Vehicle control for magnetic track networks

Abstract

To improve the operation efficiency of a line network in public transportation.SOLUTION: A waiting time arrival schedule is displayed by the real time display of an operation position time on a track line and the designation of a getting-on station and a getting-off station by a portable telephone by constructing a magnetic guide line network, and a priority line is set on a traffic network, and intersection congestion is eliminated by the control of an intersection signal matched with the advance of a vehicle on the priority line.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The urban transportation network, including city buses, is realized with magnetic guidance lines, and the vehicle number and passing time of passing vehicles are recorded for all vehicles on the route through magnetic slits. The management center records and keeps track of the operating location and operating time for each route, and route users can calculate and display vehicle waiting times on their mobile devices or computers. [Background technology]

[0002] For all routes that operate on magnetic tracks using magnetic guidance, magnetic slits are installed at key points such as stations, and the time of passage and vehicle number of vehicles passing through these slits are sent out. This information is stored and saved for each route, and the time of day, weather, season, number of passengers, and operation time from the start to the end of each route are recorded. By aggregating and comparing a large amount of data, the average operation time for each section under each condition can be calculated, and priority routes can be set up to eliminate traffic congestion at intersections and other locations. [Prior art documents] [Patent documents]

[0003] Patent application 2023-181742 Summary of the Invention [Problem to be solved by the invention]

[0004] (i) The operating hours of current route buses and other transportation services are unstable depending on road congestion and the number of passengers, so it is necessary to allow for some leeway in their use. (b) In addition, it is common to check the operating timetable at the stop of the route, making it difficult for users with irregular usage schedules to determine whether or not they can use the service for their purpose. (c) In recent years, as the local population has been aging, it has become difficult to operate bus routes, and there have been cases where the discontinuation of routes has become a social issue. (ii) As urban residents age, the number of residents who are being asked to reduce their range of activities is increasing due to the promotion of deoxidization and the surrender of driver's licenses. (e) The lack of development and efficiency of the transportation network is said to be a major obstacle to regional development. [Means for solving the problem]

[0005] Vehicles travel on magnetic guideways buried in the road, their heading controlled by magnetic sensors attached to them. Magnetic slits are installed at key points along the route, and when the vehicle's magnetic sensor signals a disconnection signal, the vehicle's travel location, passing time, and vehicle number are sent to the integrated management center. The integrated management center records and stores the vehicle number, passing time, and passing locations for each vehicle on each route, from the start to the end. Passengers connect to the integrated management center via the Internet and enter their boarding station and destination alighting station on a computer or mobile device. The waiting time at the boarding station is calculated by taking the difference between the time the vehicle passes the magnetic slit on the track behind the approaching vehicle and the current vehicle's running time as the vehicle's running time after passing the magnetic slit. The computer or mobile device then calculates the difference between this time and the standard running time for the section, and displays this time as the vehicle's waiting time on the computer or mobile phone. The ride time to the destination alighting station is then added to this waiting time, read from the data recorded in the integrated management center, and displayed as the arrival time at the alighting station. Furthermore, this waiting time and arrival time display can be displayed even from a home or other location far from the boarding station by inputting the boarding station and disembarking station, which is extremely useful.

[0006] To improve the operational efficiency of the route network, top priority and second priority routes are set within the route, and on top priority routes, vehicles start when the route's green light is at the start of the journey, and when the vehicle reaches the next adjacent intersection, green light synchronized running is set up, whereby intersection signals turn green. On top priority routes, all intersection signals are green light synchronized running. As outbound routes also have the same signal intervals, green light synchronized running is also used, just like inbound routes. On main lines for green light synchronized running, multiple green light synchronized running routes are set up in parallel with the main lines, with a delay of several minutes. Route j: When vehicles are unable to synchronize with the green light during congestion or on routes with public vehicle stops, they will automatically be set to synchronize with the green light on the auxiliary route. On public routes, synchronized green light running is achieved by matching the stop time at the stop and the delay time between the main line and the auxiliary line. On top priority routes, vehicles will maintain this synchronized signal running at all intersections, and secondary priority routes will follow the signals of the top priority route at intersection signals of the top priority route. At other intersections, vehicles will synchronize with the green light in the same way as on the top priority route. Vehicles on normal routes will follow the signals of each priority route at intersections of each priority route. The integrated management center sets the standard operating time for each section by averaging the accumulated actual operating times for each section based on individual data 10 that affect the standard operating time for each section, such as operating time period, weather factors, operating seasonal factors, the number of vehicles in general operation, and events held around the route, and monitors and controls the entire route network. [Effects of the Invention]

[0007] (i) By specifying the boarding station using a mobile phone, etc., you can check the waiting time for the vehicle at the stop at a location away from the boarding station. (b) At the same time, you can check the estimated arrival time at your destination station and the fare for the required distance. (c) The waiting time is calculated from the time when the train passes the station before the boarding station, so that the time error due to the congestion of the line, etc. can be reduced. (2) The actual arrival time at the destination station is calculated by adding the waiting time at the boarding station to the standard operating time to the disembarking station, and there is little error. (ㇹ) On magnetically guided tracks, it is possible to automatically switch between different routes at stations, etc., and while the train is in motion, it is possible to sequentially disconnect connected cars for different destinations, starting from the rear cars, and to travel directly to the destination. (e) When displaying the estimated arrival time at the disembarking station, relevant information such as the opening hours of facilities around the disembarking station and various events can be displayed on the estimated arrival time display screen. (g) By setting priority and priority routes, vehicles will travel significantly faster on important routes. [Brief explanation of the drawings]

[0008] [Figure 1] Magnetic Transportation Network Overview [Figure 2] Integrated Management Center Processing [Figure 3] Synchronized green signal operation on both the up and down lines DETAILED DESCRIPTION OF THE INVENTION

[0009] An overall diagram of the route control system is shown in Figure 1. Vehicle 1 travels on a magnetic guideway buried in the road, with its running direction controlled by a magnetic sensor 2 attached to it. Magnetic slits 3 are installed at key points on the route, and when the signal from vehicle 1's magnetic sensor 2 is cut off, the vehicle's 1 running location, passing time, and vehicle number are sent to integrated management center 5, which records and stores 6 the passing time and passing points along with the vehicle number for each route, for all routes from the start to the destination of vehicle 1. Passengers using the vehicle can specify the boarding and disembarking stations for the route at integrated management center 5 using an internet connection on a PC or mobile device 7. The waiting time at the boarding station is calculated from the time when the vehicle passes through the rear passing magnetic slit 3 of vehicle 1 approaching the boarding station to the present time, and the difference between this running time and the standard running time for the section is calculated by a computer or mobile device 7, and this difference is used as the waiting time for the approaching vehicle 1. Furthermore, the section riding time to the destination disembarking station is read from the recorded data in the integrated management center 5, and the waiting time is added to this waiting time to display the arrival time at the disembarking station. Note that this section running time is the standard section time record read from the large amount of vehicle information records 6 for each section running section collected in the integrated management center 5.

[0010] The operating time for each section is affected by individual section variable factors 10, and the irregularity of red and green signals at intersections, which have a large interrelated influence, is a major factor in congestion. The former section variable factors 10 include many factors such as weather, time of day in the morning and evening, number of passengers, and number of general vehicles operating at the same time, but it is important to acquire and collect many actual measurement data of these route measurements 9, and calculate average data by collecting data for each route to set the standard operating time 10 for each section. The latter is greatly affected by congestion at intersections on the route, such as waiting at traffic lights, so it is important to set priority routes 11 on the route and implement green light synchronized driving 11 for the priority routes as shown in Figure 2. Figure 3 shows the details of green light synchronized driving, where a vehicle starts at the first signal, and at the next intersection 15, the signal turns green to match the arrival time of the vehicle. This is repeated until the vehicle reaches its destination, traveling straight on green light When public vehicles have several stops on a route, multiple lanes with auxiliary green light synchronized running signals similar to those on the main line, with a delay of several minutes, are set up, and vehicles delayed at the stops will automatically switch to the green light synchronized running lane with a delay of several minutes. The same applies to vehicles delayed by congestion. Furthermore, at intersections with green light synchronized running 11 routes, if the next intersection is close, the green light time is extended. For example, if the vehicle speed is 40 km, this processing will result in 11 m of running time per second. On the highest priority route, vehicles will maintain green light speed synchronization at all intersections, on the secondary priority route, they will follow the priority road signals at intersections of the highest priority route, and on the normal route, they will follow the signals of each priority route. At intersections other than the priority road, the normal route will set the speed according to the situation of the route. In order to realize this, it will be important to carry out simulations or practical tests that are tailored to the actual conditions of intersections, etc. Also, the aim is to realize vehicle operation displays8 for the entire route network. [Explanation of symbols]

[0011] 1 Vehicle number 2 Magnetic Sensor 3 Magnetic slit 4. Passing point time detection 5 Integrated Management Center 6 Vehicle information record 7. Computer or mobile device 8 All route vehicle operation display 9 Location and time information 10 Standard travel time for each section 11 Setting priority routes and synchronized green light running 12 Trial Testing and Simulation 13 Display of all route operating times 14 First Signal 15 Green Light 16 Intersection

Claims

1. Vehicles travel on magnetic guideways buried in the road, with their direction controlled by magnetic sensors attached to the vehicles. Magnetic slits are installed at key points on the route, and when the vehicle's magnetic sensor cuts off a signal, the vehicle's travel location, passing time, and vehicle number are sent to the integrated management center, which records and stores the vehicle number, passing time, and passing points of each vehicle on all routes, from the start to the finish point. Passengers using the vehicles connect to the integrated management center via the Internet and enter the boarding station and the destination station on a computer or mobile device. The waiting time at the boarding station is calculated by calculating the difference between the time when the vehicle passes through the magnetic slit on the line behind the approaching vehicle and the running time of the current vehicle as the running time of the vehicle after passing through the magnetic slit, and the difference between this time and the standard running time of the section is calculated by a personal computer or a mobile terminal, and this time is displayed on the personal computer or mobile terminal as the waiting time for the vehicle. Furthermore, the travel time to the destination station is read from the data recorded in the integrated management center and added to this waiting time to display the arrival time at the station.

2. In order to improve the operational efficiency of the route network, top-priority and second-priority routes are set up within the route, and on top-priority routes, vehicles will start when the route's green light is on at the start of the journey, and when the vehicle reaches the next adjacent intersection, green light synchronized driving will be set up so that the intersection signal turns green. On the highest priority route, all intersection signals are synchronized with green lights. Since the outbound route also has the same signal interval, it is synchronized with green lights just like the inbound route. On the main line where green lights are synchronized, multiple green light synchronized routes are set up parallel to the main line, with a delay of several minutes. Route j: When vehicles are unable to synchronize with the green light during congestion or on routes with public bus stops, they will automatically switch to synchronize with the green light on the auxiliary route. On public routes, synchronized running with the green light is achieved by adjusting the stop time at the bus stop and the delay time on the main and auxiliary routes. Vehicles on the highest priority route will maintain this signal synchronization at all intersections, while vehicles on the secondary priority route will follow the signals of the highest priority route at intersection signals of the highest priority route. At other intersections, vehicles will synchronize with the green light just like the highest priority route. Vehicles on the normal route will follow the signals of each priority route at intersections of each priority route.

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