JP2004359089A - Operating method and operating system of railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To operate a railway vehicle at higher density while the safety is secured in an operating method and a traveling system of the railway vehicle. <P>SOLUTION: For simultaneously operating a plurality of sets of railway vehicles 11a and 11b on one system of a railway line 1, a station disposed on the railway line 1 is provided with a plurality of vehicle stop areas A1-A3 so that the plurality of sets of railway vehicles 11a and 11b simultaneously stop. When the railway vehicles are operated at high frequency, the precedent vehicle 11a is stopped in the vehicle stop area A1 on the front side in the traveling direction, a following vehicle 11a is stopped in the vehicle stop area A2 on the back side in the traveling direction, and thus the plurality of sets of railway vehicles 11a and 11b are simultaneously stopped at the station 2. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an operation method and an operation system of a new automatic transportation system for track-based automatic driving, which is suitable for use in a small and lightweight railway vehicle system such as an APM or an LRT.
[0002]
[Prior art]
In recent years, a relatively lightweight railway vehicle called, for example, LRT (Light Rail Transit) has been developed and studied.
Since such a small and lightweight railway vehicle is easy to go and stop, generally, the distance between stations is set relatively short as a single vehicle without connection or a train composed by connecting relatively few vehicles. Suitable for operating on established routes.
[0003]
By the way, it is not limited to a small and lightweight railway vehicle such as an LRT, but it is generally an important issue in railway vehicles to efficiently and safely carry out mass transportation of passengers.
In the case of railways, mass transportation can be carried out by increasing the number of connected vehicles, but if the number of connected vehicles is set according to the peak of the number of passengers, the number of unnecessary connections can be reduced when the number of passengers is small. This would cause the vehicle to run, which is inefficient. It is also conceivable to change the number of vehicles connected according to the number of passengers, but this is not realistic because the work load is large. Therefore, in general, the number of vehicles connected is fixed, and the vehicles are operated at a frequency corresponding to the number of passengers, so that mass transportation can be performed efficiently.
[0004]
However, when the frequency of vehicle operation is increased in accordance with the number of passengers, the density of vehicles traveling on the route increases, leading vehicles (leading vehicle group in the case of connected trains) and succeeding vehicles (following vehicle group) Therefore, the operation of the vehicle must be controlled with high accuracy so that safety can be ensured.
Therefore, a technology has been proposed that enables a railway vehicle to operate at high density while ensuring safety.
[0005]
For example, Patent Literature 1 discloses that in order to improve the operation efficiency of at least two or more railway vehicles traveling in the same direction on the same track between stations provided in a circulation route, the number of vehicles and the operation A technique has been proposed in which each vehicle grasps the situation, determines a target security speed of each vehicle, and enables high-speed operation of railway vehicles between stations.
[0006]
More specifically, in the technology of Patent Document 1, signals detected forward and backward are transmitted as operation information by inter-vehicle distance detectors of the vehicles themselves provided on the front surface of the leading vehicle and the rear surface of the trailing vehicle. After transmitting to the ground computer via the device, the degree of congestion of a plurality of vehicles located between stations is sequentially calculated, the congestion degree signal is transmitted to each vehicle, and the distance between the vehicles in front and behind is greater than a specified value. When the vehicle speed becomes smaller, the deceleration value of the target security speed is variably adjusted in consideration of the vehicle congestion degree coefficient, and their running patterns are set. As a result, high-density operation of a plurality of vehicles located between stations in the loop line is performed, and the vehicles themselves can travel safely.
[0007]
On the other hand, Non-Patent Documents 1 and 2 are not railcars, but mass-transport by operating a plurality of buses in platoon state and stopping in platoon state, as if operating like a train. There is disclosed a technique that can efficiently perform the above.
[0008]
[Patent Document 1]
JP-A-5-236613
[Non-patent document 1]
Invention Association Open Technical Bulletin, Official Skill Number 98-7654, Publication Date 1998.11.2.
[Non-patent document 2]
Invention Association Open Technical Report, Official Skill Number 98-7655, Date 1998.11.2.
[0009]
[Problems to be solved by the invention]
By the way, in the case of a small and lightweight railway vehicle such as an LRT, as described above, the train between train stations is operated as a single vehicle without connection or a train formed by connecting relatively few vehicles on a relatively short route. However, if the distance between stations is short, the stop time at the station is relatively long compared to the travel time between stations, and if the vehicle is operated with high frequency (high density), Due to the presence of the preceding vehicle, the number of cases where the following vehicle must be temporarily stopped in front of the station increases, and efficient operation cannot be realized.
[0010]
In the case of an automobile such as a bus (trackless vehicle), the following vehicle can easily overtake the preceding vehicle, but in the case of a railway vehicle (railway vehicle), basically, if there is a preceding vehicle, the following vehicle stops and waits I have to do it. Therefore, in order to operate the railway vehicle as efficiently as possible, that is, at a high density even during such a standby state, as disclosed in Patent Document 1, while ensuring safety (particularly, preventing rear-end collision), Technology that can operate at a high density is required. However, even with such a technique, there is a limit to the frequent (high-density) operation of vehicles, and in particular, an operation method or an operation system of a railway vehicle utilizing the characteristics of a small and lightweight railway vehicle such as an LRT. There is a demand for development.
[0011]
The present invention has been made in view of the above-described problems, and provides an operation method and an operation system of a railway vehicle that can operate a railway vehicle at higher density while ensuring safety. The purpose is to:
[0012]
[Means for Solving the Problems]
In order to achieve such a goal, a method of operating a railway vehicle according to the present invention is an operation method of a railway vehicle that simultaneously operates a plurality of sets of railway vehicles on one system of railway lines, and is provided on the railway lines. A plurality of vehicle stop areas are provided at the set station so that a plurality of sets of the railway vehicles can stop at the same time, and when the railway vehicle is operated at a high frequency, the preceding vehicle is divided into the plurality of vehicle stop areas. A plurality of sets of the railway vehicles are simultaneously stopped at the station by stopping at a vehicle stop area ahead of the traveling direction and then stopping a following vehicle at a vehicle stop area behind the traveling direction among the plurality of vehicle stop areas. It is characterized by having In this way, by simultaneously stopping a plurality of sets of railway vehicles at the station, it is possible to eliminate a situation in which a following vehicle waits in front of the station because there is a preceding vehicle at the station.
[0013]
When the railway vehicle enters the station, first, the railway vehicle is stopped in the vehicle stop area behind and passengers are disembarked, and then the railway vehicle is advanced to the vehicle stop area in front. It is preferable to stop the vehicle and get on the passenger.
Alternatively, when the railway vehicle enters the station, it is possible to stop the railway vehicle in the foremost vehicle stop area in the vacant traveling direction among the plurality of vehicle stop areas, and to get off and get on the passenger. preferable.
[0014]
Further, it is preferable in terms of safety that an opening / closing door is provided in the vehicle stop area of the station, and the opening / closing door is controlled so as to interlock with opening / closing of a boarding / closing door provided on the railway vehicle.
Further, when a vehicle that cannot be normally driven (for example, a broken vehicle) occurs ahead of the station provided with the plurality of vehicle stop areas in the traveling direction, the following vehicle of the normally disabled vehicle is stopped by the plurality of vehicle stops. Although it is preferable to evacuate to any of the areas, conventionally, it is often necessary to stop between stations (especially in front of the station), and there is a possibility that passengers may be trapped inside the vehicle.
[0015]
Further, it is preferable to operate the railway vehicle by using a single vehicle without connection.
An operation system of a railway vehicle according to the present invention is an operation system of a railway vehicle that simultaneously operates a plurality of sets of railway vehicles on one system of railway lines, wherein a plurality of sets of the railways are provided at a station attached to the railway line. A plurality of vehicle stop areas are provided so that vehicles can stop at the same time, and a plurality of sets of the railway vehicles can be stopped at the station at the same time. In this way, by simultaneously stopping a plurality of sets of railway vehicles at the station, it is possible to eliminate a situation in which a following vehicle waits in front of the station because there is a preceding vehicle at the station.
[0016]
Furthermore, a ground-side control device provided on the ground side for setting and outputting control information for controlling the operation of the railway vehicle, and a communication device provided between the ground-side control device and the railway vehicle for communication between the two. A road-to-vehicle communication device, a vehicle that receives the control information transmitted from the ground-side control device through the road-to-vehicle communication device, and controls the operation of the railway vehicle based on the control signal. And a side control device.
[0017]
Further, the railway vehicle is provided with position detecting means for detecting the position of the own vehicle, and the ground-side control device transmits the position from each of the railway vehicles on the railway line via the road-to-vehicle communication device. It is preferable to receive the information and set the control information for each of the railway vehicles based on the position information.
Each of the above-mentioned railway vehicles is provided with an inter-vehicle communication device that performs communication between the respective railway vehicles, and the vehicle-side control device is transmitted from the ground-side control device via the road-to-vehicle communication device. It is preferable to control the operation of the railway vehicle based on the control information and position information sent from each of the other railway vehicles on the railway line via the inter-vehicle communication device.
[0018]
Further, the railway vehicle is provided with speed detecting means for detecting the speed of the own vehicle, and the vehicle-side control device receives the position information of the received railway vehicle (preceding vehicle) in front of the own vehicle and the own vehicle (subsequent vehicle). It is preferable to control the stop of the host vehicle based on the position information and the speed information of the vehicle.
Further, it is preferable that an opening / closing door that is opened / closed so as to be linked with opening / closing of an entry / exit door provided on the railroad vehicle side is provided in the vehicle stop area of the station.
[0019]
Further, it is preferable that the total number of vehicle stop areas of the stations attached to the railway line is set to be equal to or more than the maximum number of the railway vehicles traveling on the railway line.
Further, it is preferable that the railway vehicle is constituted by a single vehicle without connection.
[0020]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
First, a first embodiment of the present invention will be described. FIGS. 1 to 4 show an operation method and an operation system of a railway vehicle according to the first embodiment of the present invention, and FIG. FIG. 2 is a schematic plan view showing the configuration, FIG. 2 is a block diagram showing the configuration of an operation control system on the ground side and on the vehicle side, and FIG. 3 is an example of the state of entry and exit of a railway vehicle to and from the station (platform). FIGS. 4A and 4B are schematic diagrams for explaining in order of (i) to (i). FIG.
[0021]
As shown in FIG. 1, the railway system according to the present embodiment has a plurality of (three in the example shown in FIG. 1) vehicle stops at a station 2 attached to the railway line 1 as locations where the railway line 1 stops. Areas A1 to A3 are provided, and a plurality (here, a maximum of three sets) of railcars 11a and 11b (hereinafter, railcars are not individually distinguished) are simultaneously provided in these vehicle stop areas A1 to A3. 11) can be stopped. For this reason, the platform (hereinafter, simply referred to as a platform) 20 of the station 2 is provided with a plurality of getting on and off areas 21 to 23 corresponding to the vehicle stop areas A1 to A3.
[0022]
A safety distance d is naturally provided between the vehicle stop areas A1 to A3. The safety distance d is, for example, d = 2dmax or d = 2dmax + α (α is based on the maximum value (maximum stop error) dmax of the stop error (the difference between the target stop position and the actual stop position) of each vehicle 11. Safety margin).
In the present embodiment, each railway vehicle 11 is a small and lightweight railway vehicle called, for example, an LRT (Light Rail Transit), and operates as a single vehicle without connection. In addition, taking advantage of the characteristics that the railcars are small and lightweight, and easy to go and stop, the railway line 1 has a relatively short distance between stations and a relatively short total line distance. . For this reason, although a plurality of vehicle stop areas A1 to A3 are provided as described above, the stations, especially the platforms 20 themselves, are also set relatively short. Furthermore, each vehicle 11 is operated by unmanned driving.
[0023]
Here, a device configuration related to the operation of the railway vehicle will be described. As shown in FIG. 2, a ground computer 31 as a ground control device and a ground communication device 32 are provided on the ground side (for example, station 2). The ground computer 31 calculates various types of vehicle travel information including the vehicle stop position information 31a, and transmits such information according to each vehicle through the ground communication device 32. ing.
[0024]
On the other hand, on each vehicle side, an on-board computer 41 as an on-board control device, an on-board communication device 42 for exchanging information with the ground communication device 32, and a stop position detector for detecting a stop position of the own vehicle 43, and a vehicle speed detector 44 for detecting the speed of the host vehicle. Note that the stop position detector 43 can detect not only the stop position of the vehicle but also the current position during travel.
[0025]
The on-board computer 41 receives the information including the stop position information 41a of the own vehicle from the ground computer 31 through the on-board communication device 42 and, when stopping, detects the own vehicle detected by the stop position detector 43. The travel of the own vehicle is controlled based on the position information of the vehicle, the speed information of the own vehicle detected by the vehicle speed detector 44, and the stop position information 41a.
[0026]
The position information (including the stop position information) and the speed information of the own vehicle detected by the stop position detector 43 are transmitted to the ground computer 31 through the on-board computer 41, the on-board communication device 42, and the terrestrial communication device 32. It has become so.
It is used to set the vehicle stop position information 31a in the ground computer 31 and to set the safe driving information of each vehicle.
[0027]
In other words, if no vehicle is stopped at the station 2, the vehicle stop area A1 that is the most forward in the vehicle traveling direction is set to the stop position of the vehicle that is currently closest to the station 2. In this case, the stop position of the vehicle that is secondly approaching the station 2 is set to the vehicle stop area A2 on the front side in the vehicle traveling direction.
Also, as shown in FIG. 1, if one vehicle 11a is stopped at the station 2 (this vehicle is stopped in the vehicle stop area A1 closest to the vehicle traveling direction), then the vehicle is moved forward in the vehicle traveling direction. The vehicle stop area A2 on the side is set to the stop position of the vehicle closest to the station 2 at present. In this way, among the vehicle stop areas of the station 2, the vacant vehicle stop area on the front side in the vehicle traveling direction is the stop position of the vehicle currently closest to the station 2.
[0028]
According to such logic, the stop position of the running vehicle changes depending on the arrival at the vehicle at the station 2, the departure status, and the like, but each vehicle 11 always has its own stop position information based on the latest stop position information. The vehicle is stopped.
That is, in each vehicle 11, when the stop position information 41a is obtained, the own vehicle is decelerated and stopped at the target stop position from a predetermined distance before the target stop position with reference to the position information and the speed information of the own vehicle. . At this time, if the stop position is changed (the change of the stop position is a change from the rear side in the vehicle traveling direction to the front side in the vehicle traveling direction), for example, at the time of the change of the stop position, slow down the deceleration or shift to low-speed operation. Alternatively, the vehicle may be decelerated again a predetermined distance before the changed stop position and stopped at the target stop position.
[0029]
In addition, the ground computer 31 sets a moving blockage distance (an inter-vehicle distance with a preceding vehicle) according to the running speed of each vehicle while grasping the running speed of each vehicle and the position of the vehicle while running. Speed limit information (acceleration prohibition information and deceleration information) to be secured is set and transmitted, so that each vehicle can run safely.
[0030]
When the vehicle stops, the vehicle speed is controlled so that the vehicle decelerates at a predetermined deceleration from a predetermined distance before the stop position and the vehicle can be stopped just at the stop position. The speed is appropriately controlled so that a moving blockage distance corresponding to the traveling speed of the own vehicle can be secured. Note that the moving blockage distance becomes shorter as the speed becomes lower, and at the time of a stop, it becomes a distance substantially equivalent to the above-mentioned safety distance d.
[0031]
Further, in the present embodiment, information can be exchanged between the vehicles through the on-board communication device 42 of each vehicle by communication, so that the own vehicle (following vehicle) travels immediately before the own vehicle (preceding vehicle). Position information from the vehicle, and compares the stop position information from the ground computer 31 with the stop position information obtained from the preceding vehicle. If the stop position information is different, the stop position information closer to the own vehicle position ( The host vehicle is stopped at a stop position (rear side in the traveling direction). In this way, if an error occurs in the stop position information from the ground computer 31, fail-safe operation can be performed. Also, even in the event that there is an error in the information from the ground computer 31, a moving blockage distance (inter-vehicle distance to the preceding vehicle) is set for each vehicle independently according to the traveling speed, and the moving blockage distance is set. Speed restrictions (prohibition of acceleration and deceleration) that can be secured can be implemented.
[0032]
Although not shown, a partition (for example, a fence) having an opening / closing door that opens and closes in conjunction with opening and closing of the entrance door of the stopped vehicle 11 is provided on the track side of the platform 20. The passenger can get on and off the vehicle 11 more safely while preventing the passenger from coming into contact with the traveling vehicle 11.
[0033]
The operation method and the operation system of the railway vehicle according to the first embodiment of the present invention are configured as described above. For example, as shown in FIG. 3, approach, stop, and start to the platform 20 of the station 2. Is performed. In this example, the description will be made on the assumption that the vehicle 11 travels from left to right and two vehicle stop areas at the station 2 are provided. In addition, railway vehicles are indicated by (1), (2), and (3) in order from the preceding vehicle.
[0034]
First, as shown in FIG. 3A, when the vehicle (1) enters the station in a state where the vehicle 11 does not stop in any of the vehicle stop areas A1 and A2 of the platform 20, the vehicle (1) The stop position of ▼ is set in the vehicle stop area A1 ahead in the traveling direction. As shown in FIG. 3B, when the vehicle (1) stops at the vehicle stop area A1, the stop position of the following vehicle (2) is set to the vacant vehicle stop area A2.
[0035]
As shown in FIG. 3C, while the vehicle (2) is approaching, the passenger is disembarked at the vehicle (1). At this time, although not shown, the entry / exit door of the vehicle (1) and the opening / closing door corresponding to the vehicle stop area A1 on the platform 20 side are synchronously opened. Thereafter, as shown in FIG. 3 (d), while the passenger enters the vehicle (1), the vehicle (2) enters the vehicle stop area A2 and stops.
[0036]
When the passenger enters the vehicle (1), the entrance door of the vehicle (1) and the corresponding opening / closing door of the platform 20 are closed synchronously as shown in FIG. 3 (e). On the other hand, the door for the succeeding vehicle (2) and the opening / closing door corresponding to the vehicle stop area A2 on the platform 20 side are opened in synchronization, and the passengers get off the vehicle (2).
Thereafter, as shown in FIG. 3 (f), the vehicle (1) starts, and the passengers board the vehicle (2). As shown in FIG. 3 (g), when the passenger in the vehicle (2) has finished boarding, the door of the vehicle (2) and the opening / closing door corresponding to the vehicle stop area A2 on the platform 20 are closed in synchronization. You.
[0037]
Thereafter, as shown in FIG. 3 (h), the vehicle (2) starts, and the stop position of the succeeding vehicle (3) following the vehicle (2) is set to the vacant vehicle stop area A1 which is the most forward in the traveling direction. Then, the following vehicle (3) stops in the vehicle stop area A1, which is the set stop position.
Here, the case where only two vehicle stop areas are provided has been described as an example. However, if there are three or more vehicle stop areas, each vehicle 11 is always the vacant front vehicle stop area in the traveling direction. Is the stop position.
[0038]
In this way, by stopping a plurality of vehicles (two vehicles in FIG. 4) at the same station at the same time, only one vehicle can be stopped at the same station as shown by a bold line in FIG. 4 (shown by a thin line in FIG. 4), the railway vehicle can be operated more frequently (high density), and the transportation efficiency can be improved.
Moreover, in this embodiment, since the vehicle is operated by a single vehicle, even if a plurality of vehicle stop areas are provided so that a plurality of vehicles are stopped at the same station at the same time, the overall length of the platform 20 of the station is relatively short. Can be configured.
[0039]
In other words, when the number of passengers is large, it is possible to secure a transportation capacity close to that of a train formed by connecting the number of vehicles corresponding to the number of vehicle stop areas, and when the number of passengers is small, taking advantage of the single vehicle, As shown by the thin line in FIG. 4, the vehicle can be operated efficiently with an interval between the operation of the vehicles.
In the case of train trains, the passenger capacity is large, so if the number of passengers is small, in order to operate efficiently, it is necessary to increase the interval between the vehicles, and the passengers will have to wait at the platform for a long time. However, in the case of a single vehicle, as the passenger capacity is small, it is possible to operate without waste even if the operation interval of the vehicle is not so long, and the time to keep the passengers at the home is reduced, and the operating efficiency and It can be compatible with passenger service.
[0040]
The operation of each vehicle described above is performed through the on-board computer 41 based on the control signal from the ground computer 31 as described above. In this operation, the traveling speed obtained from each vehicle and the traveling position Based on the above, a moving blockage distance (an inter-vehicle distance with a preceding vehicle) is set according to the traveling speed for each vehicle, and speed limit information (acceleration prohibition information and deceleration information) that secures the moving blockage distance is set. The traveling of each vehicle is controlled based on these pieces of information, so that traveling safety is ensured.
[0041]
Further, in the present embodiment, each vehicle receives position information from a vehicle (preceding vehicle) running immediately before its own vehicle, and transmits stop position information from the ground computer 31 and stop position information obtained from the preceding vehicle. In comparison, if the stop position information is different, the host vehicle is stopped at the stop position closer to the host vehicle position (on the rear side in the running direction). This makes it possible to take fail-safe measures in the event of an error in the stop position information from the ground computer 31.
[0042]
Also, even in the event that there is an error in the information from the ground computer 31, a moving blockage distance (inter-vehicle distance to the preceding vehicle) is set for each vehicle independently according to the traveling speed, and the moving blockage distance is set. Since the speed limitation (prohibition of acceleration or deceleration) can be implemented, fail-safe operation can be performed even in traveling control.
In addition, as in the operation method shown in FIG. 3, if the operation is performed so that the getting on and off of the preceding vehicle is completed before the getting on and off of the following vehicle, it is easy to make the flow of passengers on the platform smooth.
[0043]
[Second embodiment]
Next, a second embodiment of the present invention will be described. FIG. 5 shows an example of a state of entry and exit of a railway vehicle to a station (platform) in the operation method and the operation system of the railway vehicle according to the second embodiment of the present invention. It is a schematic diagram explaining in order of a)-(i).
In the railway system according to the present embodiment, the manner in which a railway vehicle enters and exits the platform 20 of the station 2 is different from that of the first embodiment, but the configuration of the station 2 and the configuration of the vehicle are the same as those of the first embodiment (FIG. 1). , FIG. 2). Therefore, a description will be given of a mode of entry / exit of the railway vehicle to / from the platform 20, which is a difference.
In the present embodiment, as shown in FIG. 5, entry, stop, and start of the platform 20 of the station 2 are performed. Note that, also in this example, the description will be made on the assumption that the vehicle 11 travels from left to right and that two vehicle stop areas at the station 2 are provided. In addition, railway vehicles are indicated by (1), (2), (3), and (4) in order from the preceding vehicle.
[0044]
In the present embodiment, the stop position of the vehicle is different between the stop position for getting off and the stop position for getting on, and when entering the station, first, the vehicle is stopped in the vehicle stop area A2 in front (the rear side in the traveling direction) and the passenger is stopped. When the vehicle is alighted, the vehicle is moved to a vehicle stop area A1 in front of the vehicle (on the front side in the traveling direction) to stop the vehicle, and the passengers get on.
[0045]
That is, first, as shown in FIG. 5A, when the vehicle (1) enters the station in a state where the vehicle has not stopped in any of the vehicle stop areas A1 and A2 of the platform 20, the vehicle (1) The stop position 1) is set in the vehicle stop area A2 on the rear side in the traveling direction. As shown in FIG. 5B, when the vehicle (1) stops at the vehicle stop area A2, the stop position of the following vehicle (2) is set to the vehicle stop area A2 similarly to the vehicle (1). You.
[0046]
As shown in FIG. 5 (c), while the vehicle (2) is approaching, the passenger is disembarked at the vehicle (1). At this time, although not shown, the entry / exit door of the vehicle (1) and the opening / closing door corresponding to the vehicle stop area A1 on the platform 20 side are synchronously opened. When the vehicle (1) is completed, the getting-on / off door of the vehicle (1) and the corresponding opening / closing door of the platform 20 are closed in synchronization.
[0047]
Thereafter, as shown in FIG. 5 (d), the vehicle (1) moves forward, and the vehicle (2) enters the station, and as shown in FIG. The vehicle stops in the vehicle stop area A1 ahead, and then the vehicle (2) enters the vehicle stop area A2 and stops. Here, the entrance / exit door of the vehicle (1) and the corresponding opening / closing door on the platform 20 side are opened synchronously, and the entrance / exit door of the vehicle (2) and the corresponding opening / closing door on the platform 20 side are opened synchronously. As shown in FIG. 5 (f), the passenger is boarded in the vehicle (1), and the passenger is disembarked in the vehicle (2). At this time, the stop position of the succeeding vehicle (3) is set to the vehicle stop area A2, similarly to the vehicles (1) and (2).
[0048]
When the boarding of the vehicle (1) is completed and the boarding of the vehicle (2) is completed, the boarding / unloading door of the vehicle (1) and the corresponding opening / closing door of the platform 20 are closed synchronously, and the boarding / alighting of the vehicle (2) is performed. As shown in FIG. 5 (g), the door and the corresponding opening / closing door of the platform 20 are closed in synchronization, and as shown in FIG. 5 (g), the vehicle (1) leaves the station, the vehicle (2) moves forward, and the vehicle (2) moves forward. (3) enters the station.
Thereafter, as shown in FIG. 5 (h), the vehicle (2) stops in the vehicle stop area A1 ahead, and then the vehicle (3) enters the vehicle stop area A2 and stops. Here, the entrance / exit door of the vehicle (2) and the corresponding opening / closing door of the platform 20 are opened in synchronization, and the entrance / exit door of the vehicle (3) and the corresponding opening / closing door of the platform 20 are opened in synchronization. Then, as shown in FIG. 5 (h), the passenger gets on the vehicle (2), and the passenger gets off on the vehicle (3). At this time, the stop position of the succeeding vehicle (4) is set in the vehicle stop area A2, similarly to the vehicles (1), (2), and (3).
[0049]
In this way, the stop position is set separately for getting off and for getting off, the vehicle stop area on the rear side in the traveling direction is set as the getting off stop position, and the vehicle stop area in front of the traveling direction is set as the getting off stop position. By doing so, it is possible to smoothly stop vehicles at the platform of the station at the same time, to smooth the flow of passengers at the platform of the station, etc., and to carry out getting on and off smoothly.
[0050]
Here, the case where only two vehicle stop areas are provided has been described as an example, but, for example, if there are three vehicle stop areas A1, A2, and A3, for example, the foremost vehicle stop area A1 is dedicated to boarding. When entering the station, leaving the remaining vehicle stop areas A2 and A3 exclusive for getting off, if the vehicle stop areas A2 and A3 dedicated for getting off are both vacant, the preceding vehicle stop area A2 is set to the stop position, If the vehicle has entered the front vehicle stop area A2, the rear vehicle stop area A3 may be set to the stop position.
[0051]
[Third embodiment]
Next, a third embodiment of the present invention will be described. FIG. 6 is a flowchart showing a railcar running control in a railcar operating method and an operating system according to a third embodiment of the present invention.
In the present embodiment, the traveling control when stopping at the station is performed on the vehicle side. In particular, even when the information from the ground computer 31 or the position information of the preceding vehicle or the like cannot be obtained, the camera image can be obtained. This traveling control can be implemented as long as it has a function of determining the presence or absence of a vehicle ahead of the own vehicle by image processing based on the vehicle. The configuration of the station 2 is as shown in FIG.
[0052]
When approaching the station 2, it is determined whether or not it is possible to enter the station 2 from the ground computer 31 or information on the front obtained from the preceding vehicle or the own vehicle (step S10). This determination determines whether or not the last vehicle stop area A3 of the station 2 is vacant. If the last vehicle stop area A3 is not vacant and it is impossible to enter the station 2, the designation in front of the station is made. The vehicle stops at the position and waits (step S50).
[0053]
If it is possible to enter the station 2, first, it is assumed that the vehicle stops at the last vehicle stop area A3, and a stop pattern for stopping at the last vehicle stop area A3 is calculated (step S12). The stop pattern corresponds to the deceleration progress of the vehicle reaching the stop position. Then, a stop operation is started based on the calculated stop pattern (step S14).
[0054]
During this stopping operation, it is determined from the latest information whether there is a vehicle in the vehicle stopping area A2 ahead (step S20), and if there is a vehicle in the vehicle stopping area A2, a stopping pattern in which the vehicle stops in the vehicle stopping area A3. Is continued (step S26), and the vehicle stops at the stop area A3 (step S40). On the other hand, if there is no vehicle in the vehicle stop area A2, a stop pattern of stopping in the vehicle stop area A2 is calculated (step S22). Then, a stopping operation is started based on the calculated stopping pattern (step S24).
[0055]
During this stopping operation, it is determined from the latest information whether or not there is a vehicle in the next preceding vehicle stop area A1 (step S30). If there is a vehicle in the vehicle stop area A1, the vehicle stops at the vehicle stop area A2. The vehicle stops at the stop area A2 (step S40). On the other hand, if there is no vehicle in the vehicle stop area A1, a stop pattern for stopping in the vehicle stop area A1 is calculated (step S32). Then, a stop operation is started based on the calculated stop pattern (step S34), and the vehicle stops in the stop area A1 (step S40).
[0056]
When it is impossible to enter the station, when the process proceeds to step S50, the determination in step S10 is repeated at a predetermined cycle.
By performing a stop with such a logic, the vehicle can be safely stopped in the vacant foremost stop area in accordance with the vacancy of the front stop area.
[0057]
[Others]
The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and can be variously modified and implemented without departing from the gist of the present invention.
For example, if the total number of vehicle stop areas at the stations provided on the entire railway line 1 is set to be equal to or more than the maximum number of the railway vehicles 11 traveling on the railway line 1, in the event of an emergency, any of the vehicles will have any of Can be stopped at the station.
[0058]
In addition, the present invention is applicable not only to a small and lightweight railway vehicle such as an LRT, but also to a vehicle of a rubber tire vehicle system which is called an APM (Automated People Mover) and is automatically driven by an unmanned person. Can.
In addition, rolling stock can be applied not only to a single vehicle, but is more suitable for a small and lightweight railway vehicle, and rolling stock can be applied not only to a single vehicle, but also to a single vehicle, including a single vehicle. It is also suitable to connect a relatively small number of vehicles. In addition, the present invention can be applied not only to those in which the distance between stations or the entire route distance is relatively short, but is more suitable for those in which the distance between stations is set relatively short or those in which the total route distance is set relatively short.
[0059]
【The invention's effect】
As described in detail above, according to the train operating method and the train operating system of the present invention, by simultaneously stopping a plurality of sets of trains at a station, a following vehicle waits in front of the station because there is a preceding vehicle at the station. This makes it possible to eliminate the need to wait in front of the station and to operate the railcar safely and frequently (high density). In particular, if the distance between stations is set short by using a small and lightweight railway vehicle called an LRT or the like and applied to a railway system in which the stop time of the station with respect to the travel time is long, high-density operation can be performed efficiently and safely.
[0060]
When the railway vehicle enters the station, first, the railway vehicle is stopped in the vehicle stop area behind and passengers are disembarked, and then the railway vehicle is advanced to the vehicle stop area in front. By stopping the passengers and getting on the passengers, the passengers' getting off and getting off places are separated, so that multiple sets of railway vehicles can be stopped at the same time efficiently and getting on and off smoothly Will be able to
[0061]
When the railway vehicle enters the station, the railway vehicle is stopped at the foremost vehicle stop area in the vacant traveling direction among the plurality of vehicle stop areas, and the passenger is disembarked and boarded. With a simple operation control, it is possible to efficiently stop a plurality of sets of railway vehicles at the same time.
Also, when a vehicle that cannot be normally driven occurs ahead of the station provided with the plurality of vehicle stop areas in the traveling direction, the vehicle following the normally disabled vehicle is evacuated to one of the plurality of vehicle stop areas. By doing so, for example, even when a vehicle that cannot be normally driven due to a failure or the like occurs, the following vehicle can stop at the nearest station, and the situation where the following vehicle gets stuck between stations can be avoided. This is particularly effective when unmanned driving is performed. Evacuation measures such as passengers walking on a track by themselves are reduced, and a safe transportation system can be realized.
[0062]
In addition, by operating the railway vehicle as a single vehicle without connection, the vehicle can be operated without waste during a time when the number of passengers is small, and if necessary, a plurality of single vehicles can be simultaneously stopped at the station. In this way, high-frequency operation can be performed, and the transportation volume can be secured.
A ground-side control device provided on the ground side for setting and outputting control information for controlling the operation of the railway vehicle; and a road provided on both the ground-side control device and the railway vehicle for communicating between them. A vehicle-to-vehicle communication device, and a vehicle-side control provided in the railway vehicle and receiving the control information transmitted from the ground-side control device through the road-to-vehicle communication device and controlling the operation of the railway vehicle based on the control signal. By providing the device, the operation control can be performed under the control of the ground-side control device, and the railway vehicle can be operated by unmanned operation. The control information sent from the ground-side control device is vehicle start command information, stop command information, acceleration / deceleration command information, and the like.
[0063]
Further, the railway vehicle is provided with position detecting means for detecting the position of the own vehicle, and the ground-side control device transmits the position from each of the railway vehicles on the railway line via the road-to-vehicle communication device. By receiving the information and setting the control information for each of the railway vehicles based on the position information, the vehicle can be stopped at a predetermined position by the control information sent from the ground-side control device.
[0064]
Further, the railway vehicle is provided with an inter-vehicle communication device that performs communication between the railway vehicles, and the vehicle-side control device is transmitted from the ground-side control device via the road-to-vehicle communication device. By controlling the operation of the railway vehicle based on the control information and the position information sent from each of the other railway vehicles on the railway line via the inter-vehicle communication device, the succeeding vehicle can The position can be directly grasped, and even if the control information sent from the ground-side control device contains any error, it is possible to control the following vehicle so as not to approach the preceding vehicle more than necessary.
[0065]
Further, the railway vehicle is provided with speed detecting means for detecting the speed of the own vehicle, and the vehicle-side control device receives the position information of the received railway vehicle (preceding vehicle) in front of the own vehicle and the own vehicle (subsequent vehicle). When the preceding vehicle is stopped at the station by controlling the stop of the own vehicle based on the position information and the speed information of the vehicle, the vehicle stop area immediately behind the vehicle stop area of the preceding vehicle is set as the stop target. In addition, it is possible to safely and promptly stop the own vehicle in the stop target vehicle stop area while controlling the speed of the own vehicle.
[0066]
In addition, since the vehicle stop area of the station is provided with an opening / closing door that is opened and closed so as to be linked with opening and closing of the door for getting on and off provided on the railroad vehicle side, other than the opening / closing door is connected to the track side. The passengers on the platform side can be made safer by separating from the station equipment side such as the platform. This is particularly effective when performing unmanned driving.
[0067]
Further, since the total number of vehicle stop areas at the stations attached to the railway line is set to be equal to or greater than the maximum number of the railway vehicles traveling on the railway line, any of the railway vehicles may be in any emergency. Can be stopped at the station. Therefore, for example, even when a vehicle that cannot normally travel due to a failure or the like occurs, the following vehicle can stop at the nearest station, and it is possible to avoid a situation where the following vehicle gets stuck between stations, especially when performing unmanned driving. It is effective, and the evacuation measures such as the passenger walking on the track by himself / herself are reduced, and a safe transportation system can be realized.
[Brief description of the drawings]
FIG. 1 is a schematic plan view showing a configuration of a station in a train operation system according to a first embodiment of the present invention.
FIG. 2 is a block diagram illustrating a configuration of an operation control system on the ground side and on the vehicle side in the operation system of the railway vehicle according to the first embodiment of the present invention.
FIG. 3 is a schematic diagram illustrating an example of entry / exit states of a railway vehicle to a station (platform) in the railway vehicle operation system according to the first embodiment of the present invention in the order of (a) to (i).
FIG. 4 is a diagram showing an example of an operation schedule in the operation system of the railway vehicle according to the first embodiment of the present invention in comparison with a conventional example.
FIG. 5 is a schematic diagram illustrating an example of entry / exit states of a railway vehicle to a station (platform) in the railway vehicle operation system according to the second embodiment of the present invention in the order of (a) to (i).
FIG. 6 is a flowchart showing running control of a railway vehicle in a railway vehicle operation system according to a third embodiment of the present invention.
[Explanation of symbols]
1 railway line
2 stations
11, 11a, 11b railway vehicles
20 platform
21-23 Boarding area
31 Ground computer as ground-side controller
32 ground communication equipment
41 Onboard computer as onboard controller
42 On-board communication device
43 Stop position detector
44 Vehicle speed detector
A1 to A3 Vehicle stop area

Claims (14)

An operation method of a railway vehicle that simultaneously operates a plurality of sets of railway vehicles on one system of railway lines,
At a station attached to the railway line, a plurality of vehicle stop areas are provided so that a plurality of sets of the railway vehicles can stop at the same time,
When the railway vehicle is operated at a high frequency, the preceding vehicle is stopped in the vehicle stop area ahead of the plurality of vehicle stop areas in the traveling direction, and then the succeeding vehicle is moved in the forward direction in the plurality of vehicle stop areas. A method of operating a railway vehicle, wherein a plurality of sets of the railway vehicles are simultaneously stopped at the station so as to stop in a vehicle stop area behind. When the railway vehicle enters the station, first, the railway vehicle is stopped at the vehicle stop area behind and passengers get off, and then the railway vehicle is advanced to the vehicle stop area at the front and stopped. The operating method for a railway vehicle according to claim 1, wherein the passenger is boarded. When the railroad vehicle enters the station, the railroad vehicle is stopped in the foremost vehicle stop area in the vacant traveling direction among the plurality of vehicle stop areas, and passengers are disembarked and boarded. The method for operating a railway vehicle according to claim 1. An opening / closing door is provided in the vehicle stop area of the station, and the opening / closing door is controlled so as to interlock with opening / closing of a door for getting on / off provided on the railroad vehicle side. The method for operating a railway vehicle according to claim 1. In the case where a vehicle that cannot be normally driven occurs ahead of the station provided with the plurality of vehicle stop areas in the traveling direction, the following vehicle of the normally disabled vehicle is evacuated to any of the plurality of vehicle stop areas. The operation method of a railway vehicle according to any one of claims 1 to 4, characterized in that: The operation method of a railway vehicle according to any one of claims 1 to 5, wherein the railway vehicle is configured and operated by a single vehicle without connection. An operation system of a railway vehicle that simultaneously operates a plurality of sets of railway vehicles on a single railway line,
At a station attached to the railway line, a plurality of vehicle stop areas are provided so that a plurality of sets of the railway vehicles can stop at the same time,
An operation system for a railway vehicle, wherein a plurality of sets of the railway vehicles can be stopped at the station at the same time. A ground-side control device provided on the ground side for setting and outputting control information for controlling the operation of the railway vehicle;
A road-to-vehicle communication device that is provided in both the ground-side control device and the railway vehicle and performs communication between the two;
A vehicle-side control device provided in the railway vehicle and receiving the control information sent from the ground-side control device through the road-to-vehicle communication device and controlling the operation of the railway vehicle based on the control signal. The operation system for a railway vehicle according to claim 7, wherein: The railway vehicle is provided with position detection means for detecting the position of the vehicle,
The ground-side control device receives the position information from each of the railway vehicles on the railway line via the road-to-vehicle communication device, and transmits control information to each of the railway vehicles based on the position information. The railway vehicle operating system according to claim 8, wherein the setting is performed. The railway vehicle is provided with an inter-vehicle communication device that performs communication between the railway vehicles,
The vehicle-side control device transmits the control information transmitted from the ground-side control device via the road-to-vehicle communication device and the control information transmitted from each of the other railway vehicles on the railway line via the vehicle-to-vehicle communication device. The operation system of a railway vehicle according to claim 9, wherein the operation of the railway vehicle is controlled based on the position information. The railway vehicle is provided with speed detecting means for detecting the speed of the vehicle,
The said vehicle side control apparatus controls the stop of this own vehicle based on the received positional information of the railroad vehicle ahead of the own vehicle, and the received positional information and speed information of the own vehicle. Railway car operation system. The vehicle stop area of the station is provided with an opening / closing door that is opened / closed so as to be linked with opening / closing of a door for entry / exit provided on the railway vehicle side, wherein: An operation system for a railway vehicle according to any one of the preceding claims. The total number of vehicle stop areas of a station attached to the railway line is set to be equal to or greater than the maximum number of the railway vehicles traveling on the railway line. Operation system for railway vehicles according to paragraph. The operation system for a railway vehicle according to any one of claims 7 to 13, wherein the railway vehicle is configured by a single vehicle without connection.

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