JP2013151273A - Transportation system for lowland and highland - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transportation system for low/highlands capable of efficiently transporting passengers from a lowland to a highland, while allowing the passengers to safely get onto carriers at platforms.SOLUTION: A transportation system for low/highlands is provided for transporting passengers between a lowland and a highland. The system is provided with: a first platform 1 provided at the lowland, a second platform 2 provided at the highland, annular rails 3 provided so as to connect the first platform 1 and the second platform 2 to each other, the plurality of carriers 51 provided on the annular rails 3, and a driving device 7 provided on the side of the annular rail 3. The driving device 7 is provided with: a first driving unit 70 which moves the carrier 51 in the first platform 1; a second driving unit 80 which moves the carrier 51 between the first platform 1 and the second platform 2; and a third driving unit 90 which moves the carrier 51 in the second platform 2.

Description

  The present invention relates to a low-altitude transportation system, which is a new transportation system for transporting personnel between a lowland and a highland.

  In recent years, it has been desired that residential areas and the like are constructed in highlands such as mountains, plateaus, and hills. Reasons include, for example, that the land area of the lowland has been limited, and that natural disasters such as tsunamis caused by earthquakes and floods due to heavy rains are likely to occur in the lowland.

  However, in the past, the foundation of life was laid in the lowland, including not only facilities that become the basis of life such as supermarkets for procuring food and workplaces for income, but also entertainment facilities such as amusement parks. It is.

  Therefore, in order to provide a residential area or the like in the highland, it is necessary to establish a transportation system for transporting personnel between the lowland and the highland.

  Here, as a means for conveying personnel between the lowland and the highland, for example, a ropeway can be cited. The ropeway includes a wire and a cabin. The wire is stretched so as to bridge between a boarding area provided in the lowland and a boarding area provided in the highland. The cabin moves while being suspended by a wire.

  However, since the cabin of this ropeway is suspended from a wire, it easily rolls when a side wind blows a little. In this case, there is a problem in using the ropeway as a transportation system because it is particularly frightening for the elderly and children.

  On the other hand, there is a vehicle facility for play as described in Patent Document 1. In this play vehicle facility, a track is laid so as to connect two platforms having different heights, an annular chain is provided along the track, and the vehicle hooked on the chain moves along the track. As a result, the vehicle can be moved even on a gradient track. Since the vehicle described in Patent Document 1 travels on a rail, it is resistant to crosswinds and can travel stably. Therefore, it is conceivable to apply the vehicle facility technique described in Patent Document 1 to the above traffic system.

Japanese Utility Model Publication No. 6-78143

  By the way, the vehicle described in Patent Document 1 is driven by a single chain that is shared by a portion along the gradient rail connecting the platforms and the inside of the platform. For this reason, the speed of traveling on the vehicle gradient and the speed of traveling on the platform must be the same. That is, in this structure, if the speed of the chain drive is increased, the speed of the vehicle is increased even in the platform, and there is a problem that a passenger is in danger when getting into the vehicle. On the other hand, if the chain drive is slowed down, the speed of traveling on the slope is slowed down, and there is a problem that the efficiency of transporting the passenger becomes extremely poor. Therefore, there is a problem in applying the vehicle facility described in Patent Document 1 to a traffic system.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to enable the passenger to be efficiently transported from the lowland to the highland, and for the passenger to feel safe even at the landing. It is to provide a low-altitude transportation system that can be boarded.

  The present invention is a low-altitude transportation system for transporting personnel between a lowland and a highland, wherein the first landing site provided in the lowland and a position higher than the first landing site. A second landing area provided at a certain high altitude, an annular rail laid to connect the first landing area and the second landing area, and a wheel provided on the annular rail. A plurality of transporters on which a person is boarded, and a drive device provided on the annular rail side for moving the transporters along the annular rail, the drive device is provided in the first landing area A first drive unit for moving the transporter, a second drive unit for moving the transporter between the first landing site and the second landing site, and the second driving unit within the second landing site And a third driving unit that moves the transporter.

  In this low-altitude transportation system, the second driving unit that moves the transporter between the first landing and the second landing is the first driving unit and the third driving unit. It is preferable that the transporter be moved faster than the part.

  Moreover, it is preferable that this low-altitude transportation system further includes a walkway provided along the annular rail and connecting the first landing and the second landing.

  Further, in this low-altitude transportation system, the wheels of the transporter are in contact with or in close proximity to the annular rail at three or more points in the upper and lower sides and the left-right direction in the cross-section of the annular rail. Preferably there is.

  The low-altitude traffic system preferably further includes a rail heating device that heats the annular rail and thereby prevents snow accumulation or freezing.

  In this low-altitude traffic system, the transporter preferably includes a seat that is driven so that the seat portion is maintained in a substantially horizontal state.

  In the low-altitude transportation system, the second driving unit includes a cable extending between the first landing and the second landing along the annular rail, A winding device that winds up the strip and thereby moves the strip along an annular rail, and the transport device includes a gripping device that can freely grip the strip, and the gripping device Switches between the first landing and the second landing and seizes the rope and unloads the rope at the first landing and the second landing. It is preferred that

  The low-altitude traffic system further includes an abnormality detection device that detects an abnormality in the speed of the transporter, and the transporter has an emergency brake that stops the transporter on the annular rail. It is preferable that the brake is driven based on a detection signal detected by the abnormality detection device.

  Further, in this low-altitude transportation system, a power feeding unit provided along the annular rail and connected to a power source unit, a power receiving unit provided in the transporter and connected to the power feeding unit, and the transporter It is preferable to further include a load device that is provided and to which power is supplied via the power receiving unit.

  In this low-altitude transportation system, the highland is provided with a third landing, and the annular rail has a highland side rail portion that connects the second landing and the third landing. It is preferable that the high altitude side rail portion is provided with high altitude side transport device moving means for moving the transport device along the high altitude side rail portion.

  In this low-altitude transportation system, the lowland is provided with a fourth landing area, and the annular rail is connected to the first landing area and the fourth landing area. It is preferable that the low ground side rail portion is provided with low ground side transport device moving means for moving the transport device along the low ground side rail portion.

  According to the low-altitude traffic system of the present invention, the passenger can be efficiently transported from the lowland to the highland, and the passenger can get into the transporter at ease at the landing.

It is a perspective view which shows the use condition of the low-altitude transportation system of Embodiment 1. FIG. BRIEF DESCRIPTION OF THE DRAWINGS It is a general view of the low-altitude transportation system of Embodiment 1, (a) is a top view, (b) is a front view. It is a figure which shows the 1st boarding / alighting point of the low-altitude traffic system of Embodiment 1, (a) is a top view, (b) is a front view. It is a figure which shows the 2nd boarding / alighting point of the low-altitude transportation system of Embodiment 1, (a) is a top view, (b) is a front view. It is sectional drawing in the boarding / alighting platform of the low-altitude transportation system of Embodiment 1. It is sectional drawing in locations other than the boarding / alighting platform of the low-altitude transportation system of Embodiment 1. It is a horizontal sectional view of the carrier of the low-altitude transportation system of Embodiment 1. It is a sectional side view of the conveyance machine of the low-altitude transportation system of Embodiment 1, (a) shows the time of raising, (b) shows a horizontal state, (c) shows the time of descent. It is a block diagram of the low-altitude transportation system of Embodiment 1. It is a top view of the low-altitude transportation system of Embodiment 2. It is a figure which shows the 3rd rail part of the low-altitude transportation system of Embodiment 2, (a) is a top view, (b) is a front view. It is a figure which shows the 1st boarding / alighting point of the low-altitude transportation system of Embodiment 2, (a) is a top view, (b) is a front view. It is a figure which shows the 2nd boarding / alighting point of the low-altitude transportation system of Embodiment 2, (a) is a top view, (b) is a front view. It is a front view which shows the lifting apparatus of the low-altitude traffic system of Embodiment 2. It is a figure which shows the to-be-latched part of the low-altitude traffic system of Embodiment 2, (a) is a top view, (b) is a front view. It is the partially broken front view which shows the conveyance vehicle of the low-altitude transportation system of Embodiment 2. It is sectional drawing in the lifting apparatus of the low-altitude transportation system of Embodiment 2. It is sectional drawing in the 3rd rail part of the low-altitude transportation system of Embodiment 2. It is sectional drawing in the 3rd boarding / alighting platform of the low-altitude transportation system of Embodiment 2. It is a figure of the brake device of the low-altitude traffic system of Embodiment 2. It is a principal part front view of the reverse running prevention apparatus of the low-altitude transportation system of Embodiment 2.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  The low-altitude transportation system of the first embodiment (hereinafter referred to as a transportation system) is a transportation system for transporting personnel between a lowland and a highland. As shown in FIG. 1, the transportation system includes a first landing 1 provided in a lowland, a second landing 2 provided in a highland, and an annular rail 3 laid so as to connect them. And a transport vehicle 5 traveling on the annular rail 3 and a drive device 7 for driving the transport vehicle 5.

  The first landing 1 is provided in a lowland. Lowland here refers to low land compared to high land such as mountains, and examples include plains, basins, and foothills. The first landing 1 is a so-called platform where a passenger gets into the transport vehicle 5 or gets off the transport vehicle 5. As shown in FIG. 2, the first landing 1 includes an entrance 11 where the transport vehicle 5 enters, a landing 12 where a passenger gets on and off the transport vehicle 5, and the first landing 1. And an exit 13 for the transport vehicle 5 to exit. The first landing 1 is formed in the order of the entrance portion 11, the entrance / exit portion 12, and the exit portion 13 along the annular rail 3, and has a predetermined length along the annular rail 3. The first landing 1 of this embodiment is formed in a substantially U shape in plan view.

  The second landing 2 is provided at a high altitude. In other words, the second landing 2 is provided at a position higher than the first landing 1. The highland here refers to a land that is higher than the lowland, and includes, for example, mountain peaks, plateaus, plateaus, and the like. The highland may be on the mountainside. Similarly to the first platform 1, the second platform 2 is also a so-called platform in which a passenger gets into the transport vehicle 5 and gets off the transport vehicle 5. As shown in FIG. 2, the second landing 2 has the same structure as the first landing 1. The second boarding area 2 includes an entrance part 21, a boarding part 22, and an exit part 23. The second landing 2 is also formed in the order of the entrance 21, the entrance 22 and the exit 23 along the annular rail 3, and has a predetermined length along the annular rail 3. The second landing 2 of this embodiment is formed in a substantially U shape in plan view.

  In the annular rail 3, both ends of the forward path 31 and the return path 32 are connected to each other. ). In other words, the annular rail 3 is a so-called endless rail through which the transport vehicle 5 can circulate. As shown in FIG. 2, the annular rail 3 includes a first rail portion 33 laid in the first landing area 1, and a second rail portion 34 laid in the second landing area 2. And a third rail portion 35 laid between the first landing 1 and the second landing 2. As for the 3rd rail part 35, the 1st rail part 33 is connected with one edge part, and the 2nd rail part 34 is connected with the other edge part.

  The first rail part 33 is formed along the entrance part 11, the boarding / exiting part 12, and the exit part 13 of the first boarding area 1. The second rail part 34 is formed along the entrance part 21, the boarding part 22, and the exit part 23 of the second boarding area 2. The first rail portion 33 and the second rail portion 34 are substantially U-shaped in plan view. The first rail portion 33 is provided at the same height as the first landing 1. The second rail portion 34 is provided at the same height as the second landing 2. In other words, the second rail portion 34 is provided at a location higher than the first rail portion 33.

  The third rail portion 35 is inclined so as to be positioned at a gradually higher position toward the one end portion side. In other words, the third rail portion 35 has a first end portion 351 and a second end portion 352 opposite to the first end portion 351, and the first end portion 351 The closer to the second end 352, the more inclined it is to be positioned at a higher position. The third rail portion 35 of the present embodiment is inclined by about 25 ° with respect to the horizontal direction. The first end portion 351 is connected to the first rail portion 33. The second end portion 352 is connected to the second rail portion 34.

  As shown in FIGS. 5 and 6, the annular rail 3 includes a base portion 36 fixed to the ground and a pair of steel pipe rails 37 fixed to the base portion 36. The steel pipe rail 37 is formed in a cylindrical shape. The steel pipe rail 37 of this embodiment is formed in a cylindrical shape.

  The base body portion 36 has a plurality of support columns 361 provided on the ground, a horizontal support 362 supported by the support support 361, and a U-shape in front view that supports the steel pipe rail 37 provided on the horizontal support 362. And a supporting arm portion 363. The base portion 36 is fixed to the ground, and thereby supports the pair of steel pipe rails 37 via the horizontal portion 362 and the support arm portion 363. The support arm part 363 maintains the distance between the opposing steel pipe rails 37. Further, the support arm portion 363 holds the steel pipe rail 37 while keeping the mutual height of the steel pipe rail 37 at the same level.

  As shown in FIG. 2, the traffic system according to the present embodiment includes a corridor 4 that connects the first landing 1 and the second landing 2. The walkway 4 is provided along the annular rail 3. The corridor 4 is provided substantially parallel to the third rail portion 35 of the annular rail 3, and is gradually inclined so as to become higher toward the second landing 2 side. The walkway 4 of this embodiment is continuous from the first landing 1 to the second landing 2.

  As shown in FIG. 6, the corridor 4 is disposed adjacent to the transport vehicle 5, and is provided at a position where a passenger can get off the transport vehicle 5 when the transport vehicle 5 stops in an emergency. The walkway 4 of this embodiment is provided slightly below the transport vehicle 5. Thereby, the operator can inspect the lower part of the conveyance vehicle 5 from the walkway 4 through the gap between the conveyance vehicle 5 and the annular rail 3. The walkway 4 is attached to a support base 41 that extends laterally from the base body 36 of the annular rail 3. The support base portion 41 protrudes from the base portion 36 in a cantilever shape.

  The transport vehicle 5 moves between the first landing 1 and the second landing 2 with a passenger on board. As shown in FIG. 5 and the like, the transport vehicle 5 includes a transporter 51 on which personnel can board, a rotatable wheel 52, and a carriage unit 53 for rotatably mounting the wheel 52 to the transporter 51. I have.

  The transporter 51 has a boarding space formed therein as shown in FIGS. The transporter 51 is formed in a substantially rectangular box shape. The transporter 51 is mounted on the annular rail 3 via wheels 52, and can thereby move on the annular rail 3 along the rail. The transporter 51 includes an entrance / exit opening 511 that opens in a direction (side) perpendicular to the traveling direction, and an opening / closing door 512 that closes the entrance / exit opening 511 so as to be freely opened and closed. The transporter 51 includes a door opening / closing mechanism (not shown) that automatically drives the opening / closing door 512 to open and close.

  The opening / closing door 512 of the present embodiment is constituted by two doors. The open / close door 512 is movable so as to be separated from each other in the left-right direction. The open / close door 512 slides along guide rails (not shown) provided at the upper and lower edges of the entrance / exit opening 511 of the transporter 51.

  The door opening / closing mechanism automatically opens the door 512 when the transporter 51 enters the first landing 1 and the second landing 2. Further, the door opening / closing mechanism automatically closes the opening / closing door 512 at a place other than the first landing 2 and the second landing 2. The door opening / closing mechanism may be one that mechanically opens and closes the opening / closing door 512, or may be one that opens and closes the opening / closing door 512 by driving an actuator controlled by an electrical signal.

  The transporter 51 is provided with a seat 54 in an internal boarding space. As shown in FIG. 8, the seat 54 is driven so that the seat portion of the seat portion 542 is maintained in a substantially horizontal state even when the transporter 51 is positioned at an inclined position in the annular rail 3. In other words, the seat 54 is a movable seat that is driven so that the seat portion always maintains a substantially horizontal state. The seat 54 includes a seat fixing base 541 fixed inside the transporter 51, a seat portion 542 that is rotatably provided on the seat fixing base 541, and a damper 543 that reduces the rotational speed of the seat portion 542. ing.

  The seat fixing base 541 has a U-shape in plan view as shown in FIG. A plurality of seat fixing bases 541 are provided so as to be aligned in the traveling direction. The seat fixing base 541 includes a bearing portion 544 that rotatably supports a shaft portion 545 provided on the seat portion 542. A pair of bearing portions 544 are provided apart from each other in a direction perpendicular to the traveling direction.

  The sheet portion 542 opens in the traveling direction and upward, and has a substantially L-shaped cross section. The seat portion 542 includes a seat portion on which a passenger sits, a backrest portion erected from the seat portion, and a shaft portion 545 provided on the backrest portion and projecting in a horizontal direction perpendicular to the traveling direction. It has. The seat portion 542 is swingably attached to the seat fixing base 541 via a shaft portion 545 and a bearing portion 544.

  The damper 543 is attached between the lower end portion of the sheet portion 542 and the bottom surface of the transporter 51. The damper 543 attenuates the rotational speed (in other words, the swing speed) of the seat portion 542. The damper 543 is configured by a shock absorber. The shock absorber may be a gas-filled type or an oil-filled type. The damper 543 is not limited to the one provided between the rotating seat portion 542 and the bottom surface of the transporter 51, and may be attached between the seat portion 542 and the seat fixing base 541.

  In the seat 54, when the transporter 51 is tilted with the tilt of the annular rail 3, the seat portion 542 swings using its own weight as shown in FIG. 8. The damper 543 is driven to expand and contract in conjunction with it. The sheet portion 542 slowly rotates around the shaft portion 545. As a result, the seat is driven so as to always maintain the horizontal state.

  As shown in FIGS. 5 and 6, the wheel 52 is attached to the transporter 51 via a carriage unit 53. The wheel 52 is provided between the transporter 51 and the annular rail 3. The wheels 52 are provided at the four corners of the transporter 51. Each wheel 52 rolls on the surface of the steel pipe rail 37 constituting the annular rail 3. Each wheel 52 of the present embodiment is composed of three tires and holds the steel pipe rail 37 at a total of three points, either one of two points in the vertical direction and one point in the horizontal direction. The wheel 52 includes an upper tire 521 that rolls above the steel pipe rail 37, a lower tire 522 that rolls below the steel pipe rail 37, and a horizontal tire 523 that rolls on the side of the steel pipe rail 37. . The horizontal tires 523 are respectively provided so as to be located on the opposite side (that is, outside) of the pair of steel pipe rails 37. The upper tire 521, the lateral tire 523, and the lower tire 522 may be in contact with all the tires with respect to the steel pipe rail 37, or only the upper tire 521 is in contact with the lower tire 522 and the lateral tire 523 in close proximity to each other. It may be.

  The cart unit 53 is fixed to the lower surface of the transporter 51 as shown in FIGS. The main body of the cart unit 53 is constituted by a cart body. Wheels 52 are attached to the cart body. The cart body is provided with a power receiving unit 55 of a power collecting device 59 described later, a power receiving unit 56 described later, a gripping device 6 described later, and the like.

  The gripping device 6 is configured so that a cord 81 (wire) stretched along the annular rail 3 can be gripped and unwound. The grasping device 6 is fixed to the transporter 51 via the carriage body. As shown in FIG. 6 and the like, the gripping device 6 includes a first gripper 61 located below the rope 81 and a second gripper provided so as to be able to contact and separate from the first gripper 61. 62, an elastic body 63 that urges the second handle 62 toward the first handle 61, and a pressure release portion that drives the first handle 61 and the second handle 62 in the opening direction. 64.

  The first handle 61 is provided on an attachment piece 66 that protrudes downward from the lower surface of the carriage body. The first handle 61 protrudes laterally from the attachment piece 66. A first grip portion 611 that is bent downward is provided at the tip of the first handle 61.

  The second handle 62 is rotatably attached to the attachment piece or the first handle 61. The second handle 62 is arranged along the longitudinal direction of the first handle 61. A second grip 621 that is concave upward is provided at the tip of the second handle 62. The second grip portion 621 clamps the rope 81 with the first grip portion 611.

  The elastic body 63 constantly urges the rotatable second gripper 62 toward the first gripper 61 side. Thereby, the 2nd grip part 621 is pressed on the 1st grip part 611 side. The elastic body 63 is configured by a coil spring.

  The pressing release portion 64 is provided on the second handle 62. The press release part 64 is provided at the end of the second handle 62 opposite to the second handle. In other words, the press release part 64 is provided on the opposite side of the second grip part 621 across the rotation center of the second gripper 62. When the pressing release portion 64 is pressed downward, the second grip portion 621 is moved upward, whereby the first grip portion 611 and the second grip portion 621 are separated. The press release part 64 of the present embodiment includes an opening / closing roller 65 provided to be rotatable along the traveling direction of the transporter 51.

  As shown in FIGS. 3 and 4, the annular rail 3 is provided with a pressing guide portion 38 that presses the pressing release portion 64 to separate the first grip portion 611 and the second grip portion 621. The pressing guide portion 38 is provided at a location corresponding to the first landing 1 and the second landing 2. The pressing guide portion 38 is provided at each of the entrance portion 11 and the exit portion 13 of the first landing 1. Moreover, the pressing guide part 38 is provided in the entrance part 21 and the exit part 13 of the 2nd boarding / alighting place 2, respectively. In other words, the pressing guide portion 38 is provided at a location where a region where a friction tire 71 is provided in the below-described landings 1 and 2 and a region where the rope 81 is provided overlap. The pressing guide portion 38 is formed with an introduction portion (not shown) that is inclined so as to be positioned higher toward the end portion on the upper end side in the moving direction of the transporter 51.

  In addition, the pressing guide part 38 provided in each of the first landing 1 and the second landing 2 is the total length of the landings 1, 2 (entrance parts 11, 21, landing parts 12, 22, outlet part 13, 23) may be provided continuously.

  For example, when the transporter 51 enters the first landing 1, the pressing release portion 64 of the gripping device 6 comes into contact with the introduction portion of the pressing guide portion 38 on the inlet portion 11 side. When the transporter 51 continues to move in this state, the pressing guide portion 38 is pressed downward, whereby the gripping device 6 is set in a retracted state (see FIG. 5).

  When the transporter 51 moves along the entrance portion 11 of the first landing 1 and the pressing guide portion 38 is detached from the pressing release portion 64, the second grip portion 621 is moved to the first grip portion according to the biasing force of the elastic body 63. It moves to 611 side, and this makes the grasping device 6 a grasping state (refer FIG. 6). If the transport device 51 moves along the boarding / alighting part 12 as it is and reaches the outlet part 13, the pressing release part 64 of the gripping device 6 comes into contact with the introduction part of the pressing guide part 38 on the outlet part 13 side. Thereby, the grasping device 6 is opened again. Thereafter, when the transporter 51 exits from the first landing 1, the gripping device 6 is separated from the pressing guide portion 38 on the outlet portion 13 side, whereby the gripping device 6 is switched to the gripping state.

  The operation of the grasping device 6 in the second landing 2 is the same as the operation in the first landing 1, and the description thereof is omitted.

  The low-altitude traffic system of the present embodiment is provided with a driving device 7 that drives the transporter 51 on the annular rail 3. The driving device 7 is provided not on the transporter 51 but on the annular rail 3 side.

  The driving device 7 includes a first driving unit 70 that is a driving source of the transporter 51 in the first landing 1 and a transport between the first landing 1 and the second landing 2. A second drive unit 80 serving as a drive source for the container 51 and a third drive unit 90 serving as a drive source for the transporter 51 in the second landing 2. The driving device 7 is connected to the control device 100 provided in the first boarding area 1 or the second boarding area 2, and the driving units 70, 80, and 90 are driven and controlled. In addition, the control apparatus 100 of this embodiment is arrange | positioned in the upper side pit 24 provided in the 2nd landing 2 as shown in FIG.

  As shown in FIG. 3, the first drive unit 70 is provided over substantially the entire length in the first landing 1. The first drive unit 70 moves the transporter 51 at a constant speed in the first landing 1. As shown in FIG. 5, the first drive unit 70 is fixed to the support arm 363 of the base body 36 of the annular rail 3. As shown in FIG. 3, a plurality of first drive units 70 are provided so as to be aligned in the traveling direction. As shown in FIG. 5, the first driving unit 70 includes a friction tire 71 that contacts a power receiving unit 56 fixed to the transporter 51, and a motor 72 that drives the friction tire 71.

  The power receiving portion 56 includes a friction plate 561 that is long in the traveling direction. The friction plate 561 is arranged so that its main surface faces downward. The power receiving portion 56 is provided on the carriage portion 53 and is thereby fixed to the lower surface of the transporter 51. The power receiving portion 56 is disposed so as to be parallel to the traveling direction of the transporter 51, and is provided over substantially the entire length in the traveling direction of the transporter 51 in the present embodiment.

  The friction tire 71 propels the transporter 51 in the traveling direction by rotating while being in contact with the friction plate 561 of the power receiving portion 56. The friction tire 71 is connected to a motor 72. The friction tire 71 rotates when the motor 72 is driven to rotate. The motor 72 is controlled not only by rotation stop control but also by rotation speed control (rotation speed control) by an inverter circuit provided in the control device 100.

  As shown in FIG. 3, the first drive unit 70 has a configuration in which a plurality of friction tires 71 that are rotationally driven are arranged in a substantially U shape along the first landing area 1. The friction tires 71 are provided at a constant pitch. The distance (pitch dimension) between the friction tires 71 is shorter than the length in the longitudinal direction of the friction plate 561 of the power receiving portion 56. In other words, at least one of the plurality of friction tires 71 is always in contact with the friction plate 561 of the transporter 51 located in the first landing 1.

  The first drive unit 70, in order from the approach direction, includes a first section 73 that performs high-speed operation, a second section 74 that performs deceleration operation, a third section 75 that performs low-speed operation, and a fourth section that performs acceleration operation. It is divided into a section 76 and a fifth section 77 for high speed operation.

  The friction tire 71 in the first section 73 rotates at a high speed, so that the transport vehicle 5 that has moved the third rail part 35 at a high speed smoothly transitions to the second rail part 34. All the friction tires 71 in the first section 73 rotate at substantially the same constant rotational speed. The transport vehicle 5 traveling in the first section 73 travels at substantially the same speed as the transport vehicle 5 traveling on the third rail portion 35.

  The rotational speed of the friction tire 71 in the second section 74 is slower than that of the friction tire 71 in the first section 73. The friction tire 71 in the second section 74 is preferably controlled such that the friction tire 71 closer to the third section 75 has a lower rotational speed. The friction tire 71 in the second section 74 decelerates the speed of the transport vehicle 5 that has traveled in the first section 73 at a high speed.

  The friction tire 71 in the third section 75 has substantially the same rotational speed as the friction tire 71 closest to the third section 75 in the second section 74. All the friction tires 71 in the third section 75 perform low-speed rotation at a constant speed. Thereby, the speed of the conveyance vehicle 5 which moves along the boarding / alighting part 12 is made to drive | work at the speed which a passenger can board easily. At this time, it is necessary to consider that elderly people and children board as passengers. For this reason, it is preferable that the friction tire 71 in the third section 75 causes the transport vehicle 5 to travel at a speed as slow as possible.

  The friction tire 71 in the fourth section 76 is controlled such that the rotational speed of the friction tire 71 closer to the fifth section 77 is higher. The friction tire 71 in the fourth section 76 accelerates the speed of the transport vehicle 5 that travels in the third section 75 at a low speed.

  The friction tire 71 in the fifth section 77 rotates at a high speed, so that the transport vehicle 5 accelerated in the fourth section 76 is smoothly transferred to the third rail portion 35. All the friction tires 71 in the fifth section 77 rotate at substantially the same constant rotational speed. The friction tire 71 in the first section 73 is set to the same rotational speed as the friction tire 71 in the first section 73. In other words, the transport vehicle 5 traveling in the fifth section 77 travels at substantially the same speed as the transport vehicle 5 traveling on the third rail portion 35.

  As shown in FIG. 4, the third drive unit 90 is provided over substantially the entire length in the second landing 2. The third drive unit 90 is different from the first drive unit 70 only in that it is provided in the second landing 2 and the other structures are the same. Therefore, the description is omitted.

  The second driving unit 80 moves the transporter 51 between the first landing area 1 and the second landing area 2. In other words, the second drive unit 80 simultaneously moves the plurality of transporters 51 disposed on the third rail unit 35 at a constant speed. The speed at which the second drive unit 80 drives the transporter 51 is set faster than the speed at which the first drive unit 70 and the third drive unit 90 drive the transporter 51.

  As shown in FIGS. 3 and 4, the second drive unit 80 includes a rope 81 arranged along the steel pipe rail 37 of the third rail portion 35 and a winding device 82 that winds up the rope 81. I have.

  As shown in FIG. 6, the rope 81 is provided at a position corresponding to the gripping device 6. The rope 81 is a so-called wire rope. The rope 81 is disposed along the third rail portion 35. The rope 81 is formed in a loop shape. The rope 81 is supported by a small sheave 83 rotatably provided on the base portion 36 of the annular rail 3 (FIGS. 3 and 4). A plurality of small sheaves 83 are arranged along the third rail portion 35.

  The rope 81 has a winding device 82 connected to a folded portion on the second landing 2 side among the folded portions of the forward path 31 and the return path 32. In addition, a tension device 86 is provided at the folded portion on the first landing 1 side.

  As shown in FIG. 4, the winding device 82 includes a driving main sheave 84 that turns the rope 81 back from the forward path 31 to the return path 32, and a second driving unit motor 85 that rotates the driving main sheave 84. I have. The winding device 82 is arranged in the upper pit 24. The second driving unit motor 85 is electrically connected to the control device 100 and is inverter-controlled. In other words, in the winding device 82, the drive speed of the rope 81 is variable. The winding device 82 is controlled by the control device 100 so as to continue to be driven at all times during normal times. As a result, the rope 81 continues to move in the longitudinal direction. The hoisting device 82 is controlled to stop driving in an emergency.

  The tension device 86 is structured to be able to contact and separate from the winding device 82. The tension device 86 includes a tension main sheave 87 that folds the rope 81 from the forward path 31 to the return path 32, and a slide portion 88 that moves the tension main sheave 87 along the longitudinal direction of the annular rail 3. The tension device 86 is disposed in the lower pit 14. The slide portion 88 adjusts the tension of the rope 81 by moving the tension main sheave 87 in a direction away from the winding device 82. In other words, the tension device 86 stretches the rope 81 with the winding device 82.

  The transport vehicle 5 in the first landing 1 is propelled by the first driving device 7, passes through the exit portion 13, and exits the first landing 1. When the transport vehicle 5 exiting from the exit portion 13 enters the third rail portion 35, the pressing release portion 64 of the gripping device 6 is detached from the pressing guide portion 38, whereby the gripping device 6 is in the gripping state. Can be switched. Then, the grasping device 6 grasps the driven rope 81. The transport vehicle 5 continues to move on the third rail portion 35 following the movement of the rope 81.

  Thereafter, when the transport vehicle 5 enters the second landing 2, the pressing release portion 64 of the gripping device 6 is pressed by the pressing guide portion 38, so that the gripping device 6 is in a releasing state. It is separated from the driving force of the second driving unit 80. Then, the friction tire 71 of the third drive unit 90 provided in the second landing 2 comes into contact with the friction plate 561 of the transport vehicle 5, thereby propelling the transport vehicle 5 in the second landing 2. Is done. The transport vehicle 5 that has moved in the second landing 2 enters the third rail portion 35 again. The transport vehicle 5 that has entered the third rail portion 35 switches the drive source from the third drive portion 90 to the second drive portion 80.

  Here, the rail heating device (not shown) which prevents the freezing of the annular rail 3 or the snow accumulation on the annular rail 3 is attached to the traffic system of this embodiment. As this rail heating device, for example, a device in which a hot water pipe is piped inside a tubular steel pipe rail 37 can be considered. The hot water pipe is connected to a hot water circulation device. The rail heating device is configured so that hot water is constantly circulated. Further, as another example of the rail heating device, there is one in which a heating wire is disposed inside the steel pipe rail 37. Thus, the rail heating device of this embodiment prevents the steel pipe rail 37 from freezing or snowing by heating the steel pipe rail 37.

  Moreover, the traffic system of the present embodiment includes an abnormality detection device (not shown) that detects an abnormality in the speed of the transporter 51. The transport vehicle 5 is provided with an emergency brake 57 (see FIG. 9). The emergency brake 57 operates based on a detection signal detected by the abnormality detection device.

  The abnormality detection device according to the present embodiment includes a speedometer 58 and a controller 103. The speedometer 58 measures the speed of the transport vehicle 5 and outputs the speed signal to the controller 103. The controller 103 determines whether there is an abnormality based on the signal input from the speedometer 58. The speedometer 58 is provided in each transport vehicle 5. The controller 103 is provided in each transport vehicle 5. The controller 103 is electrically connected to the control device 100 via a current collector 59 described later. The speedometer 58 and the controller 103 may be provided in the transport vehicle 5 or may be provided on the annular rail 3 side.

  The controller 103 has a microprocessor as a main component. When the signal from the speedometer 58 is input, the controller 103 determines whether there is an abnormality, and the brake control unit 102 that controls the driving of the emergency brake 57 based on the signal input from the determination unit 101. And. The controller 103 further includes a transmission unit 104 that outputs a signal to the control device 100 when the determination unit 101 determines that an abnormality has occurred.

  The emergency brake 57 urgently stops the transporter 51 on the annular rail 3. The emergency brake 57 is, for example, one that clamps the steel pipe rail 37 of the annular rail 3 from both sides to stop the transporter 51, or a brake plate that is provided along the annular rail 3 and sandwiches the brake plate to transport the transporter 51. The thing etc. which stop is mentioned.

  The controller 103 controls the driving of the emergency brake 57 based on the detection signal detected by the abnormality detection device. Specifically, the controller 103 activates the emergency brake 57 when the abnormality detection device detects an abnormality. For example, when the rope 81 is cut, the speed of the ascending transport vehicle 5 decreases. Further, the speed of the transporting vehicle 5 that is descending increases. In this case, the controller 103 determines that an abnormality has occurred in the transport vehicle 5 from the speed signal input from the speedometer 58, and controls the emergency brake 57 of the transport vehicle 5 to operate. At the same time, in the controller 103, the transmission unit 104 outputs a signal to that effect to the control device 100. When the signal from the controller 103 is input, the control device 100 urgently stops all the drive devices 7.

  In addition, the transport vehicle 5 of the present embodiment is provided with a load device (not shown) having a high rated voltage such as an air conditioner or a lighting device. This load device is connected to the power supply device via the current collector 59. In other words, the load device is configured to receive power supplied from the power supply device via the current collector 59.

  As shown in FIG. 5 and the like, the current collector 59 includes a power receiving portion 55 provided in the transport vehicle 5 and a power feeding portion 39 fixed to the support arm portion 363 of the annular rail 3. The power reception unit 55 includes a plurality of current collectors that are in sliding contact with the power supply unit 39. The power receiving unit 55 has a structure that can contact the power feeding unit 39 while sliding. Accordingly, the power receiving unit 55 is electrically connected to the power feeding unit 39 even while the transporter 51 is moving.

  The power feeding unit 39 is fixed to the annular rail 3 side. The power feeding unit 39 is provided along the annular rail 3. The power feeding unit 39 is arranged so that the distance from the annular rail 3 is always constant. The power supply unit 39 is connected to a power supply unit that supplies power.

  In the traffic system of this embodiment, a load device having a large load is attached to the transport vehicle 5. In addition, a current collector 59 that can supply power to the transport vehicle 5 during travel is provided. For this reason, even if the storage device is not provided in the transporter 51, the load device can always be supplied with sufficient power.

  Note that the current collector 59 of the present embodiment includes a contact connected to the controller 103 of the transport vehicle 5 and a contacted body connected to the control device 100. The contact contacts the plate-like contacted object while sliding. The contact is arranged in parallel with the power receiving unit 55. As a result, the controller 103 can transmit a signal to the control device 100.

  In the low-altitude transportation system of the present embodiment, an operation room (not shown) is provided in each of the first landing 1 and the second landing 2. Each operation room is provided with a main power supply for manually turning on / off the power supply of the system. The operation room provided in the first landing 1 is provided with a stop operation unit (not shown) for stopping the driving of the first drive unit 70. The operation room provided in the second landing 2 is provided with a stop operation unit (not shown) for stopping the driving of the second drive unit 80. Thus, for example, when an elderly person or the like gets into the transport vehicle 5, if an operator in the operation room determines that it is dangerous to get in the transport vehicle 5, the transport vehicle 5 is once manually stopped. Such operations are possible. In this case, the driving speed of the second driving unit 80 may be interlocked so as to decelerate.

  In the traffic system of the present embodiment having such a configuration, the driving device 7 moves the transporter 51 in the first landing area 1, the first driving area 1 and the second landing area 1. A second drive unit 80 for moving the transporter 51 between the landings 2 and the landing 2 and a third drive unit 90 for moving the transporters 51 within the second landing 2 are provided. Therefore, the transporter 51 can be driven independently at the first and second landings 1 and 2 and between the first and second landings 1 and 2. . Thereby, the speed of the transporter 51 traveling between the first landing site 1 and the second landing site 2 can be changed regardless of the speed of the transporter 51 traveling on the landing site. Regardless of the transporter 51 that travels between the first landing 2 and the second landing 2, the speed of the transporter 51 that travels in the landing can be changed. As a result, the passenger can be efficiently transported from the lowland to the highland, and the passenger can get into the transporter 51 at ease at the landing.

  In particular, in the traffic system of the present embodiment, the second drive unit 80 that moves the transporter 51 between the first platform 1 and the second platform 2 is the first drive unit 70 and the third drive unit 80. The transporter 51 is moved faster than the drive unit 90. For this reason, an efficient passenger can be conveyed.

  By the way, the cable car and the skewed elevator having a common round-trip path can be provided with only one cabin on the track. In this regard, the transportation system of the present embodiment is provided with a plurality of transporters 51 on the annular rail 3. For this reason, many personnel can be conveyed efficiently.

  Moreover, since the traffic system of this embodiment is provided with the corridor 4 which connects the 1st boarding / alighting hall 1 and the 2nd boarding / alighting hall 2, even if the situation where the conveyance vehicle 5 stops urgently arises. The passenger can descend from the transport vehicle 5 to the corridor 4 and evacuate. In addition, even if there is a case where it is necessary to blame the lowland to the highland due to a tsunami or flood, the refugee can use the walkway 4 to evacuate from the lowland to the highland.

  Further, in the traffic system of the present embodiment, the wheels 52 of the transport vehicle 5 are in contact with or in close proximity to the annular rail 3 at least at one of the upper, lower, and left and right directions in the cross section of the annular rail 3. To do. Thereby, it can prevent that the conveyance vehicle 5 derails, and can ensure sufficient safety | security.

  Moreover, since the traffic system of this embodiment is provided with the rail heating apparatus which prevents the snow or freezing of the annular rail 3, it can prevent that the conveyance vehicle 5 which drive | works the annular rail 3 slips. In particular, if the annular rail 3 is frozen when the transport vehicle 5 is about to stop urgently, the transport vehicle 5 may not be stopped reliably.

  In addition, since the transportation system of the present embodiment includes the seat 54 that is driven so that the seat portion of the transport vehicle 5 is maintained in a substantially horizontal state, even if the transport vehicle 5 travels on a steep slope, the passenger is in a posture. There is almost no need to change. For this reason, even when an elderly person or a child boarded as a passenger, the burden on the passenger can be reduced.

  Moreover, in the case where the fixed seat is provided by changing the height stepwise along the slope as in the cable car, it is necessary to make the boarding area have a shape along the slope. However, since the seat 54 of the present embodiment is a movable seat 54 that is driven so as to always maintain a horizontal state, when the transporter 51 is in a horizontal state, the seat 54 also changes to a horizontal state. That is, since the transporter 51 can change the posture between an inclined state and a horizontal state, the landing portions 12 and 22 of the landings 1 and 2 can be formed horizontally. As a result, it is possible to provide the landings 1 and 2 that are safe and easy to move for elderly people and children.

  Moreover, since the traffic system of this embodiment is provided with the rope 81 and the grip device 6 provided in the transporter 51 as the second drive unit 80, it is necessary to provide a drive unit in each transporter 51. Disappears. Thereby, the cost concerning the transporter 511 units can be reduced. Even if a plurality of transporters 51 are provided, the transporter 51 can be safely transported on the annular rail 3 without changing the distance between the transporters 51 in the region traveled by the rope 81. Can be run.

  Moreover, since the traffic system of this embodiment is provided with the abnormality detection apparatus which detects the speed abnormality of the conveyance device 51, and the emergency brake 57 of the conveyance device 51 is driven based on the detection signal of the abnormality detection device, In the unlikely event that the rope 81 is cut or the gripping device 6 malfunctions, safety can be ensured.

  Moreover, since the traffic system of this embodiment can supply electric power to the load device in the transporter 51 even while the transporter 51 is traveling, an electrical device such as an air conditioner having a high rated voltage is connected to the transporter 51. Can be installed inside. A lighting device can also be installed. Thereby, a passenger can be comfortably conveyed from a lowland to a highland. By installing the lighting device, operation at midnight can be performed.

  Such a transportation system is provided, for example, so as to connect the foot of the mountain and the summit. A residential area such as a residential area is provided at the top of the mountain. From the foot of the mountain to the plain, for example, non-residential areas such as supermarkets, workplaces and amusement parks, and transportation networks such as trains and roads are provided.

  Next, Embodiment 2 will be described with reference to FIGS. In addition, since this embodiment is the same as Embodiment 1 for the most part, the same code | symbol is attached | subjected in the same part, description is abbreviate | omitted, and a different part is mainly demonstrated.

  The low-altitude traffic system according to the second embodiment is the same as the low-altitude traffic system according to the first embodiment. The high-land side annular rail 3 is extended to extend the moving range, and the low-land side annular rail 3 is extended to move. It is an expanded range.

  The low-altitude transportation system of the present embodiment includes a first landing 1, a second landing 2, a third landing 200, a fourth landing 201, and a fifth landing 202. It has. The low-altitude transportation system includes an annular rail 3, a transport vehicle 5, and a drive device 7. Similar to the first embodiment, the drive device 7 includes a first drive unit 70, a second drive unit 80, and a third drive unit 90.

  In the lowland, a first landing 1, a fourth landing 201, and a fifth landing 202 are provided. A second landing 2 and a third landing 200 are provided in the highland. The landings are arranged at a distance from each other. The annular rail 3 connects the landings. In addition to the first rail portion 33, the second rail portion 34, and the third rail portion 35, the annular rail 3 further includes a high ground side rail portion 300 and a low ground side rail portion 301. .

  The highland side rail part 300 is provided in a highland. The high altitude rail 300 is used for transporting personnel and the like in the high altitude. The high altitude rail 300 connects the second landing 3 and the third landing 200. The high-altitude rail 300 extends from the second landing 2. Similar to the first embodiment, the second landing 2 is provided along the second rail portion 34.

  As shown in FIGS. 10 and 13, the second rail portion 34 has an outward second rail 341 and an inward second rail 342. The third rail portion 35 includes an outward path side third rail 353 and a return path side third rail 354. The outward path side third rail 353 is inclined upward so as to be positioned upward as it goes in the traveling direction. The return path side third rail 354 is inclined downward so as to be positioned downward as it goes in the traveling direction. The forward path side second rail 341 is connected to the forward end of the forward path side third rail in the traveling direction. The return path side second rail 342 is connected to the rear end in the traveling direction of the return path side third rail 354.

  The rear end in the traveling direction of the high altitude rail 300 is connected to the leading end of the forward second rail 341 in the traveling direction. The tip in the traveling direction of the high-altitude rail 300 is connected to the rear end in the traveling direction of the return-side second rail 342.

  The highland side rail unit 300 is provided with highland side transporter moving means. The high ground side transporter moving means moves the transport vehicle 5 along the high ground side rail unit 300. The highland side transporter moving means of the present embodiment uses the lifting device 316 to raise the transport vehicle 5 from the ground, and then lowers the transport vehicle 5 using its own weight to run. The highland side transporter moving means includes a rising rail portion 302, a lowering rail portion 303, and a lifting device 316.

  The high altitude rail 300 includes an ascending rail 302, a descending rail 303, and a transfer rail 304. The ascending rail portion 302 and the descending rail portion 303 constitute one moving unit. The high-altitude rail unit 300 includes two moving units. The transfer rail part 304 is provided between the two moving units. Further, the transfer rail portion 304 is provided between the second rail portion and the rising rail portion 302.

  The ascending rail portion 302 is a rail portion for raising the transport vehicle 5. In other words, the ascending rail portion 302 is a section for giving potential energy to the transport vehicle 5. The rising rail portion 302 is inclined upward so as to be located upward as it goes toward the tip side in the traveling direction. The lifting rail unit 302 is provided with a lifting device 316. The lifting device 316 pulls up the transport vehicle 5 along the ascending rail portion 302 to the upper end portion of the descending rail portion 303.

  The descending rail portion 303 is located on the leading end side in the traveling direction of the ascending rail portion 302. The descending rail portion 303 is inclined downward so as to be positioned downward as it goes to the front end side in the traveling direction. The descending rail portion 303 is a section for converting the potential energy of the transport vehicle 5 into kinetic energy. The transport vehicle 5 moving on the descending rail portion 303 converts the potential energy given by the ascending rail portion 302 into kinetic energy, and thereby moves forward.

  The transfer rail part 304 is substantially horizontal. The transfer rail unit 304 is provided with a transfer device 315 described later.

  The low ground side rail part 301 is provided in the low ground. The low ground side rail portion 301 is used for transporting personnel and the like in the low ground. The low-land rail portion 301 connects the first landing 1, the fourth landing 201, and the fifth landing 202. The low ground side rail portion 301 extends from the first landing 1. The first landing 1 is provided along the first rail portion 33 as in the first embodiment.

  The first rail portion 33 includes an outward path side first rail 331 and a return path side first rail 332. The forward path side first rail 331 is connected to the rear end of the forward path side third rail 354 in the traveling direction. The return path side first rail 332 is connected to the front end of the return path side third rail 353 in the traveling direction.

  The rear end of the low-land side rail portion 301 in the traveling direction is connected to the front end of the return path-side first rail 332 in the traveling direction. The front end in the traveling direction of the low ground side rail portion 301 is coupled to the rear end in the traveling direction of the forward path side first rail 331.

  The low ground side rail portion 301 is provided with low ground side transporter moving means. The low ground side transporter moving means moves the transport vehicle 5 along the low ground side rail portion 301. The low ground side transporter moving means of the present embodiment uses the lifting device 316 to raise the transport vehicle 5 from the ground, and then lowers the transport vehicle 5 using its own weight to run. The low ground side transporter moving means includes an ascending rail portion 302, a descending rail portion 303, and a lifting device 316. The low ground side rail portion 301 includes a rising rail portion 302, a falling rail portion 303, and a transfer rail portion 304, similarly to the high ground side rail portion 300. The ascending rail portion 302 and the descending rail portion 303 constitute one moving unit. The low ground side rail portion 301 also includes two moving units. The transfer rail portion 304 is disposed between the first landing area 1 and the ascending rail portion 302. In addition, the transfer rail portion 304 is provided between the first rail portion 33 and the rising rail portion 302.

  The transport vehicle 5 travels on the annular rail 3. The transport vehicle 5 is driven by the first drive unit 70 in the first landing 1. The transport vehicle 5 is driven by the second drive unit 80 in the third rail unit 35. The transport vehicle 5 is driven by the third drive unit 90 in the second landing 2. The transport vehicle 5 moves forward in the low ground side rail portion 301 and the high ground side rail portion 300 by traveling on a downward slope after being lifted by the lifting device 316.

  The transport vehicle 5 has a transporter 51 as shown in FIG. The transport vehicle 5 is not provided with a drive device for traveling. The transport vehicle 5 includes a locking portion 500 and brake fins 504. The locking part 500 is locked to the locked part 305 of the lifting device 316. The locked portion 305 rises obliquely upward along the rising rail portion 302.

  The locking part 500 includes a hook 501, a support part 502, a rotation restricting part 503, and an urging body (not shown). The hook 501 has a substantially L shape in side view. The hook 501 is pivotally supported via the support portion 502 so as to be rotatable. The support part 502 supports the center part (bent part) of the hook 501. The rotation restricting unit 503 restricts the rotation of the hook 501 by a predetermined angle or more. The rotation restricting portion 503 restricts the rotation of the hook 501 when the hook 501 is hooked on the locked portion 305. The biasing body biases the hook 501 so that the upper end of the hook 501 rotates in a direction in which the upper end of the hook 501 contacts the rotation restricting portion 503. The urging body is constituted by, for example, a coil spring. The locking part 500 is not locked to the locked part 305 when the vehicle is moving forward in the traveling direction with respect to the locked part 305. The locking portion 500 is locked to the locked portion 305 when the locked portion 305 moves forward in the traveling direction with respect to the vehicle.

  The brake fins 504 are fixed to the transporter 51. The brake fin 504 is pinched by the brake device 105. Thereby, the transporter 51 stops on the rail. The brake fin 504 has a length in the traveling direction. The brake fin 504 has a width in the vertical direction. The brake fin 504 has a plate-like rectangular shape in side view. The brake fins 504 are disposed so as to be positioned at the approximate center in the left-right direction of the carriage body. Thereby, the brake fin 504 is located in the substantially intermediate part of the steel pipe rail 37 which opposes. The brake fins 504 are made of, for example, aluminum, stainless steel, duralumin, or the like.

  As shown in FIG. 19, the brake device 105 is fixed to the base portion 36. As shown in FIG. 20, the brake device 105 has a pair of brake pads 106. The brake pads 106 can contact and separate from each other. The brake pad 106 sandwiches brake fins 504 provided on the transport vehicle 5. The brake device 105 stops the transport vehicle 5. The brake devices 105 are respectively provided at the third landing 200, the fourth landing 201, and the fifth landing 202.

  The lifting device 316 lifts the transport vehicle 5 along the rising rail portion 302 to the upper end portion of the lowering rail portion 303. As illustrated in FIGS. 14 and 15, the lifting device 316 includes a wire 317, a locked portion 305, and a rotation driving device 306.

  The wire 317 is stretched along the rising rail portion 302. The wire 317 is stretched from the lower end portion of the rising rail portion 302 to the upper end portion. A locked portion 305 is connected to the wire 317. The wire 317 includes a lift wire 307 and a return wire 308. The lifting wire 307 raises the locked portion 305 obliquely upward along the rising rail portion 302. The return wire 308 lowers the locked portion 305 obliquely downward along the rising rail portion 302. In other words, the wire 317 reciprocates the locked portion 30 along the rising rail portion 302. The wire 317 is connected to the rotation driving device 306, and thereby moves in the longitudinal direction.

  The rotation drive device 306 winds up or rewinds the wire 317. In other words, the rotation drive device 306 can rotate forward and backward. When the rotation driving device 306 rotates in the forward direction, the rotation driving device 306 winds up the lifting wire 307, thereby raising the locked portion 305 along the rising rail portion 302. When the rotation driving device 306 rotates in the reverse direction, the rotation driving device 306 winds up the return wire 308, thereby lowering the locked portion 305 along the rising rail portion 302.

  The locked portion 305 moves along the rising rail portion 302. The locked portion 305 is connected to the wire 317. The locked portion 305 moves from the lower end portion of the rising rail portion 302 to the upper end portion. The locked portion 305 is constituted by a chain. As shown in FIG. 15, the chain includes a plurality of links 309 and a connecting shaft 310 that connects the links 309. Each link 309 is rotatably connected via a connecting shaft 310. Each link 309 has a bush 312 and a plate 311. The plate 311 is disposed so as to face the bush 312. Thus, a gap 313 is formed between the plates 311 of each link 309.

  The locking part 500 of the transport vehicle 5 is inserted into the gap 313. In this state, when the locked portion 305 moves forward in the traveling direction with respect to the transport vehicle 5, the locking portion 500 is locked to the locked portion 305. And if the to-be-latched part 305 raises along the raise rail part 302, the conveyance vehicle 5 will raise with the to-be-latched part 305. FIG.

  The lifting device 316 is not limited to the above-described configuration, and various devices can be employed as long as the transport vehicle 5 is lifted to the upper end portion of the descending rail portion 303. For example, in the lifting device 316 according to the second embodiment, only the portion of the locked portion 305 is configured by a chain, but the wire 317 is removed and the chain is connected in a ring shape so that the chain follows the rising rail portion 302. The chain may be arranged and moved in the longitudinal direction by the rotation driving device 306. Further, unlike the above configuration, a plurality of electromagnets are arranged along the ascending rail portion 302, a magnetic field is generated from the electromagnets, and conductor fins provided on the lower surface of the transport vehicle 5 are traversed in the magnetic field. The conductor fins may be lifted using a structure such as a linear motor that generates eddy currents and changes the force generated thereby to the propulsive force of the transport vehicle 5.

  Further, the low altitude transportation system of the present embodiment is provided with a reverse running prevention device 505. The reverse running prevention device 505 prevents the transport vehicle 5 from moving to the side opposite to the traveling direction. As shown in FIG. 21, the reverse running prevention device 505 includes a hooking portion 506 fixed to the transport vehicle 5 side and a hooked portion 550 fixed to the annular rail 3 side.

  The hook portion 506 includes a lever portion 507 and a pin 508. The lever portion 507 is pivotally supported by a pin 508 so as to be rotatable. The protruding tip of the lever portion 507 is biased toward the annular rail 3 side. The urging force of the lever portion 507 may be generated by the weight of the lever portion 507, or may be generated by interposing an elastic member such as a spring.

  A roller 509 is provided at the tip of the latching portion 506. The roller 509 rolls on the upper surface of the hooked portion 550 when the transport vehicle 5 is moving in the traveling direction. As a result, the roller 509 prevents the tip of the latching portion 506 from being caught by the latched portion 550 or the tip of the latching portion 506 being worn. With this roller 509, the latching portion 506 can move smoothly when moving in the traveling direction.

  The hooked portion 550 restricts the hooking portion 506 from moving downward. As shown in FIG. 17, the hooked portion 550 is fixed using a receiving portion 314 that houses the wire 317 and the locked portion 305 of the lifting device 316. In other words, the hooked portion 550 is fixed along the rising rail portion 302. The hooked portion 550 has a plurality of peak portions 551. The plurality of peak portions 551 are arranged along the rising rail portion 302. The mountain portion 551 includes an inclined surface portion 552 and a restriction portion 553. The inclined surface portion 552 is inclined so as to move upward as it goes in the traveling direction. The restricting portion 553 has a surface perpendicular to the ascending rail portion 302.

  When the transport vehicle 5 tries to move in the direction opposite to the traveling direction, the tip of the latching portion 506 is caught by the restricting portion 553 of the mountain portion 551, and the downward movement of the transport vehicle 5 is restricted. Thereby, even if the wire 317 of the lifting device 316 is disconnected while the transport vehicle 5 is lifted, the transport vehicle 5 can be prevented from running backward.

  As shown in FIG. 10, the transfer device 315 is provided in the transfer rail unit 304. A plurality of transfer devices 315 are arranged along the transfer rail portion 304. The transfer device 315 moves the transport vehicle 5 along the transfer rail unit 304. In addition, the transfer device 315 is provided in each of the third landing 200, the fourth landing 201, and the fifth landing 202.

  As shown in FIG. 19, the transfer device 315 includes a friction tire 71 and a motor 72. The friction tire 71 is rotatably fixed to the support arm portion 363 of the base portion 36. The friction tire 71 is rotationally driven by a motor 72. The friction tire 71 contacts the friction plate 561 of the power receiving portion 56 of the transport vehicle 5. The friction tire 71 rotates in a state where it is in contact with the friction plate 561, thereby transferring the transport vehicle 5 in the traveling direction.

  Next, the case where the transport vehicle 5 moves in the low-altitude transportation system of the present embodiment will be described with reference to FIG.

  The transport vehicle 5 that has exited from the second landing 2 travels on the annular rail 3 by the transfer device 315. The transport vehicle 5 moves to the ascending rail portion 302 and is then lifted up to the upper end portion of the descending rail portion 303 by the lifting device 316. Next, the transport vehicle 5 descends along the descending rail portion 303 and travels thereby. When the transport vehicle 5 reaches just before the third landing 200, the transport device 315 further moves forward. When the transport vehicle 5 moves to the third landing 200, it is stopped by the brake device 105.

  The transport vehicle 5 moves forward again by the transfer device 315. Thereafter, the transport vehicle 5 moves to the ascending rail portion 302 and travels along the descending rail portion 303 again. The transport vehicle 5 arrives at the second landing 2 and moves using the third drive unit 90 as a drive source. The transport vehicle 5 moves slowly, passes through the second landing 2, and moves to the third rail portion 35. Thereafter, the transport vehicle 5 arrives at the first landing 1 and slowly moves using the first drive unit 70 as a drive source.

  Thereafter, the transport vehicle 5 travels on the low ground side rail portion 301. The transport vehicle 5 moves to the fourth landing 201 by the transfer device 315. When the transport vehicle 5 moves to the fourth landing 201, it is stopped by the brake device 105.

  Thereafter, the transport vehicle 5 starts to travel again using the transfer device 315 as a drive source. The transport vehicle 5 moves to the ascending rail portion 302, is lifted by the lifting device 316, and moves to the upper end portion of the descending rail portion 303. The transport vehicle 5 travels on the lower rail 303 and returns to the first landing 1 via the fifth landing 202, the transfer device 315, the rising rail 302, and the lower rail 303.

  As described above, the high-altitude rail system 300 is provided in the low-altitude traffic system of the present embodiment. The high altitude rail 300 connects the second landing 3 and the third landing 200. The highland side rail unit 300 is provided with highland side transporter moving means. The highland side transporter moving means moves the transporter 51 along the highland side rail unit 300.

  According to the low-altitude transportation system of the present embodiment, not only the highland and the lowland are connected, but also the highland can move over a wide range. In addition, since the highland side transporter moving means is provided on the highlandside rail portion 300 and not on the transporter 51, the weight of the transporter 51 can be reduced. As a result, even if a large number of transporters 51 are manufactured, the cost can be reduced, and the weight of the annular rail 3 and the base portion 36 can be reduced.

  Moreover, since the high-altitude side rail part 300 constitutes a part of the annular rail 3 and is continuous with the third rail part 35, for example, after moving from the lowland to the highland, the highland side rail part 300 is not changed. You can move to the desired landing.

  The low-altitude traffic system according to the present embodiment is provided with a low-altitude rail unit 301. The low-land rail portion 301 connects at least the first landing 1 and the fourth landing 201. The low ground side rail portion 301 is provided with low ground side transporter moving means. The low ground side transporter moving means moves the transporter 51 along the low ground side rail portion 301.

  According to the low-altitude transportation system of the present embodiment, it is possible not only to connect the highland and the lowland, but also to move in a wide range even in the lowland. Moreover, since the low ground side transporter moving means is provided in the low ground side rail portion 301 and not in the transporter 51, the weight of the transporter 51 can be reduced.

  The highland side transporter moving means and the lowlandside transporter moving means of the present embodiment each include a rising rail portion 302 having an upward slope, a downward rail portion 303 having a downward slope, and a lifting device 316. Yes. The lifting device 316 pulls up the transporter 51 along the rising rail portion 302 to the upper end portion of the lowering rail portion 303. The third landing 200 is provided with a brake device 105 that stops the transporter 51. The transporter 51 is pulled up to the upper end of the lowering rail part 303 by the lifting device 316, and moves along the lowering rail part 303 by dropping by its own weight.

  Note that the highland side transporter moving unit and the lowlandside transporter moving unit may not be configured as in the second embodiment. For example, an electromagnet is arranged along the annular rail 3 as a highland side transporter moving means or a lowland side transporter moving means, a magnet is fixed to the lower surface of the transport vehicle 5, and the magnetic field of the electromagnet on the annular rail 3 side is changed. A linear motor that causes the transport vehicle 5 to travel may be used. Further, as the highland side transporter moving means or the lowland side transporter moving means, the transfer device 315 according to the second embodiment is arranged over the entire length of the highland side rail unit 300 or the lowland side rail unit 301, and the transport vehicle 5 may be allowed to travel. Further, as the highland side transporter moving means or the lowland side transporter moving means, a rope 81 is disposed over the entire length of the highland side rail part 300 or the lowland side rail part 301, and this rope 81 is arranged in the longitudinal direction. The carrier vehicle 5 may be caused to travel using the gripping device 6 of the carrier vehicle 5.

  Moreover, although the 1st drive part 70 of Embodiment 1, the 3rd drive part 90, and the transfer apparatus of Embodiment 2 were provided with the friction tire 71 and the motor 72, it is not limited only to this structure. . For example, a magnet may be fixed to the transport vehicle 5, an electromagnet may be disposed on the annular rail 3, and the transport vehicle 5 may be moved by changing a magnetic field generated in both of them.

  In addition, although the low-altitude transportation system of Embodiment 2 was provided with the annular rail 3 in each of the lowland side and the highland side, it may be provided only in the lowland side or on the highland side. May be provided only.

DESCRIPTION OF SYMBOLS 1 1st boarding / alighting place 2 2nd boarding / alighting place 3 Annular rail 33 1st rail part 34 2nd rail part 35 3rd rail part 36 Base part 37 Steel pipe rail 4 Walkway 5 Transport vehicle 51 Transporter 52 Wheel 53 Carriage part 54 Seat 55 Power receiving part 6 Grasping device 7 Driving device 70 First driving unit 80 Second driving unit 81 Rope 82 Winding device 90 Third driving unit

Claims (11)

A low-altitude transportation system for transporting personnel between low and high areas,
A first landing in the lowland;
A second landing provided in the highland at a position higher than the first landing,
An annular rail laid to connect the first landing and the second landing;
A plurality of transporters that are provided on the annular rail via wheels and board personnel.
A driving device that is provided on the annular rail side and moves the transporter along the annular rail;
The driving device includes:
A first drive unit for moving the transporter in the first landing area;
A second drive unit that moves the transporter between the first and second landings;
A low-altitude transportation system, comprising: a third drive unit that moves the transporter in the second landing. The second drive unit that moves the transporter between the first and second landings makes the transporter faster than the first drive unit and the third drive unit. The low-altitude transportation system according to claim 1, wherein the transportation system is moved. 3. The low-altitude ground according to claim 1, further comprising a walkway provided along the annular rail and connecting the first landing and the second landing. Transportation system. The wheel of the transporter is in contact with or in close proximity to at least three points of at least one of the upper side, the lower side, and the left-right direction in the cross-section of the annular rail with respect to the annular rail. The low-altitude transportation system according to any one of claims 3 to 4. 5. The low-altitude traffic system according to claim 1, further comprising a rail heating device that heats the annular rail and thereby prevents snow accumulation or freezing. The low-altitude transportation system according to any one of claims 1 to 5, wherein the transporter includes a seat that is driven so that a seat portion is maintained in a substantially horizontal state. The second driving unit includes:
A rope stretched between the first and second landings along the annular rail,
A hoisting device for hoisting the wire and moving the wire along the annular rail;
The transporter includes a gripping device that allows the cord to be seized freely;
The grasping device grasps the rope between the first landing and the second landing, and releases the rope between the first landing and the second landing. 7. The low-altitude traffic system according to any one of claims 1 to 6, wherein switching is performed to search. Further comprising an abnormality detection device for detecting a speed abnormality of the transporter;
The transporter has an emergency brake for stopping the transporter on the annular rail;
8. The low-altitude traffic system according to claim 7, wherein the emergency brake is driven based on a detection signal detected by the abnormality detection device. A power feeding unit provided along the annular rail and connected to a power source unit;
A power receiving unit provided in the transporter and connected to the power feeding unit;
The low-altitude transportation system according to any one of claims 1 to 8, further comprising a load device that is provided in the transporter and is supplied with electric power via a power reception unit. . A third landing is provided in the highland,
The annular rail is provided with a high-altitude rail portion that connects the second landing and the third landing,
10. The high altitude side rail unit is provided with high altitude side transport unit moving means for moving the transport unit along the high altitude side rail unit. 10. The low-altitude transportation system described in 1. A fourth landing is provided in the lowland,
The annular rail is provided with a low ground side rail portion that connects the first landing and the fourth landing,
The low ground side rail part has an ascending rail part having an ascending slope and a descending rail part having a descending slope,
The low ground side rail part is provided with low ground side transporter moving means for moving the transporter along the low ground side rail part, according to any one of claims 1 to 10. The low-altitude transportation system described in 1.

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