JP2022160737A - Traffic system - Google Patents

Abstract

To provide a traffic system which can be used together with an existing railroad vehicle by reducing costs of a vehicle movable on both of a road and a rail and making the vehicle movable on both of the road and the existing rail.SOLUTION: A vehicle unit which can travel on a rail is constructed by loading a vehicle 3 on a rail travel vehicle 4 to be connected, and travel control according to information of an operation plan planned on the basis of travel information of other railroad vehicle 2 traveling on the rail is performed to the vehicle unit. Because of this, the vehicle 3 does not require to prepare a configuration for traveling on the rail and costs of the vehicle 3 can be reduced. In addition, a traffic system 1 which can be used together with the existing railroad vehicle 2 can be constructed.SELECTED DRAWING: Figure 1

Description

The present invention relates to traffic systems. In particular, the present invention relates to improvements in transportation systems that utilize vehicles capable of moving on both roads and rails.

2. Description of the Related Art Conventionally, a traffic system using vehicles called DMVs (Dual Mode Vehicles) is known as vehicles that can move on both roads and rails (trajectory). In Patent Document 1, there is a road running mode in which the rail running wheels are retracted upward by an actuator for lifting and running only with the road running tires, and a rail running mode in which the rail running wheels are lowered by the actuators for the rail running. Disclosed is a traffic system using a DMV capable of switching between a rail traveling mode in which the vehicle travels while the wheels and road tires are in contact with the rails.

JP 2012-176728 A

However, in conventional traffic systems using DMVs, it is necessary to use DMVs equipped with both rail wheels and road tires, as well as actuators for raising and lowering the rail wheels. , which led to higher DMV costs. In addition, the transportation system using this type of DMV is generally constructed as a dedicated transportation system in which only DMVs run, and a transportation system that can be used in combination with existing railway vehicles (coexistence with railway vehicles). In order to build it, it was necessary to improve in terms of operation management, and it was difficult to put it into practical use.

The present invention has been made in view of the above points, and its object is to reduce the cost of vehicles that can move on both roads and rails, and to reduce the cost of vehicles that can be moved on both roads and existing rails. To provide a traffic system which can be used together with existing railroad vehicles by enabling movement even in

The solution of the invention to achieve the above object presupposes a traffic system using vehicles that can move both on roads and on rails. This transportation system includes a rail traveling vehicle configured to construct a vehicle unit by connecting the vehicles and capable of traveling on the rail; A travel control unit that performs travel control of the vehicle unit, and based on travel information of other moving bodies that travel on the rails, formulates an operation plan for the vehicle unit, and transmits information on the planned operation plan to the travel control unit. and a system management server that transmits the data to the vehicle unit, and the running control unit performs running control of the vehicle unit on the rail according to the information of the operation plan received from the system management server.

Here, "the vehicle is connected" means not only the case where the vehicle is placed on the rail vehicle and the vehicle is connected in a state in which power can be transmitted from the vehicle to the rail vehicle, but also other connections. It is a concept that also includes the state.

When a request arises to move the vehicle along the rail (for example, to transport the vehicle) due to this specific item, the vehicle unit is constructed by coupling the vehicle to the rail vehicle. When the vehicle unit is to run on the rail, the system management server draws up an operation plan for the vehicle unit based on the running information of other moving bodies (railway vehicles, etc.) running on the rail. Information on the planned operation plan is transmitted from the system management server to the travel control unit provided in the vehicle unit. Thereby, the travel control unit controls the travel of the vehicle unit on the rail according to the received operation plan information. In this way, by constructing the vehicle unit by connecting the vehicle to the rail traveling vehicle, the vehicle has a configuration for traveling on the rail (wheels mounted on the rail and raising and lowering the wheels). There is no need to provide an actuator, etc. for Therefore, it is possible to reduce the cost of the vehicle. In addition, since the vehicle units are controlled to travel on the rails in accordance with the operation plan information drawn up based on the travel information of other moving bodies traveling on the rails, the vehicles can be moved on both roads and existing rails. It is possible to build a transportation system that can be used together with existing railway vehicles (corresponding to other moving bodies).

In the present invention, a vehicle unit capable of traveling on rails is constructed by connecting a vehicle and a rail traveling vehicle, and operation plan information drawn up based on travel information of other moving bodies traveling on rails. According to the above, the running control of the vehicle unit on the rail is performed. Therefore, the vehicle does not need to be equipped with a structure for running on rails, and the cost of the vehicle can be reduced. In addition, it is possible to construct a transportation system that can be used in combination with existing moving bodies.

It is a figure showing a schematic structure of a transportation system concerning an embodiment. 1 is a side view of a rail vehicle used in a traffic system; FIG. FIG. 3 is a side view showing a state in which a vehicle is placed on a rail vehicle; FIG. 2 is a railway route map for explaining forwarding operations of vehicles; FIG. It is a flowchart figure which shows the processing procedure of the utilization start operation|movement in a transportation system. It is a flowchart figure which shows the processing procedure of the vehicle reception operation|movement in a traffic system. FIG. 4 is a side view of the rail vehicle and the vehicle for explaining the vehicle receiving operation; It is a flowchart figure which shows the processing procedure of main line operation|movement in a traffic system. FIG. 4 is a flow chart diagram showing a processing procedure of a vehicle leaving operation in the traffic system; FIG. 10 is a side view of the rail vehicle and the vehicle for explaining the detachment operation of the vehicle; FIG. 11 is a railway route map for explaining a mode of use of a transportation system in a modified example; FIG. 11 is a plan view showing a running state of each vehicle unit in a modified example;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. This embodiment describes a case where the present invention is applied to a transportation system that uses vehicles that can move on both roads and existing railroads (railways of railroads).

－Composition of transportation system－
FIG. 1 is a diagram showing a schematic configuration of a transportation system 1 according to this embodiment. As shown in FIG. 1, the transportation system 1 according to the present embodiment includes rail vehicles 2, vehicles 3, rail vehicles 4, and existing railroad tracks (railroad rails laid by a railroad company) that run on existing railroad tracks. A management server 5 and a system management server (cloud server) 6 are configured to be able to wirelessly communicate with each other via a network 10 . When the vehicle 3 and the rail vehicle 4 are connected to each other (a state in which the vehicle 3 is placed on the rail vehicle 4 and connected to the rail vehicle 4; see the state shown in FIG. 3), may be configured to enable mutual communication. A connection state between the vehicle 3 and the rail vehicle 4 will be described later.

(Railway vehicle)
The railway vehicle 2 runs on an existing railroad track, and wheels (iron wheels) 23 provided on a bogie 22 that supports a vehicle body 21 and installed on the rail, and power (not shown) for driving the wheels 23. It is well known and includes a power source (electric motor, etc.), a brake device for braking the wheels 23, a passenger compartment, various security devices, a protection radio device, and the like. Although one railroad vehicle 2 is shown in FIG. 1, a plurality of railroad vehicles 2 run on railroad tracks in the transportation system 1 according to the present embodiment.

Also, the railcar 2 is provided with a control device 24 . The control device 24 includes, for example, a processor such as a CPU (Central Processing Unit), a ROM (Read-Only Memory) that stores control programs, a RAM (Random-Access Memory) that temporarily stores data, and an input/output Equipped with ports, etc.

The control device 24 includes an input section 25, a traveling control section 26, and an output section 27 as functional sections realized by the control program.

The input unit 25 acquires information related to operation management and the like from the railway management server 5 . In other words, the railway management server 5 stores information such as operation management (information such as departure and arrival times at each station on the railway and travel speed limit in each area) corresponding to each of the plurality of railway vehicles 2 running on the rails. The input unit 25 receives this information such as operation management from the railway management server 5 .

The railway vehicle 2 in this embodiment may be driven by a driver, or may be driven automatically without a driver. In the case of the railway vehicle 2 driven by the driver, the driver recognizes the information such as operation management and the protection radio information transmitted from the railway management server 5, and the driver responds to these information. Then, the operation of the railway vehicle 2 is performed. In addition, in the case of the railway vehicle 2 in which automatic operation is performed, the travel control unit 26 operates various operating devices (power source, brake device, etc.), the running (automatic operation) of the railway vehicle 2 is performed.

The output unit 27 outputs information about the current running state of the railroad vehicle 2 (information such as whether or not an abnormality has occurred during running) and the current position of the railroad vehicle 2 (current position detected using a known track circuit or treadle technology). location) and the like are transmitted to the railway management server 5 and the system management server 6 through the network 10 .

(vehicle)
The vehicle 3 has substantially the same configuration as a general passenger car, and is provided with rubber tires (front and rear wheels) 31F and 31R for traveling on roads, and is housed in a front compartment in the front part of the vehicle body 32. The tire (for example, the rear wheel 31R) is rotationally driven by power (driving force) from a power source such as an engine or an electric motor (not shown), so that the vehicle can travel on roads. Further, the vehicle 3 is equipped with a well-known braking device and steering device, and is configured to perform braking of the vehicle 3 and steering of the front wheels 31F.

A drive-side gear 31b is attached to an axle 31a that connects the left and right rear wheels 31R of the vehicle 3 . The drive-side gear 31b is for transmitting a driving force to a rear wheel 43 (see FIG. 2) of the rail vehicle 4, which will be described later.

Further, the vehicle 3 is capable of generating power (power generation by a generator or the like) by regenerative braking during deceleration. That is, when decelerating while traveling on a road, or when decelerating while being placed on the rail traveling vehicle 4 described later (during deceleration while the rail traveling vehicle 4 is traveling on the rail), the deceleration Electric power is generated by regenerative braking using torque and stored in a battery (not shown).

Further, the vehicle 3 is equipped with a control device 33 . The control device 33 includes, for example, a processor such as a CPU, a ROM that stores control programs, a RAM that temporarily stores data, an input/output port, and the like.

The control device 33 includes an input section 34, a traveling control section 35, and an output section 36 as functional sections realized by the control program.

The input unit 34 acquires information (running control information) related to running control and the like from the system management server 6 . That is, the system management server 6 creates information for moving the vehicle 3 on the rail (moving the vehicle 3 by running the vehicle 3 on the rail vehicle 4). (corresponding to making an operation plan according to the present invention), the system management server 6 transmits this information, and the input unit 34 of the vehicle 3 receives this information.

The vehicle 3 in this embodiment can switch between a manual driving mode driven by a driver and an automatic driving mode that does not require a driver as a driving mode (driving mode) when traveling on a road. . In the manual operation mode, the driver sitting in the driver's seat operates the accelerator pedal, brake pedal, steering wheel, shift lever, etc. to drive the vehicle 3 on the road. In other words, the vehicle 3 is driven, stopped, steered, and the speed of a transmission (not shown) is changed according to the driving operation of the driver. On the other hand, in the automatic driving mode, the power source, braking device, and steering device are controlled according to the destination (destination on the road) set by the passenger using a navigation device (not shown) and the surrounding road conditions acquired by a camera (not shown). , the transmission controls the automatic driving of the vehicle 3 on the road toward the destination.

Also when the vehicle 3 is placed on the rail vehicle 4 and moved along the rail, control in the automatic operation mode is performed. Specifically, in adjusting the power transmitted from the vehicle 3 to the rail vehicle 4 while the vehicle 3 is placed on the rail vehicle 4, the travel control information (operation plan) received by the input unit 34 is used. , the travel control unit 35 controls the power source, the regenerative braking device, and the transmission, thereby performing travel control on the rail.

Further, the operation of placing the vehicle 3 on the rail vehicle 4 and the operation of unloading the vehicle 3 from the rail vehicle 4 (the operation of removing the vehicle 3) are also performed by the control in the automatic operation mode. In other words, according to the travel control information received by the input unit 34, the travel control unit 35 controls the power source, the brake device, the steering device, and the transmission, so that the operation of placing the vehicle 3 on the rail traveling vehicle 4 and the operation of the rail travel. An operation of unloading the vehicle 3 from the traveling vehicle 4 is automatically performed. The operation of placing the vehicle 3 on the rail vehicle 4 and the operation of unloading the vehicle 3 from the rail vehicle 4 may be performed in the manual operation mode.

Further, the travel control unit 35 compares the position information of the vehicle (self-vehicle) 3 with the information of the service provision area stored in advance, so that the current location of the vehicle 3 is the area where the service of the transportation system 1 can be provided. It has a function to determine whether it is within the (service area). When the service provision area of the transportation system 1 is expanded, the information on the service provision area is updated to reflect the expansion.

The output unit 36 outputs information on the current running state of the vehicle 3 (information on the presence or absence of an abnormality during running), information on the current position of the vehicle 3 (current position acquired by the navigation device (GPS device)), Information on whether or not the current location of the vehicle 3 is within an area where the service of the transportation system 1 can be provided (hereinafter sometimes referred to as service availability information) is sent to the railway management server 5 and the system management server 6 via the network 10. Send to In addition, the service availability information can also be transmitted to terminals or the like carried by users who can use the transportation system 1 (pre-registered users).

(railway vehicle)
The rail traveling vehicle 4 is a device that enables the vehicle 3 to move on the rail, and functions as a so-called truck on which the vehicle 3 is placed.

FIG. 2 is a side view of the rail vehicle 4. FIG. As shown in FIG. 2 , the rail vehicle 4 includes a chassis 41 , a pair of left and right front wheels 42 , and a pair of left and right rear wheels 43 .

The chassis 41 is a so-called chassis on which the vehicle 3 is placed, and has a ladder frame structure, for example. A fixing mechanism (not shown) for fixing the mounted vehicle 3 is provided on the upper surface of the chassis 41 . As this fixing mechanism, for example, the wheels on which the tires 31F and 31R of the vehicle 3 are mounted are fixed to the upper surface of the chassis 41, and the traction hooks respectively provided on the front bumper and the rear bumper of the vehicle 3 are attached to the chassis 41. fixed to the upper surface of the .

Further, the chassis 41 is provided with an elevation mechanism (not shown) for changing the height position of the upper surface of the chassis 41 . As this lifting mechanism, for example, a hydraulic or electric pantograph lifter can be applied. As a result, in the operation of placing the vehicle 3 on the rail vehicle 4 and the operation of unloading the vehicle 3 from the rail vehicle 4, the height position of the upper surface of the chassis 41 is set to the road surface height position (for example, the position of the platform of the station described later). height position), so that the vehicle 3 can be easily placed on and unloaded from the rail vehicle 4 .

Hereinafter, the state in which the vehicle 3 is mounted on the rail vehicle 4 will be referred to as a vehicle unit VU.

The front wheels 42 are wheels mounted on rails, and are composed of iron wheels similar to the wheels 23 of the railcar 2, for example. Also, the distance (tread) between the left and right front wheels 42 matches the distance between the rails (the distance between the rails). Further, the front wheels 42 are provided with a braking device 44 so that a braking force is applied to the front wheels 42 when the rail vehicle 4 is decelerated or stopped on the rail. A hydraulic disk brake device or a drum brake device is applied as the brake device 44 .

The rear wheels 43 are also wheels mounted on rails, and are composed of iron wheels similar to the wheels 23 of the railcar 2, for example. The distance (tread) between the left and right rear wheels 43 also matches the distance between the rails. Further, the rear wheels 43 are wheels that serve as driving wheels of the rail vehicle 4, and when the vehicle 3 is placed on the rail vehicle 4 (the state shown in FIG. 3), the vehicle 3 is driven. It rotates when it receives force.

Specifically, a passive side gear 43b is attached to an axle 43a that connects the left and right rear wheels 43 of the rail vehicle 4, and an intermediate gear 43c that is rotatably supported by the chassis 41 is attached to the passive side gear 43b. are engaged. As shown in FIG. 3, when the vehicle 3 is placed on the rail vehicle 4, the drive-side gear 31b of the vehicle 3 meshes with the intermediate gear 43c so that the axle 31a of the rear wheel 31R of the vehicle 3 is rotated. is transmitted to the rear wheels 43 of the rail vehicle 4 via the driving side gear 31b, the intermediate gear 43c and the passive side gear 43b.

Further, as shown in FIG. 1 , the rail vehicle 4 is provided with a control device 45 . The control device 45 includes, for example, a processor such as a CPU, a ROM for storing control programs, a RAM for temporarily storing data, an input/output port, and the like.

The control device 45 includes an input section 46, a traveling control section 47, and an output section 48 as functional sections realized by the control program.

The input unit 46 acquires information (running control information) related to running control and the like from the system management server 6 . That is, the system management server 6 receives information for placing the vehicle 3 on the rail vehicle 4, information on the operation plan for causing the rail vehicle 4 to run on the rail, and information for unloading the vehicle 3 from the rail vehicle 4. is generated, and the system management server 6 transmits this information, so that the input unit 46 of the rail vehicle 4 receives this information. The information may be received by the input unit 46 from the system management server 6 via the control device 33 of the vehicle 3 .

The travel control unit 47 controls the placement operation of the vehicle 3 based on the information for placing the vehicle 3 transmitted from the system management server 6 . This placement operation will be described later. Further, the traveling control unit 47 controls the traveling operation of the rail traveling vehicle 4 on the rail (for example, controls the brake device 44) based on the operation plan information transmitted from the system management server 6. FIG. In addition, after the rail vehicle 4 has traveled to the destination (target station) with the vehicle 3 placed thereon, the travel control unit 47 responds to the information for unloading the vehicle 3 transmitted from the system management server 6. Based on this, the unloading operation of the vehicle 3 is controlled. This unloading operation will also be described later.

The output unit 48 outputs information to that effect when the mounting operation of the vehicle 3 is completed, information on the traveling state of the rail traveling vehicle 4 on the rail, and information to that effect when the unloading operation of the vehicle 3 is completed. Information is transmitted to the system management server 6 through the network 10 .

(Railway management server)
The railway management server 5 includes an input unit 51, a storage unit 52, an operation plan adjustment unit 53, and a transmission unit 54 as its functional units.

The input unit 51 receives, via the network 10 , information on the current running state of the railway vehicle 2 , information on the current position of the railway vehicle 2 , and the like from each of the railway vehicles 2 .

The storage unit 52 stores information such as operation management corresponding to each of the plurality of railway vehicles 2 running on the rails.

The operation plan adjustment unit 53 operates as necessary based on the information received by the input unit 51 from each railway vehicle 2, such as information on the current running state of the railway vehicle 2 and information on the current position of the railway vehicle 2. Produces coordinated planning information. For example, when information about the occurrence of an abnormality is received from a specific railway vehicle 2, information is created by adjusting (changing) the operation plan of each railway vehicle 2 accordingly. In addition, even when receiving information that a specific railway vehicle 2 is delayed and the current position of the railway vehicle 2 is different from the original operation plan, the operation plan of each railway vehicle 2 is also received. Create information that adjusts the

The transmission unit 54 transmits information such as operation management stored in the storage unit 52 and information on the operation plan adjusted (changed) by the operation plan adjustment unit 53 to each of the railway vehicles 2 and the system management server 6. do.

(system management server)
The system management server (cloud server) 6 includes an input unit 61, a storage unit 62, an operation plan planning unit 63, and a transmission unit 64 as its functional units.

The input unit 61 receives various types of information from the railway vehicle 2 , the vehicle 3 , the rail vehicle 4 , and the railway management server 5 . The information received from the railroad vehicle 2 includes information on the current running state of the railroad vehicle 2, information on the current position of the railroad vehicle 2, and the like. The information may be received by the input section 61 via the railway management server 5 . Information received from the vehicle 3 includes information on the current running state of the vehicle 3, information on the current position of the vehicle 3, and the like. The information received from the rail vehicle 4 includes information to that effect when the loading operation of the vehicle 3 is completed, information on the running state of the rail vehicle 4 on the rail, and completion of the unloading operation of the vehicle 3. information to that effect at the time of The information received from the railway management server 5 includes information such as the operation management corresponding to each of the plurality of railway vehicles 2 running on the rails, and the information when the operation plan is adjusted (changed) by the operation plan adjustment unit 53. Information on the operation plan and the like can be mentioned.

The storage unit 62 stores information on service areas of the transportation system 1 (areas where the services of the transportation system 1 can be provided). Therefore, when the service provision area of the transportation system 1 is expanded, the information is updated to reflect it. Further, the storage unit 62 stores individual information of the vehicle 3 registered to receive the service of the transportation system 1 (individual information of each vehicle 3 when a plurality of vehicles 3 are registered), a rail vehicle 4 individual information (individual information of each rail vehicle 4 when the transportation system 1 has a plurality of rail vehicles 4) and the user registered to receive the service of the transportation system 1 It also stores the ID and password of each user for doing so.

The operation plan making unit 63 draws up an operation plan for the vehicle unit VU based on the travel information of each of the plurality of railroad vehicles 2 running on the rails (the above-mentioned information such as operation management information and adjusted operation plan information). do. For example, an operation plan for placing the vehicle 3 on the rail vehicle 4 (information on the stop position of the rail vehicle 4 on the branch line BL described later, control information of the vehicle 3 for mounting on the rail vehicle 4 ), an operation plan for running the rail vehicle 4 on the rail (control information such as the running speed of the vehicle unit VU on the track), and an operation plan for unloading the vehicle 3 from the rail vehicle 4 (rail on the branch line BL information of the stop position of the traveling vehicle 4 and control information of the vehicle 3 for unloading from the rail traveling vehicle 4). Specifically, the operation plan drawn up here is an operation plan for performing operations such as "use start operation", "vehicle acceptance operation", "main line operation", and "vehicle departure operation", which will be described later. . Details of these operations will be described later.

The transmission unit 64 transmits information on the operation plan drawn up by the operation planning unit 63 to each control device of the vehicle unit VU (the control device 33 of the vehicle 3 and the control device 45 of the rail vehicle 4).

－Operation of transportation system－
Next, the operation of the transportation system 1 configured as described above will be described. Here, as one form of usage of the transportation system 1, a case where the transportation system 1 is used to forward a rental car will be described as an example. The mode of use of the transportation system 1 is not limited to this, and can be used in various modes of use for moving the vehicle 3 along rails.

FIG. 4 is a railway route map for explaining the forwarding operation of the vehicle 3. As shown in FIG. Here, the railway to which the transportation system 1 is applied has at least three stations A, B, and C. An example of forwarding the vehicle 3 to Station C using the transportation system 1 according to the present embodiment when the vehicle 3 is returned (so-called abandoned) at a rental car store will be described.

As operations using the transportation system 1 according to the present embodiment, the above-mentioned "use start operation", "vehicle acceptance operation", "main line operation", and "vehicle departure operation" are performed in order. Each operation will be described below with reference to the railway route map of FIG.

(Use start operation)
FIG. 5 is a flow chart showing the processing procedure of the usage start operation.

In this use start operation, first, in step ST1, it is determined whether or not the vehicle 3 is currently parked in an area where the service of the transportation system 1 can be provided (service providing area). . This determination is made by collating the position information of the vehicle 3 with the information of the service provision area pre-stored in the control device 33 .

If the current parking position is outside the service area of the transportation system 1 and NO is determined in step ST1, the process proceeds to step ST2, where the user (the user who has previously logged into the transportation system 1) is using Information on the service area and information on other vehicles (vehicles adapted to the traffic system 1) 3 parked in the service area are transmitted to a PC (personal computer) or mobile terminal. (guidance to the user is performed). Accordingly, it is possible to prompt the user to specify the forwarding vehicle.

If the parking position is within the service area of the transportation system 1 and YES is determined in step ST1, the process proceeds to step ST3. In the case of the present embodiment, when the vehicle 3 is returned at a rental car store near Station A, if the area around Station A is the service providing area, a YES determination is made in step ST1.

In step ST3, application software for using the transportation system 1 is downloaded or updated to the control device 33 of the vehicle 3. FIG. As a result, the vehicle 3 can perform travel control according to travel control information (operation plan information) from the system management server 6 . If there is already a history of downloading or updating the application software, the download and update of the application software are omitted.

In step ST4, usage conditions of the transportation system 1 (usage conditions desired by the user) are set. The usage conditions set here include the movement section of the vehicle 3 to be forwarded (the section from station A to station C in this embodiment), and the desired movement time period (time required for forwarding of the vehicle 3). desired time slot for the vehicle 3 to arrive at C station) and the like. In other words, the user who requests forwarding of the vehicle 3 inputs these terms of use by operating the PC or mobile terminal, and the information of the terms of use is transmitted to the system management server 6 .

In step ST5, the system management server 6 determines whether forwarding of the vehicle 3 is possible according to the received usage conditions (request for forwarding set by the user). judge. Here, information on the stations (A station and C station) necessary for forwarding the vehicle 3, information on the usage status of the rail vehicle 4, and railway timetable information (information on the operation plan of each railway vehicle 2) are acquired. Then, based on these information, it is determined whether or not the vehicle 3 can be forwarded according to the usage conditions. In addition, the user is presented with the fee for using the transportation system 1 . If the user who uses the transportation system 1 is a railway operator who owns the railway, the fee is not presented.

Specifically, in order for a station to be compatible with the transportation system 1, the area around the station must be a service area. It is also necessary to have facilities for stopping the rail vehicle 4 (branch line for pulling in the rail vehicle 4, dedicated platform for placing the vehicle 3 on the rail vehicle 4, etc.). is. In order to comply with the conditions of use, it is necessary for the station to have all of these facilities.

As for the usage of the rail vehicle 4, it is necessary that the rail vehicle 4 is present at a station (A station in this embodiment) nearest to the parking position of the vehicle 3 to be forwarded. In other words, in order to comply with the usage conditions, it is necessary that the rail vehicle 4 is present at the target station (A station).

Further, as a railway timetable situation, it is necessary that there is no railway vehicle 2 that obstructs forwarding of the vehicle 3 between stations A and C during the desired travel time zone. In other words, in order to comply with the usage conditions, a railway vehicle that hinders forwarding of the vehicle 3 (running of the vehicle unit VU) by referring to the operation schedule of the railway vehicle 2 between stations A and C during the desired travel time zone 2 must not be present. It should be noted that if the railroad vehicle 2 is not running (a time slot outside the operating hours of the railroad), there is almost no possibility that there will be a railroad vehicle 2 that interferes with the forwarding of the vehicle 3. It is highly likely that you will be able to respond. For example, late-night hours, track maintenance work hours, and the like can be mentioned.

If all these conditions are met, a YES determination is made in step ST5, the flow chart of FIG. 5 is ended, and the process of the vehicle receiving operation shown in FIG. 6 is performed.

On the other hand, if any of the conditions are not met and a NO determination is made in step ST5, the process moves to step ST6, and information on other candidate plans for the usage conditions is sent to the PC or portable terminal used by the user. The candidate is presented to the user. For example, if all the above-described usage conditions are met by changing the forwarding time period, candidates for the changeable time period are presented.

At step ST7, it is determined whether or not the user has performed an operation for permitting the candidate plan. If the result of step ST7 is YES because the user has performed an operation to permit the candidate plan, the flow chart of FIG. 5 is ended and the process of the vehicle acceptance operation shown in FIG. 6 is performed. On the other hand, if the user does not perform an operation for permitting the candidate plan even after the predetermined time has passed and the determination in step ST7 is NO, the operation for starting the usage is returned to the initial stage.

(vehicle acceptance operation)
FIG. 6 is a flow chart showing the processing procedure of the vehicle acceptance operation.

When the use start operation explained using the flow chart of FIG. 5 is completed, the vehicle reception operation of placing the vehicle 3 on the rail vehicle 4 is performed as a pre-stage operation for driving the vehicle unit VU onto the railway main line.

First, in step ST11, the vehicle 3 that meets the usage conditions in the usage start operation moves to the temporary waiting area P1 (see FIG. 4) in the automatic driving mode, and parks at the temporary waiting area P1. This temporary waiting area P1 is provided as a facility attached to the A station. Also, the movement to the temporary waiting area P1 may be performed in the manual operation mode.

After that, the process moves to step ST12, and a vehicle receiving operation for placing the vehicle 3 on the rail vehicle 4 is executed. FIG. 7 is a side view of the rail vehicle 4 and the vehicle 3 for explaining this vehicle receiving operation. FIG. 7(a) is a diagram showing the middle of the vehicle acceptance operation. FIG. 7(b) is a diagram showing a state in which the vehicle acceptance operation is completed.

First, as shown in FIG. 7A, the rail R is provided with a branch line BL leading to the vicinity of the temporary waiting area P1. A rail traveling vehicle (a rail traveling vehicle on which the vehicle 3 is not yet mounted) 4 is on standby on the rail R of the branch line BL. In addition, the temporary waiting area P1 is provided with a slope SL extending toward the branch line BL. The height position of the upper end of the slope SL (the tip of the slope SL) is the upper surface of the chassis 41 when the lifting mechanism of the rail vehicle 4 waiting on the rail R of the branch line BL is in the lowered position. located higher than From this state, the lifting mechanism operates until the upper surface of the chassis 41 coincides with the height position of the upper end of the slope SL. ing). Then, the vehicle 3 runs on the slope SL of the temporary waiting area P1 toward the rail vehicle 4, as indicated by the solid line in FIG. 7(a). Then, the vehicle 3 is placed on the rail vehicle 4 by reaching the upper surface of the chassis 41 of the rail vehicle 4 via the slope SL (see the virtual line in FIG. 7A).

In this state, the elevating mechanism is in the raised position, and the driving gear 31b of the vehicle 3 and the intermediate gear 43c of the rail vehicle 4 are separated from each other. Then, as shown in FIG. 7(b), the vehicle 3 also descends as the lifting mechanism descends. It meshes with the gear 43c. In this state, for example, mutual communication by wire between the vehicle 3 and the rail vehicle 4 is possible by connecting communication connectors (not shown) provided on the vehicle 3 and the rail vehicle 4 respectively. Become. In this state, the vehicle 3 is fixed on the rail vehicle 4 by the fixing mechanism.

Then, in step ST13, communication is performed between the vehicle 3 and the rail vehicle 4, and the operation of confirming the communication state is performed. The information transmitted and received through communication here includes the specifications of the rail vehicle 4 . For example, the control device 33 of the vehicle 3 receives information on the gear ratio of the gear train including the driving side gear 31b, the intermediate gear 43c and the passive side gear 43b, information on the performance of the braking device 44 provided in the rail vehicle 4, and the like. sent.

After that, the process proceeds to step ST14, communication is performed between the vehicle 3 and the railway management server 5, and the operation of confirming the communication state is performed. Information transmitted and received through communication here includes railway route information, track shape information, blocking signal information, protection radio frequency information, and the like, which is sent to the control device 33 of the vehicle 3 . As a form of communication here, communication may be performed between the vehicle 3 and the railway management server 5 via the system management server 6 .

At step ST15, the control program of the application software stored in the control device 33 of the vehicle 3 is changed according to the information received through the communication. Specifically, constants of arithmetic expressions used for various controls are changed according to specifications of the vehicle 3 and the rail vehicle 4, specifications of the vehicle 3 and the railway management server 5, route information, and the like. That is, the control program used by the control device 33 of the vehicle 3 shifts the rail from the control program for traveling on the road (i. movement) is replaced by a control program.

Here, regarding the control contents of the control program for traveling on roads and the control contents of the control program for moving on rails, travel control, braking control, steering control, meter display in the passenger compartment, control of lights, Compare each of the driving support functions. Further, hereinafter, a control program for traveling on a road is called a road traveling program, and a control program for moving on rails is called a rail traveling program.

<Driving control>
Regarding travel control, in the road travel program, the D range of the transmission is for forward travel, and the R range is for reverse travel. Also, the vehicle speed is detected by, for example, a wheel speed sensor provided on the output side of the transmission. In addition, since the coefficient of friction between the road surface and the tire changes relatively greatly depending on the road surface condition, control (traction control control, etc.) is performed to prevent the tire from slipping or skidding.

On the other hand, in the rail running program, the vehicle speed of the vehicle unit VU is calculated using the rotation speed of the axle 31a and the gear ratio of the gear train (the drive side gear 31b, the intermediate gear 43c, and the passive side gear 43b). become. As control for preventing the rear wheels 43 of the rail vehicle 4 from slipping or skidding, output control is performed according to the friction coefficient between the rail and the rear wheels 43, which has a relatively small friction coefficient.

<Brake control>
Regarding braking control, in the road running program, braking is performed by operating a braking device provided for each wheel of the vehicle 3 . Specifically, in the manual operation mode, braking of the vehicle 3 is performed by operating a hydraulic braking device or a regenerative braking device in conjunction with the driver's stepping operation of the brake pedal. In the automatic driving mode, the vehicle 3 is braked by operating the hydraulic braking device and the regenerative braking device under the control of the travel control unit 35 . In addition, control (such as anti-lock brake control) is performed to prevent the tires from slipping or skidding.

On the other hand, in the rail traveling program, the rail traveling vehicle 4 is braked using regenerative braking by a regenerative braking device and engine braking by putting the engine in the driven state. Further, the rail vehicle 4 is braked by a brake device 44 (braking by a hydraulic disk brake device or a drum brake device). Further, by equipping the rail vehicle 4 with an anti-lock brake device, it becomes possible to perform control to prevent the rear wheels 43 from slipping or skidding.

<Steering control>
Regarding steering control, in the road running program, braking is performed by operating a steering device mounted on the vehicle 3 . Specifically, in the manual driving mode, the front wheels 31F are steered by the operation of the steering device that interlocks with the driver's steering operation. In the automatic driving mode, the steering device is operated under the control of the travel control unit 35 to steer the front wheels 31F. Further, the steering angle of the front wheels 31F is corrected according to the vehicle speed (vehicle speed sensitive steering control).

On the other hand, when the vehicle unit VU travels on the rail, there is no need for steering, so the front wheels 31F are not steered in the rail travel program. If the length between the front and rear wheels of the rail vehicle 4 (wheelbase) is equal to or greater than a predetermined length, the wheels 42 and 43 are preferably steerable bogies.

<Meter display>
Regarding the meter display in the vehicle compartment, the vehicle speed detected by the wheel speed sensor is displayed on a meter (not shown) in the road running program. In addition, the traveled distance is added and displayed on the ODO meter. The range position of the transmission is also displayed on the meter.

On the other hand, in the rail running program, the vehicle speed detected by the wheel speed sensor is converted according to the gear ratio of the gear train, the diameter of the rear wheels 43, etc., and the vehicle speed of the vehicle unit VU is calculated. The determined vehicle speed is displayed on the meter in the passenger compartment. Also, the traveled distance on the rail is added to the ODO meter. In addition, a display is also made to the effect that the current running state is the rail running state. Since there is no crew in the forwarded vehicle 3, there is no need to display the vehicle speed of the vehicle unit VU, the distance traveled on the rail, or the running state of the rail on the meter inside the vehicle, but it will be described later. Since there are passengers in the vehicle 3 in the usage pattern of the modified example, the information about them is arranged to be displayed on the meter in the vehicle compartment. Details of usage patterns in the modified example will be described later.

<Control of lights>
Regarding the control of lights, the road running program controls the lighting of lights in accordance with the Road Traffic Law. Specifically, lighting control of headlamps (headlamps) according to the external environment (surrounding brightness) and lighting control of brake lamps (tail lamps) during braking are performed.

On the other hand, in the rail running program, lighting control of lights is performed in accordance with railway-related laws and regulations. Specifically, the headlights are always lit as front markings. In addition, as a rear indicator, the brake lights are always on.

<Driving support function>
Regarding the driving support function, the road driving program transmits and receives road information through communication in the automatic driving mode. For example, signal waiting time, communication vehicle approach information, reception of information such as traffic conditions, and transmission of own vehicle travel information through inter-vehicle communication are performed. In addition, information from devices (radars and cameras) used for driving support is used as information for automatic driving for vehicle-to-vehicle distance control, pedestrian detection, collision avoidance, and the like.

On the other hand, in the rail running program, control based on railway operation management is performed. Specifically, it communicates with the system management server 6 to receive operation instructions, shift signals, other vehicle positions, protection radio information, etc., and transmit information such as the own vehicle position and operation status. In addition, information from devices (radars and cameras) used for driving support is used as information for safety confirmation on rails, abnormality detection, infrastructure detection, and the like.

The above are the control contents of the control program for traveling on roads and the control contents of the control program for moving on rails.

At step ST16, an operation for confirming preparations for entry of the vehicle unit VU into the main line is performed. Specifically, an operation is performed to confirm whether or not the vehicle unit VU is in a state in which it is possible to drive onto the main line.

In step ST17, it is determined whether or not no abnormality was detected in this confirmation operation (no abnormality). If some kind of abnormality has occurred and the determination in step ST17 is NO, it is determined that the vehicle unit VU cannot enter the main line. The user of the transportation system 1 is notified and the vehicle unit VU is prohibited from entering the main line. In this case, although the vehicle unit VU is prohibited from entering the main line, the railway vehicle 2 currently running on the main line continues to run. Also, when another vehicle unit VU is traveling on the main line and no abnormality has occurred in that vehicle unit VU, the vehicle unit VU continues to travel.

If no abnormality is detected and a YES determination is made in step ST17, the process moves to step ST19, where the system management server 6 communicates with the railway management server 5 to determine whether or not the train can enter the main line. Based on the received information such as operation management (railroad timetable information), timetable adjustment is performed by drawing up an operation plan for the vehicle unit VU.

Then, in step ST20, it is determined whether or not the situation permits entry into the main line. Conditions for permission to enter the main line include the weather and the operating conditions of the railway vehicle 2 (such as the presence or absence of delays). In other words, when the conditions for denying entry into the main line are satisfied due to bad weather, delay of the railway vehicle 2, etc., a NO determination is made in step ST20, and the process proceeds to step ST21. , discontinue entry of the vehicle unit VU into the main line. For example, if the weather is bad or the railway vehicle 2 is delayed for a long time, the vehicle unit VU is stopped from entering the main line. In this case, the system administrator and the user of the traffic system 1 are notified that the vehicle unit VU has stopped entering the main line.

This is a situation in which entry to the main line is permitted, and if a YES determination is made in step ST20, the process proceeds to step ST22, where the target vehicle unit VU is treated in the same manner as the railroad vehicle 2, and the vehicle unit VU is treated as an A A service schedule for running from the station to C station is drafted. At this time, a train number is given to the vehicle unit VU, and the departure time at A station, the passing time at B station, the arrival time at C station, etc. are set. Then, the vehicle 3 waits on the branch line BL until the system management server 6 transmits a departure instruction according to the planned operation schedule. When the vehicle acceptance operation is completed in this manner, the flow chart of FIG. 6 is ended, and the processing of the main line operation operation shown in FIG. 8 is started.

(Main line operation)
FIG. 8 is a flow chart diagram showing the processing procedure of the main line service operation.

When the vehicle reception operation described using the flowchart of FIG. 6 is completed, the main line operation operation is performed as an operation for running the vehicle unit VU on the railway main line.

First, in step ST31, the system management server 6 transmits a departure instruction to the vehicle unit VU in accordance with the planned operation plan (operation diagram). As a result, in step ST32, the vehicle unit VU starts running according to the above-described rail running program. That is, the vehicle unit VU starts traveling from the branch line BL toward the main line. Specifically, the power from the power source of the vehicle 3 is transmitted to the rear wheels 43 of the rail vehicle 4 via the axle 31a of the rear wheels 31R of the vehicle 3, the drive-side gear 31b, the intermediate gear 43c, and the passive-side gear 43b. This causes the rail traveling vehicle 4 to travel on the rail.

When the vehicle unit VU starts running on the main line, in step ST33, the vehicle unit VU runs on the rail according to the operation plan while communicating with the system management server 6. When the vehicle unit VU runs, the power from the power source of the vehicle 3 is used as the driving force for running, as described above. When the vehicle unit VU decelerates, the rail vehicle 4 is braked using regenerative braking by a regenerative braking device mounted on the vehicle 3 or engine braking by putting the engine in a driven state. Braking is performed by the installed brake device 44 .

In the state where the vehicle unit VU is traveling as described above, in step ST34, it is determined whether or not the system management server 6 and the vehicle unit VU have made different determinations. In other words, it is determined whether or not the vehicle 3 has determined that a situation has occurred in which it is not possible to perform the running motion according to the operation plan received from the system management server 6 .

In this step ST34, if the system management server 6 and the vehicle unit VU make different judgments and a YES judgment is made, the process proceeds to step ST35, and running control is performed in accordance with the higher safety judgment among the two judgments. is done. For example, when the vehicle 3 determines that deceleration is necessary depending on the track conditions, the deceleration control of the vehicle unit VU is performed even if there is no deceleration information in the operation plan.

If the system management server 6 and the vehicle unit VU do not make a different determination in step ST34 and the determination is NO, the process proceeds to step ST36 to determine whether or not an abnormal situation has occurred during travel. The abnormal situation includes, for example, the occurrence of an abnormality on a railroad track, the occurrence of an abnormality in a vehicle unit VU, and the like.

If no abnormal situation has occurred during travel and the determination in step ST36 is NO, the process proceeds to step ST37, in which it is determined whether or not the vehicle unit VU has arrived at the destination (Station C). If the destination has not yet been reached, the process returns to step ST33. On the other hand, when the vehicle unit VU has arrived at the destination and the determination in step ST37 is YES, the flow chart of FIG. 8 is ended, and the vehicle leaving operation shown in FIG. 9 is performed.

If an abnormal situation occurs while the vehicle is running and a NO determination is made in step ST36, the process proceeds to step ST38 to determine whether or not an obstacle (an obstacle caused by an external factor) has occurred in the traveling of the vehicle unit VU. For example, it is determined whether or not the vehicle cannot continue running (operating) due to the reception of protection radio information or the like.

If a trouble occurs in running and the determination in step ST38 is YES, the process proceeds to step ST39, emergency stop treatment is performed to stop the vehicle unit VU, and in this state the vehicle unit waits until an operation instruction is received.

In step ST40, it is determined whether or not the abnormal situation has been resolved. If the abnormal situation has not been resolved yet and the determination in step ST40 is NO, the standby state is maintained. If the abnormal situation is resolved and the determination in step ST40 is YES, the process returns to step ST33.

If there is no obstacle in running and the determination in step ST38 is NO, the process proceeds to step ST41 to determine whether or not an abnormality has occurred in the vehicle unit VU itself. For example, it is determined whether or not a failure of the vehicle 3 or a failure of the rail vehicle 4 has occurred.

If no abnormality has occurred in the vehicle unit VU itself and a NO determination is made in step ST41, the process proceeds to step ST43 to confirm the cause of the abnormality and to take appropriate measures accordingly.

On the other hand, if there is an abnormality in the vehicle unit VU itself and the determination in step ST41 is YES, the process proceeds to step ST42, in which emergency stop measures are taken to stop the vehicle unit VU and safety processing is performed. conduct. In this state, protection radio information is issued from the vehicle unit VU. Then, the vehicle unit VU waits until the operation instruction is received. In this state, the process proceeds to step ST40, and as described above, it is determined whether or not the abnormal situation has been resolved. If the abnormal situation has not been resolved yet and the determination in step ST40 is NO, the standby state is maintained. If the abnormal situation has been resolved and the determination in step ST40 is YES, the process returns to step ST33.

(Vehicle leaving operation)
FIG. 9 is a flow chart showing the processing procedure of the vehicle leaving operation.

When the vehicle unit VU arrives at the destination (C station) in the operation on the main line described with reference to the flowchart of FIG.

First, in step ST51, the vehicle unit VU travels from the main line to the branch line at C station.

When the vehicle unit VU has completed traveling to the branch line, the process moves to step ST52, where communication is performed between the vehicle 3 and the railway management server 5, and the operation of confirming the communication state is performed. The communication here is the same as the communication in step ST14 described above. As a form of communication here, communication may be performed between the vehicle 3 and the railway management server 5 via the system management server 6 .

At step ST53, the train number assigned to the vehicle unit VU at step ST22 is canceled. As a result, the vehicle unit VU is treated as a vehicle different from the railroad vehicle 2 .

Thereafter, the process proceeds to step ST54, communication is performed between the vehicle 3 and the rail vehicle 4, and the operation of confirming the communication state is performed. The communication here is the same as the communication in step ST13 described above. Here, information about the presence or absence of an abnormality in the rail vehicle 4 is also communicated.

Thereafter, the process proceeds to step ST55, and a vehicle detachment operation for unloading the vehicle 3 from the rail vehicle 4 is executed. FIG. 10 is a side view of the rail vehicle 4 and the vehicle 3 for explaining this vehicle separation operation. FIG. 10(a) is a diagram showing a state in which the vehicle unit VU has traveled to the branch line. FIG. 10(b) is a diagram showing the vehicle leaving operation.

As shown in FIG. 10(b), a slope SL extending toward the branch line BL is provided near the branch line BL at C station. The height position of the upper end of the slope SL (the tip of the slope SL) is higher than the upper surface of the chassis 41 when the lifting mechanism of the rail vehicle 4 is in the lowered position.

Then, as shown in FIG. 10(b), with the vehicle unit VU traveling to the branch line, the lifting mechanism operates until the upper surface of the chassis 41 coincides with the height position of the upper end of the slope SL (see FIG. 10 ( In b), the position of the upper surface of the chassis 41 in this state is indicated by a dashed line). In this state, as shown in FIG. 10B, the vehicle 3 travels toward the slope SL and leaves the chassis 41 .

At step ST56, the control program of the application software stored in the control device 33 of the vehicle 3 is returned from the rail running program to the road running program.

In step ST57, self-diagnosis of the vehicle 3 is performed, and it is determined whether or not an abnormality has been detected while traveling on the road.

If no abnormality is detected in the self-diagnosis of the vehicle 3 and NO is determined in step ST57, the vehicle 3 moves to a predetermined parking lot P2 (see FIG. 4) in the automatic driving mode, and the vehicle 3 is parked in the parking lot P2. park. If the parking lot P2 is a rental car store (a store belonging to the vehicle 3) near Station C, the vehicle 3 is forwarded by the vehicle 3 traveling in the automatic driving mode. In this case, when the vehicle 3 has moved to the predetermined parking lot P2, the process proceeds to step ST59, and the user is notified that the forwarding of the vehicle 3 has been completed.

In addition, if this parking lot P2 is a facility attached to Station C and is a parking lot different from the parking lot of the rental car shop, automatic driving Forwarding of the vehicle 3 is completed by running the vehicle 3 in the mode or the manual operation mode.

If an abnormality is detected in the self-diagnosis of the vehicle 3 and a YES determination is made in step ST57, the process proceeds to step ST60, prohibits movement to the parking lot P2 (prohibits driving), and informs the user of the abnormality in the vehicle 3. notifies you of the occurrence of

Each operation from the use start operation to the vehicle leaving operation is executed for each forwarding operation of the vehicle 3 to be forwarded.

- Effects of the embodiment -
As described above, in this embodiment, when the vehicle 3 is moved along the rail, the vehicle unit VU is constructed by placing the vehicle 3 on the rail vehicle 4 . As a result, the vehicle 3 does not need to have a configuration for running on the rail (wheels mounted on the rail, actuators for raising and lowering the wheels, etc.). Therefore, the cost of the vehicle 3 can be reduced.

Further, when the vehicle unit VU runs on the rail, the system management server 6 draws up an operation plan for the vehicle unit VU based on the running information of the railway vehicle 2 or the like running on the rail. The running control of the vehicle unit VU is performed at . Therefore, the vehicle 3 can be moved on both roads and existing rails, and the traffic system 1 that can be used together with the existing railway vehicles 2 can be constructed.

-Modification-
Next, a modified example will be described. In the above-described embodiment, the case where the transportation system 1 is used to forward a rental car has been described as an example. In this modification, a vehicle 3 is used as a means for commuting to work for an office worker, and the transportation system 1 is used to move this vehicle 3 on rails (from the nearest station to the office worker's home to the nearest work place). This is the case where the vehicle 3 is moved on rails to the station).

FIG. 11 is a railway route map for explaining the mode of use of the transportation system 1 in this modified example. 12 is a plan view showing the running state of each vehicle unit VU, VU, . . . in this modified example.

In this modification, the section between A station and C station is defined as a commuting section. and C station. For example, when moving a plurality of vehicles 3, 3, . . . from station A to station C, these vehicles 3, 3, . , the rail vehicles 4 on which the vehicles 3 are mounted are connected to each other. That is, the rail traveling vehicle 4 used in this modified example is provided with coupling devices (not shown) at its front and rear ends, and after the vehicle 3 is placed thereon, the rail traveling vehicle 4 is coupled to each other by the coupling device (Fig. 12).

Then, when the vehicle units VU, VU, . When released, a vehicle detachment operation for unloading the vehicle 3 from the rail vehicle 4 is performed. As a result, the vehicle 3 is ready to travel on the road, and travels toward the workplace by the driver's operation (manual operation mode) or by automatic operation.

According to this modification, the vehicles 3, 3, . Further, while the vehicle unit VU is traveling on the rail, the driver does not need to drive the vehicle 3 even if the vehicle 3 is in the manual operation mode. Therefore, it is possible to reduce the burden on the driver.

In addition, in this modified example, the vehicle 3 is used as a means for commuting for office workers, but it is assumed that the vehicle 3 will not be used during hours other than the commuting hours. Therefore, in addition to the usage pattern in this modified example, the vehicle 3 may be used as a shared car or a rental car during times other than the commuting time.

-Other embodiments-
It should be noted that the present invention is not limited to the above-described embodiments and modifications, and all modifications and applications within the scope of the claims and their equivalents are possible.

For example, in the above-described embodiment and modification, the transportation system 1 in which the railway management server 5 and the system management server 6 are configured as separate server devices has been described. It may be constructed as a transportation system 1 including a cloud server having the function of

Moreover, in the said embodiment and the said modified example, the vehicle 3 was supposed to be switchable between a manual driving mode and an automatic driving mode. The present invention is not limited to this, and the vehicle 3 may have only the automatic driving mode as the driving mode.

Further, in the above-described embodiment and modified example, power is transmitted from the vehicle 3 to the rail vehicle 4 by the drive-side gear 31b, the intermediate gear 43c, and the passive-side gear 43b. The present invention is not limited to this, but the rail vehicle 4 is provided with wheels to which power is transmitted by frictional force between the tires of the vehicle 3 (for example, the rear wheels 31R), and the rotation of the wheels rotates the rail vehicle. 4 may run on rails. Alternatively, the driving side gear 31b of the vehicle 3 may directly mesh with the passive side gear 43b of the rail traveling vehicle 4 without providing the rail traveling vehicle 4 with the intermediate gear 43c. In this case, the rail vehicle 4 is caused to travel forward by rotating the axle 31a of the vehicle 3 in the vehicle backward direction (rotating in the reverse range).

Further, in the above-described embodiment, forwarding of the vehicle 3 may be reserved in advance. That is, the user may set the usage conditions of the transportation system 1 in advance. In this case, in the flowchart of FIG. 5, the processing up to step ST4 is performed in advance, so the operation for starting the use of the transportation system 1 is started from step ST5.

INDUSTRIAL APPLICABILITY The present invention is applicable to transportation systems using vehicles that can move on both roads and rails.

1 Transportation system 2 Railway vehicle (other moving body)
3 Vehicle 35 Traveling control unit 4 Rail traveling vehicle 47 Traveling control unit 6 System management server VU Vehicle unit R Rail

Claims (1)

In transportation systems using vehicles capable of moving on both roads and rails,
A rail traveling vehicle configured to construct a vehicle unit by connecting the vehicles and to be able to travel on the rail;
a travel control unit provided in the vehicle unit for performing travel control of the vehicle unit on the rail;
a system management server that draws up an operation plan for the vehicle unit based on travel information of another mobile body that travels on the rail, and transmits information on the planned operation plan to the travel control unit;
A traffic system, wherein the travel control unit controls travel of the vehicle unit on the rail according to information of the operation plan received from the system management server.

Images