FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN CONTROL SYSTEM AND TRAIN 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
5 DESCRIPTION
Field
[0001] The present disclosure relates to a train control
system and a train control method for controlling a relief
10 operation of a defective train.
Background
[0002] Conventionally, in a train control system, when
some failure occurs in a train to be controlled for train
15 operation, measures are taken to cause a rescue or relief
train to move on to the failure train. For instance,
Patent Literature 1 discloses a technique in which when a
failure occurs in a train, an operation commander decides a
relief train and performs an operation used to provide a
20 command apparatus with information on which is the relief
train and the command apparatus informs a ground apparatus
in an area where the relief train is located of rescue
command information, so as to rescue the failure train. In
Patent Literature 1, a train accommodating no passengers is
25 used as the relief train.
Citation List
Patent Literature
[0003] Patent Literature 1: International Publication No.
30 2017/195315
Summary
Technical Problem
[0004] In the technique described in Patent Literature 1,
35 however, there has been a problem in that in fact the
operation commander decides the relief train and teaches
the relief train to the command apparatus, and so a relief
3
5 vehicle appropriate for the failure train may be unable to
be decided. In the technique described in Patent
Literature 1, in a case where any train accommodating no
passengers is not found near the failure train, any train
quite far from the failure train may be decided as the
10 relief train. For this reason, train operation for a train
or trains accommodating passengers near the failure train
can be affected if the relief train far from the failure
train is caused to move on to the failure train.
[0005] The present disclosure has been made in view of
15 the above circumstances, and an object thereof is to
provide a train control system that can improve accuracy of
appropriately relieving a failure train in accordance with
a state of the failure train and locations of trains.
20 Solution to Problem
[0006] In order to solve the above-mentioned problem and
achieve the object, the present disclosure provides a train
control system comprising: a plurality of trains; a train
operation control device to identify a relief-object train
25 that is a train having failure and determine a relief train
that is a train that moves on to the relief-object train to
relieve the relief-object train and a protective section in
which the relief train can travel, on the basis of on-track
information acquired from the trains; and a ground control
30 device to set, in the trains, the protective section
determined by the train operation control device, wherein
the trains each transmit the on-track information including
location information and failure information with use of
which the train operation control device can determine a
35 state of a failure when the failure occurs, to the train
operation control device via the ground control device.
4
5 Advantageous Effects of Invention
[0007] The train control system according to the present
disclosure achieves an advantageous effect that it can
improve the accuracy of relieving a failure train
appropriately in accordance with a state of the failure
10 train and locations of trains.
Brief Description of Drawings
[0008]
FIG. 1 is a diagram illustrating a configuration
15 example of a train control system according to a first
embodiment.
FIG. 2 is a sequence diagram illustrating operations
of the train control system according to the first
embodiment.
20 FIG. 3 is a flowchart illustrating an operation of a
train operation control device according to the first
embodiment.
FIG. 4 is a first diagram illustrating an example of a
protective section determined by the train operation
25 control device according to the first embodiment.
FIG. 5 is a second diagram illustrating an example of
a protective section determined by the train operation
control device according to the first embodiment.
FIG. 6 is a third diagram illustrating an example of a
30 protective section determined by the train operation
control device according to the first embodiment.
FIG. 7 is a block diagram illustrating a configuration
of the train operation control device according to the
first embodiment.
35 FIG. 8 is a diagram illustrating an example in a case
where a processing circuit included in the train operation
control device according to the first embodiment is
5
5 configured with a processor and a memory.
FIG. 9 is a diagram illustrating an example in a case
where a processing circuit included in the train operation
control device according to the first embodiment is
configured by dedicated hardware.
10 FIG. 10 is a flowchart illustrating an operation of a
train operation control device according to a second
embodiment.
FIG. 11 is a flowchart illustrating an operation
performed by the train operation control device according
15 to the second embodiment, in which the train operation
control device determines a protective section on an
adjacent track opposed.
FIG. 12 is a first diagram illustrating an example of
a protective section determined by the train operation
20 control device according to the second embodiment.
FIG. 13 is a second diagram illustrating an example of
a protective section determined by the train operation
control device according to the second embodiment.
FIG. 14 is a third diagram illustrating an example of
25 a protective section determined by the train operation
control device according to the second embodiment.
FIG. 15 is a flowchart illustrating an operation of a
train operation control device according to a third
embodiment.
30 FIG. 16 is a flowchart illustrating an operation
performed by the train operation control device according
to the third embodiment, in which the train operation
control device determines a protective section on an
adjacent track in the same direction.
35 FIG. 17 is a first diagram illustrating an example of
a protective section determined by the train operation
control device according to the third embodiment.
6
5 FIG. 18 is a second diagram illustrating an example of
a protective section determined by the train operation
control device according to the third embodiment.
FIG. 19 is a third diagram illustrating an example of
a protective section determined by the train operation
10 control device according to the third embodiment.
Description of Embodiments
[0009] Hereinafter, a train control system and a train
control method according to embodiments of the present
15 disclosure are described in detail with reference to the
drawings.
[0010] First Embodiment.
FIG. 1 is a diagram illustrating a configuration
example of a train control system 1 according to a first
20 embodiment. The train control system 1 includes a train
operation control device 2, a ground control device 3, a
relief-object train 4a, and a relief train 4b.
[0011] The relief-object train 4a is a train 4 that has
been out of order in the process of traveling toward a
25 forward station 7 after departing a rearward station 6 and
emergently stopped on a railway track 8, which is a train 4
that will be an object to be relieved by the relief train
4b. In the following description, emergency stoppage may
be referred to simply as “stop” in some cases. The relief
30 train 4b is a train 4 determined by the train operation
control device 2 to relieve the relief-object train 4a. In
the following description, the relief-object train 4a and
the relief train 4b may be referred to simply as “train 4”
or “trains 4” in the case of no distinction between the
35 trains 4a and 4b. The train 4 periodically or regularly
transmits on-track information to the train operation
control device 2 via a ground wireless device (not
7
5 illustrated in the figure) and the ground control device 3
which are installed on ground, the on-track information
including information such as location information of the
train 4, information on a state of the train 4, or failure
information, the failure information indicating a state of
10 a failure when the failure occurs in an on-board device or
the like installed on the train 4. The failure information
includes information such as a failure part or a degree of
the failure, which is set as information based on which the
train operation control device 2 can determine or judge a
15 state of the failure of the train 4, that is, whether or
not the failure can be easily restored.
[0012] The ground control device 3 is an apparatus
installed on the ground level, which transmits on-track
information received from the train 4 via the ground
20 wireless device (not illustrated) to the train operation
control device 2. The ground control device 3 also sets a
protective section 10 determined by the train operation
control device 2 to the train 4.
[0013] The train operation control device 2 is an
25 apparatus installed on the ground level, which receives the
on-track information from the train 4 via the ground
wireless device (not illustrated in the figure) and the
ground control device 3 on a regular basis, and manages or
controls traffic operation of the trains 4. The train
30 operation control device 2 identifies the train 4 having
been in failure, on the basis of the on-track information,
and when the relief-object train 4a that is a failure train
4 appears, the train operation control device 2 determines
a train 4 for relieving the relief-object train 4a, that is,
35 the relief train 4b to be caused to travel for relief or
rescue of the relief-object train 4a, in accordance with a
state of the failure of the relief-object train 4a. The
8
5 train operation control device 2 prohibits other trains 4
from traveling and determines the protective section 10 in
which the relief-object train 4a is allowed to travel, on
the basis of a position of the relief-object train 4, a
position of the relief train 4b, and the like. Although
10 the train operation control device 2 performs operation
control for two trains 4 in the example of FIG. 1, the
train operation control device 2 may be configured to
perform operation control for three or more trains 4.
[0014] Regarding a relief method for the relief-object
15 train 4a by the relief train 4b, for example, in a case
where the relief-object train 4a corresponds to a train 4
equipped with an automatic train operation (ATO) device to
perform automatic operation, the relief train 4b boards a
motorman from the station 6 or 7 or the like nearby to a
20 place in which the relief-object train 4a is situated if
the motorman can operate to move the relief-object train 4a
though the automatic operation has been disabled due to
failure of sensor(s) or the like. In addition, when just a
minor failure occurs in an on-board device of the relief25 object train 4a and so the on-board device can be repaired
easily, the relief train 4b boards a worker or workers who
perform repair of the on-board device from the station 6 or
7 or the like nearby to the place in which the reliefobject train 4a is situated. In this case, the train
30 operation control device 2 determines that the reliefobject train 4a can be easily restored. On the other hand,
if a failure content of the relief-object train 4a requires
a significantly long time to restore the relief-object
train 4a, a train 4 accommodating no passengers is selected
35 as the relief train 4b and caused to move on to the reliefobject train 4a, and the passenger of the relief-object
train 4a is encouraged to make a transfer to the relief
9
5 train 4b then to be unloaded at the station 6 or 7 or the
like nearby. In this case, the train operation control
device 2 determines that the relief-object train 4a cannot
be restored.
[0015] The present embodiment is described based on the
10 assumption that the train control system 1 is a wireless
train control system in which the train operation control
device 2 controls traffic operation of the trains 4 by
wireless communication, but the train control system 1 is
not necessarily limited to such a wireless train control
15 system. In addition, the present embodiment is based on
the presumption that the train control system 1 supports a
configuration in which the track 8 is a single track line
that consists of two rails, in a strict sense.
[0016] The operation of the train control system 1 is
20 described using a flowchart. FIG. 2 is a sequence diagram
illustrating operations of the train control system 1
according to the first embodiment. The train 4, which will
be a relief-object train 4a later, transmits on-track
information including failure information to the ground
25 control device 3 via the ground wireless device (not
illustrated in the figure) (Step S101). The ground control
device 3 transmits the received on-track information of the
train 4 to the train operation control device 2 (Step S102).
The train 4, which will be a relief train 4b, transmits on30 track information to the ground control device 3 via the
ground wireless device (not illustrated) (Step S103). The
ground control device 3 transmits the received on-track
information of the train 4 to the train operation control
device 2 (Step S104).
35 [0017] The train operation control device 2 determines
whether or not the relief-object train 4a appears on the
basis of the received on-track information of the train 4
10
5 (Step S105). In other words, the train operation control
device 2 identifies the relief-object train 4a when the
relief-object train 4a appears. When the relief-object
train 4a does not appear, the train control system 1
repeatedly performs the operations of Step S101 to Step
10 S105 on a regular basis. When the relief-object train 4a
appears, the train operation control device 2 selects a
relief method in accordance with a state of the failure of
the relief-object train 4a, determines a relief train 4b
based on the relief method (Step S106), and determines the
15 protective section 10 for the relief train 4b (Step S107).
[0018] The operations of Step S106 and Step S107 for the
train operation control device 2 to determine the relief
train 4b and the protective section 10 are described in
more detail. FIG. 3 is a flowchart illustrating an
20 operation of the train operation control device 2 according
to the first embodiment. The train operation control
device 2 determines whether or not the relief-object train
4a can be restored, on the basis of the failure information
included in the on-track information received from the
25 train 4 that has been determined to be the relief-object
train 4a (Step S201). As described above, in the case
where the relief-object train 4a corresponds to a train 4
equipped with the ATO device and the failure occurs in a
sensor or the like used in the ATO device, the train
30 operation control device 2 determines that restoration of
the train can be realized by causing the relief train 4b to
board a motorman and move on to the relief-object train 4a.
Besides, in the case where some minor failure occurs in an
on-board device in the relief-object train 4a, the train
35 operation control device 2 determines that restoration of
the train can be realized by causing the relief train 4b to
board a worker or workers and move on to the relief-object
11
5 train 4a.
[0019] When it is determined that the restoration can be
realized (Step S201: Yes), the train operation control
device 2 determines whether or not a relief train 4b
capable of traveling to a rear side of the relief-object
10 train 4a is found (Step S202). On the basis of location
information or the like included in the on-track
information acquired from the relief-object train 4a and
the relief train 4b, the train operation control device 2
determines whether or not an appropriate relief train 4b is
15 found. The same applies to the following. When a relief
train 4b capable of traveling to a rear side of the reliefobject train 4a is found (Step S202: Yes), the train
operation control device 2 determines a section from the
relief train 4b to the rear side of the relief-object train
20 4a to be a protective section 10 (Step S203). It is noted
that, of the protective section 10 determined in Step S203,
a subsection traveled by the relief train 4b can be
released from the protective section 10 by control of the
ground control device 3. FIG. 4 is a first diagram
25 illustrating an example of the protective section 10
determined by the train operation control device 2
according to the first embodiment. The protective section
10 illustrated in FIG. 4 corresponds to the protective
section 10 on the track 8 which has been determined in Step
30 S203 by the train operation control device 2. The ground
control device 3 updates an end position of the protective
section 10 based on the location information of the relief
train 4b, and releases a subsection traveled by the relief
train 4b, of the protective section 10, from the protective
35 section 10. It is noted that illustration for the train
operation control device 2 and the ground control device 3
is omitted in FIG. 4. The same manner applies to the
12
5 following figures illustrating examples of the protective
section 10.
[0020] When the relief train 4b capable of traveling to
a rear side of the relief-object train 4a is not found
(Step S202: No), the train operation control device 2
10 determines whether or not a relief train 4b capable of
traveling to a front side of the relief-object train 4a is
found (Step S204). Similarly, returning to Step S201, when
it is determined that the restoration cannot be realized
(Step S201: No), the train operation control device 2
15 determines whether or not a relief train 4b capable of
traveling to a front side of the relief-object train 4a is
found (Step S204). In the case of the relief train 4b
capable of traveling to a front side of the relief-object
train 4a being found (Step S204: Yes), the train operation
20 control device 2 determines a section in which a train can
be reciprocably moved between the forward station 7 and the
front side of the relief-object train 4a to be the
protective section 10 (Step S205). FIG. 5 is a second
diagram illustrating an example of the protective section
25 10 determined by the train operation control device 2
according to the first embodiment. The protective section
10 illustrated in FIG. 5 corresponds to the protective
section 10 on the track 8, which has been determined in
Step S205 by the train operation control device 2. In
30 order for the relief train 4b to evacuate the passengers of
the relief-object train 4a to the forward station 7, the
protective section 10 is set to be a section from the
station 7 forward from the relief-object train 4a to the
front side of the relief-object train 4a.
35 [0021] When a relief train 4b capable of traveling to a
front side of the relief-object train 4a is not found (Step
S204: No), the train operation control device 2 determines
13
5 whether or not a relief train 4b capable of traveling to a
rear side of the relief-object train 4a is found (Step
S206). When a relief train 4b capable of traveling to a
rear side of the relief-object train 4a is found (Step
S206: Yes), the train operation control device 2 determines
10 a section in which a train can reciprocate between the
rearward station 6 and the rear side of the relief-object
train 4a to be the protective section 10 (Step S207). FIG.
6 is a third diagram illustrating an example of the
protective section 10 determined by the train operation
15 control device 2 according to the first embodiment. The
protective section 10 illustrated in FIG. 6 corresponds to
the protective section 10 on the track 8, which has been
determined in Step S207 by the train operation control
device 2. In order for the relief train 4b to evacuate the
20 passengers of the relief-object train 4a to the rearward
station 6, the protective section 10 is set to be a section
from the station 6 rearward from the relief-object train 4a
to the rear side of the relief-object train 4a. It is
noted that the case of “Step S206: Yes” refers to a case of
25 “Step S201: No” and “Step S204: No”.
[0022] When a relief train 4b capable of traveling to a
rear side of the relief-object train 4a is not found (Step
S206: No), the train operation control device 2 determines
that the relief cannot be realized (Step S208). The case
30 where the relief cannot be realized refers to a case where
the relief-object train 4a cannot be quickly moved and a
significantly long time is required to restore the reliefobject train 4a even if the motorman or the worker arrives
at the relief-object train 4a.
35 [0023] The description returns to the sequence diagram
of FIG. 2. The train operation control device 2 makes a
demand for setting a protective section 10 to the ground
14
5 control device 3, together with information on the
protective section determined in Step S203, Step S205, or
Step S207 (Step S108). In accordance with the demand for
setting the protective section 10 from the train operation
control device 2, the ground control device 3 transmits
10 control information including the information on the
protective section 10 in order to set the protective
section 10 for the relief train 4b (Step S109). It is
noted that when any train other than the relief-object
train 4a and the relief train 4b is present within a
15 controlled-coverage area of the train control system 1, the
ground control device 3 is adapted to transmit control
information including the information on the protective
section 10 so as to set the protective section 10 for even
a train 4 other than the relief train 4b.
20 [0024] As described above, in the case where the reliefobject train 4a will be able to be restored and a relief
train 4b capable of traveling to the rear side of the
relief-object train 4a from behind on the same track 8 on
which the relief-object train 4a has been emergently
25 stopped is found, the train operation control device 2
determines a section from the relief train 4b to the rear
side of the relief-object train 4a to be a protective
section 10 that can be released from protection after the
relief train 4b has traveled in that section. The ground
30 control device 3 releases a subsection in which the relief
train 4b has traveled, of the protective section 10 set for
the trains 4 including the relief train 4b, from the
protective section 10.
[0025] In the case where the relief-object train 4a
35 cannot be restored, when there is found a relief train 4b
capable of traveling to a front side of the relief-object
train 4a from the forward station 7 on the same track 8 on
15
5 which the relief-object train 4a has been emergently
stopped, the train operation control device 2 determines a
section from the forward station 7 to the front side of the
relief-object train 4a to be a protective section 10. Or
otherwise, in the case where the relief-object train 4a
10 cannot be restored, when there is found a relief train 4b
capable of traveling to a rear side of the relief-object
train 4a from the rearward station 6 on the same track 8 on
which the relief-object train 4a has been emergently
stopped, the train operation control device 2 determines a
15 section from the rearward station 6 to the rear side of the
relief-object train 4a to be a protective section 10.
[0026] Now a configuration of the train operation
control device 2 is described. FIG. 7 is a block diagram
illustrating the configuration of the train operation
20 control device 2 according to the first embodiment. The
train operation control device 2 includes a communication
unit 21 and a control unit 22. The communication unit 21
performs communication with the ground control device 3.
The control unit 22 identifies the relief-object train 4a
25 and determines the relief train 4b, the protective section
10, and so on. Of the operations of the train operation
control device 2 described previously, an operation of
communication between the train operation control device 2
and the ground control device 3 is performed by the
30 communication unit 21, and the other operation or
operations are performed by the control unit 22.
[0027] The configuration of the ground control device 3
is also similar to the configuration of the train operation
control device 2 illustrated in FIG. 7. In the case of the
35 ground control device 3, the communication unit 21 performs
communication with the train operation control device 2,
and performs communication with the trains 4 via a ground
16
5 wireless device (not illustrated in the figure). The
control unit 22 performs setting and releasing of the
protective section 10 for the trains 4. Of the operations
of the ground control device 3 described previously, an
operation of communication with the train operation control
10 device 2 and the trains 4 are performed by the
communication unit 21 and the other operation or operations
are performed by the control unit 22.
[0028] The configuration of the train 4 is also similar
to the configuration of the train operation control device
15 2 illustrated in FIG. 7. In the case of the train 4, the
communication unit 21 performs communication with the
ground control device 3 via a ground wireless device (not
illustrated in the figure). The control unit 22 is adapted
to calculate a position of the train 4, monitor states of
20 the trains 4, on-board devices (not illustrated) installed
on the trains 4, and the like, and generate on-track
information including information such as failure
information indicating a state of the failure in a case
where a failure occurs in the on-board device or the like,
25 location information of the train 4, and information of a
state of the train 4. Of the operations of the train 4
described previously, communication with the ground control
device 3 is performed by the communication unit 21, and the
other operation or operations are performed by the control
30 unit 22.
[0029] Next, what is described is a hardware
configuration of the train operation control device 2. In
the train operation control device 2, the communication
unit 21 is an interface such as a communication device.
35 The control unit 22 is actualized by a processing circuit.
The processing circuit may be a processor and a memory
which carry out a program stored in the memory, or may be a
17
5 dedicated hardware set.
[0030] FIG. 8 is a diagram illustrating an example of a
case where a processing circuit 90 included in the train
operation control device 2 according to the first
embodiment 1 is constructed of a processor 91 and a memory
10 92. When the processing circuit 90 is constructed of the
processor 91 and the memory 92, functions of the processing
circuit 90 of the train operation control device 2 is
implemented by software, firmware, or a combination of
software and firmware. Software or firmware is described
15 as a program, and stored in the memory 92. In the
processing circuit 90, each of the functions is implemented
by the processor 91 reading and executing a program or
programs stored in the memory 92. In other words, the
processing circuit 90 has the memory 92 for storing the
20 programs by which the processing of the train operation
control device 2 is to be resultantly performed. In
addition, it can be said that these programs are a means
for causing a computer to perform a procedure and a method
for the train operation control device 2.
25 [0031] Here, the processor 91 may be a CPU (central
processing unit), a processing device, an arithmetic device,
a microprocessor, a microcomputer, a digital signal
processor (DSP), or the like. In addition, the memory 92
corresponds to: for example, a non-volatile or volatile
30 semiconductor memory such as a random access memory (RAM),
a read only memory (ROM), a flash memory, an erasable
programmable ROM (EPROM), or an electrically EPROM
(EEPROM)(registered trademark); a magnetic disk; a flexible
disk; an optical disk; a compact disc; a mini disk; or a
35 digital versatile disk (DVD).
[0032] FIG. 9 is a diagram illustrating an example of a
case where a processing circuit 93 included in the train
18
5 operation control device 2 according to the first
embodiment is configured by dedicated hardware. When the
processing circuit 93 is configured by dedicated hardware,
the processing circuit 93 illustrated in FIG. 9 corresponds
to, for example, a single circuit, a composite circuit, a
10 programmed processor, a parallel programmed processor, an
application specific integrated circuit (ASIC), a field
programmable gate array (FPGA), or a combination thereof.
The functions of the train operation control device 2 may
be implemented by their respective processing circuits 93
15 on a function-by-function basis, or may be collectively
implemented in a processing circuit 93 as a whole.
[0033] Note that some of the functions of the train
operation control device 2 may be implemented by a
dedicated hardware set and the remainder thereof may be
20 implemented by software or firmware. As just described,
the processing circuit can realize the foregoing functions
based on a dedicated hardware set, software, firmware, or a
combination thereof. Also for the ground control device 3
and the control unit 22 of the train 4, their functions can
25 be implemented by a processing circuit or processing
circuits similar to that of the train operation control
device 2.
[0034] As described above, according to the present
embodiment, the train control system 1 has the train
30 operation control device 2 that is configured to determine
the relief train 4b for relieving the relief-object train
4a that is a failure train, on the basis of a state of the
failure of the relief-object train 4a and locations of the
trains 4, and to determine the protective section 10 in
35 which the relief train 4b can travel. By this
configuration, the train control system 1 can improve
accuracy of appropriately relieving the relief-object train
19
5 4a. For instance, the train operation control device 2
sets a subsequent train 4 as a relief train 4b when it is
determined that the relief-object train 4a can be easily
restored, thereby making it possible to relieve the reliefobject train 4a while minimizing influence on traffic
10 operation of other trains 4. In addition, even when
restoration of the relief-object train 4a needs a
significantly long time, the train operation control device
2 can evacuate the passengers of the relief-object train 4a
to the station 6 or 7 nearby, using the relief train 4b.
15 [0035] Second Embodiment.
The first embodiment is based on the assumption that
the track 8 on which the train 4 travels is a single track.
In a second embodiment, description is given for a case
where the train 4 travels on a double track. What is noted
20 is that a configuration of the train control system 1 in
the second embodiment is similar to the configuration
described in the first embodiment.
[0036] FIG. 10 is a flowchart illustrating an operation
of the train operation control device 2 according to the
25 second embodiment. In the flowchart illustrated in FIG. 10,
an operation in Step S201 to Step S207 is the same as the
operation in Step S201 to Step S207 illustrated in FIG. 3
described in the first embodiment. When a relief train 4
capable of traveling to the rear side of the relief-object
30 train 4a is not found (Step S206: No), the train operation
control device 2 determines a protective section 10 on an
adjacent track opposed (Step S209). The adjacent track
opposed is a track in a direction of travel opposite to the
direction of travel of the relief-object train 4a in a
35 double track system. Therefore, when the relief train 4b
is not found on the same track 8 on which the relief-object
train 4a has been emergently stopped, the train operation
20
5 control device 2 determines whether or not the relief train
4b is present on the adjacent track opposed. When the
relief train 4b is present on the adjacent track opposed,
the train operation control device 2 determines a
protective section 10 on the adjacent track opposed.
10 [0037] Detail description is given for an operation in
Step S209 for the train operation control device 2 to
determine the protective section 10 on the adjacent track
opposed. FIG. 11 is a flowchart illustrating the operation
for the train operation control device 2 according to the
15 second embodiment to determine the protective section 10 on
the adjacent track opposed. The train operation control
device 2 determines whether or not a relief train 4b
capable of traveling to the rear side of the relief-object
train 4a from the station 7 forward from the relief-object
20 train 4a is found on the adjacent track opposed (Step S301).
When the relief train 4b capable of traveling to the rear
side of the relief-object train 4a from the forward station
7 (Step S301: Yes), the train operation control device 2
determines, to be a protective section 10, a section in
25 which a train can reciprocably move between the forward
station 7 and the rear side of the relief-object train 4a
(Step S302). FIG. 12 is a first diagram illustrating an
example of the protective section 10 determined by the
train operation control device 2 according to the second
30 embodiment. The protective section 10 illustrated in FIG.
12 corresponds to the protective section 10 on a track 9
that is a railway track adjacent and opposed to the track 8,
which has been determined by the train operation control
device 2 in Step S302. In order for the relief train 4b to
35 evacuate passengers of the relief-object train 4a to the
forward station 7, the protective section 10 is set to a
section from the station 7 forward from the relief-object
21
5 train 4a to the rear side of the relief-object train 4a.
In the following description, the track 8 may be referred
to as a “first track” and the track 9 may be referred to as
a “second track” as appropriate.
[0038] In the case where there is no relief train 4b
10 capable of traveling from the forward station 7 to the rear
side of the relief-object train 4a (Step S301: No), the
train operation control device 2 determines whether or not
a relief train 4b capable of traveling from the station 6
rearward from the relief-object train 4a to the front side
15 of the relief-object train 4a is found on the adjacent
track opposed (Step S303). When a relief train 4b capable
of traveling from the rearward station 6 to the front side
of the relief-object train 4a is found (Step S303: Yes),
the train operation control device 2 determines whether or
20 not the relief train 4b can reach the station 7 forward
from the relief-object train 4a (Step S304). When the
relief train 4b can reach the forward station 7 (Step S304:
Yes), the train operation control device 2 determines, to
be a protective section 10, a section from the rearward
25 station 6 to the forward station 7 (Step S305). It is
noted that, of the protective section 10 determined in Step
S305, a subsection traveled by the relief train 4b can be
released from the protective section 10 by control of the
ground control device 3. FIG. 13 is a second diagram
30 illustrating an example of the protective section 10
determined by the train operation control device 2
according to the second embodiment. The protective section
10 illustrated in FIG. 13 corresponds to a protective
section 10 on the track 9 that is a railway track adjacent
35 and opposed to the track 8, which has been determined in
Step S305 by the track operation control device 2. The
ground control device 3 updates an end position of the
22
5 protective section 10 on the basis of the location
information of the relief train 4b, and releases a
subsection of the protective section 10 traveled by the
relief train 4b from the protective section 10.
[0039] When the relief train 4b cannot reach the forward
10 station 7 (Step S304: No), the train operation control
device 2 determines a section in which a train can
reciprocably move between the rearward station 6 and the
front side of the relief-object train 4a, to be a
protective section 10 (Step S306). FIG. 14 is a third
15 diagram illustrating an example of the protective section
10 determined by the train operation control device 2
according to the second embodiment. The protective section
10 illustrated in FIG. 14 corresponds to a protective
section 10 on the track 9 that is a railway track adjacent
20 and opposed to the track 8, which has been determined in
Step S306 by the track operation control device 2. In
order for the relief train 4b to evacuate passengers of the
relief-object train 4a to the reward station 6, the
protective section 10 is set to be a section from the
25 station 6 rearward from the relief-object train 4a to the
front side of the relief-object train 4a.
[0040] When there is no relief train 4b capable of
traveling to the front side of the relief-object train 4a
from the rearward station 6 (Step S303: No), the train
30 operation control device 2 determines that the relief
cannot be realized (Step S307). Such a case where the
relief cannot be realized refers to a case where the
relief-object train 4a cannot be quickly moved and a
significantly long time is required until restoration of
35 the relief-object train 4a even if the motorman or worker
arrives at the relief-object train 4a, as described above.
[0041] As described in this part, in the case where
23
5 there is no relief train 4b on the same track 8 on which
the relief-object train 4a has been emergently stopped but
there is a relief train 4b capable of traveling to the
station 7 forward from the relief-object train 4a from the
station 6 rearward from the relief-object train 4a on the
10 track 9 in the opposite travel direction to the reliefobject train 4a, which is adjacent to the track 8, the
train operation control device 2 determines a section from
the rearward station 6 to the forward station 7 on the
track 9 to be a protective section 10 that is releasable
15 after the relief train 4b has traveled in that section.
The ground control device 3 releases a subsection traveled
by the relief train 4b, of the protective section 10 set
for the trains 4 including the relief train 4b, from the
protective section 10.
20 [0042] In the case where there is no relief train 4b on
the same track 8 on which the relief-object train 4a has
been emergently stopped, when there is found a relief train
4b capable of traveling to the rear side of the reliefobject train 4a from the station 7 forward from the relief25 object train 4a on the track 9 in the opposite travel
direction to the relief-object train 4a, which is adjacent
to the track 8, the train operation control device 2
determines a section from the forward station 7 to the rear
side of the relief-object train 4a on the track 9 to be a
30 protective section 10. Or otherwise, in the case where
restoration of the relief-object train 4a cannot be
realized and there is no relief train 4b on the same track
8 on which the relief-object train 4a has been emergently
stopped, when there is found a relief train 4b capable of
35 traveling to the front side of the relief-object train 4a
from the station 6 rearward from the relief-object train 4a
on the track 9, the train operation control device 2
24
5 determines a section from the rearward station 7 to the
front side of the relief-object train 4a on the track 9 to
be a protective section 10.
[0043] As described above, according to the present
embodiment, the train operation control device 2 of the
10 train control system 1 is adapted to a case where the
relief train 4b cannot be determined on the same track 8 on
which the relief-object train 4a has been emergently
stopped, and in response to this case, adapted to determine
the relief train 4b on the track 9 when the relief train 4b
15 can be determined on the adjacent track 9 in the opposite
travel direction to the relief-object train 4a in the
double track system. This enables the train operation
control device 2 to relieve the relief-object train 4a in
more cases as compared with the first embodiment.
20 [0044] Third embodiment
The first embodiment has been based on the premise
that the track 8 to be traveled by the train 4 is a single
track, and the second embodiment has been based on the
premise that the two tracks 8 and 9 to be traveled by the
25 train 4 are a double track. In a third embodiment, there
is described a case where the train 4 is allowed to travel
on a quadruple track. It is noted that a configuration of
the train control system 1 in the third embodiment 3 is
similar to the configuration in the first embodiment.
30 [0045] FIG. 15 is a flowchart illustrating an operation
of the train operation control device 2 according to the
third embodiment. In the flowchart illustrated in FIG. 15,
an operation in Step S201 to Step S207 is the same as the
operation in Step S201 to Step S207 of the flowchart
35 illustrated in FIG. 3 for the first embodiment. In a case
where a relief train 4b capable of traveling to the rear
side of the relief-object train 4a is not found (Step S206:
25
5 No), the train operation control device 2 determines a
protective section 10 on an adjacent track in the same
direction (Step S210). The said adjacent track in the same
direction is a track in a travel direction same as the
travel direction of the relief-object train 4a. That is,
10 in a case where a relief train 4b is not found on the same
track 8 on which the relief-object train 4a has been
emergently stopped, the train operation control device 2
determines whether or not a relief train 4b is present on
the adjacent track in the same direction. In a case where
15 the relief train 4b is present on the adjacent track in the
same direction, the train operation control device 2
determines a protective section 10 on the adjacent track in
the same direction.
[0046] Detail description is given for an operation in
20 Step S210 for the train operation control device 2 to
determine the protective section 10 on the adjacent track
in the same direction. FIG. 16 is a flowchart illustrating
an operation for the train operation control device 2
according to the third embodiment to determine a protective
25 section 10 on the adjacent track in the same direction.
The train operation control device 2 determines whether or
not a relief train 4b capable of traveling to the station 7
forward from the relief-object train 4a from the station 6
rearward from the relief-object train 4a is found on the
30 adjacent track in the same direction (Step S401). When the
relief train 4b capable of traveling to the forward station
7 from the rearward station 6 is found on the adjacent
track in the same direction (Step S401: Yes), the train
operation control device 2 determines a section from the
35 rearward station 6 to the front side of the relief-object
train 4a to be a protective section 10 (Step S402). It is
noted that, of the protective section 10 determined in Step
26
5 S402, a subsection traveled by the relief train 4b can be
released from the protective section 10 by control of the
ground control device 3. FIG. 17 is a first diagram
illustrating an example of the protective section 10
determined by the train operation control device 2
10 according to the third embodiment. The protective section
10 illustrated in FIG. 17 corresponds to the protective
section 10 on a track 8a that is a track adjacent to the
track 8 in the same travel direction as the track 8, which
has been determined by the train operation control device 2
15 in Step S402. The ground control device 3 updates an end
position of the protective section 10 on the basis of the
location information of the relief train 4b, and releases a
subsection of the protective section 10 traveled by the
relief train 4b, from the protective section 10. Note that
20 the train operation control device 2 may be configured to
determine a section from the rearward station 6 to the
forward station 7 to be a protective section 10 when “Step
S401: Yes” is affirmed. In FIG. 17, a track adjacent to
and in the same direction as the track 9 is set as a track
25 9a. The same expression also applies to the following
description. In the following description, the track 8 may
be referred to as a “first track”, the track 9a may be
referred to as a “second track”, and the track 8a may be
referred to as a “third track” as appropriate.
30 [0047] In a case where a relief train 4 capable of
traveling from the rearward station 6 to the forward
station 7 is not found (Step S401: No), the train operation
control device 2 determines whether or not a relief train
4b capable of traveling to the rear side of the relief35 object train 4a from the station 7 forward from the reliefobject train 4a is found (Step S403). When the relief
train 4b capable of traveling to the rear side of the
27
5 relief-object train 4a from the forward station 7 is found
(Step S403: Yes), the train operation control device 2
determines a section in which a train can be reciprocably
moved between the forward station 7 and the rear side of
the relief-object train 4a to be a protective section 10
10 (Step S404). FIG. 18 is a second diagram illustrating an
example of the protective section 10 determined by the
train operation control device 2 according to the third
embodiment. The protective section 10 illustrated in FIG.
18 corresponds to a protective section 10 on the track 8a
15 that is an adjacent track in the same direction, which has
been determined in Step S404 by the train operation control
device 2. In order for the relief train 4b to evacuate
passengers of the relief-object train 4a to the forward
station 7, the protective section 10 is set to be a section
20 from the station 7 forward from the relief-object train 4a
to the rear side of the relief-object train 4a.
[0048] In a case where a relief train 4b capable of
traveling from the forward station 7 to the rear side of
the relief-object train 4a is not found (Step S403: No),
25 the train operation control device 2 determines whether or
not a relief train 4b capable of traveling to the front
side of the relief-object train 4a from the station 7
rearward from the relief-object train 4a is found on the
adjacent track in the same direction (Step S405). If the
30 relief train 4b capable of traveling from the rearward
station 6 to the front side of the relief-object train 4a
is found thereon (Step S405: Yes), the train operation
control device 2 determines a section in which a train can
be reciprocably moved between the rearward station 6 and
35 the front side of the relief-object train 4a to be a
protective section 10 (Step S406). FIG. 19 is a third
diagram illustrating an example of the protective section
28
5 10 determined by the train operation control device 2
according to the third embodiment. The protective section
10 illustrated in FIG. 19 corresponds to a protective
section 10 on the track 8a that is an adjacent track in the
same direction, which has been determined in Step S406 by
10 the train operation control device 2. In order for the
relief train 4b to evacuate the passengers of the reliefobject train 4a to the rearward station 6, the protective
section 10 is set to be a section from the station 7
rearward from the relief-object train 4a to the front side
15 of the relief-object train 4a.
[0049] In a case where a relief train 4b capable of
traveling from the rearward station 6 to the front side of
the relief-object train 4a is not found (Step S405: No),
the train operation control device 2 determines a
20 protective section 10 on an adjacent track opposed (Step
S407). An operation in Step S407 is the same as the
operation in Step S209 of the flowchart illustrated in FIG.
10 previously described in the second embodiment 2, that is,
in Step S301 to Step S307 of the flowchart illustrated in
25 FIG. 11. When a relief train 4b is not found on the same
track 8 on which the relief-object train 4a has been
emergently stopped, the train operation control device 2
determines whether or not the relief train 4b is present on
the track 8a that is an adjacent track in the same
30 direction. When the relief train 4b is present on the
track 8a in the same direction, the train operation control
device 2 determines a protective section 10 on the track 8a
in the same direction. On the other hand, when the relief
train 4b is not present on the track 8a in the same
35 direction, the train operation control device 2 determines
whether or not the relief train 4b is present on the track
9 or 9a that is an adjacent track opposed to the track 8a.
29
5 When the relief train 4b is present on the opposed track 9,
9a, the train operation control device 2 determines a
protective section 10 on the opposed track 9, 9a.
[0050] In this way, when the relief train 4b is not
found on the same track 8 on which the relief-object train
10 4a has been emergently stopped but a relief train 4b
capable of traveling to the station forward from the
relief-object train 4a from the rear station 6 on the track
8a adjacent to the track 8 in the same travel direction as
the travel direction of the relief-object train 4a is found,
15 the train operation control device 2 determines a section
from the rearward station 6 to the front side of the
relief-object train 4a on the track 8a to be a protective
section 10 that can be released after the relief train 4b
has traveled in that section. The ground control device 3
20 releases, from the protective section 10, a subsection
traveled by the relief train 4b of the protection section
10 having been set for the trains 4 including the relief
train 4b.
[0051] In a case where a relief train 4b is not found on
25 the same track 8 on which the relief-object train 4a has
been emergently stopped, when a relief train 4b capable of
traveling to the rear side of the relief-object train 4a
from the forward station 7 is found on the track 8a that is
adjacent to the track 8 and set in the same travel
30 direction as the travel direction of the relief-object
train 4a, the train operation control device 2 determines a
section from the forward station 7 to the rear side of the
relief-object train 4a on the track 8a to be a protective
section 10. Otherwise, in another case where the relief35 object train 4a cannot be restored and a relief train 4b is
not found on the same track 8 on which the relief-object
train 4a has been emergently stopped, when a relief train
30
5 4b capable of traveling to the front side of the reliefobject train 4a from the rearward station 6 is found on the
track 8a, the train operation control device 2 determines a
section from the rearward station 6 to the front side of
the relief-object train 4a on the track 8a to be a
10 protective section 10.
[0052] As described in the foregoing, according to the
present embodiment, the train operation control device 2 in
the train control system 1 is adapted to the case where it
is impossible to determine a relief train 4b on the same
15 track 8 on which the relief-object train 4a has been
emergently stopped, and in response to this case adapted to
determine the relief train 4b on the track 8a adjacent
thereto in the quadruple track system in the same travel
direction as the travel direction of the relief-object
20 train 4a when it is possible to determine the relief train
4b on the track 8a. By this means, the train operation
control device 2 can relieve the relief-object train 4a in
more cases as compared with the first embodiment.
[0053] The configurations described in the above
25 embodiments illustrate just examples, and can each be
combined with other publicly known techniques. The
embodiments can be combined with each other, and the
configuration based on the embodiment or embodiments can be
partially omitted and/or modified without departing from
30 the scope of the present disclosure.
Reference Signs List
[0054] 1 train control system; 2 train operation
control device; 3 ground control device; 4 train; 4a
35 relief-object train; 4b relief train; 6, 7 station; 8, 8a,
9, 9a track; 10 protective section; 21 communication
unit; 22 control unit.
31
5 WE CLAIM:
[Claim 1] A train control system comprising:
a plurality of trains;
a train operation control device to identify a relief10 object train that is a train having failure and determine a
relief train that is a train that moves on to the reliefobject train to relieve the relief-object train and a
protective section in which the relief train can travel, on
the basis of on-track information acquired from the trains;
15 and
a ground control device to set, in the trains, the
protective section determined by the train operation
control device,
wherein the trains each transmit the on-track
20 information including location information and failure
information with use of which the train operation control
device can determine a state of a failure when the failure
occurs, to the train operation control device via the
ground control device.
25
[Claim 2] The train control system according to claim 1,
wherein
in a case where the relief-object train can be
restored and the relief train capable of traveling to a
30 rear side of the relief-object train from behind on the
same track on which the relief-object train has been
stopped is found, the train operation control device
determines a section from the relief train to the rear side
of the relief-object train to be a protective section that
35 can be released after the relief train has traveled therein,
and
the ground control device releases a subsection
32
5 traveled by the relief train, of the protective section set
in the train, from the protective section.
[Claim 3] The train control system according to claim 1 or
2, wherein in a case where the relief-object train cannot
10 be restored,
when the relief train capable of traveling to a front
side of the relief-object train from a forward station on
the same track on which the relief-object train has been
stopped is found, the train operation control device
15 determines a section from the forward station to the front
side of the relief-object train to be the protective
section, and
when the relief train capable of traveling to a rear
side of the relief-object train from a rearward station on
20 the track is found, the train operation control device
determines a section from the rearward station to the rear
side of the relief-object train to be the protective
section.
25 [Claim 4] The train control system according to claim 1,
wherein
in a case where the relief train is not found on the
same first track on which the relief-object train has been
stopped and the relief train capable of traveling to a
30 station forward from the relief-object train from a station
rearward from the relief-object train is found on a second
track in a travel direction opposite to a travel direction
of the relief-object train, which is adjacent to the first
track, the train operation control device determines a
35 section from the rearward station to the forward station on
the second station to be the protective section that can be
released after the relief train has traveled therein, and
33
5 the ground control device releases a subsection
traveled by the relief train, of the protective section set
in the train, from the protective section.
[Claim 5] The train control system according to claim 1 or
10 4, wherein
in a case where the relief train is not found on the
same first track on which the relief-object train has been
stopped,
when the relief train capable of traveling to a rear
15 side of the relief-object train from a station forward from
the relief-object train is found on a second track in a
travel direction opposite to a travel direction of the
relief-object train, which is adjacent to the first track,
the train operation control device determines a section
20 from the forward station to the rear side of the reliefobject train on the second track to be the protective
section, and
when the relief train capable of traveling to a front
side of the relief-object train from a station rearward
25 from the relief-object train is found on the second track,
the train operation control device determines a section
from the rearward station to the front side of the reliefobject train on the second track to be the protective
section.
30
[Claim 6] The train control system according to claim 1,
wherein
in a case where the relief train is not found on the
same first track on which the relief-object train has been
35 stopped and the relief train capable of traveling to a
station forward from the relief-object train from a
rearward station is found on a third track in a travel
34
5 direction same as a travel direction of the relief-object
train, which is adjacent to the first track, the train
operation control device determines a section from the
rearward station to the front side of the relief-object
train on the third track to be a protective section that
10 can be released after the relief train has traveled therein,
and
the ground control device releases a subsection
traveled by the relief train, of the protective section set
in the train, from the protective section.
15
[Claim 7] The train control system according to claim 1 or
6, wherein
in a case where the relief train is not found on the
same first track on which the relief-object train has been
20 stopped,
when the relief train capable of traveling to a rear
side of the relief-object train from a forward station is
found on a third track in a travel direction same as a
travel direction of the relief-object train, which is
25 adjacent to the first track, the train operation control
device determines a section from the forward station to the
rear side of the relief-object train on the third track to
be the protective section, and
when the relief train capable of traveling to a front
30 side of the relief-object train from a rearward station is
found on the third track, the train operation control
device determines a section from the rearward station to
the front side of the relief-object train on the third
track to be the protective section.
35
[Claim 8] A train control method in a train control system
including a train operation control device, a ground
35
5 control device, and trains, comprising:
a first step of the train transmitting on-track
information including location information and failure
information with use of which the train operation control
device can determine a state of a failure when the failure
10 occurs, to the train operation control device via the
ground control device;
a second step of the train operation control device
identifying a relief-object train that is a train having
failure and determining a relief train that is a train that
15 moves on to the relief-object train to relieve the reliefobject train and a protective section in which the relief
train can travel, on the basis of the on-track information
acquired from the trains; and
a third step of the ground control device setting, in
20 the trains, the protective section determined by the train
operation control device.
[Claim 9] The train control method according to claim 8,
wherein
25 in the second step, in a case where the relief-object
train can be restored and the relief train capable of
traveling to a rear side of the relief-object train from
behind on the same track on which the relief-object train
has been stopped is found, the train operation control
30 device determines a section from the relief train to the
rear side of the relief-object train to be a protective
section that can be released after the relief train has
traveled therein, and
in the third step, the ground control device releases
35 a subsection traveled by the relief train, of the
protective section set in the train, from the protective
section.
36
5
[Claim 10] The train control method according to claim
8 or 9, wherein in the second step, in a case where the
relief-object train cannot be restored,
when the relief train capable of traveling to a front
10 side of the relief-object train from a forward station on
the same track on which the relief-object train has been
stopped is found, the train operation control device
determines a section from the forward station to the front
side of the relief-object train to be the protective
15 section, and
when the relief train capable of traveling to a rear
side of the relief-object train from a rearward station on
the track is found, the train operation control device
determines a section from the rearward station to the rear
20 side of the relief-object train to be the protective
section.
[Claim 11] The train control method according to claim
8, wherein
25 in the second step, in a case where the relief train
is not found on the same first track on which the reliefobject train has been stopped and the relief train capable
of traveling to a station forward from the relief-object
train from a station rearward from the relief-object train
30 is found on a second track in a travel direction opposite
to a travel direction of the relief-object train, which is
adjacent to the first track, the train operation control
device determines a section from the rearward station to
the forward station on the second station to be the
35 protective section that can be released after the relief
train has traveled therein, and
in the third step, the ground control device releases
37
5 a subsection traveled by the relief train, of the
protective section set in the train, from the protective
section.
[Claim 12] The train control method according to claim
10 8 or 11, wherein
in the second step, in a case where the relief train
is not found on the same first track on which the reliefobject train has been stopped,
when the relief train capable of traveling to a rear
15 side of the relief-object train from a station forward from
the relief-object train is found on a second track in a
travel direction opposite to a travel direction of the
relief-object train, which is adjacent to the first track,
the train operation control device determines a section
20 from the forward station to the rear side of the reliefobject train on the second track to be the protective
section, and
when the relief train capable of traveling to a front
side of the relief-object train from a station rearward
25 from the relief-object train is found on the second track,
the train operation control device determines a section
from the rearward station to the front side of the reliefobject train on the second track to be the protective
section.
30
[Claim 13] The train control method according to claim
8, wherein
in the second step, in a case where the relief train
is not found on the same first track on which the relief35 object train has been stopped and the relief train capable
of traveling to a station forward from the relief-object
train from a rearward station is found on a third track in
38
5 a travel direction same as a travel direction of the
relief-object train, which is adjacent to the first track,
the train operation control device determines a section
from the rearward station to the front side of the reliefobject train on the third track to be a protective section
10 that can be released after the relief train has traveled
therein, and
in the third step, the ground control device releases
a subsection traveled by the relief train, of the
protective section set in the train, from the protective
15 section.
[Claim 14] The train control method according to claim
8 or 13, wherein
in the second step, in a case where the relief train
20 is not found on the same first track on which the reliefobject train has been stopped,
when the relief train capable of traveling to a rear
side of the relief-object train from a forward station is
found on a third track in a travel direction same as a
25 travel direction of the relief-object train, which is
adjacent to the first track, the train operation control
device determines a section from the forward station to the
rear side of the relief-object train on the third track to
be the protective section, and
30 when the relief train capable of traveling to a front
side of the relief-object train from a rearward station is
found on the third track, the train operation control
39
5 device determines a section from the rearward station to
the front side of the relief-object train on the third
track to be the protective section.