JP2000264209A - Vehicle traffic system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle traffic system with the construction costs reduced capable of performing security control of the vehicle by building each proprietary line tying stations (cities) on the single track operation system and establishing a bidirectional operation based on the closed control operation by providing a pass-by part between the stations. SOLUTION: A vehicle traffic system 10 is equipped with proprietary lines 11 on the single track system tying cities with one another on the single track system, stations provided for city by city in each proprietary line 11, pass-by parts provided at certain intervals between stations on each proprietary line 11, a non-touch type communication means 19 installed at each pass-by part and station and performing transmission and reception of the control information to/from any running vehicle on the spot communication basis, an operational control system 15 to prepare a vehicle operating diagram and perform the operational control of the advancing route command and start command to the running vehicle on the spot communication basis, and a running control system 16 to make security control of the operation of vehicle running on the proprietary line 11.

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 having both inter-city traffic connecting cities with a dedicated route and intra-city traffic running on a general route in an intra-city area. In particular, the present invention relates to security control of vehicle operation. The present invention relates to a vehicle traffic system provided with a security control 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, the concept of closed control operation is very effective in terms of ensuring the safety of trains, and is used in existing vehicle traffic systems for railways and monorails. 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 affected by the length of the closed section.

[0008] Even when there is no oncoming vehicle, in the conventional vehicle traffic system, as shown in FIG. 23, it was not possible to make the following vehicle a approach the preceding vehicle b and run. 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 was difficult to appropriately drive a vehicle group in which a plurality of vehicles are softly connected on a track.

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 aims to reduce the construction cost by constructing a dedicated line connecting stations (city) in a single-track system, while reducing the passing cost between stations. It is an object of the present invention to provide a vehicle traffic system that enables two-way operation by block control operation, improves transportation efficiency, and enables high-density operation.

Still another object of the present invention is to provide a vehicle traffic system that enables bidirectional operation by closed control operation even when a dedicated line is a single line system, and can perform vehicle security control.

Another object of the present invention is to provide a basic blockage control system for stably controlling security of passing vehicles of the same formation at a station section and a passing section of a dedicated line without reducing the speed, and to reduce the waiting time. It is an object of the present invention to provide a vehicle traffic system that efficiently controls a small amount of vehicle operation.

Still another object of the present invention is to dynamically create an optimal traveling diagram 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 performing security control driving that can be passed at a station.

[0015]

In order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises: a single-track dedicated route connecting cities;
A station provided for each city on this dedicated line, a passing part provided at a required interval between the stations of the dedicated line, and a passing vehicle provided for the passing part and the station, respectively, A non-contact type communication means for transmitting and receiving information by spot communication, a traffic control diagram for creating a bus schedule of the vehicle, and controlling the route command and departure command for the traveling vehicle via the communication means; A driving control system for security-controlling the operation of vehicles traveling on the road, the driving control system being communicably connected to a traffic control system and a vehicle control system mounted on the vehicle, and blocking a traveling vehicle traveling on a dedicated route. Controlled operation is performed, and it is configured to be able to pass at the station section or the passing section.

According to a second aspect of the present invention, in order to solve the above-mentioned problems, the traveling control system can perform spot communication with the vehicle by the non-contact road-to-vehicle communication means provided in the station section and the passing section. On the other hand, the traveling control system causes the traveling vehicle to transmit a traveling permitted vehicle recognition signal in addition to the stop / start / travel permit signal via the communication means by spot communication.

[0017] As described in claim 3, in order to solve the above-mentioned problems, the vehicle traffic system according to the present invention comprises:
The traffic control system assigns the same formation identification number to multiple vehicles so that the same formation can be platooned, while the vehicles with the same formation identification number are soft-connected and closed control operation is performed by the travel control system. Is what is done.

[0018] As described in claim 4, in order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises:
The traffic control system assigns the same train identification number as the vehicle running on the dedicated route to vehicles waiting at the station or vehicles approaching from the general route, and instructs the travel control system on the vehicle entry timing to the dedicated route, while The control system instructs the vehicles assigned the same formation identification number to join the traveling vehicles on the dedicated route, and gives a departure instruction so that the platooning operation of the same formation can be performed, and the closing control operation is performed.

As described in claim 5, in order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises:
The traffic control system switches the train identification number of the vehicle running on the dedicated route during running, assigns the same train identification number as the preceding train or the succeeding train, instructs the run control system to change the train, and controls the running. The system changes the composition of the traveling vehicle into the preceding vehicle or the succeeding vehicle in response to the composition change instruction.

[0020] As described in claim 6, in order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises:
The traffic control system switches the train identification number of the vehicle guided to the station section or the passing line inside the passing section and assigns a new train identification number, and the same train as the preceding train or the succeeding train traveling on the dedicated route to the shelter vehicle An identification number is given, and the running control system changes the formation of the refuge vehicle into the preceding formation vehicle or the subsequent formation vehicle.

As described in claim 7, in order to solve the above-mentioned problems, a vehicle traffic system according to the present invention comprises:
The cruise control system manages the number of vehicles that count vehicles entering and exiting at the entrances and exits of the station.Based on this vehicle number management, the number of vehicles traveling on the dedicated route and the number of confirmed vehicles detected by the vehicle detection device are determined. The presence or absence of a system abnormality is determined by comparison, and security control for stopping the system is performed when the system is abnormal.

[0022] As described in claim 8, in order to solve the above-mentioned problems, the vehicle traffic system according to the present invention comprises:
The cruise control system is set so that when the system is started or restarted, individual calls are made to all vehicles via non-contact communication means, replies from all vehicles are received, and the system is started. is there.

[0023]

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.

FIG. 1 shows a first embodiment of a vehicle traffic system according to the present invention, and is a system configuration diagram schematically showing infrastructure facilities. The vehicle traffic system 10
Inter-city traffic connecting cities A, B, C, and D such as cities, towns, villages, and counties with a dedicated road 11 as a dedicated route, and intra-city traffic running on a general road 12 as a general route in an urban area. Multimode Transit System (Intelligent Multi)
i-Mode Transit System:
Abbreviated as IMTS. ). The vehicle transportation system 10 is a new transportation system connecting cities A, B, C, and D by a dedicated road 11, and the vehicle is a transportation system that travels on a regular route (an irregular route may be used) similarly to a bus. is there.
For example, transportation with medium-sized transportation capacity.

In this vehicle traffic system 10, vehicles which are electronically soft-connected to a dedicated road 11 form a train of the same organization and travel on a general road 12 in an urban area. The dedicated road 11 is three-dimensionally connected to the general road 12 at a station 13 corresponding to a change. Vehicles are operated in an automatic platooning (platooning) operation in which a plurality of vehicles (one vehicle is acceptable) run in a row on the dedicated road 11, and in a city area, manual driving by a driver is performed, and passengers (or luggage) are driven. Is a new transportation system that efficiently transports vehicles to destinations.

Vehicles traveling in a platoon on the dedicated road 11 have their destinations individually determined, and after arriving at the station 13 in the destination city, the vehicles are switched to manual driving to be switched to manual driving in the city. Passenger (luggage) by traveling on (route) 12
To the destination.

In the infrastructure facility in the vehicle traffic system 10 shown in FIG. 1, the dedicated road 11 is designed to reduce the construction cost in a single-track (single-lane) system, while passing a vehicle or a group of vehicles between the stations 13. Are provided at appropriate intervals to enable high-density transportation. The dedicated road 11 may use a single lane of an expressway, or may use an existing railway or monorail 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, 13 is, for example, 1 km to more than 10 km,
The length of the passing section 14 formed between the station sections 13 is basically determined based on a balance between the maximum number of vehicles forming a row and the maximum speed of the vehicles.

IMTS in Vehicle Traffic System 10
As shown in FIG. 2, a control system 15 and a traveling control system 16 as ground-side systems installed on the ground side, and a vehicle control system 17 mounted on the vehicle side
And The traffic control system 15 assigns train formations based on a previously planned or dynamically created operation plan, and prepares the next station 12 or arrival time of a group of vehicles (car formation vehicles) forming a row with the same formation. It is supposed to.

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 control 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 plays a part in a driving schedule creation system, and dynamically creates an operation schedule of the vehicle, for example, dynamically ascertaining the performance of each vehicle and the need for increasing or decreasing the number of vehicles, so that the vehicle runs smoothly. And is connected to the travel control system 16 via the communication LAN 18. A route command and a departure command issued from the traffic control system 15 are transmitted to a traveling control system 16 which is a security control system. The traveling control system 16 confirms that a safe traveling section of the vehicle can be secured from the position of the vehicle and the vehicle formation, and transmits the command to the vehicle by spot communication via a road-to-vehicle communication device as a non-contact communication means. It has become. The traffic control system performs operation control, operation planning and operation monitoring of a traveling vehicle by spot communication with the vehicle.

The traveling control system 16 provides a security control instruction such as stopping or departure in a form that assures the safe traveling of the vehicle by grasping all vehicle positions and route conditions, and a vehicle security that avoids collision between vehicles. It performs control operation and functions as a security control system or signal system. The travel control system 16 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 basically mounted on a vehicle 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 road-to-vehicle communication device 26 that performs road-to-vehicle communication between the vehicle 20 and the ground by spot communication. 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. 4, 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 is controlled by the vehicle 20.
It is a system for planning the operation schedule of the vehicle in advance or dynamically creating it based on the performance of the vehicle and the needs for increasing or decreasing the number of vehicles, and making the vehicle 20 run smoothly. The traffic control system 15 includes, for example, an operation plan creating unit 31 that dynamically creates an operation schedule for operating the vehicle 20.
And a vehicle 20 traveling on a dedicated road 11 or a general road 12
, An operation monitoring means 33 for monitoring the operation results of the vehicle 20 and displaying the operation state on a screen, a time management means 34 for managing the current time, a trouble or accident of the vehicle 20. And the like, and a system maintenance means 35 for managing the event history.

The operation plan creating means 31 in the traffic control system 15 instructs the number of vehicles forming a train and a composition composition command for assigning a train ID, determines the order in which vehicles forming the train pass between stations, 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 to the travel control system 1 via the traffic control information input / output device 37.
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 course control means 40 in the traveling control system 16 performs a closing control operation as security control for preventing collision between vehicles, or joins or flows into the special road 11 or flows out of the special 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 the system components, checking the presence of the vehicle 20, and managing time.

Further, as shown in FIG. 3, the communication control unit 44 is connected to a wide area LAN (FDDI) 45 via a travel 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 platoon to 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. 5, the vehicle traffic system 10 has vehicle detection devices 53 and 54 on the inflow (entry) side and the outflow (advance) side of the passing section 14 of the dedicated road 11 as a dedicated route, respectively. Provided. Vehicle detection device 5
Reference numerals 3 and 54 are provided for the up line and the down line of the passing section 14, respectively, and the vehicle detection devices 53 and 54 detect the passage of the vehicle 20. In the station section 13, similarly to the passing section 14, the vehicle detecting devices 53 and 54 are provided on the inflow side and the outflow side of the vehicle 20. And "stop" to the vehicle 20,
A control instruction such as “departure” is transmitted from the traveling control system 16 via the control information transmission device (loop coil) 49 to the vehicle 20.
The vehicle is transmitted by spot communication to the side, and collision of vehicles in a vehicle group forming a platoon 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, a specific target route example of the vehicle traffic system 10 will be described.

FIG. 6 shows an example in which three cities A, B and C are connected by a dedicated road 11 as a dedicated route. The dedicated road 11 has a single-track (one-lane) system to reduce construction costs, and the station section 13 is basically provided at one or more locations in each city. Passing sections 14 are provided between the station sections 13 at appropriate intervals in consideration of transportation efficiency, and a single-track dedicated road 11 is provided.
However, two-way operation is being performed. The vehicle on the dedicated road 11 travels at a speed of, for example, 80 km to 150 km / h, and can pass each other without lowering the speed at the passing section 14 or the station section 13 to perform vehicle operation control with a short waiting time.

The station 13 in the city B is provided with a shunting line 56 as a side line, and it is also possible to operate the vehicle or the vehicle group stopped at each station so that the express train or the limited 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, if a vehicle that has entered a predetermined section, for example, a vehicle that has entered the blockage section 3 or a group of vehicles (formation vehicle) that forms a row, does not advance out of the blockage section 3, another vehicle or vehicle group (in the blockage section 3) This is a driving method that does not allow the train set to enter. Here, letting a certain train 3 occupy only a certain fixed section 3 is referred to as “blocking”, and the certain section is defined as a closed section and “only a certain set of driving vehicles or vehicle groups is permitted in a certain section. And a section configured so that no other train set or vehicle group enters the section.

In FIG. 7, 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 / 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 the vehicle traffic system 10, a passing section 14 is provided between the stations 13 to reduce the length of the closed section in order to make the vehicle 20 traveling on the dedicated road 11 operate at high density. I have.

Further, in the vehicle traffic system 10, an automatic platooning (platon running) operation in which a plurality of vehicles 20 that are electronically and softly connected, rather than mechanically hard connected, form the same formation platoon can be performed. , 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. Is assigned from the traffic control system 15. A plurality of vehicles to which the same formation ID is assigned are softly connected to each other, and a plurality of vehicles 20 traveling in the same direction by the travel control system 16 can form a formation of the same formation and enter one closed section. I have. 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. 8A, if the formation ID of the vehicle 20 traveling in the closed section 3 is the same as the formation ID of the preceding vehicle 20 traveling in the closed section 4, the existence of the preceding 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. 8 (B), a plurality of vehicles (vehicle groups) 2
0, 20 can perform platooning operation in the same formation. In a group of vehicles (combined vehicles) forming a platoon, the collision between the vehicles is prevented by the forward monitoring radar 2 mounted on each vehicle 20.
4 and the train set are secured by mutual communication between the individual vehicles.

The maximum number of vehicles forming one formation (platform) is
As shown in FIG. 8 (C), the state varies depending on the line shape and operation state of the dedicated road 11. 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 five. Set to about.

At the station 13 of the exclusive road 11,
As shown in FIGS. 9 (A), 9 (B) and 9 (C), by assigning the same formation ID as the vehicle 20 traveling ahead to the vehicle 20 by the traffic control system 15, the dedicated road 1 is provided.
1 and immediately join the vehicle 20 traveling ahead,
Platoons can be run in the same formation. 9 (A), 9 (B) and 9 (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 in the station section 13 by the traffic control system 15. The example of the route which entered into the exclusive road 11 is shown, respectively. The line shape of the station 13 does not depend on FIGS. 9A, 9B, and 9C, and various line shapes can be considered.

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. 10 (A), a vehicle 20 traveling on a dedicated road 11 as a dedicated route has 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
The vehicle ID number (running permitted vehicle ID number) managed by the control information transmission device (loop coil) of the road-to-vehicle communication device 19
By sending the vehicle to the vehicle via 49, the vehicle ID is compared with the vehicle ID mounted on the vehicle 20, the vehicle information is managed, and the passage of an unauthorized vehicle can be prohibited. The traveling control system 16 can cause the traveling vehicle to transmit a traveling-permitted vehicle ID number in addition to the stop / start / travel permission signal through the road-to-vehicle communication device 19 as a communication means, thereby prohibiting the passage of a non-permitted vehicle.

The vehicle ID is managed by the travel control device 39 of the travel control system 16, and the vehicle ID is transmitted via the control information transmission 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 by the spot communication from the driving control system 16 side 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. 4) of the cruise control system 16 via the all control information transmission device 49. Then, the output is output to the vehicle 20 side, and 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, for example, other than the dedicated road 11, the vehicle locations are confirmed using wireless communication means (not shown) such as 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 the entrance of the station 13, and enters a general road 12 from the exit of the dedicated road 11. Therefore, the total number of vehicles existing on the dedicated road 11 can be managed by counting the vehicles entering and exiting the entrance 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
The safety control to stop the operation is performed 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. 13 (A), a case where the vehicle 20a is an express vehicle and the vehicle 20b is a normal vehicle, and the vehicle 20a and the vehicle 20b have the same formation I
D is running in platoon.

In this case, a command to stop the X station is sent to the vehicle 20b by the traffic control system 15.
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 main line can be drawn from the main line to the siding line 56, which is a side line, 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, the traffic control system 15 assigns a new train ID instead of the conventional train ID to the train 20b. The ID is changed. At that time, the number of trains of the express vehicle 20a is changed from the two-car formation to the one-car formation at this time, as shown in FIG. 13 (B).

The shunting line 56 is assigned to the escaping vehicle 20b by assigning the formation ID of the following vehicle 20 to the vehicle 2b.
0b and the following vehicle 20 can be run in the same formation. In this case, it is possible to run the vehicle 20 after the vehicle 20b, or to run the vehicle 20 first and follow the vehicle 20b. The determination as to whether the vehicle 20b and the vehicle 20 form the same platoon is determined based on an operation plan created by the traffic control system 15.

When the following vehicle 20 is an express or limited express vehicle, the formation ID of the vehicle 20 is assigned to the control system 15.
Is switched to the formation ID of the vehicle 20a in the course of traveling, thereby changing the formation ID of the vehicle 20a.
It is also possible to let the vehicle 20 merge with the preceding vehicle 20a by overtaking 0b, and to perform the automatic platooning operation with the vehicles 20a and 20 forming the same formation. In the vehicle traffic system 10, by changing the formation ID of the vehicles 20a, 20b, and 20 traveling on the exclusive road 11 in the same direction, the traveling control operation can be performed efficiently.

As described above, the traffic control system 15 switches the formation ID of the vehicle 20 traveling on the dedicated road 11 during the travel and assigns the same formation ID as the preceding formation vehicle 20a (or the subsequent formation vehicle). The formation of a group of vehicles to be driven in platoon can be changed.

Next, a vehicle traveling on the dedicated road 11 as a dedicated line approaches the branching section 58 of the station 13 or the like,
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 in the branching section 58 by the operation plan instruction of the operation plan creation means 31 (see FIG. 4) of the traffic control system 15, and The vehicle can be advanced by the steering control of the vehicle itself.

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

The vehicles 20a, 20b are located at their current positions a,
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 bi-directional 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 traveling on a scheduled schedule (operating schedule). It is made possible.

<Diamond-free driving> Even in the non-diamond driving in which the operation schedule is not set in advance, the spot control from the traffic control system 15 is performed by the traffic control system 15 in order to smoothly control the passing of the vehicles or groups of vehicles at the passing section 14 or the station section 13. The traveling is controlled by. In FIG. 16, 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 of 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 the vehicle group) 20a and 20b to reach 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 in the operation for searching for the optimal passing section 14 (or the station section 13) are satisfied.

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

Second judgment 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.

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

In FIG. 16, the passing section or the station section of the dedicated road 11 serving as the dedicated route is designated as the passing section 1 respectively.
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 parts 1 are obtained from the vehicle type and the current passing part 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 timetable 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 design 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 the 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, it is not necessary 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 eyes 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 separately 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.

[0109] On the other hand, the purpose of operating the vehicle traffic system 10 in a virtual schedule is to secure a passing traffic with a previously planned traffic volume even when 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. 17, 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-turning 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 a 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 system 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, d of the exclusive road 11 are set between the outflow side vehicle detecting 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 upward and downward closed sections a,
c: b and d are partitioned as shown in FIG. 18, but spot communication for 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 that transmits the stop signal transmits the permitted vehicle ID to the vehicle in addition to the stop / start signal, and the vehicle ID that matches 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 for closing the vehicle confluence shown in FIG. 19 is performed.

At the time of this vehicle merging, 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> A 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 while maintaining the closing control method. An example of the passing control operation will be described with reference to FIG.

The traveling vehicle travels on the dedicated road 11 of the single-track system, and is operated by the station unit 13 or the passing unit 14 in a non-stop passing control operation. 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.

Generally, the passing margin time T is

(Equation 1)

Specifically, as an example, the passing section 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 70 m at 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 vehicle IC constituting the knitting is checked. (See FIG. 21).

In some cases, the advance side limit control coil 54 transmits an emergency braking signal to the traveling vehicle 20 to stop the traveling vehicle 20 in the area of the advance side 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 idling 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 interval control between the vehicles forming the train and the collision prevention control between the vehicles are performed by an interval control operation by a radar mounted on the vehicle 20.

The passing control and the vehicle addition control between the vehicles forming the train 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 on a dedicated road 11 of the vehicle traveling system with a formation is released from a vehicle on which a specific vehicle forms a formation at the station 31.

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.

[0132] When releasing the vehicle B is end vehicle slows the release vehicle B ahead the branch point of the station 13, to secure the release distance D _1. The release distance D ₁ is the distance the release vehicle B into the lateral line smoothly without stopping. In other words, the distance is such that the vehicle A can pass through the vehicle obstruction limit detection coil 53, which is an approach-side passage detection device, from the branch point, while securing time for the released vehicle B to take a course toward the side line.

When the released vehicle B is the leading vehicle, a vehicle obstacle limit detection coil is provided on the side line side as in FIG.
Securing 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 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 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.

[0137]

As described above, in the vehicle traffic system according to the present invention, since the dedicated route is constituted by the single track system, the construction cost can be reduced, while the station section of the single track dedicated route is achieved. A passing section is provided between the stations, and the passing of vehicles or groups of vehicles at the station and the passing section is enabled by closed control operation. And high-density operation becomes possible. 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 comprises:
A dedicated line of a single line system connecting cities, a station provided for each city on this dedicated route, a passing part provided at a required interval between the stations of the dedicated line, a passing part, A non-contact type communication means provided at each station and transmitting and receiving control information to and from a traveling vehicle by spot communication, and an operation schedule of the vehicle are created, and a communication means for controlling the route command and departure command for the traveling vehicle. And a traffic control system for security-controlling the operation of the vehicle traveling on the dedicated route. The traffic control system is communicably connected to the traffic control system and the vehicle control system mounted on the vehicle. , While the vehicles running on the dedicated route are controlled to be closed and passable at the station or at the passing part, construction costs can be reduced,
Passing parts are provided between the stations on the dedicated single-track system, enabling high-density bidirectional operation even with the single-track system, and traveling on vehicles or vehicles traveling on the single-track dedicated route. Since the single-track passing control was performed by the control system using the closing control method, the passing control can be performed without collision between vehicles at the passing part or at the station even with the single-wire method, ensuring safe and stable security control. Can do it.

In the vehicle traffic system according to the present invention, the permitted vehicle ID other than the stop / start enable signal is transmitted from the traveling control system by the non-contact communication means.
Communication errors and the like can be detected, and reliability is improved.

Further, in the vehicle traffic system according to the present invention, a train control number is assigned to a vehicle by the traffic control system, and a train I is assigned to a vehicle on the way.
By switching D and assigning a new formation ID, and further switching the formation ID of the evacuating vehicle and assigning a new formation ID, the travel control system assigns the same formation ID to the merging vehicles forming the platoon as the main line traveling vehicle. It is easy to change the formation ID by changing the formation ID by giving and joining the formation, and it is possible to easily and easily merge into the formation and change the formation without breaking the blockage control operation, Reliable closing control can be performed even when changing platoons or merging.

Further, in the vehicle traffic system according to the present invention, when the system is driven or restarted, the on-line management is performed by the cruise control system, and the system is started up in response to the response of all vehicles. The system can be started or restarted.

[Brief description of the drawings]

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

FIG. 2 shows an IMTS constituting the vehicle traffic system of the present invention.
Schematic diagram of.

FIG. 3 shows an IM constituting a vehicle traffic system according to the present invention.
FIG. 1 is an overall schematic diagram of a TS.

FIG. 4 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. 5 is a diagram showing a schematic system configuration of a vehicle traffic system according to the present invention.

FIG. 6 is a diagram showing an example of a target route provided with the vehicle traffic system according to the present invention.

FIG. 7 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.

8 (A), (B) and (C) are characteristic diagrams showing an example in which a vehicle is controlled to perform a closing control using the vehicle traffic system according to the present invention.

FIGS. 9A, 9B, and 9C are diagrams showing, for each route, vehicles joined to a dedicated route in the vehicle traffic system according to the present invention.

FIGS. 10A and 10B are diagrams showing, in chronological order, examples of transmission of a vehicle ID (permitting passage) in the vehicle traffic system according to the present invention.

FIG. 11 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. 12 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. 13A and 13B are diagrams showing, in chronological order, an example of separating a vehicle from platooning of the same formation in the vehicle traffic system according to the present invention.

FIG. 14 is an explanatory diagram showing an example of vehicle route control at a branching section in the vehicle traffic system according to the present invention.

FIG. 15 is an explanatory diagram showing an example of scheduled driving control of a vehicle in the vehicle traffic system according to the present invention.

FIG. 16 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. 17 is a diagram showing a virtual schedule for performing vehicle formation control in the vehicle traffic system according to the present invention.

FIG. 18 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. 19 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. 20 is an explanatory view showing an example of passing driving of a vehicle in the vehicle traffic system according to the present invention.

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

FIG. 22 is an explanatory diagram showing an example of vehicle opening control in the vehicle traffic system according to the present invention.

FIG. 23 is a configuration diagram showing a conventional transportation system adopted in a railway.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Vehicle traffic system 11 Private road (dedicated route) 12 General road (general route) 13 Station (interchange) 14 Passing part 15 Traffic control system 16 Driving control system 17 Vehicle control system 18 Communication LAN 19 Road-to-vehicle communication (non-contact) 20 Vehicle 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 running 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 course control means 41 abnormality processing means 42 on-rail management means 43 system management means 44 Communication controller 45 Wide for traveling control Area LAN (FDDI) 46 Drive control input / output device (drive 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 Evacuation line 60 Stop / departure instruction communication device 61 Main line 62 Standby line

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takaaki Ueno 1 Toshiba-cho, Fuchu-shi, Tokyo Inside the Toshiba Fuchu Plant Co., Ltd. (72) Inventor Shinichiro Nakazawa 1-1-1, Shibaura, Minato-ku, Tokyo Inside Toshiba Corporation Head Office (72) Inventor Masashi Mizukoshi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Keiji Aoki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Masahiko Shinagawa 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F term (reference) 5H180 AA06 AA16 AA27 BB02 BB05 BB15 CC14 CC19 CC27 EE03 EE06 EE07 FF01 FF13 FF18 LL04 LL09

Claims (8)

[Claims] 1. A single-track dedicated route connecting cities, a station provided for each city on the dedicated route, and a passing section provided at a required interval between the stations of the dedicated route. , A non-contact type communication means which is provided in each of the passing section and the station section and exchanges control information with the traveling vehicle by spot communication, and an operation diagram of the vehicle, and provides a route instruction / departure instruction to the traveling vehicle. A traffic control system for performing traffic control via communication means; and a traffic control system for performing security control of the operation of a vehicle traveling on a dedicated route, the traffic control system including a traffic control system and a vehicle control system mounted on the vehicle. A vehicle traffic system, which is communicably connected, controls a traveling vehicle traveling on a dedicated line to perform a closing control operation, and is configured to be able to pass at a station or a passing section. 2. The travel control system is configured to enable spot communication with the vehicle side by non-contact type communication means provided at a station section and a passing section, while the travel control system is configured to travel via road-to-vehicle communication means. 2. The vehicle traffic system according to claim 1, wherein the vehicle is caused to transmit a travel permission vehicle recognition signal other than the stop / start / run permission signal by spot communication. 3. The traffic control system assigns the same formation identification number to a plurality of vehicles so that the same formation can be platooned, while the plurality of vehicles to which the same formation identification number is assigned are connected by software and run control is performed. The vehicle traffic system according to claim 1, wherein the system is controlled to be closed. 4. The traffic control system assigns the same train identification number as a vehicle traveling on a dedicated route to a vehicle waiting at a station or a vehicle entering from a general route, and determines the vehicle entry timing to the dedicated route to the travel control system. 2. The driving control system according to claim 1, wherein the driving control system instructs the vehicle assigned with the same formation identification number to join the running vehicle on the dedicated route so that the platooning operation of the same formation can be performed, and the closing control operation is performed. Vehicle traffic system. 5. The traffic control system changes the train identification number of a vehicle traveling on a dedicated route during running, assigns the same train identification number as that of the preceding train or the succeeding train, and changes the train to the travel control system. 2. The vehicle traffic system according to claim 1, wherein the travel control system receives the formation change instruction and changes the formation to incorporate the running vehicle into the preceding formation vehicle or the subsequent formation vehicle. 6. A traffic control system switches a train identification number of a vehicle guided to an evacuation line in a station or a passing section and assigns a new train identification number, and a preceding train or a succeeding train traveling on a dedicated route to the shelter vehicle. 2. The vehicle traffic system according to claim 1, wherein the same train identification number as that of the vehicle is assigned, and the running control system changes the train to incorporate the shunting vehicle into the preceding train or the succeeding train. 7. The traveling control system manages the number of vehicles entering and exiting the station at the entrance and exit of the station, and detects the number of vehicles traveling on the dedicated route and the vehicle detection device based on the number management of vehicles. 2. The vehicle traffic system according to claim 1, wherein the system is compared with the number of confirmed vehicles to determine whether or not the system is abnormal, and when the system is abnormal, security control for stopping the system is performed. 8. The running control system performs an individual call to all vehicles via a non-contact communication means at the time of starting or restarting the system, and receives a response from all the vehicles to start up the system. The vehicle traffic system according to claim 1, wherein the vehicle traffic system is set to: