JP2000264210A - Vehicle traffic system - Google Patents

Abstract

(57) [Problem] To provide a vehicle transportation system in which the number of vehicles can be increased or decreased according to transportation demand, the degree of freedom of transportation is improved, and the construction cost is low. The vehicle traffic system 1 includes a dedicated route 2 that forms a closed cycle in a single-track system, and a plurality of station sections 3a, 3b, 3c, 3d provided along the dedicated route 2.
A vehicle 4 whose traveling is controlled on the dedicated route 2, a waiting area 5 where the vehicle is on standby to increase or decrease the number of vehicles according to the transportation demand; And a traffic control system 6 operated by the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traffic system capable of freely selecting increase or decrease of vehicles according to transportation demand, and particularly to vehicle traffic which facilitates increase or decrease of vehicles traveling on a closed cycle dedicated route. About the system.

[0002]

2. Description of the Related Art Generally, a vehicle traffic control system of this type includes a vehicle travel control device disclosed in Japanese Patent Application Laid-Open No. 2-189267. This vehicle traveling control device detects a train for each of a plurality of closed sections continuously set on a track, and controls traveling of a train following the train.

[0003] This vehicle travel control device performs a travel control in a closed control operation based on an approach signal to a certain closed section of a train and an advance signal from the closed section so that a plurality of trains do not coexist in a single closed section. The train is running safely.

A conventional vehicle traffic system controls the running of a train by a blockage control so that the train can safely travel on a track. A train is generally constituted by a plurality of vehicles that are mechanically hard-connected.

[0005] In a train in which a plurality of vehicles are mechanically hard-connected, it is difficult to appropriately increase or decrease the number of vehicles in accordance with the increase or decrease in the number of passengers, and the operation of increasing or decreasing the vehicles requires a lot of time and labor. In addition, the laying of the track on which the train travels so that the number of vehicles can be increased or decreased is subject to various great restrictions because the total length of the train is long.

[0006] In order to solve the problem of increasing or decreasing the number of vehicles, a group of vehicles has been proposed in which a plurality of vehicles are not mechanically hard-connected but are electronically soft-connected. When this group of vehicles is driven, the number of vehicles can be easily increased or decreased in a short time, and there is an advantage that restrictions on laying a track can be reduced.

[0007] In addition, in terms of ensuring the safety of trains, the concept of blockage control operation is very effective, and is used in railway and monorail vehicle traffic systems. However, in the closed control operation method, there is a problem that the degree of the high-density operation effect depends on the length of the closed section even if the train is operated at high density. In particular, in the case of a single-track type track, the high-density operation problem is greatly restricted by the length of the closed section.

Even when there is no oncoming vehicle, in the conventional vehicle traffic system, as shown in FIG. 25, it is not possible for a preceding vehicle to run with a following vehicle approaching each other. For example, the vehicle a in the closed section 3 has to keep waiting in the closed section 3 until the preceding vehicle b exits the closed section 4 when the preceding vehicle (preceding vehicle) b exists in the closed section 4. , It is not permitted to proceed to the closed section 4.

[0009]

When it is intended to directly apply the blockage control operation to a vehicle group in which a plurality of vehicles are softly connected using a conventional vehicle traffic system, the vehicle group enters a closed section. An inconvenient situation arises. When the leading vehicle in the vehicle group enters a certain closed section, the following vehicles in the same platoon as the vehicle group for the closed control operation cannot enter the closed section. Is disadvantageously disconnected. For this reason, in the conventional vehicle traffic system, it has been difficult to appropriately drive a vehicle group in which a plurality of vehicles are softly connected on a track by high-density driving.

Furthermore, in the conventional vehicle traffic system, when the track is a single track, the vehicles running on the single track track pass only at the station (station), and the vehicles (trains) run on the track. ) Is operated according to an operation schedule prepared in advance. For this reason, the driving intervals between vehicles are limited by the distance between stations, and high-density driving cannot be performed, or operation schedules cannot be created dynamically, giving vehicle driving flexibility and flexibility. High driving could not be performed.

The present invention has been made in view of the above-mentioned circumstances, and can increase or decrease the number of vehicles according to the transportation demand, improve the degree of freedom of transportation, and reduce the vehicle construction cost. The purpose is to provide a system.

Still another object of the present invention is to reduce the construction cost by constructing a closed cycle dedicated line in a single track system, while providing a passing section between stations to enable bidirectional operation, thereby improving transportation efficiency. And to provide a vehicle traffic system capable of high-density driving.

[0013] Another object of the present invention is to perform automatic platooning operation (platon driving operation) on a dedicated route, and on a general route, based on manual driving operation, to efficiently transport passengers to a destination with high convenience. To provide a vehicle traffic system.

Still another object of the present invention is to perform automatic platooning operation in which vehicles are softly connected to each other on a dedicated route, and increase or decrease the number of platoon vehicles or exchange vehicles at a station individually and freely. It is an object of the present invention to provide a vehicle traffic system.

Another object of the present invention is to provide a non-stop stable control of passing vehicles between platoon vehicles of the same formation at a station section and a passing section of a dedicated line by a basic blockage control system.
An object of the present invention is to provide a vehicle traffic system that efficiently performs vehicle operation control with a short waiting time.

Still another object of the present invention is to dynamically create an optimal traveling timetable for a platoon vehicle traveling on a dedicated route by a traffic control system so that the vehicle and the platoon vehicle can travel efficiently and smoothly and smoothly. It is an object of the present invention to provide a vehicle traffic system capable of controlling driving operation that can pass at a station.

Still another object of the present invention is to enable a dedicated line and a general line to enter each other freely at a station, and to control blockage even when a vehicle enters a convoy vehicle traveling on a dedicated line and joins the vehicles. Another object of the present invention is to provide a vehicle traffic system that can be driven without breaking the vehicle.

[0018]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises: A station provided along the route, a vehicle whose traveling is controlled on the dedicated route, a waiting area where vehicles for increasing or decreasing the number of vehicles according to transportation demand are on standby, and traveling on the dedicated route. And a traffic control system that allows the vehicle to operate according to a transportation amount specification diagram.

According to a second aspect of the present invention, in order to solve the above-mentioned problems, a non-contact type communication means is provided at a station portion of a dedicated line so as to be able to spot-communicate with a vehicle, and the communication means is provided through the communication means. The traffic control system performs spot control of vehicle operation planning, vehicle monitoring, and vehicle operation control by spot communication to the vehicle side, thereby controlling the operation of the vehicle.

According to a third aspect of the present invention, in order to solve the above-mentioned problems, a dedicated line is laid in a specific area such as an airport or an amusement park, while a traffic control system is provided for a passenger such as takeoff and landing of an airplane. The operation schedule of the vehicle is created by linking to the transportation demand, and the increase or decrease of the vehicle is performed.

Further, the vehicle traffic system according to the present invention comprises:
In order to solve the above-mentioned problem, as described in claim 4, a dedicated line constituting a closed cycle in a single-track system, a plurality of stations provided along the dedicated line, A vehicle that is controlled to travel, a standby area for waiting the vehicle to increase or decrease the number of vehicles according to the transportation demand, and a traffic control system for operating the vehicle traveling on the dedicated route in a transportation amount designation diagram system. Passing portions that allow vehicles to pass each other are provided at predetermined intervals between the station portions, and the vehicles are bidirectionally driven at the station portions and the passing portions so that the vehicles can pass each other.

Further, in order to solve the above-mentioned problem, the vehicle traffic system according to the fifth aspect is connected to a general route by three-dimensionally intersecting at the station of the dedicated route, and manually connecting the vehicle on the general route. The vehicle is driven and transported to the destination.

According to a sixth aspect of the present invention, in order to solve the above-mentioned problems, a non-contact type communication system in which spot information is transmitted and received between a traveling vehicle and a traveling vehicle at a passing section and a station section of the dedicated line. Means are provided, while the traffic control system performs traffic control and departure command control of the traveling vehicle via the communication means, and the traffic control system performs operation control, operation planning and operation monitoring of the traveling vehicle with the vehicle. This is performed by spot communication.

According to a seventh aspect of the present invention, in order to solve the above-mentioned problem, the traffic control system is configured to control a communication timing between a traveling vehicle and an oncoming vehicle that is scheduled to pass next, when the communication timing is shifted. The vehicle is configured to estimate and calculate in advance the reachable time of a station or a passing part where each vehicle will arrive next, and to perform the passing control at that time.

According to an eighth aspect of the present invention, in order to solve the above-mentioned problem, the traffic control system includes a scheduled time at which a traveling vehicle and a vehicle scheduled to pass next pass through the next station or passing section. Is estimated from the driving curve method that incorporates the average vehicle speed or route data, and the calculated arrival time is compared and evaluated for each passing station or passing section, and the optimal passing section or station is selected. Then, they are controlled by passing each other.

According to a ninth aspect of the present invention, in order to solve the above-mentioned problem, the traffic control system creates a virtual schedule based on the state of the largest traffic volume, After confirming whether or not the virtual schedule is vacant, the virtual schedule in the vacant portion is filled, and passing control is performed by running along the virtual schedule.

According to a tenth aspect of the present invention, in order to solve the above-mentioned problems, the traffic control system includes a vehicle group in which operation schedules of vehicles traveling on a single-track dedicated route are connected to each traveling vehicle or by software. It is created dynamically for each vehicle, and the running vehicles or vehicle groups are controlled to pass each other at a station or a passing section in accordance with an operation schedule of the dynamic creation.

In order to solve the above-mentioned problems, the vehicle traffic system according to the eleventh aspect further includes a traveling control system for performing security control so that the vehicles do not collide with each other. The vehicle control system is communicably connected to the vehicle control system, and the traveling control system controls a traveling vehicle traveling on a single-track dedicated route to perform a closing control operation, and performs a passing control at a station or a passing section.

[0029]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a vehicle traffic system according to the present invention will be described with reference to the accompanying drawings.

(First Embodiment) FIG. 1 shows a first embodiment of a vehicle traffic system according to the present invention.

The vehicle traffic system 1 shown in FIG. 1 is used for event venues such as airports and fairs, in amusement parks, between stations and shopping centers, between stations, hotels and shopping centers, and between stations and skyscrapers. An intelligent guideway transit system (hereinafter referred to as IG) used when used for a specific area, such as between buildings
It is called TS. ).

The IGTS 1 is a new transportation system in which the number of vehicles can be freely increased or decreased according to the transportation demand.
As shown in (1), a dedicated road 2 as a dedicated line constitutes a closed cycle (closed loop). In the IGTS 1, a closed cycle main line 2 corresponding to a dedicated line is laid, and the required number of station sections 3a, 3b, 3c, 3
d is provided. The vehicle 4 is automatically driven in the main line 2 while maintaining the closing control driving method. A plurality of vehicles 4 may form a platoon in the main line 2 and perform an automatic platooning operation (platon operation). The plurality of vehicles 4 in the platoon are not softly connected but electronically softly connected. Stations 3a, 3
A branch portion or a passing portion may be provided in b, 3c, 3d so that the closed loop main line 2 can be operated in two directions.

A standby line (standby place) 5 branches off from the main line 2 forming a closed loop, and a plurality of vehicles 4 stop on the standby line 5 and are on standby. The waiting line 5 corresponds to, for example, a waiting area or a garage, and the number of vehicles is increased or decreased according to transportation demand such as takeoff and landing of an airplane.

The operation of the vehicle 4 traveling on the main line 2 is shown in FIG.
A route command and a departure command are output to a traveling control system 7 which is a security control system according to the operation plan from the traffic control system 6 shown in FIG. The traveling control system 7 outputs a command signal designating the number of trains and the driving interval to the vehicle control system 9 of the vehicle 4 by spot communication via the road-to-vehicle communication device 8 which is a non-contact type communication means such as a loop coil. Then, the vehicle 4 is caused to travel according to the designated plan according to the transport amount.

The vehicle 4 traveling on the main line 2 is increased or decreased according to the transportation demand by the transportation amount designation diagram system by the traffic control system 6. For example, when the IGTS 1 is used in an airport, it is detected that the jumbo aircraft has landed, and a command to increase the number of vehicles, a command to reduce the driving interval, or a command to increase the number of trains is output from the control and control system 6.
Vehicles waiting on the standby line 5 are successively inserted into the main line 2 to cope with an increase in transportation demand.

Conversely, when the transportation demand decreases, a command opposite to the increase in the transportation demand is issued, a part of the vehicle 4 traveling on the main line 2 is guided to the standby line 5 one after another, and the operation interval is increased. The control for reducing the number of trains forming or forming a platoon is performed based on control information from the control system 6.

Here, the traffic control system 6 performs vehicle operation planning, vehicle monitoring (current position monitoring, formation vehicle monitoring), and operation control (departure command, route command, vehicle addition command), and non-contact communication means. The vehicle is controlled by spot communication via the road-to-vehicle communication device 8.

The traveling control system 7 receives the transmission of the route command and the departure command issued from the traffic control system 6, and confirms that a safe traveling section of the vehicle can be secured from the position of the vehicle 4 and the vehicle formation. Thus, a driving command is output by spot communication via the road-to-vehicle communication device 8 which is a non-contact type communication means of the vehicle 4, and a security control operation for surely avoiding collision between vehicles is performed. The traffic control system 6 and the travel control system 7 ensure the security of the security control of the vehicle 20 and the communication between the road and the vehicle from the functions of the traffic control and the travel control.

In the vehicle traffic system 1, the vehicle travels in one direction on the main line 2 in a closed cycle. The vehicle 4 is automatically driven to rotate clockwise or counterclockwise. The vehicle transportation system 1 of the IGTS can freely select increasing or decreasing the number of vehicles 4 traveling on the main line 2 according to the transportation demand, and can provide a large degree of freedom and elasticity in transportation. In addition, the main line 2 as a dedicated line laid in a specific area can reduce the construction cost of the single line system. The vehicle 4 is assumed to be a bus provided with a power source such as an engine or an electric motor, but is not limited to a bus vehicle as long as the vehicle has a power source.

(Second Embodiment) FIG. 3 shows a second embodiment of the vehicle traffic system according to the present invention, and is a system configuration diagram schematically showing infrastructure facilities. The vehicle traffic system 10 is provided between stations A, B, C, and D provided in cities such as cities, towns, villages, and counties, or at stations, airports, event sites such as expositions, shopping centers, and getting on and off the hotels. (Inter-city) traffic connecting stations A, B, C, D, and E via a dedicated road 11 as a dedicated route and each station A, B,
An intelligent multi-mode transit system (Intelligent Multi-Mode) that combines traffic within a city that runs on a general road 12 as a general route that is connected as necessary at a crossover at C and D.
Transit System: hereinafter abbreviated as IMTS. ) And an intelligent guide-wes transit system (hereinafter, referred to as IGTS) in which a dedicated line draws a closed cycle (closed loop). This vehicle traffic system 10 includes station sections A, B,
This is a new transportation system that connects C and D by a dedicated road 11, and the vehicle is a transportation system that runs on a regular route (it may be an irregular route) similarly to a bus. For example, transportation with medium-sized transportation capacity.

In this vehicle traffic system 10, vehicles in which the dedicated road 11 is electronically soft-connected and run in a platoon of the same formation are arranged. On a general road 12 as a general route, manual driving by a driver is basically performed. The dedicated road 11 is connected to the general road 12 in a three-dimensional manner at the station 13 corresponding to the change. Vehicles run on a dedicated road 11 in an automatic platooning (platoon running) operation in which a plurality of vehicles (even one vehicle is allowed) run in a platoon.
This is a new transportation system that uses manual driving by the driver and efficiently transports passengers (or luggage) to the destination.

Vehicles traveling in a platoon on the dedicated road 11 have their destinations determined individually, and after arriving at the station 13 of the destination city, for example, the vehicles are switched to manual driving and are switched to ordinary roads (routes). ) 12 and passengers (luggage)
To the destination.

In the vehicle traffic system 10 shown in FIG. 3, while the dedicated road 11 is designed to reduce construction costs by a single-track (one-lane) system, it is possible to pass a vehicle or a group of vehicles between the stations 13. Passing portions 14 are provided at appropriate intervals, and even in a single-line system, bidirectional operation can be performed to enable high-density transportation. The dedicated road 11 may be one using a single lane of an expressway or one using an existing track (rail), in addition to a newly constructed single track. Vehicles or a group of vehicles traveling on the dedicated road 11 are bidirectionally driven by the station section 13 and the passing section 14 so as to make a non-stop passing without reducing the speed. The interval between the stations 13 is, for example, 1 km to more than 10 km, and the length of the passing section 14 formed between the stations 13 is
Basically, it is determined based on a balance between the maximum number of vehicles in the platoon and the maximum speed of the vehicles.

The vehicle traffic system 10 in which the IMTS and the IGTS are combined has a standby line (standby area) branched off from the closed loop dedicated line 11 so that the number of vehicles traveling on the dedicated line can be increased or decreased according to the transportation demand. 5 are provided. A plurality of vehicles are always stopped at the waiting place 5 and are waiting.

As shown in FIG. 4, a control system 15 and a traveling control system 16 are installed on the ground side as a ground-side system, and a vehicle control system 17 is installed on the vehicle side. The traffic control system 15 is configured to allocate the formation by vehicles based on a previously planned or dynamically created operation plan and to create the next station portion 12 or the arrival time of the group of vehicles forming the formed platoon. ing.

The traffic control system 15 performs traffic control of a vehicle operation plan, vehicle monitoring (position monitoring, formation vehicle monitoring), and operation control (departure command, route command, vehicle addition command).

The traffic control system 15 manages the entire route at a central management center, and recognizes the vehicle positions on the entire dedicated road 11 and the vehicles running in the city, and performs vehicle operation control with a short waiting time for passengers. It has become. The operation status of all vehicles is displayed on a driving display screen provided at a central control center, and can be monitored.
The traveling control of the vehicle departure from the station section 13 and the passing section 14 is called security control, and is controlled by the traveling control device 39 provided in the control center.

The traffic control system 15 is a system which grasps the performance of each vehicle, dynamically creates an operation schedule of the vehicle, for example, and makes the vehicle run smoothly.
The travel control system 16 is connected via a communication LAN 18. The route command and departure command issued from the traffic control system 15 are transmitted to the travel control system 16, and the travel control system 16, which is a security control system, confirms that a safe traveling section of the vehicle can be secured from the position of the vehicle and the vehicle formation. After confirmation, the command is transmitted to the vehicle by spot communication via a road-to-vehicle communication device as a non-contact communication means.

The traveling control system 16 performs safety control instructions such as stopping and departure in such a manner as to assure the safe traveling of the vehicle by grasping all vehicle positions and route conditions, and traveling of the vehicle to avoid collision between the vehicles. It is for controlling and is communicably connected to a vehicle control system 17 mounted on the vehicle via a road-vehicle communication device 19.

The vehicle control system 17 performs stop control of the vehicle in accordance with the control information received from the travel control system 16, and travels in an automatic platoon on the dedicated road 11 (platoon travel).
This is for controlling the operation. The vehicle control system 17 and the traffic control system 15 are configured to be capable of wireless communication.

Vehicle 2 used in vehicle traffic system 10
Reference numeral 0 denotes a vehicle on which a power source such as an engine or an electric motor is mounted based on an automobile such as a bus, and a vehicle control system 17 is mounted on the vehicle 20 as shown in FIG. Vehicle 2
Reference numeral 0 denotes a vehicle that can be automatically steered and that can be manually steered by a driver. The automatic steering is performed only on the dedicated road 11, and the general road 12 is basically driven by manual operation.

The vehicle control system 17 includes a vehicle security control device 23 for avoiding collisions between vehicles, a forward monitoring radar 24 as a preceding vehicle recognition sensor for recognizing and monitoring vehicles in front of the platoon, and a traveling position of the vehicle 20. And a vehicle-side roadside-to-vehicle communication device 26 that performs roadside-to-vehicle communication between the vehicle 20 and the ground side. The vehicle-side road-to-vehicle communication device 26 includes a vehicle-side communication coil as a control coil attached to the vehicle 29.

As shown in FIG. 6, the vehicle security control device 23 in the vehicle control system 17
8 and vehicle running control means 29. The vehicle information management means 28 stores the formation identification number (formation I) of the vehicle group forming the row.
D), vehicle information management functions such as a vehicle identification number (vehicle ID), an order in the platoon, a traveling direction of the vehicle, and a performance state of the vehicle;
A function of selecting an operation mode for selecting automatic operation and manual (manual) operation. Vehicle traveling control means 29
Is a vehicle traveling control function that includes speed control of the vehicles 20, interval control between vehicles in a row, creation of a stop pattern including an emergency stop, merging to the dedicated road 11, branching processing from the dedicated road 11, automatic steering processing, and the like. Is provided.

The traffic control system 15 includes a vehicle 20
To understand the performance of the vehicle and plan the operation schedule of the vehicle in advance,
Alternatively, it is a system that is dynamically created to make the vehicle 20 run smoothly. The traffic control system 15
An operation plan creating unit 31 that dynamically creates an operation schedule for operating the vehicle 20, an operation management unit 32 that monitors the on-line status of the vehicle 20 traveling on the dedicated road 11 or the general road 12, and an operation record of the vehicle 20. The system includes an operation monitoring unit 33 for monitoring the operation status and displaying the operation status on a screen, a time management unit 34 for managing the current time, and a system maintenance unit 35 for managing an event history of a trouble or an accident of the vehicle 20.

The operation plan creating means 31 in the traffic control system 15 instructs the number of vehicles forming the formation and the composition composition command for assigning the formation ID, determines the order of the vehicles forming the formation to pass between the stations, the station section 13 and the like. An operation planning function is provided to give instructions for outflow of a specific vehicle from a group of vehicles forming a platoon, an arrival time at the next station, and to input an instruction from an operator. This operation plan creation means 31 is provided with an operation management means 32 for managing the on-line status of all the vehicles 20 existing on the dedicated road 11 and the general road 12 and an operation monitoring means 33 for monitoring the operation results of the vehicles 20. An operation and monitoring signal is input, and an operation schedule of a vehicle or a vehicle group forming a row can be dynamically created.

The traffic control signal from the traffic control system 15 is transmitted via the traffic control information input / output device 37 to the travel control system 1.
Sent to 6.

The traveling control system 16 includes the traveling control device 3
9, a route control unit 40 for controlling the route of the vehicles in the platoon, a failure processing unit 41 for urgently stopping the automatic traveling vehicle, and a vehicle 20 traveling on the dedicated road 11, An on-line management unit 42 for managing the on-line status and a system management unit 43 for performing system management of the vehicle traffic system 10 or the travel control system 16 are provided to the road-vehicle communication device 19 via a communication control device 44 such as an optical LAN. A travel control signal is output by spot communication.

The route control means 40 in the travel control system 16 performs a closing control operation as security control for preventing collision between vehicles, or joins or flows into the dedicated road 11 or flows out of the dedicated road 11 to the general road 12. And a route control function for outputting a departure from the station 13 or a stop command at the station 13.

The system management means 43 has system management functions such as managing the activation of the entire system, checking the operation of system components, checking the presence of the vehicle 20, and managing time.

Further, as shown in FIG. 5, the communication control unit 44 is connected to a wide area LAN (FDDI) 45 via a traveling control input / output unit 46 to control an optical NE as a local LAN.
A running control signal is output to the roadside-to-vehicle communication device 49 on the ground side by spot communication via a remote input / output device 48 provided on the optical NET 47. The ground-side road-to-vehicle communication device 49 includes a control information transmission device embedded in the station section 13 and the passing section 14 of the dedicated road 11, or a loop coil as a control coil for signal communication / control communication. The loop coil 49 is buried only in the station section 13 and the passing section 14 in principle, and does not constitute a continuous communication algorithm over the entire dedicated route in principle.

Communication control device 44 of traveling control system 16
Indicates the transmission data identification code, the loop coil identification number (loop coil ID); the next station identification number (next station ID), the next station arrival time, the current time; the formation ID of the vehicle group forming the platoon , Vehicle ID, order in the platoon, vehicle traveling direction; departure / stop command from the station 13; outflow command from the station 13 to the general road 12; And the vehicle control system 17 of each vehicle 20.

On the other hand, from the vehicle control system 17 side, vehicle IDs forming a row in the communication control device 44 of the travel control system 16 via the loop coil 49 of the road-to-vehicle communication device 19;
A train set ID, an operation mode (a distinction between automatic operation and manual operation), and a vehicle state are input.

Further, on a dedicated road 11 constituting an infrastructure facility of the vehicle traffic system 10, magnetic nails 50 for automatically steering the vehicle are continuously buried at regular intervals on all lines. The magnetic nail 50 is made of a permanent magnet, for example, S
Polar magnetic nails 51 and N-pole magnetic nails 52 are arranged alternately. Vehicle 2 by magnetic nail 50 embedded in the road surface
The driving direction of the vehicle group 0 is controlled so that the vehicles in the platoon can be automatically steered. The magnetic nail 51 is the vehicle 2
This constitutes a grounding element for absolute position correction of zero. A plurality of loop coils 49 as a control information transmission device buried in the dedicated road 11 may be provided in the station section 13 and the passing section 14, for example, in correspondence with the maximum number of vehicles in a vehicle group forming a platoon. The loop coil 49 may be provided on the side of the dedicated road 11 or on a guide rail.

As shown in FIG. 7, the vehicle traffic system 10 is provided with vehicle detection devices 53 and 54 on the inflow side and the outflow side of the passing section 14 of the dedicated road 11 as a dedicated route, respectively. The vehicle detection devices 53 and 54 are provided for the up line and the down line of the passing section 14, respectively.
The passage of the vehicle 20 is detected by the vehicle detection devices 53 and 54. The station unit 13 also has a vehicle detection device 5 like the passing unit 14.
3 and 54 are provided on the inflow side and the outflow side of the vehicle 20. Then, control instructions such as “stop” and “departure” to the vehicle 20 are transmitted from the cruise control system 16 to the vehicle 20 via the control information transmission device (loop coil) 49 by spot communication, and the vehicles forming the platoon are formed. A collision between vehicles in a group
This is prevented by the forward monitoring radar 24 mounted on the vehicle.

In the vehicle traffic system 10, the vehicle 20
(Departure command, route command, vehicle ID, etc.) between the vehicle and the travel control system 16 and the traffic control system 15 is transmitted and received by the station unit 13 and the passing unit 14 by spot communication via the road-to-vehicle communication device 19. This is basically different from the conventional continuous communication algorithm. Communication for vehicle operation control between the vehicle 20 and the traffic control system 15 and the travel control system 16 constituting the ground system is performed by loop communication via the loop coil 49 in principle.
However, a means for communicating with crew members and passengers in an emergency is provided on the vehicle 20 side. A PHS or a mobile phone is provided as a communication means.

Next, an example of a specific target route of the vehicle traffic system 10 will be described.

FIG. 8 shows an example in which three stations A, B, and C are connected by a dedicated road 11 as a dedicated line. The exclusive road 11 forms a closed loop (closed cycle) as a whole. The dedicated road 11 is a single-track (one-lane) system to reduce construction costs.
3 are provided. Passing sections 14 are provided between the station sections 13 at appropriate intervals in consideration of transportation efficiency, and bidirectional operation is performed even on the single-track dedicated road 11. Vehicles on the dedicated road 11 are, for example, 50 km to 150 km.
The vehicle travels at a speed of m / h, can pass at the passing section 14 and the station section 13 without lowering the speed, and performs vehicle operation control with a short waiting time.

In addition, an escape line 56 is provided in the station section 13 of B, so that it is possible to operate the vehicle or the vehicle group stopped at each station so that the express vehicle or the vehicle group can pass.

The vehicle traffic system 10 includes a dedicated road 11 as a dedicated route to prevent collision between vehicles.
Are divided into closed sections 1... N for each required section as shown in FIG. In the blockage control operation, an operation method in which another vehicle or a group of vehicles does not enter the blockage section 3 unless a vehicle or a group of vehicles that form a row enters the blockage section 3, for example, enters the blockage section 3. It is. Here, letting only a certain train set occupy the predetermined fixed section 3 is called “blockage”
The fixed section is defined as a closed section, "a section configured so that only a certain set of driving vehicles or groups of vehicles is permitted in a certain section and no other set of vehicles or groups of vehicles enter the above section". Define.

In FIG. 9, the closed sections 1... N are located between the vehicle detecting devices 53 and 54 in the station passing section 14 and the passing section 14 adjacent to the vehicle outflow side vehicle detecting device 54 in the station passing section 14. The portion between the vehicle inflow side vehicle detection devices 53 in the station is formed as a unit.

The closed section is located at the first passing section 1 adjacent to the outflow side vehicle detecting device 54 of the station section passing section 14.
4 and the vehicle outflow side vehicle detection device 54 at the station may be formed as a unit as shown by a broken line. In this case, the closed sections a to e are, for example, the closed sections a, c, and e for ascending.
And the downstream closed sections b and d.

In this vehicle traffic system 10, in order to make the vehicle 20 traveling on the exclusive road 11 operate at high density, a passing section 14 is provided between the station sections 13 to reduce the length of the closed section. I have.

Further, in this vehicle traffic system 10, an automatic platooning (platon running) operation in which a platoon of the same formation is formed by a plurality of vehicles 20 that are electronically and softly connected rather than mechanically hardened can be operated. , Multiple vehicles 2
By treating 0 as one formation, a plurality of vehicles 20 having the same formation in one closed section can enter.

The vehicles 20 traveling on the dedicated road 11 are provided with a vehicle identification number (vehicle ID) separately from the vehicle identification number (vehicle ID) so that the plurality of vehicles 20 constitute one formation and can perform automatic platooning operation. Are assigned from the traffic control system 15 so that a plurality of vehicles 20 traveling in the same direction can form a row of the same formation and enter one closed section. The train set ID allocated from the traffic control system 15 may be allocated to the vehicle in advance, or may be dynamically allocated at the station 13 that enters the dedicated road 11 from a general road.

That is, as shown in FIG. 10A, if the formation ID of the vehicle 20 traveling in the closed section 3 is the same as the formation ID of the front vehicle 20 traveling in the closed section 4, the existence of the front vehicle 20 is determined. Irrespective of the presence or absence of the above, it is possible to freely enter the next closed section 4. Then, as shown in FIG. 10 (B), a plurality of vehicles (vehicle groups) in one closed section 4
20 and 20 can perform platooning operation in the same formation. In a group of vehicles forming a train, collision between the vehicles is ensured by the forward monitoring radar 24 mounted on each vehicle 20 and the train cars by mutual communication between the individual vehicles.

The maximum number of vehicles in one formation (platform) is
As shown in FIG. 10 (C), it varies depending on the route shape of the dedicated road 11 and the operation state. The vehicles 20 traveling on the dedicated road 11 do not necessarily need to form the same formation, and one vehicle alone can be run, and the maximum number of vehicles forming the formation is, for example, about several to several tens, preferably four It is set to about 5 units.

At the station 13 of the exclusive road 11,
As shown in FIGS. 11 (A), (B) and (C), by assigning the same formation ID as the vehicle 20 traveling ahead to the vehicle 20, the vehicle 20 can immediately enter the dedicated road 11 and They can be joined and run in the same formation. 11 (A), (B) and (C) show that the same train set ID as that of the vehicle 20 traveling in front is assigned to the vehicle 20 traveling on the general road or the waiting vehicle 20 at the station 13 by the traffic control system 15.
The example of the route which entered into the exclusive road 11 is shown, respectively. The line shapes of the station 13 are shown in FIGS. 11 (A), (B) and (C).
Various route shapes are conceivable without depending on.

A dedicated road 11 from within a city (city, town, village, etc.)
The vehicle 20 that enters enters from the station 13. The control timing of the vehicle 20 is determined by the traffic control system 15, and an entry (departure) instruction is output to the cruise control system 16 also serving as a security control device. The traveling control system 16 confirms the safety of the vehicle 20 that stands by at the station 13 and enters the station 1
A departure instruction is output to the vehicle 20 via the third loop coil (control information transmission device) 49.

Further, in this vehicle traffic system 10, as shown in FIG. 12A, a vehicle 20 traveling on a dedicated road 11 as a dedicated line is a station section 13 and a passing section 1
4, the vehicle identification number (vehicle I)
D) is detected, and the detected vehicle ID is input to the travel control system 16 and managed. Travel control system 16
Is transmitted to the vehicle side via the control information transmission device (loop coil) 49 of the road-to-vehicle communication device 19, the vehicle ID number is compared with the vehicle ID mounted on the vehicle 20, and the vehicle information is managed. It is possible to prohibit the passage of unauthorized vehicles.

The vehicle ID is managed by the traveling control device 39 of the traveling control system 16, and the vehicle ID is transmitted via the control information transmitting device 49 together with the “departure / stop” instruction of the vehicle to the next closed section. It is transmitted to the 20 side by spot communication.

For some reason such as equipment failure, the vehicle 2
0 and the control information transmitting device 49
If the vehicle IDs transmitted from the traveling control system 16 via spot communication do not match through FIG.
As shown in (2), the vehicle 20 is stopped without moving to the next closed section.

Further, at the time of system start-up (start-up) or restart, the vehicle traffic system 10 receives a presence check signal from the system management means 43 (see FIG. 6) of the cruise control system 16 via the all-control information transmission device 49. In this case, the output is output to the vehicle 20 side, the interrogation of all the vehicles 20 is performed, and the location of all the vehicles 20 is confirmed as shown in FIG. Vehicle 20
It is impossible to stop at a location other than the control information transmission device 49 on a dedicated road which is a dedicated route unless a failure occurs.

For the vehicles 20 stored in the garage or the like other than the dedicated road 11, the vehicle locations are confirmed using wireless communication means (not shown) such as a wide area radio, and the locations of all the vehicles 20 are confirmed. The vehicle traffic system 10 is activated from the state thus performed, and safety is ensured.

In this vehicle traffic system 10, a vehicle enters a dedicated road 11 from an entrance of a station 13, and enters a general road 12 from an exit of the dedicated road 11. Therefore, the total number of vehicles existing in the dedicated road 11 can be managed by counting the vehicles entering and exiting the entrance and exit of the station 13 as shown in FIG. Based on this vehicle number management, dedicated road 1
If the number of vehicles traveling in the vehicle 1 and the number of confirmed vehicles based on the vehicle IDs detected by the vehicle detection devices 53 and 54 do not match,
It is determined that a system abnormality has occurred, and the vehicle traffic system 10
Has been stopped to ensure safety.

Further, in this vehicle traffic system 10, when the express vehicle 20a and the ordinary vehicle 20b are mixed in the group of vehicles traveling in a row, as shown in FIG. By changing the formation ID of the vehicle 20b, more efficient driving becomes possible.

In the vehicle traffic system 10 shown in FIG. 15A, the vehicle 20a is an express or limited express vehicle.
0b indicates a case of a normal vehicle, and the vehicle 20a and the vehicle 20b
Are running in a row with the same formation ID.

In this case, a command to stop the X station is given to the vehicle 20b by the traffic control system 15 using the travel control system 1
6 to the vehicle 20b. The command to stop the X station to the vehicle 20b is issued at the station section or the passing section 14 on the front side of the X station, so that the vehicle 20b is stopped at the station section 13 at the X station.
Only the siding line 56 can be pulled in and stopped at the siding line 56. At that time, the express vehicle 20a can travel straight without stopping.

When the inflow vehicle detecting device 53 detects that the ordinary vehicle 20b has entered the siding line 56, a new formation ID is given from the traffic control system 15 and the vehicle 2
The composition ID of 0b is changed. At that time, express vehicle 20a
At this point, the number of trains in FIG.
Is changed to one-car formation as shown by.

The shunting line 56 allows the vehicle 20b and the following vehicle 20 to run in the same formation platoon by attaching the formation ID of the following vehicle 20 to the evacuating vehicle 20b. In that case, the vehicle 20 can be run after the vehicle 20b, or the vehicle 20
Operation to follow b is also possible. Vehicle 20b and vehicle 2
Whether or not 0 forms the same platoon is determined by an operation plan created by the traffic control system 15.

When the following vehicle 20 is an express vehicle, the composition ID of the vehicle 20 is changed to the composition ID of the vehicle 20a, so that the vehicle 20b stopped on the siding line 56 is overtaken by the preceding vehicle 20a. To follow the vehicle 2
The vehicle 0a and the vehicle 20 can also be formed in the same formation and run in an automatic formation. In this vehicle traffic system 10, vehicles 20a, 2 traveling on a dedicated road 11 in the same direction
By changing the knitting IDs 0b and 20 during the traveling, an efficient traveling control operation can be performed.

Next, a vehicle traveling on the dedicated road 11 as a dedicated route approaches the branching section 58 such as the station section 13,
The case of selecting a route at the branching unit 58 will be described with reference to FIG.

The vehicle traveling on the dedicated road 11 is instructed to select the vehicle route at the branching section 58 by the operation plan instruction of the operation plan creation means 31 (see FIG. 6) of the traffic control system 15, and the vehicle is instructed by the commanded route. The vehicle can be advanced by the steering control of the vehicle itself.

As shown in FIG. 16, magnetic nails 50 are embedded in the dedicated road 11 at regular intervals.
In the magnetic nail 50, an S-pole magnetic nail 51 and an N-pole magnetic nail 52 are alternately arranged on the dedicated road 11. On the other hand, in the branching section 58, for example, only the N pole magnetic nail 52 is located on the side of the main road 60, and different from the main road 60, for example, on the branch road 61 side.
Only the pole nails 51 are buried at predetermined intervals. The north pole and the south pole of the magnetic nail 50 may be reversed.

On the other hand, the vehicle receives traveling direction information (magnetic nail poles) from the control system 15 via the traveling control system 16 and the control information transmission device 49 of the loop coil. For example, when the traveling direction information is set to the direction A, which is the branch road 61, the vehicle travels along the S pole magnetic nail 51, and when the direction B of the main road 60 is selected, the vehicle travels along the N pole magnetic nail 52. The vehicle advances and the course control at the branching section 58 of the vehicle is performed. The route control at the branching portion 58 of the vehicle is performed by the vehicle traveling control means 29 of the vehicle control system 17 mounted on the vehicle.

The vehicle control system 17 of the vehicle includes:
The road data of the dedicated road 11, for example, the passing section 14, the station section 13, the loop coil 49, and absolute position information such as the road gradient and the curve state are stored. Then, the current position of the vehicle itself can be accurately grasped by the absolute position information received from a ground element, for example, a magnetic nail, embedded in the road surface of the dedicated road 11 and the distance count of the pulse generator which is a mileage meter of the vehicle. You.

Since the current position of the vehicle 20 traveling on the dedicated road 11 can be accurately grasped, the vehicle 20 is automatically driven by autonomous traveling control. Based on the road data of the dedicated road 11 and the current position information of the vehicle 20, autonomous traveling control is performed so that the vehicle 20 can reach the point designated at the time designated by the traffic control system 15. The instructed time may be estimated from the average speed of the traveling vehicle, or may be estimated using a driving curve method.

As shown in FIG. 17, the vehicle 20 travels to the passing section 14 or the station section 13 and receives the arrival time information by spot communication from the control system 15 via the control information transmitting device 49 which is a loop coil. receive.

The vehicles 20a and 20b are located at the current positions a and
From the difference between b and the travel arrival positions A and B, the estimated travel distance A-a,
Bb is calculated, speed control for each of the vehicles 20a and 20b is performed from the average speed, and autonomous traveling control for arriving at a specified position at a specified time is performed. By the autonomous traveling control operation of the vehicles 20a and 20b, the non-stop traveling at the passing section 14 or the station section 13 can be performed in the non-stop traveling, that is, the bidirectional traveling even on the single-track dedicated road 11.

At this time, the time is transmitted from the traffic control system 15 to each of the vehicles 20a and 20b by spot communication via a loop coil, and the time of the vehicles 20a and 20b is periodically regenerated.

The traffic control system 15 as a ground system of the vehicle traffic system 10 includes a single-track dedicated road 11.
Is used, two or more vehicles or groups of vehicles can smoothly pass each other at the station 13 and the passing part 14.

The traffic control system 15 performs two-way operation in which vehicles or groups of vehicles pass each other smoothly in the passing section 14 or the station section 13 regardless of whether the vehicle is traveling on no schedule or on a scheduled schedule (operational schedule). It is made possible.

<Diamond-free driving> Even in non-diamond driving in which an operation schedule is not set in advance, spot communication is performed from the traffic control system 15 in order to smoothly control passing of vehicles or groups of vehicles at the passing section 14 or the station section 13. The traveling is controlled by. In FIG. 18, even if the timing at which the own vehicle 20a is controlled is different from the timing at which the passing vehicle 20b is controlled, the position of the next passing unit 14 or the station unit 13 and the determination of the time can be determined. The following control is performed.

When the timing at which the own vehicle 20a is controlled by the spot communication is reached, all the passing sections 14 (or the station sections 13) between the own vehicle 20a and the nearest oncoming vehicle 20b are targeted, and the optimal passing section 14 (or An operation of searching for the station section 13) is performed, and the optimal passing section 14 is adopted as the “next passing section”.

The operation of searching for the optimal passing section 14 (or the station section 13) is described as "obtaining an evaluation function value that allows both the vehicles (or vehicle groups) 20a and 20b to be reached and the passing time is the best". And the passing time found under this condition is used as control information as the control control system 15.
Is transmitted to each vehicle 20a, 20b by spot communication.

Here, one of the following determination methods is used to determine whether or not the two conditions used for the operation of searching for the optimal passing section 14 (or the station section 13) are satisfied.

First determination method: 3 based on three parameters: “vehicle type—passing position—passing position”
A method that creates a dimension reachable time table and refers to this reachable time table.

Second determination method; vehicle performance and route (road)
A method in which an operation curve is created from the physical curve of data, and the reachable time is obtained from the operation curve.

Since control information is exchanged between the vehicles 20a and 20b and the control system 15 as a ground side system by spot communication using a loop coil 49 as a control coil, the own vehicle 20a is controlled. When the timing comes, the position of the other vehicle 20b to be passed is not known, but by storing the last passing time transmitted to the other vehicle 20b, the other vehicle 2b is stored.
It is possible to estimate the time at which Ob arrives at the first passing section 14 from the local point. For this reason, the operation schedule of each vehicle traveling on the dedicated road 11 can be dynamically created by the traffic control system 15, and even in the case of non-diamond traveling, the traveling vehicles pass each other at the passing section 14 or the station section 13. Bidirectional operation can be performed.

<Example of Actual Operation> The actual operation of the two-way operation in the no-diamond traveling is performed as follows.

In FIG. 18, the passing part or the station part of the dedicated road 11 as the dedicated line is respectively referred to as the passing part 1.
4a, 14b, 14c, and 14d.

It is assumed that the own vehicle 20a has arrived at the passing section 14a controlled by spot communication, and the oncoming vehicle 20b scheduled to pass has not arrived at the passing section 14d. The passing portions or the stations where the host vehicle 20a and the other vehicle 20b can reach are three passing portions 14b, 14c and 14d. Among these three passing parts 14b, 14c and 14d, a passing point (a passing part) at which an evaluation function value with the highest (closest) passing time can be obtained is obtained. This passing point is obtained from the passing time calculated by the three-dimensional reachable time table or the operation curve calculation.

First, when calculating from the own vehicle 20a, three passing units 1 are obtained from the vehicle type and the current passing unit 14a.
Reachable times (scheduled arrival times) arriving at 4b, 14c, and 14d are obtained. The other vehicle 20b also has three passing units 14 based on the vehicle type and the arrival time of the next passing unit 14d.
Arrivable times at which the vehicle arrives at d, 14c, and 14b are obtained.

The obtained arrival time is passed to the passing unit 1.
For each of 4b, 14c, and 14d, comparison (for example, the range of traffic at the approximate target of time) is evaluated by the evaluation function, and the best passing portion is determined as the passing portion between the vehicle 20a and the vehicle 20b. In this way, passing control that matches the intended traffic volume can be performed smoothly and smoothly.

<Scheduled Schedule Run> Vehicle Traffic System 10
In the above, there are a virtual timetable method and a transportation amount designation timetable method as a method of creating an operation schedule of a vehicle.

Virtual diagram method: A virtual diagram (virtual diagram) is created in advance according to the operation policy of the vehicle.
The rolling stock in the route is to control the running so as to match the virtual schedule, and is a method suitable for the planned schedule of the IMTS.

Transportation schedule diagram method: When planning the operation schedule of vehicles, only the operation interval is designated by the number of trains.
At the time of actual traveling, a plan is dynamically created so that the vehicle is operated according to the schedule. It is suitable for the dynamic operation schedule of IGTS.

Here, IGTS is an intelligent guideway transit system (Intellig
ent Guideway Transit System
em).

<Platone driving operation> The vehicle traffic system 10 performs an automatic platooning driving operation (platoon driving operation) in which a vehicle is formed on a dedicated road 11 for each vehicle having the same composition. When giving arrival times to multiple vehicles traveling in platoon, one vehicle is assigned to each vehicle of the same formation in the convoy.
Give two arrival times. That is, the arrival time is given only to the leading vehicle, for example, of the vehicle group forming the same formation.

By giving one arrival time to a group of vehicles forming the same formation, there is no need to transmit the arrival time to each vehicle constituting the group of vehicles. The amount of information can be reduced as compared with the case where the arrival time is transmitted individually for each constituent vehicle, and the road-to-vehicle communication device 19 or the like as the non-contact communication means can be simplified.

The individual constituent vehicles of the vehicle group to which the same arrival time has been given by the spot communication can correct the arrival time of the own vehicle by constantly grasping the number of the vehicle group in which the own vehicle forms a formation. Is possible.

The vehicle traffic system 10 includes a vehicle 20 that runs on the dedicated road 11 at the station 13 and travels on the dedicated road 11.
Can be joined. When the vehicles are merged at the station 13, the merged vehicle is provided with the same formation ID as the formation ID of the merged vehicle (vehicle traveling on the main line), and sets the same arrival time as the merged vehicle traveling on the dedicated road 11. The control data is transmitted to the merging vehicle by a transmission device such as a control coil provided at the merging section starting position of the station 13 as control data. By giving the merged vehicle the same formation ID as the formation ID of the merged vehicle and giving the same arrival time, position control between vehicles when merging and newly generating a formation is simplified.

Further, in this vehicle traffic system 10,
Since the absolute time is given as a control parameter to each vehicle by the spot control from the traffic control system 15, the clock of each vehicle on the entire route must exactly match the absolute time. For this reason, the current time of the central control system 15 is transmitted to each vehicle on the entire route as control information by spot communication to correct the time, so that the clocks of the vehicles are accurately synchronized over the entire route. ing.

When it is necessary to individually designate a vehicle stop position for each of the constituent vehicles of a vehicle group forming the same formation, a road-to-vehicle communication device 19 is provided individually for each vehicle stop position. At this time, if a signal of “stop” and “start” of the vehicle is simply output by the road-to-vehicle communication device 19, a “stop” signal output is performed to stop, run, or start a vehicle that is not a stop target. In this case, the vehicle ID to be stopped is also output.

For safety in the event of communication failure, the location where the road-to-vehicle communication device 19, which is a non-contact type communication means, is stored in the vehicle. If a signal cannot be detected regardless of the traveling signal or the start signal, safety is ensured by providing a program for automatically performing vehicle stop control.

On the other hand, the purpose of operating the vehicle traffic system 10 in a virtual timetable is to secure a passing traffic with a planned traffic volume even if there are many uncertainties in the appearance times of the trains appearing in the management line section. To do that. A virtual diamond is created, and if there is a train set matching the diamond in the management line section, the virtual diamond is assigned to the vehicle. Further, when a plurality of vehicles match, control is performed such that the matching plurality of vehicles are put together to form a formation.

For example, a virtual diagram (virtual diagram)
Then, when a train is detected in the management line section, tracking is started as follows depending on the position. As shown in FIG. 19, when a right-turning vehicle is detected at one station, the vehicle is subjected to departure control immediately after the start because the matching with the part of the formation diagram (virtual diagram) can be obtained.

When a left-handed vehicle is detected at one station, matching can be obtained with the part of the train schedule.
One minute after the start, the vehicle is under departure control. When the scheduled timetable mode is activated, a right-turning vehicle is detected at two stations, and if there is no vehicle at another location, the vehicle is subjected to departure control three minutes after the start because matching is performed with the part of the scheduled timetable. Until then, a virtual diamond operation is performed in which the diamonds elapse without being assigned a composition.

<Blockage Control Operation in Travel Control System> Next, an example of blockage control operation by the travel control system as the security control system of the vehicle traffic system 10 is shown in FIG.
This will be described with reference to FIG.

FIG. 18 shows a basic blockage control operation method of the vehicle traffic system 10 which performs single-line passing control.

The vehicle traffic system 10 shows an example in which the closed sections a, b, c, and d of the dedicated road 11 are set between the outflow-side vehicle detection devices 54. A vehicle traveling on the dedicated road 11 is bidirectionally driven in the passing section 14 or the station section 13 so as to be able to pass. Inflow-side and outflow-side vehicle detection devices 53 and 54 are installed on both sides of the branch portion of the passing portion 14 (station portion 13), and the passage of vehicles is confirmed by these vehicle detection devices 53 and 54. For example, the ascending direction of the dedicated road 11 is divided into closed sections a and c, and the descending direction is divided into closed sections b and d.

The up and down closed sections a and d of the dedicated road 11
c: b and d are partitioned as shown in FIG. 20, but spot communication of stop / run permission to the vehicle is performed via a loop coil 49 as a control coil laid in the passing section 14 or the station section 13. It is. Blocked section a with upbound vehicles
When the vehicle enters the passing section 14, the vehicle travels to the next closed section c in response to a travel permission command issued from the traffic control system 15 by a travel permission command by spot communication. The user enters the section c. If the other vehicle already has a priority, for example, if the downcoming vehicle is traveling in the closed section b, traveling is not permitted, and the upvehicle is stopped on the stop communication device (loop coil 49) in the closed section a. Receive and stop.

At this time, the loop coil 49 of the road-to-vehicle communication device for transmitting the stop signal transmits the permitted vehicle ID in addition to the stop / start signal to the vehicle, and the vehicle ID matching the permitted vehicle ID.
(Vehicle identification number) is allowed to travel only, and communication errors and the like can be detected by vehicle passage detection and the like, and the reliability of vehicle travel is improved.

Further, when the user enters the dedicated road 11 at the station section 13 and forms a platoon with vehicles running on the main line, the control of closing the vehicle merging shown in FIG. 21 is performed.

At the time of this vehicle merging, after the outflow side vehicle detection device 54 detects that the rear end vehicle 20b of the main line traveling vehicles 20a and 20b traveling in a platoon has passed the front end of the passing area of the station section 13, Stop the converging vehicle at the confluence /
The departure instruction communication device 60 issues a departure instruction.
In this case, the same formation ID is given to the vehicles 20c that form a platoon with the main line traveling vehicles 20a and 20b, and attached to the tail of the preceding main line traveling vehicles 20a and 20b, and the preceding vehicles 20a and 20b are attached.
20b, a vehicle group 20a, 20
Platone running is performed as b and 20c.

<Passing Control Driving in Vehicle Traffic System> The security control system of the vehicle traffic system 10 includes a travel control system 16.
As a result, the passing control operation is performed by the operation command from the control system 15. Fig. 2 shows an example of this passing control operation.
This will be described with reference to FIG.

The traveling vehicle travels on the dedicated road 11 of the single-track system, and is driven by the non-stop passing control at the station 13 or the passing section 14. At this time, in order for the vehicles to pass each other safely, the total length of the passing section 14 (or the station section 13) is determined in consideration of the passing speed of the traveling vehicles, the maximum number of vehicles to be formed, and the interval between the vehicles to be soft-connected. It is determined by looking at the allowance time T. When the vehicle (composition vehicle) facing the passing margin time T passes by the speed V, the earlier vehicle (composition vehicle) passes through the vehicle inlet side vehicle obstruction limit detection coil (vehicle detection device) 53 and then the other vehicle This means the time during which the (car set) needs to pass through the vehicle inflow side vehicle obstacle limit detection coil (vehicle detection device) 53. Reference numeral 54 also denotes a vehicle obstacle limit coil on the vehicle outflow side as a vehicle detection device.

In general, the passing margin time T is

(Equation 1)

More specifically, as an example, the passing part 14
The total length L is 400m and the obstacle distance l ₂Is a 20m pass
Vehicle 14 with a maximum knit growth of 70 m
Assuming the case of passing each other by the degree V (60 km / h),
The passing time T at the time of

(Equation 2) Becomes

Assuming that the running vehicle has a vehicle length of 10 m and a vehicle-to-vehicle interval of 10 m, the knitting growth is up to 70 m with a maximum of four vehicles. The distance between vehicles that are softly connected can be physically controlled up to about 30 cm, and the distance between vehicles that are softly connected can be appropriately determined from several tens of cm to several hundreds of meters. Also, the maximum knitting growth of the vehicle K
Is determined by the length of the loop coil as the control information transmission device 49. When the maximum knitting growth K is 70 m, the laying length of the loop coil 49 needs to be at least 70 m.

The loop coil 49 has a length sufficient to cover the entire vehicle length of the knitting. The composition vehicle IC of the knitting is checked, and the knitting speed is equal to or less than the instructed speed by the traveling control system 16 as a security control system via the limit detection coil 53. (See FIG. 21).

The advance limit control coil 54 may transmit an emergency braking signal to the traveling vehicle 20 to stop the traveling vehicle 20 in the area of the advance limit control coil 54. For example, in FIG. 20, when the trains 20 pass each other, when the last vehicle of the passing train does not pass through the entry-side limit detection coil (BBI) 53,
The advance side limit detection coil (AEI) 54 transmits an emergency braking signal to the vehicle from the advance side limit coil (AEI) 54 and stops the vehicle within the range of the coil by security control.
The last vehicle of the passing train is the entry side limit detection coil (B
BI) 53, when the traveling control system (security control system) confirms that the vehicle has passed the exit side limit detection coil (A
A departure command signal is sent from EI) 54 to vehicle 20, and vehicle 20 is activated to run again. For this reason, the length L of the entry side limit detection coil (AEI) 54 is longer than the entry side limit detection coil (AAI) 53. Generally, the length L of the limit detection coil 54 is

L = (vehicle speed) ² /(7.2·deceleration)

For example, if the vehicle speed is 40 km / h, the deceleration is 5 km / h / s, and the idle running time is 1 sec, the length of the advance side limit detection coil 53 is 55 m or more. When the vehicle stops at the passing section 14 or the station section 13,
In principle, on the loop coil 49.

<Fail-Safe Control Operation in Vehicle Traffic System> In this vehicle traffic system, vehicles traveling in a formation on the dedicated road 11 are: 1. Spacing control between vehicles forming a train 2. Rear-end collision control between vehicles forming a train 3. Passing control between vehicles forming a train. Addition control of trains is performed by fail-safe control operation.

More specifically, the control of the distance between the vehicles forming the formation and the control of preventing the rear-end collision of the vehicles are performed by the distance control operation by the radar mounted on the vehicle 20.

The passing control and the vehicle addition control of the vehicles forming the formation are performed by using the traveling control system 16 which is a security control system and the loop coil 49, and the passing control and the additional vehicle departure control operation by the security control system are performed. It is. In addition control of the additional trains of the train set, the departure control of the additional vehicles by the security control system and the interval control operation by the radar mounted on the vehicle are used in combination.

<Release Control Driving in Vehicle Traffic System> A vehicle traveling in a formation on the dedicated road 11 of the vehicle traveling system is controlled by the traffic control system 15 in the station section 31.
The specific vehicle is released from the remaining trains forming the train.

The case where the released vehicle B is separated and released from the vehicles A and B running in the formation will be described with reference to FIG.

When the released vehicle B is the last vehicle, the released vehicle B is moved to the station 1 by an operation command from the traffic control system 15.
3 branch point is decelerated at the front, to ensure the release distance D ₁ between the train A and the preceding release vehicle B. The release distance D ₁ is the distance the release vehicle B to enter the lateral line smoothly without stopping. That is, even through the release distance D ₁ is the train A is a vehicle trouble limit detection coil 53 is a vehicle inlet side passage detection apparatus main side through the branch point, releasing the vehicle B
Is the distance that can secure the time to take the course to the side line side.

When the released vehicle B is the leading vehicle, a vehicle obstacle limit detecting coil is provided on the side line side also serving as a siding line in FIG.
And similarly provided to ensure the release distance D ₁ at a branch point forward between the beginning of the release vehicle B and the backward knitting vehicle A, to release disconnect the leading vehicle at the branch point.

When the release vehicle B is an intermediate vehicle, a release distance is secured between the intermediate release vehicle B and the trains before and after the intermediate release vehicle B just before the branch point, and the intermediate release vehicle B is released at the branch. And guide you to the side line.

In any case, when a specific vehicle B is released from the trains A and B, the release distance D ₁ between the released vehicle B and the remaining trains A is controlled by the control control system 15.
At the branch point, only the released vehicle B is separated from the train set A remaining on the main line side and released to the side line side by the operation command from.

In the vehicle traffic system according to the present invention, an example has been described in which a vehicle such as a bus is assumed as a vehicle, but the vehicle is not necessarily limited to a vehicle. It is only necessary that software-connected vehicles of the same composition automatically run in a platoon on a dedicated route, and those that are manually operated for each individual vehicle on a general route.

The dedicated route is not necessarily limited to the single-track system, and the dedicated route between large cities with large transportation demand may be partially adopted as a double-track system to meet the transportation demand.

[0154]

As described above, in the vehicle traffic system according to the present invention, a dedicated line forming a closed cycle in a single-track system, and a station provided along the dedicated line,
A vehicle whose traveling is controlled on the dedicated route, a waiting area for waiting vehicles for increasing or decreasing the number of vehicles according to transportation demand, and a traffic control system for operating the vehicles traveling on the dedicated route in a transportation amount designating schedule. Equipped with a control system, which makes it possible to effectively use vehicles waiting at the waiting area according to transportation demand, freely select more or less vehicles, and provide high flexibility and elasticity in transportation It is possible,
In addition, since the dedicated line is a single-track system, construction costs can be reduced.

In the vehicle traffic system of the present invention, a non-contact type communication means is provided at a station on a dedicated line so as to be able to spot-communicate with a vehicle. A spot control command for planning, vehicle monitoring, and vehicle operation control was spot-communicated to the vehicle, and vehicle operation was controlled.Therefore, there was no need to lay communication means over the entire line of the dedicated route. While the cost can be reduced, the operation schedule of the vehicle can be quickly responded to the transportation demand by the traffic control system.

Further, in the vehicle traffic system of the present invention, a dedicated route is laid in a specific area such as an airport or an amusement park, while the traffic control system links the traffic operation of passengers, such as takeoff and landing of an airplane, with the operation of the vehicle. Since the schedule is created and the number of vehicles is increased or decreased, it is possible to operate quickly and accurately in response to a large change in transportation demand.

In the vehicle traffic system of the present invention, since the dedicated line is constructed in a closed cycle with a single track system, construction costs can be reduced. On the other hand, a passing section is provided between the stations of the single track system. Since the vehicle and the vehicle group can pass each other at the section and the passing section, flexibility is given to the vehicle operation, and bidirectional operation can be performed even with a single-wire system, thereby enabling high-density operation. Vehicles traveling on a dedicated route are able to flexibly secure transportation power by performing a plateau traveling operation in which a single vehicle can freely form a platoon with a plurality of vehicles.

Further, the vehicle traffic system according to the present invention has a closed cycle dedicated route for automatically driving the vehicle and a general route for manual driving. Passengers can get on the route, and on general routes, they can manually drive and transport to the destination, so passengers can be efficiently transported to the destination, improving convenience and reducing driver's labor be able to.

Further, in the traffic control system, communication with the traveling vehicle is performed by spot communication using communication means provided at the passing section and the station, and there is no need to lay a continuous communication algorithm over the entire dedicated route. Installation is simplified.

Further, in the vehicle traffic system according to the present invention, a virtual diagram with the largest traffic volume is created in the traffic control system, and it is checked whether or not a vehicle entering the dedicated route has a virtual diagram available or not. By dynamically allocating to the empty part of
Single-line passing can be easily performed.

Further, in the vehicle traffic system according to the present invention, an operation schedule is dynamically created by a traffic control system at the time of arrival at a station or a passing section in a vehicle or a group of vehicles traveling on a dedicated route, and each of the traveling vehicles or the group of vehicles is created. Thus, the single-line passing control can be performed by efficiently performing the operation.

On the other hand, the vehicle traffic system according to the present invention
Vehicles or groups of vehicles traveling on a dedicated single-track system are controlled by a running control system to control the passing of a single track by a closed control method. And safe and stable security control can be reliably performed.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram showing a first embodiment of a vehicle traffic system according to the present invention.

FIG. 2 is a system configuration diagram of traffic control and security control provided in the IGTS shown in FIG. 1;

FIG. 3 is a diagram showing a second embodiment of the vehicle traffic system according to the present invention, which is a system configuration diagram in which an IMTS and an IGTS are combined.

FIG. 4 shows an IMTS constituting the vehicle traffic system of the present invention.
FIG.

FIG. 5 is an overall schematic diagram of a vehicle traffic system according to the present invention.

FIG. 6 is an explanatory diagram showing a relative relationship among a traffic control system, a travel control system (security control system), and a vehicle control system incorporated in the vehicle traffic system according to the present invention.

FIG. 7 is a diagram showing a schematic system configuration of a vehicle traffic system according to the present invention.

FIG. 8 is a diagram showing an example of a target route provided with the vehicle traffic system according to the present invention.

FIG. 9 is a diagram exemplifying a closed section of a dedicated road as a dedicated line used in the vehicle traffic system according to the present invention.

FIGS. 10A, 10B, and 10C are characteristic diagrams showing an example in which a vehicle is controlled to perform a closed control operation using the vehicle traffic system according to the present invention.

FIGS. 11A, 11B, and 11C are diagrams showing, for each route, vehicles joined to a dedicated route in the vehicle traffic system according to the present invention.

FIGS. 12A and 12B are diagrams showing, in chronological order, examples of transmitting a vehicle-permitted (progress permitted) vehicle ID in the vehicle traffic system according to the present invention.

FIG. 13 is a diagram showing an example of on-rail check at the time of system startup (at the time of restart) in the vehicle traffic system according to the present invention.

FIG. 14 is a diagram showing an example of checking the number of vehicles on a dedicated route in the vehicle traffic system according to the present invention.

FIGS. 15A and 15B are diagrams showing, in chronological order, an example in which vehicles are separated from platoons of the same formation in the vehicle traffic system according to the present invention.

FIG. 16 is an explanatory diagram showing a vehicle route control example of a branching section in the vehicle traffic system according to the present invention.

FIG. 17 is an explanatory diagram showing an example of regular traveling control of a vehicle in the vehicle traffic system according to the present invention.

FIG. 18 is an explanatory diagram showing an example of passing control between vehicles during non-diamond traveling in the vehicle traffic system according to the present invention.

FIG. 19 is a diagram showing a virtual schedule for performing vehicle formation control in the vehicle traffic system according to the present invention.

FIG. 20 is a diagram illustrating an example of single-passing control by the basic blockage control method in the vehicle traffic system according to the present invention.

FIG. 21 is an explanatory diagram showing an example of blockage control at the time of vehicle merging in the vehicle traffic system according to the present invention.

FIG. 22 is an explanatory diagram showing an example of passing driving of a vehicle in the vehicle traffic system according to the present invention.

FIG. 23 is a diagram showing an example of vehicle security control in the vehicle traffic system according to the present invention.

FIG. 24 is an explanatory diagram showing an example of vehicle release control in the vehicle traffic system according to the present invention.

FIG. 25 is a configuration diagram showing a conventional transportation system adopted in a railway.

[Explanation of symbols]

1,10 Vehicle traffic system 2,11 Dedicated road (dedicated line, main line) 3a, 3b, 3c, 3d Station 4,20 Vehicle 5 Standby area (standby line, main store) 6,15 Traffic control system 7,16 Driving Control system 8, 19 Road-to-vehicle communication device (non-contact communication means) 9, 17 Vehicle control system 12 General road (general route) 13 Station (interchange) 14 Passing part 18 Communication LAN 23 Vehicle security control device 24 Forward monitoring radar (Preceding vehicle recognition sensor) 25 magnetic sensor (position detection sensor) 26 vehicle-side roadside-vehicle communication device (vehicle-side communication coil) 28 vehicle information management means 29 vehicle traveling control means 30 operation plan creation means 32 operation management means 33 operation monitoring means 34 time management means 35 system maintenance means 37 control information input / output device 39 travel control device 40 route control means 4 Abnormality processing means 42 On-track management means 43 System management means 44 Communication control device 45 Wide-area LAN (FDDI) for running control 46 Running control input / output device (running control I / D) 47 Optical LAN 48 Remote input / output device (R-I / O) 49 Ground-side road-to-vehicle communication device (control information transmission device, loop coil) 50 Magnetic nail 51 S-pole magnetic nail 52 N-pole magnetic nail 53, 54 Vehicle detection device 56 Escape line 60 Stop / departure instruction communication device 61 Main line 62 Waiting line

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shinichiro Ogawa 1-1-1, Shibaura, Minato-ku, Tokyo Inside Toshiba Corporation Head Office (72) Inventor Yoshiaki Oki 1-1-1, Shibaura, Minato-ku, Tokyo Stock (72) Inventor Shinichiro Nakazawa 1-1-1 Shibaura, Minato-ku, Tokyo Inside Toshiba Corporation Head Office (72) Inventor Michio Kanayama 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Fuchu Plant (72) Inventor Masashi Mizukoshi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Keiji Aoki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masahiko Shinagawa 1 Toyota Town, Aichi Prefecture Toyota Motor Corporation F-term (reference) 5B049 BB31 CC40 5H180 AA06 AA16 AA27 BB04 CC14 CC17 CC24 EE02 EE06 EE07 FF13 FF17 HH19 JJ28 LL04 LL09

Claims (11)

[Claims] 1. A dedicated line forming a closed cycle in a single-track system, a station provided along the dedicated line, a vehicle whose traveling is controlled on the dedicated line, and increasing or decreasing the number of vehicles according to transportation demand. A vehicle traffic system comprising: a standby area for waiting for a vehicle to perform the operation; and a traffic control system for operating the vehicle traveling on the dedicated route by using a transportation schedule diagram. 2. A non-contact type communication means is provided at a station portion of the dedicated line so as to be able to spot-communicate with the vehicle. Through this communication means, the traffic control system can control the operation of the vehicle, monitor the vehicle, and monitor the vehicle. 2. The vehicle traffic system according to claim 1, wherein a traffic control command for operation control is spot-communicated to the vehicle side, and traffic control of the vehicle is controlled. 3. A dedicated route is laid in a specific area such as an airport or an amusement park, while a traffic control system creates an operation schedule of a vehicle by linking to a passenger's transportation demand such as take-off and landing of an airplane, thereby increasing the number of vehicles. The vehicle traffic system according to claim 1, wherein the vehicle is reduced. 4. A dedicated line constituting a closed cycle in a single-line system, a plurality of stations provided along the dedicated line,
A vehicle whose traveling is controlled on the dedicated route, a waiting area where the vehicle waits to increase or decrease the number of vehicles in accordance with the transportation demand, and a traffic control system in which the vehicle traveling on the dedicated route is operated by a transportation amount designation diagram system. A control system, and a passing section capable of passing vehicles between the station sections is provided at a required interval, and the two-way operation is performed such that vehicles can pass each other at the station section and the passing section. Vehicle traffic system. 5. The vehicle according to claim 4, wherein the vehicle is three-dimensionally crossed at a station on the dedicated route and connected to a general route, and the vehicle is manually operated on the general route to transport the vehicle to a destination. Transportation system. 6. A non-contact type communication means for transmitting and receiving control information to and from a traveling vehicle by spot communication is provided at a passing portion and a station portion of the dedicated line, while the traffic control system is connected to the traveling vehicle via the communication means. 2. The vehicle traffic system according to claim 1, wherein control of a route command and departure command is performed, and said control control system performs operation control, operation planning and operation monitoring of the traveling vehicle by spot communication with the vehicle. 7. The traffic control system according to claim 1, wherein when a difference occurs in the communication timing between the traveling vehicle and the oncoming vehicle scheduled to pass next time, the arrival time of the station or the passing portion where each vehicle next arrives. 7. The system is configured to estimate and calculate in advance, and perform passing control at that time.
Vehicle traffic system as described. 8. The traffic control system estimates a scheduled time at which a traveling vehicle and a vehicle scheduled to pass next pass through a next station or a passing portion based on a vehicle average speed or a driving curve system including route data. 8. The vehicle traffic system according to claim 7, wherein the calculated arrival time is calculated and evaluated for each passable station or passing part, and an optimum passing part or station is selected and controlled to pass. 9. The traffic control system creates a virtual schedule based on the state with the largest traffic volume, checks whether or not the vehicle entering the dedicated route has a virtual schedule available, and checks the virtual schedule in the vacant seat portion. 8. The vehicle traffic system according to claim 7, wherein the vehicle traffic system performs the passing control by running along a virtual schedule. 10. The traffic control system dynamically creates an operation diagram of a vehicle traveling on a single-track dedicated route for each traveling vehicle or each vehicle group connected by software, and according to the dynamically created operation diagram, the traveling vehicle or the vehicle. The vehicle traffic system according to claim 7, wherein the groups are controlled to pass each other at a station section or a passing section. 11. A cruise control system for performing security control so that the vehicles do not collide with each other, wherein the cruise control system is communicably connected to a traffic control system and a vehicle control system mounted on the vehicle. 7. The vehicle traffic system according to claim 6, wherein a traveling vehicle traveling on a single-track dedicated route is controlled to be closed and passed at a station or a passing section.