Train control device and method

Abstract

To provide a train control device which can perform control with a first control type first calculation unit even if it is impossible to receive a first control signal in a first control type dedicated region.SOLUTION: A train control device for performing train control by speed-checking a difference between an actual speed and a speed limit pattern according to an inter-vehicle distance comprises: a speed detection unit which outputs a speed signal by detecting the actual speed of a vehicle to use it for speed checking; an information transmission unit which receives position information; a first reception unit which receives a first control signal from the ground to use it as on-vehicle element information; a first calculation unit which calculates first control information based on the speed signal and the first control signal to associate it with the speed limit pattern; a second reception unit which receives a second control signal from the ground; and a second calculation unit which calculates second control information based on the speed signal and the second control signal, associates it with the speed limit pattern and properly converts the second control information into the first control information. The device converts CBTC into ATC and controls the train with ATC if it is impossible to receive ATC.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a train control device and a method thereof. [Background technology]

[0002] An automatic train control system is a system that displays the speed limit to the driver in real time and automatically activates the brakes to slow down the train if the speed exceeds a certain level. For example, ATC (Automatic Train Control) and ATS (Automatic Train Stop) are analog systems based on the concept of fixed blocks. In contrast, CBTC (Communications-Based Train Control) is a signaling safety technology that controls train operation by communicating control information between the train (vehicle) and ground equipment.

[0003] CBTC is a digital system, and can control trains more accurately by using their positions than conventional signal systems that are not digital. Furthermore, CBTC does not have the concept of fixed blocks, so train intervals can be shortened. Therefore, converting existing ATS to CBTC can make train schedules more dense.

[0004] Patent document 1 illustrates an example of a dual-system compatible vehicle (hereinafter also referred to as a "compatible vehicle") equipped with a dual-system compatible on-board device (hereinafter also referred to as a "compatible device") that includes an ATC control unit, a CBTC control unit, and a selection unit that selects the ATC control unit or the CBTC control unit based on at least one of an ATC signal 108 and a CBTC signal.

[0005] The compatible device described in Patent Document 1 can receive train control information from ground equipment of a different train control system and appropriately control train speed, etc. When changing from an existing system to a new system, a compatible vehicle equipped with such a compatible device can simultaneously continue commercial operation with the existing system and adjust for the introduction of the new system. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2013-078212 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, when CBTC ground equipment is installed in CBTC promotion areas, ATC ground equipment is not necessarily left behind and maintained in coexistence. In other words, due to the convenience of the renovation work progressing while trains continue to operate, the old and new functions may be mixed in an irregular manner. More specifically, there have been cases where a mixture of CBTC conversion completed areas, ATC / CBTC coexistence areas, areas where only ATC remains, and provisional areas where ATC signals cannot be received even though they are ATC-only areas.

[0008] In particular, in train traffic control systems that are in the process of being converted to CBTC, if the majority of existing equipment and timetables are ATC-based, even compatible vehicles will automatically stop when they enter the provisional area because they are unable to receive ATC signals.

[0009] However, even in this case, from the perspective of a temporary response, it is necessary to continue commercial train operations according to the normal ATC-based timetable. Therefore, until the CBTC conversion is completed, in areas where at least one of the ATC (an example of the first control signal) signal and the CBTC (an example of the second control signal) signal can be received, even if compatible vehicles are operated, they will automatically stop when they enter the temporary area, so measures to avoid this were necessary.

[0010] The present invention has been made in consideration of the above-mentioned problems, and an object of the present invention is to provide a train control device that can control trains using a first calculation unit of the first control method even in a temporary area where the first control signal cannot be received, even though the area is exclusive to the first control method. [Means for solving the problem]

[0011] The present invention, which solves the above-mentioned problems, is a train control device that identifies a speed corresponding to the inter-vehicle distance from a speed limit pattern that indicates the relationship between the inter-vehicle distance between a vehicle and a preceding vehicle and the actual speed of the vehicle, obtains the difference between the identified speed and the actual speed, and controls the train speed based on the results of the speed inspection. The train control device includes a speed detection unit that detects the actual speed of the vehicle and provides a speed signal that indicates the detected actual speed for the speed inspection, a position information receiving unit that receives position information that indicates the position of the vehicle, a first receiving unit that receives a first control signal from the ground, a first calculation unit that calculates first control information based on the speed signal and the first control signal and associates the first control information with the speed limit pattern, a second receiving unit that receives a second control signal from the ground, and a second calculation unit that calculates second control information based on the speed signal and the second control signal, associates the second control information with the speed limit pattern, and appropriately converts the second control information to the first control information. Effect of the Invention

[0012] According to the present invention, a train control device can be provided that can control trains using a first calculation unit of the first control method even in a temporary area where the first control signal cannot be received, even though the area is exclusive to the first control method. [Brief description of the drawings]

[0013] [Figure 1] 1 is a functional block diagram showing a main part of an on-board device to which a train control device according to a first embodiment of the present invention (hereinafter, also referred to as "this train control device") is applied. [Diagram 2] 2 is a speed limit graph for explaining conversion from the CBTC speed limit to the ATC speed limit in the train control device of FIG. 1. [Diagram 3] FIG. 11 is a functional block diagram showing a main part of an on-board device to which a train control device according to a second embodiment of the present invention (also referred to as "this train control device") is applied. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] The driving safety standard specifies that "an automatic train control device is a device that displays a signal indicating the train's permissible operating speed inside the car according to the distance from the preceding train and the conditions of the route, and automatically reduces the train's speed according to the signal." Furthermore, the "first control information" in the present invention is information that realizes the above-mentioned "signal indicating the train's permissible operating speed inside the car" using, for example, an analog (existing) method, and is used with equipment that allows close-range communication from the ground to the car. Furthermore, the "second control information" in the present invention is information that enhances the above-mentioned "first control information" using, for example, a digital method, and is used with equipment that allows longer-distance communication. Hereinafter, an embodiment of the present invention will be described with reference to the drawings. EXAMPLES

[0015] 1 is a functional block diagram showing the main parts of the on-board device to which the train control device of the first embodiment is applied. A train 100 running in an area controllable by an ATC signal 108 (hereinafter referred to as the "ATC area") receives the ATC signal 108 at two power receivers 117, 118. The received ATC signal 108 is input to a receiver (referred to as the "first receiver" in the present invention) 110 via a power receiver connection box 112. The receiver 110 analyzes (demodulates: decodes) the ATC signal 108 and transmits the analysis result to an ATC control device 107.

[0016] The on-board coil 116 receives information from a ground coil installed between the rails, analyzes it in the information transmission unit 109, and transmits the results to the ATC control device 107 and the CBTC control device 106. The speed detection unit 115 inputs the detected speed signal to the ATC control device 107 and the CBTC control device 106 via the speed distribution unit 111. The information transmission unit 109 has a basic function of transmitting the received on-board coil information to each related unit. The on-board coil information also includes a 02 (no ATC) signal that the ATC signal 108 cannot receive, and the information transmission unit 109 can also transmit such no-signal information. At least one of the speed distribution unit 111, the CBTC control device 106, and the ATC control device 107 has a speed verification function.

[0017] From the analysis result of the ATC signal 108, the ATC control device 107 recognizes the speed limit for the traveling position of the train 100 and the distance to the preceding vehicle as a speed limit pattern (see FIG. 2). The ATC control device 107 judges whether braking is necessary based on the speed limit defined in the speed limit pattern and the actual speed. If the ATC control device 107 judges that braking is necessary, it outputs a brake command to the brake device 114. This brake command may be transmitted via multiple relays or other devices.

[0018] Meanwhile, a train 100 traveling in an area controllable by CBTC signals (hereinafter referred to as the "CBTC area") receives wireless information from a radio set installed on the ground at an antenna 101 in the on-board train control device. The train control device analyzes the received CBTC signal with a radio device (referred to as the "second receiving unit" in the present invention) 102, and transmits the analysis result to a CBTC control device 106.

[0019] This train control device may receive CBTC signals outside the CBTC area. In that case, the CBTC control device 106 recognizes the state of the CBTC mode switch 103 and determines whether to perform CBTC control. The CBTC mode switch 103 is operated before the train 100 enters the CBTC area or in the CBTC switching area. The CBTC control device 106 outputs the CBTC control state to the display device 104.

[0020] The CBTC control device 106 calculates the position of the train itself using information from the on-board unit 116 and the current speed information of the train. The CBTC control device 106 recognizes the speed limit based on the analysis result of the CBTC signal and the train itself's position information.

[0021] The CBTC control device 106 converts the recognized speed limit into an ATC signal 108, sends it to the coil 113, and transmits it to the power receivers 117, 118. The coil 113 is disposed in a relative position such that the power receivers 117, 118 can receive the signal. This coil 113 also has a function of transmitting and receiving a 02 (no ATC) signal. In this train control device, the coil 113 also has a function of reliably transmitting the absence of a signal from the CBTC control device 106 to the ATC control device 107.

[0022] Relay contact 105 is located on the path from CBTC controller 106 to coil 113. When CBTC controller 106 determines that braking is necessary, it opens relay contact 105. As a result, ATC signal 108 becomes no signal. To ensure safety, this type of protection device is not limited to detecting a regular operation signal, but applies a control rule in the direction of stopping operation when a condition caused by some kind of failure is detected.

[0023] Therefore, if the ATC signal 108 is detected as no signal, regardless of whether there is a failure or not, the ATC control device 107 outputs the brakes. When the CBTC control device 106 determines that braking is necessary, this train control device makes the ATC control device 107 recognize the no signal by not outputting the ATC signal 108, and outputs a signal to apply the brakes. Furthermore, according to the above control rules, the train control device may open the relay contacts 105 even if the CBTC device 106 fails.

[0024] FIG. 2 is a speed limit graph (an example of a speed limit pattern) 200 for explaining the conversion from the CBTC speed limit to the ATC speed limit in this train control device, with the vertical axis showing the speed of the vehicle itself (hereinafter also simply referred to as "speed") and the horizontal axis showing the distance between the vehicle itself and the preceding vehicle (hereinafter also simply referred to as "distance").

[0025] The actual speed is the running speed of the train 100 at a certain point in time and at a certain position. The train 100 applies the brakes based on a speed check that obtains the difference between the actual speed and the speed limit defined in the speed limit pattern 200 so that the actual speed is equal to or less than the speed limit defined in the speed limit pattern 200. In other words, a speed corresponding to the inter-vehicle distance is specified from the speed limit pattern 200 that indicates the relationship between the inter-vehicle distance between the vehicle 100 and the preceding vehicle and the speed of the vehicle 100, and the actual speed is controlled so as not to exceed the specified speed.

[0026] In the speed limit graph 200 of FIG. 2, the CBTC speed limit (hereinafter also referred to as the "optimum curve") 201 is a stepless brake pattern that enables optimal control according to the situation. In contrast, the ATC speed limit (hereinafter also referred to as the "staircase line") 202 is a multi-step brake pattern. In FIG. 2, the staircase line 202 drawn below the optimum curve 201 has a drawback in that it unnecessarily lowers the speed limit for each inter-vehicle distance. In other words, the ATC instructs travel at a speed limit that is lower than the maximum speed allowed according to the inter-vehicle distance in order to ensure excessive safety, and there is room for improvement on routes where it is necessary to increase the operation density.

[0027] The CBTC control device 106 calculates the CBTC speed limit 201 based on the train's own position information and the inter-vehicle distance obtained as a result of analyzing the CBTC signal. A smooth pattern is created as shown in Fig. 2 as the ATC speed limit 201 according to distance. In this way, this train control device can provide a train control device that can control the train using the ATC control device (ATC control unit) 107 even in a provisional area where the ATC signal 108 cannot be received, despite being an ATC-exclusive area. EXAMPLES

[0028] 3 is a functional block diagram showing the main parts of the on-board device to which the present train control device of the second embodiment is applied. When a train 100 is traveling in an ATC area, two power receivers 117, 118 receive an ATC signal 108. Here, a state will be described in which the present train control device can control the train by the ATC control device (ATC control unit) 107 even in a provisional area where the ATC signal 108 cannot be received despite being an ATC-dedicated area. However, it is assumed that CBTC radio waves can be received even in an ATC-dedicated area where both new and old functions are mixed in an irregular patchy manner.

[0029] The received ATC signal 108 is input to the CBTC control device 106b via the receiver connection box 112. If the area in which the train 100 is running is an ATC area, a signal similar to the received signal is input to the receiver 110 from the CBTC control device 106b.

[0030] In Fig. 1, the receiver 110 analyzes the ATC signal 108 and transmits the analysis result to the ATC control device 107. Meanwhile, the CBTC control device 106a shown in Fig. 3 converts the CBTC signal received by the antenna 101 and transmitted from the radio device 102 into an ATC signal 108 and inputs it to the ATC control device 107. At this time, in Fig. 3, the ATC signal 108 that has passed through the receivers 117, 118 and the receiver connection box 112 is processed by the CBTC control device 106b, analyzed by the receiver 110, acquired by the on-board device, and then distributed to each control target.

[0031] The on-board coil 116 receives information from a ground coil installed between the rails. The information is analyzed by the information transmission unit 109, and the results are transmitted to the ATC control unit 107 and the CBTC control unit 106. The speed detection unit 115 generates a speed signal, and inputs it to the ATC control unit 107 and the CBTC control unit 106a via the speed distribution unit 111.

[0032] The ATC control device 107 recognizes the speed limit at the running position of the train 100 based on the analysis result of the ATC signal 108, and judges whether braking is necessary based on the speed limit and the train speed. If the ATC control device 107 judges that braking is necessary, it outputs a brake command to the brake device 114. The brake command may go through multiple relays or devices.

[0033] On the other hand, when a train 100 is traveling in a CBTC area, wireless information from a radio set installed on the ground is received by an antenna 101. The received CBTC signal is analyzed by a radio device 102, and the analysis result is transmitted to a CBTC control device 106a.

[0034] Since CBTC signals may be received outside the CBTC area, the CBTC controller 106 recognizes the state of the CBTC mode switch 103 and determines whether to perform CBTC control. The CBTC mode switch 103 is operated before entering the CBTC area or in the CBTC switching area. The CBTC controller 106a outputs the CBTC control state to the display device 104.

[0035] The CBTC control device 106a first calculates the position of its own train using information from the on-board sensor 116 and speed information. The CBTC control device 106a calculates the speed limit based on the position information of its own train, the inter-car distance obtained by analyzing the CBTC signal, and the optimal curve 201 in Fig. 2. The CBTC control device 106a converts the calculated speed limit into an ATC signal 108 and transmits it to the receiver 110.

[0036] If the CBTC control device 106 determines that braking is necessary or if the CBTC device 106 fails, it does not output the ATC signal 108, causing the ATC control device 107 to recognize the absence of a signal and output a command signal to apply the brakes.

[0037] In the train control device of the first embodiment, in a non-ATS area, the CBTC control device 106 converts the CBTC speed limit 201 into the ATC speed limit 202 and transmits it to the coil 113, and the ATC speed limit signal emitted from the coil 113 is received by the power receivers 117 and 118. As a result, a vehicle equipped with this train control device can operate safely by making the ATS function even in a non-ATS area.

[0038] In contrast, the train control device of the second embodiment does not include the coil 113, and instead has a CBTC control device 106b interposed between the receiver connection box 112 and the receiving unit 110. The train control device of the second embodiment configured in this way also transmits the ATC signal 108 received from the receivers 117 and 118 to the receiving unit 110 in the ATC area, and performs ATC operations equivalent to those of an ATC-only vehicle.

[0039] The train control device of the second embodiment transmits an ATC signal 108 converted from an acquired CBTC signal in a CBTC area from a CBTC control device 106a to a receiving unit 110 via a CBTC control device 106b.

[0040] For the sake of simplicity, the CBTC controller 106a and the CBTC controller 106b are drawn separately in Fig. 3. As described below, these are realized as a single unit in software as the CBTC controller 106 by a processor interpreting and executing a program that realizes each function, and therefore can input and output the same information.

[0041] The major difference between the first embodiment in Fig. 1 and the second embodiment in Fig. 3 is as follows. The train control device in Fig. 1 detects the 02 (no ATC) signal with the coil 113 and applies the brakes more reliably. The train control device in Fig. 3 does not require the coil 113 and can detect the absence of a signal even if the 02 (no ATC) signal is not present.

[0042] In the train control device of Fig. 3, when the ATC power receivers 117, 118 detect that there is no signal, the detection is transmitted to the receiving unit 110, the ATC control device 107, and the information transmitting unit 109. The information transmitting unit 109 may recognize such a state, set a no-signal bit to indicate this, and transmit the information to the relevant units.

[0043] The present invention is not limited to the above-mentioned embodiment, but includes various modified examples. For example, the above-mentioned embodiment is described in detail to explain the present invention in an easy-to-understand manner, and is not necessarily limited to those having all of the described configurations. In addition, each of the above-mentioned configurations, functions, processing units, etc. may be realized in part or in whole by hardware, for example, by designing them as an integrated circuit.

[0044] Furthermore, each of the above configurations, functions, etc. may be realized by software, in which a processor interprets and executes a program that realizes each function. Information such as the program, table, and file that realizes each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or in a recording medium such as an IC card, an SD card, or a DVD. Using such hardware and software is convenient because a compatible vehicle can be easily formed by attaching a simple CBTC adapter to an existing ATC-based vehicle.

[0045] This train control system can be summarized as follows: [1] The train control device shown in Fig. 1 is a train control device including a speed detection unit 115, an information transmission unit 109, a first receiving unit (simply "receiving unit" in the figure) 110, a first calculation unit ("ATC control device" in the figure) 107, a second receiving unit ("radio device" in the figure) 102, and a second calculation unit ("CBTC control device" in the figure) 106. Note that the first to the present invention are ATC embodiments, and the second to the present invention are CBTC embodiments.

[0046] The speed detection unit 115 detects the speed of the train 100 and outputs a speed signal. The information transmission unit 109 receives position information. The first receiving unit 110 receives a first control signal from the ground and converts it into on-board information. The first calculation unit 107 calculates first control information of the train 100 based on the speed signal and the first control signal and associates it with the speed limit pattern (see Figure 2). The second receiving unit 102 receives a second control signal from the ground. The second calculation unit 106 calculates second control information of the train based on the speed signal and the second control signal and associates it with the speed limit pattern, and appropriately converts the second control information to the first control information.

[0047] Note that associating the first control information or the second control information received from the ground with a speed limit pattern means generating the above-mentioned "signal indicating the allowable operating speed of the train inside the car" in a form that can be used by the driver, etc. In other words, in Fig. 2, the first control information generates the ATC speed limit 202, and the second control information generates the CBTC speed limit 201.

[0048] This train control device obtains the difference between a speed limit pattern ("speed limit graph" in FIG. 2) 200 and the actual speed of the vehicle 100, and checks the speed. The speed limit pattern is as shown in FIG. 2 by way of an example of a speed limit graph 200. With ATS, running within the ATC speed limit 202 is permitted. With CBTC, running within the CBTC speed limit 201 is permitted. If the actual speed of the vehicle is significantly slower than these speed limits 201, 202, the actual speed can be increased to reduce the difference.

[0049] If the ATC method (abbreviated as ATC) is an example of the first control method (abbreviated as first method), in this train control device, the first control signal is the ATC signal 108, and the first calculation unit is the ATC control device 107. A train 100 equipped with this train control device can be train-controlled by the ATC control device 107 even in a temporary area where the ATC signal 108 cannot be received, despite being an ATC-only area. At this time, the CBTC speed limit pattern 201 is converted by the CBTC control device 106 into the ATC speed limit pattern 202, and is provided for train control by the ATC control device 107.

[0050] As a result, even if a compatible vehicle running on a line in the middle of CBTC conversion enters a provisional area, the problem of automatically stopping due to the inability to receive the ATC signal 108 can be avoided. In other words, even if the majority of existing facilities and operation schedules are ATC-based, even in a provisional area where the ATC signal 108 cannot be received, it is possible to continue commercial operation of trains according to the normal ATC-based schedule as a provisional measure. A train 100 equipped with this train control device can convert the received CBTC signal into the ATC signal 108 while running on a line in the middle of CBTC conversion and run under ATC control. Note that when a compatible vehicle enters a provisional area, the signal is converted, but if it is clear whether the line is an ATC line or a CBTD line and the signals can be received as specified, there is no need for signal conversion.

[0051] [2] In the above [1], the second calculation unit 106 may provide the converted first control information to the first calculation unit 107. According to such a train control device, when transitioning from the first system (e.g., the ATC system) to the second system (e.g., the CBTC system), even if there are locations that cannot receive the first control signal at the conversion point or during the transition period, even though the area is dedicated to the first system, the train 100 equipped with this train control device can run safely.

[0052] [3] In the above [1], the limit pattern 200 read from the database (not shown) and the actual speed may be compared, and the difference may be output and provided to the train speed control. The limit pattern 200 illustrated in Fig. 2 may be calculated and generated in real time based on the distance between the front end of the vehicle to which the train control device is applied and the tail of the preceding vehicle running in front of it, information obtained from ground equipment, and other known information.

[0053] However, this train control device is compactly configured with a one-chip microcomputer at its core, and it is better not to put a calculation load on such a weak computer. Therefore, it is preferable for this train control device to appropriately search and use the database stored in the flash memory. As a result, this train control device can simply realize useful functions.

[0054] [4] In the above [1], the first control signal is the ATC signal 108, the first control information is the ATC information, and the first calculation unit is the ATC control device 107. The second control signal is the CBTC signal, the second calculation unit is the CBTC control device 106, and the second control information is the CBTC information. The second receiving unit is the radio device 102, which appropriately acquires information from the ground equipment.

[0055] When a train 100 equipped with this train control device enters a temporary area where ATC signals 108 cannot be received, even though the area is an ATC-only area, the radio device 102 receives a CBTC signal from the ground equipment. The CBTC control device 106 converts the CBTC signal into ATC information. The ATC control device 107 can use the ATC information to control the train with ATC.

[0056] [5] In the above [4], it is preferable to further include power receivers 117, 118 and a coil 113. The CBTC control device 106 converts the acquired CBTC signal into an ATC signal 108 and transmits it to the coil 113. The coil 113 is attached in a relative position such that the power receivers 117, 118 can receive the signal. Therefore, the power receivers 117, 118 receive the ATC signal 108. The ATC signal 108 is transmitted to the ATC control device 107 and used for ATC control.

[0057] [6] In the above [5], the coil 113 reliably notifies the ATC control device 107 from the CBTC control device 106 that there is no signal. The coil 113 also has a function of detecting a 02 (no ATC) signal, which will be described later. This train control device can easily determine whether the reason for not being able to receive the ATC signal 108 is that the train 100 has entered a temporary area created for construction or the like, or that there is a malfunction of the train control device.

[0058] A train 100 equipped with such a train control device can determine whether it is traveling in a CBTC conversion completed area, an ATC / CBTC coexistence area, an area where only ATC remains, or a provisional area that is an ATC-only area but where the ATC signal 108 cannot be received, and display this on the display device 104.

[0059] According to the train control device described above, when implementing a plan to convert all areas and all vehicles to CBTC-only high-quality, railway operators can easily fulfill their obligation to continue commercial operations with the existing system as a temporary measure until the replacement is completed. For example, on a line immediately after the construction work to electrify a non-electrified section is completed, when test runs and commercial operations of trains are to begin, the train control device is expected to have the effect of temporarily adding diesel locomotives or steam locomotives, which were highly reliable at the time, to the train to complete the entire run in order to avoid trains being stranded due to malfunctions of the new equipment. [Explanation of symbols]

[0060] 100 train (vehicle), 101 antenna, 102 radio device (second receiving unit), 103 CBTC mode switch, 104 display device, 105 relay contact, 106 CBTC control device, 106a CBTC control device (1 / 2), 106b CBTC control device (2 / 2), 107 ATC control device, 108 ATC signal, 109 information transmission unit, 110 receiving unit (first receiving unit), 111 speed distribution unit, 112 receiver connection box, 113 coil, 114 brake device, 115 speed detection unit, 116 on-board unit, 117, 118 receiver, 200 speed limit graph (speed limit pattern), 201 CBTC speed limit, 202 ATC speed limit

Claims

1. A train control device that specifies a speed corresponding to a vehicle-to-vehicle distance from a speed limit pattern that indicates a relationship between the vehicle-to-vehicle distance between a vehicle and a preceding vehicle and the vehicle's actual speed, obtains a difference between the specified speed and the actual speed, and controls the train speed based on the speed check result, A speed detection unit that detects an actual speed of the vehicle and provides a speed signal representing the detected actual speed for the speed check; a position information receiving unit for receiving position information representing a position of the vehicle; A first receiving unit that receives a first control signal from the ground; a first calculation unit that calculates first control information based on the speed signal and the first control signal and associates the first control information with the speed limit pattern; A second receiving unit that receives a second control signal from the ground; a second calculation unit that calculates second control information based on the speed signal and the second control signal, associates the second control information with the speed limit pattern, and appropriately converts the second control information into the first control information; A train control device equipped with

2. the second calculation unit provides the converted first control information to the first calculation unit; The train control device according to claim 1.

3. The speed limit pattern read from the database is compared with the actual speed to check the difference. The train control device according to claim 1.

4. the first control signal is an ATC signal, The first control information is ATC information, The first calculation unit is an ATC control device, the second control signal is a CBTC signal; The second calculation unit is a CBTC control device, The second control information is CBTC information, the second receiving unit is a wireless device, the CBTC control device converts the CBTC signal into the ATC information; The train control device according to claim 1.

5. A receiver for receiving an ATC signal; A coil mounted in a relative position such that the receiver can receive a signal; Further equipped with The CBTC control device converts the recognized speed limit into an ATC signal and transmits it to the coil. The train control device according to claim 4.

6. The coil notifies the ATC control device from the CBTC control device that there is no signal. The train control device according to claim 5.

7. A train control method for providing a result of speed checking between a speed limit pattern and an actual speed to train control, A speed detection unit detects the actual speed of the vehicle and outputs a speed signal for the speed check. The information transmission unit receives the location information, The first receiver receives a first control signal from the ground, a first calculation unit calculates first control information based on the speed signal and the first control signal and associates the first control information with the speed limit pattern; The second receiver receives a second control signal from the ground, a second calculation unit calculates second control information based on the speed signal and the second control signal and associates the second control information with the speed limit pattern; The second calculation unit appropriately converts the second control information into the first control information. Train control method.

8. the second calculation unit provides the converted first control information to the first calculation unit; A train control method according to claim 7.

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