WO2023226605A1 - 一种车辆及交通系统 - Google Patents

一种车辆及交通系统 Download PDF

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Publication number
WO2023226605A1
WO2023226605A1 PCT/CN2023/087433 CN2023087433W WO2023226605A1 WO 2023226605 A1 WO2023226605 A1 WO 2023226605A1 CN 2023087433 W CN2023087433 W CN 2023087433W WO 2023226605 A1 WO2023226605 A1 WO 2023226605A1
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WO
WIPO (PCT)
Prior art keywords
road
track
vehicle
transition
driving wheel
Prior art date
Application number
PCT/CN2023/087433
Other languages
English (en)
French (fr)
Inventor
乔昕
Original Assignee
乔昕
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 乔昕 filed Critical 乔昕
Publication of WO2023226605A1 publication Critical patent/WO2023226605A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B15/00—Combinations of railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies

Definitions

  • the invention relates to the field of transportation technology, and in particular to a vehicle and a transportation system.
  • the invention can also be applied to cargo sorting and transportation fields such as warehousing, logistics, factories, mines, ports, and railways.
  • Urban transportation is an important part of urban infrastructure.
  • the main participants in urban transportation include: private cars, taxis, online ride-hailing, buses, cargo transportation vehicles and subways (in addition to pedestrians and non-motorized vehicles) etc., but due to the expansion of city size and the surge in the number of cars, urban traffic congestion has become very serious.
  • the solutions currently proposed for traffic congestion such as: limiting numbers and driving, optimizing signal light management, rationally planning signs and markings, adjusting urban regional functions, vigorously developing subways, etc., can only play a role in mitigating the problem, but cannot fundamentally solve the problem. . And with the increase of important transportation nodes such as subway transfer stations, they have become new traffic congestion points, bringing new management problems.
  • the purpose of the present invention is to provide a vehicle and a transportation system that solve the above problems existing in the prior art.
  • a vehicle including a vehicle body, the bottom of the vehicle body is provided with lower driving wheels, and the lower driving wheels can move along a lower track; the vehicle body is also provided with There is an upper driving wheel, and the upper driving wheel can move along an upper track; the car body is provided with an adjustment device, and the adjustment device can adjust the position of the upper driving wheel so that the upper driving wheel can be separated from or contact the upper track.
  • the lower driving wheel breaks away from the lower track, and the upper driving wheel carries the entire vehicle load and drives the vehicle; when the adjusting device controls the upper driving wheel to break away from the upper track, the lower driving wheel contacts the lower track.
  • the lower drive wheels carry the entire vehicle load and drive the vehicle.
  • a transportation system including the vehicle, and also includes a lower track and an upper track.
  • the adjustment device can adjust the position of the upper driving wheel. When the upper driving wheel contacts the upper track, The lower driving wheel breaks away from the lower track; when the upper driving wheel breaks away from the upper track, the lower driving wheel contacts the lower track.
  • the upper track is divided into: upper main track, transition track, upper lead-out track, and upper approach track according to different uses;
  • the lower track is divided into: lower main track, lower lead-out track, and lower approach track based on different uses.
  • the lower main road and the upper main road are main roads for vehicles to travel on, and all vehicles on the same main road keep traveling at the same speed.
  • the upper exit road and the lower exit road are roads that guide vehicles to leave the lower main road.
  • the vehicles on the upper exit road and the lower exit road can change their driving speed according to the instructions of the road control system.
  • the upper approach road and the lower approach road are roads that guide vehicles into the lower main road.
  • the vehicles on the upper approach road and the lower approach road can change their driving speed and position according to the instructions of the road control system, so that the vehicles are in line with the vehicles on the lower main road. Same speed and good timing onto the lower main road.
  • the transition road is a section of ramp through which vehicles can enter from the lower track to the upper track or from the upper track to the lower track.
  • the top of the transition lane can be connected to various types of upper rails such as the upper main lane, the upper approach lane, the upper approach lane, etc.
  • the end of the transition lane is slightly lower than the lower edge of the upper driving wheel of the vehicle running on the lower rail.
  • the upper lead-out channel needs to be connected to the top of the transition channel.
  • Vehicles traveling on the lower main road are not affected by the transition road and the upper approach road; for vehicles that need to leave the lower main road, before entering the transition road, the adjustment device is controlled to extend and lock the upper driving wheels, and the vehicles pass through the transition lane and the upper approach road. The road leaves the main road.
  • the upper introduction channel needs to be connected to the top of the transition channel.
  • Vehicles traveling on the lower main road are not affected by the upper approach road and transitional road; vehicles that need to drive into the lower main road enter the lower main road through the upper approach road and transitional road.
  • the adjustment device is controlled and retracted. Lock the upper drive wheels.
  • the lower lead-out channel is part of the lower track.
  • the lower track uses the projection of the end of the transition road on the lower track as the dividing point.
  • the lower track before the dividing point is the lower main track; the lower track after the dividing point is the lower exit track.
  • the top of the transitional road is connected to the main road.
  • the adjustment device is controlled to extend and lock the upper driving wheels, and then transfer to the upper main road through the transition lane; vehicles that need to leave the lower main road leave the lower main road through the lower approach road. road.
  • the lower introduction channel is part of the lower track.
  • the lower track uses the projection of the end of the transition track on the lower track as the dividing point.
  • the lower track before the dividing point is the lower approach track; the lower track after the dividing point is the lower main track.
  • the top of the transitional road is connected to the main road. Vehicles traveling on the upper main road transfer to the lower main road through the transition lane. After entering the lower main road, the adjustment device is controlled to retract and lock the upper driving wheels; vehicles that need to enter the lower main road drive into the lower main road through the lower approach road. .
  • the vehicle in the present invention has a structure of both lower driving wheels and upper driving wheels, and the adjustment device can be used to realize the transformation of the vehicle running on the lower track and the upper track, so that the upper/lower exit road guides the vehicle to drive out of the lower main road or the upper track.
  • the lower approach road guides vehicles to enter the lower main road without changing the driving speed.
  • the vehicles always drive at a constant speed according to the speed required by the upper / lower main road, maximizing the road traffic efficiency, effectively solving the urban traffic congestion problem, and better Make up for the limitations of existing transportation.
  • Figure 1 is a schematic structural diagram of a vehicle in an embodiment of the present invention.
  • Figure 2 is a state diagram of a vehicle traveling on a lower track in an embodiment of the present invention
  • Figure 3 is a state diagram of a vehicle traveling on an upper track in an embodiment of the present invention.
  • Figure 4 is a schematic structural diagram of the driving wheel adjustment device assembly in one embodiment of the present invention.
  • Figure 5 is a first driving state diagram of the vehicle in an embodiment of the present invention.
  • Figure 6 is a diagram of the second driving state of the vehicle in an embodiment of the present invention.
  • Figure 7 is a side view of the vehicle in the third driving state in an embodiment of the present invention.
  • Figure 8 is a top view of the vehicle in the third driving state in one embodiment of the present invention.
  • Figure 9 is a side view of the vehicle in the fourth driving state in an embodiment of the present invention.
  • Figure 10 is a top view of the vehicle in the fourth driving state according to an embodiment of the present invention.
  • Figure 11 is a side view of the vehicle in the fifth driving state in an embodiment of the present invention.
  • Figure 12 is a top view of the vehicle in the fifth driving state according to an embodiment of the present invention.
  • Figure 13 is a side view of the vehicle in the sixth driving state in one embodiment of the present invention.
  • Figure 14 is a top view of the vehicle in the sixth driving state according to an embodiment of the present invention.
  • this embodiment provides a vehicle, including a vehicle body 1.
  • the bottom of the vehicle body 1 is provided with a lower driving wheel 2, and the lower driving wheel 2 can move along a lower track 3;
  • the car body 1 is also provided with an upper driving wheel 4.
  • the upper driving wheel 4 can move along an upper track 5.
  • the car body 1 is provided with an adjustment device. The adjustment device can adjust the position of the upper driving wheel 4 so that the upper driving wheel 4 is separated from or in contact with the upper rail 5 .
  • the adjusting device controls the upper driving wheel 4 to contact the upper rail 5
  • the lower driving wheel 2 detaches from the lower rail 3 and is in a suspended state, and the upper driving wheel 4 carries the entire vehicle load and drives the vehicle; when the adjusting device controls the upper driving wheel 4 to detach.
  • the track 5 is on, the lower drive wheel 2 contacts the lower track 3, and the lower drive wheel 2 carries the entire vehicle load and drives the vehicle to move.
  • the vehicle body 1 also has unified information collection equipment and adopts a unified communication protocol to realize information interaction between vehicles, between vehicles and roads, between roads and roads, and between vehicles, roads and road control systems. .
  • the lower driving wheels 2 There are usually four lower driving wheels 2 , and the lower driving wheels 2 are equipped with a lower driving system.
  • the lower driving system can drive the lower driving wheels 2 to move along the lower track 3 .
  • the lower drive system generally adopts electric drive, and its specific structure is an existing technology and will not be described in detail here.
  • the upper driving wheels 4 usually have four, and the upper driving wheels 4 are equipped with an upper driving system.
  • the upper driving system can drive the upper driving wheels 4 to move along the upper track 5 .
  • the upper drive system generally adopts electric drive, and its specific structure is an existing technology and will not be described in detail here.
  • the adjustment device can generally adopt mechanical structures such as hydraulic, pneumatic or worm gears. It can control the upper driving wheel 4 to extend or retract to contact or break away from the upper track 5, or it can control the upper driving wheel 4 to flip up and down or front and back. The flipped form contacts or breaks away from the upper track 5.
  • the upper driving wheel 4 can be reliably locked; when the upper driving wheel 4 is separated from the upper rail 5, the position of the upper driving wheel 4 should not scrape the upper rail 5 and the beams and columns supporting the upper rail 5. Structures and Auxiliary Facilities.
  • the adjustment device in this embodiment adopts a hydraulic drive mechanism, which is used to drive the upper drive wheel 4 to extend or retract, so that the upper drive wheel 4 4 Contact or break away from the upper track 5.
  • the hydraulic drive mechanism drives the upper driving wheel 4 to extend, the upper driving wheel 4 contacts the upper rail 5 and the vehicle travels along the upper rail 5 .
  • the hydraulic drive mechanism drives the upper driving wheels 4 to retract, the upper driving wheels 4 are separated from the upper rail 5 and the vehicle travels along the lower rail 3 .
  • the hydraulic drive mechanism includes a telescopic shaft 8, a sleeve 9, a hydraulic rod 10, and a hydraulic cylinder 11.
  • the upper drive wheel 4 is installed and fixed on the telescopic shaft 8, and the telescopic shaft 8 can be inside the sleeve 9 Sliding, the hydraulic cylinder 11 drives the telescopic shaft 8 through the hydraulic rod 10 to control the upper driving wheel 4 to extend or retract, and locks the upper driving wheel 4 after the upper driving wheel 4 extends or retracts into place.
  • This embodiment also provides a transportation system, including the vehicle, a lower rail 3 and an upper rail 5.
  • the adjustment device can adjust the position of the upper driving wheel 4. When the upper driving wheel 4 contacts the upper rail 5, the The lower driving wheel 2 breaks away from the lower rail 3; when the upper driving wheel 4 breaks away from the upper rail 5, the lower driving wheel 2 contacts the lower rail 3.
  • the upper rail 5 is located on both sides of the car body 1 or on the upper side of the car body 1. When it is located on both sides of the car body 1, the width of the upper rail 5 needs to be greater than the width of the car body 1 with a certain margin. When the car body 1 travels on the lower track 3, it will not scratch the upper track 5 and the beams, column structures and auxiliary facilities supporting the upper track 5.
  • the upper track 5 and the lower track 3 are not limited to steel rails, and can also be roads, or a combination of rails and roads.
  • the lower driving wheels 2 and the upper driving wheels 4 are not limited to steel wheels (corresponding to steel rails), and can also be rubber wheels. wheel (corresponding to highway).
  • the steering control system can identify road markings and enable the vehicle to drive and turn along the markings. This can be implemented using existing technology.
  • the upper track 5 and the lower track 3 are closed special roads only for the above-mentioned vehicles.
  • the upper track 5 is divided into: upper main track 7, transition track 12, upper approach track 13, and upper approach track 14 according to different purposes;
  • the lower track 3 is divided into: lower main track 6, and lower approach track 14 according to different uses.
  • 15. Lead down to channel 16.
  • the lower main road 6 and the upper main road 7 are main roads for vehicles to travel on. Each main road has unified driving speed and vehicle spacing requirements. All vehicles traveling on the same main road must meet the requirements. Driving at a constant speed, the distance between vehicles shall not be less than the allowable distance between vehicles.
  • the upper exit road 13 and the lower exit road 15 are roads that guide vehicles to leave the lower main road 6.
  • the vehicles on the upper exit road 13 and the lower exit road 15 can change their driving speed according to the instructions of the road control system.
  • the upper approach road 14 and the lower approach road 16 are roads that guide vehicles to enter the lower main road 6.
  • the vehicles on the upper approach road 14 and the lower approach road 16 can change their driving speed and position according to the instructions of the road control system, so that the vehicles can Enter the lower main road 6 at the same speed as the vehicle on the lower main road 6 and at the right time.
  • the transition path 12 is a ramp through which vehicles can enter the upper track 5 from the lower track 3 or enter the lower track 3 from the upper track 5 .
  • the top of the transition path 12 can be connected to various types of upper rails 5 such as the upper main path 7, the upper exit path 13, the upper approach path 14, etc.
  • the end of the transition path 12 is slightly lower than the upper driving wheel of the vehicle running on the lower track 3.
  • the upper lead-out channel 13 needs to be connected to the top of the transition channel 12 .
  • Vehicles traveling on the lower main road 6 are not affected by the transition road 12 and the upper exit road 13; for vehicles that need to leave the lower main road 6, before entering the transition road 12, the adjustment device is controlled to extend and lock the upper driving wheel 4.
  • the vehicle passes through the transition road 12 and the upper exit road 13 and leaves the lower main road 6.
  • the upper introduction channel 14 needs to be connected to the top of the transition channel 12 .
  • Vehicles traveling on the lower main road 6 are not affected by the upper approach road 14 and transition road 12; vehicles that need to drive into the lower main road 6 enter the lower main road 6 through the upper approach road 14 and transition road 12, and then enter the lower main road. 6, the adjustment device is controlled to retract and lock the upper driving wheel 4.
  • the lower lead-out channel 15 is part of the lower track 3 .
  • the lower rail 3 uses the projection of the end of the transition lane 12 on the lower rail 3 as the dividing point.
  • the lower rail 3 before the dividing point is the lower main lane 6; the lower rail 3 after the dividing point is the lower exit lane 15.
  • the top of the transition road 12 is connected with the upper main road 7 .
  • the adjustment device is controlled to extend and lock the upper driving wheels 4, and then transfer to the upper main lane 7 through the transition lane 12; vehicles that need to leave the lower main lane 6 pass through. Take the lower exit road 15 and exit the lower main road 6.
  • the lower introduction channel 16 is part of the lower track 3 .
  • the lower rail 3 uses the projection of the end of the transition lane 12 on the lower rail 3 as the dividing point.
  • the lower rail 3 before the dividing point is the lower introduction lane 16; the lower rail 3 after the dividing point is the lower main lane 6.
  • the top of the transition road 12 is connected with the upper main road 7 . Vehicles traveling on the upper main road 7 pass through the transition lane 12 and turn to the lower main road 6. After entering the lower main road 6, the adjustment device is controlled to retract and lock the upper driving wheels 4; vehicles that need to drive into the lower main road 6 pass through the lower main road 6. Take approach road 16 to main road 6.
  • the lower main road 6, the upper main road 7, the upper approach road 13, the upper approach road 14, the lower approach road 15, and the lower approach road 16 usually have curved road sections, and the curved road sections can have a certain inclination angle in relation to the vehicle. Traveling speed adaptable.
  • the maximum traffic capacity is 8,000 vehicles/hour. Calculated based on 30% idleness of the road, the regular traffic capacity can reach 5,600 vehicles/hour. If it can be cooperated with the road network flow control system, the road idleness can be further reduced.
  • vehicles In this transportation system, vehicles generally include 6 driving transformation forms, and can be deformed and combined to form various complex structures on this basis. They are: Form 1, the vehicle changes from the lower main road 6 to the upper main road 7; Form 2, the vehicle changes from the upper main road 7 to the lower main road 6; Form 3, the vehicle drives from the lower main road 6 through the upper exit road 13. Exit; Form 4, the vehicle drives out of the lower main road 6 through the upper approach road 14; Form 5, the vehicle drives out from the lower main road 6 through the lower approach road 15; Form 6, the vehicle drives into the lower main road 6 through the lower approach road 16 .
  • Forms 1 and 2 represent the situation where there is no branch road between the lower main road 6 and the upper main road 7.
  • the vehicle only changes from the upper main road 7 to the lower main road 6 via the transition road 12 or from the lower main road 6 to the upper main road.
  • Driving on lane 7, the driving speed of the vehicle remains unchanged before and after the change.
  • the switching of vehicles between the upper main road 7 and the lower main road 6 can, on the one hand, improve the flexibility of road construction. For example, in order to meet the needs of one road crossing another road, or crossing obstacles such as rivers, shared beams can be used
  • the structures of the upper main road 7 and the lower main road 6 can be flexibly used to reduce construction costs through methods such as columns and pillars.
  • Form 1 the method of vehicles changing from the lower main road 6 to the upper main road 7.
  • the specific process is as follows: As shown in Figure 5, a transition road 12 is set up in the section that needs to be changed from the lower main road 6 to the upper main road 7.
  • the top of the transition road 12 is connected to the upper main road 7, and the end of the transition road 12 is slightly lower than The lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope compared to the lower main road 6.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased to shorten the length of the transition road 12. Save construction costs.
  • the vehicle adjustment device receives instructions from the road control system to extend and lock the upper driving wheels 4.
  • the front wheel of the upper driving wheel 4 first contacts the transition lane 12.
  • the front wheel sensor of the upper driving wheel 4 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed unchanged and drive the lower wheel 4 at the same time.
  • the front wheel of wheel 2 gradually lifts off the lower track 3 and loses driving force, and the vehicle controls its braking.
  • the rear wheel of the upper driving wheel 4 and the transition path 12 contact, the rear wheel sensor of the upper driving wheel 4 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force, maintaining the vehicle speed unchanged.
  • the rear wheel of the lower driving wheel 2 gradually lifts away from the lower track 3 and loses driving force.
  • the vehicle controls After braking, the vehicle enters the upper main road 7 through the transition road 12, thereby realizing the transformation from the lower main road 6 to the upper main road 7.
  • Form 2 is a method for vehicles to change from the upper main road 7 to the lower main road 6.
  • the specific process is as follows: As shown in Figure 6, a transition road 12 is set up in the section that needs to be transformed from the upper main road 7 to the lower main road 6.
  • the top of the transition road 12 is connected to the upper main road 7, and the end of the transition road 12 is slightly lower than The lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope compared to the lower main road 6.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased to shorten the length of the transition road 12. Save construction costs.
  • the front wheel of the lower driving wheel 2 When the vehicle enters the transition lane 12, the front wheel of the lower driving wheel 2 first contacts the lower main lane 6.
  • the front wheel sensor of the lower driving wheel 2 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed.
  • the front wheel of the driving wheel 4 gradually lifts away from the upper main road 7 and loses driving force, and the vehicle controls its braking.
  • the rear wheel of the lower driving wheel 2 comes into contact with the lower main road 6.
  • the rear wheel sensor of the lower driving wheel 2 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed.
  • the rear wheel of the upper driving wheel 4 gradually Lifting off the main road 7 and losing drive power, the vehicle controlled its braking.
  • the vehicle adjustment device receives instructions from the road control system to retract and lock the upper driving wheels 4. Realize the transformation from the upper main road 7 to the lower main road 6.
  • Forms 3 to 6 represent the situation where the lower main road 6 has branch roads, and realize the method of guiding vehicles to leave the lower main road 6 or drive into the lower main road 6 .
  • Form 3 the vehicle drives out of the lower main road 6 from the upper exit road 13.
  • the specific process is as follows: As shown in Figures 7 and 8, a transition road 12 and an upper exit road 13 are set up at the section where the lower main road 6 needs to be exited.
  • the top of the transition road 12 is connected to the upper exit road 13, and the end of the transition road 12 Slightly lower than the lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope compared to the lower main road 6.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased to shorten the length of the transition road 12. Save construction costs.
  • the transition road 12 and the upper exit road 13 should be able to ensure that when the vehicle body 1 is traveling on the lower main road 6, the vehicle body 1 will not scrape the transition road 12, the upper exit road 13, and the beams and beams supporting the transition road 12 and the upper exit road 13. Column structure and ancillary facilities.
  • the vehicle adjustment device receives instructions from the road control system to extend the upper driving wheel 4 and locking.
  • the front wheel of the upper driving wheel 4 first contacts the transition lane 12.
  • the front wheel sensor of the upper driving wheel 4 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed unchanged and drive the lower wheel 4 at the same time.
  • the front wheel of wheel 2 gradually lifts away from the lower main road 6 and loses driving force, and the vehicle controls its braking.
  • the rear wheel of the upper driving wheel 4 comes into contact with the transition road 12.
  • the rear wheel sensor of the upper driving wheel 4 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed.
  • the rear wheel of the lower driving wheel 2 gradually lifts.
  • the vehicle leaves the lower main road 6 and loses driving force.
  • the vehicle controls its braking.
  • the vehicle passes through the transition road 12 and the upper exit road 13 and exits the lower main road 6 .
  • Mode 4 Vehicles drive into the lower main road 6 via the upper approach road 14.
  • the specific process is as follows: As shown in Figures 9 and 10, a transition road 12 and an upper approach road 14 are set up at the section where it is necessary to drive into the lower main road 6.
  • the top of the transition road 12 is connected to the upper approach road 14, and the end of the transition road 12 Slightly lower than the lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased, thereby shortening the length of the transition road 12. Save construction costs.
  • the transition road 12 and the upper approach road 14 should be able to ensure that when the vehicle body 1 is traveling on the lower main road 6, the vehicle body 1 will not scrape the transition road 12, the upper approach road 14, and the beams and beams supporting the transition road 12 and the upper approach road 14.
  • Vehicles approaching on the upper approach road 14 can accept instructions from the road control system and adjust their speed and position on the upper approach road 14 to ensure that the vehicles enter the lower main road 6 at the same speed as the vehicles on the lower main road 6 and at the appropriate time. of vehicles in the queue. After the vehicle enters the transition lane 12, the front wheel of the lower driving wheel 2 first contacts the lower main lane 6.
  • the front wheel sensor of the lower driving wheel 2 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed unchanged.
  • the front wheel of the driving wheel 4 gradually lifts away from the upper main road 7 and loses driving force, and the vehicle controls its braking.
  • the rear wheel of the lower driving wheel 2 comes into contact with the lower main road 6.
  • the rear wheel sensor of the lower driving wheel 2 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed.
  • the rear wheel of the upper driving wheel 4 gradually Lifting off the main road 7 and losing drive power, the vehicle controlled its braking.
  • the vehicle adjustment device receives instructions from the road control system to retract and lock the upper driving wheels 4. Complete the process of entering the lower main road 6 via the upper approach road 14. Vehicles traveling on the lower main road 6 will not be affected by vehicles entering on the transition road 12 .
  • Form 5 the vehicle drives out of the lower main road 6 from the lower exit road 15.
  • a transition road 12 is set up at the section where the lower main road 6 needs to be exited. Get off track 3 and take the transition road The projection of the end of 12 on the lower track 3 is the dividing point.
  • the lower track 3 before the dividing point is the lower main road 6; the lower track 3 after the dividing point is the lower exit road 15.
  • the top of the transition road 12 is connected with the upper main road 7 .
  • the end of the transition road 12 is slightly lower than the lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope compared to the lower main road 6.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased to shorten the length of the transition road 12. Save construction costs.
  • the transition road 12 and the upper main road 7 should be able to meet the requirements that when the vehicle body 1 is traveling on the lower main road 6 and the lower exit road 15, the vehicle body 1 will not scrape the transition road 12, the upper main road 7 and the supporting transition road 12 and the upper main road. Beam, column structure and auxiliary facilities of Road 7.
  • the upper driving wheels 4 remain in a retracted state, and the vehicle will not be affected by the transitional road 12.
  • the vehicle drives out of the lower main road 6 through the lower exit road 15.
  • the vehicle adjustment device receives instructions from the road control system to extend and lock the upper driving wheels 4.
  • the front wheel of the upper driving wheel 4 first contacts the transition lane 12.
  • the front wheel sensor of the upper driving wheel 4 detects its rotational speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed unchanged and drive the lower wheel 4 at the same time.
  • the front wheel of wheel 2 gradually lifts away from the lower main road 6 and loses driving force, and the vehicle controls its braking. After that, the rear wheel of the upper driving wheel 4 comes into contact with the transition road 12.
  • the rear wheel sensor of the upper driving wheel 4 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed. At the same time, the rear wheel of the lower driving wheel 2 gradually lifts. After leaving the lower main road 6 and losing driving force, the vehicle controls its braking and passes through the transition road 12 to the upper main road 7 for driving.
  • Mode 6 Vehicles drive into the lower main road 6 via the lower approach road 16.
  • the specific process is as follows: As shown in Figures 13 and 14, a transition road 12 is set up at the section where the lower main road 6 needs to be entered.
  • the lower track 3 uses the projection of the end of the transition channel 12 on the lower track 3 as the dividing point.
  • the lower track 3 before the dividing point is the lower approach track 16; the lower track 3 after the dividing point is the lower main track 6.
  • the top of the transition road 12 is connected with the upper main road 7 .
  • the end of the transition road 12 is slightly lower than the lower edge of the upper driving wheel 4 of the vehicle traveling on the lower main road 6 .
  • the transition road 12 is an upward slope compared to the lower main road 6.
  • the bottom end of the slope is relatively gentle to ensure a smooth transition of vehicles.
  • the slope of the upper end of the slope can be appropriately increased to shorten the length of the transition road 12. Save construction costs.
  • the transition road 12 and the upper main road 7 should be able to meet the requirements that when the vehicle body 1 is traveling on the lower main road 6 and the lower approach road 16, the vehicle body 1 will not scrape the transition road 12, the upper main road 7 and the supporting transition road 12 and the upper main road. Beam, column structure and auxiliary facilities of Road 7.
  • Vehicles approaching on the lower approach road 16 can accept instructions from the road control system and adjust their speed and position on the lower approach road 16 to ensure that the vehicles enter the lower main road 6 at the same speed and at the appropriate time as the vehicles on the lower approach road 6 Vehicle queue.
  • the upper driving wheels 4 When the vehicle enters the transition lane 12, the upper driving wheels 4 remain in the retracted state. Vehicles will not be affected by the transition road 12 and drive into the lower main road 6 via the lower approach road 16 .
  • the front wheel of the lower driving wheel 2 When a vehicle coming from the upper main road 7 enters the transition road 12, the front wheel of the lower driving wheel 2 first contacts the lower main road 6.
  • the front wheel sensor of the lower driving wheel 2 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force. Keeping the vehicle speed unchanged, at the same time, the front wheels of the upper driving wheels 4 gradually lift away from the upper main road 7 and lose driving force, and the vehicle controls its braking. After that, the rear wheel of the lower driving wheel 2 comes into contact with the lower main road 6.
  • the rear wheel sensor of the lower driving wheel 2 detects its rotation speed and the vehicle controls the wheel hub motor to output the driving force to maintain the vehicle speed.
  • the rear wheel of the upper driving wheel 4 gradually Lifting off the main road 7 and losing drive power, the vehicle controlled its braking.
  • the vehicle adjustment device receives instructions from the road control system to retract and lock the upper driving wheels 4.
  • the vehicle passes through the transition road 12 and turns to the main road 6.
  • the present invention is not limited to road transportation systems in the traditional sense, but also includes warehousing, logistics distribution systems, sorting systems, factories, mines, ports, railways and other transportation systems developed based on the principles of the present invention.
  • the traffic system of the present invention can greatly increase the traffic speed of vehicles, can effectively solve the problem of urban traffic congestion, better make up for the limitations of existing means of transportation, and has lower construction cost and shorter construction period than the subway, thus improving the efficiency of transportation.
  • the operational efficiency of the entire transportation system saves people’s travel costs.
  • connection should be understood in a broad sense, and can be fixed connection, detachable connection, or integrated; can be mechanical connection or electrical connection; can be It can be directly connected, or it can be indirectly connected through an intermediate medium. It can be the internal connection between two elements or the interaction between two elements.
  • connection should be understood in a broad sense, and can be fixed connection, detachable connection, or integrated; can be mechanical connection or electrical connection; can be It can be directly connected, or it can be indirectly connected through an intermediate medium. It can be the internal connection between two elements or the interaction between two elements.
  • Those skilled in the art can understand the specific meanings of the above terms in the present invention.
  • the specific features, structures, etc. described in the embodiments are included in at least one implementation, and those skilled in the art can combine the features of different implementations unless they are inconsistent with each other.
  • the protection scope of the present invention is not limited to the above-mentioned specific examples. Based on the basic technical concept of the present invention, those of ordinary skill in the art can think of implementations without

Abstract

本发明公开了一种车辆及交通系统，该车辆包括车体，车体的底部设有下驱动轮，下驱动轮可沿一下轨道移动；车体还设有上驱动轮，上驱动轮可沿一上轨道移动，车体设有调整装置，调整装置可调整上驱动轮的位置，以使上驱动轮脱离或者接触上轨道。本发明中车辆同时具有下驱动轮和上驱动轮的结构，并可通过调整装置实现车辆在下轨道行驶和上轨道行驶两种状态的变换，在下轨道行驶和上轨道行驶的所有车辆均以要求的行驶速度匀速行驶，最大限度提高道路通行效率，能够有效解决城市交通拥堵问题，较好地弥补了现有交通工具的局限性。

Description

一种车辆及交通系统 技术领域
本发明涉及交通技术领域，具体涉及一种车辆及交通系统。本发明也可应用于仓储、物流、厂矿、港口、铁路等货物分拣、运输领域。
背景技术
城市交通是城市基础设施的重要组成部分，城市交通的主要参与者包括：私家车、出租车、网约车、公共汽车、货物运输车辆和地铁(除此之外还有行人、非机动车)等，但由于城市规模的扩大，汽车数量的猛增，城市交通拥堵现象变得非常严重。目前针对交通拥堵所提出的解决方案，如：限号限行、优化信号灯管理、合理规划标志标线、调整城市区域功能、大力发展地铁等都只能起到缓解的作用，无法从根本上解决问题。并且随着地铁换乘站等重要交通节点的增加，又成为了新的交通堵点，带来新的治理难题。
近年来，自动驾驶、智慧交通等新技术蓬勃发展，旨在解决城市交通拥堵顽疾，提高道路通行效率并实现能源转型，但是自动驾驶、智慧交通等技术都存在尚未解决的技术难题，需要巨大的资金投入和广泛的技术攻关，并且自动驾驶、智慧交通等技术强烈依赖人工智能算法，需要大量且长时间的数据积累和算法训练，技术落地和规模量产均无法实现可靠的预期。
在研究中发现，影响交通通行效率，造成交通拥堵的一个关键痛点是，无论是人工驾驶车辆还是自动驾驶车辆都需要在并道或转向时，协调相互间的速度和位置，彼此避让，采取减速措施，必要时甚至需要停车等待，影响后方车辆的通行，由此造成了道路通行效率的显著下降甚至发生交通事故。即使在完全实现无人自动驾驶的情况下，由于每台车辆的目的地不同，运行轨迹不同，仍然无法避免车辆之间轨迹交叉，再加上行人、非机动车、临时障碍物等复杂环境的影响，难以避免出现车辆与车辆、车辆与行人之间的避让问题，在避让的过程中必然会出现降低速度甚至停车等待的现象，这些因素都大幅度降低了道路的通行效率，也增加了安全风险。
发明内容
本发明的目的是提供一种车辆及交通系统，解决了现有技术中存在的上述问题。
为了实现上述目的，一方面，本发明采用以下技术方案：一种车辆，包括车体，所述车体的底部设有下驱动轮，所述下驱动轮可沿一下轨道移动；车体还设有上驱动轮，所述上驱动轮可沿一上轨道移动；车体设有调整装置，所述调整装置可调整上驱动轮的位置，以使上驱动轮脱离或者接触上轨道。
所述调整装置控制上驱动轮与上轨道接触时，下驱动轮脱离下轨道，上驱动轮承载全车载荷并驱动车辆行驶；当调整装置控制上驱动轮脱离上轨道时，下驱动轮接触下轨道，下驱动轮承载全车载荷并驱动车辆行驶。
另一方面，本发明还采用以下技术方案：一种交通系统，包括所述的车辆，还包括下轨道和上轨道，所述调整装置可调整上驱动轮的位置，当上驱动轮接触上轨道时，所述下驱动轮脱离下轨道；当上驱动轮脱离上轨道时，所述下驱动轮接触下轨道。
所述上轨道，根据用途不同分为：上主道、过渡道、上引出道、上引入道；所述下轨道，根据用途不同分为：下主道、下引出道、下引入道。所述下主道和上主道是供车辆行驶的主干道路，同一条主干道路上的所有车辆保持相同的速度匀速行驶。所述上引出道和下引出道是引导车辆驶离下主道的道路，上引出道和下引出道上的车辆可以根据道路控制系统的指令改变行驶速度。所述上引入道和下引入道是引导车辆驶入下主道的道路，上引入道和下引入道上的车辆可以根据道路控制系统的指令改变行驶速度和位置，使车辆以与下主道上车辆相同的速度和恰当的时机驶入下主道。过渡道是一段坡道，车辆可通过过渡道从下轨道进入上轨道或者从上轨道进入下轨道。
所述过渡道的顶端可与上主道、上引出道、上引入道等各种类型的上轨道相连，过渡道的末端略低于在下轨道上行驶车辆的上驱动轮的下沿。车辆从下轨道进入过渡道时，车辆的上驱动轮与过渡道逐渐接触，同时车辆的下驱动轮 逐渐脱离下轨道；车辆从过渡道进入下轨道时，车辆的下驱动轮逐渐与下轨道接触，同时车辆的上驱动轮逐渐脱离过渡道。
作为本发明的一种可选方案，所述上引出道需连接到过渡道的顶端。下主道上行驶的车辆不受过渡道、上引出道的影响；需要驶离下主道的车辆在进入过渡道之前，调整装置受控伸出并锁定上驱动轮，车辆经过渡道、上引出道驶离下主道。
作为本发明的一种可选方案，所述上引入道需连接到过渡道的顶端。下主道上行驶的车辆不受上引入道、过渡道的影响；需要驶入下主道的车辆经上引入道、过渡道驶入下主道，进入下主道后，调整装置受控收回并锁定上驱动轮。
作为本发明的一种可选方案，所述下引出道属于下轨道的一部分。下轨道以过渡道末端在下轨道上的投影为分界点，分界点之前的下轨道为下主道；分界点之后的下轨道为下引出道。过渡道的顶端与上主道相连。下主道上行驶的车辆在进入过渡道之前，调整装置受控伸出并锁定上驱动轮，经过渡道转到上主道行驶；需要驶离下主道的车辆经下引出道驶离下主道。
作为本发明的一种可选方案，所述下引入道属于下轨道的一部分。下轨道以过渡道末端在下轨道上的投影为分界点，分界点之前的下轨道为下引入道；在分界点之后的下轨道为下主道。过渡道的顶端与上主道相连。上主道上行驶的车辆经过渡道转到下主道行驶，进入下主道后，调整装置受控收回并锁定上驱动轮；需要驶入下主道的车辆经下引入道驶入下主道。
本发明的有益效果为：
本发明中车辆同时具有下驱动轮和上驱动轮的结构，并可通过调整装置实现车辆在下轨道行驶和上轨道行驶两种方式的变换，使得上/下引出道引导车辆驶出下主道或上/下引入道引导车辆驶入下主道的过程中不改变行驶速度，车辆始终按照上/下主道要求的速度匀速行驶，最大限度提高道路通行效率，有效解决城市交通拥堵问题，较好地弥补了现有交通工具的局限性。
附图说明
图1是本发明一种实施方式中车辆的结构示意图；
图2是本发明一种实施方式中车辆在下轨道行驶的状态图；
图3是本发明一种实施方式中车辆在上轨道行驶的状态图；
图4是本发明一种实施方式中驱动轮调整装置总成结构示意图；
图5是本发明一种实施方式中车辆的第一种行驶状态图；
图6是本发明一种实施方式中车辆的第二种行驶状态图；
图7是本发明一种实施方式中车辆在第三种行驶状态的侧视图；
图8是本发明一种实施方式中车辆在第三种行驶状态的俯视图；
图9是本发明一种实施方式中车辆在第四种行驶状态的侧视图；
图10是本发明一种实施方式中车辆在第四种行驶状态的俯视图；
图11是本发明一种实施方式中车辆在第五种行驶状态的侧视图；
图12是本发明一种实施方式中车辆在第五种行驶状态的俯视图；
图13是本发明一种实施方式中车辆在第六种行驶状态的侧视图；
图14是本发明一种实施方式中车辆在第六种行驶状态的俯视图。
图中：1-车体；2-下驱动轮；3-下轨道；4-上驱动轮；5-上轨道；6-下主道；7-上主道；8-伸缩轴；9-轴套；10-液压杆；11-液压缸；12-过渡道；13-上引出道；14-上引入道；15-下引出道；16-下引入道。
具体实施方式
实施例
如图1-图3所示，本实施例提供了一种车辆，包括车体1，所述车体1的底部设有下驱动轮2，所述下驱动轮2可沿一下轨道3移动；所述车体1还设有上驱动轮4，所述上驱动轮4可沿一上轨道5移动，所述车体1设有调整装 置，所述调整装置可调整上驱动轮4的位置，以使上驱动轮4脱离或者接触上轨道5。
所述调整装置控制上驱动轮4与上轨道5接触时，下驱动轮2脱离下轨道3并处于悬空状态，上驱动轮4承载全车载荷并驱动车辆行驶；当调整装置控制上驱动轮4脱离上轨道5时，下驱动轮2接触下轨道3，下驱动轮2承载全车载荷并驱动车辆行驶。
所述车体1还具有统一的信息采集设备并采用统一的通讯协议，实现车与车之间，车与路之间，路与路之间以及车、路与道路控制系统之间的信息交互。
所述下驱动轮2通常具有四个，下驱动轮2配设有下驱动系统，下驱动系统可驱使下驱动轮2沿着下轨道3运动。下驱动系统一般采用电力驱动，其具体结构为现有技术，在此不再详述。
所述上驱动轮4通常具有四个，上驱动轮4配设有上驱动系统，上驱动系统可驱使上驱动轮4沿着上轨道5运动。上驱动系统一般采用电力驱动，其具体结构为现有技术，在此不再详述。
所述调整装置一般可采用液压、气动或蜗轮蜗杆等机械结构，可以采用控制上驱动轮4伸出或缩回的形式与上轨道5接触或脱离，也可以采用控制上驱动轮4上下翻转或前后翻转的形式与上轨道5接触或脱离。上驱动轮4与上轨道5接触时，上驱动轮4能可靠锁定；上驱动轮4与上轨道5脱离时，上驱动轮4的位置应不会刮碰到上轨道5以及支撑上轨道5的梁、柱结构和辅助设施。
作为本实施例的一种可选方案，本实施例中所述调整装置采用了一种液压驱动机构，所述液压驱动机构用于驱使上驱动轮4伸出或缩回，以使上驱动轮4接触或者脱离上轨道5。当液压驱动机构驱使上驱动轮4伸出时，上驱动轮4与上轨道5接触，车辆沿着上轨道5行驶。当液压驱动机构驱使上驱动轮4缩回时，上驱动轮4与上轨道5脱离，车辆沿着下轨道3行驶。
如图4所示，具体地，所述液压驱动机构包括伸缩轴8，轴套9，液压杆10，液压缸11。上驱动轮4安装并固定在伸缩轴8上，伸缩轴8可在轴套9内 滑动，液压缸11通过液压杆10驱动伸缩轴8控制上驱动轮4伸出或缩回，并在上驱动轮4伸出或缩回就位后锁定上驱动轮4。
本实施例还提供了一种交通系统，包括所述的车辆，还包括下轨道3和上轨道5，所述调整装置可调整上驱动轮4的位置，当上驱动轮4接触上轨道5时，所述下驱动轮2脱离下轨道3；当上驱动轮4脱离上轨道5时，所述下驱动轮2接触下轨道3。
所述上轨道5位于车体1的两侧或车体1的上侧，当位于车体1的两侧时，上轨道5的宽度需大于车体1的宽度并留有一定余量。车体1在下轨道3上行驶时，不会刮碰到上轨道5以及支撑上轨道5的梁、柱结构和辅助设施。
所述上轨道5和下轨道3不限于是钢轨，也可以是公路，或者使用钢轨和公路的组合，下驱动轮2和上驱动轮4也不限于是钢轮(对应钢轨)，也可以是胶轮(对应公路)。当使用公路时车辆须增加转向控制系统，转向控制系统可以识别道路标线使车辆沿着标线行驶与转向，其具体可使用现有技术实现。
所述上轨道5和下轨道3均为仅供上述车辆行驶的封闭专用道路。所述上轨道5，根据用途不同分为：上主道7、过渡道12、上引出道13、上引入道14；所述下轨道3，根据用途不同分为：下主道6、下引出道15、下引入道16。所述下主道6和上主道7是供车辆行驶的主干道路，每一条主干道路都有统一的行驶速度和车辆间距要求，在同一条主干道路上行驶的所有车辆均以所要求的行驶速度匀速行驶，车辆之间间距不小于所允许的车辆间距要求。所述上引出道13和下引出道15是引导车辆驶离下主道6的道路，上引出道13和下引出道15上的车辆可以根据道路控制系统的指令改变行驶速度。所述上引入道14和下引入道16是引导车辆驶入下主道6的道路，上引入道14和下引入道16上的车辆可以根据道路控制系统的指令改变行驶速度和位置，使车辆以与下主道6上车辆相同的速度和恰当的时机驶入下主道6。过渡道12是一段坡道，车辆可通过过渡道12从下轨道3进入上轨道5或者从上轨道5进入下轨道3。
所述过渡道12的顶端可与上主道7、上引出道13、上引入道14等各种类型的上轨道5相连，过渡道12的末端略低于在下轨道3上行驶车辆的上驱动轮 4的下沿。车辆从下轨道3进入过渡道12时，车辆的上驱动轮4逐渐与过渡道12接触，同时车辆的下驱动轮2逐渐脱离下轨道3；车辆从过渡道12进入下轨道3时，车辆的下驱动轮2逐渐与下轨道3接触，同时车辆的上驱动轮4逐渐脱离过渡道12。
在本实施例中，所述上引出道13需连接到过渡道12的顶端。下主道6上行驶的车辆不受过渡道12、上引出道13的影响；需要驶离下主道6的车辆在进入过渡道12之前，调整装置受控伸出并锁定上驱动轮4，车辆经过渡道12、上引出道13驶离下主道6。
在本实施例中，所述上引入道14需连接到过渡道12的顶端。下主道6上行驶的车辆不受上引入道14、过渡道12的影响；需要驶入下主道6的车辆经上引入道14、过渡道12驶入下主道6，进入下主道6后，调整装置受控收回并锁定上驱动轮4。
在本实施例中，所述下引出道15属于下轨道3的一部分。下轨道3以过渡道12末端在下轨道3上的投影为分界点，分界点之前的下轨道3为下主道6；分界点之后的下轨道3为下引出道15。过渡道12的顶端与上主道7相连。下主道6上行驶的车辆在进入过渡道12之前，调整装置受控伸出并锁定上驱动轮4，经过渡道12转到上主道7行驶；需要驶离下主道6的车辆经下引出道15驶离下主道6。
在本实施例中，所述下引入道16属于下轨道3的一部分。下轨道3以过渡道12末端在下轨道3上的投影为分界点，分界点之前的下轨道3为下引入道16；在分界点之后的下轨道3为下主道6。过渡道12的顶端与上主道7相连。上主道7上行驶的车辆经过渡道12转到下主道6行驶，进入下主道6后，调整装置受控收回并锁定上驱动轮4；需要驶入下主道6的车辆经下引入道16驶入下主道6。
所述下主道6、上主道7、上引出道13、上引入道14、下引出道15、下引入道16通常会具有弯道路段，弯道路段可具有一定的倾斜角度与车辆的行驶速 度相适应。
作为一个实例，假设一条道路设计时速为80km/h，车辆长度4m，车辆间距6m，那么单条道路的理论最大通行能力为：80*1000/(4+6)＝8000，即该条道路的理论最大通行能力为8000辆/小时，按照道路30％空闲度计算，常规通行能力可达5600辆/小时。如能配合路网流量控制系统，道路空闲度还可以进一步缩小。
在该交通系统中，车辆一般包括6种行驶变换形式，并可在此基础上进行变形、组合形成各种复杂的结构。分别是：形式1，车辆由下主道6变换到上主道7；形式2，车辆由上主道7变换到下主道6；形式3，车辆由下主道6通过上引出道13驶出；形式4，车辆通过上引入道14驶入下主道6；形式5，车辆由下主道6通过下引出道15驶出；形式6，车辆通过下引入道16驶入下主道6。
形式1和形式2，表示了下主道6与上主道7没有岔道的情况，车辆只是经过渡道12由上主道7变换到下主道6行驶或由下主道6变换到上主道7行驶，变换前后车辆的行驶速度保持不变。车辆在上主道7和下主道6之间的变换行驶，一方面可以提高道路建设的灵活性，比如为满足一条道路跨越另一条道路，或跨河流等障碍物的需要，可以采用共用梁、柱等方式灵活运用上主道7和下主道6的结构减少建筑成本。
形式1，车辆由下主道6变换到上主道7的方法。具体过程如下：如图5所示，在需要由下主道6变换到上主道7的路段设置过渡道12，过渡道12的顶端与上主道7相连，过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。车辆进入过渡道12之前，车辆调整装置接受道路控制系统的指令，使上驱动轮4伸出并锁定。车辆进入过渡道12时，上驱动轮4的前轮先与过渡道12接触，上驱动轮4的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的前轮逐渐抬高离开下轨道3并失去驱动力，车辆控制其制动。之后上驱动轮4的后轮与过渡道12 接触，上驱动轮4的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的后轮逐渐抬高离开下轨道3并失去驱动力，车辆控制其制动，车辆经过过渡道12驶入上主道7，实现由下主道6变换到上主道7行驶。
形式2，车辆由上主道7变换到下主道6的方法。具体过程如下：如图6所示，在需要由上主道7变换到下主道6的路段设置过渡道12，过渡道12的顶端与上主道7相连，过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。车辆进入过渡道12时，下驱动轮2的前轮先与下主道6接触，下驱动轮2的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的前轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。之后下驱动轮2的后轮与下主道6接触，下驱动轮2的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的后轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。车辆通过过渡道12之后，车辆调整装置接受道路控制系统的指令，使上驱动轮4缩回并锁定。实现由上主道7变换到下主道6行驶。
形式3-形式6，表示了下主道6具有岔道的情况，实现了引导车辆驶离下主道6或驶入下主道6的方法。
形式3，车辆由上引出道13驶出下主道6的方法。具体过程如下：如图7和图8所示，在需要驶出下主道6的路段设置过渡道12和上引出道13，过渡道12的顶端与上引出道13相连，过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。过渡道12和上引出道13应能满足车体1在下主道6行驶时，车体1不会刮碰到过渡道12、上引出道13以及支撑过渡道12、上引出道13的梁、柱结构和辅助设施。需要驶出下主道6的车辆进入过渡道12之前，车辆调整装置接受道路控制系统的指令，使上驱动轮4伸出并 锁定。车辆进入过渡道12时，上驱动轮4的前轮先与过渡道12接触，上驱动轮4的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的前轮逐渐抬高离开下主道6并失去驱动力，车辆控制其制动。之后上驱动轮4的后轮与过渡道12接触，上驱动轮4的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的后轮逐渐抬高离开下主道6并失去驱动力，车辆控制其制动，车辆经过过渡道12、上引出道13驶出下主道6。不需要驶出下主道6的车辆在经过过渡道12时，上驱动轮4保持缩回状态，车辆不会受过渡道12的影响。
形式4：车辆经上引入道14驶入下主道6的方法。具体过程如下：如图9和图10所示，在需要驶入下主道6的路段设置过渡道12和上引入道14，过渡道12的顶端与上引入道14相连，过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。过渡道12和上引入道14应能满足车体1在下主道6行驶时，车体1不会刮碰到过渡道12、上引入道14以及支撑过渡道12、上引入道14的梁、柱结构和辅助设施。上引入道14上驶来的车辆可以接受道路控制系统的指令，在上引入道14调整车速和位置，保证车辆以与下主道6上车辆相同的速度和恰当的时机驶入下主道6的车辆队列中。车辆进入过渡道12后，下驱动轮2的前轮先与下主道6接触，下驱动轮2的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的前轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。之后下驱动轮2的后轮与下主道6接触，下驱动轮2的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的后轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。车辆通过过渡道12之后，车辆调整装置接受道路控制系统的指令，使上驱动轮4缩回并锁定。完成经上引入道14驶入下主道6的过程。在下主道6上行驶的车辆，不会受到过渡道12上驶入车辆的影响。
形式5，车辆由下引出道15驶出下主道6的方法。具体过程如下：如图11和图12所示，在需要驶出下主道6的路段设置过渡道12。下轨道3以过渡道 12末端在下轨道3上的投影为分界点，分界点之前的下轨道3为下主道6；分界点之后的下轨道3为下引出道15。过渡道12的顶端与上主道7相连。过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。过渡道12和上主道7应能满足车体1在下主道6和下引出道15行驶时，车体1不会刮碰到过渡道12、上主道7以及支撑过渡道12、上主道7的梁、柱结构和辅助设施。需要驶出下主道6的车辆进入过渡道12时，上驱动轮4保持缩回状态，车辆不会受过渡道12的影响，车辆经下引出道15驶出下主道6。不需要驶出下主道6的车辆进入过渡道12之前，车辆调整装置接受道路控制系统的指令，使上驱动轮4伸出并锁定。车辆进入过渡道12时，上驱动轮4的前轮先与过渡道12接触，上驱动轮4的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的前轮逐渐抬高离开下主道6并失去驱动力，车辆控制其制动。之后上驱动轮4的后轮与过渡道12接触，上驱动轮4的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时下驱动轮2的后轮逐渐抬高离开下主道6并失去驱动力，车辆控制其制动，车辆经过过渡道12转到上主道7行驶。
形式6：车辆经下引入道16驶入下主道6的方法。具体过程如下：如图13和图14所示，在需要驶入下主道6的路段设置过渡道12。下轨道3以过渡道12末端在下轨道3上的投影为分界点，分界点之前的下轨道3为下引入道16；分界点之后的下轨道3为下主道6。过渡道12的顶端与上主道7相连。过渡道12的末端略低于在下主道6上行驶车辆的上驱动轮4的下沿。过渡道12相较于下主道6是一段向上的坡路，坡路的底端比较平缓，以保证车辆的过渡平稳，坡路的上端坡度可以适当加大，从而缩短过渡道12的长度，节约建设成本。过渡道12和上主道7应能满足车体1在下主道6和下引入道16行驶时，车体1不会刮碰到过渡道12、上主道7以及支撑过渡道12、上主道7的梁、柱结构和辅助设施。下引入道16上驶来的车辆可以接受道路控制系统的指令，在下引入道16调整车速和位置，保证车辆以与下主道6上车辆相同的速度和恰当的时机驶入下主道6的车辆队列中。车辆进入过渡道12时，上驱动轮4保持缩回状态， 车辆不会受过渡道12的影响，车辆经下引入道16驶入下主道6。上主道7驶来的车辆进入过渡道12时，下驱动轮2的前轮先与下主道6接触，下驱动轮2的前轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的前轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。之后下驱动轮2的后轮与下主道6接触，下驱动轮2的后轮传感器检测其转速并由车辆控制轮毂电机输出驱动力，维持车速不变，同时上驱动轮4的后轮逐渐抬高离开上主道7并失去驱动力，车辆控制其制动。车辆通过过渡道12之后，车辆调整装置接受道路控制系统的指令，使上驱动轮4缩回并锁定。车辆经过渡道12转到下主道6行驶。
本发明并不限应用于传统意义上的道路交通系统，也包含依据本发明原理开发的仓储、物流配送系统、分拣系统，厂矿、港口、铁路等运输系统等。
本发明的交通系统能够使车辆的通行速度大大提高，能够有效解决城市交通拥堵问题，较好地弥补了现有交通工具的局限性，而且相较于地铁建造成本低，施工周期短，提高了整个交通系统的运行效率，节省了人们出行成本。
在本发明描述中，术语“安装”、“相连”、“连接”、“固定”等应做广义理解，可以是固定连接，可拆卸连接，或成一体；可以是机械连接或电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对本领域技术人员而言，可以理解上述术语在本发明中的具体含义。此外，实施例描述的具体特征、结构等包含于至少一种实施方式中，在不相互矛盾的情况下，本领域技术人员可以将不同实施方式的特征进行组合。本发明的保护范围并不局限于上述具体实例方式，根据本发明的基本技术构思，本领域普通技术人员无需经过创造性劳动，即可联想到的实施方式，均属于本发明的保护范围。

Claims (9)

  1. 一种车辆，其特征在于，包括车体(1)，所述车体(1)的底部设有下驱动轮(2)，所述下驱动轮(2)可沿一下轨道(3)移动；车体(1)还设有上驱动轮(4)，所述上驱动轮(4)可沿一上轨道(5)移动；车体(1)设有调整装置，所述调整装置可调整上驱动轮(4)的位置，以使上驱动轮(4)脱离或者接触上轨道(5)。
  2. 根据权利要求1所述的车辆，其特征在于，所述调整装置控制上驱动轮(4)与上轨道(5)接触时，下驱动轮(2)脱离下轨道(3)，上驱动轮(4)承载全车载荷并驱动车辆行驶；当调整装置控制上驱动轮(4)脱离上轨道(5)时，下驱动轮(2)接触下轨道(3)，下驱动轮(2)承载全车载荷并驱动车辆行驶。
  3. 一种交通系统，其特征在于，包括权利要求1或2所述的车辆，还包括下轨道(3)和上轨道(5)，所述调整装置可调整上驱动轮(4)的位置，当上驱动轮(4)接触上轨道(5)时，所述下驱动轮(2)脱离下轨道(3)；当上驱动轮(4)脱离上轨道(5)时，所述下驱动轮(2)接触下轨道(3)。
  4. 根据权利要求3所述的交通系统，其特征在于，所述上轨道(5)，根据用途不同分为：上主道(7)、过渡道(12)、上引出道(13)、上引入道(14)；所述下轨道(3)，根据用途不同分为：下主道(6)、下引出道(15)、下引入道(16)；所述下主道(6)和上主道(7)是供车辆行驶的主干道路，同一条主干道路上的所有车辆保持相同的速度匀速行驶；所述上引出道(13)和下引出道(15)是引导车辆驶离下主道(6)的道路，上引出道(13)和下引出道(15)上的车辆可以根据道路控制系统的指令改变行驶速度；所述上引入道(14)和下引入道(16)是引导车辆驶入下主道(6)的道路，上引入道(14)和下引入道(16)上的车辆可以根据道路控制系统的指令改变行驶速度和位置，使车辆以与下主道(6)上车辆相同的速度和恰当的时机驶入下主道(6)；过渡道(12)是一段坡道，车辆可通过过渡道(12)从下轨道(3)进入上轨道(5)或者从上轨道(5)进入下轨道(3)。
  5. 根据权利要求4所述的交通系统，其特征在于，所述交通系统包括过渡道(12)，所述过渡道(12)的顶端可与上主道(7)、上引出道(13)、上引入道(14)中任意一种上轨道(5)相连，过渡道(12)的末端略低于在下轨道(3)上行驶车辆的上驱动轮(4)的下沿；车辆从下轨道(3)进入过渡道(12)时，车辆的上驱动轮(4)逐渐与过渡道(12)接触，同时车辆的下驱动轮(2)逐渐脱离下轨道(3)；车辆从过渡道(12)进入下轨道(3)时，车辆的下驱动轮(2)逐渐与下轨道(3)接触，同时车辆的上驱动轮(4)逐渐脱离过渡道(12)。
  6. 根据权利要求4所述的交通系统，其特征在于，所述交通系统可包括上引出道(13)，所述上引出道(13)需连接到过渡道(12)的顶端；下主道(6)上行驶的车辆不受过渡道(12)、上引出道(13)的影响；需要驶离下主道(6)的车辆在进入过渡道(12)之前，调整装置受控伸出并锁定上驱动轮(4)，车辆经过渡道(12)、上引出道(13)驶离下主道(6)。
  7. 根据权利要求4所述的交通系统，其特征在于，所述交通系统可包括上引入道(14)，所述上引入道(14)需连接到过渡道(12)的顶端；下主道(6)上行驶的车辆不受上引入道(14)、过渡道(12)的影响；需要驶入下主道(6)的车辆经上引入道(14)、过渡道(12)驶入下主道(6)，进入下主道(6)后，调整装置受控收回并锁定上驱动轮(4)。
  8. 根据权利要求4所述的交通系统，其特征在于，所述交通系统可包括下引出道(15)，下轨道(3)以过渡道(12)末端在下轨道(3)上的投影为分界点，分界点之前的下轨道(3)为下主道(6)；分界点之后的下轨道(3)为下引出道(15)；过渡道(12)的顶端与上主道(7)相连；下主道(6)上行驶的车辆在进入过渡道(12)之前，调整装置受控伸出并锁定上驱动轮(4)，经过渡道(12)转到上主道(7)行驶；需要驶离下主道(6)的车辆经下引出道(15)驶离下主道(6)。
  9. 根据权利要求4所述的交通系统，其特征在于，所述交通系统可包括下引入道(16)，下轨道(3)以过渡道(12)末端在下轨道(3)上的投影为分界点，分界点之前的下轨道(3)为下引入道(16)；在分界点之后的下轨道(3) 为下主道(6)；过渡道(12)的顶端与上主道(7)相连；上主道(7)上行驶的车辆经过渡道(12)转到下主道(6)行驶，进入下主道(6)后，调整装置受控收回并锁定上驱动轮(4)；需要驶入下主道(6)的车辆经下引入道(16)驶入下主道(6)。
PCT/CN2023/087433 2022-05-24 2023-04-11 一种车辆及交通系统 WO2023226605A1 (zh)

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