Train Control System

Abstract

The purpose of the present invention is to provide a train control system that, when an abnormality occurs in a train, causes the train to travel by means of automatic operation to an abnormality time travelable position. Therefore, the train control system according to the present invention is provided with an onboard or ground control device for controlling a train moving along a prescribed route, and an onboard or ground security device for managing the speed limit of the train. When an abnormality occurs, the system controls the train such that said train travels to an abnormality time travelable position, said position being determined on the basis of the travel-permitted position of the train immediately before the abnormality occurred. In particular, the train can travel to an abnormality time travel-permitted position at or below an emergency speed limit. Furthermore, the onboard control device is provided with: an obstacle detecting unit that detects an obstacle on the path ahead; and an inter-train communication unit whereby a preceding or following train communicates with the train. When an abnormality occurs, a train can travel beyond an abnormality time travel-permitted position to an emergency operation time travel-permitted position at or below an emergency operation speed limit.

Description

[Technical Field]

[0001] The present invention relates to a train control system for automatically operating a train. [Background technology]

[0002] In conventional automatic train operation, safety management such as setting speed limits and monitoring for exceeding the speed limit is performed by an ATC (Automatic Train Control) device, which is a safety device, while operation management such as operating patterns and speed control is performed by an ATO (Automatic Train Operation) device, which is a control device. However, if an abnormality occurs, such as an inability to receive ATC messages, an emergency stop occurs due to no ATC signal, preventing the train from running. If a qualified crew member (driver) is operating the train, emergency operation instructions can be issued to each train, and the train can be manually evacuated to the nearest station, or the crew can guide evacuation if the train stops between stations. However, with driverless automatic operation, if an abnormality occurs, the train will apply the emergency brake to stop and will not be able to move under its own power, leaving passengers stranded on the train for an extended period of time. Furthermore, since there is no crew member present, there is a risk that passengers will operate the door cocks arbitrarily and get off onto the tracks, resulting in contact with the train and secondary injuries.

[0003] For example, Patent Document 1 discloses a method for preventing a situation in which a following vehicle becomes stranded between stations when a vehicle that cannot normally run occurs. According to Patent Document 1, when a vehicle that cannot normally run occurs ahead of a station that has multiple vehicle stopping areas, the vehicle following the vehicle that cannot normally run can be evacuated to one of the multiple vehicle stopping areas, so that even when a vehicle that cannot normally run occurs due to, for example, a breakdown, the following vehicle can stop at the nearest station, thereby preventing the following vehicle from becoming stranded between stations. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-359089 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the device disclosed in Patent Document 1 has the problem that if an abnormality occurs in the train, the train will stop at a location other than the station, and the train will not be able to stop at the nearest station unless a crew member heads to the train and operates it. Therefore, there is a need for control that allows the train to approach the nearest station, stop at the nearest station, or withdraw from the station so that the following train can stop after passengers have disembarked at the nearest station, by automatically operating the train as far as possible to a position where it is still possible to run at that time, even if an abnormality occurs in the train. Therefore, an object of the present invention is to provide a train control system that automatically drives a train to a position where it can run in the event of an abnormality when an abnormality occurs. [Means for solving the problem]

[0006] To solve this problem, one representative train control system of the present invention comprises an on-board or ground control device that controls trains moving on a predetermined route, and an on-board or ground safety device that manages the train's speed limit, and when an abnormality occurs, controls the train to travel to a position where it is allowed to travel in an abnormal situation, which is determined based on the train's permitted traveling position immediately before the abnormality occurred. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a train control system that automatically drives a train to a safe position in the event of an abnormality when an abnormality occurs. This allows for flexible response to abnormalities, for example, by stopping the train at the nearest station to allow passengers to evacuate, or by running the train to the nearest station to allow a crew member to quickly accompany the train. Problems, configurations, and effects other than those described above will become apparent from the following description of the preferred embodiments. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a train control system according to a first embodiment of the present invention. [Figure 2] FIG. 2 shows train permitted running positions, operation pattern speeds, etc. under normal conditions. [Figure 3] FIG. 3 shows the train's possible running positions and operation pattern speeds when a safety abnormality occurs. [Figure 4] FIG. 4 is a diagram showing the possible running positions of a train when a control abnormality occurs. [Figure 5] FIG. 5 is a flowchart showing an example of an automatic driving processing procedure of the on-board control device when an abnormality occurs. [Figure 6] FIG. 6 is a flowchart showing an example of control by the on-board control device for a stopped train with no passengers when an abnormality occurs. [Figure 7] FIG. 7 is a flowchart showing an example of control by the on-board control device for a running train with no passengers when an abnormality occurs. [Figure 8] FIG. 8 is a flowchart showing an example of control by the on-board control device for a stopped train with passengers when an abnormality occurs. [Figure 9] FIG. 9 is a flowchart showing an example of control by the on-board control device for a moving train with passengers when an abnormality occurs. [Figure 10] FIG. 10 is a diagram showing a schematic configuration of a train control system according to the second embodiment of the present invention. [Figure 11] FIG. 11 is a diagram showing the positions where trains can run during emergency operation when a safety abnormality occurs, emergency operation speed limits, etc. in the second embodiment. [Figure 12] FIG. 12 is a diagram showing the allowable running positions of the train during emergency operation and the emergency operation speed limit when a control abnormality occurs in the second embodiment. [Figure 13] FIG. 13 is a diagram showing transmission and reception between a train running between stations and a preceding train stopped at a station during an emergency operation. [Figure 14] FIG. 14 is a flowchart showing an example of an obstacle detection process in the train control system according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The present disclosure is not limited to the embodiments. In the drawings, the same parts are designated by the same reference numerals. 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. 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.

[0010] In this disclosure, if A is located ahead of the train in the direction of travel, "outside" A means the side closer to A (the side toward the train), and "inside" A means the side farther from A (the side opposite the train).

[0011] [First embodiment] Fig. 1 is a diagram showing the schematic configuration of a train control system according to a first embodiment of the present invention. As shown in Fig. 1, the train control system is composed of a ground system and an on-board system. Fig. 2 is a diagram showing the permitted running positions and operation pattern speeds of trains under normal circumstances. The diagram shows the relationship between the permitted running route 112b, the permitted running position 106, the operation pattern speed 105b, the speed limit 110b up to the stopping limit point 111, and the running route 112a for a train 113 running under normal circumstances.

[0012] The train control system particularly includes a ground control device 100, a ground safety device 104, and an on-board control device 115 and on-board safety device 114 mounted on a train 113 traveling on a track 120. The ground control device 100 and the on-board control device 115 transmit and receive control information necessary for controlling the automatic operation of the train (hereinafter also referred to as "control communication"), and the on-board control device 115 controls the actual running of the train mainly based on instructions from the ground control device 100. These control devices are also referred to as ATO devices, and the on-board control device 115 in particular is sometimes referred to as the ATO device. Similarly, the ground safety device 104 and the on-board safety device 114 transmit and receive safety information necessary for safe operation, such as train speed limits, to each other (hereinafter also referred to as "safety communication"). These safety devices are also referred to as ATC devices.

[0013] The ground control device 100 has a ground control unit 101, a ground communication unit 102, and a running track section database 103, and is connected to a ground safety device 104. The ground control unit 101 calculates a running permitted position 106 indicating a running permitted position within a running route 112b of a train 113 under normal conditions, a running permitted position 108a under abnormal conditions, and an operation pattern 105a when running between stations. The running permitted position 106 under normal conditions (hereinafter sometimes simply referred to as a "running permitted position") refers to a position set as a position where the train can safely stop at a given point in time, and is updated over time. The running permitted position 108a under abnormal conditions refers to a position set as a position where the train can proceed when an abnormality occurs (described below). The ground communication unit 102 has a function of transmitting information calculated by the ground control unit 101 to the on-board control device 115. The running line section database 103 is a database for managing the track position 109 of the train 113.

[0014] The on-board control device 115 has an on-board communication unit 116, an on-board control unit 117, and a position acquisition unit 118, and is connected to the on-board safety device 114. The on-board communication unit 116 communicates with the ground control device 100 via the ground communication unit 102 to send and receive control information. The on-board control unit 117 controls the operation of the train 113 at a speed less than the speed limit 110a and a speed that is 0 km / h at the running permitted position 106, based on the arrival station 107a, the running permitted position 106, and the operation pattern 105a. The position acquisition unit 118 acquires the on-track position of the train 113.

[0015] Next, we will explain what happens when a safety device breaks down or a communication failure such as a cutoff in safety communications occurs (hereinafter, also referred to as a "safety abnormality"). FIG. 3 is a diagram showing the allowable running position and operation pattern speed of a train when a safety abnormality occurs. When a safety abnormality occurs, the speed limit for a running train 113 is changed from a normal speed limit 110b to an abnormal speed limit 110c (e.g., 0 km / h), and accordingly, the operation pattern speed is also changed from a normal running pattern speed 105b to an abnormal running pattern speed 105c (e.g., 0 km / h). However, this does not apply an emergency brake and bring the train to an abnormality running position 108a at a speed equal to or less than a predetermined emergency speed limit 110d in the first embodiment, as shown in FIG. 3. Here, the allowable running position 108a when an abnormality occurs is a stopping position of the train that is determined based on the allowed running position immediately before the abnormality occurs. Basically, the travel permission position is set to the same position as the travel permission position or further inward (farther from the train), and in some cases, it may be set to a position further outward (toward the train). When stopping inside or outside the travel permission position, the on-board control device 115 follows instructions from the ground. The use of the travel permission position as a reference is based on the assumption that the train should be able to travel up to the travel permission position 106 received during normal operation immediately before the occurrence of an abnormality, even immediately after the occurrence of an abnormality. The emergency speed limit 110d is calculated with safety in mind based on the information on the abnormality-related travel permission position 108a previously received by the on-board control device 117 from the ground control device 100 and stored in the memory unit 119. When an abnormality occurs, the train 113 can travel as close as possible to the arrival station 107a in accordance with the emergency speed limit. For example, a train traveling at 70 km / h may stop at an abnormality-related travel permission position in accordance with the emergency speed limit of 5 to 10 km / h after an abnormality occurs.

[0016] Next, we will explain what happens when the ground control device 100 breaks down or when a communication failure such as a cutoff in control communications occurs (hereinafter, also referred to as a "control abnormality"). Figure 4 is a diagram showing the train's allowable running position under abnormal conditions when a control abnormality occurs. When a control abnormality occurs, the latest operation pattern cannot be received. Therefore, as in the case of a safety abnormality, based on the assumption that it should be possible to run to the run-permitted position 106 that was received under normal circumstances even immediately after the occurrence of an abnormality, the train runs to the allowable running position under abnormal conditions 108a at a speed equal to or less than the predetermined emergency speed limit 110d. Figure 4 shows the case where the allowable running position under abnormal conditions 108a is the same as the run-permitted position 106.

[0017] <Autonomous driving processing procedure> The procedure for controlling train operation when an abnormality occurs will be described in detail using Figures 5 to 9. However, it goes without saying that the procedure is not limited to the ones listed here. In practice, the on-board control device 115 automatically controls the train according to a processing procedure pre-stored in the memory unit 119 depending on the train's status when an abnormality occurs (for example, whether there are passengers, whether the train is running or stopped, whether there are preceding or following trains, etc.), but commands from the ground or operations by the driver may also be received. Information such as the presence or absence of passengers and the presence or absence of preceding or following trains may be obtained from information transmitted from the ground, or may be obtained by input from a detection unit provided in the on-board control device 115 or by a crew member, and this information can be stored in the memory unit 119. If there are passengers, the train should stop at or as close to the station as possible to make it easier for them to disembark, and if there are no passengers or after they have disembarked, it should move as far away from the station as possible so that subsequent trains with passengers can stop and disembark. In the following description, the nearest station ahead of the train in the direction of travel will be referred to as the next station, and the nearest station behind the train will be referred to as the previous station.

[0018] FIG. 5 is a flowchart showing an example of an automatic driving processing procedure of the on-board control device 115 when an abnormality occurs. First, in step S200, the on-board control device 115 determines whether or not an abnormality has occurred in the train control system. If it determines that an abnormality has occurred (step S200 YES), it executes step S201; if it determines that no abnormality has occurred (step S200 NO), it executes step S202 and operates the train according to normal train control.

[0019] Next, from step S201 onwards, the on-board control device 115 separates the processing depending on whether or not there are passengers on board and whether or not the train is moving. If there are no passengers on board (NO in step S201) and the train is not moving (NO in step S204), step S208 is executed, and control is performed on the stopped train 113 with no passengers, according to the description of Fig. 6 described later.

[0020] On the other hand, if there are no passengers on board (step S201 NO) and the train is running (step S204 YES), step S207 is executed, and control is performed on the running train 113 with no passengers in accordance with the contents of the description of FIG. 7, which will be described later.

[0021] On the other hand, if passengers are on board (YES in step S201) and the train is not running (NO in step S203), step S206 is executed, and control is performed on the stopped train 113 with passengers in it according to the description of FIG. 8 described later.

[0022] Finally, if passengers are on board (YES in step S201) and the train is running (YES in step S203), step S205 is executed, and control is performed on the running train 113 with passengers in it according to the description of FIG. 9, which will be described later.

[0023] <No passengers, stopped> FIG. 6 is a flowchart showing an example of control by the on-board control device 115 for a stopped train 113 with no passengers when an abnormality occurs. From step S300 onwards, processing is divided depending on whether the train 113 is stopped at the station's designated stopping position, and further whether it is possible to run due to the position where it can run in an emergency. If the train is not stopped at the station's designated stopping position (NO in step S300) or is unable to run due to the position where it can run in an emergency (NO in step S302) (for example, due to some kind of trouble), step S306 is executed, and the train continues to stop between the previous and next stations until the driver takes over or the system is restored.

[0024] If the train is not stopped at the station's designated stopping position (step S300 NO) and is allowed to run due to the position where it can run under abnormal conditions (step S302 YES), step S305 is further executed to determine whether it is possible to pass the designated stopping position of the next station based on the position where it can run under abnormal conditions.If it is not possible to pass the designated stopping position of the next station based on the position where it can run under abnormal conditions (step S305 NO), step S308 is executed to run at the emergency speed limit to the position where it can run under abnormal conditions and stop between the previous and next stations before the station.

[0025] If the position where the train can run in an emergency allows the train to pass the designated stopping position of the station (YES in step S305), step S307 is executed, the train runs at the emergency speed limit to the position where the train can run in an emergency, passes the next station, and stops between the next station and the station after that.

[0026] If the train is stopped at a designated stopping position at the station (step S300 YES) and is unable to run due to an abnormal running position (step S301 NO) (for example, due to some kind of trouble), step S304 is executed and the train continues to stop at the station until the driver takes over or the system is restored.

[0027] If the train is stopped at a predetermined stop position at the station (YES in step S300) and is allowed to run due to the emergency run position (YES in step S301), step S303 is executed, the train runs at the emergency speed limit to the emergency run position, and stops between the previous and next stations. At this time, the train 113 is stopped at a position that does not interfere with the operation of subsequent trains after passengers have disembarked.

[0028] <No passengers, moving> 7 is a flowchart showing an example of control by the on-board control device 115 for a running train 113 with no passengers when an abnormality occurs. In FIG. 7, the term "running permitted position" refers to the running permitted position immediately before the abnormality occurs. In step S400, during normal automatic operation of the train 113, it is determined whether the train is scheduled to pass the next station (e.g., express or non-stop) during normal operation (timetable). If it is determined that the train is not scheduled to pass the next station (NO in step S400), the process is divided according to whether the running-permitted position is the designated stop position of the next station and whether the abnormal-condition running-permitted position is the same as the running-permitted position. If the running-permitted position is not the designated stop position of the next station (NO in step S402) or if the abnormal-condition running-permitted position and the running-permitted position are not the same (NO in step S406), step S410 is executed, and the train travels to the abnormal-condition running-permitted position at or below the emergency speed limit and then stops between the previous and next stations. Note that in step 410, since the normal-condition running-permitted position and the abnormal-condition running-permitted position are different, if the abnormal-condition running-permitted position indicates a route further ahead than the normal-condition running-permitted position, the train can travel to a position closer to the next station even if it is stopping between the same stations. This shortens the distance the driver at the next station must travel to operate the train.

[0029] If the travel-permitted position is not the predetermined stop position of the next station (step S402 NO), and the travel-permitted position in an abnormal situation is the same as the travel-permitted position (step S406 YES), step S409 is executed, and the train travels at or below the emergency speed limit to the travel-permitted position in an abnormal situation, which is the same position as the travel-permitted position, and then stops between the previous and next stations.

[0030] If the travel-permitted position is the specified stopping position of the next station (step S402 YES), and the travel-permitted position in an abnormal situation and the travel-permitted position are not the same (step S405 NO), it is determined whether the next station can be passed, and if it cannot be passed (step S408 NO), step S412 is executed, and the train travels to the travel-permitted position in an abnormal situation at or below the emergency speed limit, and then stops outside the specified stopping position of the next station.

[0031] If the train can pass the next station (YES in step S408), step S411 is executed, and the train travels at or below the emergency speed limit to a position where the train can travel in an emergency, and stops inside the next station (i.e., beyond the designated stopping position of the next station). This allows the following train to stop at the next station and passengers to disembark.

[0032] If the travel-permitted position is the predetermined stop position of the next station (step S402 YES) and the travel-permitted position in an abnormal situation is the same as the travel-permitted position (step S405 YES), step S407 is executed, and the train travels to the travel-permitted position in an abnormal situation at or below the emergency speed limit, and then stops at the predetermined stop position of the next station.

[0033] If it is determined in step S400 that there is a plan to pass the next station in normal operation (step S400 YES), the process is divided depending on whether the running permitted position is inside the predetermined stopping position of the next station. If the running permitted position is not inside the predetermined stopping position of the next station (step S401 NO), step S404 is executed, and the train runs at or below the emergency speed limit to a position where it is possible to run in an abnormal situation, and then stops between the previous and next stations or at the predetermined stopping position of the next station.

[0034] If the travel-permitted position is inside the predetermined stop position of the next station (YES in step S401), step S403 is executed, and the train travels to the emergency travel-permitted position at or below the emergency speed limit, and then stops inside the next station.

[0035] <Passenger present, stopped> FIG. 8 is a flowchart showing an example of control by the on-board control device 115 for a stopped train 113 with passengers when an abnormality occurs. From step S500 onwards, processing is divided depending on whether the train 113 is stopped at the station's designated stopping position, and further whether it is possible to run due to the position where it can run in an emergency. If the train is not stopped at the station's designated stopping position (NO in step S500) or is unable to run due to the position where it can run in an emergency (NO in step S502) (for example, due to some kind of trouble), step S506 is executed, and the driver will operate the train, or the train will continue to be stopped between the previous and next stations until the system is restored.

[0036] If the train is not stopped at the station's designated stopping position (step S500 NO) and is able to run due to the emergency run position (step S502 YES), step S505 is executed to determine whether the train can run to a position where at least one boarding / alighting door is available for passengers to use on the station platform. If the train cannot run to a position where at least one boarding / alighting door is available for passengers to use on the station platform (step S505 NO), step S508 is executed, and the train runs at or below the emergency speed limit to a position where at least one boarding / alighting door is available for passengers to use on the station platform, and stops between the previous and next stations. This allows the train to get as close as possible to the next station, shortening the distance passengers have to walk to the station.

[0037] If the train can travel to a position where at least one door is available for boarding and alighting on the station platform (YES in step S505), step S507 is executed, the train travels at or below the emergency speed limit to a position where it can travel in an emergency, and stops at the next station. After that, passengers are allowed to disembark.

[0038] If the train is stopped at a designated stopping position at the station (step S500 YES) and is unable to run due to an abnormal running position (step S501 NO) (for example, due to some kind of trouble), step S504 is executed, and after passengers disembark, the train continues to stop at the station until the driver takes over or the system is restored.

[0039] If the train is stopped at a designated stopping position at the station (YES in step S500) and is able to run due to the emergency running position (YES in step S501), step S503 is executed, passengers are allowed to disembark, and the train runs at the emergency speed limit to the emergency running position and stops between the previous and next stations.

[0040] <Passenger present, moving> 9 is a flowchart showing an example of the control of the on-board control device 115 for a running train 113 with passengers when an abnormality occurs. In FIG. 9, the term "running permitted position" refers to the running permitted position immediately before the abnormality occurs. In step S600, during normal automatic operation of the train 113, it is determined whether the train is scheduled to pass the next station (e.g., express train) during normal operation. If it is determined that the train is not scheduled to pass the next station (NO in step S600), the process is divided according to whether the running-permitted position is the designated stop position of the next station and whether the emergency running position is the same as the running-permitted position. If the running-permitted position is not the designated stop position of the next station (NO in step S602) or if the emergency running position and the running-permitted position are not the same (NO in step S606), step S610 is executed, and the train travels to the emergency running position at or below the emergency speed limit and stops between the previous and next stations. Note that in step 610, since the normal running-permitted position and the emergency running position are different, if the emergency running position indicates a route further ahead than the normal running-permitted position, the train can travel to a position closer to the next station even if it is stopping between the same stations. This shortens the distance required for the driver at the next station to head to the train to operate it or to guide passengers to safety.

[0041] If the travel-permitted position is not the predetermined stop position of the next station (step S602 NO), and the travel-permitted position in an abnormal situation is the same as the travel-permitted position (step S606 YES), step S609 is executed, and the train travels to the travel-permitted position in an abnormal situation at or below the emergency speed limit, and then stops between the previous and next stations.

[0042] If the running-permitted position is the specified stop position of the next station (YES in step S602) and the run-permitted position in an abnormal situation is not the same as the running-permitted position (NO in step S605), it is further determined whether the train can pass through the next station. If it cannot pass through the next station (NO in step S608), step S612 is executed, the train stops at the specified stop position of the next station, lets passengers off, then runs to the run-permitted position in an abnormal situation at or below the emergency speed limit, and then stops inside the specified stop position of the next station. This is to allow following trains to stop at a position close to the specified stop position of the station. Furthermore, the run-permitted position in an abnormal situation here refers to the end of the track circuit beyond the specified stop position.

[0043] Also, if the train can pass through the next station (step S608 YES), step S611 is executed, the train stops at a predetermined stop position at the next station, passengers are allowed to disembark, the train travels at the emergency speed limit to a position where the train can travel in an emergency, and then the train stops inward from the next station.

[0044] If the travel-permitted position is the predetermined stop position of the next station (step S602 YES) and the travel-permitted position in an abnormal situation is the same as the travel-permitted position (step S605 YES), step S607 is executed, and the train travels to the travel-permitted position in an abnormal situation at or below the emergency speed limit, and then stops at the predetermined stop position of the next station.

[0045] If it is determined in step S600 that the train will pass the next station (step S600 YES), the process is divided depending on whether or not the train can travel to a position where at least one platform door is available for boarding and alighting at the next station that the train is scheduled to pass. If the train cannot travel to a position where at least one platform door is available for boarding and alighting at the station that the train is scheduled to pass (step S601 NO), step S604 is executed, and the train travels at the emergency speed limit to a position where it can travel in an emergency, and then stops between the previous and next stations. This allows the train to get as close as possible to the next station.

[0046] If the train can travel to a position at the next station where it is scheduled to pass through that has at least one door that can be used for boarding and alighting on the station platform (step S601 YES), step S603 is executed, and the train stops at the next station where it is scheduled to pass through and at a position where it has at least one door that can be used for boarding and alighting on the station platform, and after passengers have disembarked, it travels at the emergency speed limit to a position where it can travel in the event of an emergency, and then stops inward from the next station.

[0047] By using the above-mentioned automatic driving process to appropriately control operation while the train is moving or stopped depending on the presence or absence of passengers, in the event of a malfunction in the ATC or ATO equipment, or a loss of communication between the ground equipment and the on-board equipment, the train will be able to run to the nearest station or nearby within a safe range, allowing passengers to evacuate without guidance and shortening the time it takes the driver to get to the train. This will reduce the impact on transportation caused by malfunctions and prevent passengers from being stuck on the train for long periods of time.

[0048] [Second embodiment] A second embodiment of the present invention will now be described. The train control system according to the second embodiment differs from the first embodiment mainly in terms of the ground control device, and the following description will focus on these differences, omitting a description of the parts that are common to the first embodiment.

[0049] Fig. 10 is a diagram showing the schematic configuration of a train control system according to a second embodiment of the present invention. The difference from Fig. 1 is that an on-board control device 115 mounted on a train 113 has an obstacle detection unit 129 and an inter-train communication unit 130.

[0050] Fig. 11 is a diagram showing the allowable running position 108b of the train 113 during emergency operation when a safety abnormality occurs, the emergency operation speed limit 110e, etc. in the second embodiment. Fig. 12 is a diagram showing the allowable running position 108b of the train 113 during emergency operation when a control abnormality occurs, the emergency operation speed limit 110e, etc. in the second embodiment. In either case, when an abnormality occurs, the on-board control device 115 causes the train 113 to run to the position 108a where emergency driving is possible, and then, if it determines that emergency driving is possible to the station 107b as a result of calculating the route 112c where emergency driving is possible, it allows the train 113 to run beyond the position 108a where emergency driving is possible to the position 108b where emergency driving is possible at or below the emergency driving speed limit 110e.

[0051] In the first embodiment, when an abnormality occurs, the train 113 travels to the emergency runway position 108a at or below the emergency speed limit 110d. However, if the next station is located a little further beyond the emergency runway position 108a and the preceding train is stopped at that station, the train 113 is forced to stop between the previous and next stations, potentially causing passengers to remain inside the train for a long time. Therefore, in the second embodiment, the obstacle detection unit 129 detects the presence or absence of obstacles in the train's path ahead, and the train 113 travels slowly beyond the emergency runway position 108a at or below the emergency runway speed limit 110e. Furthermore, if the obstacle detection unit 129 detects a train preceding the train 113, the train 113 and the preceding train communicate with each other using the train-to-train communication unit 130. The train 113 recognizes the distance between the trains from the position information of each train, allowing the train 113 to travel to the emergency runway position 108b, which is as close as possible to the preceding train. This allows train 113 to stop so that, when the preceding train is stopped at the next station, one or more doors through which passengers can disembark overlap the station platform. When a following train approaches train 113, communication is carried out between train 113 and the following train using train-to-train communication unit 130.

[0052] 13 is a diagram showing transmission and reception between train 113 traveling between stations and a preceding train stopped at station 107b during an emergency. If there is no contradiction between the self-perceived approachable distance 137 received from the preceding train and the self-perceived approachable distance 135 held by train 113, train 113 continues traveling while detecting obstacles ahead, and when they approach within a certain distance, they mutually transmit an approach warning 136. In addition, the preceding train may transmit an emergency stop command 139, and upon receiving this, train 113 immediately stops.

[0053] FIG. 14 is a flowchart showing an example of an obstacle detection process in the train control system according to the second embodiment. First, in step S700, it is determined whether there is an obstacle along the way to reach the position where travel is possible in an emergency. If there is an obstacle along the way to reach the position where travel is possible in an emergency (YES in step S700), step S705 is executed, and the vehicle travels to the obstacle and stops.

[0054] If there are no obstacles along the way to the position where the train can run in an emergency (NO in step S700), it is determined whether the train can stop at the station by running to the position where the train can run in an emergency. If the train can stop at the station by running to the position where the train can run in an emergency (YES in step S701), step S706 is executed, and the train runs to the position where the train can run in an emergency at or below the emergency speed limit and stops at the next station.

[0055] If it is not possible to stop at the station even after traveling to the position where travel is possible under abnormal conditions (step S701 NO), it is determined whether there is a switch inside the position where travel is possible under abnormal conditions and between the station. If there is a switch inside the position where travel is possible under abnormal conditions and between the station (step S702 YES), step S707 is executed, and the train travels to the position where travel is possible under abnormal conditions at or below the emergency speed limit and stops between the previous and next stations just before the switch. Because switches are difficult to detect even with the obstacle detection unit 129 and are passing points with a high risk of accidents, this makes it possible to reliably stop the train at a position where travel is possible under abnormal conditions just before the switch so as not to pass through the switch during emergency operation.

[0056] If there is no switch inside the position where travel is possible in an abnormal situation and between it and the next station (step S702 NO), step S703 is executed, and the train travels at the emergency operation speed limit to a position inside the position where travel is possible in an abnormal situation and between it and the next station, where the train will not collide with any obstacles. At this time, if it is possible to stop at the next station (step S704 YES), step S708 is executed, and the train travels at or below the emergency operation speed limit while detecting any obstacles, and stops at the next station.

[0057] If it is not possible to stop at the next station (step S704 NO), step S709 is executed, and the train travels to the nearest station at an emergency speed limit or less while detecting any obstacles, and stops between the previous and next stations.

[0058] 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. For example, in the above-described embodiment, the abnormalities are safety abnormalities and control abnormalities, but this does not prevent application to failures of devices other than safety devices and control devices, communication failures, and other abnormalities.

[0059] [Variations] Some specific modifications (alternative examples) are given below, but the present invention may further combine these modifications. For example, the obstacle detection unit may use a camera, a sensor that emits radio waves, a sensor such as a GPS that acquires location information, induced voltage in the rails, etc. Furthermore, the communication between the train-to-train communication units may use Bluetooth or infrared rays that communicate directly between the train-to-train communication units, or may use general public radio, mobile communications, leaky coaxial cables, etc. that communicate via repeaters or the like placed on the ground. [Explanation of symbols]

[0060] 100 Ground control device 101 Ground Control Unit 102 Ground Communications Department 103 Line Database 104 Ground security equipment 105a Driving Pattern 105b Normal operation pattern speed 105c Abnormal driving pattern speed 106 Driving permission position 107a Arrival Station 107b Station 108a Position where emergency driving is possible 108b Emergency operation position 109 Line location 110a Speed ​​Limit 110b Normal speed limit 110c Emergency speed limit 110d Emergency speed limit 110e Emergency driving speed limit 111 Stopping Point 112a Travel route 112b Possible route under normal conditions 112c Possible routes in case of emergency operation Train 113 114 On-vehicle security device 115 On-board control device 116 On-board communications unit 117 On-board control unit 118 Position acquisition part 119 Storage section 120 railroad track 129 Obstacle detection unit 130 Train-to-train communication unit 135 Self-recognized approachable distance 136 Proximity Warning 137 Self-recognized approach distance 138 Proximity warning 139 Emergency stop command

Claims

1. An on-board control device that controls a train based on instructions from a safety device that manages the speed of the train moving on a predetermined route, The on-board control device includes: When a safety abnormality or a control abnormality occurs, the train is controlled to run to a position where it is possible to run in an abnormal situation, which is determined based on the permitted running position of the train immediately before the abnormality occurred, and the train is controlled to run to the position where it is possible to run in an abnormal situation at a speed equal to or less than the emergency speed limit. An on-board control device characterized by:

3. The on-board control device according to claim 1, The on-board control device includes: an obstacle detection unit that detects obstacles in the path ahead; a train-to-train communication unit for communicating with a train preceding or following the train; When a safety abnormality or a control abnormality occurs, the train is controlled to travel beyond the abnormality running position to the emergency running position at an emergency operation speed not exceeding the emergency operation speed limit. An on-board control device characterized by:

4. The on-board control device according to claim 1, The control by the on-board control device is Acquire information on whether the train and the train following the train (hereinafter referred to as "following train") have passengers; stopping the train at a station and disembarking passengers from the train; the train travels to the emergency run-enabled position so as to stop the following train at the station and allow passengers of the following train to disembark; An on-board control device comprising a procedure.

5. The on-board control device according to claim 1, The control by the on-board control device is Acquire information that the train has no passengers and that the train following the train (hereinafter referred to as the "following train") has passengers; The train travels beyond the predetermined stopping position of the station to the emergency running position so as to allow the following train to stop at the station and allow passengers to disembark. An on-board control device comprising a procedure.

6. The on-board control device according to claim 1, The on-board control device is characterized in that the safety abnormality includes a case where the safety device breaks down or a communication failure occurs in safety communication.

7. The on-board control device according to claim 1, The on-board control device is characterized in that the control abnormality includes a case where a ground control device breaks down or a communication failure occurs in control communication.

8. An on-board control device according to any one of claims 1 and 3 to 7; a ground control device that transmits and receives control information used to control the train; an on-board safety device and a ground safety device that manage the speed limit of the train; A train control system comprising:

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