FORM 2 THE PATENTS ACT, 1970
(39 of& 1970) THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN OPERATION CONTROL APPARATUS, OPERATION MANAGEMENT
APPARATUS, TRAIN CONTROL SYSTEM, AND TRAIN OPERATION
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 1008310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED;
2
DESCRIPTION
Field
[0001] The present invention relates to a train
operation control apparatus that controls 5 operation of a
train, an operation management apparatus, a train control
system, and a train operation method.
Background
10 [0002] In a system for performing unmanned operation of
trains, conventionally, a ground control apparatus manages
positions of a plurality of trains within a control zone
and a train interval for the trains, calculates a movement
authority limit of each train for collision prevention, and
15 transmits information on the movement authority limit to an
on-board control apparatus mounted on each train. The onboard
control apparatus calculates a stop pattern for
stopping the train at the movement authority limit, and
applies a brake to cause the train to decelerate when the
20 stop pattern is exceeded. In addition, the on-board
control apparatus determines the position of the train
using a spot detection ground coil, and stops the train at
a stop target position in a station using a stop position
detection ground coil. A host equipment performs control
25 on a departure time of each train and the like via the
ground control apparatus to control unmanned operation of
the train. Such a technique is disclosed in Patent
Literature 1.
30 Citation List
Patent Literature
[0003] Patent Literature 1: Japanese Patent Application
Laid-open No. 2006-298109
3
Summary
Technical Problem
[0004] However, according to the above-described
conventional technique, when an on-board 5 control apparatus
fails, the position of a failed train that is a train on
which the on-board control apparatus is mounted becomes
indeterminate, and therefore, control for the unmanned
operation of the failed train cannot be performed. In
10 addition, also for a normal train that follows the failed
train, a movement authority limit cannot be set because the
position of the failed train that is a preceding train is
indeterminate, and thereby control for the unmanned
operation cannot be performed. In such a case, there has
15 been a problem in that a train operator has to board the
failed train, and operate and move the failed train to a
refuge track where any trouble is not given to the
operation in order to restart control for the unmanned
operation.
20 [0005] The present invention has been made in view of
the above circumstances, and an object thereof is to
provide a train operation control apparatus that, when an
on-board control apparatus mounted on a train fails, can
cause the train to be operated without a situation where a
25 train operator boards the train.
Solution to Problem
[0006] In order to solve the above-described problem and
achieve the object, the present invention provides a train
30 operation control apparatus mounted on a train, the
apparatus comprising: a first range sensor to measure a
first train interval between a rear end of a preceding
train traveling ahead of the train and a head of the train;
4
a second range sensor to measure a second train interval
between a head of a following train traveling behind the
train and a rear end of the train; and an on-board control
transmission apparatus to control operation of the train
using the second train interval when being 5 instructed to
start control using the second train interval on the basis
of an instruction from an operation management apparatus
that controls operation of a plurality of trains including
the train, the preceding train, and the following train.
10
Advantageous Effects of Invention
[0007] The present invention achieves an advantageous
effect that when an on-board control apparatus mounted on a
train fails, a train operation control apparatus can cause
15 the train to be operated without a situation where a train
operator boards the train.
Brief Description of Drawings
[0008]
20 FIG. 1 is a diagram illustrating an example
configuration of a train control system according to a
first embodiment.
FIG. 2 is a flowchart illustrating a failed train
operation process of a train in which an on-board control
25 apparatus according to the first embodiment has failed.
FIG. 3 is a flowchart illustrating a failed train
operation process of an operation management apparatus
according to the first embodiment.
FIG. 4 is a flowchart illustrating a failed train
30 operation process of a following train behind the train in
which the on-board control apparatus according to the first
embodiment has failed.
FIG. 5 is a diagram illustrating a positional
5
relationship among trains immediately after the on-board
control apparatus of the train fails in the train control
system according to the first embodiment.
FIG. 6 is a diagram illustrating a positional
relationship among the trains when one train 5 is operated in
a rescued mode and another train is operated in a rescuing
mode in the train control system according to the first
embodiment.
FIG. 7 is a diagram illustrating a positional
10 relationship among the trains when a train stops at a
movement authority limit on a refuge track in the train
control system according to the first embodiment.
FIG. 8 is a diagram illustrating a positional
relationship among the trains when a train starts operating
15 in a normal mode in the train control system according to
the first embodiment.
FIG. 9 is a diagram illustrating an example in which a
processing circuit included in a train operation control
apparatus according to the first embodiment is configured
20 with a processor and a memory.
FIG. 10 is a diagram illustrating an example in which
a treatment circuit included in the train operation control
apparatus according to the first embodiment is configured
with dedicated hardware.
25 FIG. 11 is a diagram illustrating how a ground control
apparatus according to a second embodiment detects
positions of the trains using a train detection apparatus
and track circuits.
FIG. 12 is a flowchart illustrating a failed train
30 operation process of the train in which the on-board
control apparatus according to the second embodiment has
failed.
FIG. 13 is a flowchart illustrating a failed train
6
operation process of the following train behind the train
in which the on-board control apparatus according to the
second embodiment has failed.
FIG. 14 is a flowchart illustrating a failed train
operation process of the ground control apparatus 5 according
to the second embodiment.
Description of Embodiments
[0009] Hereinafter, a train operation control apparatus,
10 an operation management apparatus, a train control system,
and a train operation method according to each embodiment
of the present invention will be described in detail with
reference to the drawings. The present invention is not
necessarily limited by the embodiments.
15 [0010] First Embodiment.
FIG. 1 is a diagram illustrating an example
configuration of a train control system 70 according to a
first embodiment of the present invention. The train
control system 70 includes trains 20, 21, and 22, ground
20 coils 30, wireless base stations 31, ground control
apparatuses 32, a ground transmission line 33, and an
operation management apparatus 34. Here, the trains 20 to
22 are traveling in a train travel direction indicated by
an arrow in FIG. 1, that is, in a direction from right to
25 left in FIG. 1. The ground coils 30, the wireless base
stations 31, the ground control apparatuses 32, the ground
transmission line 33, and the operation management
apparatus 34 are facilities installed on a ground side.
[0011] The ground coils 30 transmit information to and
30 receive information from a pickup coil 3, which will be
described later, mounted on each of the trains 20 to 22.
Each of the ground coils 30 transmits position information
indicating a position where the ground coil 30 is installed
7
to the pickup coil 3 mounted on each of the trains 20 to 22.
The position information may be an identification (ID)
representing the position where the ground coil 30 is set,
or may be information directly indicating the position
where the ground 5 coil 30 is set.
[0012] The wireless base stations 31 transfer
information such as position information received from the
trains 20 to 22 to the ground control apparatuses 32, and
transmit information such as movement authority limit
10 information acquired from the ground control apparatuses 32
toward the tracks on which the trains 20 to 22 travel.
[0013] The ground control apparatus 32 collects position
information on the trains within a control zone thereof.
In the train control system 70, there are multiple ground
15 control apparatuses 32, and the control zone is set for
each ground control apparatus 32. The ground control
apparatuses 32 calculate a movement authority limit of each
train on the basis of the collected position information on
multiple trains. The movement authority limit is, for
20 example, a position obtained by leaving a margin distance
in a rearward direction with respect to a rear end position
of a preceding train traveling ahead of each train in order
to prevent collision of each train. The ground control
apparatus 32 transmits the calculated movement authority
25 limit to the wireless base station 31 as movement authority
limit information. The ground control apparatuses 32 also
transmit the collected position information on the multiple
trains to the operation management apparatus 34 via the
ground transmission line 33.
30 [0014] The ground transmission line 33 is a transmission
line used for the multiple ground control apparatuses 32
and the operation management apparatus 34 to transmit
information to and receive information from other
8
apparatuses. For example, the ground control apparatus 32
acquires position information on a train out of the control
zone from another ground control apparatus 32 via the
ground transmission line 33. The ground control
apparatuses 32 transmit the position 5 information on the
multiple trains to the operation management apparatus 34
via the ground transmission line 33. The operation
management apparatus 34 transmits information to the ground
control apparatuses 32 via the ground transmission line 33,
10 the information indicating a departure instruction, an
instruction to change an operation mode, and the like for
each of the trains 20 to 22. The operation mode indicates
an operation state of each of the trains 20 to 22, and
examples thereof include a rescued mode, a rescuing mode, a
15 normal mode, and a refuge mode, as described later.
[0015] The operation management apparatus 34 acquires
position information on the trains 20 to 22 within the
control zone of each ground control apparatus 32 from the
multiple ground control apparatuses 32. The operation
20 management apparatus 34 manages a position where each train
is present on a track, and transmits a departure command or
the like for each train via the ground transmission line 33,
the ground control apparatus 32, and the wireless base
station 31 to each train. The operation management
25 apparatus 34 includes a communication unit 41, a control
unit 42, and a storage unit 43. The communication unit 41
transmits information to and receives information from the
ground control apparatuses 32 via the ground transmission
line 33. The control unit 42 manages operation of each
30 train and controls departure timing of each train. The
storage unit 43 stores position information on multiple
trains, acquired from the ground control apparatuses 32.
[0016] The trains 20 to 22 transmit the position
9
information on themselves to the ground control apparatuses
32 via the wireless base stations 31 using wireless
communication. The trains 20 to 22 conduct their
operations while controlling train intervals on the basis
of a control signal such as movement 5 authority limit
information acquired from the ground control apparatuses 32
via the wireless base stations 31. Configurations of the
trains 20 to 22 will be described. In the example of FIG.
1, each of the trains 20 to 22 is made up of three cars in
10 which two cab cars each having a cab installed therein are
arranged at the front and rear, and one intermediate car is
connected between the cab cars, but the number of
intermediate cars may be zero or two or more. Since the
trains 20 to 22 have their configurations similar to one
15 another, the train 21 will be described as a representative
example. The train 21 includes a train operation control
apparatus 10 that controls operation of the train 21. The
train operation control apparatus 10 includes an on-board
control apparatus 1, non-contact range sensors 2 and 2a,
20 the pickup coil 3, a tacho-generator 4, antennas 5 and 5a,
on-board radio apparatuses 6 and 6a, on-board control
transmission apparatuses 7 and 7a, a brake control
apparatus 8, and a propulsion control apparatus 9.
[0017] The non-contact range sensors 2 and 2a are each a
25 distance sensor installed in the cab car. As described
above, the train 21 travels from right to left of FIG. 1.
In the train 21, the non-contact range sensor 2 that is a
first range sensor is installed in the front cab car in the
train travel direction illustrated in FIG. 1. In addition,
30 in the train 21, the non-contact range sensor 2a that is a
second range sensor is installed in the rear cab car in the
train travel direction illustrated in FIG. 1. The noncontact
range sensor 2 measures, as a first train interval,
10
a train interval between the rear end of the train 20 that
is a preceding train traveling ahead of the train 21 and
the head of the train 21. The non-contact range sensor 2a
measures, as a second train interval, a train interval
between the head of the train 22 that is 5 a following train
traveling behind the train 21 and the rear end of the train
21.
[0018] The pickup coil 3 receives, from the ground coil
30, position information indicating the position where the
10 ground coil 30 is installed, and outputs the position
information to the on-board control apparatus 1. The
tacho-generator 4 detects the speed of the train 21 and
outputs speed information to the on-board control apparatus
1. The on-board radio apparatuses 6 and 6a are
15 communicators that transmit a radio signal to and receive a
radio signal from the wireless base station 31 via the
antennas 5 and 5a. The antennas 5 and 5a are antenna
elements that actually transmit and receive radio signals.
[0019] The on-board control apparatus 1 determines the
20 position of the train 21 on the basis of the position
information acquired from the pickup coil 3, and calculates
the amount of movement from the pickup coil 3 on the basis
of the speed information acquired from the tacho-generator
4 and the elapsed time after passing through the pickup
25 coil 3, to thereby identify the current position of the
train 21. The on-board control apparatus 1 transmits the
position information on the train 21 to the ground control
apparatus 32 via the on-board radio apparatus 6 and the
antenna 5. The on-board control apparatus 1 generates a
30 stop pattern of the train 21 on the basis of the movement
authority limit information acquired from the ground
control apparatus 32, and controls the operation of the
train 21 in accordance with the stop pattern. The stop
11
pattern indicates a relationship between a distance from a
point to be a stop target and a maximum speed at each
distance. By controlling the operation of the train 21 as
described above, the on-board control apparatus 1 supports
the unmanned operation in which the train 5 21 automatically
stops at the target stop point in each station.
[0020] The on-board control transmission apparatuses 7
and 7a transmit acquired information to each other, and
receive the transmitted information from each other. The
10 information acquired by each of the on-board control
transmission apparatuses 7 and 7a includes information on
train intervals measured by the non-contact range sensors 2
and 2a. The on-board control transmission apparatuses 7
and 7a change the operation mode of the train 21 on the
15 basis of an instruction from the operation management
apparatus 34. When the on-board control apparatus 1 fails,
the on-board control transmission apparatuses 7 and 7a
control operations of the brake control apparatus 8 and the
propulsion control apparatus 9 using the information on the
20 train intervals measured by the non-contact range sensors 2
and 2a, thereby to control the operation of the train 21.
For example, when being instructed to start control using
the second train interval, the on-board control
transmission apparatuses 7 and 7a control the operation of
25 the train 21 using the second train interval on the basis
of the instruction from the operation management apparatus
34.
[0021] The brake control apparatus 8 causes the train 21
to decelerate or stop on the basis of control by the on30
board control apparatus 1 or the on-board control
transmission apparatuses 7 and 7a. The propulsion control
apparatus 9 causes the train 21 to depart or accelerate on
the basis of the control by the on-board control apparatus
12
1 or the on-board control transmission apparatuses 7 and 7a.
[0022] Next, an operation of the train control system 70
will be described. First, a normal operation thereof when
the on-board control apparatus 1 does not fail in each of
the trains 20 to 22 will be described. When 5 the trains 20
to 22 are operating normally, each on-board control
apparatus 1 identifies the current position of the train
using the position information received from the ground
coil 30 when passing through the ground coil 30 and
10 information on the amount of movement based on the speed
information acquired from the tacho-generator 4. The onboard
control apparatus 1 periodically transmits the
position information on the current position of the train
to the wireless base station 31 via the on-board radio
15 apparatus 6 and the antenna 5.
[0023] The wireless base station 31 transmit the
position information acquired from each train to the ground
control apparatus 32. In this way, the ground control
apparatus 32 collects position information on multiple
20 trains within the control zone. The ground control
apparatus 32 acquires position information on a train out
of the control zone from another ground control apparatus
32 via the ground transmission line 33. The ground control
apparatus 32 manages the positions of the trains traveling
25 within the control zone, and calculates the movement
authority limit of each train in order to prevent collision
of the trains within the control zone. The ground control
apparatus 32 transmits movement authority limit information
to each train via the wireless base station 31.
30 [0024] In the train that has acquired the movement
authority limit information, the on-board control apparatus
1 calculates a stop pattern for stopping the train at a
position somewhat before the movement authority limit with
13
reference to deceleration of the train, route gradient data,
speed limit data, and the like, for the movement authority
limit. When the on-board control apparatus 1 acquires a
departure instruction from the operation management
apparatus 34 via the ground transmission 5 line 33, the
ground control apparatus 32, the wireless base station 31,
the antenna 5, and the on-board radio apparatus 6, the
apparatus 1 causes the train to depart. With referencing
to the route gradient data, the speed limit data, and other
10 necessary data stored in a storage unit (not illustrated),
and according to movement authority limit and other
restriction information from the ground control apparatus
32, the on-board control apparatus 1 controls the speed of
the train so that the speed of the train is controlled and
15 the train stops at a stopping position in a station. In
the train control system 70 illustrated in FIG. 1, since
such a system configuration is used, unmanned operation of
the train can be performed without a train operator
boarding and conducting the operation control on the train
20 in a case where the components of the system are working
normally.
[0025] Here, if the on-board control apparatus fails, a
failed train in which the on-board control apparatus has
failed cannot transmit position information on the train to
25 the ground control apparatus. Since the position of the
failed train becomes indeterminate, the ground control
apparatus cannot perform the unmanned operation of the
failed train. In addition, also for the following train
traveling behind the failed train, the ground control
30 apparatus cannot calculate the movement authority limit of
the following train because the position of the failed
train is indeterminate, and the ground control apparatus
cannot perform the unmanned operation of the following
14
train. If assuming, as a comparative example, a train
control system that does not perform a failed train
operation process described later in the present
application, the failed train stops for ensuring safety in
the comparative example. In addition, the 5 following train
stops before the movement authority limit which has been
acquired most recently, for ensuring safety in the
comparative example. In the comparative example, it is
necessary for the train operator to board the failed train
10 and move the failed train to a refuge track in order to
restore normal operation of the trains on all tracks. In
contrast, in the train control system 70 of the present
embodiment, the failed train can be moved to the refuge
track without the train operator boarding the failed train
15 because the failed train operation process is performed.
[0026] Next, the failed train operation process will be
described which is performed when a train fails in the
train control system 70 of the present embodiment. As an
example, a case is assumed where the on-board control
20 apparatus 1 of the train 21 has failed. FIG. 2 is a
flowchart illustrating a failed train operation process of
the train 21 in which the on-board control apparatus 1
according to the first embodiment has failed. FIG. 3 is a
flowchart illustrating a failed train operation process of
25 the operation management apparatus 34 according to the
first embodiment. FIG. 4 is a flowchart illustrating a
failed train operation process of the train 22 that is a
following train behind the failed train 21 in which the onboard
control apparatus 1 according to the first embodiment
30 has failed.
[0027] As illustrated in FIG. 2, if the on-board control
apparatus 1 fails, the train 21 cannot identify the current
position. The train 21 stops transmission of the position
15
information to the ground control apparatus 32, the
transmission having been periodically performed by the onboard
control apparatus 1. The on-board control
transmission apparatus 7 monitors an operation of the onboard
control apparatus 1, determines 5 that the on-board
control apparatus 1 has failed because the on-board control
apparatus 1 has stopped the transmission of the position
information, and controls the brake control apparatus 8 to
stop the train 21 (Step S101).
10 [0028] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 determines
that some failure has occurred in the train 21 because the
position information on the train 21 has been unable to be
acquired from the ground control apparatus 32 for a
15 specified period (Step S201).
[0029] The ground control apparatus 32 cannot calculate
the movement authority limit for the train 22 because the
position information cannot be acquired from the train 21.
Therefore, the ground control apparatus 32 stops
20 calculating the movement authority limit and transmitting
the movement authority limit information for the train 22.
As illustrated in FIG. 4, in the train 22, the on-board
control apparatus 1 stops the train 22 because the movement
authority limit information cannot be acquired from the
25 ground control apparatus 32 (Step S301).
[0030] FIG. 5 is a diagram illustrating a positional
relationship among the trains immediately after the onboard
control apparatus 1 of the train 21 fails in the
train control system 70 according to the first embodiment.
30 In FIG. 5, a track on a left side of a platform 35 with
respect to a train travel direction is a traveling track on
which a train travels at the time of normality, and a track
on a right side of the platform 35 with respect to the
16
train travel direction is a refuge track to which a failed
train is moved for escape thereof. The refuge track may be
provided at a signal station or the like in addition to the
station having the platform 35. The operation management
apparatus 34 uses a point machine 36 to 5 control whether to
cause the train to enter a traveling track side or a refuge
track side. Immediately after the on-board control
apparatus 1 of the train 21 has failed, the train 21 cannot
transmit latest position information to the ground control
10 apparatus 32. Therefore, in the operation management
apparatus 34, a head position of the train 21 is assumed,
with a maximum margin, to be MAL1 which is a movement
authority limit acquired last time, a rear end position of
the train 21 is assumed to be XR2 obtained by adding a
15 train length to the head position that has been normally
acquired most recently, and a movement authority limit of
the train 21 is unsettable because the latest position
information is indeterminate. On the other hand, the train
22 is in a normal state. Therefore, in the operation
20 management apparatus 34, a head position of the train 22 is
XF3 detected by the train 22, a rear end position of the
train 22 is XR3 detected by the train 22, and a movement
authority limit of the train 22 is MAL2 set by the ground
control apparatus 32 on the basis of the rear end position
25 XR2 of the train 21. In addition, the train 20 is in a
normal state. Therefore, in the operation management
apparatus 34, a head position of the train 20 is XF1
detected by the train 20, a rear end position of the train
20 is XR1 detected by the train 20, and a movement
30 authority limit of the train 20 is MAL3 set by the ground
control apparatus 32 on the basis of a rear end position of
a preceding train (not illustrated).
[0031] As illustrated in FIG. 3, in the operation
17
management apparatus 34, the control unit 42 instructs the
train 21 that cannot transmit the position information, to
change the current mode to the rescued mode that is an
operation mode in which train operation is performed at a
specified train interval from the train 5 22 (Step S202).
The train 21 that is a failed train may be referred to as a
first train. The specified train interval is a train
interval between the train 21 and the train 22, which is
set to a third train interval with a margin of several
10 meters in both directions in one of which the train
interval becomes smaller and in another of which the train
interval becomes larger with respect to a center value
which is, for example, 100 m. As illustrated in FIG. 2, in
the train 21, when the on-board control transmission
15 apparatus 7 receives an instruction to change the mode to
the rescued mode from the operation management apparatus 34,
the on-board control transmission apparatus 7 changes the
operation mode of the train 21 from the normal mode during
normal operation to the rescued mode (Step S102). The
20 above-described control using the second train interval
based on the instruction from the operation management
apparatus 34 is control in the rescued mode.
[0032] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 instructs the
25 train 22 that is a following train of the train 21 that
cannot transmit the position information to change the mode
to the rescuing mode that is an operation mode in which
train operation is performed at a specified speed (Step
S203). The train 22 that is a following train of the
30 failed train may be referred to as a second train. The
specified speed is, for example, 10 km/h, but is not
limited thereto. As illustrated in FIG. 4, in the train 22,
when the on-board control transmission apparatus 7 receives
18
the instruction to change the mode to the rescuing mode
from the operation management apparatus 34, the on-board
control transmission apparatus 7 changes the operation mode
of the train 22 from the normal mode during normal
operation to the rescuing mode (Step S302). 5 The order of
the processes in Steps S202 and S203 may be permutated.
[0033] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 instructs the
train 22 to start operating (Step S204). As illustrated in
10 FIG. 4, in the train 22, when the on-board control
apparatus 1 receives an operation start instruction from
the operation management apparatus 34 (Step S303), the onboard
control apparatus 1 controls the operations of the
brake control apparatus 8 and the propulsion control
15 apparatus 9 in the rescuing mode to operate the train 22 at
the specified speed (Step S304).
[0034] In the train 21, the on-board control
transmission apparatus 7 acquires information on the second
train interval that is a train interval between the train
20 21 and the train 22, measured by the non-contact range
sensor 2a, via the on-board control transmission apparatus
7a. As illustrated in FIG. 2, when the on-board control
transmission apparatus 7 detects the operation of the train
22 from the information on the second train interval (Step
25 S103), the on-board control transmission apparatus 7
controls the operations of the brake control apparatus 8
and the propulsion control apparatus 9 so that the second
train interval becomes equal to the third train interval,
thereby to control the operation of the train 21 (Step
30 S104). For example, when the second train interval becomes
equal to 95 m, the on-board control transmission apparatus
7 controls the operation of the train 21 so that the second
train interval becomes equal to 100 m. Here, a case will
19
be described in which the on-board control transmission
apparatus 7 controls the operation of the train 21, but the
on-board control transmission apparatus 7a can also control
the operation of the train 21.
[0035] As illustrated in FIG. 4, in 5 the train 22, when
the operation in the rescuing mode is started, the on-board
control apparatus 1 calculates the position of the leading
car of the train 21, and transmits position information on
the train 21 and the train 22 including the position of the
10 leading car of the train 21 to the operation management
apparatus 34 via the ground control apparatus 32 (Step
S305). Specifically, the on-board control apparatus 1 uses,
as the head position of the train 21, that is, the position
of the train 21 and train 22, a position obtained by adding
15 the train length of the train 21 and the first train
interval that is a train interval between the train 21 and
the train 22, measured by the non-contact range sensor 2,
to the head position of the train 22 in a forward direction
thereof. The on-board control apparatus 1 may store
20 information on the train length of the train 21 in advance,
or may acquire the information from the operation
management apparatus 34.
[0036] FIG. 6 is a diagram illustrating a positional
relationship among the trains when the train 21 is operated
25 in the rescued mode and the train 22 is operated in the
rescuing mode in the train control system 70 according to
the first embodiment. Regarding the train 21 and the train
22, the position information is calculated by the train 22
in the rescuing mode. In the operation management
30 apparatus 34, the head position of the train 21 and train
22 is XF4 at the head of the train 21, the rear end
position of the train 21 and train 22 is XR4 at the rear
end of the train 22, and the movement authority limit of
20
the train 21 and train 22 is MAL4 where the train 21 is to
be stopped on the refuge track. On the other hand, the
train 20 is in a normal state. Therefore, in the operation
management apparatus 34, the head position of the train 20
is XFf detected by the train 20, the rear 5 end position of
the train 20 is XRr detected by the train 20, and the
movement authority limit of the train 20 is MALx set by the
ground control apparatus 32 on the basis of the rear end
position of a preceding train (not illustrated).
10 [0037] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 acquires the
position information from the train 22 via the ground
control apparatus 32 (Step S205). The control unit 42
checks whether or not the point machine 36 intended to
15 perform switching to the refuge track to which the train 21
is moved for escape has been switched to the refuge track
side (Step S206). If the point machine 36 has been
switched to the refuge track side (Step S206: Yes), the
control unit 42 proceeds to a process of Step S210. If the
20 point machine 36 has not been switched to the refuge track
side (Step S206: No), the control unit 42 determines
whether or not the head position of the train 21 indicated
by the position information has reached the specified
position before the point machine 36 for the refuge track
25 (Step S207). If the train 21 has not reached the specified
position before the point machine 36 (Step S207: No), the
control unit 42 returns to the process of Step S205. If
the train 21 has reached the specified position before the
point machine 36 (Step S207: Yes), the control unit 42
30 performs control to switch the point machine 36 from the
traveling track side for the normal operation to the refuge
track side (Step S208). The control unit 42 calculates a
position where the train 21 is to be stopped on the refuge
21
track as a movement authority limit, and transmits movement
authority limit information to the train 22 via the ground
control apparatus 32 (Step S209). The control unit 42 may
notify the ground control apparatus 32 of the stop position
of the train 21 on the refuge track, and 5 the ground control
apparatus 32 may generate the movement authority limit
information on the basis of the acquired stop position of
the train 21 on the refuge track and transmit the movement
authority limit information to the train 22.
10 [0038] As illustrated in FIG. 4, in the train 22, the
on-board control apparatus 1 determines whether or not the
head position of the train 21 has reached the movement
authority limit indicated by the acquired movement
authority limit information (Step S306). If the head
15 position of the train 21 has not reached the movement
authority limit (Step S306: No), the on-board control
apparatus 1 returns to Step S304 and continues the
operation of the train 22. If the head position of the
train 21 has reached the movement authority limit (Step
20 S306: Yes), the on-board control apparatus 1 stops the
train 22 (Step S307).
[0039] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 determines
whether or not the train 21 has stopped at the movement
25 authority limit on the refuge track on the basis of the
position information acquired from the train 22 (Step S210).
If the train 21 has not stopped at the movement authority
limit on the refuge track (Step S210: No), the control unit
42 returns to Step S205. If the train 21 has stopped at
30 the movement authority limit on the refuge track (Step
S210: Yes), the control unit 42 performs control to switch
the point machine 36 from the refuge track side to the
traveling track side (Step S211).
22
[0040] As illustrated in FIG. 2, in the train 21, the
on-board control transmission apparatus 7 determines
whether or not the train 22 has stopped on the basis of the
information on the second train interval measured by the
non-contact range sensor 2a (Step S105). 5 The on-board
control transmission apparatus 7 determines whether or not
the train 22 has stopped, for example, by comparing the
latest second train interval measured by the non-contact
range sensor 2a with the previous second train interval(s).
10 If the train 22 has not stopped (Step S105: No), the onboard
control transmission apparatus 7 returns to Step S104
and continues the operation of the train 21. If the train
22 has stopped (Step S105: Yes), the on-board control
transmission apparatus 7 stops the train 21 so that the
15 second train interval becomes equal to the third train
interval (Step S106).
[0041] FIG. 7 is a diagram illustrating a positional
relationship among the trains when the train 21 stops at
the movement authority limit on the refuge track in the
20 train control system 70 according to the first embodiment.
FIG. 7 illustrates a state in which the point machine 36
has been switched to the refuge track side before being
switched to the traveling track side. Regarding the train
21 and the train 22, the position information is calculated
25 by the train 22 in the rescuing mode. In the operation
management apparatus 34, the head position of the train 21
and train 22 is XF5 at the head of the train 21, the rear
end position of the train 21 and train 22 is XR5 at the
rear end of the train 22, and the movement authority limit
30 of the train 21 and train 22 is MAL4. On the other hand,
the train 20 is in a normal state. Therefore, in the
operation management apparatus 34, the head position of the
train 20 is XFg detected by the train 20, the rear end
23
position of the train 20 is XRs detected by the train 20,
and the movement authority limit of the train 20 is MALy
set by the ground control apparatus 32 on the basis of the
rear end position of the preceding train (not illustrated).
[0042] As illustrated in FIG. 3, 5 in the operation
management apparatus 34, the control unit 42 instructs the
train 21 to change the mode to the refuge mode for
continuing a state in which the train 21 is stopped at a
movement authority limit on a refuge track (Step S212). As
10 illustrated in FIG. 2, in the train 21, when the on-board
control transmission apparatus 7 receives an instruction to
change the mode to the refuge mode from the operation
management apparatus 34, the on-board control transmission
apparatus 7 changes the operation mode of the train 21 from
15 the rescued mode to the refuge mode (Step S107). The onboard
control transmission apparatus 7 maintains a state
where the train 21 is stopped.
[0043] As illustrated in FIG. 3, in the operation
management apparatus 34, the control unit 42 instructs the
20 train 22 to change the mode to the normal mode
corresponding to a normal operation state (Step S213). As
illustrated in FIG. 4, in the train 22, when the on-board
control transmission apparatus 7 receives an instruction to
change the mode to the normal mode from the operation
25 management apparatus 34, the on-board control transmission
apparatus 7 changes the operation mode of the train 22 from
the rescuing mode to the normal mode (Step S308). As
illustrated in FIG. 3, in the operation management
apparatus 34, the control unit 42 instructs the train 22 to
30 start operating, at a timing when the train 22 is allowed
to depart, with reference to a train operation diagram or
the like (Step S214). As illustrated in FIG. 4, in the
train 22, when the on-board control apparatus 1 receives an
24
operation start instruction from the operation management
apparatus 34 (Step S309), the on-board control apparatus 1
controls the operations of the brake control apparatus 8
and the propulsion control apparatus 9 in the normal mode
to operate the train 5 22 (Step S310).
[0044] FIG. 8 is a diagram illustrating a positional
relationship among the trains when the train 22 starts
operating in the normal mode in the train control system 70
according to the first embodiment. Since the train 21 is
10 in the refuge mode and has already stopped, the position
information does not change. In the operation management
apparatus 34, the head position of the train 21 is the XF5
described above, the rear end position of the train 21 is
XR7 obtained by adding the train length of the train 21 to
15 the XF5 in a rearward direction thereof, and the movement
authority limit of the train 21 is not necessary and
therefore is unsettable. On the other hand, the train 22
is in a normal state. Therefore, in the operation
management apparatus 34, the head position of the train 22
20 is XF6 detected by the train 22, the rear end position of
the train 22 is XR6 detected by the train 22, and the
movement authority limit of the train 22 is MAL6 set by the
ground control apparatus 32 on the basis of a rear end
position XRt of the train 20 that is the preceding train.
25 In addition, the train 20 is in a normal state. Therefore,
in the operation management apparatus 34, the head position
of the train 20 is XFh detected by the train 20, the rear
end position of the train 20 is XRt detected by the train
20, and the movement authority limit of the train 20 is
30 MALz set by the ground control apparatus 32 on the basis of
the rear end position of the preceding train (not
illustrated).
[0045] Next, a hardware configuration of the train
25
operation control apparatus 10 included in each of the
trains 20 to 22 will be described. Here, a hardware
configuration of the train operation control apparatus 10
included in the train 21 will be described as an example.
In the train operation control apparatus 5 10, components
other than the on-board control apparatus 1, the noncontact
range sensors 2 and 2a, and the on-board control
transmission apparatuses 7 and 7a are similar to components
used in a general train operation control apparatus. The
10 non-contact range sensors 2 and 2a are sensors that measure
a distance to a target object in a non-contact manner, and
such a type of sensors are commonly used. The on-board
control apparatus 1 and the on-board control transmission
apparatuses 7 and 7a are realized by a processing circuit.
15 That is, the train operation control apparatus 10 has a
processing circuit that can operate the train 21 on the
basis of the train interval between the train 22 which is a
following train and the train 21 when the on-board control
apparatus 1 of the train 21 fails, and can operate the
20 train 21 at the specified speed when the on-board control
apparatus 1 of the train 20 which is a preceding train
fails. The processing circuit may be a processor that
executes a program stored in a memory and the memory, or
may be dedicated hardware.
25 [0046] FIG. 9 is a diagram illustrating an example in
which the processing circuit included in the train
operation control apparatus 10 according to the first
embodiment is configured with a processor and a memory.
When the processing circuit is configured with a processor
30 91 and a memory 92, functions of the processing circuit of
the train operation control apparatus 10 are realized by
software, firmware, or any combination of software and
firmware. The software or the firmware is described as a
26
program and stored in the memory 92. In the processing
circuit, the processor 91 reads and executes the program
stored in the memory 92, thereby realizing the functions.
That is, the processing circuit includes the memory 92 for
storing programs with which the followings 5 are executed as
a result: operating the train 21 on the basis of the train
interval between the train 22 which is a following train
and the train 21 when the on-board control apparatus 1 of
the train 21 fails; and operating the train 21 at the
10 specified speed when the on-board control apparatus 1 of
the train 20 which is a preceding train fails. It can also
be said that these programs cause a computer to execute
procedures and methods of the train operation control
apparatus 10.
15 [0047] Here, the processor 91 may be a central
processing unit (CPU), a processing device, an arithmetic
device, a microprocessor, a microcomputer, a digital signal
processor (DSP), or the like. The memory 92 corresponds to,
for example, a non-volatile or volatile semiconductor
20 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 digital versatile
25 disc (DVD).
[0048] FIG. 10 is a diagram illustrating an example in
which the treatment circuit included in the train operation
control apparatus 10 according to the first embodiment is
configured with dedicated hardware. When the processing
30 circuit is configured with dedicated hardware, the
processing circuit 93 illustrated in FIG. 10 corresponds to,
for example, a single circuit, a composite circuit, a
programmed processor, a parallel programmed processor, an
27
application specific integrated circuit (ASIC), a field
programmable gate array (FPGA), or any combination of them.
Functions of the train operation control apparatus 10 may
be each separately realized in correspondence with the
processing circuit 93, or the functions may 5 be collectively
realized by the processing circuit 93.
[0049] Some of the functions of the train operation
control apparatus 10 may be realized by dedicated hardware
and some other thereof may be realized by software or
10 firmware. Thus, the processing circuit can realize each of
the above-described functions based on dedicated hardware,
software, firmware, or any combination of them.
[0050] The hardware configuration of the train operation
control apparatus 10 has been described, but the same
15 applies to a hardware configuration of the control unit 42
of the operation management apparatus 34. In the operation
management apparatus 34, the communication unit 41 is a
communicator. The storage unit 43 is a memory. The
control unit 42 is realized by a processing circuit. This
20 processing circuit may similarly be the processor 91 that
executes a program stored in the memory 92 and the memory
92 as illustrated in FIG. 9, or may be dedicated hardware
as illustrated in FIG. 10.
[0051] As described above, according to the present
25 embodiment, in the train control system, the following
train behind the failed train is operated at the specified
speed for the failed train in which the on-board control
apparatus has failed, and the failed train is operated so
that the train interval between the following train and the
30 failed train becomes equal to the specified train interval.
The following train calculates the position information
covering the failed train, and stops its operating when the
head position of the failed train has reached the movement
28
authority limit on the refuge track. Once the following
train stops, the failed train stops operating so that the
train interval between the following train and the failed
train becomes equal to the specified train interval. By so
doing, the train control system can 5 operate the failed
train without any situation where the operator has to board
the failed train in which the on-board control apparatus
has failed, and can move the failed train to the refuge
track for escape thereof.
10 [0052] Second Embodiment.
In the first embodiment, if the head position of the
train 21 has reached the movement authority limit on the
refuge track, the train 22 which is a following train stops.
In order to adjust the train interval between the train 21
15 and the train 22 to the specified train interval, the train
21 stops when the train 22 stops. In a second embodiment,
if the head position of the train 21 has reached the
movement authority limit on the refuge track, a ground
control apparatus instructs the train 21 to stop.
20 Differences from the first embodiment will be described.
[0053] FIG. 11 is a diagram illustrating how a ground
control apparatus 32a according to the second embodiment
detects positions of the trains 21 and 22 using a train
detection apparatus 37 and track circuits 51 to 57. The
25 train control system 70 according to the second embodiment
has a configuration obtained by performing, with respect to
the train control system 70 according to the first
embodiment, replacement of the ground control apparatus 32
with the ground control apparatus 32a, and addition of the
30 train detection apparatus 37 and the track circuits 51 to
57. Other configurations in the second embodiment are
similar to those in the first embodiment.
[0054] The train detection apparatus 37 applies an
29
electrical current to rails. In the track circuits 51 to
57, when a train enters them, two rails are short-circuited
by an axle of the train. The train detection apparatus 37
can identify a track circuit in which the train is present
by detecting that the return of the current 5 from the track
circuits 51 to 57 stops or that a voltage becomes zero. In
the example of FIG. 11, the train detection apparatus 37
can identify that the trains are present in the track
circuits 54 and 55. The train detection apparatus 37 and
10 the track circuits 51 to 57 may be of types commonly used.
[0055] The ground control apparatus 32a can know the
positions of the trains by acquiring train on-track
information on the track circuit which indicates that the
train is present on a track, from the train detection
15 apparatus 37. In addition, the ground control apparatus
32a acquires position information from the train 22. In a
case where the on-board control apparatus 1 of the train 21
fails, the ground control apparatus 32a acquires position
information including the head position of the train 21
20 from the train 22. That is, the ground control apparatus
32a can know that the train 21 is present in the track
circuit 54, on the basis of the position information
acquired from the train 22 and the train on-track
information acquired from the train detection apparatus 37.
25 When the ground control apparatus 32a detects that the
train 21 is present on the refuge track, in the track
circuit 54 in the example of FIG. 11, the ground control
apparatus 32a instructs the train 21 to stop. Thus, the
ground control apparatus 32a can stop the train 21 on the
30 refuge track.
[0056] In the train 22, the on-board control apparatus 1
can detect that the train 21 has stopped, from the train
interval between the train 21 and the train 22, measured by
30
the non-contact range sensor 2. When detecting that the
train 21 has stopped, the on-board control apparatus 1 of
the train 22 stops the train 22.
[0057] A configuration of the ground control apparatus
32a will be described. The ground control 5 apparatus 32a
includes a communication unit 61, a control unit 62, and a
storage unit 63. The communication unit 61 transmits and
receives information between the unit 61 and the operation
management apparatus 34 via the wireless base station 31
10 and the ground transmission line 33. The control unit 62
manages positions of the trains and calculates movement
authority limits thereof. The storage unit 63 stores
collected position information pieces on multiple trains.
A hardware configuration of the ground control apparatus
15 32a is similar to that of the operation management
apparatus 34.
[0058] Next, a failed train operation process will be
described, which is to be performed when a train has
failure in the train control system of the present
20 embodiment. FIG. 12 is a flowchart illustrating a failed
train operation process of the train 21 in which the onboard
control apparatus 1 according to the second
embodiment has failed. FIG. 13 is a flowchart illustrating
a failed train operation process of the train 22 that is a
25 following train behind the failed train 21 in which the onboard
control apparatus 1 according to the second
embodiment has failed. FIG. 14 is a flowchart illustrating
a failed train operation process of the ground control
apparatus 32a according to the second embodiment. An
30 operation of the operation management apparatus 34 is
similar to that in the first embodiment. Hereinafter,
differences from the first embodiment will be described.
[0059] As illustrated in FIG. 14, in the ground control
31
apparatus 32a, the control unit 62 acquires the position
information transmitted by the train 22 in Step S305 (Step
S401). The control unit 62 also acquires train on-track
information on the track circuits 51 to 57 from the train
detection apparatus 37 (Step S402). The 5 control unit 62
determines whether or not the train 21 is present on the
refuge track on the basis of the acquired position
information and train on-track information (Step S403). If
the train 21 is not present on the refuge track (Step S403:
10 No), the control unit 62 returns to Step S401 and continues
to acquire each piece of the information. If the train 21
is present on the refuge track (Step S403: Yes), the
control unit 62 instructs the train 21 to stop (Step S404).
[0060] As illustrated in FIG. 12, in the train 21, the
15 on-board control transmission apparatus 7 checks, after
starting the operation of the train 21 in Step S104,
whether or not a stop instruction has been acquired from
the ground control apparatus 32a (Step S108). If the stop
instruction has not been acquired from the ground control
20 apparatus 32a (Step S108: No), the on-board control
transmission apparatus 7 returns to Step S104 and continues
the operation of the train 21. If the stop instruction has
been acquired from the ground control apparatus 32a (Step
S108: Yes), the on-board control transmission apparatus 7
25 stops the train 21 (Step S106). Other operations for the
train 21 are similar to those in the first embodiment.
[0061] As illustrated in FIG. 13, in the train 22, the
on-board control apparatus 1 determines, after transmitting
the position information in Step S305, whether or not the
30 train 21 has stopped (Step S311). As described above, the
on-board control apparatus 1 can detect that the train 21
has stopped from the train interval between the train 21
and the train 22 measured by the non-contact range sensor 2.
32
If the train 21 has not stopped (Step S311: No), the onboard
control apparatus 1 returns to Step S304 and
continues the operation of the train 22. If the train 21
has stopped (Step S311: Yes), the on-board control
apparatus 1 stops the train 22 so that 5 the first train
interval becomes equal to the third train interval (Step
S307). Other operations for the train 22 are similar to
those in the first embodiment.
[0062] In the second embodiment, the train detection
10 apparatus 37 detects presence of a train on a track using
the track circuits 51 to 57, but the presence of a train on
a track may be detected using a different method. For
example, in a case where multiple axle detection
apparatuses are installed on the ground side, when an axle
15 detection apparatus at one point detects that an axle of a
train has passed and another axle detection apparatus at
the next point does not detect the passage of the axle of
the train, the train detection apparatus 37 can detect that
the train is present on a track between these two axle
20 detection apparatuses. In addition, in a case where an ID
transmission apparatus is installed in each train and an ID
is transmitted to the ground side, when a ground-side
reception apparatus installed at one point receives the ID
and another ground-side reception apparatus installed at
25 the next point does not receive the ID, the train detection
apparatus 37 can detect that the train is present on a
track between these two reception apparatuses.
[0063] As described above, according to the present
embodiment, in the train control system, when the ground
30 control apparatus detects that a failed train is present on
the refuge track on the basis of the train on-track
information on the track circuit and the position
information on the following train, the ground control
33
apparatus instructs the failed train to stop its own
operation. By doing so, the train control system can
directly instruct the failed train to stop the operation.
[0064] The configurations described in the above
embodiments are merely examples of 5 the content of the
present invention, and can be combined with other publicly
known techniques and partially omitted and/or modified
without departing from the gist of the present invention.
10 Reference Signs List
[0065] 1 on-board control apparatus; 2, 2a non-contact
range sensor; 3 pickup coil; 4 tacho-generator; 5, 5a
antenna; 6, 6a on-board radio apparatus; 7, 7a on-board
control transmission apparatus; 8 brake control apparatus;
15 9 propulsion control apparatus; 10 train operation
control apparatus; 20 to 22 train; 30 ground coil; 31
wireless base station; 32, 32a ground control apparatus;
33 ground transmission line; 34 operation management
apparatus; 35 platform; 36 point machine; 37 train
20 detection apparatus; 41, 61 communication unit; 42, 62
control unit; 43, 63 storage unit; 51 to 57 track
circuit; 70 train control system.
34
We Claim:
1. A train operation control apparatus mounted on a train,
the apparatus 5 comprising:
a first range sensor to measure a first train interval
between a rear end of a preceding train traveling ahead of
the train and a head of the train;
a second range sensor to measure a second train
10 interval between a head of a following train traveling
behind the train and a rear end of the train; and
an on-board control transmission apparatus to control
operation of the train using the second train interval when
being instructed to start control using the second train
15 interval on the basis of an instruction from an operation
management apparatus that controls operation of a plurality
of trains including the train, the preceding train, and the
following train.
20 2. The train operation control apparatus according to
claim 1, wherein
on the basis of an instruction acquired from the
operation management apparatus, the on-board control
transmission apparatus changes an operation mode of the
25 train to a rescued mode, and operate the train so that the
second train interval becomes equal to a third train
interval specified.
3. The train operation control apparatus according to
30 claim 2, wherein
when the following train stops, the on-board control
transmission apparatus stops the train so that the second
train interval becomes equal to the third train interval.
35
4. The train operation control apparatus according to
claim 2, wherein
when the on-board control transmission apparatus
acquires an instruction to stop the train 5 from a ground
control apparatus, the on-board control transmission
apparatus stops the train.
5. The train operation control apparatus according to
10 claim 1, comprising:
an on-board control apparatus to generate a stop
pattern of the train on the basis of movement authority
limit information acquired from a ground control apparatus
and control operation of the train in accordance with the
15 stop pattern, wherein
on the basis of an instruction acquired from the
operation management apparatus, the on-board control
transmission apparatus changes an operation mode of the
train to a rescuing mode in which train operation is
20 performed at a specified speed, and
in the rescuing mode, the on-board control apparatus
calculates a head position of the preceding train using
information on a train length of the preceding train and
information on the first train interval, transmits
25 information on the head position of the preceding train to
the operation management apparatus, and operates the train
at the specified speed using movement authority limit
information acquired from the operation management
apparatus.
30
6. The train operation control apparatus according to
claim 5, wherein
when the head position of the preceding train reaches
36
a specified stop position on a refuge track on which the
preceding train is to be stopped, the on-board control
apparatus stops the train.
7. The train operation control apparatus 5 according to
claim 5, wherein
when the preceding train stops on the basis of an
instruction from the ground control apparatus, the on-board
control apparatus stops the train so that the first train
10 interval becomes equal to a third train interval specified.
8. An operation management apparatus comprising:
a storage unit capable of storing position information
on a plurality of trains acquired from a ground control
15 apparatus that collects the position information on the
plurality of trains; and
a control unit to, when position information on a
first train is not acquired from the ground control
apparatus for a specified period, instruct a second train
20 that is a train traveling behind the first train to change
a mode to a rescuing mode in which train operation is
performed at a specified speed, and instruct the first
train to change a mode to a rescued mode in which train
operation is performed with a train interval between the
25 first train and the second train being adjusted to a
specified train interval.
9. The operation management apparatus according to claim
8, wherein
30 on the basis of the position information on the first
train, the control unit controls a point machine to cause
the first train to enter a refuge track, and when the first
train stops at a specified stop position on the refuge
37
track, the control unit instructs the first train to change
a mode to a refuge mode in which a stop state on the refuge
track is continued, and instructs the second train to
change a mode to a normal mode that corresponds to a normal
5 operation state.
10. A train control system comprising:
an operation management apparatus to, when position
information on a first train is not acquired for a
10 specified period from a ground control apparatus that
collects position information on a plurality of trains,
instruct a second train that is a train traveling behind
the first train to change a mode to a rescuing mode in
which train operation is performed at a specified speed,
15 and instruct the first train to change a mode to a rescued
mode in which train operation is performed with a train
interval between the first train and the second train being
adjusted to a specified train interval;
the second train to, while operating in the rescuing
20 mode, measure a train interval between the first train and
the second train using a range sensor, calculate a head
position of the first train using information on a train
length of the first train and information on the measured
train interval, transmit information on the head position
25 of the first train to the operation management apparatus,
and perform train operation at the specified speed using
movement authority limit information acquired from the
operation management apparatus; and
the first train to, while operating in the rescued
30 mode, measure a train interval between the first train and
the second train using a range sensor, and perform train
operation such that the measured train interval becomes
equal to a specified train interval.
38
11. The train control system according to claim 10,
wherein
when the head position of the first train reaches a
specified stop position on a refuge 5 track on which the
first train is to be stopped, the second train stops,
when the second train stops, the first train stops so
that the measured train interval becomes equal to the
specified train interval, and
10 the operation management apparatus controls a point
machine to cause the first train to enter a refuge track,
and when the first train stops at a specified movement
authority limit on the refuge track, the operation
management apparatus instructs the first train to change a
15 mode to a refuge mode in which a stop state on the refuge
track is continued, and instructs the second train to
change a mode to a normal mode that corresponds to a normal
operation state.
20 12. The train control system according to claim 10,
wherein
when the first train acquires a stop instruction from
the ground control apparatus, the first train stops,
when the first train stops, the second train stops so
25 that the measured train interval becomes equal to the
specified train interval, and
the operation management apparatus controls a point
machine to cause the first train to enter a refuge track,
and when the first train stops at a specified movement
30 authority limit on the refuge track, the operation
management apparatus instructs the first train to change a
mode to a refuge mode in which a stop state on the refuge
track is continued, and instructs the second train to
39
change a mode to a normal mode that corresponds to a normal
operation state.
13. A train operation method comprising:
a first change step for an operation 5 management
apparatus to, when position information on a first train is
not acquired for a specified period from a ground control
apparatus that collects position information on a plurality
of trains, instruct a second train that is a train
10 traveling behind the first train to change a mode to a
rescuing mode in which train operation is performed at a
specified speed, and instruct the first train to change a
mode to a rescued mode in which train operation is
performed with a train interval between the first train and
15 the second train being adjusted to a specified train
interval;
a rescuing step for the second train to, while
operating in the rescuing mode, measure a train interval
between the first train and the second train using a range
20 sensor, calculate a head position of the first train using
information on a train length of the first train and
information on the measured train interval, transmit
information on the head position of the first train to the
operation management apparatus, and perform train operation
25 at the specified speed using movement authority limit
information acquired from the operation management
apparatus; and
a rescued step for the first train to, while operating
in the rescued mode, measure a train interval between the
30 first train and the second train using a range sensor, and
perform train operation such that the measured train
interval becomes equal to a specified train interval.
40
14. The train operation method according to claim 13,
wherein
in the rescuing step, when the head position of the
first train reaches a specified stop position on a refuge
track on which the first train is to be stopped, 5 the second
train stops,
in the rescued step, when the second train stops, the
first train stops so that the measured train interval
becomes equal to the specified train interval, and
10 the train operation method further comprises:
a second change step for the operation management
apparatus to control a point machine to cause the first
train to enter a refuge track, and when the first train
reaches a specified stop position on the refuge track, to
15 instruct the first train to change a mode to a refuge mode
in which a stop state on the refuge track is continued, and
instruct the second train to change a mode to a normal mode
that corresponds to a normal operation state.
20 15. The train operation method according to claim 13,
wherein
in the rescued step, when the first train acquires a
stop instruction from the ground control apparatus, the
first train stops,
25 in the rescuing step, when the first train stops, the
second train stops so that the measured train interval
becomes equal to the specified train interval, and
the train operation method further comprises:
a second change step performed by the operation
30 management apparatus to control a point machine to cause
the first train to enter a refuge track, and when the first
train reaches a specified stop position on the refuge track,
to instruct the first train to change a mode to a refuge
41
mode in which a stop state on the refuge track is continued,
and instruct the second train to change a mode to a normal
mode that corresponds to a normal operation state.