JP2022150115A - Suspension type monorail vehicle, suspension type monorail transport system, operation management server, and operation management method - Google Patents

Abstract

To make it possible to realize a smooth movement of a user with small up-downs, and reduce costs and occupied spaces for station houses.SOLUTION: A suspension type monorail vehicle comprises: a truck capable of traveling on a track beam; a vehicle body having a cabin; a connection device for connecting the vehicle body to the truck so that the vehicle body is suspended from the truck, and allowing both lowering of the vehicle body separating from the truck from the track beam toward the ground and rising of the vehicle body approaching the truck from the ground toward the track beam; and a drive device for driving the connection device and making the vehicle body rise from the ground toward the track beam.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present invention relates to a suspended monorail vehicle, a suspended monorail transportation system, an operation management server, and an operation management method.

Patent Document 1 discloses a suspended monorail. In the monorail, the track girder on which the vehicle runs is arranged in the air. Therefore, there are few restrictions on the location as long as there is enough space on the ground to install the struts that support the track girder.

JP-A-2005-82136

However, since the track girder is placed in the air, an elevated station building must be constructed at the user boarding/alighting point. Therefore, the user is forced to make inconvenient movements with many ups and downs in order to get on and off the vehicle, and costs and occupied space are required for constructing the station building. In addition, since the monorail basically stops at each station, it takes time to arrive at the destination, and congestion may occur. In addition, since the monorail operates according to the timetable, the user may have to wait for a long time.

A suspended monorail vehicle according to an aspect of the present invention is a suspended monorail vehicle that is suspended on a track girder that is placed in the air above the ground, and comprises a bogie that can run on the track girder and a passenger compartment. and a connection device for connecting the car body to the bogie so that the car body hangs from the bogie, wherein the car body is lowered from the track girder toward the ground and away from the bogie, and from the ground A connection device that allows the car body to rise toward the track girder and approaches the bogie, and a drive device that drives the connection device and raises the car body from the ground toward the track girder.

According to the above configuration, the vehicle can travel in the air while the vehicle body is in close proximity to the track girder, and the user can get on and off the vehicle body on the ground by lowering the vehicle body from the track girder to the ground. no longer need to be set. Therefore, the user can move smoothly with few ups and downs, and the cost and occupied space for the station building can be greatly reduced.

A suspension-type monorail transportation system according to an aspect of the present invention includes a track girder supported by columns and arranged above the ground in the air; A plurality of vehicles and a stop provided on the ground for users to get on and off the vehicles are provided. The vehicle is a bogie that can run on the track girder, a car body having a passenger compartment, and a connection device that connects the bogie and the car body, wherein the car body is hung from the car body from the track girder. a connecting device for permitting the lowering of the carbody towards the station and the raising of the carbody from the station towards the track girder.

According to the above configuration, the vehicle can travel in the air while the vehicle body is in close proximity to the track girder, and the user can get on and off the vehicle body on the ground by lowering the vehicle body from the track girder to the ground. no longer need to be set. Therefore, the user can move smoothly with few ups and downs, and the cost and occupied space for the station building can be greatly reduced.

An operation management server according to an aspect of the present invention is an operation management server used in the suspended monorail transportation system, wherein the at least one vehicle includes a plurality of vehicles, and an operation management server that manages operation of the plurality of vehicles. A memory that stores a management program and a processor that performs arithmetic processing according to the operation management program are provided. The processor receives position information of the plurality of vehicles, receives a boarding request signal including a boarding point from an information processing terminal operated by a user, determining, from among the plurality of vehicles, a target vehicle to move toward the boarding point of the boarding request signal; and issuing a dispatch signal for moving the determined target vehicle toward the boarding point. and transmitting based on the operation management program. The processor further receives a drop-off request signal including a drop-off point and transmits an operation signal for moving the target vehicle toward the drop-off point based on the operation management program. It may be configured as

According to the above configuration, the vehicle heads to the boarding point in response to the user's request, so it is possible to improve the user's convenience compared to the monorail that operates according to the timetable.

The operation management method for a suspended monorail transportation system according to an aspect of the present invention comprises: the at least one vehicle including a plurality of vehicles; receiving position information of the plurality of vehicles; receiving a boarding request signal including a boarding point corresponding to one; receiving an alighting request signal including an alighting point corresponding to one of the plurality of secondary tracks; and the positions of the plurality of vehicles. Based on the information, a target vehicle to be moved toward the boarding point of the boarding request signal is determined from among the plurality of vehicles; moving the target vehicle to a boarding sub-track corresponding to the boarding point among the sub-tracks; stopping the target vehicle on the boarding sub-track; lowering the vehicle body of the stopped target vehicle to the ground; After a user has boarded the vehicle body that has completed the descent from the ground, the vehicle body is raised from the ground; moving the target vehicle forward and moving it from the main track to a disembarkation sub-track corresponding to the disembarkation point among the plurality of sub-tracks; and stopping the subject vehicle on the disembarkation sub-track. raising the vehicle body from the ground after the user gets off the vehicle body that has completed the descent, moving the target vehicle that has completed raising the vehicle body forward, and to the main trajectory from.

According to the method, the cost and space occupied by the station building can be significantly reduced, and user convenience can be improved.

ADVANTAGE OF THE INVENTION According to one aspect of the present invention, the user can move smoothly with few ups and downs, and the cost and occupied space for the station building can be greatly reduced.

FIG. 1(A) is a plan view of a track girder of a suspended monorail transportation system according to an embodiment. FIG. 1(B) is a plan view of a terminal station of the system of FIG. 1(A). FIG. 2 is a side view of the vehicle used in the system of FIG. 1 in a lowered state. FIG. 3 is a side view of the vehicle in FIG. 2 in a vehicle body locked state. 4 is a partially sectioned plan view of the power switching mechanism of the vehicle of FIG. 2. FIG. FIG. 5(A) is a vertical cross-sectional view of the vehicle locking device of FIG. 2 in an unlocked state. FIG. 5(B) is a vertical cross-sectional view of the locking device of FIG. 5(A) in a locked state. FIG. 6 is a perspective view of a stop device provided at the stop of the system of FIG. 1 and its vicinity. 7 is a perspective view of a modification of the stop device of FIG. 6. FIG. FIG. 8 is a block diagram of the system of FIG. 1; FIG. 9 is a signal format of a reservation signal transmitted from the mobile terminal of FIG. 8 to the operation management server. FIG. 10 is a flow chart for explaining operation processing of the system of FIG. FIG. 11 is a flowchart continued from FIG. FIG. 12 is a flowchart continued from FIG. FIG. 13 is a flowchart continued from FIG.

Embodiments will be described below with reference to the drawings.

FIG. 1(A) is a plan view of a track girder of a suspended monorail transportation system 1 according to an embodiment. As shown in FIG. 1(A), the suspended monorail transportation system 1 includes a track girder 2 that is positioned in the air above the ground, and support columns 7 that protrude upward from the ground and support the track girder 2 from below. (See FIG. 6), and a plurality of vehicles 3 that run one-way on the track girder 2 while suspended from the track girder 2. - 特許庁

The track girder 2 has a main track 10 and a plurality of sub-tracks 11 . The main track 10 has a closed loop shape so that the vehicle 3 can circulate. Each of the sub-tracks 11 branches off from the main track 10 and merges with the main track 10 so as to be parallel to a part of the main track 10 . The sub-tracks 11 are arranged in the air corresponding to a plurality of stops X on the ground.

At the upstream side of the sub-track 11, at the point where the sub-track 11 diverges from the main track 10 (that is, at the entrance of the sub-track), a remote controllable entrance turnout 12 is provided. The entrance turnout 12 is configured to be switchable between a first position where the main track 10 is configured so as not to be connected to the sub-track 11 and a second position where the vehicle 3 enters the sub-track 11 from the main track 10. It is

On the downstream side of the secondary track 11, at the point where the secondary track 11 joins the primary track 10 (that is, at the exit of the secondary track), a remotely controllable exit turnout 13 is provided. The exit turnout 13 is configured to be switchable between a first position in which the main track 10 is configured so as not to be connected to the sub-track 11 and a second position in which the vehicle 3 enters the main track 10 from the sub-track 11. It is

When the user gets on and off the vehicle 3 at the stop X, the vehicle 3 enters the sub-track 11 from the main track 10 and stops so that the following vehicle 3 travels on the main track 10. can overtake. Therefore, it is possible to quickly arrive at the destination and alleviate congestion.

FIG. 1(B) is a plan view of the terminal station T of the system 1 of FIG. 1(A). The track girder 2 is provided with a terminal station T for a plurality of vehicles 3 to stay on a part of the closed loop main track 10 . Note that the terminal station may be provided at a dead end branched from the closed loop instead of being part of the closed loop.

The terminal station T has a stop track 10a forming part of the main track 10 and a plurality of sub-tracks 11A-C. A plurality of sub-tracks 11A to 11C are divided from the main track 10 so as to be parallel to the stationary track 10a and branch off from the main track 11A to join the main track 10, and branch from the main track 10 to be parallel to the basic sub-track 11A. and additional sub-trajectories 11B-C that merge with the main trajectory 10 as a result. Turnouts are provided at branching points and merging points of the sub-tracks 11A to 11C.

At the terminal station T, since the stop track 10a of the main track 10 and the plurality of sub-tracks 11A to 11C are arranged in parallel, users can get on and off at the same time for the plurality of vehicles 3 that have entered the stop track 10a and the sub-tracks 11A to 11C. and reduce congestion. In addition, by allocating the vehicles 3 to the respective tracks 10a, 11A to 11C according to the destination, it is possible to improve the convenience when the user rides together. Note that the sub-track 11 at the intermediate point, which is not the terminal station T, may have a basic sub-track and an additional sub-track.

FIG. 2 is a side view of the vehicle 3 used in the system 1 of FIG. 1 in a lowered state. As shown in FIG. 2, the vehicle 3 includes a bogie 20, a vehicle body 21, a connecting device 22, a linkage 23, a locking device 24, and the like.

The truck 20 has a truck frame 30, a plurality of guide rollers 31, a plurality of wheels 32 and a main motor 33 (driving device). The guide rollers 31 are supported by the bogie frame 30 and arranged to roll freely on the track girder 2 while sandwiching the track girder 2 from the left and right sides. The wheels 32 are supported by the bogie frame 30 and driven to roll on the track girder 2 .

The main motor 33 is supported by the bogie frame 30 . The main motor 33 may operate on the power of the battery mounted on the vehicle 3, or may operate on the power obtained from the power supply line (for example, overhead wire, power supply rail, etc.) provided on the track girder 2. The main motor 33 is a motor generator that can function as an electric motor and as a generator. The main motor 33 can drive the wheels 32 as well as the drum 34 of the connecting device 22, which will be described later.

The vehicle body 21 has a cabin body 37 , a door 38 , an impact absorbing body 39 and a locked body 40 . The cabin body 37 has a door opening 37a and defines a passenger compartment in which seats and the like are arranged. Door 38 is provided in cabin body 37 so that door opening 37a can be opened and closed. The door 38 is configured to be driven by a door motor 63 (see FIG. 8) to open and close.

The impact absorber 39 is provided below the cabin body 37 . Even if a shock acts on the cabin body 37 from below, the shock absorber 39 reduces the transmission of the shock to the passenger compartment. The locked body 40 protrudes upward from the cabin body 37 so as to be locked by the locking device 24 .

The connection device 22 connects the vehicle body 21 to the truck 20 so that the vehicle body 21 is suspended from the truck 20.例文帳に追加The connection device 22 allows the car body 21 to be lowered from the truck 20 to the ground, and the car body 21 to be raised from the ground toward the truck 20 . Specifically, the connecting device 22 has a drum 34 and a wire 35 . The drum 34 is rotatably supported by the bogie frame 30 .

A wire 35 is wound around the drum 34 and its tip is connected to the vehicle body 21 . That is, the vehicle body 21 is suspended from the bogie 20 by the wire 35 . The connection device 22 allows the vehicle body 21 to move up and down with respect to the carriage 20 by rotating the drum 34 . As a result, the vehicle body 21 can be largely moved up and down with respect to the carriage 20 while making the connecting device 22 compact.

The main motor 33 can drive the drum 34 of the connection device 22 by switching the power transmission path by the power switching device 36 . That is, the main motor 33 serves both as a traction motor that rotates the wheels 32 and as a lift motor that rotates the drum 34 so as to lift the vehicle body 21 .

The linkage 23 connects the vehicle body 21 to the truck 20 so as to be vertically displaceable. Specifically, the linkage 23 has a first arm 51 and a second arm 52 . The upper end of the first arm 51 is connected to the bogie frame 30 so as to be rotatable about the left-right axis. A lower end portion of the second arm 52 is connected to the cabin body 37 so as to be rotatable about the left-right axis. A lower end portion of the first arm 51 and an upper end portion of the second arm 52 are connected to each other so as to be rotatable about the horizontal axis.

The linkage 23 is foldable in the vertical direction, thereby allowing the vehicle body 21 to move up and down with respect to the carriage 20 . Even if the vehicle body 21 is suspended from the bogie 20 by the wire 35, the linkage 23 having rigidity reduces the shaking of the vehicle body 21. - 特許庁

FIG. 3 is a side view of the vehicle 3 of FIG. 2 in a vehicle body locked state. As shown in FIG. 3, when the drum 34 rotates and the wire 35 is wound up, the vehicle body 21 is lifted vertically. With the vehicle body 21 close to the truck 20 , the locked body 40 of the vehicle body 21 is inserted into the locking device 24 of the truck 20 from below, and the locking device 24 locks the locked body 40 . Thus, the vehicle 3 can stably run with the vehicle body 21 locked to the truck 20, and the vehicle body 21 can be lowered away from the truck 20 by unlocking the lock device 24. - 特許庁

As described above, while the vehicle 3 can travel in the air with the vehicle body 21 close to the carriage 20 (see FIG. 3), the vehicle body 21 descends from the carriage 20 toward the ground so that the user can reach the vehicle body 21 on the ground. You can get on and off (see Figure 2). Therefore, there is no need to provide an elevated station building for users to get on and off. Therefore, the user can move smoothly with few ups and downs, and the cost and occupied space for the station building can be greatly reduced.

FIG. 4 is a partially sectioned plan view of the power switching device 36 of the vehicle 3 of FIG. As shown in FIG. 4 , the power switching device 36 is configured to be switchable between a first state in which the main motor 33 transmits power to the wheels 32 and a second state in which the main motor 33 transmits power to the drum 34 . . The switching mechanism of the power switching device 36 can take various forms. For example, the power switching device 36 has a planetary gear mechanism 41 .

The planetary gear mechanism 41 has a sun gear 42 , a planetary gear 43 , an internal gear 44 and a planetary carrier 45 . The sun gear 42 is driven by the drive shaft 33a of the main motor 33 to rotate. Rotation of the internal gear 44 is transmitted to the axle 32 a of the wheel 32 via the first power transmission mechanism 46 . Rotation of the planetary carrier 45 is transmitted to the drum 34 via the second power transmission mechanism 47 . The axle 32a and the drum 34 are arranged concentrically, and the axle 32a passes through the drum 34 in a relatively rotatable manner.

The first power transmission mechanism 46 and the second power transmission mechanism 47 can take various forms (eg, gear mechanism, belt/pulley mechanism, chain/sprocket mechanism). For example, the first power transmission mechanism 46 has a pulley fixed to the wheel 32 and a belt that transmits the rotation of the internal gear 44 to the pulley. The second power transmission mechanism 47 has a gear train that transmits rotation of the planetary carrier 45 to the drum 34 .

The rotation of planet carrier 45 may be stopped by planet carrier stop 48 . Rotation of the internal gear 44 may be stopped by an internal gear stop 49 . Each of the planetary carrier stopping device 48 and the internal gear stopping device 49 can take various forms. can be configured to engage and stop.

When the vehicle 3 is running, the planetary carrier stop device 48 forcibly stops the planetary carrier 45, so that the driving force of the main motor 33 is transmitted to the wheels 32 via the internal gear 44 and the first power transmission mechanism 46. (first state). When the vehicle body 21 is raised, the internal gear stop device 49 forcibly stops the internal gear 44, so that the driving force of the main motor 33 is transmitted to the drum 34 via the planetary carrier 45 and the second power transmission mechanism 47. (second state). According to the power switching device 36 as described above, the main motor 33 serves as both a vehicle traveling drive source and a vehicle body lifting drive source, so that the vehicle 3 can be made compact.

FIG. 5A is a longitudinal sectional view of the locking device 24 of the vehicle 3 of FIG. 2 in the unlocked state. FIG. 5(B) is a longitudinal sectional view of the locking device 24 of FIG. 5(A) in a locked state. As shown in FIGS. 5A and 5B, the locking device 24 is configured to releasably lock the locked body 40 of the vehicle 3 (see FIG. 2). The locked body 40 has a shaft portion 40b projecting upward from the cabin body 37 (see FIG. 2), and a locked portion 40a provided on the upper end side of the shaft portion 40b.

A wire 35 penetrates through the locked body 40 so as to be relatively displaceable in the vertical direction. The wire 35 also penetrates the lock device 24 so as to be relatively displaceable in the vertical direction. As a result, the body to be locked 40 can be guided by the wire 35 to facilitate alignment in the horizontal direction with respect to the locking device 24, and space can be saved.

The locking device 24 includes a pedestal 53 , a plurality of hooks 54 , a plurality of hook biasing springs 55 , a retainer 56 , a retainer biasing spring 57 , a retainer releaser 58 and a releaser biasing spring 59 .

The pedestal 53 protrudes downward from the bogie frame 30 . A plurality of hooks 54 are rotatably supported on the base 53 . A plurality (eg, four) of hooks 54 are evenly spaced around the wire 35 . The hook 54 has a power point portion 54b positioned on one side (upper side and inner side) of the swing fulcrum and a locking portion 54a positioned on the other side (lower side and outer side) of the swing fulcrum. The locking portion 54 a has a shape that can be locked to the locked portion 40 a of the locked body 40 . The power point portion 54b is arranged so as to face the upper end surface of the locked body 40 in the vertical direction.

A hook biasing spring 55 is arranged between the base 53 and the hook 54 . The hook biasing spring 55 biases the force point portion 54b of the hook 54 so that the locking portion 54a is positioned at the unlocked position (the locking portions 54a of the hooks 54 are separated from each other). The retainer 56 is guided by the pedestal 53 so as to be displaceable in the vertical direction. A retainer biasing spring 57 biases the retainer 56 downward. The retainer 56 is supported from below by the power point portion 54b of the hook 54 when the locking device 24 is in the unlocked state.

The retainer releaser 58 is configured such that the retainer 56 can be pushed upward against the retainer biasing spring 57 by a lock release actuator (not shown). For example, the lock release actuator may be configured to drive the link 60 connected to the retainer releaser 58 to raise the retainer releaser 58 . The retainer releaser 58 is biased downward by a releaser biasing spring 59 . The retainer releasing tool 58 is arranged so as to push down the engaging portion 54a of the hook 54 in the unlocked state and guide it to the locked position when descending.

When the vehicle body 21 rises from the ground and approaches the carriage 20 , the upper end surface of the locked body 40 pushes up the power point portion 54 b of the hook 54 . As a result, the retainer 56 is pushed upward, and the hook 54 swings so that the engaging portion 54a moves toward the locked position. When the locking portion 54a is finally locked to the locked portion 40a of the locked body 40, the gap between the power point portions 54b of each hook 54 becomes larger than the lower end portion of the retainer 56. As shown in FIG.

Therefore, the weight of the retainer 56 and the biasing force of the retainer biasing spring 57 cause the lower end of the retainer 56 to enter the gap between the force points 54b, and the hook 54 is held in the locked state (FIG. 5B). ). At that time, the retainer releaser 58 descends due to its own weight and the biasing force of the releaser biasing spring 59 .

To unlock the locking device 24 , the unlocking actuator raises the retainer releaser 58 , and the raised retainer releaser 58 lifts the retainer 56 . When the lower end of the retainer 56 is retracted above the force point portion 54 b of the hook 54 , the force point portion 54 b of the hook 54 is no longer restrained by the retainer 56 . Then, the hook 54 is swung by the hook biasing spring 55 to release the locking of the locking portion 54a from the locked portion 40a, and the hook 54 is in the unlocked state (FIG. 5A).

The configuration of the locking device 24 is not limited to this, and various known locking mechanisms can be employed. Also, although the wire 35 is configured to pass through the locking device 24 and the locked body 40 in the vertical direction, the locking device 24 and the wire 35 may be arranged at different positions.

FIG. 6 is a perspective view of the stop device 4 provided at the stop X of the system 1 of FIG. 1 and its vicinity. As shown in FIG. 6, the stop X (get-on/off area) directly below the sub-track 11 is provided, for example, on the side of the road R on which the vehicle travels. A stop device 4 is installed at the stop X. The stop device 4 includes a barrier 71, a door 72, a reader 73, a display 74, an input operation device 75, an entry detection sensor 76, and the like.

The barrier 71 is installed at the stop X on the ground so as to surround the vehicle body 21 lowered from the truck 20 to the ground from the side. A transparent plate is used for part of the barrier 71 . The barrier 71 has a user entrance 71a and a vehicle body entrance 71b. The user doorway 71a is open to the side (sidewalk), and the user can enter and exit the barrier 71 through the user doorway 71a. The vehicle body doorway 71b is open upward, and the vehicle body 21 can enter and exit the barrier 71 through the vehicle body doorway 71b. This prevents unintended persons or objects from entering the stop X.

The door 72 is opened and closed by a door motor (not shown). The reader 73 is configured to read an authentication code (eg, QR code (registered trademark)) from the mobile terminal 6 (information processing terminal) possessed by the user. The display device 74 can display information to the user, and the input operation device 75 allows the user to input information. The display device 74 and the input operation device 75 are touch panels, for example.

The reader 73 , display device 74 and input operation device 75 are arranged in the barrier 71 near the user entrance 71 a. The entry detection sensor 76 is configured to be capable of detecting entry of a person or an object into the stop X, and is provided at or near the barrier 71 . For example, an infrared sensor, an image sensor, or the like can be used as the entry detection sensor 76 . Note that the barrier 71 may be omitted.

7 is a perspective view of a modification of the stop device of FIG. 6. FIG. 6 are given the same reference numerals, and descriptions thereof will be omitted. As shown in FIG. 7 , the modified stop device 104 includes a lifter 110 . The lifter 110 is installed at the stop X and configured to lift the vehicle body 21 from the ground toward the carriage 20 .

The lifter 110 can take various configurations. For example, lifter 110 has guide member 111 , fork 112 and actuator 113 . The guide member 111 extends upward from the ground. The fork 112 can support the vehicle body 21 from below and is configured to be vertically movable along the guide member 111 . The actuator 113 raises and lowers the fork 112 via a power transmission mechanism (eg, chain sprocket mechanism, etc.) not shown. Lifting of the vehicle body 21 is assisted by raising the fork 112 with the vehicle body 21 placed thereon.

FIG. 8 is a block diagram of system 1 of FIG. It should be noted that the functionality of the elements disclosed herein may be implemented by general purpose processors, special purpose processors, integrated circuits, application specific integrated circuits (ASICs), conventional circuits, and/or configured or programmed to perform the disclosed functions. , a combination thereof, or a processing circuit. A processor is considered a processing circuit or circuit because it includes transistors and other circuits. In this disclosure, a circuit, unit or means is hardware that performs or is programmed to perform the recited functions. The hardware may be the hardware disclosed herein or other known hardware programmed or configured to perform the recited functions. Where the hardware is a processor which is considered a type of circuit, the circuit, means or unit is a combination of hardware and software, the software being used to configure the hardware and/or the processor.

As shown in FIG. 8, in the suspended monorail transportation system 1, a vehicle 3, a stop device 4, an operation management server 5, a mobile terminal 6, each turnout 12, 13, etc. are connected via a network N so as to be communicable. there is Network N is an external network including, for example, the Internet, mobile telephone networks and/or satellite communication lines. The vehicle 3 has a controller 61 . Controller 61 has a processor and a memory in which a predetermined vehicle control program is stored. The processor is, for example, a CPU. The memory may include non-volatile memory, such as hard disk and/or flash memory, and volatile memory, such as RAM.

The vehicle 3 includes a communication interface 62, a main motor 33, a power switching device 36, a lock device 24, a door motor 63, an input operation device 64, an on-board coil 65, a vehicle speed sensor 66, a height sensor 67, a door lock switch 68, and a vehicle lock. A switch 69 , a reader 70 and the like are provided and electrically connected to the controller 61 . The vehicle 3 is equipped with a battery (not shown).

The communication interface 62 is communicatively connected to the network N. Main motor 33 may be controlled by controller 61 . The power switching device 36 (the power switching motors of the planet carrier stop device 48 and the internal gear stop device 49 ) may be controlled by the controller 61 . (The unlocking actuator of) the locking device 24 may be controlled by the controller 61 . Door motor 63 may be controlled by controller 61 .

The input operation device 64 can be operated by the user to input information such as a pick-up point and a drop-off point. The onboard coil 65 can wirelessly communicate with a plurality of ground coils installed on the track girder 2 at intervals in the traveling direction. The controller 61 can grasp the current position of the vehicle 3 based on the position information received by the onboard coil 65 from the ground coil. That is, the on-board coil 65 serves as a sensor for detecting position information of the vehicle 3 . Note that the sensor that detects the position information of the vehicle 3 may be another sensor such as a satellite positioning sensor (for example, GPS sensor). The vehicle speed sensor 66 is configured to detect the traveling speed of the vehicle 3, and may be a sensor that detects the number of rotations of the wheels, for example.

The height sensor 67 is configured to detect the height of the vehicle body 21 from the ground, and may be, for example, a sensor that detects the number of revolutions of the drum 34, or a laser sensor that measures the distance from the ground. may Door lock switch 68 is a type of sensor capable of detecting that door 38 is closed. The vehicle body lock switch 69 is a type of sensor capable of detecting that the vehicle body 21 is locked to the truck 20 (that is, the lock device 24 is in the locked state). The reader 70 is configured to read an authentication code (eg, QR code (registered trademark)) from the mobile terminal 6 .

The stop device 4 includes a reader 73, a display device 74, an input operation device 75, an entry detection sensor 76, a processor 77, a main memory 78, a storage 79, a communication interface 80, and the like as information processing devices. The reader 73 is configured to read an authentication code (for example, QR code (registered trademark)) from the mobile terminal 6 . The display device 74, the input operation device 75, and the entry detection sensor 76 are as described above with reference to FIG.

Processor 77 is, for example, a CPU. The main memory 78 is a volatile memory such as RAM. Storage 79 is a non-volatile memory such as a hard disk, flash memory, or the like. The storage 79 stores a stop program P1. The processor 77 performs arithmetic processing according to the stop program P1. The communication interface 80 is communicatively connected to the network N.

The operation management server 5 includes a processor 81, a main memory 82, a storage 83, a communication interface 84, and the like. Processor 81 is, for example, a CPU. The main memory 82 is a volatile memory such as RAM. Storage 83 is a non-volatile memory such as a hard disk, flash memory, or the like. The storage 83 stores an operation management program P2. The processor 81 performs arithmetic processing according to the operation management program P2. The communication interface 84 is communicatively connected to the network N.

The mobile terminal 6 is, for example, an information processing terminal such as a smart phone or a tablet terminal. The mobile terminal 6 includes a processor 91, a main memory 92, a storage 93, a communication interface 94, an input operation device 95, a display 96, a positioning sensor 97, and the like. Processor 91 is, for example, a CPU. The main memory 92 is a volatile memory such as RAM. The storage 93 is a nonvolatile memory such as a hard disk, flash memory, or the like.

The storage 93 stores a user program P3 (application software) together with system software (OS). The user program P3 is uploaded to (the recording medium of) a server (not shown) connected to the network N, and is saved in the storage 93 by being downloaded to the portable terminal 6. FIG. The processor 91 performs arithmetic processing according to the operation management program P2.

The communication interface 94 is communicatively connected to the network N. The input operation device 95 is configured so that the user can input information. The display 96 is configured to display information to the user. The input operation device 95 and the display device 96 are, for example, touch panels. The positioning sensor 97 is, for example, a satellite positioning sensor, and is configured to acquire position information of the mobile terminal 6 .

10 to 13 are flow charts for explaining operation processing of the system 1 of FIG. Hereinafter, description will be made along the flow of FIGS. 10 to 13 while referring to FIGS. 1 to 9 as appropriate. The mobile terminal 6 activates the user program P3 by user operation, and communicates with the operation management server 5 via the network N. The user program P3 displays a boarding reservation screen on the display 92 of the mobile terminal 6 by user operation. The operation management server 5 presents a plurality of boarding point candidates respectively corresponding to the plurality of sub-tracks 11 and a plurality of alighting point candidates respectively corresponding to the plurality of sub-tracks 11 on the boarding reservation screen. The scheduled boarding time can also be input on the boarding reservation screen. The portable terminal 6 may display the pick-up point candidates and the get-off point candidates by the user program P3 without communicating with the operation management server 5 .

The user selects one of the plurality of boarding point candidates as the boarding point, selects one of the plurality of drop-off point candidates as the alighting point, and inputs the scheduled boarding time on the portable terminal 6 . When the user confirms the boarding reservation, the mobile terminal 6 transmits the reservation signal 99 to the operation management server 5 (step S1). As shown in FIG. 9, the reservation signal 99 includes destination information indicating the operation management server 5, ID information indicating the user possessing the portable terminal 6, boarding point information, scheduled boarding time, and alighting point. including information about In other words, the reservation signal 99 serves both as a boarding request signal including the boarding point and boarding time and as an alighting request signal including the alighting point.

Note that the reservation signal may be a boarding request signal that does not include the drop-off point. In that case, after the reservation, the user inputs the drop-off point into the mobile terminal 6, the stop device 4 (the input operation device 75) or the vehicle 3 (the input operation device 64), and the get-off request signal including the input drop-off point is sent. You may make it transmit to the operation management server 5. FIG.

The operation management server 5 receives the reservation signal (step S2). The operation management server 5 performs predetermined reservation processing based on the reservation signal (step S3). In the reservation process, for example, the user is identified based on the ID information included in the reservation signal 99, and the boarding point, boarding time, alighting point, etc. are recorded as virtual ticket information in association with the identified user. Generate an authentication code (QR code (registered trademark)) associated with the ticket information. The operation management server 5 transmits this authentication code to the mobile terminal 6 corresponding to the ID information (step S4).

When a user purchases an actual ticket at a ticket vending machine using cash or a card (for example, an IC card or a prepaid card with a payment function), the user can enter the boarding point and the alighting point at the ticket vending machine. , a real ticket with an authentication code may be issued from a ticket vending machine. Also, the user may specify the alighting point and perform payment processing at the information processing terminal of the stop device 4 or the vehicle 3 without making an advance reservation on the mobile terminal 6 or purchasing an actual ticket at a ticket vending machine.

The mobile terminal 6 receives the authentication code (step S5). When the user arrives at the stop device 4 at the boarding point, the user presents the authentication code received by the portable terminal 6 to the reader 73 of the stop device 4 (step S6). When the reader 73 of the stop device 4 reads the authentication code (step S7), the authentication code is transmitted to the operation management server 5 and received by the operation management server 5 (step S8).

The operation management server 5 performs an authentication process to confirm whether the received authentication code matches the authentication code generated in the reservation process (step S9). When the authentication is completed, predetermined vehicle allocation processing is performed (step S10). In the vehicle dispatching process, based on the positional information of the plurality of vehicles 3 on the track girder 2, an empty vehicle that can arrive earliest (closest) to the boarding sub-track 11 corresponding to the boarding point is the object to be moved to the boarding point. Vehicle 3 is determined. Further, in the vehicle allocation process, the travel route of the target vehicle 3 is determined according to the drop-off point indicated by the reservation signal 99 .

When the user is allowed to share a vehicle that is not empty, a vehicle in which another user is boarding and has an empty seat may be selected as the target vehicle. Alternatively, a vehicle boarded by another user who is scheduled to get off at the boarding point of the present user may be selected as the target vehicle.

The operation management server 5 transmits a vehicle allocation signal for moving the target vehicle 3 determined in the vehicle allocation process to the boarding sub-track 11 corresponding to the boarding point (step S11). When the target vehicle 3 receives the dispatch signal (step S12), it travels forward on the track girder 2 (step S13). Since the vehicle 3 goes to the boarding point according to the user's request, the user's convenience is improved compared to the monorail that operates according to the timetable.

In addition, the operation management server 5 continuously receives position information indicating the user position from the mobile terminal 6 before the user arrives at the stop X, and the user position indicated by the position information approaches the boarding point. The vehicle 3 may be dispatched to the boarding point. By doing so, it is possible to efficiently operate and allocate a vehicle according to the user's position. For example, the user's waiting time at stop X can be shortened by predicting the user's arrival time at stop X based on the user's movement status, determining the target vehicle, and transmitting the dispatch signal.

When the target vehicle 3 passes the branching notice beacon just before the entrance turnout 12 of the boarding sub-track 11, the operation management server 5 receives the branching notice point passage signal (step S14) and transmits a deceleration signal to the target vehicle 3. (step S15). The target vehicle 3 that has received the deceleration signal decelerates to travel at a speed lower than the predetermined speed (step S16).

The operation management server 5 issues a switching command to the entrance turnout 12 at the entrance of the passenger sub-track 11 to connect the downstream end to the passenger sub-track 11 (step S18). When the target vehicle 3 passes through the entrance turnout 12, the operation management server 5 receives the entrance turnout passage signal (step S19), and instructs the entrance turnout 12 to connect the downstream end to the main track 10. A return command is given (step S20).

The target vehicle 3 that has entered the boarding sub-track 11 stops when reaching the boarding point (right above the stop X) through communication with the ground coil (step S21). When the stop of the target vehicle 3 is confirmed by the vehicle speed sensor 66 or the like, the power switching device 36 switches from the first state in which the wheels 32 are interlocked with the main motor 33 to the second state in which the drum 34 is interlocked with the main motor 33. .

After that, the controller 61 causes the locking device 24 to release the lock, and lowers the vehicle body 21 from the carriage 20 by its own weight (step S22). At this time, the wire 35 is pulled out from the drum 34 so that the main motor 33 operates as a generator in conjunction with the rotating drum 34, and the battery is charged with the regenerated power. As a result, the descent energy of the vehicle body 21 can be recovered as electric power while suppressing the descent speed of the vehicle body 21 by regenerative braking during power generation.

When the vehicle body 21 descends, the controller 61 controls the main motor 33 based on the signal from the height sensor 67 so that the regenerative braking is increased as the vehicle body 21 approaches the ground (stop X). According to this, the lowering operation of the vehicle body 21 can be stopped smoothly while the time required for lowering the vehicle body 21 is not lengthened.

When the car body 21 descends toward the stop X and the entry detection sensor 76 detects the entry of a person or an object into the stop X, the stop device 4 generates an emergency stop signal to stop the car body 21 from descending. . When the vehicle 3 that is descending receives an emergency stop signal via the network N or directly, the controller 61 causes the main motor 33 to stop urgently. This prevents the vehicle body 21 from descending to the stop X when a person or an object has entered the stop X. - 特許庁

When the descent of the vehicle body 21 is completed and the vehicle body 21 stops at the stop X (step S23), the vehicle 3 transmits a boarding/alighting preparation completion signal to the operation management server 5 (step S24), and opens the door 38 (step S25). When receiving the boarding/alighting preparation completion signal (step S26), the operation management server 5 transmits a door open signal to the stop device 4 (step S27). When the stop device 4 receives the door open signal (step S28), it opens the door 72 (step S29).

The user enters the stop X through the user entrance/exit 71a and gets into the passenger compartment of the vehicle body 21 through the door opening 37a. The user presents the authentication code possessed by the mobile terminal 6 to the reader 70 of the target vehicle 3 (step S30). When the reader 70 of the target vehicle 3 reads the authentication code (step S31), the authentication code is transmitted to the operation management server 5 (step S32) and received by the operation management server 5 (step S33). Then, the operation management server 5 performs boarding processing for recording completion of boarding (step S34). The operation management server 5 transmits a boarding completion signal to the target vehicle 3 and the stop device 4 (step S35). When the stop device 4 receives the boarding completion signal (step S36), it closes the door 72 (step S37). When the target vehicle 3 receives the boarding completion signal (step S38), it closes the door 38 (step S39).

In the target vehicle 3 , when the door lock switch 68 detects that the door 38 is locked, the controller 61 drives the main motor 33 to rotate the drum 34 and wind up the wire 35 to raise the vehicle body 21 . (step S40). When the vehicle body lock switch 69 detects that the vehicle body 21 has approached the bogie 20 and the locked body 40 has been locked by the locking device 24 (FIG. 5B) (step S41), the target vehicle 3 is ready to travel. A completion signal is transmitted to the operation management server 5 (step S42).

When the traffic preparation completion signal is received (step S43), the operation management server 5 issues a switching command to the exit turnout 13 at the exit of the boarding sub-track 11 to connect the upstream end to the boarding sub-track 11 (step S45). ). When the target vehicle 3 passes through the exit turnout 13, the operation management server 5 receives the exit turnout passage signal (step S46), and instructs the exit turnout 13 to connect the upstream end to the main track 10. A return command is given (step S47).

When the target vehicle 3 passes the branching notice beacon just before the entrance turnout 12 of the getting-off sub-track 11 corresponding to the getting-off point, the operation management server 5 receives the branching notice point passage signal (step S48). Since steps S49 to S63 are the same as steps S15 to S29, detailed description thereof will be omitted.

The user presents the authentication code received by the mobile terminal 6 to the reader 70 of the target vehicle 3 (step S64), and when the reader 70 reads the authentication code (step S65), gets off the vehicle. The authentication code read by the reader 70 is transmitted to the operation management server 5 (step S66) and received by the operation management server 5 (step S67). Then, the operation management server 5 performs a getting-off process for recording completion of getting off (step S68). Billing processing is performed in the alighting processing.

The operation management server 5 transmits a getting-off completion signal to the target vehicle 3 and the stop device 4 (step S69). When the stop device 4 receives the exit completion signal (step S70), it closes the door 72 (step S71). When the object vehicle 3 receives the getting-off completion signal (step S72), it closes the door 38 (step S73). After that, the vehicle 3 returns to the main track 10 in the same procedure as steps S40 to S47.

The operation process described above is the same for boarding and alighting at the terminal station T. However, since a plurality of vehicles 3 are often waiting at the terminal station T, it is possible to dispense with the vehicle allocation process.

As described above, the embodiments have been described as examples of the technology disclosed in the present application. However, the technology in the present disclosure is not limited to this, and can be applied to embodiments in which modifications, replacements, additions, omissions, etc. are made as appropriate. Moreover, it is also possible to combine the constituent elements described in the above embodiments to create new embodiments. In addition, among the components described in the attached drawings and detailed description, there are not only components essential for solving the problem, but also components not essential for solving the problem in order to exemplify the above technology. can also be included. Therefore, it should not be immediately recognized that those non-essential components are essential just because they are described in the attached drawings and detailed description.

1 Suspended Monorail Transportation System 2 Track Girder 3 Vehicle 5 Operation Management Server 6 Portable Terminal (Information Processing Terminal)
10 main track 11A basic secondary track 11B, 11C additional secondary track 11 secondary track 12 entrance turnout 13 exit turnout 20 bogie 21 car body 22 connecting device 23 linkage 24 locking device 32 wheel 33 main motor (driving device)
36 power switching device 61 controller 71 barrier 71a user entrance 71b vehicle body entrance 72 door 81 processor 82 main memory (memory)
83 storage (memory)
99 reservation signal (boarding request signal, alighting request signal)
110 Lifter P2 Operation control program X Station

Claims (16)

A suspended monorail vehicle suspended on a track girder located above the ground and above the ground, comprising:
a truck capable of running on the track girder;
a vehicle body having a cabin;
A connection device for connecting the car body to the bogie so that the car body hangs from the bogie, wherein the car body is lowered from the track girder toward the ground and away from the bogie, and from the ground to the track girder. a connecting device that allows the vehicle body to rise toward the truck;
and a driving device that drives the connection device to raise the vehicle body from the ground toward the track girder. The driving device is provided on the carriage,
The truck is
a wheel capable of rolling on the track girder;
2. The suspension type according to claim 1, further comprising a power switching device capable of switching between a first state in which the drive device transmits power to the wheels and a second state in which the drive device transmits power to the connecting device. monorail vehicle. 3. The suspended monorail vehicle according to claim 1, further comprising a lock device for releasably locking said vehicle body to said truck when said vehicle body is raised and said vehicle body is in proximity to said truck. the driving device is a motor generator,
4. The driving device according to any one of claims 1 to 3, wherein the driving device drives the connecting device to raise the vehicle body, and is capable of generating power by the movement of the connecting device linked to the lowering of the weight of the vehicle body. Suspended monorail vehicle as described. further comprising a controller that controls the driving device;
5. The suspended monorail vehicle according to claim 4, wherein said controller controls said drive unit to increase regenerative braking as said vehicle body approaches said ground during dead weight descent of said vehicle body. The connection device is
a wire connected to the vehicle body;
a drum provided on the carriage and around which the wire is wound;
6. The wire according to any one of claims 1 to 5, wherein the weight of the vehicle body draws out the wire from the drum to lower the vehicle body, and the driving device rotates the drum to wind the wire and raise the vehicle body. Suspended monorail vehicle as described in paragraph 1. 7. The suspended monorail vehicle according to claim 6, further comprising a linkage that connects the vehicle body to the bogie so as to be vertically displaceable. The vehicle body
a cabin body defining the passenger compartment;
8. The suspended monorail vehicle according to any one of claims 1 to 7, further comprising a shock absorber provided on the underside of said cabin body. a track girder supported by struts and positioned above the ground in the air;
at least one vehicle suspended from the track girder and capable of running on the track girder;
at least one stop provided on the ground for a user to get on and off the vehicle;
The vehicle is
a truck capable of running on the track girder;
a vehicle body having a cabin;
A connecting device for connecting the bogie and the car body, wherein the car body descends from the track girder toward the station so that the car body hangs from the bogie, and the car body descends from the stop to the track girder. a connecting device that allows the car body to be lifted. the at least one vehicle comprises a plurality of vehicles, and the at least one stop comprises a plurality of stops;
The orbit girder is
main orbit;
a plurality of sub-tracks branching from the main track and joining the main track so as to be parallel to the main track, the sub-tracks being arranged in the air corresponding to the plurality of stops, respectively;
a plurality of inlet turnouts respectively corresponding to the plurality of sub-trajectories;
a plurality of exit splitters respectively corresponding to the plurality of sub-trajectories;
Each of the plurality of sub-tracks branches off from the main track via a corresponding entrance turnout among the plurality of entrance turnouts, and via a corresponding exit turnout out of the plurality of exit turnouts from the main raceway. 10. The suspended monorail transportation system of claim 9, configured to merge into a track. a barrier installed at the stop, the barrier having a vehicle body doorway that opens upward and a user doorway that opens sideways;
A suspended monorail transportation system according to claim 9 or 10, further comprising a door for opening and closing said doorway. The plurality of sub-orbitals are
a basic sub-trajectory branching from the main trajectory so as to be parallel to the main trajectory and joining the main trajectory;
12. The suspended monorail transportation system according to any one of claims 9 to 11, further comprising an additional sub-track branching from said main track so as to be parallel to said basic sub-track and joining said main track. The suspended monorail transportation system according to any one of claims 9 to 12, further comprising a lifter installed on the ground and capable of lifting the vehicle body from the ground toward the bogie. An operation management server used in the suspended monorail transportation system according to any one of claims 9 to 13, wherein the at least one vehicle includes a plurality of vehicles,
a memory storing an operation management program for managing operation of the plurality of vehicles;
A processor that performs arithmetic processing according to the operation management program,
The processor
receiving location information for the plurality of vehicles;
receiving a boarding request signal including a boarding point corresponding to one of the plurality of secondary tracks;
determining, from among the plurality of vehicles, a target vehicle to move toward the boarding point of the boarding request signal based on the position information of the plurality of vehicles;
transmitting a dispatch signal for moving the target vehicle toward the boarding point;
based on the operation management program. The processor
causing the information processing terminal to present a plurality of drop-off point candidates respectively corresponding to the plurality of secondary tracks;
receiving a drop-off request signal including a drop-off point selected from the plurality of drop-off point candidates by the user;
Determining a travel route of the target vehicle according to the drop-off point;
based on the operation management program. A traffic management method for use in the suspended monorail transportation system of claim 10, wherein the at least one vehicle comprises a plurality of vehicles,
receiving location information for the plurality of vehicles;
receiving a boarding request signal including a boarding point corresponding to one of the plurality of secondary tracks;
receiving a drop-off request signal including a drop-off point corresponding to one of the plurality of secondary tracks;
determining, from among the plurality of vehicles, a target vehicle to move toward the boarding point of the boarding request signal based on the position information of the plurality of vehicles;
advancing the target vehicle and moving it from the main track to a boarding sub-track corresponding to the boarding point among the plurality of sub-tracks;
stopping the target vehicle on the boarding sub-track;
lowering the vehicle body of the stopped target vehicle to the ground;
raising the vehicle body from the ground after a user gets on the vehicle body that has completed the descent from the ground;
advancing the target vehicle on which the vehicle body has finished rising, and moving the target vehicle from the secondary boarding track to the main track;
advancing the target vehicle and moving it from the main track to a disembarkation sub-track corresponding to the disembarkation point among the plurality of sub-tracks;
stopping the target vehicle on the alighting sub-track;
raising the vehicle body from the ground after the user gets off the vehicle body that has completed the descent to the ground;
advancing the target vehicle on which the vehicle body has finished rising, and moving the target vehicle from the unloading secondary track to the main track;
An operation management method for a suspended monorail transportation system, comprising:

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