JPH11245820A - High density operation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely perform the high density operation in safety. SOLUTION: A high density operation system for controlling the operation of a plurality of vehicles 3 traveling on a track with high density, comprises the radio markers 21 which are fixed on a track at specific intervals, hold the mounted absolute positions and the limited speed as the data, and wirelessly transmits the data to the vehicles 3, and an operation command computer 35 which monitors whether a distance between the vehicles 3 is more than the shortest safety distance on the basis of the absolute positions received from the vehicles 3 and the real speed, and transmits the travel control command of the vehicles 3 to the vehicles 3 through a data transmitting device 34. The traveling of the vehicles 3 is controlled by checking the travel control command received from the operation command computer 35 and the data received from the radio markers 21, and the data received from the radio markers 21 is transmitted to the operation command computer 35 through the data transmitting device 34.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high-density driving system for controlling a plurality of vehicles traveling on a track in a high-density transportation system.

[0002]

2. Description of the Related Art A so-called new transportation system is used as a means for moving a large amount of passengers in a city, an airport, or the like. Conventionally, a fixed block system has been used to prevent collisions and overruns in this new transportation system. This fixed closing method will be described with reference to FIG.

As shown in FIG. 6, a track 2 connects terminals 1, and a vehicle 3 runs on the track 2. The track 2 is divided into sections each having a length of about 200 m, and only one train 3 can be inserted in each of the divided sections.
Control is provided by providing a section from running at low speed to stopping.
The driving interval time is determined so as to satisfy the condition that only one vehicle 3 can enter this one section.

FIG. 7 shows a specific configuration of an operation system for realizing the fixed blockage system. As shown in FIG. 7, for each section of the track 2, an automatic train operation (hereinafter referred to as ATO) is performed along the track 2.
A device data loop line (ATOLOOP) 71 and an automatic train control (ATP) device / train detection (Train) device loop line (ATP / TD LOOP) 72 are laid.

[0005] This ATO loop line (ATO LOOP)
71 and ATP / TD loop line ATP / TD LOOP)
72 are ATO and A provided in each terminal 1, respectively.
It is connected via a TP / TD control device 73 to a computer 74 of the operation management system of the central driving command center.

On the other hand, each vehicle 3 has an ATO loop line (AT
An on-board ATO device 75 for transmitting and receiving a speed command and the like to and from the O LOOP) 71 and an on-board ATP / TD device 76 for indicating that the vehicle is on a fixed track obstruction are provided. Leaky Coaxial Cable (Leaky Co.)
-axial Cable (hereinafter referred to as LCX-ray) 77 is laid along track 2.

Hereinafter, the operation of the driving system will be described. The operation management system computer 74 transmits an operation speed signal for each vehicle 3 in a section where the vehicle 3 is located via the ATO loop line 71. Vehicle 3
When you enter a certain section while driving, ATP / TD
When the TD device of the device 72 enters the section, the ATP /
The detection is performed by the TD loop line 72, and when leaving the section, it is similarly detected that the TD device has left the section. Then, this detection signal is input to the operation management system computer 74 via the ATO and ATP / TD device 73.

[0008] The operation management system computer 74
Based on the signal detected by the TP / TD loop line 72, an operation speed signal that satisfies the condition is transmitted to the ATO loop line so as to control each vehicle 3 to enter only one formation in one section. The data is output to the ATO device 75 via the ATO 71. In addition, the operation management system computer 74 gives a departure instruction to advance the vehicle 3 in accordance with the operation monitoring such as the speed command and the stop of the above-mentioned closing system and the schedule.

As described above, the operation system using the fixed block system has an advantage of being excellent in safety because only one train can enter in one section, but has the following problems. First, it takes time to confirm the safety of the section, and the operation interval time cannot be reduced to 90 seconds or less. This limits transport capacity and creates waiting times for passengers. Secondly, equipment costs are high because each loop line 71, 72 and its wiring work (including pits and the like) are required for the track length. Third, maintenance costs for maintaining the system are high.

As an operating system that solves the problem of the fixed closing system, an operating system using a moving closing system has been considered. This system is a system in which the inter-vehicle distance of the vehicle 3 traveling forward and backward is constantly monitored, and the distance is controlled so as not to be shorter than a predetermined distance corresponding to the speed. Here, the predetermined distance according to the speed refers to a distance obtained by adding the safety margin distance to the emergency braking distance (hereinafter, the safety margin distance is referred to as α).

Unlike the fixed closing method, the moving closing method has the following advantages in that the closing position moves without being fixed. First, since the inter-vehicle distance only needs to be maintained at a distance interval of only the emergency braking distance + α, the driving interval time is set to 15 to
It can be performed in a short time of 5 seconds, and high-density operation is possible. Therefore, the passenger can ride without waiting. Secondly, since it is not necessary to lay the entire loop line as in the fixed blockage system, the construction cost and equipment cost for the laying are low. Third, maintenance costs are low.

However, this method has the following problems. That is, the inter-vehicle distance is reduced as compared with the fixed blockage, so that the safety is slightly inferior. For this reason, they are not often used in transportation systems that require high safety,
The number of passengers in cities and airports is increasing,
There is a need for a transportation system that can safely and reliably operate at high density and that has low construction costs.

[0013]

As described above,
In the traffic system using the conventional fixed block system, it takes time to confirm the safety of the section, and the operation interval time cannot be shortened, so that the transportation capacity is low and the facility cost of the loop line is high. In order to solve the problem in the case of using the fixed closing method, it is conceivable to use a moving closing method which can make the operation interval time relatively short and does not require equipment cost, but is inferior in safety.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide a high-density operation system capable of safely and reliably operating at a high density.

[0015]

SUMMARY OF THE INVENTION A high-density driving system according to the present invention is a high-density driving system for controlling the operation of a plurality of vehicles traveling on a track at high density. Arranged, holding the arranged absolute position and the speed limit at the absolute position as data,
A wireless marker that transmits the data to the vehicle, and monitors whether the distance between the vehicles is greater than or equal to a minimum safe distance based on the absolute position and the actual speed of the vehicle received from the vehicle via a data transmission device. An operation management device for transmitting a travel control command of the vehicle to each of the vehicles via the data transmission device, wherein the vehicle has a travel control command received from the operation management device and a restriction received from the wireless marker. While controlling the travel while checking the speed data,
Data received from the wireless marker is transmitted to the operation management device via the data transmission device.

Preferred embodiments of the present invention will be described below. (1) An inter-vehicle sensing device that emits a distance measuring laser for measuring a distance to a preceding vehicle and receives reflected laser light reflected from the preceding vehicle is provided at a front portion of the vehicle. A reflector that reflects laser light emitted from a vehicle behind the vehicle, and a light source device that emits laser light including operation information of the vehicle toward an inter-vehicle sensing device. (2) The wireless marker is a non-powered type and operates by an induced current supplied from outside. (3) The vehicle is provided with a data communication device and an ATO device and an ATC device connected to the data communication device. The data communication device manages data such as a travel control command and the actual speed of the vehicle. The ATO device controls the traveling of the vehicle based on the speed limit from the wireless marker and the traveling control command from the operation management device. Is for receiving data from the wireless marker.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 1 is a diagram showing the overall configuration of a traffic system to which a high-density driving system according to a first embodiment of the present invention is applied. As shown in FIG. 1, station terminal 1
A plurality of vehicles 3 are lined up with an emergency braking distance + α on the track 2 between them with a minimum driving interval time.

FIG. 2 is a top view of the entire structure of the transportation system shown in FIG. As shown in FIG. 2, the terminal 1 is composed of three terminals, and is arranged in a line with 1a, 1b, 1c from the left, and the terminal 1b is connected to the terminals 1a, 1c.
It becomes an intermediate station. A loop-shaped track 2 is provided so as to surround the terminals 1a to 1c. A plurality of vehicles 3 run in a loop on the track 2 in the direction of the arrow, and the track 2 is adjacent to the terminals 1a to 1c. A plurality of wireless markers 21 are provided on the track 2 at predetermined intervals. Also, a loop-shaped orbit 2
The communication (transmission / reception) LCX lines 22 and 22 ′ are respectively provided on the outer side surfaces of the X-ray transmission line for exclusive use for up and down.

FIG. 3 is a diagram showing a detailed configuration of the high-density operation system according to the present embodiment. A vehicle data communication device 31 that communicates with the LCX rays 22 is provided in each vehicle 3. Similarly, an ATO device 32 for controlling the speed and braking of the vehicle 3 and an ATC (Automatic Train Control) device 33 capable of transmitting and receiving to and from the wireless marker 21.
Is provided in the vehicle 3 and is connected to the vehicle data communication device 31. Although not shown, the vehicle 3 is provided with a power supply device for supplying power to the wireless marker 21.

On the ground, an operation command computer 35 for transmitting a cruise control command to each vehicle 3 is provided, and transmits the cruise control command to the vehicle 3 via the ground data transmission device 34 and the LCX line 22.

Radio marker 21 installed on track 2
Can write and call route information such as the absolute position of the installation location, speed limit, and going up and down. Wireless marker 2
Since 1 is a single unit, it can be freely installed at any position. Therefore, when fine control is desired, it can be placed densely, and when rough control is sufficient, it can be placed coarsely.

FIG. 4 is a cross-sectional view showing the detailed configuration of the wireless marker 21. The wireless marker 21 is installed on the ground 41. The wireless marker 21 is a battery-less non-powered type, and an induction magnetic field feeding coil 42 that generates electricity without a power supply when an induction current is supplied from the outside is a power supply. A printed circuit board 43 is provided on the induction magnetic field feeding coil 42, and holds data such as an absolute position where the wireless marker 21 is installed, a speed limit at the position, and the like. The speed limit refers to the maximum allowable speed at the position where the orbit is determined, for example, based on the shape of the trajectory 2 such as the degree of curvature (curvature) and the gradient of up and down, and also includes stop.

Further, an antenna 44 is provided on the printed circuit board 43. The antenna 44 transmits the data held on the printed circuit board 43 toward the vehicle 3.
The wireless marker 21 is installed on the ground 41 by being buried and hardened with a resin, or attached on a road surface with an adhesive resin.

The operation of the high-density operation system according to the embodiment will be described. The vehicle 3 traveling on the track 2
A radio wave is emitted to the wireless marker 21 provided in the. The wireless marker 21 receives this radio wave, generates electricity in an induction magnetic field feeding coil 42 provided in the wireless marker 21, and transmits data such as an absolute position and a speed limit held on a printed circuit board 43 to the vehicle 3 through an antenna 44. I do.

The ATC device 33 provided in the vehicle 3 receives data including the absolute position and the speed limit from the radio marker 21 and outputs the data to the ATO device 32. ATO device 32
Controls the traveling of the vehicle 3 while checking the speed limit from the wireless marker 21 and the driving command speed from the operation command computer 35.

As described above, the radio marker 21 notifies the absolute position, and when the operation command computer 35 gives an instruction such as an error, a time delay, or a transmission error, the vehicle 3 restricts the vehicle 3 in a linear manner. A safety system is ensured by forming a dual system of vehicle speed control so as not to exceed the speed.

The ATC device 33 includes the terrestrial data transmission device 3
4 to the operation command computer 35 via the wireless marker 21.
And the actual speed of the vehicle 3 received from the vehicle.
The vehicle data communication device 31 wirelessly transmits the data of the absolute position and the actual speed to the ground data transmission device 34 via the LCX line 22. The ground data transmission device 34 transmits the received data to the operation command computer 35.

The operation command computer 35 calculates the inter-vehicle distance between the vehicles 3 based on the received absolute positions of the vehicles 3. Then, it is determined whether or not the current inter-vehicle distance is a safe distance between the moving blockages based on the speeds of the two vehicles 3, and a traveling control command such as maintaining, decelerating, and stopping the speed of each vehicle 3 is transmitted to the ground data transmission device. 34, and communicate to the vehicle data communication device 31 in the vehicle 3 via the LCX line 22.

Next, the operation of the present system when the vehicle 3 departs will be described. The two vehicles 3 are made to stand by at the terminal 1a. The first vehicle 3 is the starting vehicle and the second vehicle 3 is the next vehicle. The operation command computer 35 starts the first vehicle based on the departure time schedule. The first vehicle 3 runs at a commanded speed. During this traveling, not only the traveling control command from the operation command computer 35 but also the absolute traveling speed information received from the wireless marker 21 and the actual traveling speed is checked by the on-board ATO device 32 with the speed limit from the wireless marker 21. While traveling.

Next, the required intervals of each vehicle 3 will be described. For example, the command speed from the operation command computer 35 is 50 km / h, and the deceleration of the vehicle 3 is 4.5 km / hour /
Seconds, the braking time is 11.1 seconds (= 50/4.
5), the required braking distance is 77m. Here, the braking distance can be calculated by (initial velocity) ^2/2 / deceleration.

Assuming that the signal delay time is 2 seconds at this braking distance, the idling distance 28 m (50 × 100
0/3600 × 2) and the safety distance of 10 m, the required distance becomes 115 m. That is, 115
m, the second vehicle 3 can depart at an interval of about 15 seconds as a driving interval time. The operation interval time is calculated as follows.

11.1 seconds (braking time) +2 seconds (signal delay time) +2 seconds (idle running time) = approximately 15 seconds On the other hand, a vehicle with a fixed blockage of the related art has about 1 second.
With 2 trains and 76 passengers / car, the convenience of signal confirmation is as short as 100 seconds.
00 people / hour / 1 direction. The transport capacity is calculated as follows.

76 (persons / car) × 2 (cars) × 3600 (sec / hour) / 100 (sec) = 5472 (person / hour) For example, consider using this system at an airport. At the airport, when airplanes arrive at the same time, the flow rate is 10,000 people / hour instantaneously (for example, for 10 minutes), and the transportation capacity is insufficient with the conventional fixed block type driving system.

To solve this problem, an interval of 100 seconds is set to 50
Seconds are sufficient. In the high-density operation system according to the present embodiment, the operation interval time can be reduced to 15 seconds, so that the transportation capacity can be greatly increased. The same effect can be obtained when the vehicle 3 is not a train but is a single vehicle such as a bus.

When passengers are concentrated in only one direction, the vehicle departure interval can be reduced to a minimum of 15 seconds, so that the number of vehicles can be increased without proportionally increasing the number of vehicles.

As described above, the high-density operation system according to the present embodiment has a dual safety system by monitoring the speed limit from the wireless marker 21 and the shortest safe distance from the operation command computer 35. The same safety as the closing method can be secured. That is, even if the operation command computer 35 for monitoring the shortest safe distance breaks down, it is safe.

Also, unlike the fixed blockage system, traveling is possible by ensuring the shortest safe distance, so that high-density operation is possible. Therefore, the number of transport personnel can be increased, and the number of vehicles can be halved with the same number of transport personnel.

Further, since the wireless marker is an inexpensive unit and has no wiring, it can be buried partially on the ground or attached with an adhesive, so that it can be freely installed. Therefore, the speed can be set freely in accordance with the orbital alignment, and installation according to the shortest safe distance between the vehicles is also possible. Also, there is no need for wiring work and no pits for infrastructure. Further, once installed, additional installation can be easily performed, and the system can be easily changed. In addition, LCX rays 22
Since it is used for communication and operation, equipment construction costs are low and maintenance costs are low.

(Second Embodiment) FIG. 5 is a diagram showing a specific configuration of a vehicle 3 applied to a high-density driving system according to a second embodiment of the present invention. FIG. 5 shows a case where a rear vehicle 51 and a front vehicle 52 travel back and forth on a track (not shown). Note that other parts other than the vehicle, such as the wireless marker 21, are common to the first embodiment, and thus description thereof is omitted, and common parts are denoted by the same reference numerals. Further, as described below, vehicles 51 and 52 include, for example, JP-A-08-24819.
5, an inter-vehicle distance measuring device and an inter-vehicle communication device as disclosed in JP-A-08-244468.

The rear vehicle 51 has a distance measuring laser beam 53a.
And an inter-vehicle sensing device 54 that receives the distance measuring laser beam 53b reflected from the preceding vehicle 52 is provided. This inter-vehicle sensing device 54 includes a sensor head 54a provided with a mechanism for emitting a distance measuring laser beam 53a and receiving a distance measuring laser beam 53b,
4a for controlling the sensor head 4a, a cable 5 for connecting the sensor head 54a and the controller 54b.
4c, and these constitute an inter-vehicle distance measuring mechanism.
Although not shown, the sensor head 54a is provided with a tracking unit such as a laser radar for checking the position of the vehicle 52 ahead. The inter-vehicle sensing device 54 is connected to the ATO device 32 via the controller 54b, and transmits data from the preceding vehicle 52 to the ATO device 32.

The front vehicle 52 has a light source device 5 for transmitting speed information such as powering and braking to the rear vehicle 51 by optical communication.
There are five. The light source device 55 emits data transmission light 56 including data such as speed information toward the rear vehicle 51.
In addition, a reflector 57 that reflects the distance measuring laser beam 53a from the rear vehicle 51 is provided. By these,
It forms an inter-vehicle communication mechanism.

The rear vehicle 51 receives the data transmission light 56 emitted from the light source device 55 by the inter-vehicle sensing device 54, converts it into an electric signal, and outputs it to the ATO device 32.
The ATO device 32 checks the travel control command from the operation command computer 35 and the information by optical communication, and controls the speed of the vehicles 51 and 52 by giving higher priority to the more dangerous information.

As described above, by providing the following vehicle 51 with the inter-vehicle sensing device 54, the inter-vehicle distance between the front vehicle 52 and the rear vehicle 51 can be measured. Further, by providing the front vehicle 52 with the light source device 55, it is possible to immediately send operation information to the rear vehicle 51, such as whether the front vehicle 52 is at a constant speed, deceleration, or stopped.

By using the inter-vehicle communication device described above together with the high-density driving system shown in the first embodiment,
The distance is measured by the vehicle-to-vehicle communication and the wireless marker 21
It is a dual system with the measurement based on the absolute position from, which further ensures the safety of driving. In addition, since the operations such as constant speed, deceleration, and stop of the front vehicle 52 can be directly transmitted to the rear vehicle 51 by optical communication, the rear vehicle 51 can receive the operation information without time delay, and the running distance becomes short. Therefore, even when the operation command computer 35 causes a command delay, an error, a transmission error, or the like, a highly reliable backup can be performed.

In this embodiment, the case where both the inter-vehicle distance measuring device and the inter-vehicle communication device are provided is shown, but either one may be provided. Further, the front vehicle 52 may be provided with a light emitting device that emits a laser beam for notifying the traveling position to the rear vehicle 51.

[0046]

As described above, according to the present invention, the operation control device can know the absolute position and the speed limit held by the wireless marker via the vehicle and the data transmission device, and can also know the actual speed of the vehicle. Can be known from the vehicle via the data transmission device. The operation management device transmits a travel control command for maintaining the minimum safe distance to the vehicle based on the absolute position information and the actual speed information of the vehicle and maintaining the speed, accelerating, and the like to each vehicle. Therefore, the vehicle can be operated so that the inter-vehicle distance is the shortest distance, so that high-density operation with short time intervals is possible. In addition, since the vehicle operates based on the speed limit from the wireless marker and the shortest safe distance from the operation management device, safe and reliable traveling is possible.

[Brief description of the drawings]

FIG. 1 is a diagram for explaining a high-density operation system according to a first embodiment of the present invention.

FIG. 2 is a diagram for explaining a high-density operation system in the embodiment.

FIG. 3 is a diagram showing a detailed configuration of a high-density operation system in the embodiment.

FIG. 4 is an exemplary cross-sectional view illustrating a detailed configuration of the wireless marker according to the embodiment;

FIG. 5 is a diagram for explaining a high-density operation system according to a second embodiment of the present invention.

FIG. 6 is a diagram for explaining an operation system using a conventional fixed closing method.

FIG. 7 is a diagram showing an entire configuration of an operation system using a conventional fixed closing system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Terminal 2 Track 3 Vehicle 21 Radio marker 22, 22 'LCX-ray 31 Vehicle data communication device 32 ATO device 33 ATC device 34 Ground data transmission device 35 Operation command computer 41 Ground 42 Induction magnetic field feeding coil 43 Printed circuit board 44 Antenna 51 Rear vehicle 52 Front Vehicle 53a, 53b Laser Light for Distance Measurement 54 Inter-Vehicle Sensing Device 55 Light Source Device 56 Data Transmission Light 57 Reflector

Claims (2)

[Claims] 1. A high-density driving system for controlling the driving of a plurality of vehicles traveling on a track at a high density, wherein said high-density driving system is fixedly arranged at predetermined intervals on said track, and A wireless marker that holds the speed limit as data and transmits the data to the vehicle; and a shortest safe distance between the vehicles based on the absolute position and the actual speed of the vehicle received from the vehicle via a data transmission device. An operation management device that monitors whether the above is the case and transmits a travel control command of the vehicle to each of the vehicles via the data transmission device, wherein the vehicle has a travel control command received from the operation management device. And while controlling the travel while checking the speed limit data received from the wireless marker, the data received from the wireless marker through the data transmission device A high-density operation system for transmitting to an operation management device. 2. An inter-vehicle sensing device for emitting a distance measuring laser for measuring a distance to a preceding vehicle and receiving a reflected laser beam reflected from the preceding vehicle is provided at a front portion of the vehicle; At a rear portion of the vehicle, a reflector that reflects laser light emitted from a rear vehicle and a light source device that emits laser light including operation information of the vehicle toward the inter-vehicle sensing device are provided. Claim 1
The high-density operation system according to 1.