Train control system and train control method

Abstract

Provided is a train control system capable of placing a train in a block section for a placement target even when the block section is shorter than a virtual train length. This train control system comprises: an on-board control device provided in each train; and a ground control device for controlling travel of each train on the basis of a train on-track position of each train and an operation mode of each train. The train control system comprises a switching unit for switching an operation mode, and a correction unit for correcting a train length of a train recognized by the ground control device in accordance with the operation mode. When the switching unit switches the operation mode of the train from a first operation mode to a second operation mode, the correction unit corrects the train length of the train recognized by the ground control device so as to be shorter than the train length of the train when the train was being operated in the first operation mode within a range of the train on-track position of the train when the train was being operated in the first operation mode.

Description

Train control system and train control method

[0001] The present invention generally relates to techniques for controlling trains.

[0002] Traditionally, train intervals have been controlled using a fixed block system. In this system, predetermined sections on the track are treated as block sections, and by having only one train occupy each block section, the distance between trains is maintained, ensuring train safety. However, with the fixed block system, the exact location of each train cannot be determined, so a following train can only proceed up to the boundary of a block section where no preceding trains are present. As a result, the distance between trains depends on the length of the block section, and train operation density has reached a plateau.

[0003] In recent years, train interval control using a moving block system, in which block sections move according to the train's position, has begun. With the moving block system, the system that controls train intervals grasps the exact location of the train on the line, and the location of the train recognized by the system (virtual train) is treated as the block section. Because the block section moves in accordance with the movement of the train, it is possible to operate trains with closer intervals than with a fixed block system. Therefore, the moving block system is expected to have the effect of improving train operation density compared to a fixed block system.

[0004] A radio train control system is an example of a train control system that uses a moving block system (see Patent Document 1). The radio train control system is a train control system that uses radio technology for bidirectional communication between an on-board control device and a ground control device. The on-board control device in the radio train control system recognizes the train's location on the track based on data acquired from external devices such as ground coils installed at intervals on the track and a running distance calculated based on data acquired from sensors on the train itself. In the radio train control system, taking into account errors in the installation locations of external devices and errors in information acquired by sensors, the on-board control device recognizes the train's location on the track as the train's location by adding a correction value to the actual train's length. Therefore, the actual train is located within the train location recognized by the ground control device and the on-board control device.

[0005] Patent No. 5275962

[0006] In systems using moving blocks, such as radio-based train control systems, the train length recognized by the system (virtual train length) is longer than the actual train. Therefore, when a train stops according to the stopping limit transmitted by the ground control device, if the block section to be stored is shorter than the virtual train length, there is a problem that the train cannot be stored within the block section.

[0007] The present invention has been made in consideration of the above points, and aims to propose a train control system etc. that can store a train within a block section to be stored even if the block section is shorter than the virtual train length.

[0008] In order to solve this problem, the present invention provides a train control system comprising an on-board control device provided on each train, and a ground control device that controls the running of each train based on the train's location on the line and the operation mode of each train, wherein the operation modes include a first operation mode and a second operation mode different from the first operation mode, and the system comprises a switching unit that switches the operation modes, and a correction unit that corrects the train length of the train recognized by the ground control device in accordance with the operation mode, wherein when the train's operation mode is switched from the first operation mode to the second operation mode by the switching unit, the correction unit corrects the train length of the train recognized by the ground control device so that it is shorter than the train length of the train when operated in the first operation mode, within the range of the train's location on the line when operated in the first operation mode.

[0009] In the above configuration, when the operation mode is switched to the second operation mode, the train length of the train recognized by the ground control device is corrected to be shorter than the train length when the train was operated in the first operation mode. For example, even if the length of the block section in which the train can be stored in the first operation mode is shorter than the virtual train length, by switching the operation mode to the second operation mode, the virtual train length can be shortened, and the train can be stored in the block section.

[0010] According to the present invention, a highly convenient train control system can be realized. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments.

[0011] FIG. 1 is a diagram showing an example of a relationship between a train and a virtual train according to the first embodiment. FIG. 2 is a diagram showing an example of a train control system according to the first embodiment. FIG. 3 is a diagram showing an example of a correction value according to the first embodiment. FIG. 4 is a diagram showing an example of a storage possible section according to the first embodiment. FIG. 5 is a diagram showing an example of a mode relating to storage of a train according to the first embodiment. FIG. 6 is a diagram showing an example of a mode relating to storage of a train according to the first embodiment. FIG. 7 is a diagram showing an example of a mode relating to storage of a train according to the first embodiment.

[0012] (I) First Embodiment One embodiment of the present invention will be described in detail below, although the present invention is not limited to this embodiment.

[0013] In the train control system of this embodiment, an on-board system installed on each train (e.g., one or more railway vehicles) on the line calculates the position information of the train and transmits it to a ground system, and the ground system transmits control information to each train based on the position information of each train, and the on-board system of each train controls the train based on the control information.

[0014] The following describes a method for storing a train on a line in a storage section that is shorter than the virtual train length of the train in a train control system that uses a moving block system. For example, the train control method of this embodiment may include some or all of the following steps.

[0015] (a) First step: A step of changing the operation mode of a real train controlled by a train control system from "ATP equipment mode", which is controlled in accordance with command information for train safety issued by ATP (Automatic Train Protection) to the train, to "ATP non-equipped mode", an operation mode in which the train does not comply with command information for train safety issued by ATP to the train. (b) Second step: A step of correcting the virtual train length of a virtual train recognized in the train control system to a virtual train length (e.g., the train length of the real train) that is shorter than the virtual train length set in "ATP equipment mode", starting from the on-track position of the rear end of the real train. (c) Third step: A step of moving the real train forward to the storage stop target. (d) Fourth step: A step of correcting the position of the virtual train recognized in the train control system to the position of the real train detected by a position detection means (e.g., a ground coil, etc.). (e) Fifth step: A step of setting the operation mode of the real train to "ATP equipment mode".

[0016] In the above configuration, the virtual train length is corrected to be shorter than the virtual train length set in "ATP equipment mode", starting from the on-track position of the rear end of the actual train, so that the actual train can be stored even if the length of the block section where it can be stored is shorter than the virtual train length. In addition, for example, the ATP equipment mode is an operation mode in which the train runs on a section with ATP equipment, and the ATP non-equipment mode is an operation mode in which the train runs on a section without ATP equipment.

[0017] Next, an embodiment of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and some omissions and simplifications have been made as appropriate for clarity of explanation. The present invention can be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

[0018] In the following description, identical elements in the drawings are given the same numbers, and descriptions thereof will be omitted as appropriate. When describing elements of the same type without distinguishing between them, the common portion (the portion excluding the branch number) of the reference sign including the branch number may be used, and when describing elements of the same type while distinguishing between them, the reference sign including the branch number may be used. For example, when describing a correction value without distinguishing between them, it may be written as "correction value 102," and when describing each correction value while distinguishing between them, it may be written as "correction value 102-1," "correction value 102-2," etc.

[0019] The designations "first," "second," "third," etc. in this specification are used to identify components and do not necessarily limit the number or order. Furthermore, numbers used to identify components are used in different contexts, and numbers used in one context do not necessarily indicate the same configuration in another context. Furthermore, this does not prevent a component identified by a certain number from also serving the function of a component identified by another number.

[0020] In FIG. 1, 100 indicates as a whole a train according to a first embodiment.

[0021] In this embodiment, the length of a virtual train 110, which is the train length 101 (train length L) of the train 100 plus a correction value 102-1 (correction value X) in front of the train 100 and a correction value 102-2 (correction value Y) in the rear of the train 100, is variable within the range of "L≦L+(X+Y)".

[0022] Below, we will explain an example of storing train 100 in a storage-allowed section when the length of the section in which train 100 can be stored (storage-allowed section) is less than the length of virtual train 110, which indicates the area in which train 100 running on the line is located.

[0023] 2 is a diagram showing an example of a train control system (radio-based train control system 200) according to this embodiment. The radio-based train control system 200 includes a ground system 210 and an on-board system 220. The ground system 210 includes a ground control device 211 that controls the intervals between trains 100 on the track, and a ground radio 212. The on-board system 220 includes an on-board radio 221 that communicates wirelessly with the ground radio 212, and an on-board control device 222.

[0024] The on-board control device 222 calculates the position of the train itself and notifies the ground control device 211 of the position information of the train itself through two-way communication between the on-board radio 221 and the ground radio 212. For example, the ground control device 211 calculates the stopping limit point 202 of the train 100-2 (following train) taking into account the safety margin distance 201 from the preceding train based on the position information notified from the train 100-1 (preceding train), and notifies the following train of this as control information through wireless communication.

[0025] Furthermore, the on-board control device 222 notifies the ground control device 211 of the head position and the rear end position of the train 100 to which the correction value 102 recognized by the on-board control device 222 has been added as the train location on the track of the train 100. The ground control device 211 recognizes the head position and the rear end position of the train 100 to which the correction value 102 received from the on-board control device 222 has been added as the train location on the track of the train 100.

[0026] The on-board control device 222 notifies the track control device 211 of the train's location and operation mode information to the track control device 211. The track control device 211 recognizes the operation mode of the train 100 from the operation mode information received from the on-board control device 222.

[0027] The operation modes of the train 100 include an operation mode (ATP equipped mode) in which the on-board control device 222 controls the train 100 in accordance with a braking pattern generated so that the train can stop at the stopping limit point 202 received from the ground control device 211, and an operation mode (ATP non-equipped mode) in which the on-board control device 222 controls the train 100 so that it does not exceed a certain speed, regardless of the stopping limit point 202 received from the ground control device 211. In the ATP non-equipped mode, safety for the distance control ahead of the train is ensured by a human system, allowing the train 100 to move forward beyond the stopping limit point 202 generated by the ground control device 211.

[0028] The ground control device 211 is, for example, a computer and is configured to include a processor, a main storage device, an auxiliary storage device, etc. The functions of the ground control device 211 (such as the position detection unit and the stopping limit point creation unit) may be realized, for example, by a processor reading a program stored in the auxiliary storage device into the main storage device and executing it (software), or by hardware such as a dedicated circuit, or by a combination of software and hardware. Note that one function of the ground control device 211 may be divided into multiple functions, or multiple functions may be combined into one function. Furthermore, some of the functions of the ground control device 211 may be provided as separate functions or may be included in other functions. Furthermore, some of the functions of the ground control device 211 may be realized by another computer capable of communicating with the ground control device 211. Furthermore, each hardware component of the ground control device 211 may be one or multiple.

[0029] The position detection unit detects the position of the virtual train 110 based on, for example, the train's track position transmitted from the on-board radio 221. The stopping limit point creation unit creates the stopping limit point 202 of the train 100 based on, for example, the position of the virtual train 110.

[0030] The on-board control device 222 is, for example, a computer and includes a processor, a main storage device, an auxiliary storage device, etc. The functions of the on-board control device 222 (such as the switching unit and correction unit) may be realized, for example, by a processor reading a program stored in the auxiliary storage device into the main storage device and executing it (software), or by hardware such as a dedicated circuit, or by a combination of software and hardware. Note that one function of the on-board control device 222 may be divided into multiple functions, or multiple functions may be combined into one function. Furthermore, some of the functions of the on-board control device 222 may be provided as separate functions or may be included in other functions. Furthermore, some of the functions of the on-board control device 222 may be realized by another computer capable of communicating with the on-board control device 222. For example, the correction unit may be provided in the ground control device 211. Furthermore, each hardware component of the on-board control device 222 may be one or multiple.

[0031] The switching unit switches the operation mode. The correction unit corrects the train length of the virtual train 110 recognized by the ground control device 211 according to the operation mode.

[0032] FIG. 3 is a diagram showing an example of the correction value 102. As shown in FIG.

[0033] The on-board control device 222 takes into account the running error of the train itself, and transmits to the ground control device 211 the head position and rear end position of the train 100, which are calculated by adding a correction value 102 to the front and rear ends of the train length 101 of the train 100, as the train's track position. The correction value 102 consists of a fixed value 301 and a variable value 302. The fixed value 301 takes into account the installation error of external devices. The variable value 302 takes into account the error of information acquired by sensors. In the ATP equipment mode, the fixed value 301 does not change from a constant value. In the ATP equipment mode, the variable value 302 is extended in proportion to the running distance of the train 100, and is set to zero when the on-board control device 222 acquires information from an external device that can identify the position of the train itself.

[0034] 4 is a diagram showing an example of a storage section (a storage section 400). In FIG. 4, the train 100, which is operating in the ATP equipment mode, is traveling toward the storage section 400 in order to be stored in the storage section 400.

[0035] The ground control device 211 recognizes the front position of the train 100 plus the rear end position of the train 100, to which the correction value 102 received from the on-board control device 222 has been added, as the train's on-track position, and therefore generates a difference 410 between the front position of the virtual train 110 and the front position of the train 100, and a difference 420 between the rear end positions of the virtual train 110 and the rear end positions of the train 100. Therefore, if the length of the storage section 400 is shorter than the length of the virtual train 110, the entire train 100 cannot fit into the storage section 400, and the train 100 cannot be stored.

[0036] To prevent the above situation, the following steps (A) to (D) are shown to enable the train 100 controlled by the radio train control system 200 to be stored within the storage section 400 that is shorter than the length of the virtual train 110.

[0037] (A) Figure 5 shows a state in which a train 100 to be stored, which is running in the ATP facility mode, has stopped near the storage-enabled section 400. When the train 100 stops near the storage-enabled section 400 in the ATP facility mode, the head position of the train 100 is P １ Located at point 510.

[0038] When the train 100 is stopped in the vicinity of the storage-possible section 400 in the ATP facility mode, the on-board control device 222 of the train 100 detects that the operation mode of the train 100 is the ATP facility mode, and the head position of the train 100 is adjusted to the position (A １ the position information of the point 520), the position where the rear end position of the train 100 is added with the correction value 102-2 (B １ The ground control device 211 notifies the ground control device 211 of the train location information (position information of point 530) as the train location. The ground control device 211 determines that the operation mode of the train 100 is the ATP facility mode and that the head position of the train 100 is A １ The train 100 is at point 520, and the rear end of the train 100 is at point B. １The information that the train is at point 530 is received from the on-board control device 222 of the train 100, and the operation mode of the train 100 and the positions of the front and rear ends of the train 100 are recognized.

[0039] Here, the train 100 recognized by the ground control device 211 is a virtual train 500, and the train 100 recognized by the on-board control device 222 is a virtual train 501. In this case, the leading position of the virtual train 500 and the leading position of the virtual train 501 are both A １ The rear end positions of the virtual train 500 and the virtual train 501 are both at point B. １ Located at point 530.

[0040] (B) When the train 100, whose operation mode is set to the ATP equipment mode, is stopped near the storage section 400, the on-board control device 222 changes the operation mode of the train 100 from the ATP equipment mode to the ATP non-equipment mode in response to manual operation by a human system (e.g., the driver). The on-board control device 222 of the train 100 notifies the ground control device 211 that the operation mode of the train 100 has been changed from the ATP equipment mode to the ATP non-equipment mode. The ground control device 211 recognizes that the operation mode of the train 100 has been changed from the ATP equipment mode to the ATP non-equipment mode.

[0041] When the ground control device 211 recognizes that the operation mode of the train 100 has been changed from the ATP equipped mode to the ATP unequipped mode, the ground control device 211 changes the head position of the virtual train 500 to A as shown in FIG. １ Point 520 to A ２ The head position of the virtual train 500 after the operation mode change is changed to point 600. ２ The point 600 is the rear end position of the virtual train 500. １ The position of the rear end of the virtual train 500 recognized by the ground control device 211 is the same as the length of the train 100 (train length 101) from the point 530. Even when the operation mode of the train 100 is changed from the ATP equipped mode to the ATP non-equipped mode, the position of the rear end of the virtual train 500 recognized by the ground control device 211 is the same as the position of the rear end of the virtual train 500. １ Do not change from point 530.

[0042] When the operation mode of the train 100 is changed from the ATP equipped mode to the ATP unequipped mode, safety for the distance control ahead of the train 100 is ensured by a human system. When the operation mode of the train 100 is changed from the ATP equipped mode to the ATP unequipped mode, the rear end position of the virtual train 500 is set to B １ By not changing from point 530, the system can ensure safe interval control between train 100 and the following trains.

[0043] (C) FIG. 7 shows a case where the train 100, whose operation mode is set to the ATP non-equipment mode, moves forward and the head position of the train 100 reaches P １ Point 510 to P ２ The figure shows the state when the train 100 moves to point 710. The head position of the train 100 is P １ Point 510 to P ２ When the train 100 moves to the point 710, the head position of the train 110 recognized by the on-board control device 222 of the train 100 is A １ Point 520 to A ３ The train 100 moves to point 720. １ Point 510 to P ２ When the train 100 moves to the point 710, the rear end position of the train 100 recognized by the on-board control device 222 is set to B １ Point 530 to B ２ The virtual train 501 moves to the point 730. As a result, the virtual train 501 moves following the train 100.

[0044] The head position of the train 100 is P １ Point 510 to P ２ When the train moves to the point 710, the on-board control device 222 detects the leading position of the train 100 (A ３ 720) and the rear end position of the train 100 recognized by the device itself (B ２ The location information of the point 730 is notified to the ground control device 211 as the train location.

[0045] The ground control device 211 receives the train 100 head position from the on-board control device 222 and calculates "A ３ Point 720-A １The ground control device 211 recognizes the moving distance 701 of the virtual train 500 as "point 520 = moving distance 701". ２ A point A is a distance 701 from the point 600 in the direction of travel of the train 100. ４ The virtual train 500 moves to point 700. The rear end position of the virtual train 500 recognized by the ground control device 211 is B １ The position of the head of the virtual train 500 is not changed from point 530. ４ The present invention is not limited to a configuration in which the virtual train 500 moves to the point 700. For example, a configuration in which the head position of the virtual train 500 does not move may be adopted.

[0046] (D) Figure 8 shows the state when the train 100, whose operation mode is set to the ATP non-equipment mode, stops in the storage section 400. When the entire train 100 stops in the storage section 400, the on-board control device 222 acquires information from an external device that can identify the position of the train itself.

[0047] When the on-board control device 222 acquires information from an external device that can identify the position of the train itself, it sets the variation value 302 of the train length 311 that takes into account the correction value 102 recognized by the on-board control device 222 to zero. When the variation value 302 of the train length 311 that takes into account the correction value 102 recognized by the on-board control device 222 changes to zero, the on-board control device 222 determines that the head position is in the A ４ Point 810, the rear end position is B within the storage area 400 ４ The on-board control device 222 recognizes that the head of the train 100 is located at point A ４ At point 810, the rear end of the train 100 is at B ４ The ground control device 211 is notified that it is located at point 820.

[0048] The ground control device 211 determines whether the head position of the train 100 is A within the storage available section 400. ４ Point 810, rear end position B within storage area 400 ４ The train 100 is recognized as being located at point 820. As a result, the train 100, the virtual train 500 recognized by the ground control device 211, and the virtual train 501 recognized by the on-board control device 222 are located within the storage section 400.

[0049] According to the above configuration, the train 100 can be stored within the storage section 400.

[0050] (II) Supplementary Notes The above-described embodiment includes, for example, the following contents.

[0051] In the above-described embodiment, the present invention is described as being applied to a train control system, but the present invention is not limited to this and can be widely applied to various other systems, devices, methods, and programs.

[0052] In the above embodiment, when the ground control device 211 recognizes that the operation mode of the train 100 has been changed from the ATP equipped mode to the ATP unequipped mode, the ground control device 211 sets the head position of the virtual train 500 to A １ Point 520 to A ２ Although the case where the train 100 is changed to the point 600 has been described, the present invention is not limited to this. For example, when the ground control device 211 recognizes that the operation mode of the train 100 has been changed from the ATP equipped mode to the ATP unequipped mode, the ground control device 211 changes the head position of the virtual train 500 to A １ From point 520 to P １ The train length of the virtual train 110 may be changed to the point 510. In this manner, various modes may be included in which the train length of the virtual train 110 is shortened within the range of the train location of the train 100 when the operation mode is switched.

[0053] In the above embodiment, an ATP equipped mode and an ATP unequipped mode are provided as operation modes of the train 100, but the present invention is not limited to this. For example, other operation modes may be provided, such as a split operation mode corresponding to the handling of the train 100 when splitting, a combined operation mode corresponding to the handling of the train 100 when merging, and a shunting operation mode corresponding to the handling of the train 100 when shunting.

[0054] In the above-described embodiments, some or all of the programs may be installed from a program source into a device such as a computer that implements an on-board control device, a ground control device, etc. The program source may be, for example, a program distribution server connected via a network or a computer-readable recording medium (e.g., a non-transitory recording medium). In the above description, two or more programs may be implemented as one program, or one program may be implemented as two or more programs.

[0055] In addition, in the above description, information such as programs, tables, files, etc. that realize each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or in a recording medium such as an IC card, an SD card, or a DVD.

[0056] The above-described embodiment has the following characteristic configurations, for example.

[0057] (1) A train control system (e.g., a radio train control system 200) including an on-board control device (e.g., an on-board control device 222) provided on each train (e.g., a train 100) and a ground control device (e.g., a ground control device 211) that controls the running of each train based on the train's location on the track and the operation mode of each train, wherein the operation modes include a first operation mode (e.g., an ATP equipped mode) and a second operation mode (e.g., an ATP unequipped mode) different from the first operation mode, and wherein a switching unit (e.g., a and a correction unit (for example, an on-board control device 222, a correction unit, a computer capable of communicating with the on-board control device 222) that corrects the train length of the train recognized by the ground control device in accordance with the operation mode, and when the operation mode of the train is switched from the first operation mode to the second operation mode by the switching unit, the correction unit corrects the train length of the train recognized by the ground control device so that it is shorter than the train length of the train when operated in the first operation mode within a range of the train's location on the line when operated in the first operation mode.

[0058] In the above configuration, when the operation mode is switched to the second operation mode, the train length of the train recognized by the ground control device is corrected to be shorter than the train length when the train was operated in the first operation mode. For example, even if the length of the block section in which the train can be stored in the first operation mode is shorter than the virtual train length, by switching the operation mode to the second operation mode, the virtual train length can be shortened, and the train can be stored in the block section.

[0059] (2) The train length of the train recognized by the ground control device is a value obtained by adding a correction value (e.g., correction value 102) to the range from the front position to the rear end position of the train, and the correction value includes a first correction value (e.g., correction value 102-1) for correcting the front position of the train recognized by the ground control device and a second correction value (e.g., correction value 102-2) for correcting the rear end position of the train.

[0060] According to the above configuration, for example, the first correction value and the second correction value can be calculated separately.

[0061] (3) The first operation mode is an operation mode (e.g., ATP equipment mode) in which the on-board control device controls the train in accordance with a braking pattern generated so that the train can stop at the stopping limit point received from the ground control device, and the second operation mode is an operation mode (e.g., ATP non-equipped mode) in which the on-board control device controls the train so that it does not exceed a certain speed, regardless of the stopping limit point received from the ground control device, and when the train operation mode is switched from the first operation mode to the second operation mode by the switching unit, the correction unit corrects the train length of the train recognized by the ground control device so that it is the same as the actual train length, starting from the rear end position of the train when it was operating in the first operation mode (e.g., see Figure 6).

[0062] According to the above configuration, it is possible to store the train while ensuring the safety of the rear of the train.

[0063] (4) The switching unit switches from the first operation mode to the second operation mode in response to a manual operation (see, for example, FIG. 2).

[0064] According to the above configuration, for example, the virtual train length can be reduced by using a change in operation mode as a trigger, without obtaining position information from an external device.

[0065] (5) The correction unit is provided in the on-board control device or the ground control device (see, for example, FIG. 2).

[0066] According to the above configuration, for example, when an on-board control device calculates a correction value, the load associated with the calculation can be distributed, and when a ground control device calculates a correction value, the calculation processing can be shared, allowing hardware resources to be utilized effectively.

[0067] (6) The train length of the train recognized by the ground control device is a value obtained by adding a correction value to the range from the front end position to the rear end position of the train, and the correction value is composed of a first value indicating an error in the installation of external devices and / or a second value indicating an error in the information acquired by sensors (see, for example, Figure 3).

[0068] According to the above configuration, for example, it is possible to make corrections taking into account errors in the installation of the external device and / or errors in the information acquired by the sensors.

[0069] (7) Even if the train moves forward after the switching unit switches the train's operation mode to the second operation mode, the ground control device keeps track of the virtual train that the ground control device recognizes as the train, without following the train (see, for example, Figures 6 and 7).

[0070] According to the above configuration, for example, after switching to the second operation mode, the virtual train does not follow the real train, which reduces the processor load required to calculate the position of the virtual train and also reduces software development costs.

[0071] Furthermore, the above-described configurations may be modified, rearranged, combined, or omitted as appropriate within the scope of the present invention.

[0072] 100...Train, 101...Train length, 102...Correction value, 110...Virtual train.

Claims

1. A train control system comprising an on-board control device provided on each train, and a ground control device that controls the running of each train based on the train's location on the line and the operation mode of each train, wherein the operation modes include a first operation mode and a second operation mode different from the first operation mode, the train control system comprising: a switching unit that switches the operation modes; and a correction unit that corrects the train length of the train recognized by the ground control device in accordance with the operation mode, wherein when the train's operation mode is switched from the first operation mode to the second operation mode by the switching unit, the correction unit corrects the train length of the train recognized by the ground control device so that it is shorter than the train length of the train when operated in the first operation mode, within the range of the train's location on the line when operated in the first operation mode.

2. The train control system of claim 1, wherein the train length of the train recognized by the ground control device is a value obtained by adding a correction value to the range from the front position to the rear end position of the train, and the correction value includes a first correction value for correcting the front position of the train recognized by the ground control device and a second correction value for correcting the rear end position of the train.

3. The train control system described in claim 1, wherein the first operation mode is an operation mode in which the on-board control device controls the train in accordance with a braking pattern generated so that the train can be stopped at the stopping limit point position received by the on-board control device from the ground control device, and the second operation mode is an operation mode in which the train is controlled so that it does not exceed a certain speed regardless of the stopping limit point received by the on-board control device from the ground control device, and when the train operation mode is switched from the first operation mode to the second operation mode by the switching unit, the correction unit corrects the train length of the train recognized by the ground control device so that it becomes the same as the actual train length, starting from the rear end position of the train when it was operating in the first operation mode.

4. The train control system according to claim 1, wherein the switching unit switches from the first operation mode to the second operation mode in response to a manual operation.

5. The train control system according to claim 1, wherein the correction unit is provided in the on-board control device or the ground control device.

6. A train control system as described in claim 1, wherein the train length of the train recognized by the ground control device is a value obtained by adding a correction value to the range from the front position to the rear position of the train, and the correction value is composed of a first value indicating an error in the installation of external devices and / or a second value indicating an error in information acquired by sensors.

7. The train control system according to claim 1, wherein even if the train moves forward after the switching unit switches the train's operation mode to the second operation mode, the ground control device keeps track of the virtual train when the train is switched to the second operation mode, without the virtual train that the ground control device recognizes as the train following the train.

8. A train control method in a train control system comprising an on-board control device provided on each train and a ground control device that controls the running of each train based on the train's location on the line and the operation mode of each train, wherein the operation modes include a first operation mode and a second operation mode different from the first operation mode, the train control system comprising: a switching unit that switches the operation mode; and a correction unit that corrects the train length of the train recognized by the ground control device in accordance with the operation mode, the switching unit switching the train's operation mode from the first operation mode to the second operation mode, and the correction unit correcting, when the train's operation mode is switched from the first operation mode to the second operation mode by the switching unit, the train length of the train recognized by the ground control device so that it is shorter than the train length of the train when operated in the first operation mode, within the range of the train's location on the line when operated in the first operation mode.

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