TW202124199A - Smart rail rapid transit system - Google Patents

Abstract

The invention is an intelligent rail rapid transit design, allowing many battery power to drive light vehicles that travel on the rail route at the same time on easy-to-build light rails. All activities that require parking, including getting on and off passengers, changing battery packs, repairing, cleaning, etc., are moved into the stations above or below the lane to be performed inside. On the lanes kept clear therefore can flexibly drive several to tens of thousands of small vehicles, and transport several to tens of thousands of passengers and goods. All small vehicles are uniformly controlled by the central computer, when they arrive at the station, they quickly go up or down to enter the station, the small vehicles behind continue to travel without slowing down or stopping to wait, the small vehicle that has finished the activities inside the station leaves the station by going down or up to merge into the traffic flow on the lane. All vehicles are self-driving, the vehicle does not stop halfway, and can reach its destination quickly without the dangerous high speed driving as the main feature.

Description

精靈軌道捷運系統Wizard Rail Rapid Transit System

本發明係關於小型軌道車輛設計、電機、安全偵測、電腦人工智慧程式控制(AI)、與電子自動控制之相關技術應用。 The present invention relates to the design of small rail vehicles, motors, safety detection, computer artificial intelligence program control (AI), and electronic automatic control related technology applications.

傳統軌道車輛工程技術，輕小運量與個人捷運工程技術 Traditional rail vehicle engineering technology, light and small volume and personal rapid transit engineering technology

本發明以新創的載客<10人輕型電動小車(簡稱小車)，與特殊構造的車站為主，相對衍生的許多支援設施為輔，讓數以萬計小車可同時奔馳在隨時保持暢通的輕或超輕型車道上，創造出最靈活的捷運系統。小車以鋰離子二次電池，中小馬力最具效能的永磁同步馬達驅動，是無空氣汙染，全電子自動控制的無人自駕車。特殊構造車站在車道上下層位置(除非終點站)，讓到站小車快速進站，保持車道層暢通，出站則適時併入快速移動車流；其中有上下客貨的主要車站，與各種功能性車站，包括快速換電池組、維修、換耗材、洗車、換補車輛的待命車庫等。還有檢測與再充電電池組廠庫，太陽能或風力發電站，系統電力變電站與調度中心等其他間接設施設備，都統一由中央電腦系統控制所有小車與相關設施設備的運作，是人工智慧自動控制系統的最佳應用例。 The invention is based on the newly created light electric trolley with less than 10 passengers (referred to as trolley), which is mainly composed of specially constructed stations, supplemented by many relatively derived support facilities, so that tens of thousands of trolleys can run at any time at the same time. Maintain smooth light or ultra-light lanes to create the most flexible MRT system. The car is driven by a lithium-ion secondary battery and the most efficient permanent magnet synchronous motor with medium and small horsepower. It is an unmanned self-driving car with no air pollution and full electronic automatic control. The special structure of the station is located on the upper and lower levels of the lane (unless the terminal), allowing the arriving trolleys to enter the station quickly, keeping the lane level unobstructed, and entering the fast-moving traffic flow at the right time when leaving the station; among them are the main stations for loading and unloading passengers and goods, and various functions Stations, including standby garages for quick battery pack replacement, maintenance, replacement of consumables, car washing, and replacement of vehicles. There are also other indirect facilities and equipment such as detection and rechargeable battery packs, solar or wind power stations, system power substations and dispatching centers. The central computer system controls the operation of all trolleys and related facilities and equipment. It is artificial intelligence and automatic. The best application example of the control system.

10‧‧‧捷運主要車道(輕型雙軌，來回雙車道) 10‧‧‧Main lane of MRT (light dual-track, double-lane back and forth)

11‧‧‧主要車站(上下客貨車站，可集中提供其他功能性服務) 11‧‧‧Main stations (up and down passenger and freight stations, can provide other functional services in a centralized manner)

12‧‧‧換電池站(快速更換電池組，收回電池再充電) 12‧‧‧Battery change station (Quickly replace the battery pack, retract the battery and recharge)

13‧‧‧維修車站(快速維修與更換耗材) 13‧‧‧Maintenance station (quick maintenance and replacement of consumables)

14‧‧‧待命空車庫(彈性調度支援各主要車站) 14‧‧‧Empty Standby Garage (flexible dispatch to support major stations)

15‧‧‧捷運單車道副線(車流少，來回共用單車道) 15‧‧‧MRT single-lane sub-line (less traffic flow, shared single-lane back and forth)

16‧‧‧捷運雙車道副線(車流大，來回雙車道) 16‧‧‧MRT two-lane sub-line (high traffic flow, double-lane back and forth)

17‧‧‧會車車站(來回共用單車道專有) 17‧‧‧Meeting station (shared single lane for back and forth only)

18‧‧‧他線捷運主線 18‧‧‧Other MRT Main Line

19‧‧‧他線捷運副線(包括單雙車道) 19‧‧‧Sub-line MRT Line (including single and double lanes)

1a‧‧‧彎道轉軌(主副線都有) 1a‧‧‧Turning at curves (both main and auxiliary lines)

1b‧‧‧終點車站(大多是來回共用單車道終點，車站車道可以同層) 1b‧‧‧Terminal station (most of them share a single-lane terminal back and forth, and the station lanes can be on the same floor)

1c‧‧‧電力供應系統(包括變電站與電力分配系統) 1c‧‧‧Power supply system (including substation and power distribution system)

1d‧‧‧中控電腦系統(包括不斷電、有線、無線資訊傳輸系統) 1d‧‧‧Central control computer system (including uninterruptible power supply, wired and wireless information transmission system)

1e‧‧‧太陽能發電站(直接支援電池充電) 1e‧‧‧Solar power station (support battery charging directly)

1f‧‧‧風能發電系統(直接支援電池充電) 1f‧‧‧Wind power generation system (support battery charging directly)

1g‧‧‧電池充電倉庫 1g‧‧‧Battery charging warehouse

20‧‧‧輕型小車底盤(裝置電池22、電動馬達21、及相關控制管理設備) 20‧‧‧Lightweight car chassis (device battery 22, electric motor 21, and related control and management equipment)

21‧‧‧電動馬達(永磁同步馬達，包括專用配對的馬達控制設備) 21‧‧‧Electric motor (permanent magnet synchronous motor, including dedicated paired motor control equipment)

22‧‧‧電池組(包括專用的電池電源管理設備) 22‧‧‧Battery pack (including dedicated battery power management equipment)

23‧‧‧客車車殼(包括車內座椅與相關設備) 23‧‧‧Bus car shell (including car seats and related equipment)

24‧‧‧載貨平台 24‧‧‧Cargo Platform

240‧‧‧載台固定孔(套鎖底盤與貨物) 240‧‧‧Fixed hole of carrier (set lock chassis and cargo)

25‧‧‧主要車輪(簡稱主輪) 25‧‧‧Main wheel (referred to as main wheel)

250‧‧‧主輪輪圈(鋁合金或鋼製) 250‧‧‧Main wheel rim (aluminum alloy or steel)

251‧‧‧主輪外胎(外層耐磨內層吸震的實心雙層橡皮) 251‧‧‧Main wheel tire (solid double-layer rubber with wear-resistant outer layer and shock-absorbing inner layer)

26‧‧‧主輪之橫向導輪(簡稱導輪) 26‧‧‧The horizontal guide wheel of the main wheel (referred to as the guide wheel)

260‧‧‧止移擋塊(防止主輪脫軌) 260‧‧‧stop block (to prevent the main wheel from derailing)

27‧‧‧輔助車輪(簡稱輔輪，進出高位車站或不進出低位車站專用) 27‧‧‧Auxiliary wheel (referred to as auxiliary wheel, dedicated for entering and exiting high-level stations or not entering and exiting low-level stations)

270‧‧‧輔助車輪軸(長度可伸縮) 270‧‧‧Auxiliary wheel axle (length can be extended)

271‧‧‧輔輪外胎(外層耐磨內層吸震的實心雙層橡皮) 271.

28‧‧‧測距防撞系統(優先控制車速與剎車) 28‧‧‧Ranging and collision avoidance system (priority control of vehicle speed and braking)

30‧‧‧高位車站(簡稱高站，在車道上層至少一車高度加安全空間的位置) 30‧‧‧High station (referred to as high station, at least one vehicle height plus a safe space on the upper level of the lane)

31‧‧‧低位車站(簡稱低站，在車道下層至少一車高度加安全空間的位置) 31‧‧‧Low station (referred to as low station, at least one vehicle height plus a safe space on the lower level of the lane)

32‧‧‧高位車站之斜坡上升輔助軌道(簡稱上輔軌) 32‧‧‧Slope-up auxiliary track of high station (referred to as upper auxiliary track)

33‧‧‧高位車站之斜坡下降輔助軌道(簡稱下輔軌) 33‧‧‧Slope descent auxiliary track of high station (referred to as lower auxiliary track)

34‧‧‧低位車站之水平輔助軌道(簡稱平輔軌) 34‧‧‧Horizontal auxiliary track of low station (referred to as flat auxiliary track)

35‧‧‧減速緩衝軌道(車站內) 35‧‧‧Decelerating buffer track (in the station)

36‧‧‧上下客貨區(有數量不等的停車位置) 36‧‧‧Passenger and cargo area (there are various parking spaces)

37‧‧‧橫向滑軌(上下客貨區內之正副線車道上) 37‧‧‧Horizontal slide (on the main and auxiliary lanes in the passenger and cargo area)

38‧‧‧可升降的軌道小段組(簡稱升降軌，上下客貨區內專有) 38‧‧‧Elevating track sub-section group (referred to as elevator track, exclusive for up and down passenger and cargo areas)

39‧‧‧活動載台(在正副線車道間移動) 39‧‧‧Activity platform (moving between the main and auxiliary lanes)

第1圖係本發明之系統簡化概要與運作原理圖 Figure 1 is a simplified overview and operating principle diagram of the system of the present invention

第2圖係本發明之輕型軌道電動小車構造簡圖 Figure 2 is a schematic diagram of the structure of the light rail electric trolley of the present invention

第3圖係本發明之特殊構造車站與小車進出車站原理圖 Figure 3 is a schematic diagram of the special structure station and the trolley entering and exiting the station of the present invention

目前軌道捷運從低到高運量系統，都只在車廂大小、車速高低、與發車密度上鑽牛角尖。擁有專用路權的軌道運輸，不論是那種運量規模，對前車停靠上下客貨，後面車輛都只能按序等待的瓶頸始終無法突破。高運量捷運用大車廂載運很多客貨，必須站站停靠車速更慢，軌道使用率低，運量很難有效提高。更別提重車需要高價中重軌道系統，加減速、剎車停車都難，能量浪費與機械損耗很大。個人捷運(PRT)使用2~6人的小車與輕軌，不再站站停車，但到站上下客貨佔用車道，車流不連續運量太小也沒人採用。大家都在追求軌道容易建造，運量卻越大越好的捷運系統。輕軌易建，卻只容載客貨量少的小車，要有很多小車才能運送大量客貨，這樣的需求其實有解，只要到站車不滯留在車道上就是答案。本發明正是新創一種輕型小車，到站能夠快速進入與車道不同層的特殊構造車站，不會滯留在車道上堵塞車流，車道暢通就可行駛大量小車，載送大量客貨。滿載小車的總重大多不足一噸(只有>八座車可能稍有超出)，正適用於只有數噸承重的輕或超輕型軌道。用簡單樑柱就可快速架設不受干擾，也不怕淹水的高架專用車道，工程經費很低，規劃路線也特別容易，甚至可沿馬路安全島建造。小車重量輕動量低，很容易將其停車才能進行的活動，包括上下客貨、更換電池組與耗材、保養維修、甚至清洗車體等，都快速移入車站內進行，車道上只有不進站小車的快速車流，依在線上小車的即時數量，系統運客量從數人到數以萬計都能滿足。 At present, the low-to-high-volume system of the rail rapid transit system only uses the size of the car, the speed of the car, and the density of the train. For rail transportation with dedicated rights of way, no matter what the size of the volume, the bottleneck that the vehicles in front can only be used to wait in order for the vehicles in front to get on and off the passengers and goods cannot be broken. The high-volume rapid use of large carriages to carry a lot of passengers and goods, must stop at a slower speed, the track utilization rate is low, and it is difficult to effectively increase the transportation volume. Not to mention that heavy vehicles require high-priced medium-heavy track systems, which are difficult to accelerate, decelerate, and brake to stop, resulting in a lot of energy waste and mechanical loss. The Personal Rapid Transit (PRT) uses cars and light rails with 2 to 6 people, and no longer stops at stations, but passengers and cargo take up lanes when they arrive at the station, and the discontinuous traffic volume is too small for no one to use. Everyone is pursuing the easy-to-build track, but the larger the volume, the better the MRT system. The light rail is easy to build, but it only accommodates small cars with a small amount of passenger and cargo. There are many cars to transport a large number of passengers and cargo. This demand is actually solved. As long as the arriving cars do not stay in the lanes, the answer is. The invention is a newly created light trolley, which can quickly enter a station with a special structure on a different layer from the lane at the station, will not stay in the lane and block the traffic flow, and can drive a large number of trolleys and carry a large number of passengers and goods when the lane is unobstructed. The total weight of a fully loaded trolley is less than one ton (only> eight-seater vehicles may slightly exceed it), which is suitable for light or ultra-light rails with a load of only a few tons. Simple beams and columns can be used to quickly erect special elevated lanes that are not disturbed and are not afraid of flooding. The project cost is very low and route planning is particularly easy. It can even be built along road safety islands. The trolley is light in weight and low in momentum. Activities that can be carried out only when it is easy to park, including loading and unloading passengers and cargo, replacing battery packs and consumables, maintenance and repair, and even cleaning the car body, are all quickly moved into the station. The fast traffic flow of trolleys, depending on the real-time number of trolleys on the line, can satisfy the system for carrying passengers from a few people to tens of thousands.

小車與特殊構造車站是本發明的兩大硬體重點，相互配合 讓小車到站快速進入車站，保持車道暢通行駛大量車流，出站則適時併入車流繼續奔馳。達成此目標的實施內容有很多變通，但非終點站的車站不能與車道在同一層次擋住車流，在同平面轉彎或換軌都很難快速執行，安全度更是可慮。依當場環境條件與實際需求，如第3圖所示之特殊構造車站，只能在車道上下層一輛車高加安全空間的位置，要讓車道車流輕鬆穿越，分別稱為高位車站30(簡稱高站)與低位車站31(簡稱低站)。如第2圖之輕型軌道小電動車構造簡圖上半頁面所示，小車最大特點是有兩套車輪，正常在車道上行駛的是主要車輪25(簡稱主輪)。另一套稱輔助車輪27(簡稱輔輪)則專用於進出高站或越過低站。高站30前緣有傾斜上升輔助軌道32(簡稱上輔軌)讓小車輔輪沿其快速爬高脫離車道進入高站(簡稱上高站)，出站走傾斜下降輔助軌道33(簡稱下輔軌)釋出位能讓車輛加速併入車流(簡稱高站下)。進出低站31則不需輔輪，直接沿下降車道下行進站(簡稱下低站)，之後沿上升車道爬升回正常高度車道(簡稱低站上)出站併入車流，反而不進低站者須推出輔輪走水平輔助軌道34(簡稱平輔軌)快速越過低站。上高站在爬高過程可回收部分動能成位能，並在高站下時釋出加速小車，顯然比較節能，但客貨必須走樓梯上下月台。下低站須啟動馬達動力回收技術回收動力減速，出站則需短暫消耗更大馬力低站上，但車站接近地面，客貨可直接出入。如第2圖輕型軌道小電動車構造簡圖之小車底盤上視與側視圖(上半頁)所示，小車底盤20上安裝有含控制模組的馬達21，內建電池電源管理系統的電池組22，有可伸縮車軸270的輔輪27，可以同軸內嵌於主輪25，或另設於其他位置。如第2圖中段頁面所示車殼、載台、與車輪構造，底盤上安裝客車車殼23(圖示為單排三人座例子)或有固定孔240套鎖底盤與貨物的貨車載台24就組成客貨車。主輪25與輔輪27都是合金鋼或鋁合金輪圈250，270上套實心雙層橡膠外胎 251，271的構造；外胎外層接觸軌面的是耐磨等級，內層則是鬆軟吸震的彈性等級橡膠，這種有吸震能力的車輪可代替或簡化小車避震器的需求，畢竟小車只是行走在平滑的車道軌面，而非狀況很多的馬路路面上。乘客<4人的單排座小車寬度<1米，≧四座雙排座車寬<1.5米，都可在一米左右窄軌上行駛(台鐵軌寬1.067m)。如第2圖下段頁面所示，主輪軸250或底盤20上設置的橫向導輪26(簡稱導輪)與簡化的導輪機構261(完整導輪機構有左右輪比率與差速連動設計，或電子差速分別驅動左右輪)，導引主輪追蹤軌道軌面中心線行駛。主輪沿軌面中心線直行時，導輪26與ㄇ型軌道內側牆面(簡稱內牆)保有間隙不相碰觸；當軌道向左轉彎時，連動右前主輪的導輪26就會被內牆壓迫經導輪機構261讓左右主輪不對稱(左多右少)跟隨軌道向左轉彎，並用止移擋塊260位置決定小車與其主輪在軌道面上的最大偏移量，確保不脫軌。軌道向右轉彎的狀況類似，左前主輪的導輪會被內牆壓迫經導輪機構讓左右主輪不對稱跟隨軌道向右轉彎。更精確的實際設計導輪確實用在確保不脫軌，但底盤上各主輪前設置測距模組精密測出與內牆距離，經綜合計算並據以微調各主輪轉向，精確追蹤軌面中心線。若左右主輪用各自獨立的同步馬達驅動(或輪殼馬達)，以精密計算出的電子差速控制左右主輪轉速也能達相同目標。主輪沿軌面中心線行駛偏移不大時，導輪不會壓到內牆，小車以輔輪走輔道時，主輪與導輪都被抬高脫離車軌，不需另設機構移開導輪。輔輪軸270可外推輔輪27到輔軌32,33,34寬度，或收回到碰不到輔軌的寬度，隱入主輪內或其他隱藏位置。 The trolley and the station with a special structure are the two major hardware points of the present invention. They cooperate with each other to allow the trolley to quickly enter the station when it arrives, keep the lane unblocked, and drive a large amount of traffic. There are many variations in the implementation content to achieve this goal, but the non-terminal station cannot block the flow of traffic at the same level as the lane, and it is difficult to quickly perform turns or track changes on the same plane, and safety is even more worrying. According to the on-site environmental conditions and actual needs, the specially constructed station as shown in Figure 3 can only be located on the upper and lower levels of the lane with a car height plus a safe space. The lanes should be easily crossed by traffic, which are called high-level stations 30 (abbreviated as high-level stations). High station) and low station 31 (referred to as low station). As shown in the upper half page of the structure diagram of the light rail small electric vehicle in Figure 2, the biggest feature of the small car is that it has two sets of wheels, and the main wheel 25 (referred to as the main wheel) normally runs on the lane. Another set of auxiliary wheels 27 (referred to as auxiliary wheels) is dedicated to entering and exiting high stations or crossing low stations. There is an inclined ascending auxiliary track 32 (referred to as the upper auxiliary rail) at the front edge of the high station 30 to allow the auxiliary wheels of the trolley to quickly climb and leave the lane to enter the high station (referred to as the upper station), and then to go out of the station on the inclined descending auxiliary rail 33 (referred to as the lower auxiliary rail). The auxiliary rail) release position allows the vehicle to accelerate and merge into the traffic flow (referred to as under the high station). When entering and exiting the low station 31, auxiliary wheels are not required, and directly descend along the descending lane to enter the station (referred to as the lower station), and then climb along the ascending lane to return to the normal height lane (referred to as the lower station) to exit the station and enter the traffic flow, instead of entering the low station The person must push out the auxiliary wheel to walk the horizontal auxiliary rail 34 (referred to as the flat auxiliary rail) to quickly cross the low station. Station recyclable high kinetic energy into potential energy during part of the climb, the car and released at a high acceleration station, is clearly more energy-efficient, but it must take the passenger platform and down the stairs. The motor power recovery technology must be activated to slow down the power when getting off the low station. When leaving the station, it will consume more horsepower for a short time. However, the station is close to the ground and passengers and goods can enter and leave directly. As shown in the top view and side view of the trolley chassis (upper half page) of the structure diagram of the light rail small electric vehicle in Figure 2, the trolley chassis 20 is equipped with a motor 21 containing a control module, and a built-in battery power management system The battery pack 22 has an auxiliary wheel 27 with a retractable axle 270, which can be coaxially embedded in the main wheel 25, or set elsewhere. As shown in the section page of Figure 2, the structure of the car shell, carrier, and wheels, a passenger car shell 23 is installed on the chassis (the figure shows a single-row three-seater example) or a freight carrier with 240 sets of fixed holes to lock the chassis and cargo 24 constitutes a van. The main wheel 25 and the auxiliary wheel 27 are made of alloy steel or aluminum alloy wheels 250, 270 with solid double-layer rubber tires 251, 271; the outer layer of the tire contacting the rail surface is wear-resistant, and the inner layer is soft and shock-absorbing Elastic grade rubber, this kind of shock-absorbing wheels can replace or simplify the demand for shock absorbers for trolleys. After all, the trolley only walks on a smooth track surface, rather than a road with many conditions. The width of single-row trolleys with less than 4 passengers is less than 1 meter, and the width of ≧four-seater double-row seats is less than 1.5 meters, and they can all travel on a narrow track of about one meter (Taiwan railway track width is 1.067m). As shown on the lower page of Figure 2, the lateral guide wheel 26 (referred to as the guide wheel) provided on the main axle 250 or the chassis 20 and the simplified guide wheel mechanism 261 (the complete guide wheel mechanism has a left-right wheel ratio and a differential linkage design, or The electronic differential drives the left and right wheels separately), guiding the main wheels to track the centerline of the track surface. When the main wheel travels straight along the center line of the track surface, the guide wheel 26 and the inner wall of the ㄇ-shaped track (referred to as the inner wall) keep a gap and do not touch; when the track turns to the left, the guide wheel 26 that links the right front main wheel will be The inner wall presses the guide wheel mechanism 261 to make the left and right main wheels asymmetrically (more left and less right) follow the track to turn left, and the position of the stop block 260 determines the maximum offset between the trolley and its main wheels on the track surface to ensure Not derailed. The situation of the track turning to the right is similar. The guide wheel of the left front main wheel will be pressed by the inner wall through the guide wheel mechanism to make the left and right main wheels follow the track asymmetrically to turn to the right. The more accurate actual design guide wheels are indeed used to ensure that they do not derail, but the distance measurement module is installed in front of the main wheels on the chassis to accurately measure the distance to the inner wall. After comprehensive calculations, the steering of each main wheel can be fine-tuned to accurately track the track surface. Centerline. If the left and right main wheels are driven by independent synchronous motors (or wheel housing motors), the same goal can be achieved by controlling the speed of the left and right main wheels with a precisely calculated electronic differential. When the main wheel travels along the center line of the track surface and the deviation is not large, the guide wheel will not press against the inner wall. When the trolley uses the auxiliary wheel to walk on the auxiliary road, the main wheel and the guide wheel are both lifted and separated from the track, no additional installation is required The mechanism removes the guide wheel. The auxiliary wheel axle 270 can push the auxiliary wheel 27 to the width of the auxiliary rail 32, 33, 34, or retract to the width of the auxiliary rail, and hide into the main wheel or other hidden positions.

如第3圖之小車進出車站原理圖所示，正常行駛中小車是主輪25走在車道10上，進高站30前推出輔輪27，走上輔軌32上高站，主輪與導輪被懸空不作用；出站走下輔軌33高站下併入車流，並隨即收回輔輪 27。進出低站31不需動用輔輪，沿車道下低站，出站沿車道低站上併入車流；反而是不進低站31的小車須先外推輔輪27，走平輔軌34越過車站。輔輪27啟動必須回報即時定位狀態，縱然故障該動未動，只會發生小車進出站錯亂，不會造成安全問題。如第3圖中段頁面之車站內緩衝與上下客貨區車道示意圖所示，進入車站的小車接著平走一段減速緩衝道35(中斷輔軌改由主輪走站內加設的車道軌道，或水平延長輔軌)，執行電磁回收動力減速與剎車(下低站就提前執行這些動作)，直到進入上下客貨區36的空車位才停住。減速緩衝道35長度比車輛安全煞停所需距離長，要讓超過站內即時上下客貨能量的大車流進站時，部分緩衝道可暫停一些進站還等不到上下客貨車位的小車，中央電腦1d(第1圖頁面左上角)精算出緩衝道都將塞堵時，就會從各車站限制以此站為目的站的小車繼續出發，防止小車塞到主要車道上堵住車流。從以上敘述可推知上下輔軌32,33所需長度都很有限，只要讓上高站前車上爬足夠高度(~3m)讓不進站的後車從下穿過，高站下傾斜度不會讓乘客不舒服即可(簡稱短輔軌)；平輔軌34更只需幾米長度的(短輔軌)讓要進出站的小車有空間駛進駛出，中間段以加設車道軌道替代輔軌。車站都用短輔軌，輔輪就不需動力，自由轉動滑過短輔軌。上下客貨區36內停車位數量隨預估到站車流量設計，可同時讓兩倍車位數量的小車上下客貨。每一停車位中間是可以上下活動的軌道小段38(簡稱升降軌)，左右副線位置都對應有可與中間位置相互移動的活動載台39，三個位置地面上都有橫向滑軌37。可上下客貨的車位中間位置會有活動載台待命，小車到位停住時升降軌38立即沉降到比活動載台低，由活動載台接住的小車就隨載台輕鬆被推到左右邊的副線位置，讓客貨從容下車。閒置活動載台立即從左或右方移入補位待命，升降軌也隨即升高恢復軌道完整連續狀態保持軌道暢通。中間位置若無活動載台待命就是左右 副線位置都正在上下客貨，必須有小車離開才能再接受新來車上下客貨。每個上下客貨車位可以有多個活動載台39，代表有多個副線位置可上下客貨。新出發客貨從容上停在副線位置上的小車，坐滿裝滿隨即沉降升降軌38讓承載小車的活動載台39移回中央位置，升降軌38再升高頂起小車脫離載台，小車隨即走恢復連續狀態的軌道高站下，或低站上併入車流。若高站內不另設車道軌道接替短輔軌，延長輔軌讓輔輪27從進站走到出站，包括緩衝與上下客貨軌道、升降軌都是部分輔軌，上下客貨過程不變，但輔輪須連動馬達動力移動小車，並執行動力回收。上述小車進出站過程並不很複雜，就是藉小車輔輪走車站輔軌，讓小車走高到高站，或快速通過低站，避免堵塞車道，讓走在主要車道上車流不須中斷或減速。實際的狀況是車流到站時，由於輔軌32,33,34都比車道與車身寬，只有已推出輔輪27要進站的小車能走上輔軌32上高站，或不進低站31的小車走平輔軌34越過車站；未推出輔輪的小車則穿越高站30，或沿車道下低站。車速>50km/h的小車沿10~15°的斜度爬高走低或平走3m耗時都不到一秒，車道上隨行其後的小車都不會受影響，不須減速繼續行駛。小車前緣都有測距防撞28的設計，前車太慢也不會追撞，反而與前車車距太大中控電腦會發訊加速追趕，避免塞堵後續車流。可想像車道上大量疾駛不減速的小車車流可提供多大的運量，軌道利用率有多高。在上下客貨區的副線位置上下客貨不會影響其他小車進出，對動作慢或行動不變的殘障人士不會造成壓力。分散載客貨量到小車，不但可以藉調度上線小車數滿足大小運量，坐滿即開並在每個車站保持適量待命空車，不需等車的捷運最便利，卻無運量浪費。 As shown in the principle diagram of the trolley entering and exiting the station in Figure 3, the main wheel 25 of the trolley in normal driving is walking on the lane 10, the auxiliary wheel 27 is pushed out before the high-speed station 30, and the main wheel is on the auxiliary rail 32. The guide wheel is suspended in the air and does not work; exit the station and walk off the auxiliary track 33 and get off the high station to merge into the traffic flow, and then retract the auxiliary wheel 27. There is no need to use auxiliary wheels to enter and exit the low station 31, and go down the low station along the lane , and merge into the traffic flow along the low station when leaving the station. Instead, the trolley that does not enter the low station 31 must first push the auxiliary wheel 27 and go on the flat auxiliary rail 34 Cross the station. The auxiliary wheel 27 must report the real-time positioning status when it is started. Even if the fault does not move, only the car will enter and exit the station in a disorder, and will not cause safety problems. As shown in the schematic diagram of the buffer and the upper and lower passenger and cargo area lanes in the section page in Figure 3, the trolley entering the station then walks down a section of the deceleration buffer road 35 (interrupting the auxiliary rail and changing to the main wheel to take the additional lane track in the station, or Horizontally extend the auxiliary rail), perform electromagnetic power recovery deceleration and braking (the lower station will perform these actions in advance), and it will not stop until the empty parking space of the loading and unloading passenger and cargo area 36 is entered. The length of the deceleration buffer road 35 is longer than the distance required for the safe stopping of the vehicle. When a large flow of vehicles exceeding the instantaneous loading and unloading energy in the station is required to enter the station, some buffer roads can be suspended for some small cars that cannot wait for the passenger and freight cars to enter the station. , When the central computer 1d (upper left corner of the page in Figure 1) calculates that the buffer road will be blocked, it will restrict the trolleys from each station to the station as the destination to continue to depart to prevent the trolley from jamming into the main lane and blocking Traffic flow. From the above description, it can be inferred that the required lengths of the upper and lower auxiliary rails 32 and 33 are very limited. As long as the cars in front of the upper station are allowed to climb up enough height (~3m) to allow the rear cars not entering the station to pass through, the slope of the lower station is It will not make passengers uncomfortable (short auxiliary rail for short); the flat auxiliary rail 34 only needs a few meters in length (short auxiliary rail) to allow the cars to enter and exit the station to drive in and out, and the middle section can be added with a lane. The track replaces the auxiliary track. The stations all use short auxiliary rails, the auxiliary wheels do not need power, and they rotate freely and slide over the short auxiliary rails. The number of parking spaces in the upper and lower passenger and cargo area 36 is designed according to the estimated traffic volume at the station, so that twice the number of parking spaces can be loaded and dropped off at the same time. In the middle of each parking space is a track section 38 that can move up and down (referred to as lifting rail). The left and right auxiliary lines correspond to movable platforms 39 that can move with the middle position. There are horizontal slide rails 37 on the ground at three positions. There will be a movable platform on standby in the middle of the parking space for passengers and cargo. When the trolley stops in place, the lifting rail 38 immediately sinks to a level lower than the movable platform, and the trolley caught by the movable platform is easily pushed to the platform along with it. The position of the secondary line on the left and right allows passengers and goods to get off the bus calmly. The idle movable platform is immediately moved from the left or right to the replenishment stand-by, and the lifting rail is immediately raised to restore the integrity and continuous state of the rail to keep the rail unblocked. If there is no movable platform in the middle position, it means that both the left and right auxiliary lines are loading and unloading passengers and goods, and the trolley must leave to accept the new arrivals. There can be multiple movable loading platforms 39 for each loading and unloading passenger and truck space, which means that there are multiple auxiliary line positions for loading and unloading passengers and cargo. The newly-departing passenger and cargo calmly board the trolley at the position of the secondary line, fully fill it, and then sink the lifting rail 38 to move the movable platform 39 carrying the trolley back to the center position, and then lift the lifting rail 38 to lift the trolley away Carriage platform, the trolley will then go under the track to restore the continuous state under the high station , or on the low station to merge into the traffic flow. If there is no additional lane track in the high station to replace the short auxiliary rail, extend the auxiliary rail to allow auxiliary wheel 27 to walk from inbound to outbound, including the buffer, up and down passenger and freight rails, and elevator rails are all auxiliary rails, and the process of loading and unloading passengers and freight remains unchanged. , But the auxiliary wheels must be linked to the motor to move the trolley and perform power recovery. The above process of entering and exiting the station is not very complicated. It is to use the auxiliary wheel of the trolley to walk on the auxiliary rails of the station, so that the trolley can go high to the high station, or pass the low station quickly, to avoid blocking the lane, so that the flow of traffic on the main lane does not need to be interrupted. Or slow down. The actual situation is that when the traffic arrives at the station, since the auxiliary rails 32, 33, 34 are wider than the lane and the body, only the trolley that has introduced auxiliary wheel 27 to enter the station can walk on the auxiliary rail 32 to the upper station or not to enter the lower station. The trolley at station 31 crosses the station on the flat auxiliary track 34; the trolley without auxiliary wheels passes through the high station 30, or goes down the low station along the lane. It takes less than a second for a car with a speed of >50km/h to climb up and down along an inclination of 10~15° or go flat for 3m. The following cars in the lane will not be affected, and there is no need to slow down and continue. Driving. The front edge of the trolley has the design of distance measurement and collision avoidance 28. The vehicle in front will not be chased when it is too slow. On the contrary, if the distance between the vehicle and the vehicle in front is too large, the central control computer will send a signal to accelerate the chase to avoid blocking the subsequent traffic. It can be imagined how much traffic can be provided by a large number of fast-moving trolleys on the lane without slowing down, and how high the track utilization rate is. Loading and unloading passengers and goods on the auxiliary line of the passenger and cargo area will not affect the entry and exit of other cars, and will not cause pressure on the disabled who move slowly or remain unchanged. Distribute the passenger and cargo volume to the trolleys. Not only can the number of on-line trolleys be dispatched to meet the large and small capacity, but it can be opened when it is full and keep an appropriate amount of empty cars on standby at each station. The MRT without waiting for the train is the most convenient, but there is no capacity Waste.

如第1圖之系統簡化概要與運作原理圖所示，本發明以主要捷運車道10為主，經彎道轉軌1a聯結多條單車道副線15，或雙車道副線16形成路網。前述說明已知小車進出站幾乎都不影響車流，線上可容納的 小車數大略可用車道總長度，除以小車加前後安全距離的長度，就可約略估算出至少數萬小車，加上主要車站11與待命空車庫14內待命小車總數更多，這麼大量小車需要很多輔助車站與設備去支援。快速換電池站12只需數十秒就能抽換一輛小車的電池組，小車並不需要內裝太大容量太重的電池，只要電池電力將要不足時發出訊號，中央電腦就會發出指令指定該車到適當車站抽換電池。維修車站13內可快速維修、更換耗材、小修換零件、大修換補車、洗車等。當然這些功能性服務可獨立設站，也可以結合成多功能複合站，更可以附設在主要車站內。車流小的路段可設來回共用單車道副線15，車道中加設會車車站17，中控電腦會調整車速讓對向行駛兩車幾乎同時到站，讓其中一方進站，對方則穿站而過。車流大的雙車道副線16運作方式與主線相同，當然也可再連接更小的副線車道。路線終點車站1b站內構造簡化，不需輔軌，在車道終點區或副線位置上下客貨，滿載小車直接反向再出發。由於彎道轉軌1a可聯結主副線車道，自然也可以聯結他線捷運主線18與其單雙車道副線19，乘客轉換捷運線就不必下車走長路去轉乘，都可以不轉乘一站到底。彎道轉軌1a的原理很簡單，經彎道轉軌轉換路線與進出高、低站其實很相似，有輔軌但以一段彎道車道取代車站，進彎道轉軌1a就如進車站，接著走彎道車道調整方向，最後如出站般併入另外路線車流。兩相同高度捷運主線交叉，以分別升高與下降半層高度方式錯開交叉通過，在百米長度微升降車道升降半層乘客幾乎無感。由於輕量小車所用軌道是輕或超輕型規格，密集市區內軌道甚至可以沿馬路安全島建造。依站距與密集程度規劃行車速度，車速60km/h的捷運路網幾乎可深入到大街小巷內。至於郊區或鄉鎮間距離較遠的捷運，無站位小車車速可達120km/h或更高，快如高速鐵路卻仍是一站直達。當然高速行駛需要加強軌道，更長更強固的輔軌，與較重但更堅固的6~9座小車。想像這種區間 直達捷運從台北到台中只需70分鐘，到南投草屯80分鐘、到嘉義民雄150分鐘、到台南新市180分鐘，都是主線車道經彎道轉軌副線直達。每小時數萬人的運能與方便性，遠遠強過台鐵的運輸能力，逢年過節返鄉一位難求的窘境不會再現，爭議大的很多鐵路交通案改採本發明也都可以迎刃而解。 As shown in the simplified system outline and operating principle diagram of Figure 1, the present invention focuses on the main MRT lane 10, and connects multiple single-lane sub-lines 15 or dual-lane sub-lines 16 via a curve transition 1a to form a road network. As mentioned above, it is known that cars entering and leaving the station hardly affect the traffic flow, and the lines that can be accommodated The number of cars can be roughly the total length of the lane, divided by the length of the car plus the front and rear safety distance, you can roughly estimate at least tens of thousands of cars, plus the total number of standby cars in the main station 11 and the standby empty garage 14, so A large number of small cars need a lot of auxiliary stations and equipment to support. The quick battery change station 12 can replace the battery pack of a car in tens of seconds. The car does not need to be equipped with too large and heavy batteries. As long as the battery power is about to be insufficient, the central computer will send out a signal. Issue an instruction to designate the car to go to the appropriate station to change the battery. The repair station 13 can quickly repair, replace consumables, replace parts for minor repairs, replace vehicles for major repairs, and wash vehicles. Of course, these functional services can be set up independently, can also be combined into a multi-functional complex station, and can be attached to the main station. For sections with low traffic flow, a single-lane subline 15 can be set up, and a meeting station 17 can be added to the lane. The central control computer will adjust the speed to make the two cars arriving at the station almost at the same time. And pass. The two-lane sub-line 16 with heavy traffic flows in the same way as the main line, and of course it can be connected to a smaller sub-line. The structure in station 1b of the terminal station of the route is simplified, no auxiliary track is needed, and passengers and cargo are loaded and unloaded at the terminal area of the lane or at the position of the auxiliary line. Since the curve transition 1a can be connected to the main and auxiliary lanes, it can naturally also be connected to the MRT main line 18 of other lines and its single and double lane subline 19. Passengers do not need to get off and take the long road to transfer when changing to the MRT line. They do not need to transfer. One stop to the end. The principle of the curve transition 1a is very simple. The transition route through the curve is similar to the entry and exit of the high and low stations. There are auxiliary rails but a curve lane replaces the station. Entering the curve transition 1a is like entering a station and then turning The lanes adjust the direction, and finally merge into the traffic flow of another route as if leaving a station. The two MRT main lines of the same height crossed and passed by staggering and passing by half-height rise and fall respectively, and passengers on the half-floor lift in the 100-meter-long micro-elevating lane were almost insensible. Because the track used by the light-weight trolley is light or ultra-light type, the track in dense urban areas can even be built along the road safety island. The driving speed is planned according to the distance and density of stations. The MRT road network with a speed of 60km/h can almost penetrate into the streets and alleys. As for the MRT with long distances between suburbs or towns, the speed of trolleys without stations can reach 120km/h or higher, which is as fast as a high-speed railway, but it is still a direct station. Of course, high-speed driving requires reinforced tracks, longer and stronger auxiliary rails, and heavier but stronger 6-9-seater trolleys. Imagine this interval The direct MRT takes only 70 minutes from Taipei to Taichung, 80 minutes to Nantou Caotun, 150 minutes to Chiayi Minxiong, and 180 minutes to Tainan New City. All of them are directly accessible from the main lane through the turn to the secondary line. The transportation capacity and convenience of tens of thousands of people per hour is far stronger than the transportation capacity of Taiwan Railways. The difficult situation of returning home during the holidays will not reappear. Many controversial railway transportation cases will also adopt the present invention. It can be solved easily.

綜合前面的說明，本發明之系統內主角小車數量龐大，衍生活動很多，更必須精確控制所有小車秩序，與每一小車的即時狀態，中控電腦1d與系統內有線為主無線為輔的資訊網路是完全不能或缺的。雖然資訊量龐大複雜，大部分機械相關事件需要反應時間多以秒計即可；大量小車即時狀態資訊，包括電池電力消耗、存量、車速、到站距離、軌道彎度與左右主輪轉速差等運算都由車內小電腦即時處理，只有影響系統的數據需要回報中控電腦統一調度。換下電池檢測與充電的數據分析處理，各主要車站與功能性車站內活動也都由其內設電腦即時處理，中控電腦運算負載其實不會太大，最主要是依每一小車精確的即時定位調控車速，並安排進出站過程而已，目前即使較高階家用型電腦的運算能力都足夠應付。但是中控電腦1d內要用很多人工智慧程式，對許多即時狀況判斷與抉擇，監控分配系統電力，監控電池組充電與庫存量，調度各換電池站內即時電池組存量，各主要車站內待命空車數量，各路線段活動小車數量，安排每輛車的更換電池組、維修、更換耗材、清洗……等活動，正是目前最夯人工智慧科技的絕佳應用例。此外中央電腦也必須監控系統電力供應、尤其是太陽能、風力、水力等特別適用於電池組充電的綠色發電系統，不但可即時保存這些系統所發電力，不需另設儲電設備，也不必用到昂貴又有中間損耗的變電設備變換成市電用到其他用途。 Based on the foregoing description, the system of the present invention has a large number of protagonist cars and many derivative activities. It is necessary to precisely control the order of all cars, and the real-time status of each car. A supplementary information network is absolutely indispensable. Although the amount of information is huge and complex, most mechanical-related events require more than seconds to respond; a large amount of real-time status information of the car, including battery power consumption, inventory, vehicle speed, distance to station, track curvature, and the difference between left and right main wheels speed, etc. The calculations are processed by the small computer in the car in real time, and only the data that affects the system needs to be reported back to the central control computer for unified scheduling. After changing the data analysis and processing of battery detection and charging, the activities in the main stations and functional stations are also processed in real time by their built-in computers. The calculation load of the central control computer is actually not too large, and the most important thing is that each car is accurate. The real-time positioning and controlling of the speed of the vehicle and the arrangement of the entry and exit process are nothing more than. At present, the computing power of even higher-end home computers is sufficient. However, a lot of artificial intelligence programs are used in the central control computer 1d to judge and make decisions on many real-time conditions, monitor the distribution system power, monitor battery pack charging and inventory, dispatch real-time battery pack inventory in each battery replacement station, and standby empty cars in major stations The number, the number of active vehicles in each route segment, and the arrangement of battery replacement, maintenance, replacement of consumables, cleaning... and other activities for each vehicle are the best applications of artificial intelligence technology at present. In addition, the central computer must also monitor the power supply of the system, especially the green power generation systems that are particularly suitable for battery charging, such as solar, wind, and water power. Not only can the power generated by these systems be saved immediately, there is no need for additional power storage equipment, nor use The expensive substation equipment with intermediate loss is converted into commercial power for other purposes.

30‧‧‧高位車站(簡稱高站，在車道上層一車高度加安全空間位置) 30‧‧‧High station (referred to as high station, at the height of one car on the upper level of the lane plus a safe space position)

31‧‧‧低位車站(簡稱低站，在車道下層一車高度加安全空間位置) 31‧‧‧Low station (referred to as low station, at the height of a vehicle on the lower level of the lane plus a safe space position)

32‧‧‧高位車站之斜坡上升輔助軌道(簡稱上輔軌) 32‧‧‧Slope-up auxiliary track of high station (referred to as upper auxiliary track)

33‧‧‧高位車站之斜坡下降輔助軌道(簡稱下輔軌) 33‧‧‧Slope descent auxiliary track of high station (referred to as lower auxiliary track)

34‧‧‧低位車站之水平輔助軌道(簡稱平輔軌) 34‧‧‧Horizontal auxiliary track of low station (referred to as flat auxiliary track)

35‧‧‧減速緩衝軌道(車站內) 35‧‧‧Decelerating buffer track (in the station)

36‧‧‧上下客貨區(有數量不等的停車位置) 36‧‧‧Passenger and cargo area (there are various parking spaces)

37‧‧‧橫向滑軌(上下客貨區內之正副線車道上) 37‧‧‧Horizontal slide (on the main and auxiliary lanes in the passenger and cargo area)

38‧‧‧可升降的軌道小段(簡稱升降軌) 38‧‧‧A small section of rail that can be raised and lowered (referred to as the lifting rail)

39‧‧‧活動載台(在上下客貨區正副線車道間移動) 39‧‧‧Activity platform (moving between the main and auxiliary lanes of the passenger and cargo area)

Claims (10)

一種精靈軌道捷運系統，包括： A smart track rapid transit system, including: 雙ㄇ形軌面輕型軌道構成的車道，特殊構造車站包括上下客貨的主要車站與支援服務的功能性車站，搭配新創有輔助車輪的輕型軌道電動客貨小車(簡稱小車)，到站快速進入或越過位於車道上下層的車站，永保車道暢通無阻，出站趁車流空檔伺機併入。捷運主、副線，其他捷運主、副線車道之間用彎道轉軌相互連結，構成四通八達路網。由於車道保持暢通可讓數萬小車同時上線，運量可觀，從幾人到幾萬人都行。全系統內大量小車與支援設施設備都統一由中央電腦監控為其主要特徵者。 The double ㄇ-shaped track surface light track constitutes a lane. The special structure station includes the main station for loading and unloading passengers and cargo and the functional station for supporting services. The station quickly enters or crosses the station located on the upper and lower levels of the lane, and always keep the lane unobstructed, and exit the station while waiting for the opportunity to merge in while the traffic is empty. The main and auxiliary lines of the MRT, and other main and auxiliary lines of the MRT are connected with each other by turning tracks, forming a road network extending in all directions. As the lanes remain unblocked, tens of thousands of small cars can go online at the same time, and the transportation volume is considerable, ranging from a few people to tens of thousands of people. A large number of vehicles and supporting facilities and equipment in the whole system are uniformly monitored by a central computer as its main feature. 根據申請專利範圍第1項的精靈軌道捷運系統，其中非終點站的特殊構造車站位在車道上下層，分別高出或低於車道至少一個安全車行高度。 高位車站有斜坡上升與斜坡下降輔助軌道讓小車走高進站，下行出站併入車流；低位車站的水平輔助軌道讓不進站車越過低位車站。輔助軌道比車道與小車車身寬，只有推出輔助車輪小車能走高進高位車站，或越過低位車站，車輛不會滯留在車道上阻擋車流為其主要特徵者。 According to the first item of the scope of patent application, the special structure station of the non-terminal station is located on the upper and lower levels of the lane, at least one safe driving height above or below the lane respectively. The high-level station has ramp-up and ramp-down auxiliary tracks to allow the trolley to enter the station high, and go down and exit the station and merge into the traffic flow; the horizontal auxiliary track of the low station allows the non-entering vehicles to pass the low station. The auxiliary track is wider than the lane and the body of the trolley. Only when the auxiliary wheel trolley can go high into the high station or cross the low station, the vehicle will not stay in the lane and block the flow of traffic as its main feature. 根據申請專利範圍第2項的高低位車站，進站有一段減速緩衝車道，讓車輛進行磁電回收動能減速，其中的主要車站，加長的減速緩衝車道可暫停一些已進站，卻須等待上下客貨區車位的車輛為其主要特徵者。 According to the high and low stations in item 2 of the scope of patent application, there is a deceleration buffer lane for entering the station to allow vehicles to decelerate by magnetoelectric recovery of kinetic energy. In the main station, the extended deceleration buffer lane can suspend some of the stations that have entered the station, but have to wait for passengers to get on and off. The vehicle in the cargo area is the main feature. 根據申請專利範圍第3項的主要車站，車輛進站經減速緩衝車道後，接續的上下客貨區，小車到位會立即被移開到車道外副線位置上下客貨，不占用車道妨礙後續來車為其主要特徵者。 According to the main station in item 3 of the scope of patent application, after vehicles enter the station and pass through the deceleration buffer lane, in the successive loading and unloading area, the trolley will be immediately moved to the auxiliary line position outside the lane to get on and off the passenger and cargo, without occupying the lane to hinder the follow-up The main feature is the coming car. 根據申請專利範圍第3項的主要車站，其上下客貨區規劃有依車流量估算數量不等的停車位，每一停車位包括中間主線與左右副線三個位置， 都有橫向滑軌，每個副線位置有活動載台，可滑進滑出中間位置。中間位置的車軌是車道中一小段活動升降軌，活動載台要滑進出中間位置，都得先沉降升降軌到低於滑軌上活動載台高度，滑動完成隨即上升回復車道連續狀態，保持車道暢通。新車到位停妥，就隨活動載台被推到副線位置從容上下客貨；滿載小車要出發，先隨活動載台滑進中間位置，走回復連續狀態車道出站，不影響其他小車活動為其主要特徵者。 According to item 3 of the main station in the scope of patent application, the passenger and cargo area is planned to have parking spaces estimated according to the traffic volume. Each parking space includes three positions: the middle main line and the left and right auxiliary lines. There are horizontal slide rails, and each auxiliary line position has a movable platform, which can be slid in and out of the middle position. The middle position of the car track is a small section of the movable lifting rail in the lane. To slide the movable carrier in and out of the middle position, the lifting rail must first be lowered to the height of the movable carrier on the slide rail. After the sliding is completed, it will rise and return to the continuous state of the lane. The lane is clear. When the new car is in place and parked, it will be pushed to the position of the auxiliary line with the movable platform to calmly pick up and drop off passengers and cargo; the fully loaded trolley should first slide into the middle position with the movable platform and exit the station by returning to the continuous state lane without affecting the activities of other trolleys. As its main characteristic. 根據申請專利範圍第1項的精靈軌道捷運系統，其中的小車，是載客十人以下，以最輕量鋰離子二次電池與永磁同步馬達驅動，擁有主要與輔助兩套車輪，總重至多一噸左右的輕量小車。使用主要車輪行駛正常車道、穿越高位車站、或進出低位車站；因載客少減少停靠車站或直達，因輕量能輕易用輔助車輪走特殊構造車站的輕型輔助軌道，進出高位車站，或越過低位車站，不會滯留在車道上阻礙車流為其主要特徵者。 According to the first item of the scope of patent application, the small car, which carries less than ten passengers, is driven by the lightest lithium-ion secondary battery and permanent magnet synchronous motor, and has two sets of main and auxiliary wheels. Lightweight trolley with a total weight of at most about one ton. Use main wheels to drive normal lanes, cross high-level stations, or enter and exit low-level stations; due to the small number of passengers, reduce stops or direct access, and because of its light weight, it is easy to use auxiliary wheels to walk on the light auxiliary rails of specially constructed stations, enter and exit high-level stations, or cross low-level stations Stations are those whose main characteristic is that they will not stay in the lane and hinder the flow of traffic. 根據申請專利範圍第6項的小車，其主要車輪都有配對橫向導輪與測距模組，隨時偵測與軌道內側牆面距離，據以調整車輪方向，保持車輪精確追蹤軌道面中心線行駛，止移擋塊限制小車不會偏出軌道。車輪沿軌道面中心線行駛時，橫向導輪與軌道內側牆面保有間隙，不會相互磨擦耗損小車動力，小車前緣的測距裝置確保不追撞前車為其主要特徵者。 According to item 6 of the scope of patent application, the main wheels of the trolley have matching lateral guide wheels and distance measuring modules, which can detect the distance to the inner wall of the track at any time, and adjust the wheel direction according to it to keep the wheel accurately tracking the centerline of the track surface When driving, the stop block restricts the trolley from deviating from the track. When the wheels are running along the centerline of the track surface, there is a gap between the lateral guide wheels and the inner wall of the track, which will not rub against each other and consume the power of the trolley. 根據申請專利範圍第1項的精靈軌道捷運系統，其中的彎道轉軌，原理與進出高低位車站相同，只是車站部分是以一段轉彎車道替代而已。與特殊構造車站一樣擁有輔助軌道，配合小車推出輔輪走高進入高彎道轉軌，或越過低彎道轉軌。進入彎道轉軌後緊接著走彎道車道調整方向，最後出彎道轉軌併入新車流，快速轉入其他路線車道為其主要特徵者。 According to the first item in the scope of the patent application, the principle of turning in a curve is the same as that of entering and leaving high and low stations, except that the station part is replaced by a section of turning lanes. Like the special structure station, it has an auxiliary track, and the trolley pushes out the auxiliary wheel to go high into the high curve transition, or cross the low curve transition. After entering the curve and turning, the direction is adjusted by the lane of the curve, and finally the curve is turned into the new traffic flow, and the main feature is the rapid turning into the lane of other routes. 根據申請專利範圍第1項的精靈軌道捷運系統，其中支援服務的功能性車站，包括快速換電池、維修、更換耗材、清潔、甚至換補車輛等服務， 依實際需求可單獨設站，組合數項成複合站，或附設於主要車站內，由中央電腦統一調配，提供最有效率的即時服務為其主要特徵者。 According to the first item of the scope of patent application, the smart rail MRT system, which supports the functional stations of the service, includes services such as quick battery replacement, maintenance, replacement of consumables, cleaning, and even replacement of vehicles. Stations can be set up separately according to actual needs, combined with several items to form a compound station, or attached to the main station, which is uniformly deployed by the central computer to provide the most efficient real-time service as its main feature. 根據申請專利範圍第1項的精靈軌道捷運系統，其中的中央電腦統一控制所有小車與設備的活動，即時控制每一小車行駛與進出車站，安排更換電池組、維修、更換耗材、清潔、甚至換補車輛。以人工智慧程式精算，調度分配每一主要車站的待命空車數量、各車站待命電池組存量；並統一監控系統電力系統、電池組再充電廠庫、其他電力供應尤其是風力、太陽能之類綠電直接支援電池充電等相關事項為其主要特徵者。 According to the first item in the scope of the patent application, the central computer controls the activities of all cars and equipment in a unified manner, controls the movement of each car and enters and exits the station in real time, arranges battery replacement, maintenance, replacement of consumables, and cleaning , And even replacement vehicles. Actuarial calculations using artificial intelligence programs, dispatch and allocate the number of standby empty cars at each main station and the stock of standby battery packs at each station; and unified monitoring system power system, battery pack recharging factory warehouse, other power supply, especially green power such as wind and solar Direct support for battery charging and other related matters is its main feature.

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