Train control system, on-board control device, and train control method

Abstract

Provided is a train control system, wherein an onboard control device comprises an onboard control unit which transmits an on-track position of a train to a ground control device, receives, from the ground control device, an available travel route of the train and a permitted travel position indicating a position at which the train can travel within a range of the available travel route, the available travel route and the permitted travel position being based on the on-track position, and controls the train such that the speed of the train is lower than or equal to a designated speed limit on the basis of an operation pattern indicating a control pattern for the train for the permitted travel position. The ground control device includes a ground control unit which calculates the available travel route and the permitted travel position on the basis of the on-track position received from the onboard control device, and transmits same to the onboard control device. The onboard control unit calculates a failure rate of brake devices in a failed state out of brake devices mounted to the train and controls the train such that the speed is lower than or equal to an abnormal-time speed limit which is a speed calculated on the basis of a normal-time speed limit of the train at the time when all of the brake devices are normal and the failure rate.

Description

[Technical Field]

[0001] The present invention relates to a train control system, an on-board control device, and a train control method. [Background technology]

[0002] As a method for efficient train operation, the introduction of a train group control system is being considered, which gives trains operational targets such as a target time for arriving at the next station, and allows trains to run according to the targets. This system is called an ATO (Automatic Train Operation) system.

[0003] The ATO system is a system that controls the speed of a specific train to achieve its operational target when it is determined that the train is running behind schedule. When the traffic control system gives the train a target (time, position, speed) for when (time), where (position), and how fast (speed) it should arrive, the train that has been given the target recreates the set target run curve and controls its speed to achieve the operational target, assuming that the train can decelerate and stop normally.

[0004] Patent Document 1 discloses that in a brake control device for a railway vehicle, the braking device has a pneumatic or electro-pneumatic friction brake as a directly or indirectly acting brake, and the braking device may additionally include a dynamic brake, the traveling speed is limited to a predetermined maximum speed for at least traveling of the railway vehicle after the stopping braking, depending on whether the difference between the braking distance detected during stopping braking and the braking distance predicted during stopping braking exceeds a predetermined difference. Furthermore, it specifies that this limited maximum speed is slower than the maximum speed that the railway vehicle can maximally achieve, or slower than the maximum speed permitted for the section on which the railway vehicle is currently traveling. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6261521 Summary of the Invention [Problem to be solved by the invention]

[0006] In the case of an automatically running train, if the train's braking equipment fails, allowing the train to run as if there was no failure could result in the train exceeding the permitted running position due to an extension of the braking distance.On the other hand, if the train's braking equipment fails and the train is not allowed to run, it could cause significant disruption to the timetable because it takes time for the driver to arrive at the train and for the driver to start the train running.

[0007] Patent Document 1 describes that the actual and predicted braking distances are compared, and if the actual measurement exceeds the prediction, the maximum speed of the subsequently traveling train is limited. As a result, an appropriate maximum speed cannot be set for the train, and it may not be possible for the train to stop by the predetermined position. Furthermore, since the determination of the maximum speed is left to the actual measured braking distance, and the maximum speed changes due to changes in braking force caused by mechanical or electrical tolerances, even if a maximum speed is set for the subsequently traveling train, the actual measurement may not be lower than the prediction.

[0008] In other words, in Patent Document 1, the maximum speed at which the train can stop at a predetermined position may not be set, so if the train continues to run when the brakes fail, it is difficult for the train to stop at a predetermined position. Therefore, when the brakes fail, the train cannot be automatically operated, which may cause significant disruption to the timetable.

[0009] The present invention has been made in view of the above problems, and one of its objects is to reduce the impact of train schedule disruptions when a train's braking device fails. [Means for solving the problem]

[0010] In order to solve the above-mentioned problems, one aspect of the present invention is a train control system having an on-board control device mounted on a train moving on a track and controlling the train, and a ground control device arranged on the ground and controlling the train together with the on-board control device, which are capable of coordinating through mutual communication, wherein the on-board control device has a position acquisition unit that acquires the on-track position of the train, and transmits the on-track position of the train acquired by the position acquisition unit to the ground control device, receives from the ground control device a travelable route of the train based on the on-track position and a running permission position that indicates a position at which the train can run within the range of the travelable route, and an operation control unit that indicates a control pattern of the train for the running permission position. and an on-board control unit that controls the train to be at or below a predetermined speed limit based on a rolling pattern, wherein the ground control unit receives the on-track position from the on-board control unit, calculates the travelable route and the permitted running position based on the on-track position, and transmits the permitted running position to the on-board control unit, wherein the on-board control unit monitors the status of brake devices mounted on the train, calculates a failure rate that is the proportion of brake devices that are in a failed state among the brake devices, and controls the train to be at or below an abnormal speed limit that is a speed calculated based on the normal speed limit that is the speed limit of the train when all of the brake devices are normal and the failure rate. [Effects of the Invention]

[0011] According to the present invention, it is possible to reduce the impact of schedule disruptions when a train's braking device fails. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a diagram illustrating a train control system according to an embodiment. [Figure 2] This figure shows the relationship between trains when stopping at stations, permitted routes, permitted travel positions, operating patterns when the brake equipment is in good condition, and operating patterns when the brake equipment is faulty. [Figure 3] FIG. 10 is a diagram illustrating transmission and reception of information between a plurality of trains, including a train that transmits fault information, and a ground control device. [Figure 4]10 is a flowchart showing an example of an automatic driving processing procedure of an on-board control device. [Figure 5] 10 is a flowchart showing an example of an information transmission process procedure from a ground control device to an on-board control device when brake device failure occurrence information is received. [Figure 6] 10 is a flowchart showing an example of an information transmission procedure of a ground control device to an on-board control device of a train that has transmitted information about the occurrence of a brake device failure. [Figure 7] 10 is a flowchart showing an example of an information transmission procedure of a ground control device to an on-board control device of a preceding train that is ahead of the train that transmitted the information on the occurrence of a brake device failure. [Figure 8] 10 is a flowchart showing an example of an information transmission procedure of a ground control device to an on-board control device of a following train following the train that transmitted the brake device failure occurrence information. [Figure 9] 10 is a flowchart showing an example of an information transmission processing procedure of a ground control device to an on-board control device of a train running on a line section connected to a line section on which a train that has transmitted information on the occurrence of a brake device failure is running. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to the embodiment. The brake device shown in the drawings is not limited to a controller that issues a brake command, but also includes operating parts such as valves and brake discs. In the drawings, the same parts are denoted by the same reference numerals.

[0014] Furthermore, in order to facilitate understanding of the invention, the position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.

[0015] In the following description, identical components are distinguished by adding a suffix number to the reference numeral. Conversely, when components with a suffix number are not to be distinguished, they are collectively referred to by the reference numeral without the suffix number. [Example]

[0016] Figure 1 shows Fig. 2 is a diagram showing a train control system S according to an embodiment. Fig. 2 is a diagram showing the relationship between a train 109 when stopping at a station 117, a travelable route 116, a travel-permitted position 107, an operation pattern 119 when the brake device is in good condition, and an operation pattern 120 when the brake device is in failure. Fig. 3 is a diagram showing transmission and reception of information between a plurality of trains 109, including a train 109 that transmits failure information, and a ground control device 100.

[0017] The train control system S includes a ground control device 100 and an on-board control device 110 mounted on a train 109 running on a track 115 .

[0018] The ground control device 100 has a ground control unit 101, a ground communication unit 102, and a running line database 103. The ground control unit 101 calculates a running permitted position 107 indicating a running permitted position within a running route 116 of a train 109, specifies an arrival station 108 where the train 109 will arrive, and calculates an operation pattern 106 for the train 109 when it runs from a station 117 to the arrival at the arrival station 108.

[0019] The track communication unit 102 transmits the information calculated by the track control unit 101 to the on-board control device 110. The running line section database 103 is a database for managing the track position 104 of the train 109.

[0020] The on-board control device 110 includes an on-board communication unit 111, an on-board control unit 112, and a position acquisition unit 113. The on-board communication unit 111 communicates with the ground control device 100. The on-board control unit 112 controls the operation of the train 109 to a speed limit 118, a speed that is less than 0 km / h at the running permitted position 107, and a speed equal to or less than the speed limit, based on the arrival station 108 where the train 109 arrives, the running permitted position 107, and the operation pattern 106. The position acquisition unit 113 acquires the on-track position of the train 109.

[0021] The train 109 also includes an information management device 114 that connects to various devices mounted on the vehicle and transmits and receives commands, and displays and records device failures.

[0022] When a failure occurs in the brake equipment of the train 109, the on-board control device 110 receives brake equipment failure information from the information management device 114. The on-board control device 110 calculates the ratio (failure rate) of the number of axles whose brakes do not work to the total number of axles of the train 109, and transmits failure information 105 including the brake equipment failure rate to the ground control device 100. If the ratio of the number of axles whose brakes work normally to the total number of axles of the train 109 is taken as the normal rate, then the failure rate + normal rate = 1 (100%). Note that the failure rate and normal rate based on the number of axles are merely examples of calculating the brake equipment failure rate and normal rate.

[0023] Thereafter, the on-board control device 110 operates the train 109 in accordance with the operation pattern 106 received from the ground control device 100. If the ground control device 100 determines that the train 109 cannot run based on the brake device failure information 105, it sends a stop command to the on-board control device 110. The on-board control device 110 applies brake output in response to the stop command, causing the train 109 to stop.

[0024] When the ground control device 100 receives the brake device failure information 105 from the on-board control device 110, it recognizes the respective on-line positions, arrival station 108, running permission position 107, and operation pattern 106 of the train 109 that transmitted the brake device failure information (failed train), the train 109 preceding the train 109 that transmitted the brake device failure information (preceding train), the train 109 following the train 109 that transmitted the brake device failure information (following train), and the train 109 (connecting train) running on a line section that connects to the line section on which the train 109 that transmitted the brake device failure information runs by transfer or the like.

[0025] Thereafter, the ground control device 100 updates the arrival station and permitted running position according to the on-track position and the rate of brake equipment failure in order to operate the train 109 (failed train) with the brake equipment failure at a safe speed to the nearest station or a station adjacent to the depot.

[0026] Furthermore, the ground control device 100 determines whether the train 109 in which a brake device failure has occurred can run, and if the train can run, calculates a speed limit (abnormal speed limit) that is a reduction of the speed limit when the vehicle's brake devices are normal (normal speed limit), and a deceleration (abnormal braking force) that is a reduction of the braking force when the vehicle's brake devices are normal (normal braking force), according to the failure rate (or normal rate). The abnormal speed limit is a speed calculated based on the normal speed limit and the normal rate, for example, a speed calculated by multiplying the normal speed limit by the normal rate. Furthermore, the abnormal braking force is a braking force calculated based on the normal braking force and the normal rate.

[0027] The ground control device 100 then selects a selectable operation pattern using the abnormality speed limit and abnormality brake force from among operation patterns previously registered in a database. Furthermore, the ground control device 100 determines, from the selected operation patterns, the operation pattern that is closest to the operation pattern when the normal speed limit and normal brake force are used, thereby minimizing delays due to brake failure. The ground control device 100 transmits the determined operation pattern together with the abnormality brake force to the on-board control device 110. The on-board control device 110 changes the brake force of the train's cars from the normal brake force to the abnormality brake force. The on-board control device 110 changes the normal speed limit to the abnormality speed limit and controls the train to run at or below the abnormality speed limit.

[0028] As a result, in train 109 (failed train) where a brake device failure has occurred, on-board control device 110 changes operation pattern 119 when the train is in normal condition for running permitted position 107 to operation pattern 120 when the train is in brake device failure for running permitted position 107, and changes the braking force of the vehicle to abnormal braking force. Compared to operation pattern 119, operation pattern 120 takes into account the brake device failure, suppresses the maximum speed, starts deceleration toward running permitted position 107 earlier, and reduces and smooths the deceleration.

[0029] On the other hand, the ground control device 100 transmits the changed arrival station 108, permitted running position 107, and operation pattern 106 to trains other than the train 109 that has experienced a brake equipment failure in order to accommodate changes in arrival stations, adjustments to headway times, and transfer connections.

[0030] The operation pattern 106 may be set as the operation time to the arrival station 108 .

[0031] In the control of each train 109 described below, the arrival station 108 and the permitted running position 107 are described as being updated simultaneously, but if it is possible for the train to run to the updated arrival station 108, such as when there is a sufficient gap between the train and the preceding train, it is possible to update only the arrival station 108 and not update the permitted running position 107.

[0032] First, the operation of the train 109 (faulty train) that transmitted the brake equipment fault information will be described.

[0033] When the ground control device 100 receives the brake device failure information 105 from the on-board control device 110, it recognizes the track location of the train 109 (failed train) that sent the brake device failure information 105. Then, using data pre-registered in the ground control device 100, the ground control device 100 determines whether the train 109 (failed train) can run based on the failure rate or normality rate of the brake device of the train 109 (failed train). For example, if the normality rate of the brake device is below a threshold value, the train 109 (failed train) cannot run.

[0034] If the train 109 (failed train) is able to continue running even after the occurrence of a brake equipment failure, the ground control device 100 searches for the arrival station 108 that is closest to the location on the line where the train 109 (failed train) transmitted the brake equipment failure information 105.

[0035] If the running permission position 107 and arrival station 108 recognized by the train 109 (failed train) are not set to the arrival station 108 closest to the on-track position, the ground control device 100 transmits the running permission position 107, arrival station 108, and operation pattern 106 to the on-board control device 110 of the train 109 (failed train) in order to stop at the nearest arrival station 108. At this time, the operation pattern 106 selected is one that is set to the maximum speed and deceleration that can reliably control the train even in the event of a brake device failure, depending on the failure rate of the brake device.

[0036] After the train 109 with a brake equipment failure (failed train) stops at the arrival station 108, the ground control device 100 may make arrangements to restrain the train for the purpose of repair. Furthermore, the ground control device 100 may transmit a new running permission position 107, arrival station 108, and operation pattern 106 to the on-board control device 110 in order to allow the train 109 (failed train) to run to the railyard. Furthermore, if a failure occurs in the brake equipment of the train 109 while the train is stopped at the arrival station 108, the ground control device 100 may make arrangements to restrain the train for the purpose of repair.

[0037] Next, we will explain the operation of a train 109 (preceding train) preceding a train 109 (failed train) in which a brake failure has occurred. In this case, the train in which a brake failure has occurred in Fig. 3 is called train 109a (failed train), and the train preceding train 109a is called train 109b (preceding train).

[0038] The ground control device 100 recognizes the track location 104b, arrival station 108b, running permission position 107b, and operation pattern 106b of train 109b (preceding train).The ground control device 100 then checks whether the operation interval between train 109a (faulted train) and the train 109 (following train) following train 109a (failed train) will increase.If the operation interval between train 109 (following train) will not increase, the ground control device 100 determines that it is better to continue the current operation, and therefore does not update the arrival station 108b, running permission position 107b, and operation pattern 106b of train 109b (preceding train).

[0039] On the other hand, if the operation interval with train 109 (following train) is likely to increase, ground control device 100 checks whether the arrival station 108 and running permission position 107 of train 109 (following train) have been updated. If the arrival station 108 and running permission position 107 of train 109 (following train) have not been updated, ground control device 100 updates only the operation pattern 106b of train 109b (preceding train) to reduce the increase in the operation interval.

[0040] Furthermore, if the arrival station 108 and running permission position 107 of the train 109 (following train) have been updated, the ground control device 100 checks whether the operation pattern 106 of the train 109 (following train) has also been updated. If the operation pattern 106 of the train 109 (following train) has not been updated and the operation interval will not increase even if the operation pattern 106b of the train 109b (preceding train) is not changed, the ground control device 100 updates only the arrival station 108b and running permission position 107b of the train 109b (preceding train).

[0041] If the operation pattern 106 of train 109 (following train) has been updated, the ground control device 100 updates the arrival station 108b, running permission position 107b, and operation pattern 106b of train 109b (preceding train). However, even if the train interval between trains is extended, if the extended operation interval can be reduced by stopping train 109a (failed train) that has experienced a brake failure at station 117 and adjusting the operation of train 109 that follows train 109a (failed train), it is not necessary to update the arrival station 108, running permission position 107, and operation pattern 106 of train 109 that runs ahead of train 109a (failed train).

[0042] Furthermore, the arrival station 108b and the running permission position 107b may be updated by stopping at the arrival station 108b that the train should have passed through originally to relieve the increased number of passengers at station 117 due to the delay of train 109a (broken train), or by changing operations to end commercial operations and passing through the arrival station 108b where the train should have stopped originally as a deadhead train. Alternatively, after stopping at the arrival station 108b, the train may not transmit the previous arrival station and running permission position, but may transmit the arrival station and running permission position in the direction opposite to the direction from which it came, and perform a turnaround operation for train 109b (preceding train).

[0043] This allows the ground control device 100 to send appropriate commands to the train 109b preceding the train 109a that has experienced a brake equipment failure, in accordance with the operating status of the continuing train 109, thereby reducing the time required to resolve the schedule disruption and alleviating congestion at stations by allowing for flexible operational changes.

[0044] Next, we will explain the operation of train 109 (following train) following train 109 (failed train) that has experienced a brake failure. In this case, in Figure 3, train 109 (failed train) that has experienced a brake failure is called train 109b (failed train), and the train following train 109b (failed train) is called train 109a (following train).

[0045] The ground control device 100 recognizes the track location 104a, arrival station 108a, running permission position 107a, and operation pattern 106a of the train 109a (continuing train). The ground control device 100 confirms whether the train 109b (broken train) has stopped at the arrival station 108 where it should have stopped.

[0046] If it is necessary for train 109a (continuing train) to stop at the arrival station 108 where train 109b (broken train) did not stop but should have, the ground control device 100 updates the arrival station 108a and running permission position 107a of train 109a (continuing train) and causes train 109a (continuing train) to stop at the arrival station 108 where train 109b (broken train) did not stop. At that time, if it is necessary to change the operating time and adjust the train headway, the ground control device 100 also updates the operation pattern 106a of train 109a (continuing train), and if it is not necessary to adjust the train headway while traveling, it updates only the arrival station 108a and running permission position 107a of train 109a (continuing train) and does not update the operation pattern 106a.

[0047] On the other hand, in cases where train 109 (preceding train) preceding train 109a (continuing train) has ceased commercial operation due to an operational change and is sent back, passing through arrival station 108 where it should have stopped, there is no need to stop at arrival station 108, so arrival station 108a and permitted running position 107a are not changed, but if it is necessary to adjust the train interval, operation pattern 106a may be changed.

[0048] Furthermore, if train 109 (preceding train), which precedes train 109a (continuing train) and continues to train 109b (broken train), is stopped at the arrival station 108 where train 109b (broken train) should have stopped, there is no need to update the arrival station 108 of train 109a (continuing train), but if it is determined that adjustment of the train interval is necessary, the operation pattern 106a is updated.

[0049] The train 109 (following train) following the train 109b (failed train) whose brake device has failed may update the arrival station 108, running permission position 107, and operation pattern 106 according to the predicted operation status, or may end commercial operation by changing operations and pass through the arrival station 108 where it should have stopped as a deadhead train. Alternatively, after stopping at the arrival station 108, the train 109 (following train) may perform a turnaround operation by transmitting the arrival station 108 and running permission position 107 in the opposite direction to the direction from which it came, without transmitting the previous arrival station 108 and running permission position.

[0050] Furthermore, if the increase in the interval between trains 109 can be prevented by stopping train 109b (failed train) whose brake equipment has failed at the arrival station 108b and then stopping it, the arrival station 108, running permission position 107, and operation pattern 106 of train 109 (continuing train) following train 109b (failed train) do not need to be updated.

[0051] This allows the ground control device 100 to send appropriate commands to the train 109a (following train) following the train 109b (failed train) that has experienced a brake equipment failure, in accordance with the operating status of the preceding train, thereby reducing the time required to resolve the schedule disruption and alleviating congestion at stations by allowing flexible operational changes.

[0052] Next, the operation of the train 109 (connecting train) running on the line section (connecting line section) connecting to the line section on which the train 109 (failed train) in which the brake device has failed will be described.

[0053] The ground control device 100 recognizes the track location, arrival station 108, running permission position 107, operation pattern 106, and connection schedule such as transfer of the train 109 (connecting train) running on the line section connecting to the line section on which the train 109 (failed train) with the brake equipment failure runs. If the train 109 (connecting train) is scheduled to connect, and the operation pattern 106 cannot be changed due to the delay caused by the brake equipment failure, the operation pattern 106 of the train 109 (connecting train) is updated.

[0054] If the connection time decreases when the current driving pattern 106 is continued to be applied, whether or not the driving pattern 106 should be updated may be determined based on the connection time.

[0055] In addition, if train 109 (connecting train) is scheduled to connect and the connection cannot be made even if the updated operation pattern 106 is applied, the operation pattern 106 of train 109 (connecting train) is not updated to prevent the occurrence of timetable disruptions.

[0056] On the other hand, if train 109 (connecting train) is not scheduled to connect, the decision as to whether to update the operation pattern 106 of train 109 (connecting train) is based on the interval between train 109 (connecting train) and the preceding or following train, regardless of the operational status of the connecting line.

[0057] In addition, if changing the operation pattern 106 of train 109 (connecting train) does not allow it to connect with the scheduled train 109 (failed train), the operation pattern 106 of a train 109 that was not scheduled to connect may be changed to connect with train 109 (failed train). This makes it possible to maximize connections to other lines, thereby reducing confusion caused by transfers, etc.

[0058] FIG. 4 is a flowchart showing an example of an automatic driving processing procedure of the on-board control device 110.

[0059] First, in step S200, the on-board control device 110 recognizes the current arrival station, running permission position, and operation pattern of the train 109. Next, in step S201, the on-board control device 110 determines whether or not a brake equipment failure has occurred on the train 109. If a brake equipment failure has occurred (step S201 YES), step S202 is executed, and if a brake equipment failure has not occurred (step S201 NO), step S203 is executed.

[0060] Next, in step S202, the on-board control device 110 determines whether the train 109 is capable of running (for example, whether the braking force is sufficient for the train to run safely). If the train is capable of running (step S202 YES), the on-board control device 110 executes step S204, and if the train is not capable of running (step S202 NO), the on-board control device 110 executes step S209.

[0061] In step S203, if no brake device failure has occurred, the on-board control device 110 determines whether the arrival station, the running permitted position, and the operation pattern have been changed. If the arrival station, the running permitted position, and the operation pattern have been changed (step S203 YES), the on-board control device 110 executes step S208, and if the arrival station, the running permitted position, and the operation pattern have not been changed (step S20 3 If NO, execute step S209.

[0062] In step S204, the on-board control device 110 determines whether the arrival station, running permission position, and operation pattern have changed when a brake device failure occurs. If the arrival station, running permission position, and operation pattern have changed (step S204 YES), the on-board control device 110 executes step S205, and if the arrival station, running permission position, and operation pattern have not changed (step S204 NO), the on-board control device 110 executes step S206.

[0063] In step S205, the on-board control device 110 recognizes the changed arrival station, running permission position, and operation pattern, and operates the train 109 according to this operation pattern. Note that the operation pattern reduces the speed limit and deceleration depending on the failure rate of the brake device. After executing step S205, the on-board control device 110 ends the automatic operation process.

[0064] In step S206, the on-board control device 110 operates the train 109 without switching from the previous arrival station and running permission position. The operation pattern involves lowering the speed limit and reducing the deceleration rate according to the failure rate of the brake device. After executing step S206, the on-board control device 110 ends the automatic operation process.

[0065] In step S207, the on-board control device 110 determines that the train 109 cannot run and stops the train. After executing step S207, the on-board control device 110 ends the automatic operation process.

[0066] In step S208, the on-board control device 110 operates the train 109 in accordance with the recognized changed arrival station, running permitted position, and operation pattern. After executing step S208, the on-board control device 110 ends the automatic operation process.

[0067] In step S209, the on-board control device 110 operates the train 109 without changing the previous arrival station, running permitted position, and operation pattern. After executing step S209, the on-board control device 110 ends the automatic operation process.

[0068] By using the above automatic operation process to change the arrival station, permitted running position, and operation pattern, automatic operation is possible even in the event of a brake equipment failure, except in cases where running is impossible, thereby reducing the impact on transportation. Furthermore, if running is impossible due to a failure, emergency stops can be made to ensure the running safety of the train.

[0069] FIG. 5 is a flowchart showing an example of an information transmission procedure from the ground control device 100 to the on-board control device 110 when brake device failure occurrence information is received.

[0070] In step S300, the ground control device 100 recognizes the on-track position received from the train 109, and transmits the arrival station, the running permission position, and the operation pattern to the train 109.

[0071] Next, in step S301, the ground control device 100 determines whether or not brake device failure information has been received from the train 109. If the ground control device 100 has received brake device failure information (step S301 YES), the ground control device 100 executes step S302, and if the ground control device has not received brake device failure information (step S301 NO), the ground control device 100 executes step S303.

[0072] In step S302, the ground control device 100 determines whether the destination of the information from the ground control device 100 is the train 109 that transmitted the brake device failure information. If the destination of the information is the train 109 that transmitted the brake device failure information (YES in step S302), the ground control device executes step S304, and if the destination of the information is not the train 109 that transmitted the brake device failure information (NO in step S302), the ground control device executes step S305.

[0073] In step S303, the ground control device 100 does not receive any brake device failure information, so it does not change the arrival station, running permitted position, or operation pattern based on the brake device failure information, and maintains the current arrival station, running permitted position, and operation pattern. After executing step S303, the ground control device 100 ends the transmission process.

[0074] In step S304, the ground control device 100 transmits the information to the on-board control device 110 of the train 109 that transmitted the brake device failure information, in accordance with the processing flow in Fig. 6, which will be described later. After executing step S304, the ground control device 100 ends the transmission processing.

[0075] In step S305, the ground control device 100 determines whether the destination of the information from the ground control device 100 is a preceding train that precedes the train 109 that transmitted the brake device failure information. If the destination of the information is a train preceding the train 109 that transmitted the brake device failure information (step S305 YES), the ground control device 100 executes step S306, and if the destination is not a preceding train (step S305 NO), the ground control device 100 executes step S307.

[0076] In step S306, the ground control device 100 transmits the information to the on-board control device 110 of the preceding train that is preceding the train 109 that transmitted the brake device failure information, in accordance with the processing flow in Fig. 7. After executing step S306, the transmission processing ends.

[0077] In step S307, the ground control device 100 determines whether the destination of the information from the ground control device 100 is a continuing train following the train 109 that transmitted the brake device failure information. If the destination of the information is a continuing train of the train 109 that transmitted the brake device failure information (step S307 YES), the ground control device 100 executes step S308, and if the destination is not a continuing train (step S307 NO), it executes step S309.

[0078] In step S308, the ground control device 100 transmits the information to the on-board control device 110 of the succeeding train of the train 109 that transmitted the brake device failure information, in accordance with the processing flow in Fig. 8. After executing step S308, the ground control device 100 ends the transmission processing.

[0079] In step S309, the ground control device 100 transmits the information to the on-board control device 110 of the train 109 traveling on a line section that has a transfer connection to the line section on which the train 109 that transmitted the brake device failure information is traveling, according to the processing flow in Fig. 9. After executing step S309, the ground control device 100 ends the transmission processing.

[0080] Using the above processing, by transmitting information from the ground control device 100 to the on-board control device 110 of each train 109, commands can be issued to each train 109, centering on the train 109 that transmitted the brake device failure information.

[0081] FIG. 6 is a flowchart showing an example of an information transmission procedure of the ground control device 100 to the on-board control device 110 of the train 109 that has transmitted the brake device failure occurrence information.

[0082] In step S400, the ground control device 100 recognizes the track location of the train 109 that has transmitted the brake device failure information.

[0083] In step S401, the ground control device 100 determines whether it is possible to set a deceleration reduction pattern according to the failure rate of the braking device (for example, whether it is possible to run the train in the same inter-station running time as under normal conditions), and if it is possible (step S401 YES), it executes step S402, and if it is not possible (step S401 NO), it executes step S405.

[0084] In step S402, the ground control device 100 determines whether or not it is necessary to update the arrival station and running permission position of the train 109. If it is necessary to update the arrival station and running permission position of the train 109 (step S402 YES), the ground control device 100 executes step S403, and if it is not necessary to update the arrival station and running permission position of the train 109 (step S402 NO), it executes step S404.

[0085] In step S403, the ground control device 100 updates the arrival station and the running permission position in the information to be transmitted from the ground control device 100 to the train 109, and changes the operation pattern to one in which the deceleration is reduced. After executing step S403, the ground control device 100 executes step S406.

[0086] In step S404, the ground control device 100 changes the operation pattern to one that reduces the deceleration without updating the arrival station and running permitted position in the information to be transmitted from the ground control device 100 to the train 109. After executing step S404, the ground control device 100 executes step S406.

[0087] In step S405, the ground control device 100 makes an emergency stop of the train 109. After executing step S405, the ground control device 100 executes step S406.

[0088] In step S406, the ground control device 100 runs the train 109 to the arrival station, and then transmits suppression information to the on-board control device 110, or transmits a new arrival station, running permission position, and operation pattern for forwarding to the depot. After executing step S406, the ground control device 100 ends the transmission process.

[0089] Using the above transmission process, the ground control device 100 can issue commands to the train 109 that has transmitted brake device failure information as to whether or not to update the arrival station and permitted running position, and whether or not to change the operating pattern. This allows the train 109 to be driven to a position where it can be evacuated without disrupting operations, without having to send the driver to the train 109, and passengers can be allowed to disembark at stations without stopping between stations as long as the train is still able to run, thereby minimizing delays on the line where the train 109 with the brake device failure is located.

[0090] FIG. 7 is a flowchart showing an example of the information transmission procedure of the ground control device 100 to the on-board control device 110 of the train 109 running ahead of the train that transmitted the brake device failure occurrence information.

[0091] First, in step S500, the ground control device 100 recognizes the track location, arrival station, running permission position, and operation pattern of the preceding train that is ahead of the train 109 that transmitted the brake device failure information. Next, in step S501, the ground control device 100 determines whether or not it is necessary to update the arrival station and running permission position of the train preceding the train 109 that transmitted the brake device failure information. Whether or not it is necessary to update the arrival station and running permission position of the preceding train is determined by determining whether or not updating the arrival station and running permission position of the preceding train will allow the preceding train to run without increasing the operating interval with following trains, including the train that transmitted the brake device failure information, or increasing congestion due to passing through stations, etc. If it is necessary to update the arrival station and running permission position (step S501 YES), the ground control device 100 executes step S502, and if it is not necessary to update the arrival station and running permission position (step S501 NO), it executes step S503.

[0092] In step S502, the ground control device 100 determines whether or not the operation pattern of the preceding train, which is ahead of the train 109 that transmitted the brake device failure information, needs to be updated. The determination of whether or not the operation pattern of the preceding train needs to be updated is made by determining whether or not the preceding train can run without increasing the operating interval with following trains, including the train that transmitted the brake device failure information, if the preceding train updates its operation pattern and runs. If the operation pattern needs to be updated (step S502 YES), the ground control device 100 executes step S504, and if the operation pattern does not need to be updated (step S502 NO), the ground control device 100 executes step S505.

[0093] In step S503, the ground control device 100 determines whether or not the operation pattern of the preceding train that is ahead of the train that transmitted the brake device failure information needs to be updated. The purpose of the determination in step S503 is the same as that in step S502. If the operation pattern needs to be updated (step S503 YES), step S506 is executed, and if the operation pattern does not need to be updated (step S503 NO), step S507 is executed.

[0094] In step S504, the ground control device 100 updates the arrival station and running permission position in the information to be transmitted from the ground control device 100 to the preceding train, and changes the operation pattern. After executing step S504, the ground control device 100 ends the transmission process.

[0095] In step S505, the ground control device 100 updates the arrival station and running permission position in the information to be transmitted from the ground control device 100 to the preceding train, but does not change the operation pattern. After executing step S505, the ground control device 100 ends the transmission process.

[0096] In step S506, the ground control device 100 changes the operation pattern for the information to be transmitted from the ground control device 100 to the preceding train, and does not update the arrival station and running permitted position. After executing step S506, the ground control device 100 ends the transmission process.

[0097] In step S507, the ground control device 100 does not update the arrival station and running permission position, nor does it change the operation pattern, in the information to be transmitted from the ground control device 100 to the preceding train. After executing step S507, the ground control device 100 ends the transmission process.

[0098] Using the above processing, the ground control device 100 issues commands to the preceding train ahead of the train 109 that transmitted the brake device failure information, asking whether to update the arrival station and running permission position and whether to change the operation pattern, thereby preventing the train ahead of the train that transmitted the brake device failure information from having an increased interval between itself and the following train. Also, if the train that transmitted the brake device failure information cancels operation at an arrival station earlier than its scheduled terminal station, the preceding train can stop at the arrival station where the train that transmitted the brake device failure information was scheduled to stop, thereby rescuing passengers at the station where the train was scheduled to stop.

[0099] FIG. 8 is a flowchart showing an example of an information transmission procedure of the ground control device 100 to the on-board control device 110 of the train 109 following the train that transmitted the brake device failure occurrence information.

[0100] First, in step S600, the ground control device 100 recognizes the track position, arrival station, running permission position, and operation pattern of the following train following the train that transmitted the brake device failure information.

[0101] Next, in step S601, the ground control device 100 determines whether the train 109 that transmitted the brake device failure information has stopped at the arrival station where it should have stopped. Ta If the answer is YES in step S601, step S602 is executed. No If so (step S601 NO), step S603 is executed.

[0102] In step S602, when the train 109 that transmitted the brake device failure information passed the arrival station where it was supposed to stop or canceled its operation and did not continue, the ground control device 100 determines whether any of the following trains following the train 109 stopped at the arrival station where the train 109 was supposed to stop. If any of the following trains stopped at the arrival station where the train 109 was supposed to stop (step S602 YES), the ground control device 100 executes step S604, and if none of the following trains are stopped (step S602 NO), the ground control device 100 executes step S605.

[0103] In step S603, the ground control device 100 determines whether the train following the train 109 that transmitted the brake device failure information has an interval between the trains running before and after it that deviates from the plan and whether adjustment of the interval is necessary. If the interval deviates from the plan (step S603 YES), the ground control device 100 executes step S608, and if the interval is as set in the timetable (step S603 NO), it executes step S609.

[0104] In step S604, the ground control device 100 has completed rescuing passengers at the arrival station where the train was originally supposed to stop, so the information transmitted from the ground control device 100 to the following train does not update the arrival station and running permission position, and does not change the operation pattern. After executing step S604, the ground control device 100 ends the transmission process.

[0105] In step S605, the ground control device 100 determines whether the operation pattern of the following train, which is following the train 109 that transmitted the brake device failure information, needs to be changed due to a delay that occurs when the train 109 that transmitted the brake device failure information stops at a station where it should have stopped. If the operation pattern needs to be changed (step S605 YES), the ground control device 100 executes step S606, and if the operation pattern does not need to be changed (step S605 NO), the ground control device 100 executes step S607.

[0106] In step S606, since a delay will occur if the train 109 that transmitted the brake device failure information stops at the station where it should have stopped, the ground control device 100 updates the arrival station and running permission position in the information transmitted from the ground control device 100 to the following train, and also changes the operation pattern. After executing step S606, the ground control device 100 ends the transmission process.

[0107] In step S607, the ground control device 100 stops the train 109 that transmitted the brake device failure information at the station where it should have stopped, but since no delay will occur, the information transmitted from the ground control device 100 to the following train updates the arrival station and the running permission position, but does not change the operation pattern. After executing step S607, the ground control device 100 ends the transmission process.

[0108] In step S608, the ground control device 100 does not need to stop the train 109 that transmitted the brake device failure information at the station where it should have stopped, but because it is necessary to adjust the operating interval with the trains running in front and behind, the information transmitted from the ground control device 100 to the following train does not update the arrival station and permitted running position, but only changes the operation pattern. After executing step S608, the ground control device 100 ends the transmission process.

[0109] In step S609, the ground control device 100 does not need to stop the train 109 that transmitted the brake device failure information at the station where it should have stopped, and there is no need to adjust the operating interval with the trains running before and after it, so the information transmitted from the ground control device 100 to the following train does not update the arrival station and running permission position, and does not change the operating pattern. After executing step S609, the ground control device 100 ends the transmission process.

[0110] Using the above processing, the ground control device 100 can issue commands to the following train of the train 109 that transmitted the brake device failure information to update the arrival station and permitted running position and to change the operation pattern, thereby making it possible to stop the following train at the station where the train 109 that transmitted the brake device failure information was originally supposed to stop, thereby rescuing passengers who were scheduled to board. Also, it is possible to adjust the operating time to resolve timetable disruptions and alleviate passenger congestion by maintaining train intervals at equal intervals.

[0111] FIG. 9 is a flowchart showing an example of an information transmission procedure of the ground control device 100 to the on-board control device 110 of a train running on a line section connected to the line section on which the train 109 that transmitted the information on the occurrence of a brake device failure runs.

[0112] First, in step S700, the ground control device 100 recognizes the on-line location, arrival station, permitted running position, and operation pattern of a train (hereinafter referred to as the "connecting train") running on a line section connecting to the line section on which the train 109 (hereinafter referred to as the "failed train") that transmitted the brake equipment failure information runs. Next, in step S701, the ground control device 100 determines whether there is a connecting train scheduled to connect with a train 109 running on the same track as the failed train. If there is a connecting train (step S701 YES), the ground control device 100 executes step S702, and if there is no connecting train (step S701 NO), the ground control device 100 executes step S703.

[0113] In step S702, the ground control device 100 determines whether or not the failed train can connect with the connecting train that is scheduled to connect for transfer while traveling on the track section where the failed train is traveling. If the failed train can connect with the connecting train that is scheduled to connect (step S702 YES), the ground control device 100 executes step S704, and if the failed train cannot connect with the connecting train that is scheduled to connect (step S702 NO), the ground control device 100 executes step S705.

[0114] In step S703, the ground control device 100 determines whether the trains running on the track section connected to the track section on which the failed train runs have an interval between them and the trains running before and after them that deviates from the plan, and whether it is necessary to adjust the interval between them. If the interval between them deviates from the plan (step S703 YES), the ground control device 100 executes step S706, and if the interval between them is as set in the timetable (step S703 NO), it executes step S707.

[0115] In step S704, the ground control device 100 determines whether it is necessary to change the operation pattern of the connecting train in order to connect with the failed train that is scheduled to make a transfer connection. If it is necessary to change the operation pattern of the connecting train (step S708 YES), the ground control device 100 executes step S708, and if it is possible to make a transfer connection without changing the operation pattern (step S708 NO), the ground control device 100 executes step S709.

[0116] In step S705, the ground control device 100 determines whether the connecting train to be transferred has departed from the arrival station where the connection is scheduled, or whether the connecting train to be transferred is delayed, and waiting for the connection will cause a disruption to the schedule on the connecting line, and therefore does not make the connection or change the operation pattern. After executing step S705, the ground control device 100 ends the transmission process.

[0117] In step S706, the ground control device 100 changes only the operation pattern of the connecting train, without updating the arrival station and the running permission position, because the connecting train running on the line section connected to the line section on which the failed train runs needs to adjust the running interval with the trains running before and after it. After executing step S706, the ground control device 100 ends the transmission process.

[0118] In step S707, the ground control device 100 transmits to the connecting train information that does not update the arrival station and running permission position, nor does it change the operation pattern, because the connecting train running on the line section that connects to the line section on which the failed train runs does not need to adjust the running interval with the trains running before and after it. After executing step S707, the ground control device 100 ends the transmission process.

[0119] In step S708, the ground control device 100 changes only the operation pattern, without updating the arrival station and running permission position, in the information transmitted from the ground control device 100 to the connecting train, because the connection with the connecting train that the transfer is scheduled to be made to requires a change in operating time due to a change in operating pattern. After executing step S708, the ground control device 100 executes step S710.

[0120] Next, in step S709, the ground control device 100 determines that the connecting train to which the transfer is planned can be connected without changing the operation pattern, and therefore the information transmitted from the ground control device 100 to the connecting train does not update the arrival station and running permission position, and does not change the operation pattern. After executing step S709, the ground control device 100 ends the transmission process.

[0121] In step S710, the ground control device 100 adjusts the headway when the train waiting to connect with the train to which the transfer is scheduled to be made stops at the arrival station. After executing step S710, the ground control device 100 ends the transmission process.

[0122] Using the above processing, the ground control device 100 can issue commands to trains 109 running on lines connected to the line on which the train 109 that transmitted the brake device failure information is running, to update the arrival station and permitted running position and to change the operation pattern, thereby enabling connections with scheduled connecting trains to be made without causing any disruption to the timetable.

[0123] In the above-described embodiment, the ground control device receives failure information including the brake device failure rate and the track position from the on-board control device of the failed train whose brake device has failed, and selects an operation pattern that takes the brake device failure rate into consideration by searching a database for an appropriate train operation pattern (target run curve) and operating time that the train can run based on the relationship between the brake device failure rate and the train's speed limit and deceleration reduction rate.The ground control device then outputs operation commands, including arrival stations, available running positions, and operation patterns that allow each train to run and maintain optimal train intervals, or emergency stop commands, to the on-board control devices of the failed train, the trains preceding and following the failed train, and each train running on the track connecting to trains running on the same track as the failed train.

[0124] Therefore, according to the above-described embodiment, when a train with a brake failure is on the line, it is possible to continue safe operation while converging delays in the group of trains and reducing the impact on passengers. Furthermore, by updating the running permission positions, arrival stations, and operation patterns of the failed train, preceding train, following train, and connecting train according to their on-line positions and operating conditions, it is possible to automatically operate each train as if the brake equipment were normal, while reducing timetable disruptions and the impact on passenger movement.

[0125] Several specific modifications are listed below, but the present invention may further combine these modifications.

[0126] The ground control device 100 may perform control to output (screen output or audio output) the location of the failed train whose brake equipment has failed, whether passengers can get on or off the failed train, or the delay time of the failed train from an output device in the station where the failed train is scheduled to stop, an output device in the failed train, or an output device of the traffic management system. This allows passengers who are on or planning to board the failed train, and the traffic system manager at the control center, to understand the status of the failed train and take appropriate action.

[0127] When a train with a failed brake device arrives at a running permission position or a predetermined arrival station and a railcar depot is located within a predetermined short distance (for example, within a range where the failed train can run), the ground control device 100 may instruct the on-board control device 110 of the failed train to forward the failed train to the railcar depot. As a result, the failed train is forwarded to the railcar depot in accordance with the instruction and can undergo repairs, etc.

[0128] The ground control device 100 may control the output (screen output or audio output) of the failure rate of the failed train whose brake device has failed, the brake device at the failed location on the train, or the operation pattern from the output device of the on-board control device 110 in the failed train, the output device of the traffic management system, or the output device of the rolling stock depot. This allows the driver of the failed train, the traffic system manager at the rolling stock control center, and the inspection staff at the rolling stock depot to understand the condition of the failed train and take appropriate action.

[0129] The selection and change of the operation pattern of a train whose brake equipment has failed, and the calculation of the abnormality speed limit and abnormality braking force, may be performed by the on-board control device 110 of the failed train, rather than the ground control device 100. In this case, the on-board control device 110 has a database in which a plurality of candidate operation patterns are registered in advance, and acquires the candidate operation patterns from this database, or acquires the candidate operation patterns from the ground control device 100 as needed. The on-board control device 110 selects an operation pattern from the candidate operation patterns in accordance with steps S300, S301, S303, and S304 of Fig. 5 (processing flow of Fig. 6) (processing in accordance with steps S302 and S305 to S309 is not executed).

[0130] The operation pattern is not limited to being selected based on the failure rate, but may also be selected based on the failure rate and the train occupancy rate obtained from the on-board control device 110. Even if the brake device fails, the train may still be able to run depending on the train occupancy rate. Therefore, the brake force (torque) in an abnormal state is calculated based on a combination of the brake device failure rate and the occupancy rate, the brake force in a normal state when the train's brake device is not faulty is changed to the brake force in an abnormal state, and a corresponding operation pattern is selected based on the brake force in the abnormal state. In this way, the operation pattern can be determined taking both the failure rate and the occupancy rate into consideration. Note that the calculation of the brake force in an abnormal state and the selection of the operation pattern corresponding to the brake force in the abnormal state may be performed by the ground control device 100 or the on-board control device 110.

[0131] The processes based on the failure rate of the brake equipment of the train described in the above embodiment may be performed based on the failure rate and the occupancy rate of the train. For example, the determination of whether or not the train can run in step S202 in Fig. 4, the processes of "reducing the speed limit and reducing the deceleration rate according to the failure rate of the brake equipment" in steps S205 and S206, and the determination in step S401 in Fig. 6 may be performed based on the failure rate of the brake equipment and the occupancy rate of the train.

[0132] The permitted running positions and arrival stations may be updated by a traffic control system connected to the ground control device based on timetable information. Also, instead of receiving brake device failure information from the information management device, the on-board control device may monitor whether the required amount of brake torque is being generated, and detect a brake device failure if the brake torque is less than required. Alternatively, a brake device failure may be detected if the deceleration during braking while the train is in operation falls below a preset threshold.

[0133] The present invention is not limited to the above-described embodiments, and various changes and modifications may be made by those skilled in the art within the scope of the technical ideas disclosed in the present invention, and various modifications are included. Furthermore, the above-described embodiments are examples given to clearly explain the present invention, and the present invention is not necessarily limited to those having all of the described configurations. Furthermore, it is possible to add, delete, or replace part of the configuration of the above-described embodiments with other configurations. [Explanation of symbols]

[0134] S: train control system, 100: ground control device, 109: train, 110: on-board control device

Claims

1. A train control system having an on-board control device mounted on a train moving on a track and controlling the train, and a ground control device arranged on the ground and controlling the train together with the on-board control device, capable of linking through mutual communication, The on-board control device includes: a position acquisition unit that acquires the current position of the train; an on-board control unit that transmits the on-rail position of the train acquired by the position acquisition unit to the ground control device, receives from the ground control device a travelable route of the train based on the on-rail position and a running permitted position indicating a position at which the train can run within the travelable route, and controls the train to run at or below a predetermined speed limit based on an operation pattern indicating a control pattern of the train for the running permitted position, The ground control device a trackside control unit that receives the on-rail position from the on-rail control device, calculates the travelable route and the travel-permitted position based on the on-rail position, and transmits the travel-permitted position to the on-rail control device; The on-board control unit monitor the state of the brake devices mounted on the train, and calculate a failure rate, which is the proportion of brake devices in a faulty state among the brake devices; controlling the train to be equal to or lower than the normal speed limit, which is the speed limit of the train when all of the brake devices are normal, and the abnormal speed limit, which is a speed calculated based on the failure rate; changing the braking force of the train cars from the normal braking force to an abnormal braking force calculated based on the normal braking force, which is the braking force when the brake device is not malfunctioning, and the failure rate; the device for calculating the emergency speed limit and the emergency braking force is the ground control device, The ground control unit selecting a selectable driving pattern based on the abnormal-state speed limit and the abnormal-state braking force from among a plurality of pre-registered driving pattern candidates, and determining, from among the selected candidates, a driving pattern that is closest to the driving pattern based on the normal-state speed limit and the normal-state braking force; The on-board control device includes: The train is controlled to be equal to or less than the emergency speed limit based on the operation pattern determined by the ground control unit. A train control system characterized by:

2. A train control system having an on-board control device mounted on a train moving on a track and controlling the train, and a ground control device arranged on the ground and controlling the train together with the on-board control device, capable of linking through mutual communication, The on-board control device includes: a position acquisition unit that acquires the current position of the train; an on-board control unit that transmits the on-rail position of the train acquired by the position acquisition unit to the ground control device, receives from the ground control device a travelable route of the train based on the on-rail position and a running permitted position indicating a position at which the train can run within the travelable route, and controls the train to run at or below a predetermined speed limit based on an operation pattern indicating a control pattern of the train for the running permitted position, The ground control device a trackside control unit that receives the on-rail position from the on-rail control device, calculates the travelable route and the travel-permitted position based on the on-rail position, and transmits the travel-permitted position to the on-rail control device; The on-board control unit monitor the state of the brake devices mounted on the train, and calculate a failure rate, which is the proportion of brake devices in a faulty state among the brake devices; controlling the train to be equal to or lower than the normal speed limit, which is the speed limit of the train when all of the brake devices are normal, and the abnormal speed limit, which is a speed calculated based on the failure rate; changing the braking force of the train cars from the normal braking force to an abnormal braking force calculated based on the normal braking force, which is the braking force when the brake device is not malfunctioning, and the failure rate; the device for calculating the abnormality-time speed limit and the abnormality-time braking force is the on-board control device, The on-board control unit selecting a selectable driving pattern based on the abnormal-state speed limit and the abnormal-state braking force from among a plurality of pre-registered driving pattern candidates, and determining, from among the selected candidates, a driving pattern that is closest to the driving pattern based on the normal-state speed limit and the normal-state braking force; The train is controlled to be equal to or less than the emergency speed limit based on the determined operation pattern. A train control system characterized by:

3. 3. The train control system according to claim 1 or 2, The device comprises: determining whether the train is capable of running based on the failure rate, and when it is determined that the train is not capable of running, determining to make an emergency stop of the train; The on-board control device brings the train to an emergency stop according to the decision. A train control system characterized by:

4. 3. The train control system according to claim 1 or 2, The ground control device The on-board control device of the failed train in which the brake device has failed calculates and transmits to the on-board control device of the failed train the travelable route of the failed train and the travel permitted position corresponding to the travelable route for restraining or sending the failed train after handling passengers to an arbitrary station. A train control system characterized by:

5. 3. The train control system according to claim 1 or 2, The ground control device The on-board control devices of the trains other than the failed train in which the brake device has failed calculate and transmit to the on-board control devices the possible travel route of the train that will not cause any problems for passengers getting on or off the train at predetermined stations and the permitted travel positions corresponding to the possible travel route. A train control system characterized by:

6. 3. The train control system according to claim 1 or 2, The ground control device The operation pattern for adjusting the operating time of the train other than the train in which the brake device has failed is selected and transmitted to the on-board control device of the train other than the train in which the brake device has failed. A train control system characterized by:

7. 3. The train control system according to claim 1 or 2, The ground control device The system controls the output of the location of the train whose brake device has failed, whether passengers can board or disembark from the failed train, or the delay time of the failed train from an output device in a predetermined station, an output device in the failed train, or an output device in the traffic management system. A train control system characterized by:

8. 3. The train control system according to claim 1 or 2, The ground control device When a train with a malfunctioning brake device arrives at the travel permission position or a predetermined arrival station and a vehicle depot is located within a predetermined short distance, an instruction is given to the on-board control device of the malfunctioning train to forward the malfunctioning train to the vehicle depot. A train control system characterized by:

9. 3. A train control system according to claim 1 or 2, The ground control device The failure rate, the failure location, or the operation pattern of the failed train in which the brake device has failed is controlled to be output from an output device of the on-board control device in the failed train, an output device of the operation management system, or an output device of the train depot. A train control system characterized by:

10. An on-board control device provided in the train control system according to claim 1 or 2.

11. A train control method executed by a train control system having an on-board control device mounted on a train moving on a track and controlling the train, and a ground control device located on the ground and controlling the train together with the on-board control device, capable of coordinating through mutual communication, comprising: The on-board control device Acquire the current position of the train; transmitting the acquired on-track position of the train to the ground control device, receiving from the ground control device a travelable route of the train based on the on-track position and a travel permitted position indicating a position at which the train can travel within the travelable route, and controlling the train to a speed equal to or less than a predetermined speed limit based on an operation pattern indicating a control pattern of the train for the travel permitted position; The ground control device receiving the on-rail position from the on-board control device, calculating the travelable route and the travel-permitted position based on the on-rail position, and transmitting the travel-permitted position to the on-board control device; The on-board control device monitor the state of the brake devices mounted on the train, and calculate a failure rate, which is the proportion of brake devices in a faulty state among the brake devices; controlling the train to be equal to or lower than the normal speed limit, which is the speed limit of the train when all of the brake devices are normal, and the abnormal speed limit, which is a speed calculated based on the failure rate; changing the braking force of the train cars from the normal braking force to an abnormal braking force calculated based on the normal braking force, which is the braking force when the brake device is not malfunctioning, and the failure rate; the device for calculating the emergency speed limit and the emergency braking force is the ground control device, The ground control device selecting a selectable driving pattern based on the abnormal-state speed limit and the abnormal-state braking force from among a plurality of pre-registered driving pattern candidates, and determining, from among the selected candidates, a driving pattern that is closest to the driving pattern based on the normal-state speed limit and the normal-state braking force; The on-board control device The train is controlled to be equal to or less than the emergency speed limit based on the operation pattern determined by the ground control device. A train control method characterized by comprising each process.

12. A train control method executed by a train control system having an on-board control device mounted on a train moving on a track and controlling the train, and a ground control device located on the ground and controlling the train together with the on-board control device, capable of coordinating through mutual communication, comprising: The on-board control device Acquire the current position of the train; transmitting the acquired on-track position of the train to the ground control device, receiving from the ground control device a travelable route of the train based on the on-track position and a travel permitted position indicating a position at which the train can travel within the travelable route, and controlling the train to a speed equal to or less than a predetermined speed limit based on an operation pattern indicating a control pattern of the train for the travel permitted position; The ground control device receiving the on-rail position from the on-board control device, calculating the travelable route and the travel-permitted position based on the on-rail position, and transmitting the travel-permitted position to the on-board control device; The on-board control device monitor the state of the brake devices mounted on the train, and calculate a failure rate, which is the proportion of brake devices in a faulty state among the brake devices; controlling the train to be equal to or lower than the normal speed limit, which is the speed limit of the train when all of the brake devices are normal, and the abnormal speed limit, which is a speed calculated based on the failure rate; changing the braking force of the train cars from the normal braking force to an abnormal braking force calculated based on the normal braking force, which is the braking force when the brake device is not malfunctioning, and the failure rate; the device for calculating the abnormality-time speed limit and the abnormality-time braking force is the on-board control device, The on-board control device selecting a selectable driving pattern based on the abnormal-state speed limit and the abnormal-state braking force from among a plurality of pre-registered driving pattern candidates, and determining, from among the selected candidates, a driving pattern that is closest to the driving pattern based on the normal-state speed limit and the normal-state braking force; The train is controlled to be equal to or less than the emergency speed limit based on the determined operation pattern. A train control method characterized by:

Images