On-board device and train control method

Abstract

To secure safety of a traveling position calculated on a vehicle.SOLUTION: The in-vehicle device 20 determines whether or not the travel control information 40 is in the transmission abnormal state based on the duration of the no-signal state in which the travel control information 40 is not normally received, and detects the passage of the section boundary when the section ID of the travel control information newly and normally received is different from the section ID of the travel control information previously and normally received. A section boundary position unknown passage in which the position of a section boundary is unknown is detected, and when the section boundary position unknown passage is detected, speed control based on a self-section terminal speed of newly and normally received travel control information is performed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an on-board device and the like. [Background technology]

[0002] A known method for detecting the running position of a train on board is to transmit a message containing a section ID to the rails, detect the section boundary from changes in the section ID contained in the received message, and calculate the position of the boundary using the base point (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6184918 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned method of calculating the running position based on the position of the section boundary, there is a possibility that the running position on the train may be deemed to be a position different from the actual position. Specifically, it is possible that a ground-side factor such as a failure of the track equipment may prevent the transmission of a message to the rail or that an incorrect message may be transmitted. In such a case, if the train enters the next section without properly receiving a message (section ID) while traveling in a certain section, the train will determine the position where the last message was properly received in the previous section as the section boundary, assuming that the section boundary is the position where the message was last received properly. Since the position of the assumed section boundary is shorter than the actual position, the running position for control purposes will be deemed to be ahead of the actual position. While assuming the running position to be ahead of the actual position is basically a safe operation, it may be dangerous. For example, this occurs when performing speed control according to an increasing speed inspection pattern or when determining whether the train is entering a speed-limited section.

[0005] Furthermore, when using non-insulated track circuits to transmit messages by stepping on the track, it is possible that a message for an unoccupied section may be transmitted due to train detection interference. For example, if a message is transmitted to a track circuit ahead of an occupied section and a message for a different section is received, and then the message is transmitted back to the original track circuit and a message for the occupied section is received again, the train will be controlled as if it were running behind its actual position. Assuming the running position is behind its actual position is fundamentally a risky operation. To ensure even greater safety, new technology is needed to deal with such cases.

[0006] The problem to be solved by the present invention is to provide a new technology for ensuring the safety of the traveling position calculated on board the vehicle. [Means for solving the problem]

[0007] The first invention to solve the above problem is: An on-board device mounted on a train running on rails on which running control information including a section ID and a terminal speed of the current section is repeatedly transmitted for each section, receives the running control information transmitted to the rail of the running section, and controls the speed of the train based on the running control information and the running position, a transmission abnormality state determination means (for example, the transmission abnormality state determination unit 106 in FIG. 10) for determining whether or not a transmission abnormality state exists based on the duration of a no-signal state in which the driving control information is not normally received; a boundary crossing detection means for detecting that a section boundary has been passed when the section ID of the newly normally received driving control information is different from the section ID of the driving control information normally received immediately before, and for detecting an unknown section boundary position passing in the case where it is determined that the transmission abnormality state exists between the immediately previous normally received information and the newly normally received information (for example, the boundary crossing detection unit 108 in FIG. 10 ); a speed control means for when the boundary crossing detection means detects that the section boundary position is unknown (for example, a speed control unit for when the boundary position is unknown 122 in FIG. 10 ) performs speed control based on the end speed of the current section of the travel control information that has been newly received normally; It is an on-board device equipped with the above.

[0008] Other inventions include: A train control method for a train running on rails on which running control information including a section ID and a terminal speed of the current section is repeatedly transmitted for each section, the method receiving the running control information transmitted to the rail of the running section, and controlling the speed of the train based on the running control information and the running position, a transmission abnormality state determination step of determining whether or not a transmission abnormality state exists based on a duration of a no-signal state in which the driving control information is not normally received; a boundary crossing detection step for detecting that a section boundary has been passed when the section ID of the newly normally received driving control information is different from the section ID of the driving control information normally received immediately before, and a boundary crossing detection step for detecting an unknown section boundary position passage in which the position of the section boundary is unknown when it is determined that the transmission abnormal state exists between the immediately previous normally received information and the newly normally received information; a speed control step when a boundary position is unknown, which performs speed control based on the current section terminal speed of the newly received travel control information when an unknown section boundary position is detected in the boundary crossing detection step; A train control method including the above may be configured.

[0009] According to the first invention and others, the safety of the running position calculated on board can be ensured. In other words, if an abnormality occurs in the transmission of running control information to a certain section due to a malfunction on the ground side, a no-signal state in which no running control information is received may continue on board the train traveling on that section, and it is therefore possible to detect a transmission abnormality caused by a ground-side factor from the duration of the no-signal state. In this case, on board the train, the position of the section boundary that has been passed is not assumed and determined as in the prior art, but is instead detected as an unknown position.

[0010] If the position of the section boundary is detected as unknown, speed control is performed based on the current section terminal speed in the newly received running control information. The current section terminal speed is the allowable speed at the forwardmost terminal position of the running positions recognized by the train in the section where the train is located. This ensures even greater safety in terms of handling the running position in speed control.

[0011] The second invention is: An on-board device mounted on a train running on rails on which running control information including a section ID of the section, an inner section ID which is a section ID one section inward from the section, and a terminal speed of the current section is repeatedly transmitted for each section, receives the running control information transmitted to the rail of the running section, and controls the speed of the train based on the running control information and the running position, a boundary crossing detection means for detecting the passage of a section boundary when the section ID of the newly received driving control information (hereinafter referred to as the "current section ID") is different from the section ID of the driving control information normally received immediately before (hereinafter referred to as the "previous driving control information"), the boundary crossing detection means detecting the passage of a section boundary and detecting an unknown section boundary position passage in which the position of the section boundary is unknown when the current section ID does not match the inner section ID of the previous driving control information (for example, the second boundary crossing detection unit 108B in FIG. 18); a speed control means for when the boundary crossing detection means detects that the section boundary position is unknown (for example, a speed control unit for when the boundary position is unknown 122 in FIG. 18 ) performs speed control based on the current section end speed of the newly received normally received travel control information when the boundary crossing detection means detects that the section boundary position is unknown; It is an on-board device equipped with the above.

[0012] Other inventions include: A train control method for a train running on rails on which running control information including a section ID of the section, an inner section ID which is a section ID one section inside the section, and a terminal speed of the section is repeatedly transmitted for each section, the method receiving the running control information transmitted to the rail of the running section, and controlling the speed of the train based on the running control information and the running position, a boundary crossing detection step for detecting the passage of a section boundary when the section ID of the newly normally received driving control information (hereinafter referred to as "current section ID") is different from the section ID of the driving control information normally received immediately before (hereinafter referred to as "previous driving control information"), wherein the boundary crossing detection step detects the passage of a section boundary with an unknown section boundary position when the current section ID does not match the inner section ID of the previous driving control information; a speed control step when a boundary position is unknown, which performs speed control based on the current section terminal speed of the newly received travel control information when an unknown section boundary position is detected in the boundary crossing detection step; A train control method including the above may be configured.

[0013] According to the second invention and other aspects, the safety of the traveling position calculated on board the vehicle can be ensured. That is, the traveling control information transmitted to a section includes not only the section ID of the section in question but also an inner section ID, which is the section ID of the section one section inward. Therefore, on board the vehicle, the passage of a section boundary can be detected based on a change in the section ID included in the received traveling control information. However, if the inner section ID of the traveling control information normally received immediately before passing the section boundary does not match the section ID (current section ID) of the traveling control information normally received immediately afterwards, some kind of abnormality is assumed to have occurred, and the passed section boundary is detected as an unknown position.

[0014] If the position of the section boundary is detected as unknown, speed control is performed based on the current section terminal speed in the newly received running control information. The current section terminal speed is the allowable speed at the forwardmost terminal position of the running positions recognized by the train in the section where the train is located. This ensures even greater safety in terms of handling the running position in speed control.

[0015] As a third invention, in the above invention, an interruption control means (e.g., the interruption control unit 124 in FIG. 10) for interrupting the speed control of the speed control means when the boundary position is unknown, when the boundary crossing detection means detects a new section boundary crossing without detecting the section boundary position being unknown after the section boundary position being unknown has been detected; The on-board device may further include:

[0016] According to the third invention, if passage of a section boundary with an unknown position is detected and then passage of a new section boundary is detected without detecting passage of an unknown section boundary position, the running position of the existing section is calculated, so there is no need to perform speed control based on the terminal speed of the current section, and so this can be discontinued. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 1 is a configuration diagram of a train control system according to a first embodiment. [Figure 2]FIG. 2 is a diagram showing the contents stored in a storage unit of the on-board device in the first embodiment. [Figure 3] FIG. 3 is an explanatory diagram of memory update in the memory unit of the on-board device in the first embodiment. [Figure 4] FIG. 4 is an explanatory diagram of detection of passage through a section boundary in the first embodiment. [Figure 5] FIG. 4 is an explanatory diagram of detection of passage through a section boundary in the first embodiment. [Figure 6] FIG. 4 is an explanatory diagram of calculation of a travel distance in the first embodiment. [Figure 7] FIG. 3 is an explanatory diagram of speed control in the first embodiment. [Figure 8] FIG. 3 is an explanatory diagram of speed control in the first embodiment. [Figure 9] FIG. 3 is an explanatory diagram of speed control in the first embodiment. [Figure 10] FIG. 2 is a functional configuration diagram of an on-board device in the first embodiment. [Figure 11] 4 is a flowchart of processing by the on-board device in the first embodiment. [Figure 12] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 13] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 14] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 15] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 16] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 17] FIG. 10 is an explanatory diagram of determining whether a section boundary has been crossed in the second embodiment. [Figure 18] FIG. 10 is a functional configuration diagram of an on-board device in a second embodiment. [Figure 19] 10 is a flowchart of processing by an on-board device in the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0018] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[0019] [First embodiment] First, a first embodiment will be described. FIG. 1 is a configuration diagram of a train control system 1 in the first embodiment. As shown in FIG. 1, the train control system 1 is a digital ATC system, and is configured with an on-board device 20 mounted on a train 10 traveling on rail R, and a ground device 30. The rail R is divided into sections along the running direction of the train 10, and these sections serve as units for running control of the train 10. The sections are defined in units of track circuits installed on the rail R. A different section ID is assigned to each section, i.e., each track circuit. In this embodiment, the track circuits are insulated track circuits. Therefore, it is sufficient that the section IDs are different at least between adjacent sections.

[0020] The track circuit may be a non-insulated track circuit. In this case, the section ID of each section is determined so that the section IDs of sections within a distance where the ATC signal transmitted to the rail R is assumed to be sufficiently attenuated are not the same. Furthermore, transmission of the ATC signal to a section is performed by so-called stepping transmission, which starts when the train 10 is detected entering the section.

[0021] The ground equipment 30 has multiple transmitters 32 and a ground control device 34. The transmitters 32 are installed connected to the rails R at or immediately before the boundary on the outbound side of each section, and transmit a telegram including running control information 40 generated by the ground control device 34 to the rails R of the connected section. The ground control device 34 generates the running control information 40 for each train 10 based on information on the position of each train 10 (track location information) detected on a track circuit basis (i.e., on a section basis) and route information (including turnout opening direction information) obtained from an interlocking device (not shown), and then includes the information in a telegram and repeatedly transmits it via the transmitters 32 to the rails R of the section where the corresponding train 10 is located.

[0022] The travel control information 40 includes current section information 42, which is information related to the current section for which the information is being transmitted, and inner section information 44, which is information related to the adjacent inner section. The current section information 42 includes a current section ID (ID0), a current section start speed Vs0, a current section start distance Ls0, and a current section end speed Ve0. The inner section information 44 includes an inner section ID (ID1), an inner section start speed Vs1, and an inner section start distance Ls1. The start speed Vs (current section start speed Vs0 and inner section start speed Vs1) is the allowable speed at the approach end of the corresponding section. The end speed Ve (current section end speed Ve0) is the allowable speed at the exit end of the corresponding section. The start speed Vs and the end speed Ve are determined according to the position of the preceding train (section on the track). The start distance Ls (the start distance Ls0 of the current section and the start distance Ls1 of the inner section) is a continuous distance from the entry end of the corresponding section during which travel at the start speed Vs is permitted.

[0023] The on-board device 20 controls the speed of the train itself based on the received travel control information 40, and at this time, it updates its memory based on the travel control information 40 and then controls the speed of the train itself using this memory content.

[0024] Fig. 2 is a diagram showing the contents stored in the storage unit 200 of the on-board equipment 20. As shown in Fig. 2, the storage unit 200 of the on-board equipment 20 stores track section information 210, which is information about the track section where the train is located, next section information 212, which is information about the next section, and reception confirmation data 214, which is the received and confirmed running control information 40.

[0025] The track occupied section information 210 includes a track occupied section ID (ID0m), a track occupied section start speed Vs0m, and a track occupied section start distance Ls0m. The next section information 212 includes a next section ID (ID1m), a next section start speed Vs1m, and a next section start distance Ls1m. The reception confirmation data 214 is data having the same configuration as the running control information 40, and includes current section information and inner section information. The current section information includes a current section ID (ID0), a current section start speed Vs0, a current section start distance Ls0, and a current section end speed Ve0. The inner section information includes an inner section ID (ID1), a current section start speed Vs1, and a current section start distance Ls1.

[0026] The on-board device 20 updates the storage unit 200 when the travel control information 40 is received normally or when the train passes a section boundary.

[0027] The traveling control information 40 is normally received when the steady reception conditions for determining that the traveling control information 40 has been received normally are met. As described above, the traveling control information 40 is repeatedly transmitted for each section, so the on-board device 20 successively receives the traveling control information 40 transmitted to the rail R. The steady reception conditions are conditions under which the traveling control information 40 can be determined to have been received safely and reasonably, and can be, for example, conditions such as two consecutively received pieces of traveling control information 40 matching, or two out of three consecutively received pieces of traveling control information 40 matching. The reception state of the traveling control information 40 that satisfies these steady reception conditions is called a steady reception state.

[0028] 3 is a diagram illustrating the updating of the memory in the memory unit 200 based on the driving control information 40. When the on-board device 20 successfully receives the driving control information 40, it updates the reception confirmation data 214 with the received driving control information 40, and then updates the next section information 212 with the reception confirmation data 214. Specifically, the on-board device 20 updates the current section ID (ID0), current section start speed Vs0, current section start distance Ls0, current section terminal speed Ve0, inner section ID (ID1), inner section start speed Vs1, and inner section start distance Ls1 in the reception confirmation data 214 based on the current section ID (ID0), current section start speed Vs0, current section start distance Ls0, current section terminal speed Ve0, inner section ID (ID1), inner section start speed Vs1, and inner section start distance Ls1 included in the received driving control information 40, respectively. Next, the next section ID (ID1m), next section start speed Vs1m, and next section start distance Ls1m of the next section information 212 are updated using the inner section ID (ID1), inner section start speed Vs1, and inner section start distance Ls1 of the reception confirmation data 214, respectively.

[0029] Furthermore, when the on-board equipment 20 detects that the train has passed the boundary between the occupied section and the next section, it updates the occupied section information 210 with the next section information 212. That is, it updates the occupied section ID (ID0m), occupied section start speed Vs0m, and occupied section start distance Ls0m in the occupied section information 210 with the next section ID (ID1m), next section start speed Vs1m, and next section start distance Ls1m in the next section information 212. Here, passing the boundary between the occupied section and the next section, that is, entering a new section, is determined by a change in the current section ID (ID0) included in the received running control information 40.

[0030] When the train 10 passes through a section boundary, a temporary no-signal state (hereinafter referred to as a "momentary no-signal") may occur in which the on-board equipment 20 does not receive the travel control information 40. This occurs because the telegram containing the travel control information 40 assigned to each section is transmitted asynchronously by individual transmitters 32. Therefore, the telegram containing the travel control information 40 received by the on-board equipment 20 is discontinuous before and after the section boundary. Furthermore, due to the routing of the transmission circuit and variations in on-board reception characteristics, the telegram is interrupted before and after the section boundary. As a result, a corrupted telegram, in which an entire telegram cannot be received correctly, occurs before and after the section boundary, essentially resulting in a no-signal state. In other words, the no-signal state is a state in which the travel control information 40 is not received correctly. Note that in non-insulated track circuits, the transmission of the travel control information 40 is performed by pedaling transmission. Therefore, when the train enters a new section, a delay is required to detect the train's entry, which causes a no-signal state in which the travel control information 40 is not received.

[0031] Since the section ID included in the driving control information 40 differs between adjacent sections, driving control information 40 with different section IDs is received before and after the no-signal state when passing through a section boundary. Therefore, passing through a section boundary is determined based on the change in the section ID included in the received driving control information 40. Furthermore, the section boundary position is determined based on the determination of the section boundary and the no-signal distance traveled during the no-signal state when driving control information 40 is not received.

[0032] The no-signal distance is calculated using a no-signal distance counter. The no-signal distance counter is a counter that constantly accumulates the travel distance based on the rotational speed measurement signal input from a tachograph attached to the axle, and the counted value, the accumulated distance (no-signal distance), is reset each time the reception status of the travel control information 40 satisfies the steady reception conditions. As described above, the travel control information 40 is repeatedly transmitted to each section, so the on-board device 20 receives the travel control information 40 transmitted to the rail R one after another.

[0033] Fig. 4 is a diagram for explaining the detection of crossing a section boundary. Fig. 4 shows an example of normal operation in which travel control information 40 is repeatedly transmitted to rail R and is normally received and decoded by the on-board equipment 20. In Fig. 4, the horizontal direction represents the train position, and from top to bottom, it shows the layout of the section (track circuit), the ATC signal transmitted to rail R, the received message received by the on-board equipment 20, the count value of the no-signal distance counter (no-signal distance), and the timer value of the no-signal timer (no-signal time).

[0034] The ATC signal indicates the signal strength (received signal strength) at that location with its vertical width. Because the ATC signal is transmitted from the exit end of the section in question, the vertical width is illustrated to increase (thicken) as the signal approaches the exit end. The received message shows one piece of travel control information 40 received by the on-board equipment 20 as one rectangular block, and the appended numbers indicate the section ID contained in the travel control information 40 received and decoded by the on-board equipment 20. The position (timing) of the right edge of each rectangular block in the figure indicates the timing at which the travel control information 40 was decoded. Cross-hatched rectangular blocks indicate travel control information 40 that could not be received or decoded.

[0035] The no-signal distance counter is a counter that constantly accumulates the traveled distance, and the no-signal distance, which is the count value (accumulated distance), is reset each time the reception status of the driving control information 40 satisfies the steady reception conditions, that is, at the timing when the driving control information 40 is received and decoded. The no-signal distance counter can be configured, for example, with a counter circuit that counts up based on the rotation speed measurement signal input from a tachograph attached to the axle.

[0036] The no-signal timer is a timer that constantly accumulates the elapsed time, but the no-signal time, which is the timer value (accumulated time), is reset, like the no-signal distance counter, every time the reception status of the driving control information 40 satisfies the steady reception condition, that is, when the driving control information 40 is received and decoded. The no-signal time measured by the no-signal timer can be said to be the duration of the no-signal state. The no-signal timer can be configured, for example, with a counter circuit that counts up based on a predetermined clock signal.

[0037] In the example shown in FIG. 4, the driving control information 40 with section ID="1" is transmitted to section 1T, and the driving control information 40 with section ID="2" is transmitted to the next section 2T.

[0038] The section ID included in the received travel control information 40 is different before and after the train passes through a section boundary. For this reason, if the section ID included in the travel control information 40 when it is determined that the reception state of the travel control information 40 satisfies the steady reception conditions (when the steady reception state is reached) is different from the section ID included in the travel control information 40 when it is determined that the steady reception conditions were met immediately before (when the steady reception state was reached immediately before), it is determined that the section boundary has been passed. Then, the point a no-signal distance before (outside) the travel point at the time when it was determined that the steady reception conditions were met immediately before (the time when the steady reception state was reached immediately before) is regarded as the position of the section boundary that has been passed.

[0039] Under normal conditions, the on-board equipment 20 of a train 10 traveling through section 1T continuously receives the running control information 40 for section ID "1." Each time the steady-state reception conditions are met, i.e., each time a running control information 40 is received and decoded, the no-signal distance counter and the no-signal timer are reset. Next, when the train crosses the boundary between sections 1T and 2T, a temporary no-signal state occurs, and the no-signal distance counter's no-signal distance and the no-signal timer's no-signal time increase. After that, reception of the running control information 40 for section ID "2" begins. From time t12 onward, when the steady-state reception conditions are met, the no-signal distance counter and the no-signal timer are reset each time the steady-state reception conditions are met. At this time, the running point at time t11, the timing at which the steady-state reception conditions were met immediately before the steady-state reception conditions were met for the running control information 40 with a different section ID, is considered to be the section boundary. Specifically, at time t12 when reception of driving control information 40 for section ID = "2" begins and the steady reception conditions are met, the driving point that is closer (outside) by the no-signal distance calculated by the no-signal distance counter is set to the driving point at time t11, i.e., the position of the section boundary that has been passed.

[0040] In this way, by using steady-state reception conditions to reliably determine the contents of the running control information 40 and achieve safe train control, it is possible to prevent erroneous determination of crossing a section boundary due to corrupted received data, etc. Furthermore, the position considered to be the section boundary is the running point before the signal becomes silent, so it is located in front of (outside of) the actual section boundary. This is a safe operation.

[0041] The example of detecting crossing a section boundary shown in FIG. 4 is a normal situation in which the track equipment 30 is operating normally and the travel control information 40 is repeatedly transmitted to the rail R of each section. However, a situation may arise in which the travel control information 40 is not transmitted to the rail R due to a ground-side abnormality, such as a failure of the track equipment 30 (ground control device 34 or transmitter 32). If such a situation occurs, the on-board equipment 20 will be unable to receive the travel control information 40. The duration of the no-signal state in which the on-board equipment 20 is unable to receive the travel control information 40 due to this ground-side abnormality is longer than the temporary no-signal state (momentary no-signal) that can occur when crossing a section boundary under normal circumstances. For this reason, if the no-signal time, which is the duration of the no-signal state, is equal to or longer than a predetermined threshold time, it is determined that a transmission abnormality has occurred in the transmission of the travel control information 40 due to a ground-side factor. The threshold time is long enough to prevent it from being considered a temporary no-signal state (momentary no-signal) caused by crossing a section boundary, and can be set to, for example, several seconds.

[0042] Fig. 5 is a diagram for explaining detection of crossing of a section boundary when an abnormality occurs on the ground side. In Fig. 5, as in Fig. 4, the horizontal direction represents the train position, and the upper part of the drawing shows an example of the position of the train 10 under normal conditions and the ATC signal transmitted to rail R, and the lower part of the drawing shows an example of the position of the train 10 under abnormal conditions and the ATC signal transmitted to rail R, a received message received by the on-board device 20 of the train 10, the count value of the no-signal distance counter (no-signal distance), and the timer value of the no-signal timer (no-signal time).

[0043] In a normal example (top of Figure 5) in which running control information 40 is repeatedly transmitted normally to rail R, similar to the example shown in Figure 4, a train 10 traveling on section 3T receives running control information 40 (section ID = "3") transmitted to rail R in section 3T, and the no-signal distance counter and no-signal timer are reset each time the steady-state reception condition is met, i.e., each time one piece of running control information 40 is received and decoded.

[0044] On the other hand, an example of an abnormality shown in the lower part of Figure 5 is when, at timing t20 while the train 10 is traveling on section 3T, a failure in the transmitter 32 connected to the rail R on section 3T causes an abnormality in which transmission of the travel control information 40 to the rail R on section 3T is stopped. In this case, the on-board device 20 of the train 10 stops receiving the travel control information 40 at timing t20. After that, the no-signal counter and no-signal timer are not reset, and their count values ​​and timer values ​​continue to increase.

[0045] Subsequently, when the train 10 enters the next section 4T, as shown in the lower part of FIG. 5, it begins to receive the travel control information 40 (section ID = "4") transmitted on the rail R of section 4T. At the timing when the travel control information is normally received, i.e., at time t22 when the steady-state reception condition is satisfied, the no-signal counter and no-signal timer are reset. Furthermore, since the section ID changes (from "3" to "4"), it is determined that the train has passed a section boundary. At this time, the no-signal state duration (no-signal time), which is the timer value of the no-signal timer, is the elapsed time from time t20 to time t22. Since this no-signal time is equal to or greater than a predetermined threshold time, a transmission abnormality is determined. Note that, under normal circumstances, the elapsed time from time t21, when the travel control information 40 was last normally received while traveling through section 3T, to time t22 is the no-signal state duration (no-signal time). Since this no-signal time is less than the predetermined threshold time, a transmission abnormality is not determined.

[0046] In this way, if a transmission abnormality state is determined when the passage of a section boundary is determined based on a change in the received section ID, that is, if the duration of the no-signal state (no-signal time) between the normal reception of the driving control information 40 for the section ID before the change (satisfying the steady-state reception conditions) and the normal reception of the driving control information 40 for the section ID after the change (satisfying the steady-state reception conditions) is greater than or equal to the threshold time and a transmission abnormality state is determined, the passed section boundary is considered to have an unknown position.

[0047] 5, if a transmission abnormality state is not determined when passing the boundary between sections 3T and 4T, the position of timing t20 would be regarded as the position of the section boundary, but this position may deviate significantly from the actual position of the section boundary. For this reason, if a transmission abnormality state is determined when passing the section boundary, the position of that section boundary is not determined as unknown.

[0048] The on-board device 20 calculates the running position of the train itself, expressed as an absolute position (e.g., kilometers) within the entire section of track, and also calculates the position within the section during which the train is running as a relative position from the section boundary of that section. This relative position is the section running distance. Speed ​​control based on the received ATC signal is performed based on the section running distance. The section running distance makes it possible to identify the position within the section with relatively high accuracy, thereby realizing speed control with improved positioning accuracy. The section running distance is calculated by a distance accumulation counter.

[0049] Fig. 6 is a diagram for explaining the calculation of section travel distance using a distance accumulator counter. In Fig. 6, the right direction is the direction of train travel, and from top to bottom, the diagram shows the layout of the section (track circuit), the ATC signal transmitted to rail R, the received message at on-board equipment 20, the count value of the distance accumulator counter (section travel distance), and the count value of the no-signal distance counter (no-signal distance). Note that the count value of the distance accumulator counter (section travel distance) is shown by a dashed line, and the count value of the no-signal distance counter (no-signal distance) is shown by a solid line. In Fig. 6, the count values ​​of the distance accumulator counter and the no-signal distance counter are shown on the same axis, with the upward direction indicating increasing distance.

[0050] As shown in FIG. 6, while traveling through the preceding section 6T, the vehicle continuously receives driving control information 40 for section ID "6." Each time it is determined that the steady-state reception condition is met, i.e., each time driving control information 40 is received, the no-signal distance counter is reset. Next, when passing the boundary between sections 6T and 7T, a temporary no-signal state occurs in which driving control information 40 is not received, and the no-signal distance counter is not reset, but the count value (no-signal distance) increases. After that, reception of driving control information 40 for section ID "7" begins, and from time t6 when it is determined that the steady-state reception condition is met, the no-signal distance counter is reset each time it is determined that the steady-state reception condition is met, i.e., each time driving control information 40 is received.

[0051] Furthermore, at time t6, when it is determined that the steady reception condition is first satisfied after passing the boundary between sections 6T and 7T, passing the boundary between sections 6T and 7T is detected, and the count value (section distance) of the distance integration counter is updated to the count value (no signal distance) of the no-signal distance counter before it was reset at time t6. The count value (no signal distance) of the no-signal distance counter before it was reset at time t6 is the distance traveled from the position at time t5, when it was determined that the steady reception condition was satisfied immediately before time t6, i.e., the position considered to be the boundary between sections 6T and 7T. In other words, the count value (section distance) of the distance integration counter is the distance traveled from the position considered to be the section boundary described with reference to FIG. 4.

[0052] The on-board device 20 controls the running of the train 10 based on the running control information 40 received from the rail R. Specifically, it determines a check speed according to the running position of the train 10 based on the received running control information 40, continuously checks this check speed against the running speed of the train 10, and controls the brakes so that the running speed is equal to or less than the check speed. The running position of the train 10 is determined using the section running distance, which is the running distance from the section boundary of the section currently being run (the section boundary passed immediately before).

[0053] The on-board device 20 pinpoints and determines the check speed Vx corresponding to the current running position Lx of the train at any time based on the received running control information 40. Then, the on-board device 20 compares the check speed Vx with the current running speed V to control the speed of the train.

[0054] FIG. 7 is a diagram for explaining the determination of the inspection speed Vx. As shown in FIG. 7, the control start speed Vs, control start distance Ls, and control end speed Ve for the line-occupied section used to calculate the inspection speed Vx are determined. The control start speed Vs is determined by comparing the current section start speed Vs0 in the reception confirmation data 214 stored in the storage unit 200 with the current section start speed Vs0m in the line-occupied section information 210, and determining the larger (faster) as the control start speed Vs. Similarly, for the control start distance Ls, the current section start distance Ls0 in the reception confirmation data 214 is compared with the current section start distance Ls0m in the line-occupied section information 210, and determining the larger (longer) as the control start distance Ls. For the control end speed Ve, the current section end speed Ve0 in the reception confirmation data 214 is determined as the control end speed Ve.

[0055] Then, the control start speed Vs, control start distance Ls, and control end speed Ve determined in this way are used to determine the inspection speed Vx at the running position Lx. The running position Lx is the distance from the approach end of the existing section (section running distance).

[0056] When it is determined that the section boundary that has been passed is unknown, the position of the section boundary that has been passed cannot be determined, and therefore the running position, i.e., the section running distance, cannot be determined either. Therefore, in this case, the control terminal speed Ve of the occupied section is set as the check speed Vx. In other words, a constant check speed Vx (control terminal speed Ve) is set regardless of the position within the occupied section. This is because, as will be explained in detail below, the train's speed is controlled so that when the train leaves an occupied section, it remains below the control terminal speed of that section. In other words, because the position within the occupied section cannot be determined, the check speed is determined by assuming that the train is at the terminal position of the occupied section, which is the foremost position (the position immediately before leaving). This is a safe operation.

[0057] On the other hand, if the section boundary is not determined to be in an unknown position (if it is not determined that the section boundary has been passed through an unknown position), the current running position (section running distance of the existing section) is calculated and determined, and the inspection speed corresponding to that running position is determined as follows.

[0058] 8 and 9 are diagrams for explaining the determination of the inspection speed Vx when it is not determined that the train has passed through an unknown section boundary position. First, as shown in Fig. 8, when the control start speed Vs is equal to or less than the control end speed Ve, the control start speed Vs is set to the inspection speed Vx at any running position Lx within the section where the train is located.

[0059] Furthermore, as shown in Figure 9, when the control start speed Vs exceeds the control end speed Ve, the inspection speed Vx is determined depending on whether the train's running position Lx is within the range of the control start distance Ls or not. That is, if the train's running position Lx is within the range of the control start distance Ls, the control start speed Vs is set to the inspection speed Vx. On the other hand, if the running position Lx is outside the range of the control start distance Ls, the inspection speed Vx at the running position Lx is calculated according to the following equation (1).

number

[0060] This formula (1) is a calculation formula for calculating the check speed Vx [km / s] at any running position Lx [m] when decelerating from the control start speed Vs [km / s] at deceleration β [km / h / s]. The position of the control start distance Ls [m] is the start position of deceleration (braking) in the line section. The deceleration β [km / h / s] is a value determined in advance based on the vehicle performance, etc. Furthermore, T0 is the free running time [s], a constant of about 2 to 3 seconds. If the check speed Vx calculated using formula (1) is less than the control terminal speed Ve, this control terminal speed Ve is used as the check speed Vx.

[0061] 10 is a configuration diagram of the on-board equipment 20. According to FIG. 10, the on-board equipment 20 can be said to be a kind of computer device that is configured to include a processing unit 100 and a storage unit 200.

[0062] The processing unit 100 is realized by an arithmetic device such as a CPU, and performs overall control of the on-board equipment 20 based on programs, data, etc. stored in the storage unit 200. The processing unit 100 also has a steady reception state determination unit 102, a no-signal detection unit 104, a transmission abnormality state determination unit 106, a boundary crossing detection unit 108, a no-signal distance calculation unit 110, a no-signal time calculation unit 112, a section running distance calculation unit 114, a speed calculation unit 116, and a speed verification unit 120, and controls the running of the train itself based on ATC signals, etc., including running control information 40 received by a power receiver (not shown) from the rail R.

[0063] The steady reception state determination unit 102 determines whether or not the driving control information 40 containing the same section ID is in a steady reception state. Specifically, the steady reception state is determined by determining whether or not the reception state of the driving control information 40 satisfies a steady reception condition, which is a condition for determining whether the driving control information 40 is normally received. The steady reception condition can be defined as, for example, two pieces of driving control information 40 with the same section ID being received consecutively, or two or more pieces of driving control information 40 having the same section ID or the same overall message content among three consecutive pieces of driving control information 40.

[0064] The no-signal detection unit 104 detects a no-signal state in which the driving control information 40 is not normally received. For example, a state in which the steady reception condition is not satisfied is detected as a no-signal state in which the driving control information 40 is not normally received.

[0065] The transmission abnormality state determination unit 106 determines whether or not a transmission abnormality state exists based on the duration of the no-signal state. Specifically, if the no-signal time, which is the duration of the no-signal state calculated by the no-signal time calculation unit 112, is equal to or longer than a predetermined threshold time, it determines that a transmission abnormality state exists.

[0066] The boundary crossing detection unit 108 detects that a section boundary has been crossed when the section ID of the newly normally received driving control information 40 is different from the section ID of the previously normally received driving control information 40. At that time, if it is determined that a transmission abnormality occurred between the previously normalized state and the newly normally received driving control information 40, it detects a section boundary position unknown crossing, in which the position of the section boundary is unknown.

[0067] That is, if the section ID included in the latest driving control information 40 when the steady reception state determination unit 102 determines that a steady reception state exists is different from the section ID included in the driving control information 40 when the steady reception state was determined immediately before, it is determined that a section boundary has been passed. When determining that the section boundary has been passed, if the transmission abnormality state determination unit 106 detects a transmission abnormality state based on the duration of the no-signal state between the immediately preceding determination of the steady reception state and the latest determination of the steady reception state, the passed section boundary is detected as an unknown section boundary (see FIG. 5). On the other hand, if a transmission abnormality state has not been detected, the position of the passed section boundary is determined to be the no-signal distance indicated by the driving distance counter, which is the driving point at the time when the steady reception state was determined immediately before (or after) the driving point (see FIG. 4).

[0068] The no-signal distance calculation unit 110 calculates the no-signal distance, which is the distance traveled during the duration of the no-signal state. In other words, it corresponds to a no-signal distance counter, and the count value of the no-signal distance counter is the no-signal distance. The no-signal distance counter constantly counts (accumulates) the traveled distance and resets the count value every time the steady reception state determination unit 102 determines that a steady reception state is established, i.e., every time it determines that the driving control information 40 has been received normally. The traveled distance may be calculated, for example, based on a rotational speed measurement signal input from a tachograph attached to the axle, or may be calculated by time-integrating the current driving speed calculated by the speed calculation unit 116 (see FIGS. 4 and 5).

[0069] The no-signal time calculation unit 112 calculates the no-signal time, which is the duration of the no-signal state. That is, it corresponds to a no-signal timer, and the timer value of the no-signal timer is set to the no-signal time. The no-signal timer constantly counts (accumulates) the elapsed time, and resets the timer value every time the steady reception state determination unit 102 determines that a steady reception state is established, that is, every time it determines that the driving control information 40 has been received normally (see FIGS. 4 and 5).

[0070] The section travel distance calculation unit 114 calculates the section travel distance, which is the travel distance of the train itself from the section boundary as the base point. The section travel distance is calculated using a distance accumulation counter. The distance accumulation counter constantly accumulates the travel distance, and when the boundary crossing detection unit 108 confirms that the train has passed a section boundary, it updates the count value to the no-signal distance calculated by the no-signal distance calculation unit 110. The travel distance may be calculated, for example, based on a measurement signal of the number of rotations input from a tachograph generator attached to the axle, or may be calculated by integrating the current traveling speed calculated by the speed calculation unit 116 over time (see FIG. 6).

[0071] The speed calculation unit 116 calculates the running speed of the train 10 based on a rotational speed measurement signal input from a tachograph attached to the axle.

[0072] The speed check unit 120 sets and updates the check speed for the running section in which the train is currently traveling based on the running control information 40 received from the rail R, and controls the speed of the train itself in accordance with the determined check speed. Specifically, when the boundary crossing detection unit 108 has not detected crossing an unknown section boundary position, the speed check unit 120 determines the control start speed Vs, control start distance Ls, and control end speed Ve for the running section from the running section information 210, next section information 212, and reception confirmation data 214 stored in the memory unit 200. Then, based on these, the speed check unit 120 calculates and determines the check speed Vx corresponding to the current running position Lx of the train itself as needed, compares this check speed Vx with the current running speed V, and controls the speed of the train itself so that the current running speed is equal to or less than the check speed (see Figures 8 and 9).

[0073] The speed check unit 120 also includes a speed control unit 122 for when the boundary position is unknown, and a stop control unit 124 .

[0074] When the boundary crossing detection unit 108 detects that the train has passed through an unknown section boundary position, the speed control unit 122 performs speed control based on the terminal speed of the train's own section in the newly normally received running control information 40. That is, the speed control unit 122 determines the control terminal speed Ve of the section on track as the check speed Vx, compares the current running speed of the train 10 calculated by the speed calculation unit 116 with the check speed Vx, and controls the speed of the train 10 so that the current running speed is equal to or less than the check speed Vx (see Fig. 7).

[0075] The abort control unit 124 aborts the speed control by the speed control unit 122 when the boundary crossing detection unit 108 detects the passage of a new section boundary without detecting the passage of an unknown section boundary position after the passage of an unknown section boundary position has been detected. That is, after the passage of an unknown section boundary position has been detected, if the next detected passage of a section boundary is not in an unknown position, i.e., if the position of the section boundary has been determined, the abort control unit 124 aborts the speed control by the speed control unit 122 when the boundary position is unknown. As a result, a check speed Vx corresponding to the current running position Lx of the train is calculated and determined based on the control start speed Vs, control start distance Ls, and control end speed Ve of the section on track, and speed control is performed based on this check speed Vx.

[0076] The memory unit 200 is realized by a storage device such as a ROM, RAM, or hard disk, and stores programs, data, etc. that the processing unit 100 uses to comprehensively control the on-board equipment 20. It is also used as a work area for the processing unit 100, and temporarily stores the results of calculations performed by the processing unit 100. In this embodiment, a train control program 202, track section information 210, next section information 212, and reception confirmation data 214 are stored.

[0077] 11 is a flowchart illustrating the flow of processing performed by the on-board device 20. This processing is realized by the processing unit 100 executing the train control program 202.

[0078] 11, first, the steady reception state determination unit 102 determines whether the driving control information 40 is being received normally, that is, whether the reception state of the driving control information 40 is a steady reception state that satisfies the steady reception conditions. If the driving control information 40 is being received normally (in a steady reception state) (step S1: YES), the boundary crossing detection unit 108 determines whether a section boundary has been crossed based on whether the section ID of the driving control information 40 has changed.

[0079] If a section boundary has been passed (step S3: YES), it is determined whether the transmission abnormality state determination unit 106 determined that a transmission abnormality state existed when the section boundary was passed. If a transmission abnormality state exists (step S5: YES), the boundary passing detection unit 108 determines that the position of the passed section boundary is unknown (step S7). Then, the speed checking unit 120 sets the section ID of the latest running control information 40 as the section ID of the section where the train is located, and determines the terminal speed (control terminal speed) of the section where the train is located as the checked speed (step S9).

[0080] On the other hand, if it is determined that there is no transmission abnormality when passing through the section boundary (step S5: NO), the boundary passing detection unit 108 sets or updates the no-signal distance calculated by the no-signal distance calculation unit 110 to the section traveling distance calculated by the section traveling distance calculation unit 114 (step S11). Then, the speed checking unit 120 calculates or determines the checking speed corresponding to the section traveling distance (traveling position) based on the starting speed (control starting speed) and terminal speed (control terminal speed) of the section where the train is located (step S13).

[0081] Next, the no-signal distance calculated by the no-signal distance calculation unit 110 and the no-signal time calculated by the no-signal time calculation unit 112 are reset (step S15). Then, the speed check unit 120 compares the determined check speed with the current running speed calculated by the speed calculation unit 116 and performs speed control (step S17). After the above processing is completed, the process returns to step S1 and the same processing is repeated.

[0082] [Second embodiment] Next, a second embodiment will be described. In the second embodiment, the same components as those in the first embodiment described above will be assigned the same reference numerals, and their description will be omitted or simplified. The main difference from the first embodiment is that when it is determined that a section boundary has been passed, the position of the section boundary is determined to be unknown based on the section IDs of the sections before and after the section boundary, rather than on a transmission abnormality state.

[0083] 1, the driving control information 40 includes a current section ID, which is the section ID of the section to which the driving control information 40 is transmitted, and an inner section ID, which is the section ID of the next section, that is, the inner section. In the second embodiment, when determining that a section boundary has been passed, if the inner section ID included in the driving control information 40 of the immediately preceding section (the section that was exited) does not match the current section ID included in the driving control information 40 of the immediately following section (the section that was entered), the position of the section boundary is determined to be unknown.

[0084] If the track circuit is a non-resonant, non-insulated track circuit that does not provide track insulation at track circuit boundaries and does not utilize rail resonance, an ATC signal transmitted to one section will cross the section boundary and flow into other sections. Furthermore, transmission of an ATC signal to a section is initiated by a so-called "push-in" transmission, which is initiated when a train 10 is detected entering that section. In this case, if an ATC signal is transmitted to a non-occupied section due to the influence of train detection, which erroneously identifies an unoccupied section as an occupied section, the on-board equipment 20 may also receive the running control information 40 for the other section. This means that when a train 10 is traveling through a certain section, the on-board equipment 20 may receive the running control information 40 for the other section instead of the running control information 40 for the occupied section. When the train 10 receives the running control information for the occupied section again, it may determine that the train has passed the section boundary due to a change in the section ID, and may erroneously determine the position of the section boundary on the approaching side of the occupied section to be further forward than the actual position. To avoid such a situation, when it is determined that a section boundary has been passed, if the section ID of the received driving control information 40 does not match the inner section ID of the driving control information 40 received immediately before, the position of the passed section boundary is deemed unknown.

[0085] 12 to 17 are diagrams for explaining the determination of passage of a section boundary. As shown in Fig. 12, the on-board device 20 of the train 10 receives the running control information 40 transmitted to the section 16T where the train 10 is located, and stores the "inner section ID = ID-B" included in the running control information 40 as the next section ID of the next section information 212.

[0086] Next, as shown in FIG. 13, when the train 10 enters the next section 15T, it receives the travel control information 40 transmitted to this section 15T. The on-board equipment 20 determines that the train 10 has passed a section boundary when the "current section ID = ID-A" in the received travel control information 40 changes from the "current section ID = ID-B" in the immediately preceding travel control information 40. The on-board equipment 20 also determines that the current section ID in the received travel control information 40 matches the stored next section ID. In this case, the stored next section ID and the received current section ID are both "ID-B," which match. Then, as in the first embodiment, the on-board equipment 20 updates the next section ID to "inner section ID = ID-C" in the received travel control information 40, and determines the position corresponding to the timing at which the immediately preceding travel control information 40 was received as the position of the section boundary that has just been passed (see FIG. 3).

[0087] 14 and 15 show an example in which, while traveling in a certain section (section 15T), travel control information 40 for a non-occupied section (section 10T) that is not the next section is received due to a train detection error.

[0088] As shown in Figure 14, the on-board equipment 20 of a train 10 traveling through section 15T receives travel control information 40 for "current section ID = ID-B" transmitted to section 15T. In this state, assume that the train receives travel control information 40 that was temporarily transmitted to the preceding section 10T due to train detection. In this case, the on-board equipment 20 determines that the train has passed a section boundary because the "current section ID = ID-G" for the received section 10T has changed from the "current section ID = ID-B" in the previously received travel control information 40. Furthermore, since the "next section ID = ID-C" stored in the on-board equipment 20 does not match the "current section ID = ID-G" in the received travel control information 40, the location of the passed section boundary is determined to be unknown. Furthermore, the "inner section ID = ID-H" in the received travel control information 40 is updated as the next section ID.

[0089] Next, as shown in FIG. 15, when the train again receives the traveling control information 40 transmitted to the occupied section 15T, the train determines that it has passed a section boundary because the "current section ID = ID-B" in the received traveling control information 40 for section 15T has changed from the "current section ID = ID-G" in the previously received traveling control information 40. Furthermore, since the "next section ID = ID-H" stored in the on-board device 20 does not match the "current section ID = ID-B" in the received traveling control information 40, the position of the passed section boundary is determined to be unknown. Furthermore, the "inner section ID = ID-C" in the received traveling control information 40 is updated as the next section ID.

[0090] 16 and 17 show an example in which, while traveling in a certain section (section 15T), travel control information 40 for the next section, a non-occupied section (section 14T), is received due to a train detection.

[0091] As shown in FIG. 16, the on-board equipment 20 of a train 10 traveling through section 15T receives the travel control information 40 for "current section ID = ID-B" transmitted to section 15T. In this state, assume that the train receives the travel control information 40 temporarily transmitted to the next section 14T due to train detection. In this case, the on-board equipment 20 determines that the train has passed a section boundary because the "current section ID = ID-C" for the received section 14T has changed from the "current section ID = ID-B" in the previously received travel control information 40. Furthermore, since the "next section ID = ID-C" stored in the on-board equipment 20 matches the "current section ID = ID-C" in the received travel control information 40, the on-board equipment 20 updates the next section ID to the "inner section ID = ID-G" in the received travel control information 40, and determines the position corresponding to the timing when the previous travel control information 40 was received as the position of the section boundary that has just been passed.

[0092] Next, as shown in FIG. 17, when the train again receives the traveling control information 40 transmitted to the occupied section 15T, the train determines that it has passed a section boundary because the "current section ID = ID-B" in the received traveling control information 40 for section 15T has changed from the "current section ID = ID-C" in the previously received traveling control information 40. Furthermore, since the "next section ID = ID-G" stored in the on-board device 20 does not match the "current section ID = ID-B" in the received traveling control information 40, the position of the passed section boundary is determined to be unknown. Furthermore, the "inner section ID = ID-C" in the received traveling control information 40 is updated as the next section ID.

[0093] Fig. 18 is a configuration diagram of the on-board equipment 20B in the second embodiment. The differences from the on-board equipment 20 in the first embodiment (see Fig. 10) are that the processing unit 100B does not have the transmission abnormality state determination unit 106, has a second boundary crossing detection unit 108B instead of the boundary crossing detection unit 108, and the storage unit 200B stores a second train control program 202B instead of the train control program 202.

[0094] The second boundary crossing detection unit 108B detects that a section boundary has been crossed when the section ID of the newly received driving control information (hereinafter referred to as the "current section ID") differs from the section ID of the driving control information normally received immediately before (hereinafter referred to as the "previous driving control information"). At this time, if the crossing of the section boundary is detected and the current section ID does not match the inner section ID of the previous driving control information, the second boundary crossing detection unit 108B detects that the section boundary has been crossed at an unknown position, with the position of the section boundary being unknown.

[0095] That is, when determining that a section boundary has been passed, if the inner section ID included in the driving control information 40 of the immediately preceding section (the section that was left) does not match the own section ID included in the driving control information 40 of the immediately following section (the section that was entered), the passed section boundary is detected as an unknown section boundary (see FIGS. 12 to 15). On the other hand, if they match, the point a no-signal distance before (outside) the driving point at the timing when the steady reception state was determined immediately before is regarded as the position of the passed section boundary (see FIG. 4).

[0096] 19 is a flowchart illustrating the flow of processing performed by the on-board device 20B in the second embodiment. This processing is realized by the processing unit 100B executing the second train control program 202B.

[0097] This process differs from the process of the first embodiment (see FIG. 11) in that it detects the passage of an unknown section boundary, which determines the location of the section boundary as unknown. That is, if the second boundary passage detection unit 108B determines that a section boundary has been passed because the section ID in the cruise control information 40 has changed (step S3: YES), it determines whether the inner section ID included in the cruise control information 40 for the section immediately before the passage of the section boundary (the section from which the vehicle left) matches the self-section ID included in the cruise control information 40 for the section immediately after the passage (the section from which the vehicle entered). If they do not match (step S23: NO), the second boundary passage detection unit 108B determines that the location of the passed section boundary is unknown (step S7). The subsequent process is the same as the process of the first embodiment (see FIG. 11).

[0098] [Action and effect] According to the first embodiment, the safety of the running position calculated on board can be ensured. In other words, if an abnormality occurs in the transmission of running control information to a certain section due to a ground-side abnormality, a no-signal state in which running control information is not received properly may continue on board a train traveling through that section. Therefore, it is possible to detect the transmission abnormality due to a ground-side factor from the duration of the no-signal state. In such a case, the position of the section boundary that has been passed is considered unknown on board. This prevents the situation in which the position of the section boundary is determined to be much closer than the actual position, and the running position calculated based on the position of this section boundary can be calculated to be a position that does not deviate significantly from the actual position, ensuring safety.

[0099] If the position of the section boundary is unknown, speed control in the next section after passing the section boundary is performed based on the end speed of the section itself. As a result, it is confirmed that the train is on the track in the next section after the section boundary, but the running position is not confirmed, so by assuming that the train is at the end position of the section (just before entering), which is the forwardmost possible running position, safety can be ensured even with speed control based on the running position.

[0100] Furthermore, the second embodiment ensures safety in onboard calculation of running position. Specifically, the running control information transmitted to a section includes not only the section ID of the section in question but also the inner section ID, which is the section ID of the section one section inward. Therefore, when passing a section boundary, onboard the train, if the inner section ID of the running control information correctly received immediately before the passing does not match the section ID of the running control information correctly received immediately after the passing, it is possible to detect a transmission abnormality due to ground-related factors. Examples of ground-related factors include the transmission of running control information to an unoccupied section due to an error in track presence detection when the track circuit is configured with non-insulated track circuits and foot-press transmission is used, or garbled data. In this case, the location of the section boundary that has been passed is considered unknown onboard the train. This prevents the situation where the position of the section boundary is determined to be much further back than it actually is, and ensures that the running position calculated based on the position of the section boundary does not deviate significantly from the actual position, ensuring a safe position.

[0101] If the position of the section boundary is unknown, speed control in the next section after passing the section boundary is performed based on the end speed of the section itself. As a result, it is confirmed that the train is on the track in the next section after the section boundary, but the running position is not confirmed, so by assuming that the train is at the end position of the section (just before entering), which is the forwardmost possible running position, safety can be ensured even with speed control based on the running position.

[0102] It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and can be modified as appropriate without departing from the spirit of the present invention. [Explanation of symbols]

[0103] 1. Train control system 10...Train 20...Onboard equipment 100...Processing section 102... Steady reception state determination unit 104...No signal detector 106...Transmission abnormality state determination unit 108...Boundary crossing detection unit 110...No-signal distance calculation unit 112...No signal time calculation unit 114... Sectional distance calculation unit 116...Speed ​​calculation section 120...Speed ​​Inspection Department 122...Speed ​​control unit when boundary position is unknown 124...Abort control unit 200...Storage section 202...Train control program 210...Current section information 212...Next section information 214...Received data confirmed 30...Ground equipment 32...Transmitter 34...Ground control device R...Rail 40...Driving control information 42...Current section information 44…Inner section information

Claims

1. An on-board device mounted on a train running on rails on which running control information including a section ID and a terminal speed of the current section is repeatedly transmitted for each section, receives the running control information transmitted to the rail of the running section, and controls the speed of the train based on the running control information and the running position, a transmission abnormality state determination means for determining whether or not a transmission abnormality state exists based on the duration of a no-signal state in which the driving control information is not normally received; a boundary crossing detection means for detecting that a section boundary has been passed when the section ID of the newly normally received driving control information is different from the section ID of the driving control information normally received immediately before, and for detecting the passage of an unknown section boundary position when it is determined that the transmission abnormality state exists between the immediately previous normally received information and the newly normally received information; a speed control means for controlling a speed based on the end speed of the current section of the travel control information that has been newly received normally when the boundary crossing detection means detects that the section boundary position has been crossed with an unknown boundary position; An on-board device comprising:

2. An on-board device mounted on a train running on rails on which running control information including a section ID of the section, an inner section ID which is a section ID one section inward from the section, and a terminal speed of the current section is repeatedly transmitted for each section, the on-board device receives the running control information transmitted to the rail of the running section, and controls the speed of the train based on the running control information and the running position, a boundary crossing detection means for detecting the passage of a section boundary when the section ID of the newly received driving control information (hereinafter referred to as the "current section ID") is different from the section ID of the driving control information normally received immediately before (hereinafter referred to as the "previous driving control information"), and for detecting the passage of a section boundary and detecting an unknown section boundary position passage in which the position of the section boundary is unknown when the current section ID does not match the inner section ID of the previous driving control information; a speed control means for controlling a speed based on the end speed of the current section of the travel control information that has been newly received normally when the boundary crossing detection means detects that the section boundary position has been crossed with an unknown boundary position; An on-board device comprising:

3. a stop control means for stopping the speed control of the boundary position unknown speed control means when the boundary position unknown speed control means detects a new section boundary passage without detecting the passage of the section boundary position unknown after the section boundary position unknown passage has been detected; The on-board device according to claim 1 or 2, further comprising:

4. A train control method for a train running on rails on which running control information including a section ID and a terminal speed of the current section is repeatedly transmitted for each section, the method comprising: receiving the running control information transmitted to the rail of the running section; and controlling the speed of the train based on the running control information and the running position; a transmission abnormality state determination step of determining whether or not a transmission abnormality state exists based on a duration of a no-signal state in which the driving control information is not normally received; a boundary crossing detection step for detecting that a section boundary has been passed when the section ID of the newly normally received driving control information is different from the section ID of the driving control information normally received immediately before, and a boundary crossing detection step for detecting an unknown section boundary position passing in which the position of the section boundary is unknown when it is determined that the transmission abnormal state exists between the immediately previous normally received information and the newly normally received information; a speed control step when a boundary position is unknown, which performs speed control based on the current section end speed of the newly received travel control information when an unknown section boundary position is detected in the boundary crossing detection step; A train control method comprising:

5. A train control method for a train running on rails on which running control information including a section ID of the section, an inner section ID which is a section ID one section inward from the section, and a terminal speed of the current section is repeatedly transmitted for each section, the method comprising: receiving the running control information transmitted to the rail of the running section; and controlling the speed of the train based on the running control information and the running position, a boundary crossing detection step for detecting the passage of a section boundary when the section ID of the newly normally received driving control information (hereinafter referred to as the "current section ID") is different from the section ID of the driving control information normally received immediately before (hereinafter referred to as the "previous driving control information"), and a boundary crossing detection step for detecting the passage of a section boundary with an unknown section boundary position when the passage of the section boundary is detected and the current section ID does not match the inner section ID of the previous driving control information, the boundary crossing detection step for detecting the passage of an unknown section boundary position when the current section ID does not match the inner section ID of the previous driving control information; a speed control step when a boundary position is unknown, which performs speed control based on the current section end speed of the newly received travel control information when an unknown section boundary position is detected in the boundary crossing detection step; A train control method comprising:

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