1
FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN CONTROL SYSTEM;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
DESCRIPTION
5 Field
[0001] The present invention relates to a train control
system that controls a train in which one or a plurality of
railway vehicles are connected.
10 Background
[0002] For a railway overhead contact line, a facility
called air section is provided which insulates power supply
lines from different power systems using air as an
insulator. A train can maintain traveling thereof by
15 receiving power supply from different power systems by the
air section. In the air section, there are two overhead
contact lines connected to different power supply lines.
Even if nominal voltages of the two overhead contact lines
are the same, some potential difference is actually
20 generated therebetween. Therefore, in a case where the
train stops in the air section due to an unexpected
situation and then resumes traveling with a current
collector raised, a large current may flow between the two
overhead contact lines. Examples of the unexpected
25 situation include a case where an emergency brake is
activated, a case where some anomaly occurs on a route, and
a case where an anomaly occurs in another train. Such a
large current flowing between the two overhead contact
lines may cause damage to the current collector, fusing of
30 the overhead contact lines, shutdown of a substation, or
the like.
[0003] Patent Literature 1 described below discloses a
technique for detecting a position of a current collector
3
on a ground facility side when a train stops in an air
section. By transmitting position information about the
current collector detected on the ground facility side to
the train, it is possible to notify a train operator of
whether the position of the current 5 collector of the
stopped train is in the air section when the train stops.
Citation List
Patent Literature
10 [0004] Patent Literature 1: Japanese Patent Application
Laid-open No. 2007-261401
Summary
Technical Problem
15 [0005] However, with the technique of Patent Literature
1 described above, although it is possible to determine
whether the position of the current collector of the
stopped train is in the air section when the train stops,
it is difficult to individually predict a possibility that
20 a specific one of the plurality of current collectors on
the traveling train will stop in the air section.
Accordingly, in a case where the technique of Patent
Literature 1 is utilized, it is possible to perform control
only after the train stops. Therefore, regarding the
25 technique of Patent Literature 1, it may not be possible to
prevent occurrence of a failure event such as damage to a
current collector, fusing of an overhead contact line, or
shutdown of a substation, which may occur when a traveling
train enters an air section.
30 [0006] The present invention has been made in view of
the above, and an object thereof is to provide a train
control system capable of reliably preventing a failure
event that may occur when a traveling train enters an air
4
section.
Solution to Problem
[0007] In order to solve the above-described problems
and achieve the object, the present invention 5 is a train
control system that controls a train in which one or a
plurality of railway vehicles are connected, the railway
vehicles traveling by receiving power supplied from an
overhead contact line via a current collector. The train
10 control system includes: a propulsion control device that
controls a traction motor that provides propulsion to the
train; an auxiliary power supply device that supplies power
to a device other than the traction motor; and a train
control device that controls start and stop of the
15 propulsion control device and the auxiliary power supply
device. The train control device obtains a position of the
current collector on the basis of position information
about the train, and, in a case where a position of at
least one current collector of a plurality of the current
20 collectors is at least in an air section of the overhead
contact line and an operation of the current collector
falls under a first condition, performs control to stop an
operation of the propulsion control device connected to the
current collector falling under the first condition.
25
Advantageous Effects of Invention
[0008] The train control system according to the present
invention achieves an effect that it is possible to
reliably prevent a failure event that may occur when a
30 traveling train enters an air section.
Brief Description of Drawings
[0009] FIG. 1 is a diagram illustrating an example
5
configuration of a railway system including a train control
system according to the present embodiment.
FIG. 2 is a flowchart used to describe an operation of
the train control system according to the present
5 embodiment.
FIG. 3 is a block diagram illustrating an example of a
hardware configuration that implements functions of a train
control device in the present embodiment.
FIG. 4 is a block diagram illustrating another example
10 of the hardware configuration that implements the functions
of the train control device in the present embodiment.
Description of Embodiments
[0010] Hereinafter, a train control system according to
15 embodiments of the present invention will be described in
detail with reference to the accompanying drawings. The
present invention is not limited by the following
embodiments. In the accompanying drawings, a scale ratio
of each component may be different among components.
20 [0011] Embodiment.
FIG. 1 is a diagram illustrating an example
configuration of a railway system 100 including a train
control system 50 according to the present embodiment. In
FIG. 1, a substation 10, overhead contact lines 1a and 1b,
25 railway vehicles (hereinafter, simply abbreviated as
"vehicles") 9a, 9b, and 9c constituting a train 80, and a
rail 11 are illustrated as components of the railway system
100. The vehicles 9a and 9b are power cars, and the
vehicle 9c is a trailer. Current collectors 2a and 2b are
30 provided at upper portions of the vehicles 9a and 9b,
respectively. FIG. 1 illustrates an example in which the
train 80 is made up of three vehicles, but there is no
limitation thereto. The train 80 may be made up of two or
6
less vehicles, or four or more vehicles.
[0012] In addition, the vehicle 9a includes four
traction motors 14a1, 14a2, 14a3, and 14a4 for driving the
train 80. Similarly, the vehicle 9b includes four traction
motors 14b1, 14b2, 14b3, and 14b4. 5 When the traction
motors 14a1 to 14a4 and 14b1 to 14b4 are not individually
distinguished, each thereof is referred to as a "traction
motor 14" without adding suffixes. The same applies to
other components.
10 [0013] In a case where the railway system 100 is a
railway system employing direct-current electrification,
the substation 10 installed on the ground generates a
voltage of DC 600 to 3000 V using power received from a
power system (not illustrated), and supplies power to the
15 overhead contact lines 1a and 1b using different power
supply lines 12a and 12b. In an air section 13, the
overhead contact lines 1a and 1b are arranged in parallel
at several tens of centimeters apart from each other. That
is, the air section 13 insulates the two overhead contact
20 lines 1a and 1b using air as an insulator. As a result,
the air section 13 is configured so as not to interfere
with normal traveling of the current collectors 2a and 2b.
[0014] In the air section 13, the potentials of the two
overhead contact lines 1a and 1b are preferably the same.
25 However, in practice, a load situation by the train 80
traveling under the overhead contact line 1a and a load
situation by the train 80 traveling under the overhead
contact line 1b are usually different from each other.
Therefore, a voltage drop varies between the two overhead
30 contact lines 1a and 1b, and a voltage difference of about
10% usually occurs therebetween.
[0015] When the current collector 2 passes through such
an air section 13, there are a case where the current
7
collector 2 is in contact with one overhead contact line of
the two overhead contact lines 1a and 1b and a case where
the current collector 2 is in contact with both overhead
contact lines. In the case where the current collector 2
is in contact with one overhead contact 5 line and when the
other overhead contact line not in contact with the current
collector 2 has a higher voltage, an arc may be generated
to the current collector 2 from the overhead contact line
not in contact with the current collector 2. Such an arc
10 may be generated, for example, when the train 80 enters the
air section 13 at an extremely low speed of several
kilometers per hour or lower, or when the train 80 stops in
the air section 13. Arc heat generated by the arc raises
the temperature of the contact site. In the case where the
15 current collector 2 is in contact with both overhead
contact lines, a supply current to another train may flow
from one overhead contact line to the other overhead
contact line via the current collector 2. In that case, a
larger current than usual flows through a contact point
20 between the overhead contact lines and the current
collector 2, so that large Joule heat is generated.
[0016] In either case, there occurs a high temperature
state centered on the portion where the current collector 2
and the overhead contact line 1 are in contact with each
25 other. If this state continues, the overhead contact line
1 may be melted and cut. Alternatively, the current
collector 2 may be eroded. Alternatively, the substation
10 may be shutdown.
[0017] The train control system 50 according to the
30 present invention has a function with which it is possible
to reliably prevent the above-described failure events that
may occur when the traveling train 80 enters the air
section 13. Hereinafter, this function may be referred to
8
as a "protection control function for overhead contact line
and the like".
[0018] Next, a configuration and an operation of the
train control system 50 will be described. The train
control system 50 includes a train 5 control device 4,
propulsion control devices 7a and 7b, auxiliary power
supply devices 8a and 8b, and a current collector raise
prohibition logic unit 6. The current collector raise
prohibition logic unit 6 is a component provided
10 corresponding to a current collector raise switch 5.
[0019] In the example of FIG. 1, the propulsion control
device 7a and the auxiliary power supply device 8a are
mounted on the vehicle 9a, and the propulsion control
device 7b and the auxiliary power supply device 8b are
15 mounted on the vehicle 9b. The propulsion control device
7a is a control device that controls the traction motors
14a1 to 14a4 that provide propulsion to the train 80. The
propulsion control device 7b is a control device that
controls the traction motors 14b1 to 14b4 that provide
20 propulsion to the train 80. The auxiliary power supply
devices 8a and 8b are power supply devices that supply
power to accessories that are devices other than the
traction motors 14a1 to 14a4 and 14b1 to 14b4. Examples of
the accessories include a vehicle interior lighting device,
25 a door opening and closing device, an air conditioner, a
safety device, and a compressor that generates an air
source for a vehicle brake.
[0020] The train control device 4 is a control device
that controls start and stop of the propulsion control
30 device 7 and the auxiliary power supply device 8. The
train control device 4 generates a main circuit operation
command on the basis of location information which is
position information about the train 80. The main circuit
9
operation command is output to the propulsion control
device 7 and the auxiliary power supply device 8. The main
circuit here means a circuit unit that contributes to power
conversion and is provided in each of the propulsion
control device 7 and the auxiliary power 5 supply device 8.
Start and stop of the propulsion control device 7 and the
auxiliary power supply device 8 are controlled by the main
circuit operation command. The main circuit operation
command may include a control command other than that
10 regarding start and stop.
[0021] The current collector 2 is configured to be
raisable and lowerable. The current collector 2 is raised
and lowered by spring force or air pressure. A current
collector operation circuit 3 is a circuit for controlling
15 raising and lowering of the current collector 2. In FIG.
1, a current collector operation circuit 3a is provided in
the vehicle 9a, and a current collector operation circuit
3b is provided in the vehicle 9b. A current collector
lowering command is input from the train control device 4
20 to the current collector operation circuit 3. In addition,
a current collector raising command from the train control
device 4 and the current collector raise switch 5 is input
to the current collector operation circuit 3 via the
current collector raise prohibition logic unit 6. In the
25 example of FIG. 1, the current collector raise switch 5 and
the current collector raise prohibition logic unit 6 are
provided in the vehicle 9b, but there is no limitation to
this configuration. The current collector raise switch 5
and the current collector raise prohibition logic unit 6
30 may be provided in the vehicle 9a.
[0022] When starting or restarting the vehicle 9, a
train operator operates the current collector raise switch
5. With this operation, the current collector operation
10
circuits 3a and 3b can be operated to raise the current
collectors 2a and 2b. As described above, the current
collector raise prohibition logic unit 6 is configured to
receive input of the current collector lowering command
from the train control device 4. The 5 current collector
raise prohibition logic unit 6 is configured to cut the
current collector raising command to the current collector
operation circuit 3 in a state where the current collector
lowering command is valid. That is, in a case where the
10 current collector lowering command is output from the train
control device 4, the current collector raising command is
not output from the current collector raise prohibition
logic unit 6 even if the current collector raise switch 5
is operated. As a result, even in a case where the train
15 operator erroneously operates the current collector raise
switch 5 when the current collector 2 is in a lowered
state, the current collector 2 can be prevented from being
raised.
[0023] The train control device 4 recognizes the current
20 position of the train 80 and the position of the air
section 13 on the basis of the location information. The
train control device 4 also knows the train set of the
train 80. Therefore, the train control device 4 can also
recognize the current positions of the current collectors
25 2a and 2b on the basis of the current position of the train
80. Furthermore, the train control device 4 can also
recognize a positional relationship between each of the
positions of the current collectors 2a and 2b and the
position of the air section 13.
30 [0024] In addition, the train control device 4
calculates an estimated position of the current collector 2
after the elapse of any time. As a result, an estimated
positional relationship between the estimated position and
11
the position of the air section 13 can also be recognized.
For example, when the brake is applied in front of the air
section 13, the train control device 4 calculates, on the
basis of information about the speed and deceleration of
the train 80 at that time, a stopping distance 5 which is a
distance the train 80 travels before coming to stop.
Because the air section 13 has a width in a distance
direction, the train control device 4 calculates a
positional relationship between the position of the current
10 collector 2 when the brake is applied and the position in
front of the air section 13 in a traveling direction. The
train control device 4 calculates a positional relationship
between the position of the current collector 2 when the
brake is applied and the position after the air section 13
15 in the traveling direction. The train control device 4 can
determine whether there is a possibility that the current
collector 2 will stop in the air section 13 when the train
80 stops on the basis of the two positional relationships
and the stopping distance.
20 [0025] Next, an operation of the train control system 50
according to the present embodiment will be described.
FIG. 2 is a flowchart used to describe the operation of the
train control system 50 according to the present
embodiment. The protection control function for overhead
25 contact line and the like in the present embodiment is
realized by the flowchart of FIG. 2.
[0026] FIG. 2 illustrates four processes including
, , , and .
These four processes are executed concurrently under the
30 control of the train control device 4.
[0027]
The train control device 4 determines whether the
current collector 2 is expected to travel at or below a
12
first speed in a first range including the air section 13
and preceding and succeeding sections of the air section 13
(step S1). The current collector 2 described here means
each of the plurality of current collectors 2 in the train
80. In the example of FIG. 1, the current 5 collector 2
means each of the current collectors 2a and 2b. The first
range including the air section 13 and the preceding and
succeeding sections of the air section 13 is a concept that
includes a first section of a first distance range set on
10 the front side with a position in front of the air section
13 in the traveling direction of the train 80 as a base
point and a second section of a second distance range set
on the far side with a position after the air section 13 in
the traveling direction thereof as a base point. That is,
15 the first range including the air section 13 is a range
obtained by adding the first section and the second section
before and after the air section 13, respectively.
[0028] If it is determined that the current collector 2
is not expected to travel at or below the first speed in
20 the first range including the air section 13 and the
preceding and succeeding sections of the air section 13
(step S1, No), the train control device 4 returns to the
beginning of the process and repeats the process flow of
FIG. 2.
25 [0029] If it is determined that the current collector 2
is expected to travel at or below the first speed in the
first range including the air section 13 and the preceding
and succeeding sections of the air section 13 (Step S1,
Yes), the train control device 4 outputs a stop command to
30 the propulsion control device 7 and the auxiliary power
supply device 8 connected to the current collector 2 (step
S2). As a result, the propulsion control device 7 stops a
power running operation or a regenerative operation of the
13
traction motor 14. In addition, the auxiliary power supply
device 8 stops operating. As a result, a current flowing
through the current collector 2 is reduced. When the
process in step S2 is completed, the train control device 4
returns to the beginning of the process 5 and repeats the
process flow of FIG. 2.
[0030] A current flowing during the operation of the
auxiliary power supply device 8 is smaller than a current
flowing during the operation of the propulsion control
10 device 7. Accordingly, the influence on the overhead
contact line 1 and the current collector 2 is small as
compared with the propulsion control device 7. Therefore,
it may be determined not to stop but to continue the
operation of the auxiliary power supply device 8. However,
15 when a load on the auxiliary power supply device 8
increases, for example, in summer, it is preferable to stop
the operation of the auxiliary power supply device 8. That
is, whether to stop the auxiliary power supply device 8 or
continue the operation of the auxiliary power supply device
20 8 may be determined depending on the magnitude of the load
of the auxiliary power supply device 8.
[0031] Additional explanation of the first and second
distance ranges and the first speed described above will be
provided. The first and second distance ranges are each
25 assumed to be a range of about several meters or a dozen or
so meters. In practice, the first and second distance
ranges are only required to be set depending on recognition
accuracy of the train control device 4 that recognizes the
positional relationship between the position of the current
30 collector 2 and the position of the air section 13. The
first speed is assumed to be an extremely low speed of
several kilometers per hour or less. As the speed
increases, a site where arc heat and Joule heat are
14
generated moves faster, so that it is possible to avoid
concentration of heat at one site and to avoid damage to
the overhead contact line 1 or the current collector 2.
Accordingly, whether to stop the auxiliary power supply
device 8 or continue the operation of the 5 auxiliary power
supply device 8 may be determined on the basis of the speed
of the vehicle 9.
[0032]
The train control device 4 determines whether the
10 current collector 2 is expected to stop at a position in
the air section 13 (step S3). If it is determined that the
current collector 2 is not expected to stop at a position
in the air section 13 (step S3, No), the train control
device 4 returns to the beginning of the process and
15 repeats the process flow of FIG. 2.
[0033] If it is determined that the current collector 2
is expected to stop at a position in the air section 13
(Step S3, Yes), the train control device 4 outputs the stop
command to the propulsion control device 7 and the
20 auxiliary power supply device 8 connected to the current
collector 2 (step S4). As a result, the propulsion control
device 7 stops the power running operation or the
regenerative operation of the traction motor 14. In
addition, the auxiliary power supply device 8 stops
25 operating. As a result, the current flowing through the
current collector 2 is reduced.
[0034] Furthermore, the train control device 4 outputs a
current collector lowering command for lowering the current
collector 2 (step S5). As a result, the current collector
30 2 is lowered. When the process in step S5 is completed,
the train control device 4 returns to the beginning of the
process and repeats the process flow of FIG. 2.
[0035] When the current collector 2 stops in the air
15
section 13, a site where the arc heat or the Joule heat is
generated is fixed, and these types of heat are
concentrated at one site. In that case, the overhead
contact line 1 or the current collector 2 may be damaged.
On the other hand, when the current collector 5 2 is lowered,
concentration of heat can be avoided. Accordingly, by
performing control to lower the current collector 2, it is
possible to reliably prevent a failure event that may occur
when a traveling train enters an air section.
10 [0036] Whether the current collector 2 is expected to
stop in the air section 13 can be determined on the basis
of the stopping distance which is a distance the train 80
travels before coming to stop, and the positional
relationship between the current collector 2 and the air
15 section 13 as described above. By using this method, it is
possible to stop the propulsion control device 7 and the
auxiliary power supply device 8 before lowering the current
collector 2. As a result, when the current collector 2 is
lowered, the current flowing through the propulsion control
20 device 7 and the auxiliary power supply device 8 can be
reduced to zero. Therefore, current interruption in the
current collector 2 can be avoided when the current
collector 2 is lowered and when the current collector 2 is
separated away from the overhead contact line 1. As a
25 result, damage to the overhead contact line 1 or the
current collector 2 can be reliably prevented. In
addition, the lowering of the current collector 2 can be
finished before the current collector 2 enters the air
section 13. As a result, it is possible to reliably
30 prevent a failure event that may occur when a traveling
train enters an air section.
[0037]
The train control device 4 determines whether the
16
current collector 2 is at a stop, or is stationary, at a
position in the air section 13 (step S6). If it is
determined that the current collector 2 is not at a stop at
a position in the air section 13 (step S6, No), the train
control device 4 returns to the beginning 5 of the process
and repeats the process flow of FIG. 2.
[0038] If the current collector 2 is at a stop at a
position in the air section 13 (Step S6, Yes), the train
control device 4 outputs the stop command to the propulsion
10 control device 7 and the auxiliary power supply device 8
connected to the current collector 2 (step S7). As a
result, the propulsion control device 7 stops the power
running operation or the regenerative operation of the
traction motor 14. In addition, the auxiliary power supply
15 device 8 stops operating. As a result, the current flowing
through the current collector 2 is reduced.
[0039] Furthermore, the train control device 4 outputs
the current collector lowering command for lowering the
current collector 2 (step S8). In a case where the current
20 collector lowering command has already been output, the
output of the current collector lowering command is
continued. As a result, the current collector 2 remains
lowered. When the process in step S8 is completed, the
train control device 4 returns to the beginning of the
25 process and repeats the process flow of FIG. 2.
[0040] As described above, by performing or continuing
the control to lower the current collector 2, it is
possible to avoid generation of heat due to arc heat or
Joule heat. As a result, it is possible to reliably
30 prevent a failure event that may occur when a traveling
train enters an air section.
[0041]
The train control device 4 determines whether the
17
current collector 2 that entered the air section 13 has
left the air section 13 (step S9). If it is determined
that the current collector 2 that entered the air section
13 has not left the air section 13 (step S9, No), the train
control device 4 returns to the beginning 5 of the process
and repeats the process flow of FIG. 2.
[0042] If it is determined that the current collector 2
has left the air section 13 (Step S9, Yes), the train
control device 4 further determines whether the current
10 collector 2 is lowered (step S10). If the current
collector 2 is not lowered, that is, if the current
collector 2 is raised (Step S10, No), the process proceeds
to step S12.
[0043] If the current collector 2 is lowered (Step S10,
15 Yes), the train control device 4 outputs a raising command
to the current collector 2 (Step S11). As a result, the
current collector 2 is raised. In a case where the current
collector 2 is raised and comes into contact with the
overhead contact line 1, the train control device 4 cancels
20 the stop command to the propulsion control device 7 and the
auxiliary power supply device 8 connected to the current
collector 2 (step S12). As a result, the propulsion
control device 7 connected to the current collector 2 is
enabled to start the power running operation or the
25 regenerative operation with respect to the traction motor
14. In addition, the auxiliary power supply device 8
connected to the current collector 2 is enabled to supply
power to the accessories. When the process in step S12 is
completed, the train control device 4 returns to the
30 beginning of the process and repeats the process flow of
FIG. 2.
[0044] Through the above processes, the vehicle 9 of the
current collector 2 that has left the air section 13 can
18
restore normal functions.
[0045] As described above, according to the present
embodiment, the train control device obtains the position
of the current collector on the basis of the position
information about the train, and, 5 in a case where a
position of at least one current collector of a plurality
of the current collectors is at least in the air section of
the overhead contact line and the operation of the current
collector falls under the first condition, performs control
10 to stop the operation of the propulsion control device
connected to the current collector falling under the first
condition. A first example of the first condition is a
case where at least one current collector of the plurality
of current collectors is moving at or below a first speed
15 in a first range including the air section and the
preceding and succeeding sections of the air section. As a
result, it is possible to reliably prevent a failure event
that may occur when a traveling train enters an air
section.
20 [0046] In the present embodiment, a second example of
the first condition is a case where it is predicted that a
traveling train stops and it is predicted that at least one
current collector of the plurality of current collectors
stops at the position in the air section. In a case of the
25 second example, it is preferable to perform control to
lower the current collector after performing control to
stop the propulsion control device connected to the current
collector or after performing control to stop the
operations of both the propulsion control device and the
30 auxiliary power supply device connected to the current
collector. By the above control, the lowering of the
current collector can be finished before the current
collector enters the air section. As a result, it is
19
possible to reliably prevent a failure event that may occur
when a traveling train enters an air section.
[0047] In the present embodiment, a third example of the
first condition is a case where at least one current
collector of the plurality of current 5 collectors is at a
stop at a position in the air section. In a case of the
third example, a current collector lowering command for
lowering the current collector 2 is output or output
thereof is continued. By the above control, the current
10 collector 2 remains lowered. As a result, it is possible
to avoid generation of heat due to arc heat or Joule heat,
and thus it is possible to reliably prevent a failure event
that may occur when a traveling train enters an air
section.
15 [0048] In the present embodiment, in a case where the
current collector raise switch for manually raising the
current collector is provided, a raise prohibition logic
unit may be included which turns off a raising command
signal output from the current collector raising switch to
20 the current collector. It is assumed that the train
operator erroneously operates the current collector raise
switch when the current collector is in a lowered state.
Even in such a case, the current collector can be prevented
by the raise prohibition logic unit from being raised. As
25 a result, it is possible to forestall occurrence of a
failure event due to an error in operation.
[0049] In the present embodiment, when the current
collector that entered the air section has left the air
section, the train control device raises the current
30 collector, and restarts the stopped propulsion control
device or the stopped propulsion control device and
auxiliary power supply device connected to the raised
current collector. As a result, the propulsion control
20
device connected to the current collector is enabled to
start the power running operation or the regenerative
operation with respect to the traction motor. In addition,
the auxiliary power supply device connected to the current
collector is enabled to supply power to 5 the accessories.
[0050] Next, a hardware configuration for implementing
functions of the train control device 4 in the present
embodiment will be described with reference to FIGS. 3 and
4. FIG. 3 is a block diagram illustrating an example of
10 the hardware configuration that implements the functions of
the train control device 4 in the present embodiment. FIG.
4 is a block diagram illustrating another example of the
hardware configuration that implements the functions of the
train control device 4 in the present embodiment.
15 [0051] In a case of implementing the protection control
function for overhead contact line and the like of the
train control device 4 described above, a configuration can
be employed which includes a processor 300 that performs
calculation, a memory 302 that stores a program read by the
20 processor 300, and an interface 304 that inputs/outputs
signals, as illustrated in FIG. 3.
[0052] The processor 300 may be an arithmetic means such
as an arithmetic device, a microprocessor, a microcomputer,
a central processing unit (CPU), or a digital signal
25 processor (DSP). Examples of the memory 302 include a nonvolatile
or volatile 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
30 magnetic disk, a flexible disk, an optical disk, a compact
disc, a mini disk, and a digital versatile disc (DVD).
[0053] The memory 302 stores a program for executing the
protection control function for overhead contact line and
21
the like of the train control device 4. The processor 300
can perform the control of the current collector operation
circuit 3, the current collector raise prohibition logic
unit 6, the propulsion control device 7, and the auxiliary
power supply device 8 described above 5 by exchanging
necessary information via the interface 304 and executing,
by the processor 300, a program stored in the memory 302.
[0054] The processor 300 and the memory 302 illustrated
in FIG. 3 may be replaced with processing circuitry 303 as
10 illustrated in FIG. 4. The processing circuitry 303
corresponds to a single circuit, a composite circuit, an
application specific integrated circuit (ASIC), a field
programmable gate array (FPGA), or a combination thereof.
[0055] The configurations described in the embodiments
15 above are merely examples of the content of the present
invention and can be combined with other known technology
and part thereof can be omitted or modified without
departing from the gist of the present invention.
[0056] For example, in FIG. 1, the train control device
20 4 is mounted on the vehicle 9, but there is no limitation
to this configuration. The train control device 4 can be
arranged as necessary in a site in need thereof as long as
the site is within a range where information can be
exchanged. The train control device 4 can also be arranged
25 on the ground as a component of a ground-side system, for
example. In addition, the functions of the train control
device 4 described in the present embodiment can also be
configured as a part of the functions of the propulsion
control device 7 or the auxiliary power supply device 8.
30 [0057] Furthermore, although the train control system
that controls a train has been described herein, it is
needless to say that the present invention is not limited
only to application to a train, and can be applied to
22
various related fields.
Reference Signs List
[0058] 1, 1a, 1b overhead contact line; 2, 2a, 2b
current collector; 3, 3a, 3b current collector 5 operation
circuit; 4 train control device; 5 current collector
raise switch; 6 current collector raise prohibition logic
unit; 7, 7a, 7b propulsion control device; 8, 8a, 8b
auxiliary power supply device; 9, 9a, 9b, 9c vehicle; 10
10 substation; 11 rail; 12a, 12b power supply line; 13 air
section; 14, 14a1, 14a2, 14a3, 14a4, 14b1, 14b2, 14b3, 14b4
traction motor; 50 train control system; 80 train; 100
railway system; 300 processor; 302 memory; 303 processing
circuitry; 304 interface.
15
23
We Claim :
1. A train control system that controls a train in which
one or a plurality of railway vehicles are connected, the
railway vehicles traveling by receiving power supplied from
an overhead contact line via a current collector, 5 the train
control system comprising:
a propulsion control device to control a traction
motor that provides propulsion to the train;
an auxiliary power supply device to supply power to a
10 device other than the traction motor; and
a train control device to control start and stop of
the propulsion control device and the auxiliary power
supply device, wherein
the train control device obtains a position of the
15 current collector on a basis of position information about
the train, and, in a case where a position of at least one
current collector of a plurality of the current collectors
is at least in an air section of the overhead contact line
and an operation of the current collector falls under a
20 first condition, performs control to stop an operation of
the propulsion control device connected to the current
collector falling under the first condition.
2. The train control system according to claim 1, wherein
25 the train control device performs control to stop
operations of both the propulsion control device and the
auxiliary power supply device connected to the current
collector falling under the first condition.
30 3. The train control system according to claim 1 or 2,
wherein
the first condition is a case where at least one
current collector of a plurality of the current collectors
24
is moving at or below a first speed in a first range
including the air section and preceding and succeeding
sections of the air section.
4. The train control system according 5 to claim 1 or 2,
wherein
the first condition is a case where it is predicted
that the train that is traveling stops and it is predicted
that at least one current collector of a plurality of the
10 current collectors stops at a position in the air section.
5. The train control system according to claim 4, wherein
the train control device performs control to lower the
current collector after performing control to stop the
propulsion control device connected to the current
collector or after performing control to stop operations of
both the propulsion control device and the auxiliary power
supply device connected to the current collector.
6. The train control system according to claim 5,
including,
in a case where a current collector raise switch for
manually raising the current collector is provided,
a raise prohibition logic unit to turn off a raising
command signal output from the current collector raise
switch to the current collector on a basis of a lowering
command output from the train control device when control
to lower the current collector is performed.
7. The train control system according to claim 5 or 6,
wherein
the first condition is a case where at least one
current collector of a plurality of the current collectors
is at a stop at a position in the air section.
8. The train control system according to any one of
claims 1 to 7, wherein
when the current collector that enters 5 the air section
leaves the air section,
the train control device performs control to raise the
current collector, and to restart the stopped propulsion
control device or the stopped propulsion control device and
auxiliary power supply device connected to the raised
current collector.