JP7610445B2 - Suspended monorail vehicle and suspended monorail transportation system - Google Patents

Description

The present invention relates to a suspended monorail vehicle, a suspended monorail transportation system, a traffic management server, and a traffic management method.

Patent Document 1 discloses a suspended monorail. In a monorail, the track girder on which the train cars run is placed in the air. Therefore, there only needs to be an area on the ground to install the supports that support the track girder, and there are few location restrictions.

JP 2005-82136 A

However, because the track girders are placed in the air, elevated station buildings must be constructed at the points where users board and disembark. This forces users to make inconvenient journeys with many ups and downs to get on and off the train, and the cost and space required to build the station buildings are high. Furthermore, because monorails basically stop at every station, it takes a long time to reach the destination and congestion can occur. Furthermore, because monorails operate according to a timetable, users may have to wait long periods of time.

A suspended monorail vehicle according to one aspect of the present invention is a suspended monorail vehicle suspended from a track girder disposed in the air above the ground, and includes a bogie capable of running on the track girder, a car body having a passenger compartment, a connection device that connects the car body to the bogie so that the car body is suspended from the bogie, the connection device allowing the car body to descend from the track girder towards the ground and away from the bogie, and the car body to ascend from the ground towards the track girder and towards the bogie, and a drive device that drives the connection device to raise the car body from the ground towards the track girder.

With this configuration, the vehicle can travel in the air with the car body close to the track girder, while the car body descends from the track girder to the ground, allowing users to board and disembark from the car body at ground level, eliminating the need for elevated station buildings. This allows users to travel smoothly with fewer ups and downs, and significantly reduces the cost and space required for station buildings.

A suspended monorail transportation system according to one aspect of the present invention includes a track girder supported by columns and disposed in the air above the ground, a number of vehicles suspended from the lower part of the track girder and capable of running on the track girder, and a station provided on the ground where users can board and disembark from the vehicles. The vehicles include a bogie capable of running on the track girder, a car body having a passenger compartment, and a connection device that connects the bogie and the car body, and allows the car body to descend from the track girder toward the station so that the car body is suspended from the bogie, and allows the car body to ascend from the station toward the track girder.

With this configuration, the vehicle can travel in the air with the car body close to the track girder, while the car body descends from the track girder to the ground, allowing users to board and disembark from the car body at ground level, eliminating the need for elevated station buildings. This allows users to travel smoothly with fewer ups and downs, and significantly reduces the cost and space required for station buildings.

The traffic management server according to one aspect of the present invention is a traffic management server used in the suspended monorail transportation system, and includes a memory that stores a traffic management program that manages the operation of the plurality of vehicles, and a processor that performs arithmetic processing according to the traffic management program. The processor is configured to execute the following based on the traffic management program: receive position information of the plurality of vehicles; receive a boarding request signal including a boarding point from an information processing terminal operated by a user; determine a target vehicle to be moved from among the plurality of vehicles to the boarding point of the boarding request signal based on the position information of the plurality of vehicles; and transmit a dispatch signal to move the determined target vehicle to the boarding point. The processor may further be configured to execute the following based on the traffic management program: receive a disembarking request signal including a disembarking point; and transmit a driving signal to move the target vehicle to the disembarking point.

According to the above configuration, the vehicle heads to the boarding point in response to the user's request, which improves user convenience compared to monorails that operate according to a timetable.

A method of managing operations of a suspended monorail transportation system according to one aspect of the present invention includes receiving position information of the plurality of vehicles, receiving a boarding request signal including a boarding point corresponding to one of the plurality of sub-tracks, receiving an alighting request signal including a disembarking point corresponding to one of the plurality of sub-tracks, determining a target vehicle to be moved from the plurality of vehicles to the boarding point of the boarding request signal based on the position information of the plurality of vehicles, moving the target vehicle forward and from the main track to a boarding sub-track corresponding to the boarding point among the plurality of sub-tracks, stopping the target vehicle on the boarding sub-track, and stopping the target vehicle. The method includes descending the vehicle body of the target vehicle to the ground, raising the vehicle body from the ground after the user boards the vehicle body from the ground after the descent is completed, moving the target vehicle whose body has been raised forward and moving it from the boarding sub-track to the main track, moving the target vehicle forward and moving it from the main track to a disembarking sub-track corresponding to the disembarking point among the multiple sub-tracks, stopping the target vehicle on the disembarking sub-track, and raising the vehicle body from the ground after the user disembarks from the vehicle body whose descent is completed to the ground, and moving the target vehicle whose body has been raised forward and moving it from the disembarking sub-track to the main track.

This method can significantly reduce the cost and space required for station buildings, while improving convenience for users.

According to one aspect of the present invention, users can move smoothly with fewer ups and downs, and the cost and space required for station buildings can be significantly reduced.

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

The following describes the embodiment with reference to the drawings.

Figure 1 (A) is a plan view of a track girder of a suspended monorail transport system 1 according to an embodiment. As shown in Figure 1 (A), the suspended monorail transport system 1 includes a track girder 2 disposed in the air above the ground, a support column 7 (see Figure 6) that protrudes above the ground and supports the track girder 2 from below, and a number of vehicles 3 that travel one-way on the track girder 2 while suspended from the track girder 2.

The track girder 2 has a main track 10 and multiple sub-tracks 11. The main track 10 has a closed loop shape to allow the vehicles 3 to travel in a circular manner. Each of the sub-tracks 11 branches off from the main track 10 so as to be parallel to a part of the main track 10 and merges with the main track 10. The sub-tracks 11 are arranged in the air, each corresponding to a multiple station X on the ground.

A remotely operable entrance turnout 12 is provided at the point upstream of the sub-track 11 where the sub-track 11 branches off from the main track 10 (i.e., the entrance of the sub-track). The entrance turnout 12 is configured to be switchable between a first position in which the main track 10 is configured not to be connected to the sub-track 11, and a second position in which the vehicle 3 is allowed to enter the sub-track 11 from the main track 10.

A remotely operable exit diverter 13 is provided downstream of the sub-track 11 at the point where the sub-track 11 joins the main track 10 (i.e., the exit of the sub-track). The exit diverter 13 is configured to be switchable between a first position in which the main track 10 is configured not to be connected to the sub-track 11, and a second position in which the vehicle 3 is allowed to enter the main track 10 from the sub-track 11.

When a user gets on or off vehicle 3 at station X, vehicle 3 enters secondary track 11 from main track 10 and stops there, allowing the following vehicle 3 to pass the stopped vehicle 3 by traveling on main track 10. This allows for quick arrival at the destination and reduces congestion.

Figure 1 (B) is a plan view of a terminal station T of the system 1 of Figure 1 (A). The track girder 2 is provided with a terminal station T for storing multiple vehicles 3 on a portion of the closed-loop main track 10. Note that the terminal station may be provided at a dead end branching off from the closed loop instead of being part of the closed loop.

Terminal station T has a stationary track 10a that is part of the main track 10, and multiple sub-tracks 11A-C. The multiple sub-tracks 11A-C include a basic sub-track 11A that branches off from the main track 10 and merges with the main track 10 so as to be parallel to the stationary track 10a, and additional sub-tracks 11B-C that branch off from the main track 10 and merge with the main track 10 so as to be parallel to the basic sub-track 11A. Switches are provided at the branching and merging points of the sub-tracks 11A-11C.

At the terminal station T, the stationary track 10a of the main track 10 and multiple sub-tracks 11A-C are parallel, so that users can simultaneously board and disembark multiple vehicles 3 that have entered the stationary track 10a and the sub-tracks 11A-C, thereby alleviating congestion. In addition, by allocating vehicles 3 to each track 10a, 11A-C according to their destination, it is possible to improve the convenience of users when sharing a ride. Note that the sub-track 11 at an intermediate point other than the terminal station T may be configured to have a basic sub-track and an additional sub-track.

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

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

The main motor 33 is supported by the bogie frame 30. The main motor 33 may be powered by a battery installed in the vehicle 3, or may be powered by electricity obtained from a power supply line (e.g., an overhead line, a power supply rail, etc.) installed on the track girder 2. The main motor 33 is a motor generator that can function as both an electric motor and a generator. The main motor 33 can drive the wheels 32 and can also drive the drum 34 of the connection device 22 described below.

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

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

The connection device 22 connects the car body 21 to the bogie 20 so that the car body 21 is suspended from the bogie 20. The connection device 22 allows the car body 21 to descend from the bogie 20 toward the ground and to ascend from the ground toward the bogie 20. Specifically, the connection device 22 has a drum 34 and a wire 35. The drum 34 is supported rotatably on the bogie frame 30.

The wire 35 is wound around the drum 34, and its tip is connected to the car body 21. That is, the car body 21 is suspended from the bogie 20 by the wire 35. The connection device 22 allows the car body 21 to be raised and lowered relative to the bogie 20 by rotating the drum 34. This allows the car body 21 to be raised and lowered greatly relative to the bogie 20 while still making the connection device 22 compact.

The main motor 33 is capable of driving the drum 34 of the connection device 22 by switching the power transmission path with the power switching device 36. In other words, the main motor 33 serves both as a traction motor that rotates the wheels 32 and as a lift motor that rotates the drum 34 to lift the vehicle body 21.

The linkage 23 connects the car body 21 to the bogie 20 so that the car body 21 can be displaced relative to the bogie 20 in the up-down direction. Specifically, the linkage 23 has a first arm 51 and a second arm 52. The upper end of the first arm 51 is connected to the bogie frame 30 so as to be rotatable about the left-right axis. The lower end of the second arm 52 is connected to the cabin body 37 so as to be rotatable about the left-right axis. The lower end of the first arm 51 and the upper end of the second arm 52 are connected to each other so as to be rotatable about the left-right axis.

The linkage 23 can be folded in the vertical direction, allowing the body 21 to move up and down relative to the bogie 20. Even if the body 21 is suspended from the bogie 20 by the wires 35, the rigid linkage 23 reduces the swaying of the body 21.

Figure 3 is a side view of the vehicle 3 in Figure 2 in the vehicle body locked state. As shown in Figure 3, when the drum 34 rotates and the wire 35 is wound up, the vehicle body 21 rises vertically. Then, with the vehicle body 21 close to the bogie 20, the locked body 40 of the vehicle body 21 is inserted into the locking device 24 of the bogie 20 from below, and the locking device 24 locks the locked body 40. This allows the vehicle 3 to travel stably with the vehicle body 21 locked to the bogie 20, and the locking device 24 can be unlocked to allow the vehicle body 21 to descend away from the bogie 20.

As described above, the vehicle 3 can travel in the air with the car body 21 close to the bogie 20 (see FIG. 3), while the car body 21 descends from the bogie 20 toward the ground, allowing users to board and disembark from the car body 21 on the ground (see FIG. 2). This eliminates the need to provide an elevated station building for users to board and disembark. This allows users to travel smoothly with fewer ups and downs, and also significantly reduces the cost and space required for station buildings.

Figure 4 is a partially cross-sectional plan view of the power switching device 36 of the vehicle 3 in Figure 2. As shown in Figure 4, the power switching device 36 is configured to be switchable between a first state in which the main motor 33 transmits power to the wheels 32 and a second state in which the main motor 33 transmits power to the drum 34. The switching mechanism of the power switching device 36 can take various forms. For example, the power switching device 36 includes a planetary gear mechanism 41.

The planetary gear mechanism 41 has a sun gear 42, planetary gears 43, an internal gear 44, and a planetary carrier 45. The sun gear 42 is driven to rotate by the drive shaft 33a of the main motor 33. The rotation of the internal gear 44 is transmitted to the axle 32a of the wheels 32 via a first power transmission mechanism 46. The rotation of the planetary carrier 45 is transmitted to the drum 34 via a second power transmission mechanism 47. The axle 32a and the drum 34 are arranged concentrically, and the axle 32a passes through the drum 34 so as to be freely rotatable relative to one another.

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

The rotation of the planetary carrier 45 can be stopped by the planetary carrier stopping device 48. The rotation of the internal gear 44 can be stopped by the internal gear stopping device 49. The planetary carrier stopping device 48 and the internal gear stopping device 49 can each take various forms, but for example, they can be configured to stop the rotation by pressing the brake shoes with a power switching actuator (not shown), or to stop the rotation by engaging a dog clutch with a power switching actuator (not shown).

When the vehicle 3 is traveling, the planetary carrier stopping device 48 forcibly stops the planetary carrier 45, and the driving force of the main motor 33 is transmitted to the wheels 32 via the internal gear 44 and the first power transmission mechanism 46 (first state). When the vehicle body 21 is rising, the internal gear stopping device 49 forcibly stops the internal gear 44, and the driving force of the main motor 33 is transmitted to the drum 34 via the planetary carrier 45 and the second power transmission mechanism 47 (second state). With this power switching device 36, the main motor 33 serves both as the vehicle traveling drive source and the vehicle body lift drive source, allowing the vehicle 3 to be made compact.

Figure 5 (A) is a vertical cross-sectional view of the locking device 24 of the vehicle 3 of Figure 2 in an unlocked state. Figure 5 (B) is a vertical cross-sectional view of the locking device 24 of Figure 5 (A) in a locked state. As shown in Figures 5 (A) and (B), the locking device 24 is configured to releasably lock the locked body 40 of the vehicle 3 (see Figure 2). The locked body 40 has a shaft portion 40b that protrudes upward from the cabin body 37 (see Figure 2) and a latched portion 40a provided on the upper end side of the shaft portion 40b.

The wire 35 passes through the locked body 40 so that it can move relative to the locking device 24 in the vertical direction. The wire 35 also passes through the locking device 24 so that it can move relative to the locking device in the vertical direction. This makes it easier for the locked body 40 to be guided by the wire 35 to be aligned horizontally with respect to the locking device 24, while also saving space.

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

The base 53 protrudes downward from the carriage frame 30. The hooks 54 are pivotally supported on the base 53 so that they can swing freely. The hooks 54 (for example, four) are arranged at equal intervals around the wire 35. The hooks 54 have a force point portion 54b located on one side (upper and inner side) of the swing fulcrum, and a locking portion 54a located on the other side (lower and outer side) of the swing fulcrum. The locking portion 54a has a shape that allows it to be locked to the locked portion 40a of the locked body 40. The force point portion 54b is arranged so as to face the upper end surface of the locked body 40 in the vertical direction.

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

The retainer release tool 58 is configured to be able to push the retainer 56 upward against the retainer biasing spring 57 by an unlocking actuator (not shown). For example, the unlocking actuator may be configured to drive a link 60 connected to the retainer release tool 58 to raise the retainer release tool 58. The retainer release tool 58 is biased downward by a release tool biasing spring 59. The retainer release tool 58 is positioned so that when it descends, it pushes the engaging portion 54a of the unlocked hook 54 downward to guide it to the locked position.

When the car body 21 rises from the ground and approaches the bogie 20, the upper end surface of the locked body 40 pushes up the force point 54b of the hook 54. This pushes the retainer 56 upward, and the hook 54 swings so that the locking portion 54a moves toward the locked position. When the locking portion 54a finally locks with the locked portion 40a of the locked body 40, the gap between the force point portions 54b of the hooks 54 becomes larger than the lower end of the retainer 56.

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

To unlock the locking device 24, the lock release actuator raises the retainer release tool 58, which then lifts the retainer 56. When the lower end of the retainer 56 is retracted above the force point 54b of the hook 54, the force point 54b of the hook 54 is no longer restrained by the retainer 56. This causes the hook 54 to swing due to the hook biasing spring 55, releasing the engagement of the engaging part 54a with the engaged part 40a, and the hook 54 enters an unlocked state (FIG. 5(A)).

The configuration of the locking device 24 is not limited to this, and various known locking mechanisms may be used. In addition, although the wire 35 is configured to pass vertically through the locking device 24 and the locked body 40, the locking device 24 and the wire 35 may be disposed in separate positions.

Figure 6 is a perspective view of the station device 4 and its vicinity provided at station X in the system 1 of Figure 1. As shown in Figure 6, station X (boarding and disembarking area) directly below the sub-track 11 is provided, for example, at the side of road R on which cars travel. Station device 4 is installed at station X. Station device 4 includes a barrier 71, a door 72, a reader 73, a display 74, an input operation device 75, an entry detection sensor 76, etc.

The barrier 71 is installed at the station X on the ground so as to surround from the sides the vehicle body 21 that has been lowered from the trolley 20 to the ground. A transparent plate is used for part of the barrier 71. The barrier 71 has a user entrance/exit 71a and a vehicle body entrance/exit 71b. The user entrance/exit 71a opens to the side (sidewalk), and users can enter and exit the barrier 71 through the user entrance/exit 71a. The vehicle body entrance/exit 71b opens upward, and the vehicle body 21 can enter and exit the barrier 71 through the vehicle body entrance/exit 71b. This prevents unintended people or objects from entering the station X.

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

The reader 73, the display 74, and the input operation device 75 are disposed near the user entrance/exit 71a of the barrier 71. The entry detection sensor 76 is configured to be able to detect the entry of a person or object into station X, and is provided on the barrier 71 or in its vicinity. For example, an infrared sensor, an image sensor, etc. can be used as the entry detection sensor 76. Note that the barrier 71 may be omitted.

Figure 7 is a perspective view of a modified version of the station device of Figure 6. Note that components common to Figure 6 are given the same reference numerals and will not be described. As shown in Figure 7, the modified station device 104 includes a lifter 110. The lifter 110 is installed at station X and is configured to be able to lift the car body 21 from the ground toward the bogie 20.

The lifter 110 can have various configurations. For example, the lifter 110 has a guide member 111, a fork 112, and an actuator 113. The guide member 111 extends upward from the ground. The fork 112 is capable of supporting the vehicle body 21 from below, and is configured to be able to move up and down along the guide member 111. The actuator 113 raises and lowers the fork 112 via a power transmission mechanism (e.g., a chain sprocket mechanism, etc.) not shown. The fork 112 rises with the vehicle body 21 on it, thereby assisting in the lifting of the vehicle body 21.

8 is a block diagram of the system 1 of FIG. 1. It should be noted that the functions of the elements disclosed herein can be performed using circuits or processing circuits, including general purpose processors, special purpose processors, integrated circuits, ASICs (Application Specific Integrated Circuits), conventional circuits, and/or combinations thereof, configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. When the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and/or the processor.

As shown in FIG. 8, in the suspended monorail transportation system 1, the vehicle 3, the station device 4, the traffic management server 5, the mobile terminal 6, the switches 12, 13, etc. are communicatively connected via a network N. The network N is an external network including, for example, the Internet, a mobile phone network, and/or a satellite communication line. The vehicle 3 is equipped with a controller 61. The controller 61 has a processor and a memory in which a predetermined vehicle control program is stored. The processor is, for example, a CPU. The memory may include a non-volatile memory such as a hard disk and/or a flash memory, and a volatile memory such as a RAM.

The vehicle 3 is equipped with a communication interface 62, a main motor 33, a power switching device 36, a locking device 24, a door motor 63, an input operation device 64, a vehicle-mounted unit 65, a vehicle speed sensor 66, a height sensor 67, a door lock switch 68, a vehicle body lock switch 69, a reader 70, etc., which are electrically connected to the controller 61. The vehicle 3 is equipped with a battery (not shown).

The communication interface 62 is communicatively connected to the network N. The main motor 33 may be controlled by the controller 61. The power switching device 36 (the power switching motor of the planetary carrier stop device 48 and the internal gear stop device 49) may be controlled by the controller 61. The lock device 24 (the unlock actuator) may be controlled by the controller 61. The door motor 63 may be controlled by the controller 61.

The input operation device 64 allows the user to input information such as the boarding point and disembarking point. The on-board unit 65 can wirelessly communicate with multiple ground units installed at intervals in the direction of travel on the track girder 2. Based on the position information received by the on-board unit 65 from the ground units, the controller 61 can grasp the current position of the vehicle 3. That is, the on-board unit 65 serves as a sensor that detects the position information of the vehicle 3. The sensor that detects the position information of the vehicle 3 may be another sensor such as a satellite positioning sensor (e.g., a GPS sensor). The vehicle speed sensor 66 is configured to be able to detect the traveling speed of the vehicle 3, and may be, for example, a sensor that detects the number of rotations of the wheels.

The height sensor 67 is configured to be able to detect the height of the car body 21 from the ground, and may be, for example, a sensor that detects the number of rotations of the drum 34, or a laser sensor that measures the distance from the ground. The door lock switch 68 is a type of sensor that can detect that the door 38 is closed. The car body lock switch 69 is a type of sensor that can detect that the car body 21 is locked to the bogie 20 (i.e., that the locking device 24 is in a locked state). The reader 70 is configured to be able to read an authentication code (e.g., a QR code (registered trademark)) from the mobile terminal 6.

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

The processor 77 is, for example, a CPU. The main memory 78 is, for example, a volatile memory such as a RAM. The storage 79 is a non-volatile memory such as a hard disk, a flash memory, etc. A station program P1 is stored in the storage 79. The processor 77 performs calculations according to the station program P1. The communication interface 80 is communicatively connected to the network N.

The traffic management server 5 includes a processor 81, a main memory 82, a storage 83, a communication interface 84, etc. The processor 81 is, for example, a CPU. The main memory 82 is, for example, a volatile memory such as a RAM. The storage 83 is a non-volatile memory such as a hard disk, a flash memory, etc. A traffic management program P2 is stored in the storage 83. The processor 81 performs arithmetic processing according to the traffic management program P2. The communication interface 84 is communicatively connected to the network N.

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

The storage 93 stores a user program P3 (application software) together with the system software (OS). The user program P3 is uploaded to a server (recording medium) not shown that is connected to the network N, and is downloaded to the mobile terminal 6 and stored in the storage 93. The processor 91 performs calculations in accordance with the operation management program P2.

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

Figures 10 to 13 are flowcharts explaining the operation process of the system 1 in Figure 8. The following will explain the flow of Figures 10 to 13 while referring to Figures 1 to 9 as appropriate. The mobile terminal 6 starts the user program P3 by user operation and communicates with the traffic management server 5 via the network N. The user program P3 displays a boarding reservation screen on the display 92 of the mobile terminal 6 by user operation. The traffic management server 5 presents a plurality of boarding point candidates corresponding to the plurality of sub-rail tracks 11, and a plurality of disembarking point candidates corresponding to the plurality of sub-rail tracks 11, on the boarding reservation screen. The boarding reservation screen is configured so that the planned boarding time can also be input. The mobile terminal 6 may display the boarding point candidates and disembarking point candidates by the user program P3 without communicating with the traffic management server 5.

On the mobile terminal 6, the user selects one of multiple candidate boarding points as the boarding point, selects one of multiple candidate disembarking points as the disembarking point, and inputs the planned boarding time. When the user confirms the boarding reservation, the mobile terminal 6 transmits a reservation signal 99 to the traffic management server 5 (step S1). As shown in FIG. 9, the reservation signal 99 includes destination information indicating the traffic management server 5, ID information indicating the user who possesses the mobile terminal 6, information on the boarding point, the planned boarding time, and information on the disembarking point. In other words, the reservation signal 99 serves both as a boarding request signal including the boarding point and boarding time, and as a disembarking request signal including the disembarking point.

The reservation signal may be a boarding request signal that does not include a drop-off point. In that case, after making a reservation, the user may input a drop-off point into the mobile terminal 6, the station device 4 (input operation unit 75), or the vehicle 3 (input operation unit 64), and a drop-off request signal including the input drop-off point may be transmitted to the traffic management server 5.

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

When a user purchases a physical ticket at a ticket machine using cash or a card (e.g., an IC card or a prepaid card with a payment function), the user may input the boarding point and disembarking point into the ticket machine, and the ticket machine may issue a physical ticket with an authentication code. Also, the user may specify the disembarking point and perform payment processing at the information processing terminal of the station device 4 or vehicle 3, without making a reservation in advance on the mobile terminal 6 or purchasing a physical ticket at the ticket machine.

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

The traffic management server 5 performs an authentication process to check whether the received authentication code matches the authentication code generated in the reservation process (step S9). Once the authentication is complete, a predetermined vehicle dispatch process is performed (step S10). In the vehicle dispatch process, based on the position information of the multiple vehicles 3 on the track girder 2, an empty vehicle that can arrive earliest (closest) to the boarding sub-track 11 corresponding to the boarding point is determined as the target vehicle 3 to be moved to the boarding point. In addition, in the vehicle dispatch process, the travel route of the target vehicle 3 is determined according to the drop-off point of the reservation signal 99.

When a user is sharing a vehicle that is not empty, a vehicle in which another user is riding and which has an empty seat may be selected as the target vehicle. Also, a vehicle in which another user who plans to disembark at the user's boarding point is riding may be selected as the target vehicle.

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

The operation management server 5 may continuously receive location information indicating the user's location from the mobile terminal 6 before the user arrives at stop X, and dispatch the vehicle 3 to the boarding point as the user's location indicated by the location information approaches the boarding point. This enables efficient operation and dispatch according to the user's location. For example, the user's waiting time at stop X can be shortened by predicting the user's arrival time at stop X from the user's movement status, determining the target vehicle, and transmitting a dispatch signal.

When the target vehicle 3 passes the branch warning point signal immediately before the entrance branch 12 of the boarding sub-track 11, the traffic management server 5 receives a branch warning point passing signal (step S14) and transmits a deceleration signal to the target vehicle 3 (step S15). The target vehicle 3 that has received the deceleration signal decelerates to travel at a speed less than the predetermined speed (step S16).

The traffic management server 5 issues a switch command to the entrance switch 12 at the entrance of the boarding sub-track 11 to connect its downstream end to the boarding sub-track 11 (step S18). When the target vehicle 3 passes the entrance switch 12, the traffic management server 5 receives an entrance switch passing signal (step S19) and issues a return command to the entrance switch 12 to connect its downstream end to the main track 10 (step S20).

The target vehicle 3 that has entered the boarding sub-track 11 stops when it detects through communication with the ground coil that it has reached the boarding point (directly above station X) (step S21). When the vehicle speed sensor 66 or the like confirms that the target vehicle 3 has stopped, the power switching device 36 switches from a first state in which the wheels 32 are linked to the main motor 33 to a second state in which the drum 34 is linked to the main motor 33.

Then, the controller 61 causes the locking device 24 to release the lock, and the car body 21 is lowered from the bogie 20 by its own weight (step S22). At this time, the wire 35 is pulled out from the drum 34, and the main motor 33 operates as a generator in conjunction with the rotating drum 34, and the regenerative power is charged to the battery. This makes it possible to recover the descent energy of the car body 21 as electricity, while suppressing the descent speed of the car body 21 by regenerative braking during power generation.

When the car body 21 descends, the controller 61 controls the main motor 33 to increase regenerative braking as the car body 21 approaches the ground (station X) based on the signal from the height sensor 67. This makes it possible to smoothly stop the descent of the car body 21 while preventing the time required for the descent of the car body 21 from becoming too long.

When the intrusion detection sensor 76 detects the intrusion of a person or object into the station X as the car body 21 descends toward the station X, the station device 4 generates an emergency stop signal to stop the descent of the car body 21. When the vehicle 3 receives the emergency stop signal via the network N or directly while the car body is descending, the controller 61 brings the main motor 33 to an emergency stop. This prevents the car body 21 from descending into the station X with a person or object entering the station X.

When the descent of the vehicle body 21 is completed and the vehicle body 21 stops at station X (step S23), the vehicle 3 transmits a ready-to-board/alight signal to the traffic management server 5 (step S24) and opens the door 38 (step S25). When the traffic management server 5 receives the ready-to-board/alight signal (step S26), it transmits a door-open signal to the station device 4 (step S27). When the station device 4 receives the door-open signal (step S28), it opens the door 72 (step S29).

The user enters the station X through the user entrance 71a and enters the passenger compartment of the vehicle body 21 through the door opening 37a. The user presents the authentication code held by the mobile terminal 6 to the reader 70 of the target vehicle 3 (step S30). When the reader 70 of the target vehicle 3 reads the authentication code (step S31), the authentication code is transmitted to the traffic management server 5 (step S32) and is received by the traffic management server 5 (step S33). The traffic management server 5 then performs a boarding process to record the completion of boarding (step S34). The traffic management server 5 transmits a boarding completion signal to the target vehicle 3 and the station device 4 (step S35). When the station device 4 receives the boarding completion signal (step S36), it closes the door 72 (step S37). When the target vehicle 3 receives the boarding completion signal (step S38), it closes the door 38 (step S39).

When the door lock switch 68 of the target vehicle 3 detects that the door 38 is locked, the controller 61 drives the main motor 33 to rotate the drum 34 and wind up the wire 35, thereby raising the car body 21 (step S40). When the car body lock switch 69 detects that the car body 21 is approaching the bogie 20 and the locked body 40 is locked by the locking device 24 (FIG. 5(B)) (step S41), the target vehicle 3 transmits a travel preparation completion signal to the traffic management server 5 (step S42).

When the traffic management server 5 receives the travel preparation completion signal (step S43), it issues a switch command to the exit switch 13 at the exit of the boarding sub-track 11 to connect its upstream end to the boarding sub-track 11 (step S45). When the target vehicle 3 passes the exit switch 13, the traffic management server 5 receives an exit switch passing signal (step S46) and issues a return command to the exit switch 13 to connect its upstream end to the main track 10 (step S47).

When the target vehicle 3 passes the branch notice beacon immediately before the entrance switch 12 of the alighting sub-track 11 corresponding to the alighting point, the traffic management server 5 receives a branch notice point passing signal (step S48). After that, steps S49 to S63 are the same as steps S15 to S29, so detailed explanations are omitted.

The user presents the authentication code received by the mobile terminal 6 to the reader 70 of the target vehicle 3 (step S64), and when the reader 70 reads the authentication code (step S65), the user disembarks. The authentication code read by the reader 70 is transmitted to the traffic management server 5 (step S66) and received by the traffic management server 5 (step S67). The traffic management server 5 then performs disembarking processing to record the completion of disembarking (step S68). In the disembarking processing, a billing process is performed.

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

The above-mentioned operation process is also the same for boarding and disembarking at terminal station T. However, since multiple vehicles 3 are often waiting at terminal station T, dispatch processing may not be necessary.

As described above, the above embodiment has been described as an example of the technology disclosed in this application. However, the technology in this disclosure is not limited to this, and can be applied to embodiments in which modifications, substitutions, additions, omissions, etc. are made as appropriate. It is also possible to combine the components described in the above embodiment to create a new embodiment. Furthermore, among the components described in the attached drawings and detailed description, not only are components essential for solving the problem, but also components that are not essential for solving the problem in order to illustrate the technology. Therefore, just because these non-essential components are described in the attached drawings or detailed description, it should not be immediately recognized that these non-essential components are essential.

Reference Signs List 1 Suspended monorail transport system 2 Track girder 3 Vehicle 5 Traffic management server 6 Mobile terminal (information processing terminal)
10 Main track 11A Basic sub-track 11B, 11C Additional sub-track 11 Sub-track 12 Entrance switch 13 Exit switch 20 Bogie 21 Car body 22 Connection device 23 Linkage 24 Locking device 32 Wheel 33 Main motor (drive device)
36 Power switching device 61 Controller 71 Barrier 71a User entrance 71b Vehicle entrance 72 Door 81 Processor 82 Main memory (memory)
83 Storage (memory)
99 Reservation signal (boarding request signal, alighting request signal)
110 Lifter P2 Operation Management Program X Station

Claims (9)

A suspended monorail vehicle suspended from a track girder disposed in the air above the ground,
A bogie capable of traveling on the track girder;
A car body having a passenger compartment;
a connection device that connects the car body to the bogie so that the car body is suspended from the bogie, the connection device allowing the car body to descend due to its own weight from the track girder towards the ground and away from the bogie, and the car body to ascend from the ground towards the track girder and towards the bogie;
a drive device that drives the connection device to raise the car body from the ground toward the track girder,
the drive device is a motor generator,
The drive device drives the connection device to raise the car body, and generates electricity by the movement of the connection device linked to the descent of the car body due to its own weight. A suspended monorail vehicle suspended from a track girder disposed in the air above the ground,
A bogie capable of traveling on the track girder;
A car body having a passenger compartment;
a connection device that connects the car body to the bogie so that the car body is suspended from the bogie, the connection device allowing the car body to descend from the track girder toward the ground and away from the bogie, and the car body to ascend from the ground toward the track girder and toward the bogie;
a drive device that drives the connection device to raise the car body from the ground toward the track girder,
The drive device is provided on the carriage,
The cart is
A wheel capable of rolling on the track girder;
A suspended monorail vehicle having a power switching device that can be switched between a first state in which the drive device transmits power to the wheels and a second state in which the drive device transmits power to the connection device. A controller for controlling the driving device is further provided.
The suspended monorail vehicle according to claim 1 , wherein the controller controls the drive device to increase regenerative braking as the vehicle body approaches the ground during a self-weight descent of the vehicle body. The connection device includes:
A wire connected to the vehicle body;
a drum provided on the carriage and around which the wire is wound;
4. The suspended monorail vehicle according to claim 1 , wherein the weight of the car body causes the wire to be unwound from the drum, lowering the car body, and the drive device rotates the drum to wind the wire and raise the car body. 5. The suspended monorail vehicle according to claim 4 , further comprising a linkage that connects the car body to the bogie so as to be displaceable relative to the car body in the up and down direction. The vehicle body is
A cabin body defining the passenger compartment;
6. The suspended monorail vehicle according to claim 1, further comprising: a shock absorbing body provided on a lower side of the cabin body. A track girder supported by a support and disposed in the air above the ground;
At least one vehicle suspended from the track girder and capable of traveling on the track girder;
At least one station located on the ground where users board and disembark from the vehicle;
A barrier installed at the station, the barrier having a vehicle body entrance opening upward and a user entrance opening sideways;
a door for opening and closing the user entrance;
The vehicle is
A bogie capable of traveling on the track girder;
A car body having a passenger compartment;
a connection device that connects the bogie and the car body, the connection device allowing the car body to descend from the track girder toward the station so as to be suspended from the bogie, and the car body to ascend from the station toward the track girder. A track girder supported by a support and disposed in the air above the ground;
At least one vehicle suspended from the track girder and capable of traveling on the track girder;
At least one station provided on the ground where users get on and off the vehicle;
The vehicle is
A bogie capable of traveling on the track girder;
A car body having a passenger compartment;
a connection device that connects the bogie and the car body, the connection device allowing the car body to descend from the track girder toward the station so as to be suspended from the bogie, and the car body to ascend from the station toward the track girder,
The at least one vehicle includes a plurality of vehicles, and the at least one station includes a plurality of stations;
The track girder is
The main track and
a plurality of sub-rails arranged in the air corresponding to the plurality of stations, the sub-rails branching off from the main rail in parallel with the main rail and joining the main rail;
a plurality of inlet turnouts respectively corresponding to the plurality of sub-tracks;
a plurality of exit switches respectively corresponding to the plurality of sub-tracks;
each of the plurality of sub-rails is configured to branch off from the main rail via a corresponding one of the plurality of inlet turnouts and to merge with the main rail via a corresponding one of the plurality of outlet turnouts;
The plurality of sub-tracks include:
a basic secondary track branching off from the main track so as to be parallel to the main track and joining the main track;
an additional sub-track branching off from the main track in parallel with the basic sub-track and merging with the main track. The suspended monorail transportation system according to claim 7 or 8 , further comprising a lifter installed on the ground and capable of lifting the car body from the ground toward the bogie.

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