FLOOR CONTROL DEVICE AND PROTECTION ZONE CONTROL METHOD

Abstract

Ground control device (11), comprising: a first information acquisition unit (12) for acquiring location information indicating a train location from a train (20a, 20b) via a wireless ground device (15); a second information acquisition unit (13) for acquiring track information indicating whether the train (20a, 20b) is on a track in a specified zone or not; and a control unit (14) for setting a protection zone for the train (20a, 20b) if the first information acquisition unit (12) cannot acquire the location information, and for removing a section of the protection zone based on the track information acquired by the second information acquisition unit (13) if the train (20a, 20b) has been operating in an emergency mode, wherein, if the first information acquisition unit (12) cannot acquire the location information, the control unit (14) sets the protection zone with a starting point at a rear position of the train (20a, 20b) specified by the location information last acquired by the train (20a, 20b), and an endpoint at a stop limit position (41) determined on the basis of the location information last acquired by the train (20a, 20b), and if a zone through which the train (20a, 20b) traveling in emergency mode has passed is identified on the basis of the track information, the control unit (14) cancels a section of the protection zone from the starting point to the zone through which the train (20a, 20b) has passed.

Description

Area

[0001] The present invention relates to a ground control device that controls the traffic of trains and a protection zone control method. background

[0002] In a conventional wireless train control system, a ground control device wirelessly acquires location information about a train from the train, sets a stopping limit position for the train based on the acquired location information, and transmits information about the stopping limit position to the train. The train then travels in such a way that it does not pass over the stopping limit position. If the ground control device cannot acquire location information from a particular train, it defines a zone extending from the position indicated by the last location information received from that train to the stopping limit position as a protection zone and prevents any other train from entering this protection zone.If the ground control device sets a longer protection zone, this longer protection zone in the wireless train control system has a greater impact on the traffic of following trains, the traffic of trains located on the tracks in one or more stations ahead of the train, etc. Consequently, the traffic efficiency of trains is reduced.

[0003] To solve this problem, patent literature 1 discloses a technique for a ground device in which, if an anomaly occurs in wireless communication with a train, the ground device adjusts a protection zone to be smaller in order to minimize a decrease in train traffic efficiency. Specifically, the ground device disclosed in patent literature 1 defines a protection zone as an area between a train's last received location and a stopable position where the train can perform an emergency stop. List of citations, patent literature

[0004] Patent Literature 1: Japanese Patent Application JP 2013 - 10 477 A Summary Technical Problem

[0005] There is a method for dealing with an interruption of wireless communication between a ground device and a train. In this method, a train operator initiates an emergency run, in which the operator performs an emergency stop and then communicates with a ground device manager or other personnel via a communication medium other than the regular wireless communication medium to direct the train to the nearest station. However, the technique disclosed in patent literature 1 had the problem that if a train is operating in an emergency run mode and crosses a protection zone that was defined at the time an anomaly in the wireless communication occurred (i.e., the stopable position), other trains cannot be prevented from entering a train's travel zone due to the emergency run mode.

[0006] The present invention was made in view of the above circumstances, and one objective of the present invention is to provide a ground control device that makes it possible to minimize a reduction in the traffic efficiency of trains while prohibiting other trains from entering a train operating area in an emergency driving mode. Solution to the problem

[0007] To solve the aforementioned problems and achieve the objective, the present invention provides a ground control device comprising: a first information acquisition unit for acquiring location information indicating a train's location from a train via a wireless ground device; a second information acquisition unit for acquiring track information indicating whether the train is on a track within a predetermined zone; and a control unit for establishing a protection zone for the train when the first information acquisition unit cannot acquire the location information, and for removing a portion of the protection zone based on the track information acquired by the second information acquisition unit when the train has been operating in an emergency mode. Advantageous effects of the invention

[0008] According to the present invention, the ground control device has the advantageous effect that it is possible to minimize a reduction in the traffic efficiency of trains and at the same time to prevent the trains from entering a train operating zone in an emergency driving mode. Brief description of the drawings Fig. Figure 1 is a diagram showing an embodiment example of a wireless train control system according to a first embodiment. Fig. Figure 2 is a flowchart showing the operation of a control unit in a ground control device according to the first embodiment for controlling a protection zone for a train. Fig. Figure 3 is a diagram showing a track circuit in an open state in the wireless train control system according to the first embodiment. Fig. Figure 4 is a diagram showing the track circuit in a closed state in the wireless train control system according to the first embodiment. Fig. Figure 5 is a diagram illustrating a state in which the control unit has lifted a section of the protection zone in the wireless train control system according to the first embodiment. Fig. Figure 6 is a diagram showing an example in which a processing circuit included in the ground control device according to the first embodiment is configured with a processor and a memory. Fig. Figure 7 is a diagram showing an example of the processing circuit included in the ground control device according to the first embodiment, when the processing circuit is implemented using dedicated hardware. Fig. Figure 8 is a flowchart showing the operation of a control unit in a ground control device according to a second embodiment for controlling a protection zone for a train. Fig. Figure 9 is a diagram showing a state in which the train is on a track in a track circuit in a wireless train control system according to the second embodiment. Fig. Figure 10 is a diagram illustrating a state of the wireless train control system according to the second embodiment, in which the train is on a track in the track circuit for a prescribed period of time and a section of the protection zone is lifted. Description of the embodiments

[0009] A ground control device and a protection zone control method according to embodiments of the present invention are described in detail below with reference to the drawings. The present invention is not necessarily limited by these embodiments. First embodiment.

[0010] Fig. Figure 1 is a diagram showing an embodiment of a wireless train control system 100 according to a first embodiment of the present invention. The wireless train control system 100 comprises a ground system 10 and trains 20a and 20b. In the following descriptions, the trains 20a and 20b, as well as a ground system 10, are described. Fig. The train 20c shown in Figure 5, which will be described later, is sometimes referred to collectively as "train / trains 20" when these trains are not being distinguished from one another. Train 20c is also included in the wireless train control system 100. The one in Fig. The area shown in Figure 1 corresponds to part of an area in which the ground system 10 controls the traffic of the trains 20 in the wireless train control system 100. The area shown in Fig. The area shown is defined as an area where trains 20 traveling in the same direction can stop parallel to each other, i.e., an area in the vicinity of a station where a platform (not shown) and the like are located. In the vicinity of the station, i.e., in the area described in Fig. In the area shown in Figure 1, “in which track circuits are installed”, track circuits 50 to 53, designed to detect whether train 20 is on a track or not, and signals 61 to 63, designed to indicate “stop” and “proceed” for train 20, are installed. It should be noted that a signal 60 is installed in the station area, although signal 60 is obscured by an arrow that is shown in Figure 1. Fig. 1 is assigned to a driving area 70 for train 20a running in emergency mode. Signal 60 is in Fig. 4 and other diagrams and will be described later.

[0011] The design of the ground system 10 will now be described. The ground system 10 comprises a ground control device 11, a wireless ground device 15, and an electronic interlocking device 16.

[0012] The ground control device 11 regulates the traffic of the trains 20. The ground control device 11 comprises a location information acquisition unit 12, a track information acquisition unit 13 and a control unit 14.

[0013] The location information acquisition unit 12 is a first information acquisition unit designed to acquire location information from the train 20 via the wireless ground device 15, wherein the location information specifies a train location of the train 20, and to output the acquired location information to the control unit 14. The location information acquisition unit 12 outputs control information, such as a stop limit position generated in the control unit 14, to the train 20 via the wireless ground device 15.

[0014] The track information acquisition unit 13 is a second information acquisition unit designed to acquire track information indicating whether train 20 is on a track within a predefined zone or not. In the Fig. In the illustrated example of the wireless train control system 100, the track information acquisition unit 13 receives track information from the electronic interlocking device 16, indicating whether the track circuits 50 to 53 are in an open or closed state. The open state of track circuits 50 to 53 refers to the state in which the train 20 is on a track. The closed state of track circuits 50 to 53 refers to an off-track state in which the train 20 is not on a track. When track circuits 50 to 53 are brought into a closed state after having been in an open state, this means that the train 20 has passed through the corresponding track circuits.

[0015] When the control unit 14 receives location information for train 20 from the location information acquisition unit 12 via the wireless ground device 15, the control unit 14 sets a stopping limit position for train 20 based on this location information. The control unit 14 then executes a control action to transmit the stopping limit position information from the wireless ground device 15 to train 20 via the location information acquisition unit 12. If the location information acquisition unit 12 cannot acquire location information for train 20a, the control unit 14 sets a protection zone 30a for train 20a. After the control unit 14 has defined the protection zone 30a for the train 20a, if the train 20a has been operating in an emergency driving mode, the control unit 14 removes a section of the protection zone 30a based on track information acquired by the track information acquisition unit 13.If a protection zone for a specific train 20 is lifted in the wireless train control system 100, this allows another train 20 to enter the lifted protection zone. A special operation of the control unit 14 is described later.

[0016] The wireless ground device 15 communicates wirelessly with the trains 20. When the wireless ground device 15 acquires location information from the train 20, it transmits this information to the location information acquisition unit 12 in the ground control device 11. When the wireless ground device 15 acquires information about a stop limit position for the train 20 from the ground control device 11, it transmits this information to the train 20. Fig. In the wireless train control system 100 shown in Figure 1, the ground system 10 has a single wireless ground device 15, but this singularity is only an example, and the ground system 10 can have two or more wireless ground devices 15.

[0017] The electronic interlocking device 16 controls the operation of signals 60 to 63. The electronic interlocking device 16 receives track information from the track circuits 50 to 53, indicating whether each of the track circuits 50 to 53 is in an open or closed state, and outputs the received track information to the track information acquisition unit 13 in the ground control device 11.

[0018] In train 20, a vehicle-mounted control unit (not shown) generates a driving curve in response to receiving information about a stopping limit position from the ground control device 11 and controls the operation of train 20 according to this driving curve. The design of train 20 can be similar to that of a train in a general wireless train control system. Therefore, a detailed description of the design of train 20 is omitted.

[0019] Next, the operation of the ground control device 11 is described. Fig. Figure 2 is a flowchart illustrating the operation of the control unit 14 in the ground control device 11 according to the first embodiment for controlling a safety zone for the train 20a. In the ground control device 11, the control unit 14 determines whether the location information from the train 20a has been received via the wireless ground device 15 and the location information acquisition unit 12 (step S1). If the location information has been acquired (YES in step S1), the control unit 14 executes regular train control (step S2). Regular train control involves setting a stopping limit position 41 based on the location information acquired from the train 20a and transmitting the information about the stopping limit position 41 to the train 20a.

[0020] If the location information cannot be acquired (NO in step S1), the control unit 14 defines a protection zone 30a (step S3). The protection zone 30a has a starting point at a rear position 40 of the train 20a, specified by the location information last acquired by the train 20a, and an endpoint at the stop limit position 41, which is determined based on the location information last acquired by the train 20a. Examples of the case in which the control unit 14 cannot acquire location information from the train 20a include, but are not limited to, a fault in a vehicle-side wireless device installed in the train 20a (not shown), a fault in a vehicle-side control unit (not shown) installed in the train 20a to calculate the train 20a's location, and a fault in the wireless ground device 15.Examples of situations where the control unit 14 cannot acquire location information from the train 20a include the case of an interruption in communication between the wireless ground device 15 and the train 20a due to a temporary deterioration of their communication environment. It is permissible for the control unit 14 to determine that the location information could not be acquired if the location information cannot be acquired for a specified period.

[0021] Train 20a stops if it cannot receive information about its stopping limit position from the ground control device 11 within the specified time. A manager of the ground control device 11 instructs a train driver of train 20a to initiate an emergency run for train 20a using a communication device, such as a backup radio or a mobile device. The communication device does not use the wireless ground device 15 or the on-board wireless device described above. The train driver of train 20a operates train 20a in an emergency run mode according to the instruction of the manager of the ground control device 11.

[0022] The control unit 14 acquires the track information indicating the status of track circuits 50 to 53 from the electronic interlocking device 16 via the track information acquisition unit 13 (step S4). The control unit 14 determines whether the nearest track circuit within the area of ​​protection zone 30a, which in the example is shown in Fig. 1 the track circuit 50 is detected as open and then closed (step S5). Fig. Figure 3 is a diagram showing a state in which the track circuit 50 in the wireless train control system 100 according to the first embodiment is in an open state. Fig. Figure 4 is a diagram showing a state in which the track circuit 50 in the wireless train control system 100 according to the first embodiment is in a closed state. When the train 20a, operating in emergency mode, enters the track circuit 50, the control unit 14 determines, based on the acquired track information about "open", that the train 20a is on a track within the track circuit 50. When the train 20a, operating in emergency mode, leaves the track circuit 50, the control unit 14 determines, based on the acquired track information about "closed", that the train 20a is not on a track within the track circuit 50; that is, it determines that it is not on the track. If the track circuit 50 is not recognized as open or closed (NO in step S5), the control unit 14 terminates processing.

[0023] If it is detected that track circuit 50 is opened and then closed (YES in step S5), the control unit 14 determines that the train 20a should use the nearest track circuit, i.e., track circuit 50 in the example. Fig. 1, has passed through (step S6). The control unit 14 releases a section from the rear position 40 of the train 20a, which is the starting point of the protection zone 30a, to the track circuit 50, which the train 20a has passed through, i.e. a section which the train 20a has passed through in an emergency running mode, from a protection zone (step S7). Fig. Figure 5 is a diagram showing a state in which the control unit 14 has lifted a section of the protection zone 30a in the wireless train control system 100 according to the first embodiment. In this way, the control unit 14 lifts a section of the protection zone from the starting point to the section traversed by the train 20 when a zone section through which the train 20 traveled in an emergency running mode is identified by the track information acquisition unit 13. Therefore, if the train 20 was traveling in an emergency running mode, the control unit 14 can limit the area of ​​the protection zone according to the zone section traversed by the train 20. In particular, the control unit 14 can, in the example in Fig. 1 and Fig. 3, Fig. 4 to Fig. 5. Limit the protection zone 30a for train 20a to a protection zone 30b. With this process, the control unit 14 can control the train 20c following train 20a so that train 20c can enter track circuit 50.

[0024] The control unit 14 periodically repeats the process in which Fig. 2. Flowchart shown. If the control unit 14, for example, determines that the train 20a has passed through track circuit 51 in an emergency running mode, the control unit 14 additionally releases a section used for track circuit 51 from the protection zone.

[0025] As described above, in the first embodiment, the track information consists of information indicating that each of the track circuits 50 to 53 is open and then closed. When a particular track circuit is detected as being open and then closed based on the track information, the control unit 14 determines that the train 20 has passed through that particular track circuit and releases a section from the starting point to the track circuit that the train 20 has passed through from the protection zone.

[0026] The procedure for determining whether train 20 is on a suitable track is not limited to this example. For instance, it is permissible to install axle counters at opposite ends of each zone connected by track circuits 50 to 53 in Fig. 1 and Fig. 3, Fig. 4 to Fig. 5 are shown, i.e., at the start and end points of each zone. The control unit 14 receives track information from the track information acquisition unit 13. This track information is a set of data that specifies a count value for each axle counter in the installation zone, where the axle counters are installed at opposite ends. In this case, the track information is a set of data that specifies a count value for each axle counter in the installation zone, where the axle counters are installed at opposite ends. If the axle counter count values ​​are equal but not zero, the control unit 14 determines, based on the track information, that the train 20 has passed through the installation zone and removes a protection zone from the start point to the installation zone.Even in this case, if train 20 has been operating in emergency mode, the control unit 14 can limit the area of ​​the protection zone according to the zone section that train 20 has passed through.

[0027] Next, the hardware configuration of the ground control device 11 is described. In the ground control device 11, the location information acquisition unit 12 is an input / output interface through which information can be inputted and output between the ground control device 11 and the wireless ground device 15. The track information acquisition unit 13 is an input interface through which track information can be acquired by the electronic interlocking device 16. The control unit 14 is implemented by a processing circuit. The processing circuit can be either dedicated hardware or a memory and processor that executes a program stored in memory.

[0028] Fig. Figure 6 is a diagram showing an example in which the processing circuit included in the ground control device 11 according to the first embodiment is configured using a processor and a memory. In a case where the processing circuit is configured using a processor 91 and a memory 92, the functions of the processing circuit for the ground control device 11 are implemented in software, firmware, or a combination of software and firmware. The software or firmware is described as a program and stored in the memory 92. In the processing circuit, the processor 91 reads the program stored in the memory 92 and executes it to implement each of the functions.This means that the processing circuit includes memory 92, which is designed to store programs that ultimately execute the processing of the ground control device 11. These programs are also considered the reason for a computer to execute the procedure and method of the ground control device 11.

[0029] The processor 91 can be a device such as a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor). Furthermore, the memory 92 corresponds to: for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EEPROM (registered trademark) (Electrically EPROM); a magnetic disk; a flexible disk; an optical disk; a compact disk; a miniDisc; a DVD (Digital Versatile Disk); or the like.

[0030] Fig. Figure 7 is a diagram showing an example of the processing circuit contained in the ground control device 11 according to the first embodiment when the processing circuit is configured by a dedicated hardware set. When the processing circuit is configured in dedicated hardware, a Fig. 7 Processing circuit 93 shown, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or any combination thereof. Each of the functions of the ground control device 11 can be implemented by the processing circuit 93 for each function, and these functions can be implemented jointly by the processing circuit 93.

[0031] Regarding the functions of the ground control device 11, some of the functions can be implemented in dedicated hardware and the rest in software or firmware. In this way, the processing circuit can implement each of the functions described above based on dedicated hardware, software, firmware, or any combination thereof.

[0032] As described above, according to the present embodiment, if the location information cannot be acquired by the train 20, the control unit 14 in the ground control device 11 defines a protection zone based on the location information last acquired by the train 20. If the train 20 has been operating in emergency mode, the control unit 14 releases a section of the defined protection zone based on the track information on the track circuits 50 to 53. In particular, the control unit 14 releases a section through which the train 20a has traveled in emergency mode from the protection zone. This process allows the ground control device 11 to minimize a reduction in the train 20's operational efficiency and simultaneously prevent the train 20 from entering the operating area under emergency conditions. Second embodiment.

[0033] In the first embodiment, the control unit 14 in the ground control device 11 lifts a rear section of the protection zone 30a set for the train 20a in the direction of travel of the train 20a. In a second embodiment, the control unit 14 lifts a front section of the protection zone 30b set for the train 20a in the direction of travel of the train 20a.

[0034] In the second embodiment, the design of the wireless train control system 100 and the ground system 10 is identical to that of the wireless train control system 100 and the ground system 10 according to the in Fig. 1 first embodiment shown. Fig. Figure 8 is a flowchart illustrating the operation of the control unit 14 in the ground control device 11 according to the second embodiment for controlling a protection zone for the train 20a. In the ground control device 11, the control unit 14 determines whether the location information from the train 20a has been received via the wireless ground device 15 and the location information acquisition unit 12 (step S11). If the location information has been acquired (YES in step S11), the control unit 14 terminates processing. If the location information cannot be acquired (NO in step S11), the control unit 14 acquires the track information, which specifies the states of the track circuits 50 to 53, from the electronic interlocking device 16 via the track information acquisition unit 13 (step S12).The control unit 14 determines whether or not the train 20a has been on a track of the same track circuit within protection zone 30b for a specified period of time (step S13). The phrase "the train 20a has been on a track in the same track circuit for a specified period of time" means a condition in which, for example, for a sufficient time—equal to or longer than the time required for the train 20a to traverse a certain length of the open track circuit at a very low speed—the state of the track circuits located at the front and rear of the open track circuit remains unchanged, i.e., closed. In such a case, the control unit 14 determines that the train 20a is continuously stopped on the open track circuit. Fig. Figure 9 is a diagram showing a state in which the train 20a is on a track in the track circuit 51 in the wireless train control system 100 according to the second embodiment.

[0035] If train 20a has not been on a track in the same track circuit within the area of ​​protection zone 30b for a specified period (NO in step S13), control unit 14 terminates processing. If train 20a has been on a track in the same track circuit within the area of ​​protection zone 30b for a specified period (YES in step S13), control unit 14 releases a section of the protection zone between track circuit 52 adjacent to track circuit 51, in which train 20a is located, and the endpoint of protection zone 30b from the protected object (step S14). Fig. Figure 10 is a diagram showing a state of the wireless train control system 100 according to the second embodiment, in which the train 20a is on a track in track circuit 51 for a predetermined period and a section of the protection zone 30b is lifted. In this way, based on the track information from the track information acquisition unit 13, when the train 20a is on a track in the same track circuit for a predetermined period, the control unit 14 lifts a section of the protection zone from track circuit 52 adjacent to track circuit 51, on which the train 20a is located, up to the endpoint of protection zone 30b.If train 20 stops after operating in emergency mode, and train 20 then remains on a track in the same track circuit for the specified period, the control unit 14 therefore estimates that train 20 will not move until a faulty device is repaired or replaced, and can therefore remove a front section of the protection zone to reduce the area of ​​the protection zone. Specifically, in the example in . Fig. 9 and Fig. 10. Reduce the protection zone 30b for train 20a to a protection zone 30c. Consequently, the control unit 14 enables the operation of train 20b.

[0036] The control unit 14 can control the operation according to the flowchart shown in Fig. 2 first embodiment shown and the operation in the flowchart according to the in Fig. The second embodiment shown in 8 can be executed alternately or in parallel.

[0037] As described above, according to the present embodiment, when the control unit 14 in the ground control device 11 detects that the train 20a has been continuously stopped in the middle of the set protection zone 30b for a predetermined period, it releases a section between a zone immediately before the zone in which the train 20a is stopped and the endpoint of protection zone 30b from the protected object, based on track information from the track circuits 50 to 53. With this process, the ground control device 11 can further minimize the reduction in the traffic efficiency of the trains 20 compared to the first embodiment and simultaneously prevent the other train 20 from entering the operating area of ​​the train 20 that is in emergency mode.

[0038] The embodiments described above are examples of the content of the present invention and can each be combined with other generally known techniques and partially omitted and / or modified without departing from the scope of the present invention. Reference symbol list

[0039] 10 Ground system; 11 Ground control device; 12 Location information acquisition unit; 13 Track information acquisition unit; 14 Control unit; 15 Wireless ground device; 16 Electronic interlocking device; 20a to 20c Train; 30a to 30c Protection zone; 40 Rear position; 41 Stop limit position; 50 to 53 Track circuit; 60 to 63 Signal; 70 Operating area in an emergency running mode; 100 Wireless train control system.

Claims

Ground control device (11) comprising: a first information acquisition unit (12) for acquiring location information indicating a train's location from a train (20a, 20b) via a wireless ground device (15); a second information acquisition unit (13) for acquiring track information indicating whether the train (20a, 20b) is on a track within a specified zone; and a control unit (14) for establishing a protection zone for the train (20a, 20b) if the first information acquisition unit (12) cannot acquire the location information, and for removing a portion of the protection zone based on the track information acquired by the second information acquisition unit (13) if the train (20a, 20b) has been operating in an emergency mode, wherein, if the first information acquisition unit (12) cannot acquire the location information,The control unit (14) sets the protection zone with a starting point at a rear position of the train (20a, 20b), specified by the location information last acquired by the train (20a, 20b), and an endpoint at a stopping limit position (41), which is determined based on the location information last acquired by the train (20a, 20b), and when a zone through which the train (20a, 20b) traveling in emergency mode has passed is identified based on the track information, the control unit (14) cancels a section of the protection zone from the starting point to the zone through which the train (20a, 20b) has passed. Ground control device (11) according to claim 1, wherein the track information is information indicating that a track circuit (50, 51, 52, 53) is opened and then closed, and when a particular track circuit (50, 51, 52, 53) is detected as being opened and then closed based on the track information, the control unit (14) determines that the train (20a, 20b) has passed through the particular track circuit (50, 51, 52, 53) and removes a section of the protection zone from the starting point to the track circuit (50, 51, 52, 53) that the train (20a, 20b) has passed through. Ground control device (11) according to claim 1, wherein the track information is information indicating a count value of an axle counter in an installation zone in which axle counters are installed at opposite ends, and when the count values ​​of the axle counters are equal but not equal to zero, the control unit (14) determines, based on the track information, that the train (20a, 20b) has passed through the installation zone and lifts a section of the protection zone from the starting point to the installation zone. Ground control device (11) according to one of claims 1 to 3, wherein when the control unit (14) determines that the train (20a, 20b) has stopped in the middle of the defined protection zone for a predetermined period of time, the control unit (14) lifts a section of the protection zone from a zone immediately in front of the zone in which the train (20a, 20b) stops, based on the track information, to the endpoint. Protection zone control method in a ground control device (11), wherein the method comprises: a first step in which location information indicating a train location is acquired from a train (20a, 20b) via a wireless ground device (15) by a first information acquisition unit (12); a second step in which track information indicating whether the train (20a, 20b) is on a track within a predetermined zone by a second information acquisition unit (13); and a third step in which a protection zone for the train (20a, 20b) is established by a control unit (14) if the first information acquisition unit (12) cannot acquire the location information, and a section of the protection zone is removed based on the track information acquired by the second information acquisition unit (13) if the train (20a, 20b) has been operating in an emergency mode, wherein in the third step,If the first information acquisition unit (12) cannot acquire the location information, the control unit (14) sets the protection zone with a starting point at a rear position of the train (20a, 20b), specified by the location information last acquired by the train (20a, 20b), and an endpoint at a stopping limit position (41), which is determined based on the location information last acquired by the train (20a, 20b), and if a zone through which the train (20a, 20b) traveling in emergency mode has passed is identified based on the track information, the control unit (14) cancels a section of the protection zone from the starting point to the zone through which the train (20a, 20b) has passed. Protection zone control method according to claim 5, wherein the track information is information indicating that a track circuit (50, 51, 52, 53) is opened and then closed, and in the third step, when a particular track circuit (50, 51, 52, 53) is detected as being opened and then closed based on the track information, the control unit (14) determines that the train (20a, 20b) has passed through the particular track circuit (50, 51, 52, 53) and removes a section of the protection zone from the starting point to the track circuit (50, 51, 52, 53) that the train (20a, 20b) has passed through. Protection zone control method according to claim 5, wherein the track information is information indicating a count value of an axle counter in an installation zone in which axle counters are installed at its opposite ends, and in the third step, when count values ​​of the axle counters are equal but not equal to zero, the control unit (14) determines, based on the track information, that the train (20a, 20b) has passed through the installation zone and removes a section of the protection zone from the starting point to the installation zone. Protection zone control method according to one of claims 5 to 7, wherein in the third step, when the control unit (14) determines that the train (20a, 20b) has stopped in the middle of the protection zone for a predetermined time, the control unit (14) removes a section of the protection zone from a zone immediately in front of the zone in which the train (20a, 20b) stops, up to the endpoint, based on the track information.

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