FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
GROUND CONTROL DEVICE AND PROTECTION ZONE CONTROL METHOD
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
DESCRIPTION
5 Field
[0001] The present invention relates to a ground control
device that manages traffic of trains, and a protection
zone control method.
10 Background
[0002] Conventionally, in a wireless train control
system, a ground control device acquires location
information on a train through wireless communication from
the train, sets a stop limit position for the train on the
15 basis of the acquired location information, and transmits
information on the stop limit position to the train. The
train runs so as not to pass over the stop limit position.
When the ground control device cannot acquire location
information from a certain train, the ground control device
20 sets a zone from the location indicated by the location
information last received from that train to the stop limit
position as a protection zone, and prohibits another train
from entering the protection zone. In the wireless train
control system, as the ground control device sets a longer
25 protection zone, the longer protection zone more
significantly affects traffic of the subsequent trains,
traffic of trains that are present on tracks in a station
or stations located ahead of the train, and the like.
Consequently, a traffic efficiency of trains is decreased.
30 [0003] To deal with this problem, Patent Literature 1
discloses a technique for a ground device in which, when an
anomaly has occurred in wireless communication with a train,
the ground device sets a range of a protection zone to be
3
smaller so as to minimize a decrease in traffic efficiency
of the trains. Specifically, the ground device disclosed
in Patent Literature 1 sets a range between a train
location last received from a train and a stoppable
5 position at which the train can make an emergency stop, as
a protection zone.
Citation List
Patent Literature
10 [0004] Patent Literature 1: Japanese Patent Application
Laid-open No. 2013-10477
Summary
Technical Problem
15 [0005] There is a method available to cope with a
disruption in wireless communication between a ground
device and a train. In this method, a driver of the train
performs emergency driving in which the driver performs an
emergency stop of the train, and thereafter communicates
20 with a manager of the ground device or other personnel
through a communication means other than a regular wireless
communication means to drive the train to travel to the
next station. However, in the technique disclosed in
Patent Literature 1, there has been a problem that if a
25 train runs in an emergency driving mode and passes over a
protection zone set at the time of occurrence of an anomaly
in wireless communication, that is, the stoppable position,
any other trains cannot be prohibited from entering a train
traveling zone due to the emergency driving mode.
30 [0006] The present invention has been made in view of
the above circumstances, and an object of the present
invention is to provide a ground control device that makes
it possible to minimize a decrease in traffic efficiency of
4
trains while prohibiting other trains from entering a train
traveling zone in an emergency driving mode.
Solution to Problem
5 [0007] In order to solve the above-mentioned problems
and achieve the object, the present invention provide a
ground control device comprising: a first information
acquiring unit to acquire location information indicating a
train location from a train through a ground wireless
10 device; a second information acquiring unit to acquire ontrack information indicating whether or not the train is
present on a track in a predetermined zone; and a control
unit to set a protection zone for the train when the first
information acquiring unit cannot acquire the location
15 information, and to cancel a portion of the protection zone
on the basis of the on-track information acquired by the
second information acquiring unit when the train has run in
an emergency driving mode.
20 Advantageous Effects of Invention
[0008] According to the present invention, the ground
control device has an advantageous effect that it is
possible to minimize a decrease in traffic efficiency of
trains while prohibiting the trains from entering a train
25 traveling zone in an emergency driving mode.
Brief Description of Drawings
[0009]
FIG. 1 is a diagram illustrating a configuration
30 example of a wireless train control system according to a
first embodiment.
FIG. 2 is a flowchart illustrating an operation of a
control unit in a ground control device according to the
5
first embodiment to control a protection zone for a train.
FIG. 3 is a diagram illustrating a track circuit in an
opened state in the wireless train control system according
to the first embodiment.
5 FIG. 4 is a diagram illustrating the track circuit in
a closed state in the wireless train control system
according to the first embodiment.
FIG. 5 is a diagram illustrating a state where the
control unit has cancelled a portion of the protection zone
10 in the wireless train control system according to the first
embodiment.
FIG. 6 is a diagram illustrating an example in which a
processing circuit included in the ground control device
according to the first embodiment is configured using a
15 processor and a memory.
FIG. 7 is a diagram illustrating an example of the
processing circuit included in the ground control device
according to the first embodiment when the processing
circuit is configured by dedicated hardware.
20 FIG. 8 is a flowchart illustrating an operation of a
control unit in a ground control device according to a
second embodiment to control a protection zone for a train.
FIG. 9 is a diagram illustrating a state in which the
train is present on a track in a track circuit in a
25 wireless train control system according to the second
embodiment.
FIG. 10 is a diagram illustrating a state of the
wireless train control system according to the second
embodiment, in which the train is present on a track in the
30 track circuit for a prescribed period and a portion of the
protection zone is canceled.
Description of Embodiments
6
[0010] A ground control device and a protection zone
control method according to embodiments of the present
invention will be described in detail below with reference
to the drawings. The present invention is not necessarily
5 limited by these embodiments.
[0011] First embodiment.
FIG. 1 is a diagram illustrating a configuration
example of a wireless train control system 100 according to
a first embodiment of the present invention. The wireless
10 train control system 100 includes a ground system 10 and
trains 20a and 20b. In the following descriptions, the
trains 20a and 20b, and a train 20c illustrated in FIG. 5
which is described later are sometimes referred
collectively to as "train(s) 20" when these trains are not
15 distinguished from each other. The train 20c is also
included in the wireless train control system 100. The
area illustrated in FIG. 1 corresponds to a part of an area
where the ground system 10 controls traffic of the trains
20 in the wireless train control system 100. The area
20 illustrated in FIG. 1 is defined as an area in which the
trains 20 having the same traveling direction can stop in
parallel to each other, which is for example, an area in
railway station vicinities where a platform (not
illustrated) and the like are set up. In the railway
25 station vicinity, that is, in the "area where track
circuits are installed" illustrated in FIG. 1, track
circuits 50 to 53 configured to detect whether or not the
train 20 is present on a track, and signals 61 to 63
configured to indicate "stop" and "go" of the train 20 are
30 installed. It is noted that a signal 60 is installed in
the railway station vicinity although the signal 60 is
hidden by an arrow given to a travelling zone 70 for the
train 20a running in an emergency driving mode in FIG. 1.
7
The signal 60 is illustrated in FIG. 4 and other diagrams
and described later.
[0012] Now the configuration of the ground system 10
will be described. The ground system 10 includes a ground
5 control device 11, a ground wireless device 15, and an
electronic interlocking device 16.
[0013] The ground control device 11 manages traffic of
the trains 20. The ground control device 11 includes a
location information acquiring unit 12, an on-track
10 information acquiring unit 13, and a control unit 14.
[0014] The location information acquiring unit 12 is a
first information acquiring unit configured to acquire
location information from the train 20 through the ground
wireless device 15, the location information indicating a
15 train location of the train 20, and to output the obtained
location information to the control unit 14. The location
information acquiring unit 12 outputs control information
such as a stop limit position generated in the control unit
14 to the train 20 through the ground wireless device 15.
20 [0015] The on-track information acquiring unit 13 is a
second information acquiring unit configured to acquire ontrack information indicating whether or not the train 20 is
present on a track in a predetermined zone. In the example
of the wireless train control system 100 illustrated in FIG.
25 1, the on-track information acquiring unit 13 acquires,
from the electronic interlocking device 16, on-track
information indicating whether the track circuits 50 to 53
are in an opened state or a closed state. The track
circuits 50 to 53 being in an opened state refers to the
30 state in which the train 20 is present on a track. The
track circuits 50 to 53 being in a closed state refers to a
non-on-track state in which the train 20 is not present on
a track. When the track circuits 50 to 53 are brought into
8
a closed state after having been in an opened state, this
indicates that the train 20 has passed through the
corresponding track circuits.
[0016] When the control unit 14 acquires location
5 information on the train 20 from the location information
acquiring unit 12 through the ground wireless device 15,
the control unit 14 sets a stop limit position for the
train 20 on the basis of the location information on the
train 20. The control unit 14 executes control to transmit
10 information on the stop limit position from the ground
wireless device 15 through the location information
acquiring unit 12 to the train 20. When the location
information acquiring unit 12 cannot acquire location
information from the train 20a, the control unit 14 sets a
15 protection zone 30a for the train 20a. After the control
unit 14 has set the protection zone 30a for the train 20a,
when the train 20a has run in an emergency driving mode,
the control unit 14 cancels a portion of the protection
zone 30a on the basis of on-track information acquired by
20 the on-track information acquiring unit 13. In the
wireless train control system 100, when a protection zone
for a certain train 20 is cancelled, this makes it possible
for another train 20 to enter the protection zone having
been cancelled. A specific operation of the control unit
25 14 is described later.
[0017] The ground wireless device 15 wirelessly
communicates with the trains 20. When the ground wireless
device 15 acquires location information from the train 20,
the ground wireless device 15 outputs the acquired location
30 information to the location information acquiring unit 12
in the ground control device 11. When the ground wireless
device 15 acquires information on a stop limit position for
the train 20 from the ground control device 11, the ground
9
wireless device 15 transmits the acquired information on a
stop limit position to the train 20. In the wireless train
control system 100 illustrated in FIG. 1, the ground system
10 has a single ground wireless device 15, but this
5 singularity is merely an example, and so the ground system
10 may have two or more ground wireless devices 15.
[0018] The electronic interlocking device 16 controls
operations of the signals 60 to 63. The electronic
interlocking device 16 acquires, from the track circuits 50
10 to 53, on-track information indicating whether each of the
track circuits 50 to 53 is in an opened state or a closed
state, and outputs the acquired on-track information to the
on-track information acquiring unit 13 in the ground
control device 11.
15 [0019] In the train 20, an onboard control device (not
illustrated) generates a run curve in response to acquiring
the information on a stop limit position from the ground
control device 11, and controls running of the train 20 in
accordance with the run curve. The configuration of the
20 train 20 may be made similar to the configuration of a
train used in a general wireless train control system.
Therefore, detailed descriptions of the configuration of
the train 20 are omitted.
[0020] Next, an operation of the ground control device
25 11 is described. FIG. 2 is a flowchart illustrating an
operation of the control unit 14 in the ground control
device 11 according to the first embodiment to control a
protection zone for the train 20a. In the ground control
device 11, the control unit 14 determines whether or not
30 the location information has been obtained from the train
20a through the ground wireless device 15 and the location
information acquiring unit 12 (Step S1). When the location
information has been acquired (YES at Step S1), the control
10
unit 14 executes a regular train control (Step S2). The
regular train control refers to control to set a stop limit
position 41 on the basis of the location information
acquired from the train 20a, and transmit information on
5 the stop limit position 41 to the train 20a.
[0021] When the location information cannot be acquired
(NO at Step S1), the control unit 14 sets a protection zone
30a (Step S3). The protection zone 30a has a starting
point at a trailing position 40 of the train 20a indicated
10 by the location information last acquired from the train
20a, and has an ending point at the stop limit position 41
set on the basis of the location information last acquired
from the train 20a. Examples of the case where the control
unit 14 cannot acquire any location information from the
15 train 20a include, but are not limited to, a fault in an
onboard wireless device (not illustrated) installed in the
train 20a, a fault in an onboard control device (not
illustrated) installed in the train 20a to calculate the
location of the train 20a, and a fault in the ground
20 wireless device 15. Examples of the case where the control
unit 14 cannot acquire any location information from the
train 20a also include a case of disconnection of
communication between the ground wireless device 15 and the
train 20a due to temporary deterioration of their
25 communication environment. It is allowable that when
location information cannot be acquired for a predetermined
period, the control unit 14 determines that the location
information has been unable to be acquired.
[0022] The train 20a stops when the train 20a cannot
30 acquire the information on its stop limit position from the
ground control device 11 with the predetermined period. A
manager of the ground control device 11 instructs a driver
of the train 20a to perform emergency driving for the train
11
20a, using a communication means such as a backup radio
device or a mobile terminal. The communication means does
not use the ground wireless device 15 or the onboard
wireless device described above. The driver of the train
5 20a drives the train 20a in an emergency driving mode in
accordance with the instruction from the manager of the
ground control device 11.
[0023] The control unit 14 acquires on-track information
indicating the state of the track circuits 50 to 53 from
10 the electronic interlock device 16 through the on-track
information acquiring unit 13 (Step S4). The control unit
14 determines whether or not the nearest track circuit
within the range of the protection zone 30a, which is the
track circuit 50 in the example in FIG. 1, is detected to
15 be opened and then closed (Step S5). FIG. 3 is a diagram
illustrating a state in which the track circuit 50 is in an
opened state in the wireless train control system 100
according to the first embodiment. FIG. 4 is a diagram
illustrating a state in which the track circuit 50 is in a
20 closed state in the wireless train control system 100
according to the first embodiment. When the train 20a
running in an emergency driving mode enters the track
circuit 50, the control unit 14 determines that the train
20a is present on a track in the track circuit 50 on the
25 basis of the acquired on-track information about "opened".
Thereafter, when the train 20a running in an emergency
driving mode leaves the track circuit 50, the control unit
14 determines that the train 20a is not present on a track
in the track circuit 50, that is, determines non-on-track,
30 on the basis of the acquired on-track information about
"closed". When the track circuit 50 is not detected to be
opened or closed (NO at Step S5), the control unit 14 ends
the processing.
12
[0024] When the track circuit 50 is detected to be
opened and then closed (YES at Step S5), the control unit
14 determines that the train 20a has passed through the
nearest track circuit, that is, the track circuit 50 in the
5 example in FIG. 1 (Step S6). The control unit 14 releases
a portion from the trailing position 40 of the train 20a
that is the starting point of the protection zone 30a to
the track circuit 50 through which the train 20a has passed,
that is, a portion through which the train 20a has run in
10 an emergency driving mode, from a protection zone (Step S7).
FIG. 5 is a diagram illustrating a state where the control
unit 14 has cancelled a portion of the protection zone 30a
in the wireless train control system 100 according to the
first embodiment. In this manner, when a zone portion
15 through which the train 20 running in an emergency driving
mode has passed is identified on the basis of the on-track
information from the on-track information acquiring unit 13,
the control unit 14 cancels a portion of the protection
zone from the starting point to the portion through which
20 the train 20 has passed. As a result, when the train 20
has run in an emergency driving mode, the control unit 14
can narrow the range of the protection zone in accordance
with the zone portion through which the train 20 has run.
Specifically, in the example in FIG. 1 and FIGS. 3 to 5,
25 the control unit 14 can narrow the protection zone 30a for
the train 20a down to a protection zone 30b. With this
operation, the control unit 14 can control the train 20c
following the train 20a so that the train 20c is allowed to
enter the track circuit 50.
30 [0025] The control unit 14 periodically repeats the
operation in the flowchart illustrated in FIG. 2. For
example, when the control unit 14 determines that the train
20a has passed through the track circuit 51 in an emergency
13
driving mode, the control unit 14 additionally releases a
portion used for the track circuit 51 from the protection
zone.
[0026] As describe above, in the first embodiment, the
5 on-track information is information indicating that each of
the track circuits 50 to 53 is opened and then closed.
When a certain track circuit is detected to be opened and
then closed on the basis of the on-track information, the
control unit 14 determines that the train 20 has passed
10 through the certain track circuit, and releases a portion
from the starting point to the track circuit through which
the train 20 has passed, from the protection zone.
[0027] The method of determining whether the train 20 is
present on an appropriate track is not limited to this
15 example. For example, it is allowable to install axle
counters at opposite ends of each zone illustrated by the
track circuits 50 to 53 in FIG. 1 and FIGS. 3 to 5, that is,
at the starting point and the ending point of each zone.
The control unit 14 acquires, from the on-track information
20 acquiring unit 13, on-track information that is an
information set indicating a count value of each of the
axle counters in the installation zone where the axle
counters are installed at opposite ends. In this case, the
on-track information is an information set indicating a
25 count value of each of the axle counters in the
installation zone where the axle counters are installed at
opposite ends thereof. On the basis of the on-track
information, when the count values of the axle counters are
equal, but each are not equal to zero, the control unit 14
30 determines that the train 20 has passed through the
installation zone, and cancels a protection zone from the
starting point to the installation zone. Also in this case,
when the train 20 has run in an emergency driving mode, the
14
control unit 14 can narrow the range of the protection zone
down in accordance with the zone portion through which the
train 20 has run.
[0028] Next, the hardware configuration of the ground
5 control device 11 is described. In the ground control
device 11, the location information acquiring unit 12 is an
input-output interface through which it is possible to
input and output information between the ground control
device 11 and the ground wireless device 15. The on-track
10 information acquiring unit 13 is an input interface to
acquire on-track information from the electronic
interlocking device 16. The control unit 14 is implemented
by a processing circuit. The processing circuit may be
either dedicated hardware, or a memory and a processor that
15 executes a program stored in the memory.
[0029] FIG. 6 is a diagram illustrating an example in
which the processing circuit included in the ground control
device 11 according to the first embodiment is configured
using a processor and a memory. In a case where the
20 processing circuit is configured using a processor 91 and a
memory 92, the functions of the processing circuit for the
ground control device 11 are implemented in software,
firmware, or a combination of software and firmware. The
software or firmware is described as a program and stored
25 in the memory 92. In the processing circuit, the processor
91 reads and executes the program stored in the memory 92
to thereby implement each of the functions. That is, the
processing circuit includes the memory 92 configured to
store therein programs by which the processing of the
30 ground control device 11 is eventually carried out. These
programs are also regarded as causing a computer to execute
the procedure and method of the ground control device 11.
[0030] The processor 91 may be a device such as a CPU
15
(Central Processing Unit), a processing device, an
arithmetic device, a microprocessor, a microcomputer, or a
DSP (Digital Signal Processor). Further, the memory 92
corresponds to: for example, a nonvolatile or volatile
5 semiconductor memory such as a RAM (Random Access Memory),
a ROM (Read Only Memory), a flash memory, an EPROM
(Erasable Programmable ROM), and an EEPROM (registered
trademark) (Electrically EPROM); a magnetic disk; a
flexible disk; an optical disk; a compact disk; a MiniDisk;
10 a DVD (Digital Versatile Disk); or the like.
[0031] FIG. 7 is a diagram illustrating an example of
the processing circuit included in the ground control
device 11 according to the first embodiment when the
processing circuit is configured by a dedicated hardware
15 set. When the processing circuit is configured in
dedicated hardware, a processing circuit 93 illustrated in
FIG. 7 corresponds to, for example, a single circuit, a
composite circuit, a programmed processor, a parallelprogrammed processor, an ASIC (Application Specific
20 Integrated Circuit), an FPGA (Field Programmable Gate
Array), or any combination of them. Each of the functions
of the ground control device 11 may be realized by the
processing circuit 93 for each function, and these
functions may be collectively realized by the processing
25 circuit 93.
[0032] As for the functions of the ground control device
11, some of the functions may be realized in dedicated
hardware and the remainder thereof may be realized in
software or firmware. In this manner, the processing
30 circuit can implement each function described above based
on dedicated hardware, software, firmware, or any
combination of them.
[0033] As described above, according to the present
16
embodiment, in the ground control device 11, when the
location information cannot be acquired from the train 20,
the control unit 14 sets a protection zone on the basis of
the location information last acquired from the train 20.
5 When the train 20 has run in an emergency driving mode, the
control unit 14 cancels a portion of the set protection
zone on the basis of the on-track information on the track
circuits 50 to 53. Specifically, the control unit 14
releases a portion through which the train 20a has run in
10 an emergency driving mode, from the protection zone. With
this operation, the ground control device 11 can minimize a
decrease in traffic efficiency of the train 20 while
prohibiting the train 20 from entering the traveling zone
of the train 20 under the emergency driving conditions.
15 [0034] Second embodiment.
In the first embodiment, the control unit 14 in the
ground control device 11 cancels a rearward portion of the
protection zone 30a set for the train 20a in the traveling
direction of the train 20a. In a second embodiment, the
20 control unit 14 cancels a forward portion of the protection
zone 30b set for the train 20a in the traveling direction
of the train 20a.
[0035] In the second embodiment, the configuration of
the wireless train control system 100 and the ground system
25 10 is identical to that of the wireless train control
system 100 and the ground system 10 according to the first
embodiment illustrated in FIG. 1. FIG. 8 is a flowchart
illustrating an operation of the control unit 14 in the
ground control device 11 according to the second embodiment
30 to control a protection zone for the train 20a. In the
ground control device 11, the control unit 14 determines
whether or not the location information has been obtained
from the train 20a through the ground wireless device 15
17
and the location information acquiring unit 12 (Step S11).
When the location information has been acquired (YES at
Step S11), the control unit 14 ends the processing. When
the location information cannot be acquired (NO at Step
5 S11), the control unit 14 acquires the on-track information
indicating the states of the track circuits 50 to 53 from
the electronic interlocking device 16 through the on-track
information acquiring unit 13 (Step S12). The control unit
14 determines whether or not the train 20a has been present
10 on a track in the same track circuit for a predetermined
period within the range of the protection zone 30b (Step
S13). The wording "the train 20a has been present on a
track in the same track circuit for a predetermined period"
means a state in which, for example, for a sufficient time
15 equal to or longer than the time required for the train 20a
to run through a length of the opened track circuit at a
very low speed, the state of track circuits respectively
located forward and rearward relative to the opened track
circuit remains unchanged, that is, remains closed. In
20 such a case, the control unit 14 determines that the train
20a stops continuously on the opened track circuit. FIG. 9
is a diagram illustrating a state in which the train 20a is
present on a track in the track circuit 51 in the wireless
train control system 100 according to the second embodiment.
25 [0036] When the train 20a has not been present on a
track in the same track circuit for a predetermined period
within the range of the protection zone 30b (NO at Step
S13), the control unit 14 ends the processing. When the
train 20a has been present on a track in the same track
30 circuit for a predetermined period within the range of the
protection zone 30b (YES at Step S13), the control unit 14
releases a portion of the protection zone between the track
circuit 52 next to the track circuit 51 in which the train
18
20a is present on a track and the ending point of the
protection zone 30b, from the protection object (Step S14).
FIG. 10 is a diagram illustrating a state of the wireless
train control system 100 according to the second embodiment
5 in which the train 20a has been present on a track in the
track circuit 51 for a predetermined period, and a portion
of the protection zone 30b is canceled. In this manner, on
the basis of the on-track information from the on-track
information acquiring unit 13, when the train 20a has been
10 present on a track in the same track circuit for a
predetermined period, the control unit 14 cancels a portion
of the protection zone from the track circuit 52 next to
the track circuit 51 on which the train 20a is present on a
track to the ending point of the protection zone 30b. As a
15 result, when the train 20 stops after having run in an
emergency driving mode, and then the train 20 has been
present on a track in the same track circuit for the
predetermined period, the control unit 14 estimates the
train 20 not to run until a faulty device thereof is
20 repaired or replaced, and thus can cancel a forward portion
of the protection zone to narrow the range of the
protection zone down. Specifically, in the example in FIGS.
9 and 10, the control unit 14 can narrow the protection
zone 30b for the train 20a down to a protection zone 30c.
25 As a result, the control unit 14 allows the train 20b to
operate.
[0037] The control unit 14 may perform the operation in
the flowchart according to the first embodiment illustrated
in FIG. 2 and the operation in the flowchart according to
30 the second embodiment illustrated in FIG. 8 alternately or
in parallel.
[0038] As described above, according to the present
embodiment, in the ground control device 11, when the
19
control unit 14 determines that the train 20a has stopped
continuously for a predetermined period in the middle of
the protection zone 30b having been set, on the basis of
the on-track information on the track circuits 50 to 53,
5 the control unit 14 releases a portion between a zone
immediately ahead of the zone where the train 20a stops and
the ending point of the protection zone 30b, from the
protection object. With this operation, as compared to the
first embodiment, the ground control device 11 can further
10 minimize a decrease in traffic efficiency of the trains 20
while prohibiting the other train 20 from entering the
traveling zone of the train 20 that is subjected to the
emergency driving.
[0039] The configurations described in the above
15 embodiments are examples of the content of the present
invention, and can each be combined with other publicly
known techniques and partially omitted and/or modified
without departing from the scope of the present invention.
20 Reference Signs List
[0040] 10 ground system; 11 ground control device; 12
location information acquiring unit; 13 on-track
information acquiring unit; 14 control unit; 15 ground
wireless device; 16 electronic interlocking device; 20a to
25 20c train; 30a to 30c protection zone; 40 trailing
position; 41 stop limit position; 50 to 53 track circuit;
60 to 63 signal; 70 travelling zone in an emergency
driving mode; 100 wireless train control system.
20
We Claim :
1. A ground control device comprising:
a first information acquiring unit to acquire location
5 information indicating a train location from a train
through a ground wireless device;
a second information acquiring unit to acquire ontrack information indicating whether or not the train is
present on a track in a predetermined zone; and
10 a control unit to set a protection zone for the train
when the first information acquiring unit cannot acquire
the location information, and to cancel a portion of the
protection zone on the basis of the on-track information
acquired by the second information acquiring unit when the
15 train has run in an emergency driving mode.
2. The ground control device according to claim 1,
wherein when the first information acquiring unit cannot
acquire the location information, the control unit sets the
20 protection zone having a starting point at a trailing
position of the train indicated by location information
last acquired from the train and an ending point at a stop
limit position set on the basis of location information
last acquired from the train, and when a zone through which
25 the train running in an emergency driving mode has passed
is identified on the basis of the on-track information, the
control unit cancels a portion of the protection zone from
the starting point to a zone through which the train has
passed.
30
3. The ground control device according to claim 2,
wherein
the on-track information is information indicating
21
that a track circuit is opened and then closed, and
when a certain track circuit is detected to be opened
and then closed on the basis of the on-track information,
the control unit determines that the train has passed
5 through the certain track circuit, and cancels a portion of
the protection zone from the starting point to the track
circuit through which the train has passed.
4. The ground control device according to claim 2,
10 wherein
the on-track information is information indicating a
count value of an axle counter in an installation zone
where axle counters are installed at opposite ends thereof,
and
15 on the basis of the on-track information, when count
values of the axle counters are equal but other than zero,
the control unit determines that the train has passed
through the installation zone, and cancels a portion of the
protection zone from the start point to the installation
20 zone.
5. The ground control device according to any one of
claims 2 to 4, wherein when the control unit determines
that the train has stopped for a predetermined period in
25 the middle of the protection zone having been set, on the
basis of the on-track information, the control unit cancels
a portion of the protection zone from a zone immediately
ahead of the zone where the train stops to the ending point.
30 6. A protection zone control method in a ground control
device, the method comprising:
a first step of, by a first information acquiring unit,
acquiring location information indicating a train location
22
from a train through a ground wireless device;
a second step of, by a second information acquiring
unit, acquiring on-track information indicating whether or
not the train is present on a track in a predetermined
5 zone; and
a third step of, by a control unit, setting a
protection zone for the train when the first information
acquiring unit cannot acquire the location information, and
canceling a portion of the protection zone on the basis of
10 the on-track information acquired by the second information
acquiring unit when the train has run in an emergency
driving mode.
7. The protection zone control method according to claim
15 6, wherein at the third step, when the first information
acquiring unit cannot acquire the location information, the
control unit sets the protection zone having a starting
point at a trailing position of the train indicated by
location information last acquired from the train and an
20 ending point at a stop limit position set on the basis of
location information last acquired from the train, and when
a zone through which the train running in an emergency
driving mode has passed is identified on the basis of the
on-track information, the control unit cancels a portion of
25 the protection zone from the starting point to a zone
through which the train has passed.
8. The protection zone control method according to claim
7, wherein
30 the on-track information is information indicating
that a track circuit is opened and then closed, and
at the third step, when a certain track circuit is
detected to be opened and then closed on the basis of the
23
on-track information, the control unit determines that the
train has passed through the certain track circuit, and
cancels a portion of the protection zone from the starting
point to the track circuit through which the train has
5 passed.
9. The protection zone control method according to claim
7, wherein
the on-track information is information indicating a
10 count value of an axle counter in an installation zone
where axle counters are installed at opposite ends thereof,
and
at the third step, on the basis of the on-track
information, when count values of the axle counters are
15 equal but other than zero, the control unit determines that
the train has passed through the installation zone, and
cancels a portion of the protection zone from the starting
point to the installation zone.
20 10. The protection zone control method according to any
one of claims 7 to 9, wherein at the third step, when the
control unit determines that the train has stopped for a
predetermined period in the middle of the protection zone
having been set on the basis of the on-track information,
25 the control unit cancels a portion of the protection zone
from a zone immediately ahead of the zone where the train
stops to the ending point.