Train control device

Abstract

To provide a train control device capable of appropriately tracking a position of a train and securing safety control of the train even when a train speed is such that accurate detection cannot be performed.SOLUTION: The continuation distance CD in which the following train TR β following the preceding train TR α can travel close to the preceding train TR α is determined on the assumption that the following train TR β travels at a constant speed when the speed of the following train TR β is reduced to be less than the constant speed. In this case, for example, even when the speed detection has low performance and accurate speed detection cannot be performed when the speed is less than a certain speed, the position of the train TR can be appropriately tracked, and safety control of the train can be ensured.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a train control device that controls the running of trains on a railway. [Background technology]

[0002] For example, a method is known in which the moving distance measured by a plurality of tachographs is used to detect the position of a train (section of the line where the train is located) (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-126721 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the case of Patent Document 1, for example, if a tachograph generator that cannot detect that the train is traveling at speeds below a certain level is used, the position of the train may not always be tracked appropriately.

[0005] The present invention has been made in consideration of the above points, and aims to provide a train control device that can properly track the position of a train and ensure safe control of the train even when the train speed is such that accurate detection is not possible. [Means for solving the problem]

[0006] To achieve the above object, the train control device determines the distance that a following train following a preceding train can travel while approaching the preceding train, assuming that the following train is traveling at a constant speed when the speed of the following train slows down and falls below a certain speed.

[0007] In the above-mentioned train control device, even if the speed drops below a certain level, the continuing distance is determined by assuming that the following train is traveling at a constant speed. This makes it possible to properly track the position of the train and ensure safe control of the train, even in cases where, for example, the speed detection performance is low and accurate speed detection is not possible when the speed drops below a certain level.

[0008] In a specific aspect of the present invention, a speed detection device is provided that detects the speed of the following train based on the speed pulse, and the certain speed is the guaranteed detection lower limit speed of the speed detection device. In this case, the speed detection device using the speed pulse can ensure safe control of the train even when the guaranteed detection lower limit speed is reached.

[0009] In another aspect of the present invention, a basic train presence section is calculated based on the detection results of a speed detection device, an extended section is calculated based on a predetermined detection guaranteed lower limit speed and the time during which the following train is speeding below the detection guaranteed lower limit speed, and the range obtained by adding the extended section to the calculated basic train presence section is set as the train presence section indicating the range of the following train's presence on the track. In this case, by taking into account the extended section determined based on the time during which the speed is below the detection guaranteed lower limit speed, the train presence section indicating the range of the following train's presence on the track can be maintained within an appropriate range.

[0010] In yet another aspect of the present invention, if the vehicle continues to travel at a speed below the detection-guaranteed lower limit speed, the extension section is continued. In this case, the continuing distance can be determined according to the state in which the vehicle is traveling at a speed below the detection-guaranteed lower limit speed.

[0011] In yet another aspect of the present invention, a stop determination unit is provided that determines that the train has stopped when the speed detection device does not detect the speed for a predetermined period of time or more, and when the stop determination unit detects that the train has stopped, the extension of the expanded section is stopped. In this case, appropriate action can be taken when a stop determination is made.

[0012] In yet another aspect of the present invention, when powering is detected as the train operation, the expansion section is extended, allowing for appropriate measures to be taken when the train is powered.

[0013] In yet another aspect of the present invention, the train includes an on-board transmitter that transmits information about train operation acquired on the train to a ground side, and a ground side decision unit that is provided on the ground side and determines processing content based on the information from the on-board transmitter. In this case, the processing content for controlling the train operation can be determined on the ground side.

[0014] In yet another aspect of the present invention, an on-board decision unit is provided on the train that decides processing content based on information on train running on the on-board side. In this case, the content of running control can be decided on the on-board side. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a conceptual diagram showing an example of a train control system including a train control device according to a first embodiment. [Figure 2] FIG. 2 is a conceptual diagram for explaining the operation mode of a train based on a train control device. [Figure 3] FIG. 2 is a block diagram for explaining an example of the configuration of a train control device. [Figure 4] FIG. 1 is a conceptual diagram for explaining how the train control device handles the section of track where the train is located and the distance it will continue to run. [Figure 5] 1A to 1C are conceptual diagrams for explaining an example of the control operation of a train control device. [Figure 6] 1A to 1D are conceptual diagrams for explaining an example of the control operation of a train control device. [Figure 7] 10 is a flowchart for explaining an example of an operation process in a train control device. [Figure 8] 10(A) to 10(E) are diagrams for explaining a train control device of a comparative example. [Figure 9] FIG. 10 is a block diagram for explaining a configuration example of a train control device according to a second embodiment. [Figure 10] FIG. 10 is a block diagram for explaining a modified example of the train control device of the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0016] [First embodiment] Hereinafter, with reference to FIG. 1 and other figures, an example of the train control device of the first embodiment incorporated into a train control system will be described. FIG. 1 is a conceptual diagram showing an example of a train control system 500 including the train control device 100 of this embodiment. The train control system 500 is composed of on-board equipment 10 provided for each of multiple trains TR and a ground-side control device 300 installed on the ground side, which communicates with the multiple on-board equipment 10, 10, ... to acquire various information and perform overall control of train operation. The ground-side control device 300 includes a receiver Rx that receives various information from each on-board equipment 10 to control train operation based on communication between each train TR, TR, ..., i.e., the on-board side, and the ground side, and a central control device 200 that performs analysis processing on the running status of each train TR based on the information received by the receiver Rx and comprehensively manages this information to perform overall train operation control. In the illustrated example, the trains TR, TR, ... run along the same track at a predetermined interval, traveling in the direction indicated by the arrow DD1. In addition, in this example, the part of the ground-side control device 300 that processes information about one train TR is referred to as the ground-side equipment 50, and as shown by the dashed line in the figure, a plurality of ground-side equipment 50 are provided corresponding to each train TR. Each ground-side equipment 50 has a receiving unit Rx for receiving information from the corresponding one train TR, and is also composed of some of the various processing devices that make up the overall control device 200, and performs analysis processing etc. to understand the running status of the corresponding one train TR received by the receiving unit Rx.

[0017] In the train control system 500 described above, the train control device 100 is composed of a part of one train TR side and a part of the wayside control device 300. Specifically, the train control device 100 is composed of one on-board equipment 10 mounted on one train TR and wayside equipment 50 provided on the wayside corresponding to the train TR. The train control device 100 functions as the train control device 100 that controls the running of the target train TR by communicating between the on-board equipment 10 and the wayside equipment 50 and performing various information processing related to the running status of the target train TR. In the example shown in the figure, a single train control device 100, the train control device 100α, is made up of on-board equipment 10α mounted on the preceding train TRα, which is located at the front in the running direction indicated by the arrow DD1 in the figure, and corresponding ground-side equipment 50α. The on-board equipment 10α transmits various information to the ground-side equipment 50α of the ground-side control device 300, and the ground-side equipment 50α receives this information in a receiving unit Rx. At a location corresponding to the overall control device 200, it performs a determination process regarding the location of the preceding train TRα based on the information received in the receiving unit Rx, and determines the section of the track on which the preceding train TRα is located. Similarly, the on-board equipment 10β and the ground equipment 50β mounted on the following train TRβ following the preceding train TRα constitute a train control device 100β, which is one train control device 100. The on-board equipment 10β transmits various information to the ground equipment 50β, which receives this information at a receiver Rx, and various determination processes regarding the position of the following train TRβ based on the information received at the receiver Rx are performed at a location equivalent to the integrated control device 200. The same applies to the other trains (following trains) TR in the figure.

[0018] In the above-described embodiment, the train control system 500 performs running control of moving block trains, in which the block sections move as the trains move, for each of the trains TR, TR, ... traveling on the same track. In this case, for a preceding train TRα and its following train TRβ, it is necessary to maintain a running distance CD within an appropriate range, allowing the following train TRβ to run close to the preceding train TRα, as shown in FIG. 2, for example. When performing such running control, it is necessary to maintain a sufficient running distance CD to prevent collisions. However, there is also a demand to shorten the block sections of each of the trains TR, TR, ..., i.e., the train-occupied sections (train-occupied sections) of each of the trains TR, TR, .... In other words, it is desirable to shorten the distance between each of the trains while maintaining the running distance CD. To achieve this, it is necessary to grasp the actual locations of each of the trains TR, TR, ... as accurately as possible. However, errors occur in actual distance measurement due to various factors. In particular, when measuring the running distance based on speed detection using an inexpensive tachograph with low performance, there is a possibility that the speed below a certain level cannot be detected properly. In contrast, in this embodiment, the train control device 100 determines the following distance CD by assuming that the following train TRβ is traveling at a constant speed (detection-guaranteed lower limit speed) when the speed of the following train TRβ decelerates and falls below a certain speed (detection-guaranteed lower limit speed). For example, as shown in the figure, the position of the following train TR (following train TRβ) is indicated by a solid line and a dashed line. In the travel distance based on the tacho generator, when the train TR (following train TRβ) is positioned at the solid line, if the speed detected by the tacho generator is below the certain speed (detection-guaranteed lower limit speed), and assuming the train TR (following train TRβ) is positioned at the solid line, there is a possibility that the travel distance will be inaccurate. In this case, the train control device 100 calculates the travel distance assuming that the train TR (following train TRβ) is traveling at the detection-guaranteed lower limit speed, and treats the train TR (following train TRβ) as being located at the dashed line in the figure, and then calculates the following distance CD. As a result, even when the speed of the following train TRβ falls below the certain speed (detection-guaranteed lower limit speed), appropriate tracking can be achieved while ensuring safety control when handling the position of the following train TRβ.

[0019] An example of the configuration of the train control device 100 will be described below with reference to the block diagram shown in FIG. 3 and the like. FIG. 3 shows, as an example of train TR, on-board equipment 10β mounted on a following train TRβ and corresponding ground equipment 50β. More specifically, the on-board equipment 10β (10) is composed of an on-board device 20 and a transmitter Tx. Of these, the on-board device 20 provided on the train TR side, i.e., on the on-board side, has a ground coil receiver 21 and a speed / distance calculator 22, and transmits various acquired information to the ground side via the transmitter Tx. In other words, the transmitter Tx functions as an on-board transmitter that transmits information related to the running of train TR acquired on the on-board side to the ground side.

[0020] Of the on-board equipment 10β (10), the ground cable receiving unit 21 accepts a message (ground cable message) from the ground cable GR received at the on-board cable PI installed on the following train TRβ, and outputs the ID information (ground cable ID) of the ground cable GR contained in the message.

[0021] On the other hand, the speed distance calculation unit 22 calculates the running speed of the following train TRβ and the travel distance based thereon based on speed pulses (corresponding to the rotational speed or number of revolutions of the wheels) detected by a speed generator TG serving as a speed detection device VD provided on the following train TRβ, in order to perform calculations related to the speed detection of the following train TRβ. Here, as an example, the speed distance calculation unit 22 calculates the maximum (maximum travel distance) and the minimum (minimum travel distance) of the travel distances obtained for each of the multiple speed generators TG. The calculated information is transmitted (output) to the ground side via the transmitter Tx. In addition to this, the speed distance calculation unit 22 also transmits (outputs) information related to the stop detection of the following train TRβ, its travel speed, powering state, and the performance of the speed generator TG to the ground side via the transmitter Tx.

[0022] Next, the wayside equipment 50β is composed of a receiving unit Rx that receives the above-mentioned various information from the onboard side, and wayside equipment 60, and the wayside equipment 60 is provided with a train location section determination unit 70 that performs analysis processing on the various information transmitted from the onboard side. As described above, a total of seven types of information are transmitted from the onboard side to the wayside side. Based on this information, the train location section determination unit 70 determines the line location section and the running distance CD (see Figure 2) of the target train TR.

[0023] The following describes the location section of a train TR (for example, a following train TRβ). Here, the location section of each train TR (following train TRβ) is defined by a train location section TS, which is a combination of a basic location section S and an extended section E.

[0024] The basic on-track section S can be set appropriately based on, for example, a conventional distance measurement method, but here it is determined based on the detection results (measurement results) of a speed generator TG serving as the speed detection device VD, the distance from the ground reference position (a position indicating an absolute reference installed on the ground) of the ground coil GR, etc. calculated based on the results, and the length LL of the train TR (following train TRβ). More specifically, this will be described later with reference to Figure 4.

[0025] In contrast, the extended section E is a section (buffer section) that widens the on-track section to account for errors that may occur if the traveling speed Vt of train TR (following train TRβ) slows down and falls below a constant detection guaranteed lower limit speed Vm. There are various ways to determine the extended section E, but as an example, we will calculate the traveling distance assuming that train TR (following train TRβ) is traveling at the detection guaranteed lower limit speed Vm. That is, the value of the detection guaranteed lower limit speed Vm is determined in advance (for example, Vm = 3 km / h), and the extended section E is determined by the product of the detection guaranteed lower limit speed Vm and the time during which train TR (following train TRβ) is below the detection guaranteed lower limit speed Vm.

[0026] The range obtained by adding the extended section E to the basic location section S calculated as described above is set as the train location section TS, which indicates the location range of train TR (following train TRβ). In this embodiment, by determining the following distance CD (see FIG. 2) based on the train location section TS for each train TR, including the preceding train (for example, the preceding train TRα with respect to the following train TRβ), the position of each train TR can be appropriately tracked and safety control can be ensured even if the train speed falls below the detection guaranteed lower limit speed Vm.

[0027] Hereinafter, with reference to the conceptual diagram shown in FIG. 4, the handling of the track section and the running distance in the train control device 100 will be described.

[0028] In FIG. 4, the train location section TS of the preceding train TRα is designated as a train location section TS1, and the train location section TS of the following train TRβ is designated as a train location section TS2.

[0029] For example, the train location section TS1 of the preceding train TRα is represented by the range obtained by adding the basic location section S to the extended section E, as described above. The basic location section S is determined by the travel distance calculated from the speed pulses based on the pulse signals output from the multiple tachometer generators TG (not shown). Here, the maximum travel distance MA is the maximum travel distance, and the minimum travel distance MI is the minimum travel distance from the nearest ground sensor GR, which serves as the ground reference position. If the difference between these distances is the differential distance ΔL, the sum of the differential distance ΔL and the length LL of the preceding train TRα (which may take into account the position of the on-board sensor on the train) defines the width of the basic location section S, and its leading edge is the leading edge of the maximum travel distance MA. Furthermore, the location and range of the train location section TS1 are determined by adding the extended section E forward of the basic location section S. The train location section TS1 is configured on a case-by-case basis, for example, assuming a stopping distance SD toward the track terminus, which is the final destination of the preceding train TRα. The end of the train's location section TS1 defined as above, opposite to the running direction, is the preceding train's end EE1.

[0030] The train location section TS2 of the following train TRβ can be defined in the same manner as the train location section TS1 described above. That is, the position and range of the train location section TS2 can be defined based on the maximum movement distance MA and minimum movement distance MI of the following train TRβ from the ground coil GR. In addition, if the end of the train location section TS2 in the running direction is defined as the leading edge EE2 of the following train, the distance from the leading edge EE2 of the following train to the trailing edge EE1 of the preceding train corresponds to the following distance CD. Therefore, by defining the train location section TS2 of the following train TRβ in accordance with the above conditions, assuming the trailing edge EE1 of the preceding train TRα, so as to ensure and maintain the following distance CD, running control can be performed appropriately.

[0031] Next, an example of the control operation of the train control device 100 will be described with reference to Fig. 5 etc. Fig. 5(A) to Fig. 5(C) and Fig. 6(A) to Fig. 6(D) are conceptual diagrams for explaining an example of the control operation of the train control device 100.

[0032] First, Fig. 5(A) shows the train location section of the train TR immediately after it passes the ground coil GR at a running speed above a certain level (a speed above the detection guaranteed lower limit speed Vm). In this case, the train location section TS is equal to the basic train location section S. That is, the extension section E (see Fig. 3, etc.) is zero. In this case, the train location section determination unit 70 of the train control device 100 determines The train location section TS is updated by updating the basic train location section S in accordance with data transmitted from the tachometer generator TG.

[0033] In contrast to this, as shown in Fig. 5(B), when it is detected that the train TR is decelerating and the running speed Vt is below the detection guaranteed lower limit speed Vm, the train location section determination unit 70 temporarily suspends the determination of the train location section TS based on the update of the basic train location section S, and switches to a processing mode in which the train location section TS is determined taking into account the extended section E (see Fig. 3 etc.). In other words, the train location section TS is treated as equal to the basic train location section S + the extended section E.

[0034] Furthermore, as shown in Figure 5(C), if the train TR continues to run with its running speed Vt below the detection guarantee lower limit speed Vm, the train location section determination unit 70 assumes that the train TR is running at the detection guarantee lower limit speed Vm and extends the extension section E. In other words, the train control device 100 continues to extend the extension section E as long as the train TR continues to run at a speed below the detection guarantee lower limit speed Vm. In this way, the train TR, which is actually running at a speed below the detection guarantee lower limit speed Vm, can maintain its state of being within the train location section TS without protruding from the train location section TS (leaping out ahead of the train location section TS).

[0035] Furthermore, as shown in FIG. 6(A), when it is determined that the train TR is stopped (traveling speed Vt=0), the train location section determination unit 70 stops extending the extended section E. Here, various methods are conceivable for determining whether the train TR is stopped. For example, when stop detection from onboard the train continues for a certain period of time or more (a state without speed pulses continues for two seconds or more), the train location section determination unit 70 may consider this to be a determination that the train TR has stopped, and perform processing to stop extending the extended section E. In addition, in the above-described embodiment, the train location section determination unit 70 may also be considered to function as a stop determination unit SJ that determines that the train is stopped when the speed generator TG serving as the speed detection device VD does not detect the speed for a predetermined period of time or more.

[0036] On the other hand, as shown in FIG. 6(B), when powering is detected as the operation of the train TR, the extension section E is extended. A typical example is when the train TR is nearly stopped and is measured as stopped, but then switches to powering and starts moving, or when the train TR switches to powering and starts moving after stopping. Even if the running speed Vt is below the guaranteed detection lower limit speed Vm, the extension from the extension section E1 to the extension section E2 as shown in the figure can prevent the train TR from moving out of the train location section TS. After powering begins, once the running speed Vt of the train TR becomes equal to or greater than the guaranteed detection lower limit speed Vm, there is no longer any need to extend the extension section E. Therefore, as shown in FIG. 6(C), the size of the extension section E can be fixed and maintained for subsequent extension sections E. In other words, the train location section TS can be treated as the basic location section S, which is updated each time, plus the fixed extension section E.

[0037] Furthermore, while controlling the on-track section as described above, when the train reaches a ground reference position such as a ground sensor GR, as shown in Figure 6(D), the extended section E of the train on-track section TS, which corresponds to the extension of the basic on-track section S, is erased, thereby returning to the state illustrated in Figure 5(A), and the above-described operation is repeated.

[0038] An example of the operational processing in the train control device 100 will be described below with reference to the flowchart shown in Fig. 7. Here, the processing performed in the train location section determination unit 70 of the train control device 100 will be mainly described. The description will also assume that processing regarding the continuing distance determined depending on the location section status between the preceding and succeeding trains TR is also performed.

[0039] First, as a prerequisite for starting the process of determining the train's location section, it is assumed that the current distance CD that the following train TRβ following the preceding train TRα (see Figure 2, etc.) can travel while approaching the preceding train has been notified (step S0).

[0040] Then, the train location section determination unit 70 determines whether the target train TR (following train TRβ) has a low-performance tachograph TG (speed detection device VD) (step S101). That is, it checks whether the target tachograph TG has a limit to the accuracy of speed detection, such as a detection guaranteed lower limit speed Vm (for example, Vm = 3 km / h).

[0041] In step S101, if the target speed generator TG is not low-performance (step S101: No), it is processed in the same manner as when the basic on-line section S, an example of which is explained with reference to Figure 5(A) etc., is treated as the train on-line section TS (step S102).

[0042] On the other hand, in step S101, if the target speed generator TG is low performance (step S101: Yes), as described above, processing related to the extended section E will be performed as necessary, and further, the train location section determination unit 70 will check whether the target train TR (continuing train TRβ) has connected with the ground coil GR at the next point, i.e., whether it has reached a ground reference position such as the ground coil GR (step S103).

[0043] In step S103, if connection with the ground coil GR is confirmed (step S103: Yes), the train location section determination unit 70 erases the expanded section E (step S104), as described with reference to Figure 6 (D).

[0044] In step S103, if connection with the ground coil GR is not confirmed (step S103: No), or after step S104, the train location section determination unit 70 checks whether the running speed Vt of train TR (following train TRβ) is less than the detection guaranteed lower limit speed (constant speed) Vm (step S105).

[0045] In step S105, if the running speed Vt is not less than the detection guaranteed lower limit speed Vm (step S105: No), it is further confirmed whether the expansion section E is zero (step S106), and if the expansion section E is zero (step S106: Yes), the basic on-track section S is processed in the same way as when treating the train on-track section TS (step S102).

[0046] On the other hand, if the running speed Vt is less than the detection guaranteed lower limit speed Vm in step S105 (step S105: Yes), the train location section determination unit 70 further checks whether the train TR (following train TRβ) has finished running, that is, whether stop detection has been performed (step S107).If stop detection is confirmed in step S107 (step S107: Yes), it then checks whether the train TR (following train TRβ) has started (restarted) running, that is, whether powering has been notified (step S108).

[0047] If stop detection is not confirmed in step S107 (step S107: No) or if a powering notification is confirmed in step S108 (step S108: Yes), the train location section determination unit 70 extends the extension section E on the assumption that the train TR is traveling at the detection guaranteed lower limit speed Vm, as described above (step S109). In this case, the continuing distance CD is also calculated taking into account the extension of the extension section E.

[0048] In addition, if the notification of powering is not confirmed in step S108 (step S108: No) or if the extension section E is not zero in step S106 (step S106: No), the existing extension section E is maintained.

[0049] In the above, after steps S102, S109, and S108 are answered "No," and step S106 is answered "No," the train location section TS = basic location section S + expanded section E (including the case where expanded section E = 0) is determined, and the continuing distance CD is also determined (step S1), and the series of processes ends. In other words, in accordance with the notification of the newly determined continuing distance CD in step S1, the series of processes premised on step S0 described above are repeated.

[0050] A train control device of a comparative example will be described below with reference to Fig. 8. Fig. 8(A) is a block diagram of a train control device 100X of a comparative example, and corresponds to Fig. 3. Figs. 8(B) to 8(E) are diagrams for explaining an example of the control operation of the train control device 100X of a comparative example, similar to the case shown in Fig. 5 etc.

[0051] First, as is clear from comparing FIG. 8(A) with FIG. 3, the train control device 100X of the comparative example handles only three of the seven types of information: the ground coil ID, the maximum travel distance, and the minimum travel distance. The other four types of information are not handled. This differs from the example of the present embodiment in that the train control device 100X of the comparative example handles only three of the seven types of information: the ground coil ID, the maximum travel distance, and the minimum travel distance. More specifically, with regard to the above-mentioned detection speed, the train control device 100X of the comparative example does not perform processing to set the extension section E based on the relationship between the running speed Vt and the detection-guaranteed lower limit speed (constant speed) Vm. Therefore, the train location section TS is always equal to the basic train location section S. Therefore, in this case, even if the train TR decelerates and the running speed Vt falls below the detection-guaranteed lower limit speed Vm, as shown in FIG. 8(C) corresponding to FIG. 5(B), the train location section TS remains the basic train location section S and is not extended. If this state continues, there is a possibility that the train TR may protrude (forward) from the range of the train location section TS, as shown in FIG. 8(D). In the figure, the protruding portion is indicated by a range DDx. If this state is maintained, as shown in Figure 8(E), if train TR is assumed to be the following train TRβ, the actual following distance CDx with respect to the following distance from the preceding train TRα will be shorter than the originally assumed following distance CDi by the length indicated by the range DDx. In other words, the following train TRβ will be excessively close to the preceding train TRα.

[0052] In contrast, in this embodiment, as described above, an extension section E is set within an appropriate range based on the detection guaranteed lower limit speed (constant speed) Vm, etc., and then the continuing distance CD is determined, thereby making it possible to avoid or suppress such a situation.

[0053] As described above, the train control device 100 of this embodiment determines the following distance CD that the following train TRβ following the preceding train TRα can travel close to the preceding train TRα, assuming that the following train TRβ is traveling at a constant speed when the speed of the following train TRβ decelerates and falls below a certain speed. In this case, the train control device 100 determines the following distance CD by assuming that the following train TRβ is traveling at a constant speed even when the speed falls below the certain speed. This makes it possible to appropriately track the position of the train TR (e.g., the following train TRβ) and ensure safe train control, even in cases where, for example, speed detection performance is low and accurate speed detection is not possible when the speed falls below the certain speed.

[0054] Second Embodiment The train control device of the second embodiment will be described below with reference to Fig. 9 etc. Fig. 9 is a block diagram for explaining an example of the configuration of the train control device 100 of this embodiment, and is a diagram corresponding to Fig. 3.

[0055] As illustrated in Fig. 9, this embodiment differs from the first embodiment in that the train location section determination unit 70 or a part thereof is provided on the train. That is, in the first embodiment, the transmitter Tx functions as an on-train transmitter that transmits information related to the running of the train TR obtained on the train side to the ground, and the train location section determination unit 70 provided on the ground side functions as a ground determination unit that determines the processing content based on the information from the transmitter Tx as an on-train transmitter.

[0056] In contrast, in the example shown in Fig. 9, the seven types of information described above are aggregated in a train location section determination unit 70 provided on board the vehicle, so that, for example, data processing on the vehicle side is performed up to the generation of information on the train location range, such as the train location section TS, and the processing results are output (transmitted) to the ground side via a transmitter Tx. In this case, on the ground side, among the ground-side equipment 50 consisting of a receiver Rx and a ground device 60, a train location section recognition unit 80 is provided in the ground device 60, and the train location section recognition unit 80 confirms the content of the information on the train location range generated by the onboard train location section determination unit 70 and transmitted to the ground side, and performs running control based on the confirmed content. As described above, in the example shown in the figure, the train location section determination unit 70 is provided on board the vehicle and functions as an onboard determination unit that determines the processing content based on information on the running of the train on board.

[0057] FIG. 10 is a block diagram for explaining a modified example of the train control device of this embodiment, and corresponds to FIG. 3 and FIG.

[0058] In the example shown in Fig. 10, the train location section determination unit 70 is provided in the ground equipment 60 on the ground side, as in the example shown in Fig. 3, but the example differs from the other examples in that the extended section calculation unit 71 is provided on the train and is part of the processing related to the extended section. In the example shown, the extended section calculation unit 71 aggregates six of the seven types of information described above, excluding the information on the minimum movement distance determined based on the detection results (measurement results) of multiple tachometer generators TG, and calculates the extended maximum movement distance MTS from these six types of information, taking into account the length equivalent to the extended section E. In other words, the extended section calculation unit 71 calculates the extended maximum movement distance MTS by adding the length equivalent to the extended section E to the maximum movement distance determined based on the detection results (measurement results) of multiple tachometer generators TG. The transmitter Tx outputs (transmits) the extended maximum travel distance MTS to the ground side along with the ground sensor ID and the above-mentioned minimum travel distance information, and the train location section determination unit 70 on the ground side can use this information to perform various processes related to the location section in the same way as in the first embodiment.

[0059] 〔others〕 The present invention is not limited to the above-described embodiments, and can be embodied in various forms without departing from the spirit of the present invention. Furthermore, the above-described embodiments are merely examples, and can be appropriately modified or combined within the scope of not causing any contradictions.

[0060] First, in the above embodiment, the train TR is determined to have stopped when the speed generator TG does not detect the train's speed for a predetermined period of time or longer. However, various methods can be used as long as an accurate stop determination can be made. Furthermore, in the above, the train location section determination unit 70 functions as the stop determination unit SJ. However, the stop determination unit is not limited to the train location section determination unit 70. Various locations can be considered as the stop determination unit depending on the stop determination method. For example, the speed generator TG (speed detection device VD) may perform the stop determination (e.g., determine whether the speed generator TG has not had a speed pulse for two seconds or longer and output the determination result). In this case, the speed generator TG (speed detection device VD) as the stop determination unit outputs a determination result indicating that the train has stopped to the train location section determination unit 70.

[0061] Furthermore, in the above example, in addition to the case where the train in question is a manned train, it is also conceivable that the present invention can be applied to an automatically operated train, whether it is an unmanned train or a manned or unmanned train.

[0062] Furthermore, the invention described above is not limited to trains, and can be applied to various transportation systems such as BRT, LRT, or monorail, which are configured with rolling stock. [Explanation of symbols]

[0063] 10, 10α, 10β... on-board equipment, 20... on-board equipment, 21... ground coil receiving unit, 22... speed and distance calculation unit, 50, 50α, 50β... ground equipment, 60... ground equipment, 70... train location section determination unit, 71... extended section calculation unit, 80... train location section recognition unit, 100... train control device, 100X... train control device, 200... overall control device, 300... ground control device, 500... train control system, CD... continuing distance, CDi... continuing distance, CDx... continuing distance, DD1... arrow, DDx... range, E, E1, E2...expansion section, EE1...end of preceding train, EE2...front of following train, GR...ground coil, LL...length, MA...maximum movement distance, MI...minimum movement distance, MTS...extended maximum movement distance, PI...on-board coil, Rx...receiver, S...basic on-track section, SD...stopping point distance, SJ...stop determination section, TG...speed generator, TR...train, TRα...preceding train, TRβ...following train, TS, TS1, TS2...train on-track section, Tx...transmitter, VD...speed detection device, Vm...detection guaranteed lower limit speed, Vt...running speed, ΔL...differential distance

Claims

1. A train control device that determines a following distance that a following train following a leading train can travel while approaching the leading train, when the speed of the following train decelerates and falls below a certain speed, by assuming that the following train is traveling at the certain speed.

2. a speed detection device for detecting the speed of the following train based on the speed pulse; The train control device according to claim 1 , wherein the constant speed is a detection guaranteed lower limit speed of the speed detection device.

3. calculating a basic track location section based on the detection result of the speed detection device; calculating an expansion section based on a predetermined value of the detection guaranteed lower limit speed and a time during which the following train is speeding below the detection guaranteed lower limit speed; The train control device according to claim 2 , wherein a range obtained by adding the calculated basic track location section to the extended track location section is set as a train track location section that indicates a track location range of the following train.

4. The train control device according to claim 3 , wherein the extension of the expansion section is continued when the train continues to travel at a speed lower than the detection guaranteed lower limit speed.

5. a stop determination unit that determines that the train has stopped when the speed detection device does not detect the speed for a predetermined period of time or more; The train control device according to claim 3 , wherein when the stop determination unit detects a train stop, the extension of the expansion section is stopped.

6. The train control device according to claim 3 , wherein the expanded section is extended when powering is detected as the train operation.

7. an on-board transmitter that transmits information about train running acquired on the on-board side to a ground side; a ground-side decision unit that is provided on the ground side and decides processing content based on information from the on-board transmitter; The train control device according to claim 1 , comprising:

8. The train control device according to claim 1, further comprising an on-board decision unit that is provided on the on-board side and that decides processing content based on information related to train running on the on-board side.

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