DESCRIPTION
FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN CONTROL SYSTEM;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
Field
[0001] The present disclosure relates to a train control
system using wireless communication.
5
Background
[0002] In a conventional train control system that uses
wireless communication, an on-board control device
installed on a train detects the location and the speed of
10 that train, and sends information about the location and
the speed of that train to a ground control device using
wireless communication. The ground device performs travel
control to ensure safe travel of trains based on the
information about the train location and the speed received.
15 The train control system of Patent Literature 1 sets a
safety buffer in both of the travel direction of a train
and the direction opposite the travel direction. The
safety buffer is set to have a longer distance when the
train is traveling thereby to provide safe travel control
20 of train.
Citation List
Patent Literature
[0003] Patent Literature 1: WO 2013/047390 A
25
Summary of Invention
Problem to be solved by the Invention
[0004] However, a train may fail to decelerate
sufficiently in a case of a snowfall or the like. In such
30 case, a train traveling nearby also needs to be controlled
for safe travel control of train. There is a problem in
that such situation is not taken into consideration in
Patent Literature 1.
3
[0005] The present disclosure has been made to solve a
problem such as one described above, and it is an object of
the present disclosure to provide a train control system
capable of providing safe travel control of a train
5 traveling nearby when a train under insufficient
deceleration is present on the track.
Means to Solve the Problem
[0006] In order to solve the above-described problem and
10 achieve the object, a train control system according to the
present disclosure includes: a first on-board device
installed on a first train; a second on-board device
installed on a second train, the second train traveling in
a travel direction identical to a travel direction of the
15 first train and traveling ahead of the first train; and a
ground control device to provide control of the first train
and of the second train based on an on-track location of
the first train calculated in the first on-board device and
on an on-track location of the second train calculated in
20 the second on-board device. The first on-board device
generates an emergency brake command to control an
emergency brake unit installed on the first train when it
is determined that an actual deceleration value of the
first train is insufficient in comparison with a
25 predetermined reference deceleration value, and the first
on-board device predicts a first stop location of the first
train based on the actual deceleration value, and sends a
first signal indicating insufficient deceleration and a
first stop location signal representing the first stop
30 location predicted to the ground control device when it is
determined that the actual deceleration value of the first
train is insufficient in comparison with a predetermined
emergency brake reference deceleration value, the ground
4
control device receives the first signal and the first stop
location signal from the first on-board device, and sends
the first signal and the first stop location signal to the
second on-board device, and the second on-board device
5 receives the first signal and the first stop location
signal from the ground control device, invalidates a first
run curve that has been preset, over a range from a second
train location to a stop limit location of the second train,
and generates a second run curve to control the second
10 train, the second train location representing the on-track
location of the second train, the second run curve being
different from the first run curve.
Effects of the Invention
15 [0007] A train control system according to the present
disclosure includes: a first on-board device installed on a
first train; a second on-board device installed on a second
train, the second train traveling in a travel direction
identical to a travel direction of the first train and
20 traveling ahead of the first train; and a ground control
device to provide control of the first train and of the
second train based on an on-track location of the first
train calculated in the first on-board device and on an ontrack location of the second train calculated in the second
25 on-board device. The first on-board device generates an
emergency brake command to control an emergency brake unit
installed on the first train when it is determined that an
actual deceleration value of the first train is
insufficient in comparison with a predetermined reference
30 deceleration value, and the first on-board device predicts
a first stop location of the first train based on the
actual deceleration value, and sends a first signal
indicating insufficient deceleration and a first stop
5
location signal representing the first stop location
predicted to the ground control device when it is
determined that the actual deceleration value of the first
train is insufficient in comparison with a predetermined
5 emergency brake reference deceleration value, the ground
control device receives the first signal and the first stop
location signal from the first on-board device, and sends
the first signal and the first stop location signal to the
second on-board device, and the second on-board device
10 receives the first signal and the first stop location
signal from the ground control device, invalidates a first
run curve that has been preset, over a range from a second
train location to a stop limit location of the second train,
and generates a second run curve to control the second
15 train, the second train location representing the on-track
location of the second train, the second run curve being
different from the first run curve. This can provide safe
travel control of a train traveling nearby.
20 Brief Description of Drawings
[0008] FIG. 1 is a diagram illustrating a schematic
configuration of a train control system 1 according to a
first embodiment.
FIG. 2 is a diagram illustrating a schematic
25 configuration of a vehicle of a train traveling in the
train control system 1 according to the first embodiment.
FIG. 3 is a flowchart illustrating an operation of a
central unit of the train control system 1 according to the
first embodiment.
30 FIG. 4 is a flowchart illustrating an operation of an
on-board control device of the train control system 1
according to the first embodiment.
FIG. 5 is a flowchart illustrating another operation
6
of the central unit of the train control system 1 according
to the first embodiment.
FIG. 6 is a flowchart illustrating another operation
of the on-board control device of the train control system
5 1 according to the first embodiment.
FIG. 7 is a flowchart illustrating an operation of a
ground control device of the train control system 1
according to the first embodiment.
FIG. 8 is a flowchart illustrating an operation of an
10 on-board control device of the train control system 1
according to the first embodiment.
FIG. 9 is a flowchart illustrating an operation of the
ground control device of the train control system 1
according to the first embodiment.
15 FIG. 10 is a flowchart illustrating an operation of
the on-board control device of the train control system 1
according to a second embodiment.
FIG. 11 is a flowchart illustrating an operation of
the ground control device of the train control system 1
20 according to the second embodiment.
FIG. 12 is a flowchart illustrating an operation of an
on-board control device of the train control system 1
according to the second embodiment.
FIG. 13 is a diagram illustrating a typical example
25 configuration of hardware for implementing the train
control system according to the embodiments.
Description of Embodiments
[0009] Embodiments of a train control system according
30 to the present disclosure will be described below with
reference to the drawings. Note that, in the drawings, the
same or equivalent parts are designated by like reference
characters.
7
[0010] First Embodiment
FIG. 1 is a configuration diagram of a train control
system 1 according to a first embodiment. The train
control system 1 illustrated in FIG. 1 is configured to
5 include a ground control device 60, an on-board control
device 100 installed on a train 10, an on-board control
device 200 installed on a train 20, and an on-board control
device 300 installed on a train 30. The train 10, the
train 20, and the train 30 are traveling on a track 50 in
10 the arrow direction.
[0011] The ground control device 60 receives train
location information from each of the train 10, the train
20, and the train 30 via a wireless base station (not
illustrated) and via an on-board wireless station
15 (described later) to know the location of each train from
the train location information received. The ground
control device 60 calculates stop limit information of each
train based on the location information obtained from each
train, and sends the stop limit information to each train
20 via the wireless base station (not illustrated) and via the
on-board wireless station (described later). As used
herein, the term stop limit information refers to
information representing the range in which the train can
travel in safety. The stop limit information is, for
25 example, stop limit location information representing the
most distant location to which the train 10 is permitted to
travel, calculated from the location information of a
preceding train traveling ahead of the train 10, and/or
another similar information.
30 [0012] The train 10 includes the on-board control device
100, and sends the train location information calculated by
the on-board control device 100 to the ground control
device 60 via the on-board wireless station (described
8
later) and via the wireless base station (not illustrated).
In addition, the train 10 receives the stop limit
information from the ground control device 60 via the onboard wireless station (described later) and via the
5 wireless base station (not illustrated). The train 10
travels or stops based on the stop limit information
received.
[0013] The train 20 is a train traveling in the same
travel direction as the travel direction of the train 10,
10 and is a train traveling ahead of the train 10. The train
20 includes the on-board control device 200, and sends the
train location information calculated by the on-board
control device 200 to the ground control device 60 via the
on-board wireless station (described later) and via the
15 wireless base station (not illustrated). In addition, the
train 10 receives the stop limit information from the
ground control device 60 to the train 20 via the on-board
wireless station (described later) and via the wireless
base station (not illustrated). The train 20 travels or
20 stops based on the stop limit information received.
[0014] The train 30 is a train traveling in the same
travel direction as the travel direction of the train 10
and of the train 20, and is a train traveling ahead of the
train 20. The train 30 includes the on-board control
25 device 300, and sends the train location information
calculated by the on-board control device 300 to the ground
control device 60 via the on-board wireless station
(described later) and via the wireless base station (not
illustrated). In addition, the train 30 receives the stop
30 limit information from the ground control device 60 to the
train 30 via the on-board wireless station (described
later) and via the wireless base station (not illustrated).
The train 30 travels or stops based on the stop limit
9
information received.
[0015] For simplicity of illustration, it is assumed
here that there is no other train traveling between the
train 10 and the train 20. Similarly, it is assumed that
5 there is no other train between the train 20 and the train
30.
[0016] FIG. 2 is a diagram illustrating a configuration
of a vehicle of the train 10 traveling in the train control
system 1 according to the first embodiment. Note that FIG.
10 2 illustrates only devices needed for description of the
train control system 1 according to the present first
embodiment. Other devices and/or functions may also be
installed thereon.
[0017] The vehicle illustrated in FIG. 2 includes an on15 board device 110 including the on-board control device 100
and a central unit 101, an on-board wireless station 102, a
tachometer generator 103, a pickup coil 104, a brake
control device 105, and an emergency brake control device
106.
20 [0018] The on-board control device 100 is connected to
the central unit 101, and outputs a power-running command,
a brake command, and an emergency brake command generated
by the on-board control device 100, to the central unit.
The on-board control device 100 is also connected to the
25 on-board wireless station 102, to the tachometer generator
103, and to the pickup coil 104. The on-board control
device 100 calculates the speed, the travel distance, and
the like of the train 10 based on the number of pulses
obtained from the tachometer generator 103 and on the
30 diameter of the wheels of the train 10. The on-board
control device 100 also calculates the location of the
train 10 using a message obtained from the pickup coil 104,
i.e., location information of a wayside coil (not
10
illustrated) installed along the track on which the train
travels. The on-board control device 100 sends information
on the location of the train 10 calculated and the like, to
the ground control device 60 via the on-board wireless
5 station 102.
[0019] The on-board control device 100 generates a stopdeceleration pattern (i.e., run curve) using the stop limit
information of the train 10 obtained from the ground
control device 60 via the on-board wireless station 102 and
10 other information, and controls traveling of the train 10
using the stop-deceleration pattern generated.
[0020] The central unit 101 is connected to a cab (not
illustrated) of the train 10, and receives a power-running
command and a brake command from the cab. The central unit
15 101 is also connected to the on-board control device 100,
and receives a power-running command, a brake command, and
an emergency brake command generated by the on-board
control device 100, thereby enabling autonomous operation
to be provided. The central unit 101 is connected to a
20 drive control device (not illustrated) installed on the
train 10, to the brake control device 105, and to the
emergency brake control device 106 to provide control of
traveling and braking based on the power-running command
and on the brake command input to the central unit 101.
25 [0021] The central unit 101 is constantly aware of the
speed of the train 10. For example, the central unit 101
calculates the average of the past two seconds every second
to be aware of the speed.
[0022] The central unit 101 includes a storage unit.
30 The storage unit stores deceleration values of the train
associated with respective brake commands. The storage
unit stores deceleration values associated with respective
brake forces, e.g., a deceleration value associated with
11
brake force B4, a deceleration value associated with brake
force B6, etc. A deceleration value is a negative
acceleration value of decrease in the speed of the train 10
when, for example, the brake unit has been activated. The
5 deceleration value is expressed by a decrease in a speed
per hour in one second (km/h/s). In this respect, brake
force B4 and brake force B6 correspond to brake commands
for different brake force magnitudes. The deceleration
values stored in the storage unit are herein each referred
10 to as reference deceleration value. A reference
deceleration value is a deceleration value that serves as a
reference value associated with each brake force when a
brake command is input in normal condition.
[0023] The on-board wireless station 102 is connected to
15 the on-board control device 100, and receives information
such as the train location information from the on-board
control device 100. The train location information
received is sent to the ground control device 60 via the
wireless base station installed on the ground and connected
20 to the ground control device 60.
[0024] The tachometer generator 103 generates as many
pulses as a number corresponding to the rotational speed of
a wheel of the train 10, and outputs the pulses generated,
to the on-board control device 100.
25 [0025] The pickup coil 104 receives a message from the
wayside coil installed on the ground, and outputs
information in the message to the on-board control device
100. Examples of the message received by the pickup coil
104 from the wayside coil include location information
30 representing the location where the wayside coil is
installed.
[0026] The brake control device 105 is a brake unit for
decelerating the train 10 according to a brake command
12
generated by the on-board control device 100. The brake
control device 105 is what is usually called a normal brake,
which is used for deceleration and stopping in normal
operation.
5 [0027] The emergency brake control device 106 is a brake
unit for decelerating the train 10 according to an
emergency brake command generated by the on-board control
device 100. The emergency brake control device 106 is a
brake unit that provides braking force larger than the
10 braking force of the brake control device 105, and is used
in an emergency case.
[0028] An operation of the train control system 1
according to the first embodiment will next be described.
FIG. 3 is a diagram that describes a first operation of the
15 central unit 101 of the train control system 1 according to
the first embodiment. The central unit 101 receives a
brake command from the on-board control device 100 (S101).
Next, the central unit 101 determines whether the brake
command received is a brake command specifying a brake
20 force higher than or equal to brake force B6 (S102). When
the brake command received is not a brake command higher
than or equal to brake force B6 (S102: N), the central unit
101 terminates the process. When the brake command
received is a brake command higher than or equal to brake
25 force B6 (S102: Y), the central unit 101 calculates the
deceleration value from the speed of the train 10 (S103).
The deceleration value calculated is herein referred to as
actual deceleration value. The central unit 101 compares
the actual deceleration value with the reference
30 deceleration value stored in advance in the storage unit,
and determines whether the difference between the reference
deceleration value and the actual deceleration value
continues to be greater than or equal to a predetermined
13
threshold for a specific time period (S104). Although this
example assumes a predetermined threshold of, for example,
1 km/h/s, the threshold can be set appropriately. In
addition, although this example assumes a specific time
5 period of, for example, 2 seconds, the time period can be
set appropriately. When the difference between the
reference deceleration value and the actual deceleration
value does not continue to be greater than or equal to the
predetermined threshold for the specific time period (S104:
10 N), the central unit 101 determines that sufficient
deceleration has been achieved, and terminates the process.
When the difference between the reference deceleration
value and the actual deceleration value continues to be
greater than or equal to the predetermined threshold for
15 the specific time period (S104: Y), the central unit 101
determines that sufficient deceleration has not been
achieved, that is, deceleration is insufficient (S105).
When the central unit 101 determines that deceleration is
insufficient, the central unit 101 sends a signal
20 indicating insufficient deceleration to the on-board
control device 100 (S106), and terminates the process. In
this respect, the operation at S104 may be a comparison
with respect to a ratio between the reference deceleration
value and the actual deceleration value rather than a
25 comparison with respect to the difference between the
reference deceleration value and the actual deceleration
value.
[0029] FIG. 4 is a diagram that describes a first
operation of the on-board control device 100 of the train
30 control system 1 according to the first embodiment. The
on-board control device 100 receives the signal indicating
insufficient deceleration from the central unit 101 (S111).
Next, the on-board control device 100 generates an
14
emergency brake command, sends the emergency brake command
to the central unit 101 (S112), and terminates the process.
[0030] FIG. 5 is a diagram that describes a second
operation of the central unit 101 of the train control
5 system 1 according to the first embodiment. The central
unit 101 receives an emergency brake command from the onboard control device 100 (S201). The central unit 101
calculates a deceleration value from the speed of the train
10 (S202). The deceleration value calculated is herein
10 referred to as actual deceleration value. The central unit
101 compares the actual deceleration value with an
emergency brake reference deceleration value stored in
advance in the storage unit, and determines whether the
difference between the emergency brake reference
15 deceleration value and the actual deceleration value
continues to be greater than or equal to a predetermined
threshold for a specific time period (S203). In this
respect, the emergency brake reference deceleration value
is a deceleration value that will be obtained when an
20 emergency brake command is input in normal condition.
Although this example assumes a predetermined threshold of,
for example, 1 km/h/s, the threshold can be set
appropriately. In addition, although this example assumes
a specific time period of, for example, 2 seconds, the time
25 period can be set appropriately. When the difference
between the emergency brake reference deceleration value
and the actual deceleration value does not continue to be
greater than or equal to the predetermined threshold for
the specific time period (S203: N), the central unit 101
30 determines that sufficient deceleration has been achieved,
and terminates the process. When the difference between
the emergency brake reference deceleration value and the
actual deceleration value continues to be greater than or
15
equal to the predetermined threshold for the specific time
period (S203: Y), the central unit 101 determines that
sufficient deceleration has not been achieved, that is,
deceleration is insufficient (S204). When the central unit
5 101 determines that deceleration is insufficient, the
central unit 101 sends a signal indicating insufficient
emergency brake deceleration to the on-board control device
100 (S205), and terminates the process. In this operation,
the comparison may be made with respect to a ratio between
10 the emergency brake reference deceleration value and the
actual deceleration value rather than with respect to the
difference between the emergency brake reference
deceleration value and the actual deceleration value.
[0031] FIG. 6 is a diagram that describes a second
15 operation of the on-board control device 100 of the train
control system 1 according to the first embodiment. The
on-board control device 100 receives the signal indicating
insufficient emergency brake deceleration from the central
unit 101 (S211). Next, the on-board control device 100
20 calculates a predicted location where the train 10 will
stop, based on the train location and on the actual
deceleration value of the train 10 (S212). The on-board
control device 100 generates the signal indicating
insufficient emergency brake deceleration and a stop
25 location signal representing a predicted train stop
location, sends these signals to the ground control device
60 via the on-board wireless station 102 (S213), and
terminates the process.
[0032] FIG. 7 is a diagram that describes a second
30 operation of the ground control device 60 of the train
control system 1 according to the first embodiment. The
ground control device 60 receives, via the wireless base
station, the signal indicating insufficient emergency brake
16
deceleration of the train 10 and the stop location signal
representing the predicted train stop location of the train
10, sent from the on-board control device 100 of the train
10 (S221). Next, the ground control device 60 sends the
5 signal indicating insufficient emergency brake deceleration
of the train 10 and the stop location signal representing
the predicted train stop location of the train 10, to the
train 20, which is a preceding train of the train 10, via
the wireless base station (S222), and terminates the
10 process.
[0033] FIG. 8 is a diagram that describes an operation
of the on-board control device 200 of the train control
system 1 according to the first embodiment. The on-board
control device 200 receives the signal indicating
15 insufficient emergency brake deceleration of the train 10
and the stop location signal representing the predicted
train stop location of the train 10 from the ground control
device 60 (S311). Next, the on-board control device 200
generates a second run curve (S312), changes the run curve
20 to be set from a first run curve to the second run curve,
and sends a signal indicating that the run curve has been
changed to the second run curve, to the ground control
device 60 (S313). The on-board control device 200 sends a
power-running command and a brake command for controlling
25 the train according to the second run curve, to the central
unit of the train 20 (S314). The on-board control device
200 compares the train location of the train rear end of
the train 20 with the predicted train stop location of the
train 10 received from the ground control device 60, and
30 determines whether the train location of the train rear end
of the train 20 is ahead of the predicted train stop
location of the train 10 in the train travel direction
(S315). When the on-board control device 200 determines
17
that the train location of the train rear end of the train
20 is not ahead of the predicted train stop location of the
train 10 (S315: N), the on-board control device 200
continues to control the train according to the second run
5 curve. When the on-board control device 200 determines
that the train location of the train rear end of the train
20 is ahead of the predicted train stop location of the
train 10 (S315: Y), the on-board control device 200
generates a third run curve (S316). The on-board control
10 device 200 changes the run curve to be set from the second
run curve to the third run curve, sends a signal indicating
that the run curve has been changed to the third run curve,
to the ground control device 60 (S317), and terminates the
process.
15 [0034] The run curves will next be described. The first
run curve is the run curve that has been set since before
the signals about the train 10 were received from the
ground control device 60. The train 20 controls the train
according to the first run curve before reception of the
20 signals about the train 10 from the ground control device
60.
[0035] The second run curve is the run curve that is set
after reception of the signals about the train 10 from the
ground control device 60. The train 20 controls the train
25 according to the second run curve after reception of the
signals about the train 10 from the ground control device
60. The second run curve is a run curve that is set to
increase the train distance from the train 10. For example,
the second run curve is a run curve that has taken into
30 account control to increase the speed of the train, control
to terminate a deceleration condition when in the
deceleration condition, or the like after reception of the
signals about the train 10 from the ground control device
18
60. Generation of such run curve can increase the train
distance between the train 10 and the train 20.
[0036] The third run curve is a run curve that is set
when it is determined that the location of the train rear
5 end of the train 20 has passed the predicted train stop
location of the train 10, and is a run curve newly
generated based on the current train location of the train
20 and on the stop limit information sent from the ground
control device 60.
10 [0037] The train 20 notifies the ground control device
60 of the change in the run curve from the first run curve
to the second run curve, and can thus notify the ground
control device 60 of start of traveling in an emergency
escape mode. The train 20 also notifies the ground control
15 device 60 of the change in the run curve from the second
run curve to the third run curve, and can thus notify the
ground control device 60 of termination of traveling in the
emergency escape mode.
[0038] In this process, the train at the train rear end
20 is calculated based on the train location calculated by the
on-board control device 200 and on the train length stored
in advance.
[0039] FIG. 9 is a diagram that describes a third
operation of the ground control device 60 of the train
25 control system 1 according to the first embodiment. The
ground control device 60 receives, from the on-board
control device 200 of the train 20, the signal indicating
that the run curve of the train 20 has been changed from
the first run curve to the second run curve (S321). The
30 ground control device 60 sends a signal indicating that the
train 20 is traveling in the emergency escape mode, to the
on-board control device 300 of the train 30 (S322). The
ground control device 60 receives, from the on-board
19
control device 200 of the train 20, a signal indicating
that the run curve of the train 20 has been changed from
the second run curve to the third run curve (S323). The
ground control device 60 sends, to the on-board control
5 device 300 of the train 30, a signal indicating that
traveling of the train 20 in the emergency escape mode has
been terminated (S324), and terminates the process.
[0040] The train control system according to the first
embodiment includes a first on-board device installed on a
10 first train, a second on-board device installed on a second
train traveling in a travel direction identical to a travel
direction of the first train and traveling ahead of the
first train, and a ground control device that provides
control of the first train and of the second train based on
15 an on-track location of the first train calculated in the
first on-board device and on an on-track location of the
second train calculated in the second on-board device,
where, in the train control system, the first on-board
device generates an emergency brake command to control an
20 emergency brake unit installed on the first train when it
is determined that an actual deceleration value of the
first train is insufficient in comparison with a
predetermined reference deceleration value, and the first
on-board device predicts a first stop location of the first
25 train based on the actual deceleration value, and sends, to
the ground control device, a first signal indicating
insufficient deceleration and a first stop location signal
representing the first stop location predicted, when it is
determined that the actual deceleration value of the first
30 train is insufficient in comparison with a predetermined
emergency brake reference deceleration value; the ground
control device receives the first signal and the first stop
location signal from the first on-board device, and sends
20
the first signal and the first stop location signal to the
second on-board device; and the second on-board device
receives the first signal and the first stop location
signal from the ground control device, invalidates a first
5 run curve that has been preset, over a range from a second
train location representing an on-track location of the
second train to a stop limit location of the second train,
and generates a second run curve different from the first
run curve to control the second train. This can provide
10 safe travel control of a train traveling nearby.
[0041] In the train control system according to the
first embodiment, the second run curve is a run curve to
provide control such that a train distance between the
second train and the first train becomes larger than the
15 train distance between the second train and the first train
when the second train is controlled based on the first run
curve. This can provide safe travel control of a train
traveling nearby.
[0042] In the train control system according to the
20 first embodiment, the first on-board device determines that
deceleration is insufficient when the difference between
the emergency brake reference deceleration value and the
actual deceleration value continues to be greater than or
equal to a predetermined threshold for a predetermined time
25 period. This can provide safe travel control of a train
traveling nearby.
[0043] In the train control system according to the
first embodiment, the second on-board device invalidates
the second run curve, and generates a third run curve to
30 control the second train when the second on-board device
detects that the tail location of the second train has
passed the first stop location. This can provide safe
travel control of a train traveling nearby.
21
[0044] Second Embodiment
FIG. 10 is a diagram that describes an operation of
the on-board control device 200 of the train control system
1 according to a second embodiment. The on-board control
5 device 200 receives a signal indicating insufficient
emergency brake deceleration of the train 10 and a stop
location signal representing a predicted train stop
location of the train 10 from the ground control device 60
(S411). Next, the on-board control device 200 generates a
10 second run curve (S412), changes the run curve to be set
from the first run curve to the second run curve, and sends
a signal indicating that the run curve has been changed to
the second run curve, to the ground control device 60
(S413). The on-board control device 200 calculates a
15 predicted train stop location of the train 20 based on the
second run curve (S414). The on-board control device 200
compares the predicted train stop location of the train 20
with the stop limit location sent from the ground control
device 60, and determines whether the predicted train stop
20 location of the train 20 is ahead of the stop limit
location in the train travel direction (S415). When the
on-board control device 200 determines that the predicted
train stop location of the train 20 is ahead of the stop
limit location (S415: Y), the on-board control device 200
25 sends a signal indicating that the train 20 goes beyond the
stop limit location, to the ground control device 60 (S416).
When the on-board control device 200 determines that the
predicted train stop location of the train 20 is not ahead
of the stop limit location (S415: N), the process proceeds
30 to S417. The on-board control device 200 compares the
train location of the train rear end of the train 20 with
the predicted train stop location of the train 10 received
from the ground control device 60, and determines whether
22
the train location of the train rear end of the train 20 is
ahead of the predicted train stop location of the train 10
in the train travel direction (S417). When the on-board
control device 200 determines that the train location of
5 the train rear end of the train 20 is not ahead of the
predicted train stop location of the train 10 (S417: N),
the on-board control device 200 continues to control the
train according to the second run curve. When the on-board
control device 200 determines that the train location of
10 the train rear end of the train 20 is ahead of the
predicted train stop location of the train 10 (S417: Y),
the on-board control device 200 generates a third run curve
(S418). The on-board control device 200 changes the run
curve to be set from the second run curve to the third run
15 curve, sends a signal indicating that the run curve has
been changed to the third run curve, to the ground control
device 60 (S419), and terminates the process.
[0045] FIG. 11 is a diagram that describes an operation
of the ground control device 60 of the train control system
20 1 according to the second embodiment. The ground control
device 60 receives, from the on-board control device 200 of
the train 20, the signal indicating that the run curve of
the train 20 has been changed from the first run curve to
the second run curve and the signal indicating that the
25 train 20 goes beyond the stop limit location (S421). The
ground control device 60 sends, to the on-board control
device 300 of the train 30, a signal indicating that the
train 20 is traveling in the emergency escape mode, and a
signal requesting a change of the run curve to a run curve
30 for emergency escape of the train 30 (S422). The ground
control device 60 receives, from the on-board control
device 200 of the train 20, a signal indicating that the
run curve of the train 20 has been changed from the second
23
run curve to the third run curve (S423). The ground
control device 60 sends, to the on-board control device 300
of the train 30, a signal indicating that traveling of the
train 20 in the emergency escape mode has been terminated,
5 and a signal requesting invalidation of the run curve for
emergency escape (S424), and terminates the process.
[0046] FIG. 12 is a diagram that describes an operation
of the on-board control device 300 of the train 30 of the
train control system 1 according to the second embodiment.
10 The on-board control device 300 receives, from the ground
control device 60, the signal indicating that the train 20
is traveling in the emergency escape mode, and the signal
requesting a change of the run curve to a run curve for
emergency escape of the train 30 (S431). The on-board
15 control device 300 changes the run curve of the train 30 to
a run curve for emergency escape to control the train 30
(S432). The on-board control device 300 receives, from the
ground control device 60, the signal indicating that
traveling of the train 20 in the emergency escape mode has
20 been terminated, and the signal requesting invalidation of
the run curve for emergency escape (S433). The on-board
control device 300 changes the run curve of the train 30
from the run curve for emergency escape to a normal run
curve to control the train 30 (S434).
25 [0047] In this respect, the run curve for emergency
escape is a run curve corresponding to the second run curve
described in the second embodiment. The normal run curve
used after the change from the run curve for emergency
escape is a run curve corresponding to the third run curve
30 described in the third embodiment.
[0048] The second on-board device predicts a second stop
location of the second train, compares the second stop
location predicted with the stop limit location of the
24
second train, and when the second stop location is located
ahead of the stop limit location of the second train in the
travel direction of the second train, sends, to the ground
control device, a signal indicating that the second train
5 goes beyond the stop limit location of the second train,
and a signal indicating that the run curve has been changed
from the first run curve to the second run curve. This can
provide safe travel control of a train traveling nearby.
[0049] When the second on-board device detects that the
10 tail location of the second train has passed the first stop
location, the second on-board device invalidates the second
run curve, and generates a third run curve to control the
second train. This can provide safe travel control of a
train traveling nearby.
15 [0050] The train control system further includes a third
on-board device installed on a third train traveling in a
travel direction identical to the travel direction of the
first train and of the second train, and traveling ahead of
the second train. When the ground control device receives,
20 from the second on-board device, the signal indicating that
the second train goes beyond the stop limit location of the
second train and the signal indicating that the run curve
has been changed from the first run curve to the second run
curve, the ground control device sends, to the third on25 board device, a signal indicating that the second train is
traveling in an emergency escape mode and a signal
requesting a change of the run curve of the third train to
a run curve for emergency escape. This can provide safe
travel control of a train traveling nearby.
30 [0051] When the third on-board device receives, from the
ground control device, the signal indicating that the
second train is traveling in the emergency escape mode and
the signal requesting a change of the run curve of the
25
third train to the run curve for emergency escape, the
third on-board device changes the run curve of the third
train to the run curve for emergency escape to control the
third train. This can provide safe travel control of a
5 train traveling nearby.
[0052] The ground control device 60 and the on-board
control devices 100 (200 and 300) each include at least a
processor, a memory, a receiver, and a transmitter. The
operation of each of these devices can be implemented in
10 software. FIG. 13 is a diagram illustrating a typical
example configuration of hardware for implementing the
ground control device 60 and the on-board control devices
of the train control system 1 according to the first
embodiment. The device illustrated in FIG. 13 includes a
15 processor 1001, a memory 1002, a receiver 1003, and a
transmitter 1004. The processor 1001 performs computation
and control by software using received data. The memory
1002 stores received data or data necessary for the
processor 1001 to perform computation and control, and also
20 stores software. The receiver 1003 is an interface for
receiving a signal or information input to the ground
control device 60 or to any of the on-board control devices.
The transmitter 1004 is an interface for sending a signal
or information to be output from the ground control device
25 60 or from any of the on-board control devices. Note that
the train control system 1 may include multiple ones of the
processor 1001, the memory 1002, the receiver 1003, and the
transmitter 1004.
[0053] Note that the embodiments of the present
30 disclosure can be combined in any suitable manner, and
parts of the embodiments can be modified or removed as
appropriate within the scope of the invention.
26
Reference Signs List
[0054] 1, 2 train control system
10, 20, 30 train
50 track
5 60 ground control device
100, 200, 300 on-board control device
101 central unit
102 on-board wireless station
103 tachometer generator
10 104 pickup coil
105 brake control device
106 emergency brake device
110 on-board device
1001 processor
15 1002 memory
1003 receiver
1004 transmitter
27
WE CLAIM:
[Claim 1] A train control system comprising:
a first on-board device installed on a first train;
a second on-board device installed on a second train,
5 the second train traveling in a travel direction identical
to a travel direction of the first train and traveling
ahead of the first train; and
a ground control device to provide control of the
first train and of the second train based on an on-track
10 location of the first train calculated in the first onboard device and on an on-track location of the second
train calculated in the second on-board device, wherein
the first on-board device generates an emergency brake
command to control an emergency brake unit installed on the
15 first train when it is determined that an actual
deceleration value of the first train is insufficient in
comparison with a predetermined reference deceleration
value, and the first on-board device predicts a first stop
location of the first train based on the actual
20 deceleration value, and sends a first signal indicating
insufficient deceleration and a first stop location signal
representing the first stop location predicted to the
ground control device when it is determined that the actual
deceleration value of the first train is insufficient in
25 comparison with a predetermined emergency brake reference
deceleration value,
the ground control device receives the first signal
and the first stop location signal from the first on-board
device, and sends the first signal and the first stop
30 location signal to the second on-board device, and
the second on-board device receives the first signal
and the first stop location signal from the ground control
device, invalidates a first run curve that has been preset,
28
over a range from a second train location to a stop limit
location of the second train, and generates a second run
curve to control the second train, the second train
location representing the on-track location of the second
5 train, the second run curve being different from the first
run curve.
[Claim 2] The train control system according to claim 1,
wherein
10 the second run curve is a run curve to provide control
such that a train distance between the second train and the
first train becomes larger than a train distance between
the second train and the first train when the second train
is controlled based on the first run curve.
15
[Claim 3] The train control system according to claim 1 or
2, wherein
the first on-board device determines that deceleration
is insufficient when a difference between the emergency
20 brake reference deceleration value and the actual
deceleration value continues to be greater than or equal to
a predetermined threshold for a predetermined time period.
[Claim 4] The train control system according to any one of
25 claims 1 to 3, wherein
the second on-board device invalidates the second run
curve, and generates a third run curve to control the
second train when the second on-board device detects that a
tail location of the second train has passed the first stop
30 location.
[Claim 5] The train control system according to any one of
claims 1 to 3, wherein
29
the second on-board device predicts a second stop
location of the second train, compares the second stop
location predicted with the stop limit location of the
second train, and when the second stop location is located
5 ahead of the stop limit location of the second train in the
travel direction of the second train, sends, to the ground
control device, a signal indicating that the second train
goes beyond the stop limit location of the second train,
and a signal indicating that a change has been made from
10 the first run curve to the second run curve.
[Claim 6] The train control system according to claim 5,
wherein
the second on-board device invalidates the second run
15 curve, and generates a third run curve to control the
second train when the second on-board device detects that a
tail location of the second train has passed the first stop
location.
20 [Claim 7] The train control system according to claim 5 or
6, further comprising:
a third on-board device installed on a third train,
the third train traveling in a travel direction identical
to the travel direction of the first train and of the
25 second train, and traveling ahead of the second train,
wherein
when the ground control device receives, from the
second on-board device, the signal indicating that the
second train goes beyond the stop limit location of the
30 second train and the signal indicating that a change has
been made from the first run curve to the second run curve,
the ground control device sends, to the third on-board
device, a signal indicating that the second train is
30
traveling in an emergency escape mode and a signal
requesting a change of a run curve of the third train to a
run curve for emergency escape.
5 [Claim 8] The train control system according to claim 7,
wherein
when the third on-board device receives, from the
ground control device, the signal indicating that the
second train is traveling in an emergency escape mode and
10 the signal requesting a change of the run curve of the
third train to the run curve for emergency escape, the
third on-board device changes the run curve of the third
train to the run curve for emergency escape to control the
third train.