 22 on which the guide wheels 5 and 6 and the drive wheels are abutted, and track guide bodies 30 disposed on part of the composite structure 20, so that the guide wheels 5 and 6 are abutted to be guided, thereby the duel mode vehicle 1 is guided toward the center of tracks of a track part 22. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a traveling mode conversion structure and a dual mode traffic system.

  Currently, it is possible to run on the road and run on the road with tires for road running provided on the front and rear of the vehicle body via tire axles, and guide wheels for track running provided on the front and rear of the vehicle body via axles. (Hereinafter referred to as “dual mode vehicle”) has been proposed (for example, see Patent Document 1). In recent years, the development of a technique for converting the travel mode of the dual-mode vehicle from the “road travel mode” to the “track travel mode” has been promoted.

For example, a system for driving mode conversion is proposed in which a “guide roller” is provided on the side of a dual mode vehicle, and a “guide way” for vehicle guidance is provided on a composite structure having a tire running surface and a track portion. (For example, refer to Patent Document 2). In such a system, the “guide roller” of the dual mode vehicle is brought into contact with the inner surface of the “guide way” of the composite structure and rolled to align the vehicle body with respect to the center of the track, and the guide wheel of the dual mode vehicle. Is placed on the track portion of the composite structure to change the running mode.
JP 9-512514 gazette JP 2004-34838 A

  However, in the conventional driving mode conversion system described above, it is necessary to provide a “guide roller” on the side portion of the dual mode vehicle and to provide a “guide way” on the composite structure. There is a problem of cost. In the above-described conventional system, the “guide roller” is provided in the dual mode vehicle, so that the cost of repairing the vehicle is increased, and the vehicle weight increases and wear / damage of the track portion increases, thereby maintaining the track maintenance. In addition to an increase in cost, the fuel consumption rate was reduced.

  In addition, the “guideway” provided in the composite structure of the conventional system for converting the traveling mode described above exceeds the building limit (the boundary of the space secured on the track in order for the railway vehicle to travel safely). It may be placed near the track or its height may exceed building limits. In such a case, it is difficult or impossible for the railway vehicle to travel on the composite structure because there is a possibility of interference between the ordinary railway vehicle and the “guideway”.

  The object of the present invention is to realize the conversion of the driving mode of the dual mode vehicle without using the “guide roller” or the “guide way” which has been adopted in the conventional system for converting the driving mode, thereby greatly increasing the equipment cost. It is an object of the present invention to provide a traveling mode conversion structure that can be reduced.

  Moreover, the subject of this invention is providing the dual mode traffic system provided with the above-mentioned structure for driving mode conversion.

In order to solve the above problems, the invention described in claim 1
Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. Road traveling / trajectory traveling including a guide wheel for driving and a driving wheel provided on one of the tire axles disposed respectively, and traveling on a track with the front and rear guide wheels and the driving wheel. A traveling mode conversion structure for converting a traveling mode of a possible dual mode vehicle from a road traveling mode to a track traveling mode,
A gauge contact surface having a tire contact surface for contacting the tire of the dual mode vehicle, and a track portion for contacting the guide wheel and the drive wheel of the dual mode vehicle, wherein the track portion is standardized. A composite structure connected to a predetermined track having dimensions;
A track guide that is disposed in a part of the composite structure and guides the dual mode vehicle toward the track center of the track portion by bringing the guide wheels of the dual mode vehicle into contact with each other to guide the track. ,
It is characterized by providing.

  According to the first aspect of the present invention, the traveling mode conversion structure includes a tire contact surface that contacts the tire of the dual mode vehicle, and a track portion that contacts the guide wheel and the drive wheel of the dual mode vehicle. , And a trajectory guide body disposed in a part of the composite structure. Therefore, a dual mode vehicle in the road driving mode is entered into the composite structure, and the guide wheel is lowered and brought into contact with the track guide while the tire is in contact with the tire contact surface. Thus, the dual mode vehicle can be guided toward the track center of the track portion of the composite structure. Since the predetermined track is connected to the track portion of the composite structure, the dual mode vehicle can be shifted to the track running mode.

  As a result, the travel mode conversion of the dual mode vehicle can be realized without using the “guide roller” or “guide way” that has been conventionally employed, and the cost required for constructing the equipment can be significantly reduced. In addition, since it is not necessary to install a “guide roller” on a dual mode vehicle, it is possible to reduce the cost of repairing the dual mode vehicle and to realize a lighter vehicle to reduce track wear and damage. Maintenance costs can be reduced. In addition, the fuel consumption rate of the dual mode vehicle can be improved.

The invention according to claim 2 is the traveling mode conversion structure according to claim 1,
The orbital portion of the composite structure is
Before and after the predetermined track is connected and has a standardized gauge dimension,
The trajectory guide is
It is arranged so as to partially cover the track portion of the composite structure, and is configured to move from the arrangement position into the building limit of the track portion.

  According to the second aspect of the present invention, the track portion of the composite structure is connected to the predetermined track before and after the track portion and has a standardized gauge dimension. And can form one orbit. Therefore, when the travel mode conversion is not performed, the ordinary railcar can travel on the travel mode conversion structure by moving the track guide. In addition, since the track guide disposed so as to partially cover the track portion of the composite structure is configured to move from the disposed position into the building limit of the track portion, a normal railway vehicle Can be prevented from interfering with the railway vehicle and the track guide body. In addition, since the track portion of the composite structure has a standard gauge size, it is not necessary to widen the guide wheels of the dual mode vehicle in order to prevent the wheel from being removed from the track portion. Therefore, it is possible to employ a guide wheel having a standard width (the same width as a track traveling wheel having a standardized width). As a result, since the dual mode vehicle can be further reduced in weight, it is possible to further reduce track maintenance costs and further improve the fuel consumption rate.

The invention according to claim 3 is the traveling mode conversion structure according to claim 2,
The trajectory guide is
One end of the composite structure is pivotally connected to the composite structure via a hinge, and is disposed on the composite structure via the hinge from a state where it is disposed so as to partially cover the track portion of the composite structure. It is configured to rotate and be accommodated within the construction limit of the track portion.

The invention according to claim 4 is the traveling mode conversion structure according to claim 1,
The orbital portion of the composite structure is
Before and after the predetermined track is connected and has a standardized gauge dimension,
The trajectory guide is
The composite structure is detachable.

  According to the fourth aspect of the present invention, the track portion of the composite structure is connected to the predetermined track before and after the track portion and has a standardized gauge dimension. And can form one orbit. In addition, the track guide body is detachable from the composite structure. Therefore, when the travel mode conversion is not performed, the track guide body can be removed from the composite structure, and a normal railway vehicle can travel on the travel mode conversion structure. Interference with the body can be avoided.

The invention according to claim 5 is the traveling mode conversion structure according to any one of claims 1 to 4,
The trajectory guide is
A guide wheel abutting portion for running the guide wheel while abutting the top of the flange of the guide wheel;
A tread surface guide portion that aligns the center portion in the vehicle width direction of the dual mode vehicle with the center of the track by abutting against the tread portion of the flange of the guide wheel and guiding the guide wheel;
It is characterized by having.

  According to the fifth aspect of the present invention, the dual-mode vehicle is caused to enter the track guide body, the guide wheel is caused to travel while the top of the flange of the guide wheel is brought into contact with the guide wheel contact portion, and the guide wheel flange is provided. By guiding the guide wheel by bringing the tread portion into contact with the tread guide portion, the center portion in the vehicle width direction of the dual mode vehicle can be aligned with the track center of the predetermined track.

The invention according to claim 6 is the traveling mode conversion structure according to claim 5,
The trajectory guide is
It is arranged symmetrically so as to cover each of a part of a pair of left and right rails constituting the track portion of the composite structure,
The tread guide portion of the track guide is
The composite structure has a pair of guide ridges arranged symmetrically with respect to the track center of the track portion, and the interval between the guide ridges is maximized on the rear side of the track guide body. The distance between the left and right guide wheels of the dual mode vehicle is set so as to be wider, while gradually narrowing toward the front side of the track guide body, and the distance between the track portions at the front end of the track guide body. It is set so that it may become the same.

  According to the invention described in claim 6, the tread guide portion of the track guide body has a pair of guide protrusions arranged symmetrically with respect to the track center of the track portion of the composite structure, and these guide protrusions. The interval between the stripes is set to be maximum on the rear side of the track guide body and is set to be wider than the interval between the left and right guide wheels of the dual mode vehicle. For this reason, even when the approach position of the dual mode vehicle to the track guide body is shifted to the left or right, the guide protrusion can be brought into contact with the tread portion of the flange of the guide wheel of the dual mode vehicle for reliable guidance. it can. Further, the distance between the guide ridges is gradually narrowed toward the front side of the track guide body, and is set to be the same as the distance between the track portions at the front end of the track guide body. For this reason, the guide wheels of the dual mode vehicle are aligned with the track portion of the composite structure by the action of the guide ridges after passing through the track guide body.

The invention according to claim 7 is the traveling mode conversion structure according to claim 6,
The guide ridge of the track guide body is:
A flange having a height lower than that of the flange of the guide wheel of the dual mode vehicle and abutting against a tread surface portion of the flange of the guide wheel of the dual mode vehicle to guide the guide wheel toward the center of the track A guide,
A flange mounting portion that has a height higher than the flange height of the guide wheel of the dual mode vehicle, and that rides the guide wheel guided by the flange guide portion;
An inclining portion connected to the flange mounting portion and abutting against the track portion of the composite structure so that the guide wheel of the dual mode vehicle riding on the flange mounting portion descends toward the track portion. When,
It is characterized by having.

  According to the seventh aspect of the present invention, the guide wheel is guided toward the track center by bringing the flange guide portion of the guide protrusion of the track guide body into contact with the tread surface portion of the flange of the guide wheel of the dual mode vehicle. can do. And the guide wheel of the dual mode vehicle guided by the flange guide part can be made to ride on a flange mounting part, and it can be made to descend | fall toward a track part via an inclined part. Therefore, the guide wheel guided toward the track center of the track portion can be reliably put on the track portion.

The invention according to claim 8 is the traveling mode conversion structure according to any one of claims 1 to 4,
The trajectory guide is
It has a back surface guide portion that aligns the center portion in the vehicle body width direction of the dual mode vehicle with the center of the track by abutting against the back surface portion of the flange of the guide wheel and guiding the guide wheel.

  According to the eighth aspect of the present invention, the dual mode vehicle is made to enter the track guide body, and the guide wheel is guided by bringing the rear surface portion of the flange of the guide wheel into contact with the rear surface guide portion. The center in the width direction can be aligned with the center of the predetermined track.

The invention according to claim 9 is the traveling mode conversion structure according to claim 8,
The back guide portion of the track guide body is:
A guide plate disposed between a pair of left and right rails constituting the track portion of the composite structure;
The guide plate is
A width gradually increasing portion formed so that the width dimension gradually increases from a value smaller than the distance between the left and right guide wheels of the dual mode vehicle as it goes from the rear side to the front side;
A constant width portion connected to the front end portion having the maximum width of the width gradually increasing portion and extending a predetermined length in the front-rear direction and having the same width dimension as the distance between the left and right guide wheels of the dual mode vehicle;
It is characterized by having.

  According to the ninth aspect of the present invention, the back surface guide portion of the track guide is a guide plate disposed between a pair of left and right rails constituting the track portion of the composite structure. A width increasing portion is formed so that the width dimension gradually increases from a value smaller than the distance between the left and right guide wheels of the dual mode vehicle as it goes from the rear side to the front side. For this reason, even when the approach position of the dual mode vehicle to the track guide body is shifted left and right, the width-increasing portion of the guide plate can be inserted between the left and right guide wheels of the dual mode vehicle. This gradually increasing portion is brought into contact with the rear surface of the flange of the guide wheel, so that the dual mode vehicle can be reliably guided toward the center of the track. Further, the guide plate has a constant width portion connected to the front end portion having the maximum width of the width gradually increasing portion, extending a predetermined length in the front-rear direction, and having the same width dimension as the distance between the left and right guide wheels of the dual mode vehicle. Therefore, the traveling direction of the guide wheels of the dual mode vehicle is made parallel to the track portion of the composite structure, and the dual mode vehicle is aligned with the track center.

The invention according to claim 10 is the travel mode conversion structure according to claim 8 or 9,
The trajectory guide is
It has a guide wheel contact portion for running the guide wheel while contacting the top of the flange of the guide wheel.

  According to the tenth aspect of the present invention, when the dual mode vehicle enters the track guide body, the guide wheel travels while the top portion of the guide wheel flange contacts the guide wheel contact portion of the track guide body. Can be made. Therefore, when the dual mode vehicle is entered into the track guide body, it is possible to prevent the ride comfort from being lowered due to the guide wheels of the dual mode vehicle fitting into the track portion of the composite structure.

The invention according to claim 11 is a dual mode traffic system,
Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. Road traveling / trajectory traveling including a guide wheel for driving and a driving wheel provided on one of the tire axles disposed respectively, and traveling on a track with the front and rear guide wheels and the driving wheel. Possible dual-mode vehicles,
A road on which the dual mode vehicle can travel with the tire; and
A track having a standardized gauge dimension that allows the dual mode vehicle to travel on the guide wheels and the drive wheels;
The structure for traveling mode conversion according to any one of claims 1 to 10,
And converting the dual mode vehicle in the road travel mode to the track travel mode through the travel mode conversion structure, while converting the dual mode vehicle in the track travel mode to the road travel mode. Features.

  According to the eleventh aspect of the present invention, the dual mode vehicle in the road travel mode is converted into the track travel mode via the travel mode conversion structure, while the dual mode vehicle in the track travel mode is converted into the road travel mode. Can be converted to Therefore, it is possible to construct a transportation system that takes advantage of both the advantages of the rail transportation system and the bus transportation system, greatly reducing vehicle costs, avoiding traffic jams, effectively using night trajectories, Various effects such as labor saving can be obtained.

The invention according to claim 12 is the dual mode traffic system according to claim 11,
The guide wheels of the dual mode vehicle are:
The width dimension is set to the same value as the standardized width dimension of the track running wheel.

  According to the twelfth aspect of the present invention, the guide wheel of the dual mode vehicle has the same width dimension as the standardized width dimension of the track running wheel, and is not widened. It is possible to reduce the weight and cost of the vehicle. Therefore, the system construction cost can be reduced, the track maintenance cost can be reduced, and the fuel consumption rate can be improved.

The invention according to claim 13 is the dual mode traffic system according to claim 11 or 12,
The dual mode vehicle is
Forward imaging means for photographing the front including the guide wheels provided in the lower front part of the vehicle body;
A monitor device for projecting an image taken by the front imaging means on the driver's seat;
It is characterized by providing.

  According to the invention described in claim 13, when the dual mode vehicle in the road travel mode is converted into the track travel mode via the travel mode conversion structure, the guide wheel provided in front of the lower part of the vehicle body by the imaging means By taking a picture of the track guide in front of it and operating it while confirming with the monitor device provided in the driver's seat, the guide wheels provided in the front are guided more reliably to the track and the driving mode conversion is uncertain. It can also be confirmed that the driving mode has been converted more reliably.

The invention according to claim 14 is the dual mode traffic system according to any one of claims 11 to 13,
The dual mode vehicle is
A rear imaging means for photographing the rear including the guide wheel provided at the lower rear of the vehicle body;
A monitor device for projecting the image taken by the rear imaging means on the driver's seat;
It is characterized by providing.

  According to the fourteenth aspect of the present invention, when the dual mode vehicle in the road travel mode is converted into the track travel mode via the travel mode conversion structure, the guide wheel provided at the rear lower part of the vehicle body by the imaging means The rear side is photographed, and it can be confirmed that the driving mode has been converted more reliably by the monitor device provided in the driver's seat.

The invention according to claim 15 is the dual mode traffic system according to claim 13 or 14, wherein
The dual mode vehicle is
A line representing the center of the dual mode vehicle is displayed vertically on the center of the screen on the screen of the monitor device.

  In the above configuration, since the line representing the center of the dual mode vehicle is displayed on the screen of the monitor device, it is possible to easily recognize the left / right shift of the running vehicle, and more reliably guide wheels provided in front. Can be guided to orbit.

The invention according to claim 16 is the dual mode traffic system according to any one of claims 13 to 15,
The tire contact surface of the composite structure is
A track center line is formed at the center of the left and right rails of the track portion.

  In the above configuration, since the track center line is formed at the center of the left and right rails of the track portion, it is possible to easily recognize the left and right shift of the running vehicle, and more reliably guide wheels provided in front. Can be guided to orbit.

  In addition, in the case where the line representing the center of the dual mode vehicle is displayed on the screen of the monitor device, the driver operates so that the track center line and the line representing the center of the vehicle displayed on the monitor overlap. The vehicle position can be easily adjusted only by this.

The invention according to claim 17 is the dual mode transportation system according to claim 16,
The dual mode vehicle includes an automatic guidance device that steers and guides the vehicle traveling direction toward the track center of the track portion based on a captured image of a track center line by the front image pickup means.

  According to the invention described in claim 17, when the dual-mode vehicle in the road travel mode is converted to the track travel mode via the travel mode conversion structure, the front imaging means captures the track center line. The orbit centerline is extracted in real time from the captured image of the imaging means, and the handle can be automatically controlled depending on whether the intersection of the centerline and the lower end of the screen is on the right or left of the screen center. The driving mode of the dual mode vehicle can be converted without the driver operating the steering wheel.

The invention according to claim 18 is the dual mode traffic system according to any one of claims 11 to 16,
A plurality of induction magnets are provided on the tire contact surface of the composite structure along the rails at the center of the left and right rails of the track portion, and
The dual mode vehicle is provided with magnet detection means for detecting the induction magnet,
An automatic guidance device that steers and guides the vehicle traveling direction toward the track center of the track portion based on the position of the induction magnet detected by the magnet detection means is provided.

  According to the eighteenth aspect of the invention, when the dual mode vehicle in the road travel mode is converted to the track travel mode via the travel mode conversion structure, the dual mode vehicle is placed on the travel mode conversion structure. Then, the induction magnet is detected in real time using the magnet detection means, and the steering wheel can be automatically controlled depending on whether the induction magnet is on the right side or the left side of the dual mode vehicle. The driving mode of the dual mode vehicle can be changed without the user performing a steering wheel operation.

  According to the present invention, it is possible to realize the travel mode conversion of the dual mode vehicle without using the “guide roller” and the “guide way” employed in the conventional system for converting the travel mode, thereby reducing the equipment cost and the like. It can be greatly reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a “dual mode traffic system”, which is a new traffic system having the advantages of both the conventional rail transport system and the bus transport system, will be described.

[First embodiment]
First, the dual mode traffic system according to the first embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, the dual mode traffic system according to the present embodiment includes a dual mode vehicle 1, a travel mode conversion structure 10, a road on which the dual mode vehicle 1 can travel (not shown), The dual mode vehicle 1 in the road travel mode is converted into the track travel mode via the travel mode conversion structure 10, while the dual mode vehicle 1 in the track travel mode is converted to the road. It is to convert to the running mode. The road has a road surface on which the dual mode vehicle 1 can travel. Further, as shown in FIG. 1, the track 40 has two rails R on which the dual mode vehicle 1 can travel, and the gauge size of these rails R is a standardized value (1067 mm). Yes.

  As shown in FIG. 1, the dual mode vehicle 1 includes a vehicle body 2, a front rubber tire 3 and a rear rubber tire 4 that rotate around a tire axle disposed in front and rear of the vehicle body 2, and a front and rear of the vehicle body 2. It comprises a front guide wheel 5 and a rear guide wheel 6 for traveling on a track that rotate about an axle that is freely movable up and down. The dual mode vehicle 1 can be realized by freely switching between road traveling by the front rubber tire 3 and the rear rubber tire 4 and track traveling by the front guide wheel 5, the rear guide wheel 6 and the rear rubber tire 4. is there.

  The vehicle body 2 has a structure for carrying a plurality of passengers. In the present embodiment, a microbus body 2 as shown in FIG. 1 is adopted, and about 30 people including the driver can be boarded.

  As shown in FIG. 1, the front rubber tire 3 is supported on the front tire axle 3 a attached to the chassis 2 a of the vehicle body 2 one by one on the left and right, and supports the load of the vehicle body 2 along with the rear rubber tire 4 when traveling on the road. It is. The direction of the front rubber tire 3 can be changed by a steering device (not shown) connected to the handle of the driver's seat of the vehicle body 2.

  As shown in FIG. 1, the rear rubber tire 4 is pivotally supported on the rear tire axle 4 a attached to the chassis 2 a of the vehicle body 2. The rear rubber tire 4 supports the load of the vehicle body 2 when traveling on the road together with the front rubber tire 3 and is driven by an engine and a power transmission device (not shown) to function as driving wheels during road traveling and track traveling. is there. When running on the track, the inner rear rubber tire 4 comes into contact with the upper surface of the rail R constituting the track 40 to generate a driving force.

  The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron, and one each is provided on the left and right. The left and right front guide wheels 5 and the rear guide wheels 6 are connected by a front axle 5a and a rear axle 6a, respectively. The front guide wheel 5 and the rear guide wheel 6 are rotatably attached to the front and rear of the chassis 2a of the vehicle body 2 via front and rear axles 5a and 6a, arms 5b and 6b, and a rotation shaft (not shown). The hydraulic actuator (not shown) is configured to rotate upward and downward by expansion and contraction.

  When traveling on the road, the front guide wheel 5 and the rear guide wheel 6 are rotated upward by contraction of the hydraulic actuator, and are fixed above the front rubber tire 3 and the rear rubber tire 4. On the other hand, at the time of running on the track, the front guide wheel 5 and the rear guide wheel 6 are rotated downward by the extension of the hydraulic actuator and brought into contact with the upper surface of the rail R of the track 40. During track travel, the front guide wheel 5 supports the front load of the vehicle body 2, and the rear guide wheel 6 supports a part of the rear load of the vehicle body 2.

  Further, as shown in FIGS. 3 and 4, the front guide wheel 5 and the rear guide wheel 6 are provided with flanges 5c and 6c and tread surfaces 5d and 6d having a gradient, and perform a track guide function. For this reason, the dual-mode vehicle 1 can accurately travel along the rail R even if the rear rubber tire 4 that is the drive wheel is not provided with a tread gradient or a flange. In the present embodiment, the heights of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 are set to “about 33 mm”.

  In the present embodiment, a CCD camera is used as the image pickup means, and the front CCD camera 7 is directed toward the direction in which the front including the front guide wheel 5 can be photographed as shown in FIG. 2 is fixed in front of the lower part of 2 and is connected by wire to send an image to the monitor device 9. Further, as the image pickup means, any kind of camera capable of taking an image, such as a CMOS camera and, in some cases, an infrared camera may be used.

  As shown in FIG. 1, the rear CCD camera 8 is fixed to the lower rear of the vehicle body 2 in a direction in which the rear including the rear guide wheel 6 can be photographed, and sends a video to the monitor device 9. Wired connection.

  As shown in FIG. 7, the CCD cameras 7 and 8 output the captured images as electrical signals, receive the signals, convert them into image signals in the signal processing circuit 9b, and output them to the monitor 9a.

  As shown in FIGS. 1, 7 and 8, the monitor 9 a is installed at a position where images can be confirmed from the driver's seat in the passenger compartment, and displays images taken by the front CCD camera 7 and the rear CCD camera 8. . At this time, the monitor device 9 divides one screen and displays the image of the front CCD camera 7 and the image of the rear CCD camera 8 simultaneously. However, a plurality of monitors may be provided to display each image. good. In addition, a center line 23 is formed in the traveling direction in front of the track guide body 30, and a line 9c representing the center of the dual mode vehicle 1 is displayed on the screen of the monitor 9a vertically on the center of the screen. . Accordingly, the driver can surely shift the dual mode vehicle 1 in the road travel mode to the track travel mode while confirming with the monitor 9a.

  Next, the structure of the traveling mode conversion structure 10 according to the present embodiment will be described with reference to FIGS. The traveling mode conversion component 10 is for smoothly converting the traveling mode of the dual mode vehicle 1 from the road traveling mode to the track traveling mode.

  As shown in FIGS. 1 to 4, the traveling mode conversion structure 10 includes a tire contact surface 21 that contacts the front rubber tire 3 and the rear rubber tire 4 of the dual mode vehicle 1 and the front guide wheel 5 of the dual mode vehicle 1. The composite structure 20 having the rear guide wheel 6 and the track portion 22 with which the inner rear rubber tire 4 abuts, and the track guide body 30 disposed on the composite structure 20 are configured. .

  As shown in FIG. 2, the tire contact surface 21 of the composite structure 20 is a surface for continuously driving the dual mode vehicle 1 in the road travel mode with the front rubber tire 3 and the rear rubber tire 4, and is made of concrete or asphalt. It is paved flat. The tire contact surface 21 includes a predetermined length outer surface portion 21a provided outside the two rails R constituting the track portion 22 of the composite structure 20, a center surface portion 21b provided between the rails R, And an inclined surface portion 21c connected to the front end portion of the outer side surface portion 21a. As shown in FIG. 2, the central surface portion 21 b is provided so as to extend from the position of the rear end portion of the outer surface portion 21 a to a substantially central position in the front-rear direction.

  The width of the tire contact surface 21 is set to a value larger than the entire width of the dual mode vehicle 1 as shown in FIG. Further, the length of the surface constituted by the outer surface portion 21a and the central surface portion 21b of the tire contact surface 21 is set to a value larger than the total length of the dual mode vehicle 1 as shown in FIG. Yes. For this reason, as shown in FIG. 1, the dual mode vehicle 1 can be reliably put on the surface constituted by the outer surface portion 21 a and the central surface portion 21 b of the tire contact surface 21. Further, the flanges 5 c and 6 c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 can be brought into contact with the surface formed by the outer surface portion 21 a and the center surface portion 21 b of the tire contact surface 21.

  The inclined surface 21c connected to the front end portion of the outer surface portion 21a of the tire contact surface 21 is a track by the front guide wheel 5, the rear guide wheel 6, and the inner rear rubber tire 4 from the road traveling by the front rubber tire 3 and the rear rubber tire 4. This is the final transition to driving. When the dual mode vehicle 1 travels on the inclined surface 21c, the outer rear rubber tire 4 is detached from the outer surface portion 21a of the tire contact surface 21 and the inner rear rubber tire 4 contacts the rail R to shift to complete track traveling. Will be.

  A track center line 23 is formed along the rail R in the middle of the two rails R on the upper surface of the central surface portion 21 b of the tire contact surface 21.

  The track portion 22 of the composite structure 20 is composed of two rails R as shown in FIG. 2, and the rail-to-rail dimension of these rails R is a standardized value (1067 mm). A track 40 is connected. Therefore, when the track guide body 30 on the composite structure 20 moves and the track portion 22 is exposed as shown in FIG. 2B, the track portion 22 and the track 40 form one track. Ordinary railway vehicles can run. The upper surface of the rail R constituting the track portion 22 is substantially flush with the tire contact surface 21.

  As shown in FIG. 1 and FIG. 2A, the track guide bodies 30 are arranged in pairs at approximately the center position in the front-rear direction of the composite structure 20, and the front guide wheels 5 and the rear plan of the dual mode vehicle 1 are arranged. The inner ring 6 is brought into contact with the dual mode vehicle 1 to be aligned with the center of the track. As shown in FIGS. 2 and 3, the track guide body 30 includes a flat plate portion 31 and a guide protrusion 32 provided on one surface of the flat plate portion 31.

  As shown in FIG. 3A, the flat plate portion 31 of the track guide body 30 is in contact with the top portions of the flanges 5 c and 6 c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1. Is the part that runs. That is, the flat plate portion 31 is a guide wheel contact portion in the present invention. In the present embodiment, a flat, substantially rectangular flat plate portion 31 that covers a predetermined length of the track portion 22 in the vicinity of the front end portion of the central surface portion 21b of the tire contact surface 21 constituting the composite structure 20 is employed. The width of the flat plate portion 31 is set to a value that is at least larger than the widths of the front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1, as shown in FIGS. 2 (a) and 3 (a). The flanges 5c and 6c can be reliably put on.

  One side of the flat plate portion 31 is rotatably connected to the outer surface portion 21 a of the tire contact surface 21 via a hinge 33. When the travel mode conversion of the dual mode vehicle 1 is performed, as shown in FIGS. 2 (a) and 3 (a), the track guide body 30 is disposed with the guide ridges 32 exposed, and the track guide body. A part of the track portion 22 of the composite structure 20 is covered with 30. On the other hand, in the case of running a normal railway vehicle, the track guide body 30 is rotated about 180 ° through the hinge 33 from the state shown in FIGS. 2 (a) and 3 (a). ) And FIG. 3B, the track guide body 30 is disposed outside the track portion 22 so that the track portion 22 is exposed. When the track guide body 30 is in the state shown in FIGS. 2B and 3B, the track guide body 30 is accommodated within the construction limit of the track portion 22.

  The guide ridge 32 of the track guide body 30 is a narrow ridge protruding from the one surface of the flat plate portion 31 by a predetermined height. As shown in FIG. 3 (a), the guide protrusions 32 are formed from the tread portions of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 (from the top of the flanges 5c and 6c to the throat base). The position of the dual mode vehicle 1 with respect to the track 40 is realized by contacting the front guide wheel 5 and the rear guide wheel 6 toward the center of the track in contact with each other. That is, the guide protrusion 32 is a tread guide portion in the present invention. As shown in FIG. 2A, the guide protrusion 32 is formed so as to draw a gentle curve from the side on the hinge 33 side of the flat plate portion 31 to the side on the front side.

  As shown in FIG. 2 (a), the distance between the pair of guide protrusions 32 formed on the two track guide bodies 30 and symmetrically arranged with respect to the track center is the rear side of the track guide body 30. The distance between the front guide wheel 5 and the rear guide wheel 6 on the left and right sides of the dual mode vehicle 1 is set larger than the distance between the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1. For this reason, even when the approach position of the dual mode vehicle 1 to the track guide body 30 is shifted to the left and right, the guide bumps of the front guide wheels 5 and the rear guide wheels 6 of the flanges 5c and 6c of the dual mode vehicle 1 are guided. The strip 32 can be brought into contact with and reliably guided. Further, as shown in FIG. 2A, the interval between the two guide protrusions 32 is gradually narrowed toward the front side of the track guide body 30 and is minimized at the front end portion of the track guide body 30. The interval is set to be the same as the distance between the track portions 22. For this reason, the front end portions of the left and right guide ridges 32 are in contact with the left and right rails R constituting the track portion 22, respectively.

  As shown in FIG. 4, the guide protrusion 32 has a height (about 30 mm) slightly lower than the height (about 33 mm) of the flanges 5 c and 6 c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1. A flange guide portion 32a having a flange placement portion 32b having a height (about 35 mm) slightly higher than the height of the flanges 5c and 6c, a transition portion 32c connecting the flange guide portion 32a and the flange placement portion 32b, It is comprised from the inclination part 32d which has the inclined surface which connects the flange mounting part 32b and the track | orbit part 22. FIG.

  The flange guide portion 32a is formed so as to draw a curve in plan view from the rear side to the front side of the track guide body 30, and the step of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 is formed. This is a portion that abuts the surface portion and guides the front guide wheel 5 and the rear guide wheel 6 toward the center of the track. The flange mounting portion 32b connected to the flange guide portion 32a via the transition portion 32c causes the front guide wheel 5 and the rear guide wheel 6 guided by the flange guide portion 32a to ride on the top portions of the flanges 5c and 6c. It is a part which cancels | releases a contact state with the flat plate part 31. FIG. The inclined portion 32 c is a portion that causes the front guide wheel 5 and the rear guide wheel 6 riding on the flange placement portion 32 b to travel downward toward the track portion 22, and is disposed at the front end portion of the track guide body 30. Abut.

  Subsequently, the operation when the travel mode of the dual mode vehicle 1 is converted from the road travel mode to the track travel mode using the travel mode conversion structure 10 according to the present embodiment will be described with reference to FIGS. This will be described with reference to FIG.

  First, the driver causes the dual mode vehicle 1 to travel toward the travel mode conversion structure 10 by a steering operation in order to shift the dual mode vehicle 1 in the road travel mode to the track travel mode. Then, as shown in FIG. 1, the dual mode vehicle 1 enters the tire contact surface 21 of the composite structure 20 of the traveling mode conversion structure 10. At this point, it is assumed that the dual mode vehicle 1 is traveling at a position slightly shifted to the right from the track center of the track portion 22 of the composite structure 20 as shown in FIG.

  Next, the driver lowers the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 by a predetermined switch operation, and tires are attached to the tops of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6. It abuts on the abutment surface 21. Then, the front guide wheel 5 is caused to enter the flat plate portion 31 of the track guide body 30.

  Then, as shown in FIG. 5, the tread surface portion of the flange 5 c of the right front guide wheel 5 of the dual mode vehicle 1 abuts on the flange guide portion 32 a of the guide protrusion 32 of the right track guide body 30, and the forward plan The inner ring 5 is gradually guided toward the center along the flange guide portion 32a. When the front guide wheel 5 moves toward the center by the action of the guide protrusion 32 of the right track guide body 30, the tread surface portion of the flange 5c of the left front guide wheel 5 is guided by the guide protrusion 32 of the left track guide body 30. The flange guide portion 32a. Then, by the action of these two track guide bodies 30, the traveling direction of the front guide wheels 5 is corrected to be parallel to the track portion 22, and the center portion in the vehicle body width direction of the front portion of the dual mode vehicle 1 is the track. The position is aligned with the center of the orbit of the portion 22. Thereafter, as shown in FIGS. 4 (b) and 5 (b), the front guide wheel 5 rides on the flange mounting portion 32b via the transition portion 32c of the guide protrusion 32 of the track guide body 30, It travels on the inclined portion 32d and enters the track portion 22 of the composite structure 20.

  Next, when the dual mode vehicle 1 moves forward with the front rubber tire 3, the rear rubber tire 4 and the rear guide wheel 6 in contact with the tire contact surface 21 and the front guide wheel 5 in contact with the track portion 22, the rear guide wheel 6 enters the track guide 30. Then, like the front guide wheels 5, the traveling direction of the rear guide wheels 6 is corrected to be parallel to the track portion 22 by the action of the two track guide bodies 30, and the vehicle body in the rear portion of the dual mode vehicle 1 is corrected. Alignment is performed so that the center in the width direction coincides with the center of the track of the track portion 22 (see FIG. 5). The rear guide wheel 6, like the front guide wheel 5, rides on the flange mounting portion 32 b of the guide protrusion 32 of the track guide body 30, travels on the inclined portion 32 d, and travels on the track portion 22 of the composite structure 20. Enter. As shown in FIG. 6, the rear rubber tire 4 inside the dual mode vehicle 1 rides on the flat plate portion 31 of the track guide body 30 and then travels on the inclined portion 32 d of the guide protrusion 32 to form a composite structure. 20 orbital portions 22 are entered. As a result, the inner rear rubber tire 4 comes into contact with the rail R of the track portion 22.

  Subsequently, the dual mode vehicle 1 brings the front rubber tire 3 and the outer rear rubber tire 4 into contact with the tire contact surface 21, and hits the front guide wheel 5, the rear guide wheel 6 and the inner rear rubber tire 4 against the track portion 22. It advances while making contact and enters the inclined surface 21 c of the tire contact surface 21 of the composite structure 20. When the rear rubber tire 4 of the dual mode vehicle 1 enters the inclined surface 21c, as shown in FIG. 6, the outer rear rubber tire 4 and the inclined surface 21c are gradually separated, and the outer rear rubber tire 4 and the inclined surface 21c are separated. The vehicle body propulsive force due to the frictional force between the two gradually decreases and eventually disappears. Thereafter, when the rear rubber tire 4 completely passes on the inclined surface 21c, the dual mode vehicle 1 is completely shifted to the track running mode by the front guide wheel 5, the rear guide wheel 6, and the inner rear rubber tire 4.

  In addition, when the driver shifts the dual mode vehicle 1 in the road driving mode to the track driving mode, the driver checks the images taken by the front CCD camera 7 and the rear CCD camera 8 on the monitor 9a while checking the dual mode vehicle 1. 1 can be operated. At this time, as shown in FIG. 8, the front CCD camera 7 images the front guide wheel 5, the track portion 22, the track guide body 30, and the track center line 23 and outputs them to the monitor device 9. Further, the rear CCD camera 8 images the rear guide wheel 6, the track portion 22 and the track center line 23 and outputs them to the monitor device 9. The driver operates the dual mode vehicle 1 while referring to the monitor 9a so that the track center line 23 provided in the composite structure 20 and the line 9c representing the center of the vehicle displayed on the screen overlap. After confirming that the guide body 30 has been approached, the guide wheel is lowered by a predetermined switch operation.

  The traveling mode conversion structure 10 according to the embodiment described above includes a tire contact surface 21 for contacting the front rubber tire 3 and the rear rubber tire 4 of the dual mode vehicle 1, the front guide wheels 5 of the dual mode vehicle 1, A composite structure 20 having a rear guide wheel 6 and a track portion 22 with which the inner rear rubber tire 4 abuts is provided, and a track guide 30 disposed in a part of the composite structure 20 is provided. . Therefore, the dual-mode vehicle 1 in the road traveling mode enters the composite structure 20 and travels with the front rubber tire 3 and the rear rubber tire 4 abutting on the tire abutting surface 21 while traveling. The dual mode vehicle 1 can be guided toward the track center of the track portion 22 of the composite structure 20 by lowering the inner ring 6 and bringing it into contact with the track guide 30 for guidance. And since the predetermined track 40 is connected to the track portion 22 of the composite structure 20, the dual mode vehicle 1 can be shifted to the track running mode.

  As a result, the travel mode conversion of the dual-mode vehicle 1 can be realized without using the “guide roller” and “guideway” that have been conventionally used, so that the cost required for constructing equipment can be significantly reduced. . In addition, since it is not necessary to mount a “guide roller” on the dual-mode vehicle 1, it is possible to reduce the cost of repairing the dual-mode vehicle 1, and to reduce the weight of the vehicle and suppress track wear / damage. Track maintenance costs can be reduced. In addition, the fuel consumption rate of the dual mode vehicle 1 can be improved.

  Further, in the traveling mode conversion structure 10 according to the embodiment described above, a predetermined track 40 is connected before and after the track portion 22 of the composite structure 20, and the track dimension in which the track portion 22 is standardized. Therefore, the track portion 22 and the predetermined track 40 can form one track. Therefore, when the travel mode conversion is not performed, the ordinary railcar can travel on the travel mode conversion structure 10 by moving the track guide body 30. Further, the track guide body 30 disposed so as to partially cover the track portion 22 of the composite structure 20 is configured to move from the disposed position into the construction limit of the track portion 22, When a normal railway vehicle enters the traveling mode conversion structure 10, interference between the railway vehicle and the track guide body 30 can be avoided. In addition, since the track portion 22 of the composite structure 20 has a standard gauge size, it is necessary to widen the front guide wheel 5 and the rear guide wheel 6 of the dual-mode vehicle 1 in order to prevent the wheel from being removed from the track portion 22. There is no. Therefore, since the guide wheel having the same width (standard width) as the iron wheel of a normal railway vehicle can be adopted, the dual mode vehicle 1 can be further reduced in weight and the track maintenance cost can be further reduced. In addition, the fuel consumption rate can be further improved.

  Further, in the traveling mode conversion structure 10 according to the embodiment described above, the dual mode vehicle 1 is caused to enter the track guide 30 and the front guide wheel 5 and the rear guide wheel are placed on the flat plate portion 31 of the track guide 30. It can be made to drive | work, making the top part of 6 flanges 5c and 6c contact | abut. Then, the tread surface portions of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 are guided by being brought into contact with the guide protrusions 32 of the track guide body 30, so that the center portion in the vehicle width direction of the dual mode vehicle 1 is obtained. Can be aligned with the track center of the track portion 22.

  Further, in the traveling mode conversion structure 10 according to the embodiment described above, a pair of guide protrusions disposed symmetrically with respect to the track guide 30 with the track center of the track portion 22 of the composite structure 20 interposed therebetween. 32, and the distance between the guide ridges 32 is set to be maximum on the rear side of the track guide body 30 so as to be wider than the distance between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1. ing. For this reason, even when the approach position of the dual mode vehicle 1 to the track guide body 30 is shifted to the left and right, the guide bumps of the front guide wheels 5 and the rear guide wheels 6 of the flanges 5c and 6c of the dual mode vehicle 1 are guided. The strip 32 can be brought into contact with and reliably guided. Further, the spacing between the guide protrusions 32 is gradually narrowed toward the front side of the track guide body 30 and is set to be the same as the gauge size of the track portion 22 at the front end portion of the track guide body 30. For this reason, the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 are aligned with the track portion 22 of the composite structure 20 by the action of the guide protrusion 32 when passing through the track guide body 30. The Rukoto.

  In the traveling mode conversion structure 10 according to the embodiment described above, the flange guide portions 32a of the guide ridges 32 of the track guide body 30 are connected to the front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1. The front guide wheel 5 and the rear guide wheel 6 can be guided toward the track center by abutting against the tread portions of the flanges 5c and 6c. Then, the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 guided by the flange guide portion 32a are ridden on the flange placement portion 32b via the transition portion 32c, and the track portion 22 via the inclined portion 32d. You can descent toward Therefore, the front guide wheel 5 and the rear guide wheel 6 guided toward the track center of the track portion 22 can be reliably put on the track portion 22 of the composite structure 20.

  Further, the traveling mode conversion structure 10 according to the embodiment described above is for converting the traveling mode of the dual mode vehicle 1 from the “road traveling mode” to the “orbit traveling mode”. It can also be used as a structure for converting from “track running mode” to “road running mode”. That is, the dual mode vehicle 1 in the track traveling mode is entered from the inclined surface 21 c side into the tire contact surface 21 of the composite structure 20 of the travel mode conversion structure 10 to the outer surface portion 21 a of the tire contact surface 21. The outer rear rubber tire 4 is brought into contact. Then, by gradually raising the front guide wheel 5 and the rear guide wheel 6 that are in contact with the track portion 22 of the composite structure 20, the front rubber tire 3 is lowered to contact the outer surface portion 21 a of the tire contact surface 21. Let Thereby, the driving mode of the dual mode vehicle 1 can be converted from the “track driving mode” to the “road driving mode”.

  Further, the traveling mode conversion structure 10 projects images taken by the front CCD camera 7 and the rear CCD camera 8 on the monitor 9a, operates the steering wheel and performs predetermined operations while confirming the positional relationship between the guide wheels and the composite structure 20. By operating this switch, it becomes possible to operate the dual mode vehicle 1 that is in the road driving mode to be surely shifted to the track driving mode, and it is finally confirmed whether or not the transition is completed. Can do.

  Further, by forming the track center line 23 in the composite structure 20 and displaying the line 9c representing the center of the vehicle on the monitor 9a, the driver can easily adjust the position of the vehicle simply by operating them so that they overlap. Can be matched.

  Further, in the dual mode traffic system according to the embodiment described above, the dual mode vehicle 1 in the road travel mode is converted into the track travel mode via the travel mode conversion structure 10, while the track travel mode is set. A certain dual mode vehicle 1 can be converted to a road driving mode. Therefore, it is possible to construct a transportation system that takes advantage of both the advantages of the rail transportation system and the bus transportation system. When the dual mode traffic system according to the present embodiment is employed, for example, the following effects can be obtained.

(1) Significant reduction in vehicle cost, etc. The dual mode vehicle 1 of the dual mode traffic system according to the present embodiment employs a microbus body 2, which can be easily achieved simply by making necessary modifications to the body 2. Since it can be manufactured, the vehicle cost per vehicle is extremely low compared to conventional rail vehicles. Therefore, in a depopulated area where the number of times of use of the railway is very small, the dual-mode vehicle 1 is put on the track and used only for a necessary time period using the traveling mode conversion structure 10, thereby replacing the railway vehicle. Since the dual mode vehicle 1 can be employed, the cost required for manufacturing the vehicle can be greatly reduced. Further, since the dual mode vehicle 1 employs the microbus body 2, it is extremely light compared to a conventional railway vehicle. Therefore, by adopting the dual mode vehicle 1 in place of the railway vehicle, the service life of the track can be greatly extended, and the cost required for track maintenance can be reduced.

(2) Congestion avoidance effect During road congestion, the dual mode vehicle 1 on the road is shifted onto the track via the travel mode conversion structure 10 laid at a predetermined point, and an unused track is used. Then, the vehicle travels to a point where there is no traffic jam, and the traffic is effectively avoided by moving the dual mode vehicle 1 on the track on the road again via the travel mode conversion structure 10. Can do. In addition, even when a road is damaged and it becomes difficult to travel at the time of a disaster, it is possible to quickly reach the destination by using a track that is not damaged. Therefore, the dual mode traffic system according to the present embodiment is extremely effective when lifesaving treatment and fire fighting are required as soon as possible, and can contribute to lifesaving and property preservation.

(3) Effective use of night trajectory At midnight, the dual mode vehicle 1 enters the night trajectory that is not used by a normal railway vehicle via the travel mode conversion structure 10 and travels on the night trajectory. When the vehicle approaches the destination, the vehicle can be returned to the road via the travel mode conversion structure 10 and traveled on the road to the destination. Therefore, the dual mode vehicle 1 of the dual mode transportation system according to the present embodiment can be useful as an alternative transportation means for a night bus or a late night taxi.

(4) Time and labor saving to destination When moving from home to desired destination (eg school / hospital) using conventional railway system or bus transportation system, distance between home and station or station-purpose When the distance between the grounds is long, it is necessary to use a bus or walk for a long time between leaving the house and getting on the train, or getting off the train and arriving at the destination. In addition, labor is required when getting on and off the bus / train, and waiting time is required when changing from the bus to the train or from the train to the bus. On the other hand, in the dual mode traffic system, it is possible to move to the track using the dual mode vehicle 1 that circulates around the home like a bus. Then, the dual mode vehicle 1 that has reached the track is shifted from the road travel mode to the track travel mode via the travel mode conversion structure 10, travels on the track like a train, and travels again when it approaches the destination. It is possible to shift from the track traveling mode to the road traveling mode via the mode converting structure 10 and travel on the road to the destination again like a bus. Therefore, labor and labor for changing from a bus to a train or from a train to a bus are not required, and the time required for changing can be saved, so that the time required to reach the destination can be greatly shortened.

(5) Improving transport efficiency from airports to sightseeing spots Airports with large sites are often far away from the station. For this reason, for example, in order for tourists to move from the airport to the desired sightseeing spot, first move from the airport to the nearest station of the airport by microbus, then transfer to the nearest station of the airport and move to the nearest station of the sightseeing spot However, if necessary, it is often necessary to transfer to the sightseeing spot by changing to a taxi or bus from the nearest station of the sightseeing spot, and the complexity of such a change is the desire to use aircraft (airports) for sightseeing. It becomes a factor to lose. On the other hand, if the dual mode transportation system is adopted, the dual mode vehicle 1 is used to move from the airport to the nearest station of the airport, and the dual mode vehicle 1 moves on the track to the nearest station of the sightseeing spot. The dual mode vehicle 1 can be used to move from the nearest station to the sightseeing spot on the road. Therefore, the dual mode transportation system according to the present embodiment can significantly improve the transportation efficiency of tourists from the airport to the sightseeing spot, and the tourist can reach the sightseeing spot from the airport without changing at all. be able to. In addition, since the dual mode transportation system according to the present embodiment can increase the willingness of tourists to use aircraft (airports), it can be expected to increase the number of tourists using aircraft (airports).

(6) Eliminating the use of turnouts by forming a evacuation space The traveling mode conversion structure 10 employed in the dual mode traffic system according to the present embodiment includes a track portion 22 connected to a predetermined track 40. It is possible to drive both a normal rail vehicle and the dual mode vehicle 1, but in order to realize the passing between the rail vehicle and the dual mode vehicle 1, the dual mode vehicle 1 is temporarily retracted. It is necessary to let Here, means for temporarily retracting the dual-mode vehicle 1 by providing a “branch device” on a part of the track 40 may be considered. However, the travel mode conversion structure 10 according to the present embodiment is “retracted”. By using it as a “space”, it is possible to realize the passing of the railway vehicle and the dual mode vehicle without using a “branch”. That is, a track guide body 30 is provided at both ends of the composite structure 20 of the travel mode conversion structure 10, and the dual mode vehicle 1 on the track 40 (track travel mode) is combined with the composite structure 20 via one track guide body 30. It rides on the body 20 and retreats. Then, after the railcar has passed, the dual mode vehicle 1 on the composite structure 20 (road travel mode) can be returned to the track 40 via the other track guide body 30 to resume the track travel.

  In the above embodiment, the example in which the track guide body 30 having a substantially rectangular plane is adopted is shown, but the shape of the track guide body 30 is not particularly limited. In the above embodiment, the example in which the track guide body 30 is rotatably attached to the composite structure 20 via the hinge 33 has been shown. However, the track guide body 30 is attached to and detached from the composite structure 20. It can also be made freely. Further, in the above embodiment, the example in which the trajectory guide body 30 arranged in the horizontal state is rotated so as to stand up via the hinge 33 and arranged in the horizontal state again is shown. It is also possible to employ a configuration in which the body 30 is attached to the composite structure 20 via a vertical rotation shaft, and the track guide body 30 is rotated while being in a horizontal state. Further, the track guide body 30 may be rotated by the operator's own hand, and a control device for controlling the rotation of the track guide body 30 is provided to automatically rotate the track guide body 30 at a predetermined timing. May be.

[Second Embodiment]
Subsequently, a dual mode traffic system according to a second embodiment of the present invention will be described with reference to FIGS. The dual mode traffic system according to the present embodiment is obtained by partially changing the configuration of the traveling mode conversion structure 10 of the dual mode traffic system according to the first embodiment. This is substantially the same as the embodiment. For this reason, the changed configuration will be mainly described, and the same reference numerals as those in the first embodiment are assigned to the same components as those in the first embodiment.

  As shown in FIGS. 9 to 13, the traveling mode conversion structure 10 </ b> A according to the present embodiment includes a tire contact surface 21 that contacts the front rubber tire 3 and the rear rubber tire 4 of the dual mode vehicle 1 and the dual mode vehicle. A composite structure 20 having a front guide wheel 5, a rear guide wheel 6, and a track portion 22 with which the inner rear rubber tire 4 abuts, and a track guide body 30 </ b> A disposed on the composite structure 20. It is prepared for. Since the composite structure 20 is substantially the same as that of the first embodiment, description thereof is omitted.

  As shown in FIGS. 9 and 10A, the track guide body 30A is disposed in a part of the composite structure 20, and the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 are brought into contact with each other. The dual mode vehicle 1 is aligned with the center of the track. As shown in FIGS. 10 to 12, the track guide body 30 </ b> A includes a flat plate portion 31 </ b> A, a guide plate 32 </ b> A provided on one surface of the flat plate portion 31, and an inclined portion connected to the front end portion of the flat plate portion 31 </ b> A. 33A. When the travel mode conversion of the dual mode vehicle 1 is performed, the track guide body 30A is fixed to the composite structure 20 as shown in FIGS. On the other hand, when a normal railway vehicle is driven, the track guide body 30A can be detached from the composite structure 20 as shown in FIG.

  As shown in FIG. 11A, the flat plate portion 31 </ b> A of the track guide body 30 </ b> A is in contact with the tops of the flanges 5 c and 6 c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1. Is the part that runs. That is, the flat plate portion 31 is a guide wheel contact portion in the present invention. In the present embodiment, a flat, substantially rectangular flat plate portion 31A that covers the front end portion of the central surface portion 21b of the tire contact surface 21 constituting the composite structure 20 over a predetermined length is employed. The width of the flat plate portion 31A is set to a value slightly larger than at least the distance between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1, as shown in FIG. 6c can be prevented from being removed.

  The guide plate 32A of the track guide body 30A is a plate-like body that is fixed to one surface of the flat plate portion 31A and is disposed between a pair of left and right rails R that form the track portion 22 of the composite structure 20. As shown in FIG. 11A, the guide plate 32A abuts against the rear portions of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1, and these front guide wheel 5 and rear guide wheel. By guiding 6 toward the center of the track, alignment of the dual mode vehicle 1 with respect to the track 40 is realized. That is, the guide plate 32A is a back guide part in the present invention. In the present embodiment, the thickness of the guide plate 32A is set to about 40 mm.

  As shown in FIG. 13A, the guide plate 32A has a width gradually increasing portion 32Aa formed so that the width dimension gradually increases from the rear side toward the front side, and the maximum width of the width gradually increasing portion 32Aa. A constant width portion 32Ab connected to the front end portion and extending a predetermined length in the front-rear direction and having a width dimension substantially the same as the distance between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1; Yes. The width gradually increasing portion 32Aa has a pointed rear end portion that can be easily inserted between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1, and from the rear end portion to the front side. As it becomes, the width gradually increases to the left and right, and the width increases to a width that is substantially the same as the distance between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1. As shown in FIG. 13A, the right side portion and the left side portion of the gradually increasing width portion 32Aa are formed so as to draw a curve that smoothly bulges outward from the rear end portion to the constant width portion 32Ab in plan view. Has been.

  A track center line 23 is formed along the rail R between the two rails R on the upper surface of the flat plate portion 31A and the guide plate 32A.

  As shown in FIG. 11B and FIG. 12, the inclined portion 33A is connected to the front end portion of the flat plate portion 31A in a state of being disposed on the left and right side portions of the guide plate 32A, and downward from the flat plate portion 31A. It has an inclined surface that is gently inclined. As shown in FIGS. 11 (b) and 12 (b), the inclined portion 33A is brought into contact with the top portions of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 so as to be flat. The front guide wheel 5 and the rear guide wheel 6 on 31 </ b> A function to descend and travel toward the track portion 22. In the present embodiment, the distance between the upper surface of the rail R constituting the track portion 22 and the lowermost position of the inclined portion 33A is set to the same dimension (about 33 mm) as the heights of the flanges 5c and 6c.

  Next, with reference to FIG. 9 and FIGS. 11 to 11, the operation when the travel mode of the dual mode vehicle 1 is converted from the road travel mode to the track travel mode using the travel mode conversion structure 10 </ b> A according to the present embodiment. This will be described with reference to FIG.

  First, the driver causes the dual mode vehicle 1 to travel toward the travel mode conversion structure 10 by a steering operation in order to shift the dual mode vehicle 1 in the road travel mode to the track travel mode. Then, as shown in FIG. 9, the dual mode vehicle 1 enters the tire contact surface 21 of the composite structure 20 of the traveling mode conversion structure 10 </ b> A. At this point, it is assumed that the dual mode vehicle 1 is traveling at a position slightly shifted to the right side from the track center of the track portion 22 of the composite structure 20 as shown in FIG.

  Next, the driver lowers the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 by a predetermined switch operation, and tires are attached to the tops of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6. It abuts on the abutment surface 21. Then, the front guide wheel 5 is caused to enter the flat plate portion 31A of the track guide body 30A.

  Then, as shown in FIG. 13, the width gradually increasing portion 32Aa of the guide plate 32A constituting the track guide body 30A is inserted between the left and right front guide wheels 5 of the dual mode vehicle 1, and the left front guide wheel 5 The back surface portion of the flange 5c contacts the left side portion of the gradually increasing width portion 32Aa of the guide plate 32A, and the front guide wheel 5 is guided gradually toward the center along the gradually increasing width portion 32Aa. When the front guide wheel 5 is moved toward the center by the action of the gradually increasing width portion 32Aa of the guide plate 32A, the back surface portion of the flange 5c of the right front guide wheel 5 is positioned on the right side of the gradually increasing width portion 32Aa of the guide plate 32A. Abut. Then, when the front guide wheel 5 enters the constant width portion 32Ab through the width gradually increasing portion 32Aa of the guide plate 32A, the traveling direction of the front guide wheel 5 is corrected to be parallel to the track portion 22, and dual The vehicle vehicle width direction center portion of the front portion of the mode vehicle 1 is aligned so as to coincide with the track center of the track portion 22. Thereafter, the front guide wheel 5 travels on the inclined portion 33A of the track guide 30A and enters the track portion 22 of the composite structure 20 as shown in FIGS. 11 (b) and 12 (b).

  Next, when the dual mode vehicle 1 moves forward with the front rubber tire 3, the rear rubber tire 4 and the rear guide wheel 6 in contact with the tire contact surface 21 and the front guide wheel 5 in contact with the track portion 22, the rear guide wheel 6 enters the track guide 30A. Then, like the front guide wheel 5, the traveling direction of the rear guide wheel 6 is corrected to be parallel to the track portion 22 by the action of the track guide body 30A, and the vehicle width direction of the rear portion of the dual mode vehicle 1 is corrected. The center portion is aligned so as to coincide with the track center of the track portion 22 (see FIG. 13). Then, similarly to the front guide wheel 5, the rear guide wheel 6 travels on the inclined portion 33 </ b> A and enters the track portion 22 of the composite structure 20. As shown in FIG. 14, the rear rubber tire 4 inside the dual-mode vehicle 1 rides on the flat plate portion 31A of the track guide body 30A and is then guided toward the track center by the guide plate 32A and then the inclined portion. The vehicle travels on 33A and enters the track portion 22 of the composite structure 20. As a result, the inner rear rubber tire 4 comes into contact with the rail R of the track portion 22.

  Subsequently, the dual mode vehicle 1 brings the front rubber tire 3 and the outer rear rubber tire 4 into contact with the tire contact surface 21, and hits the front guide wheel 5, the rear guide wheel 6 and the inner rear rubber tire 4 against the track portion 22. It advances while making contact and enters the inclined surface 21 c of the tire contact surface 21 of the composite structure 20. When the rear rubber tire 4 of the dual mode vehicle 1 enters the inclined surface 21c, as shown in FIG. 14, the outer rear rubber tire 4 and the inclined surface 21c are gradually separated, and the outer rear rubber tire 4 and the inclined surface 21c are separated. The vehicle body propulsive force due to the frictional force between the two gradually decreases and eventually disappears. Thereafter, when the rear rubber tire 4 completely passes on the inclined surface 21c, the dual mode vehicle 1 is completely shifted to the track running mode by the front guide wheel 5, the rear guide wheel 6, and the inner rear rubber tire 4.

  Also in this second embodiment, a CCD camera is used as the imaging means, and the dual mode vehicle 1 includes the front CCD camera 7 and the rear CCD camera 8, so that the driver can use the road driving mode. When the dual-mode vehicle 1 in FIG. 1 is shifted to the orbital running mode, the dual-mode vehicle 1 can be operated while checking images taken by the front CCD camera 7 and the rear CCD camera 8 on the monitor 9a. At this time, as shown in FIG. 8, the front CCD camera 7 images the front guide wheel 5, the track portion 22, the track guide body 30, and the track center line 23 and outputs them to the monitor device 9. Further, the rear CCD camera 8 images the rear guide wheel 6, the track portion 22 and the track center line 23 and outputs them to the monitor device 9. The driver operates the dual mode vehicle 1 while referring to the monitor 9a so that the track center line 23 provided in the composite structure 20 and the line 9c representing the center of the vehicle displayed on the screen overlap. After confirming that the guide body 30 has been approached, the guide wheel is lowered by a predetermined switch operation.

  10 A of driving mode conversion structures which concern on embodiment described above are the tire contact surface 21 which contact | abuts the front rubber tire 3 and the back rubber tire 4 of the dual mode vehicle 1, the front guide wheel 5 of the dual mode vehicle 1, A composite structure 20 having a rear guide wheel 6 and a track portion 22 with which the inner rear rubber tire 4 abuts is provided, and a track guide 30A disposed in a part of the composite structure 20 is provided. . Therefore, the dual-mode vehicle 1 in the road traveling mode enters the composite structure 20 and travels with the front rubber tire 3 and the rear rubber tire 4 abutting on the tire abutting surface 21 while traveling. The dual mode vehicle 1 can be guided toward the track center of the track portion 22 of the composite structure 20 by lowering the inner ring 6 and bringing it into contact with the track guide body 30A. And since the predetermined track 40 is connected to the track portion 22 of the composite structure 20, the dual mode vehicle 1 can be shifted to the track running mode.

  As a result, the travel mode conversion of the dual-mode vehicle 1 can be realized without using the “guide roller” and “guideway” that have been conventionally used, so that the cost required for constructing equipment can be significantly reduced. . In addition, since it is not necessary to mount a “guide roller” on the dual-mode vehicle 1, it is possible to reduce the cost of repairing the dual-mode vehicle 1, and to reduce the weight of the vehicle and suppress track wear / damage. Track maintenance costs can be reduced. In addition, the fuel consumption rate of the dual mode vehicle 1 can be improved.

  In the traveling mode conversion structure 10A according to the embodiment described above, a predetermined track 40 is connected before and after the track portion 22 of the composite structure 20, and the track dimension is standardized. Therefore, the track portion 22 and the predetermined track 40 can form one track. Therefore, when the travel mode conversion is not performed, the ordinary railcar can travel on the travel mode conversion structure 10 by removing the track guide body 30A. In addition, since the track guide body 30A disposed so as to partially cover the track portion 22 of the composite structure 20 is detachable from the composite structure 20, an ordinary railway vehicle is used for driving mode conversion. When the vehicle enters the structure 10, it is possible to avoid interference between the railway vehicle and the track guide body 30A. In addition, since the track portion 22 of the composite structure 20 has a standard gauge size, it is necessary to widen the front guide wheel 5 and the rear guide wheel 6 of the dual-mode vehicle 1 in order to prevent the wheel from being removed from the track portion 22. There is no. Therefore, since the guide wheel having the same width (standard width) as the iron wheel of a normal railway vehicle can be adopted, the dual mode vehicle 1 can be further reduced in weight and the track maintenance cost can be further reduced. In addition, the fuel consumption rate can be further improved.

  In the traveling mode conversion structure 10A according to the embodiment described above, when the dual-mode vehicle 1 enters the track guide 30A, the front guide wheels 5 and the flat plate portion 31A of the track guide 30A are provided. The front guide wheel 5 and the rear guide wheel 6 can run while the tops of the flanges 5c, 6c of the rear guide wheel 6 are brought into contact with each other. Therefore, when the dual mode vehicle 1 enters the track guide body 30A, the front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1 are fitted into the track portion 22 of the composite structure 20, and the riding comfort is lowered. Can be prevented. Further, the dual mode vehicle 1 is guided by causing the dual mode vehicle 1 to enter the track guide body 30A and bringing the rear portions of the flanges 5c, 6c of the front guide wheel 5 and the rear guide wheel 6 into contact with the guide plate 32A. Can be aligned with the center of the track of the track portion 22.

  Further, in the traveling mode conversion structure 10A according to the embodiment described above, the guide plate 32A of the track guide 30A is disposed between the pair of left and right rails R constituting the track portion 22 of the composite structure 20. The guide plate 32A is formed with a width gradually increasing portion 32Aa in which the width dimension gradually increases from the rear side to the front side. For this reason, even when the approach position of the dual mode vehicle 1 to the track guide body 30A is shifted left and right, the width of the guide plate 32A gradually increases between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1. The part 32Aa can be inserted. Then, the gradually increasing portion 32Aa is brought into contact with the back surface portions of the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 of the dual mode vehicle 1 to reliably guide the dual mode vehicle 1 toward the track center. be able to. Further, since the constant width portion 32Ab having the same width dimension as the distance between the left and right front guide wheels 5 and the rear guide wheels 6 of the dual mode vehicle 1 is connected to the front end portion of the gradually increasing width portion 32Aa, The traveling directions of the front guide wheels 5 and the rear guide wheels 6 are parallel to the track portion 22 of the composite structure 20, and the dual mode vehicle 1 is aligned with the track center.

  Further, the traveling mode conversion structure 10A according to the embodiment described above is for converting the traveling mode of the dual mode vehicle 1 from the “road traveling mode” to the “track traveling mode”. It can also be used as a structure for converting from “track running mode” to “road running mode”. That is, the dual mode vehicle 1 in the track traveling mode is entered from the inclined surface 21 c side into the tire contact surface 21 of the composite structure 20 of the travel mode conversion structure 10 to the outer surface portion 21 a of the tire contact surface 21. The outer rear rubber tire 4 is brought into contact. Then, by gradually raising the front guide wheel 5 and the rear guide wheel 6 that are in contact with the track portion 22 of the composite structure 20, the front rubber tire 3 is lowered to contact the outer surface portion 21 a of the tire contact surface 21. Let Thereby, the driving mode of the dual mode vehicle 1 can be converted from the “track driving mode” to the “road driving mode”.

  By confirming the positional relationship between the guide wheels and the composite structure 20 on the monitor 9a, the steering wheel operation and the predetermined switch operation are performed, so that the dual mode vehicle 1 in the road driving mode is surely shifted to the track driving mode. In addition, it is possible to confirm whether or not the migration is finally completed.

  Further, by forming the track center line 23 in the composite structure 20 and displaying the line 9c representing the center of the vehicle on the monitor 9a, the driver can easily adjust the position of the vehicle simply by operating them so that they overlap. Can be matched.

  Although there may be a request to lower the height of the guide plate 32A due to the construction limit, even in such a case, the dual mode is achieved by the CCD cameras 7, 8 and the monitor device 9 and the center line. The traveling mode conversion of the vehicle can be performed more reliably.

  In the above embodiment, the guide plate 32A having the gradually increasing width portion 32Aa formed so as to draw a smooth curve from the rear end portion to the front side in a plan view is shown. As shown in FIG. 15A and FIG. 16C, a guide plate 30 </ b> B having a width gradually increasing portion 31 </ b> B that exhibits an isosceles triangle shape in a plan view may be employed. Moreover, in addition to the guide body 32A, an example in which the flat plate portion 31A and the inclined portion 33A are provided in the trajectory guide body 30A of the traveling mode conversion structure 10A according to the above embodiment is shown. Is for preventing the front guide wheel 5 and the rear guide wheel 6 from being removed, and the inclined portion 33A is for allowing the front guide wheel 5 and the rear guide wheel 6 to smoothly enter the track portion 22 without impact. Therefore, only the guide body 30B can be provided as shown in FIGS. At this time, if the height of the guide body 30B is set within the construction limit of the track portion 22, the railway vehicle can travel on the track portion 22 without removing the guide body 30B from the composite structure 20. Therefore, it is preferable. Also, it is desirable to attach a center line to the upper surface of the guide body 30B.

  In the dual mode vehicle 1 in the first and second embodiments described above, the vehicle traveling direction is steered toward the track center of the track portion 22 based on the image captured by the center line 23 by the front CCD camera 7. An automatic guiding device 100 for guiding may be provided. FIG. 17 is a block diagram of the automatic guidance device 100. As shown in FIG. 17, the dual mode vehicle 1 controls the steering of the front rubber tire 3 and the image processing apparatus 100 a having a function of processing a video image taken by the front CCD camera 7 and extracting the track center line 23. A steering drive motor 100b for steering the vehicle, a steering clutch device 100c for transmitting or disconnecting the power of the steering drive motor 100b to the steering device, an automatic steering switch 100d for starting and stopping automatic steering, , And the vehicle traveling direction can be steered toward the track center of the track portion 22 based on the captured image of the front CCD camera 7.

The steering drive motor 100b is connected via a steering clutch device 100c to a steering shaft that steers the front rubber tire 3 of the dual mode vehicle 1 left and right.
That is, when the steering clutch device 100c is in the power connected state, the traveling direction of the dual mode vehicle 1 can be steered left and right by driving the steering drive motor 100b, and when the steering clutch device 100c is in the power disconnected state, The power of the steering drive motor 100b is not transmitted, and the traveling direction of the dual mode vehicle 1 can be steered left and right by the driver's steering operation.

The image processing apparatus 100a is based on a signal processing unit that receives electrical signals of captured images from the CCD cameras 7 and 8, converts them into image signals and outputs them to the monitor 9a, and captured image data from the front CCD camera 7. Based on the determination by the extraction unit that extracts the image data of the center line 23 within the imaging range, the determination unit that determines the lateral shift direction of the vehicle body with respect to the center line 23 from the extracted image data of the center line 23, and the determination unit And a steering control unit that drives and controls the steering drive motor 100b.
The automatic steering switch 100d is a switch for inputting an instruction to execute and cancel the automatic steering process based on the extraction unit, the determination unit, and the steering control unit of the image processing apparatus 100a.

FIG. 18 is a flowchart showing processing of the image processing apparatus 100a.
When the execution of the automatic steering process of the automatic steering switch 100d is input (step S1), the image processing apparatus 100a outputs a control signal so as to be in a power connection state with respect to the steering clutch apparatus 100c (step S2).
Then, the image processing apparatus 100a outputs a control signal so as to capture an image with respect to the front CCD camera 7, and acquires captured image data from the front CCD camera 7 (step S3).

Next, the image processing device 100a extracts only the partial image of the center line 23 from the imaging range by, for example, binarization processing on the captured image by processing by the extraction unit (step S4).
Furthermore, the image processing apparatus 100a has the rearmost end portion (lower end portion of the imaging range screen) in the traveling direction of the partial image of the center line 23 positioned to the right with respect to the center in the left-right direction of the imaging range by the processing by the determination unit. It is determined whether or not to perform (step S5).

In the image processing apparatus 100a, when the determination unit determines that the center line 23 is located on the right by the processing by the steering control unit, the vehicle body is positioned on the left side of the center line 23, and the traveling direction is steered to the right. Thus, the operation control of the steering drive motor 100b is performed (step S6).
In addition, when the determination unit determines that the center line 23 is not located on the right by the processing by the steering control unit, the image processing apparatus 100a assumes that the vehicle body is located on the right side of the center line 23 and the traveling direction is Operation control of the steering drive motor 100b is performed so as to be steered to the left (step S7).

Then, the image processing apparatus 100a determines whether cancellation of execution of the automatic steering process of the automatic steering switch 100d is input after steering to the right or left (step S8). Returning to step S3, imaging by the front CCD camera 7 is executed again.
Further, when the cancellation of execution of the automatic steering process of the automatic steering switch 100d is input, the image processing apparatus 100a outputs a control signal to the steering clutch apparatus 100c so that the power is cut off (step S9). The steering of the dual mode vehicle 1 is returned to the manual operation of the steering wheel, and the automatic steering process is terminated.

  Moreover, instead of the center line 23 on the tire contact surface 21 of the composite structure 20 of the dual mode traffic system in the first and second embodiments described above, as shown in FIG. A plurality of induction magnets 24 may be embedded at uniform intervals (for example, 50 [cm] intervals) along a desired position. At that time, the dual mode vehicle 1 is provided with magnet detection means 25 for detecting the induction magnet 24 instead of the CCD cameras 7 and 8, and based on the position of the induction magnet 24 detected by the magnet detection means 25, It is good also as a structure provided with the automatic guidance apparatus 120 which carries out steering guidance of the vehicle advancing direction toward the track center of the track part 22. FIG.

  FIG. 20 is a block diagram of the automatic guidance device 120. As shown in FIG. 20, the automatic guidance device 120 is a steering drive motor 100b for steering the front rubber tire 3 to the left and right, and the power of the steering drive motor 100b is transmitted to the steering device or disconnected. A steering clutch device 100c, a steering control device 120a for controlling the operation of the steering drive motor 100b based on detection information from the magnet detection means 25, and an automatic steering switch 120d for starting and stopping automatic steering are provided.

The steering drive motor 100b and the steering clutch device 100c are the same as those included in the automatic guidance device 100 described above.
The magnet detection means 25 includes two magnetic detection elements 25a and 25b arranged at both ends in the left-right direction of the vehicle.

The steering control device 120a is a steering unit that drives and controls the steering drive motor 100b based on the determination of the comparison unit that compares the magnitude of the magnetic strength of the induction magnet 24 by the two magnetic detection elements 25a and 25b of the magnet detection unit 25 and the comparison unit. And a control unit.
The automatic steering switch 120d is a switch for inputting an instruction to execute and cancel the automatic steering process by the steering control device 120a.

FIG. 21 is a flowchart showing the processing of the steering control device 120a.
When the execution of the automatic steering process of the automatic steering switch 120d is input (step S11), the steering control device 120a outputs a control signal so as to be in a power connection state to the steering clutch device 100c (step S12).

Next, the steering control device 120a detects the magnetic intensity by the two magnetic detection elements 25a and 25b of the magnet detection means 25 by the processing by the comparison unit (step S13).
Then, it is determined whether or not the detected magnetic intensity of the right magnetic detecting element 25a is larger than the detected magnetic intensity of the left magnetic detecting element 25b (step S14).

The steering control device 120a assumes that the vehicle body is positioned on the left side of the center between the rails R when the comparison unit determines that the detected magnetic intensity of the right magnetic detection element 25a is large by the processing by the steering control unit. Then, the operation control of the steering drive motor 100b is performed so that the traveling direction is steered to the right (step S15).
Further, in the steering control device 120a, when the comparison unit determines that the detected magnetic intensity of the right magnetic detection element 25a is not large by the processing by the steering control unit, the vehicle body is positioned on the right side of the center between the rails R. As a result, the operation of the steering drive motor 100b is controlled so that the traveling direction is steered to the left (step S16).

Then, the steering control device 120a determines whether or not cancellation of execution of the automatic steering process of the automatic steering switch 120d is input after steering to the right or left (step S17). Returning to step S13, detection by the magnet detection means 25 is executed again.
Further, when the cancellation of execution of the automatic steering process of the automatic steering switch 120d is input, the steering control device 120a outputs a control signal to the steering clutch device 100c so that the power is cut off (step S18). The steering of the dual mode vehicle 1 is returned to the manual operation of the steering wheel, and the automatic steering process is terminated.

  The magnetic detection means 25 may include three or more magnetic detection elements. In that case, the magnetic detection element having the largest detected magnetic intensity is specified from among the plurality of magnetic detection elements, and when the element is on the right side of the center position in the width direction of the vehicle body, the vehicle body is between the rails R. The operation of the steering drive motor 100b is controlled so that the traveling direction is steered to the right, assuming that it is located on the left side of the center. Conversely, when the element with the highest detected magnetic strength is on the left side of the center position in the width direction of the vehicle body, the traveling direction is steered to the left, assuming that the vehicle body is positioned on the right side of the center between the rails R. Thus, the operation control of the steering drive motor 100b is performed. Further, when the element having the highest detected magnetic strength is at the center of the vehicle body, the operation control of the steering drive motor 100b is performed so that the vehicle body is located at the center between the rails R so as to go straight.

BRIEF DESCRIPTION OF THE DRAWINGS The dual mode vehicle and traveling mode conversion structure which comprise the dual mode traffic system which concerns on the 1st Embodiment of this invention are shown, (a) is a top view, (b) is a side view. (A) is a top view which shows the state which has arrange | positioned the track guide body of the structure for driving mode conversion which concerns on the 1st Embodiment of this invention on a track part, (b) is the 1st of this invention. It is a top view which shows the state which accommodated the track guide body of the structure for driving mode conversion which concerns on 1 embodiment within a building limit. (A) is sectional drawing of the IIIA-IIIA part of FIG. 2, (b) is sectional drawing of the IIIB-IIIB part of FIG. (A) is a side view of the track guide body of the traveling mode conversion structure according to the first embodiment of the present invention, and (b) is a diagram of the dual mode vehicle on the track guide body shown in (a). It is explanatory drawing which shows the state which a guide wheel drive | works. FIG. 1 shows a state in which guide wheels of a dual mode vehicle are guided toward a track center by a track guide body of a traveling mode conversion structure according to a first embodiment of the present invention, and FIG. (B) is a side view. FIG. 1 shows a state in which a rear rubber tire of a dual mode vehicle travels on a traveling mode conversion structure according to a first embodiment of the present invention, where (a) is a plan view and (b) is a side view. . FIG. 4 is a schematic diagram showing the arrangement of a CCD camera for photographing a front guide wheel, a CCD camera for photographing a rear guide wheel, and a monitor device, and their respective relationships. It is an example of the image | video displayed on a monitor, when a dual mode vehicle approaches a track guide. The dual mode vehicle and the structure for driving mode conversion which comprise the dual mode traffic system which concerns on the 2nd Embodiment of this invention are shown, (a) is a top view, (b) is a side view. (A) is a top view which shows the state which has arrange | positioned the track guide body of the structure for driving mode conversion which concerns on the 2nd Embodiment of this invention on the composite structure, (b) is the 1st of this invention. It is a top view which shows the state which removed the track guide body of the structure for driving mode conversion which concerns on 2 embodiment from the composite structure. (A) is sectional drawing of the IXA-IXA part of FIG. 10, (b) is sectional drawing of the IXB-IXB part of FIG. (A) is a side view of the vicinity of the inclined portion of the track guide body of the traveling mode conversion structure according to the second embodiment of the present invention, and (b) is an inclination of the track guide body shown in (a). It is explanatory drawing which shows the state which the guide wheel of a dual mode vehicle drive | works on a part. FIG. 2 shows a state in which guide wheels of a dual mode vehicle are guided toward a track center by a track guide body of a traveling mode conversion structure according to a second embodiment of the present invention, and (a) is a plan view. (B) is a side view. FIG. 2 shows a state in which a rear rubber tire of a dual mode vehicle travels on a traveling mode conversion structure according to a second embodiment of the present invention, wherein (a) is a plan view and (b) is a side view. . The example which changed the structure of the guide plate of the track guide body of the structure for driving mode conversion which concerns on the 2nd Embodiment of this invention is shown, (a) is a top view, (b) is a side view. FIG. (A) is a cross-sectional view of the XIVA-XIVA portion of FIG. 15 (a), (b) is a cross-sectional view of the XIVB-XIVB portion of FIG. 15 (a), and (c) is the guide shown in FIG. It is an enlarged plan view of a board. It is a block diagram of an automatic guidance device. It is a flowchart which shows the process of the image processing apparatus of an automatic guidance apparatus. It is explanatory drawing which shows the positional relationship of the magnet detection means in the induction magnet on the tire contact surface of a composite structure, and another automatic guidance apparatus. It is a block diagram of another automatic guidance device. It is a flowchart which shows the process of the steering control apparatus of another automatic guidance apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Dual mode vehicle 2 Car body 3 Front rubber tire 3a Tire axle 4 Rear rubber tire (drive wheel)
4a Tire axle 5 Front guide wheel 5a Front axle 6 Rear guide wheel 6a Rear axle 7 Front CCD camera (front imaging device)
8 Rear CCD camera (rear image sensor)
9 Monitor device 9a Monitor 9b Signal processing circuit 9c Line representing the center of the vehicle (vehicle center line)
DESCRIPTION OF SYMBOLS 0 Structure for driving mode conversion 0A Structure for driving mode conversion 0 Composite structure 1 Tire contact surface 2 Track portion 3 Track center line 4 Guide magnet 5 Magnet detection means 0 Track guide body 0A Track guide body 0B Guide plate (track) Guide)
1 Flat plate (guide wheel contact part)
1A Flat plate part (guide wheel contact part)
1B Width increasing part 2 Guide protrusion (tread guide part)
2a Flange guide part 2b Flange mounting part 2d Inclined part 2A Guide plate (back guide part)
2Aa width gradually increasing part 2Ab constant width part 3 hinge 0 track 00,120 automatic guidance device

Claims (18)

Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. Road traveling / trajectory traveling including a guide wheel for driving and a driving wheel provided on one of the tire axles disposed respectively, and traveling on a track with the front and rear guide wheels and the driving wheel. A traveling mode conversion structure for converting a traveling mode of a possible dual mode vehicle from a road traveling mode to a track traveling mode,
A gauge contact surface having a tire contact surface for contacting the tire of the dual mode vehicle, and a track portion for contacting the guide wheel and the drive wheel of the dual mode vehicle, wherein the track portion is standardized. A composite structure connected to a predetermined track having dimensions;
A track guide that is disposed in a part of the composite structure and guides the dual mode vehicle toward the track center of the track portion by bringing the guide wheels of the dual mode vehicle into contact with each other to guide the track. ,
A travel mode conversion structure characterized by comprising: The orbital portion of the composite structure is
Before and after the predetermined track is connected and has a standardized gauge dimension,
The trajectory guide is
2. The composite structure is disposed so as to partially cover the track portion, and is configured to move from the disposed position into a building limit of the track portion. The structure for driving mode conversion described in 1. The trajectory guide is
One end of the composite structure is pivotally connected to the composite structure via a hinge, and is disposed on the composite structure via the hinge from a state where it is disposed so as to partially cover the track portion of the composite structure. The travel mode conversion structure according to claim 2, wherein the structure is configured to rotate and be accommodated within a construction limit of the track portion. The orbital portion of the composite structure is
Before and after the predetermined track is connected and has a standardized gauge dimension,
The trajectory guide is
The travel mode conversion structure according to claim 1, wherein the structure is detachable from the composite structure. The trajectory guide is
A guide wheel abutting portion for running the guide wheel while abutting the top of the flange of the guide wheel;
A tread surface guide portion that aligns the center portion in the vehicle width direction of the dual mode vehicle with the center of the track by abutting against the tread portion of the flange of the guide wheel and guiding the guide wheel;
The travel mode conversion structure according to any one of claims 1 to 4, wherein the structure for travel mode conversion is provided. The trajectory guide is
It is arranged symmetrically so as to cover each of a part of a pair of left and right rails constituting the track portion of the composite structure,
The tread guide portion of the track guide is
The composite structure has a pair of guide ridges arranged symmetrically with respect to the track center of the track portion, and the interval between the guide ridges is maximized on the rear side of the track guide body. The distance between the left and right guide wheels of the dual mode vehicle is set so as to be wider, while gradually narrowing toward the front side of the track guide body, and the distance between the track portions at the front end of the track guide body. The travel mode conversion structure according to claim 5, wherein the structure is set so as to be the same. The guide ridge of the track guide body is:
A flange having a height lower than that of the flange of the guide wheel of the dual mode vehicle and abutting against a tread surface portion of the flange of the guide wheel of the dual mode vehicle to guide the guide wheel toward the center of the track A guide,
A flange mounting portion that has a height higher than the flange height of the guide wheel of the dual mode vehicle, and that rides the guide wheel guided by the flange guide portion;
An inclining portion connected to the flange mounting portion and abutting against the track portion of the composite structure so that the guide wheel of the dual mode vehicle riding on the flange mounting portion descends toward the track portion. When,
The travel mode conversion structure according to claim 6, wherein The trajectory guide is
The backside guide part which aligns the vehicle width direction center part of the dual mode vehicle to the track center by contacting the backside part of the flange of the guide wheel and guiding the guide wheel. 5. The traveling mode conversion structure according to any one of 1 to 4. The back guide portion of the track guide body is:
A guide plate disposed between a pair of left and right rails constituting the track portion of the composite structure;
The guide plate is
A width gradually increasing portion formed so that the width dimension gradually increases from a value smaller than the distance between the left and right guide wheels of the dual mode vehicle as it goes from the rear side to the front side;
A constant width portion connected to the front end portion having the maximum width of the width gradually increasing portion and extending a predetermined length in the front-rear direction and having the same width dimension as the distance between the left and right guide wheels of the dual mode vehicle;
The structure for driving mode conversion according to claim 8, comprising: The trajectory guide is
The travel mode conversion structure according to claim 8 or 9, further comprising a guide wheel contact portion that causes the guide wheel to travel while contacting a top portion of a flange of the guide wheel. Road traveling tires provided via tire axles disposed respectively in front and rear of the vehicle body, and track traveling provided through axles disposed in front and rear of the vehicle body so as to be movable up and down. Road traveling / trajectory traveling including a guide wheel for driving and a driving wheel provided on one of the tire axles disposed respectively, and traveling on a track with the front and rear guide wheels and the driving wheel. Possible dual-mode vehicles,
A road on which the dual mode vehicle can travel with the tire; and
A track having a standardized gauge dimension that allows the dual mode vehicle to travel on the guide wheels and the drive wheels;
The structure for traveling mode conversion according to any one of claims 1 to 10,
And converting the dual mode vehicle in the road travel mode to the track travel mode through the travel mode conversion structure, while converting the dual mode vehicle in the track travel mode to the road travel mode. Features a dual mode transportation system. The guide wheels of the dual mode vehicle are:
12. The dual mode traffic system according to claim 11, wherein the width dimension is set to the same value as the standardized width dimension of the track running wheel. The dual mode vehicle is
Forward imaging means for photographing the front including the guide wheels provided in the lower front part of the vehicle body;
A monitor device for projecting an image taken by the front imaging means on the driver's seat;
The dual-mode traffic system according to claim 11 or 12, comprising: The dual mode vehicle is
A rear imaging means for photographing the rear including the guide wheel provided at the lower rear of the vehicle body;
A monitor device for projecting the image taken by the rear imaging means on the driver's seat;
The dual mode traffic system according to any one of claims 11 to 13, further comprising: The dual mode vehicle is
15. The dual mode traffic system according to claim 13 or 14, wherein a line representing the center of the dual mode vehicle is displayed vertically on the screen center of the monitor device. The tire contact surface of the composite structure is
The dual mode traffic system according to any one of claims 13 to 15, wherein a track center line is formed at the center of the left and right rails of the track portion.   17. The dual mode vehicle includes an automatic guidance device that steers and guides a vehicle traveling direction toward a track center of the track portion based on a captured image of a track center line by the front imaging unit. The described dual mode transportation system. A plurality of induction magnets are provided on the tire contact surface of the composite structure along the rails at the center of the left and right rails of the track portion, and
The dual mode vehicle is provided with magnet detection means for detecting the induction magnet,
17. The automatic guidance device according to claim 11, further comprising an automatic guidance device that steers the vehicle traveling direction toward the track center of the track portion based on the position of the induction magnet detected by the magnet detection unit. A dual mode transportation system according to claim 1.

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