Abstract: An information transmission system includes a ground system provided to a track and an onboard system installed in a train. The ground system includes two (M=2) track antennae selected from N types of track antennae with different resonance frequencies. The two track antennae are arranged side by side in a left and right direction relative to a traveling direction of the train. When the train passes through a position where the ground system is provided, the onboard system detects the two track antennae at once and can determine the resonance frequencies of the track antennae.

Abstract: An on-board system increases a forward margin distance and a backward margin distance to expand an train occupancy range, when it is determined that position correction communications with a balise fail to be performed when a train passes through an installation position of the balise, that is, when it is determined that a detection failure has occurred. The expanded train occupancy range is restored to the train occupancy range before being expanded, when it is determined that the position correction communications have been successfully performed with a next balise, that is, when detection has been successfully performed.

Abstract: Whether or not slip-or-skid of a wheel on any one of a plurality of axles of a train to which pulse generators (PGs) are provided has occurred is determined on the basis of speed pulses output from the PGs. When occurrence of slip-or-skid is detected, a train occupancy range is calculated with a front end portion of the train determined on the basis of a forward-side one of train positions obtained on the basis of the speed pulses output by the PGs, and with a rear end portion of the train determined on the basis of a backward-side one of the train positions. Whether or not any of the PGs is abnormal is determined on the basis of the speed pulses or a speed and acceleration/deceleration calculated from the speed pulses.

Abstract: At an on-board control unit of an on-board apparatus, a coupling detecting unit detects coupling of a failure train with respect to the own train. Then, in the case where detection is performed by the coupling detecting unit, a train occupancy range calculating unit updates train length information using the number of vehicles of the failure train and uses the updated train length information to calculate train occupancy range information. Further, a traveling control unit controls traveling and stop of the own train as a series of coupled trains in the case where detection is performed by the coupling detecting unit.

Abstract: When there is a train entering a building of a rail yard, a ground apparatus stores vehicle-formation-set IDs of respective vehicle-formation-sets of the train in the entering order by a FILO method. Additionally, when there is the train leaving the building, the vehicle-formation-set IDs are sequentially read by the FILO method, an inquiry addressed to the vehicle-formation-set IDs is transmitted in the order of the reading to obtain the train information from the on-board apparatus of each of the vehicle-formation-sets forming the train. When the on-board apparatus does not respond to the inquiry, and obtaining of the train information fails, the ground apparatus performs a predetermined alarm output control.

Abstract: A first ground apparatus performs polling communication with a train using a first train list. A second ground apparatus performs polling communication with a train using a second train list. Each ground apparatus respectively acquires train location information from the trains to be managed. The first ground apparatus notifies the second ground apparatus of a going-out notification of a boundary passing train that goes out from a first radio communication control region and comes in a second radio communication control region, and, in the case where the boundary passing train goes out from the first radio communication control region, deletes train identification information of the boundary passing train from the first train list. The second ground apparatus adds the train identification information of the boundary passing train to the second train list in the case where the going-out notification is input from the first ground apparatus.

Abstract: In a ground apparatus system, polling communication where a ground apparatus serves as a primary station and a train serves as a secondary station is performed. A ground apparatus that is a ground apparatus of the ground apparatus system and is capable of communicating with a platform screen door control apparatus performs polling communication at a first communication frequency to obtain train location information from the train. When the train reaches an impending arrival range including a stop position at a station, the ground apparatus switches the communication frequency to a second communication frequency higher than the first communication frequency. The apparatus then transmits, to the train through polling communication, synchronized opening and closing control instruction information received from the platform screen door control apparatus, and transmits, to the platform screen door control apparatus, train state information obtained from the train through polling communication.

Abstract: A ground apparatus system performs polling communication in which ground apparatuses are set as primary stations and trains are set as secondary stations. The ground apparatus stores a train list of train IDs of trains to be managed. The ground apparatus acquires, train information including train location information from the train to determine a train location of each train included in the train list. The ground apparatus calculates a coming-in allowable range of each train to generate traveling control information, and transmits the traveling control information to the train. The ground apparatus updates the train list by adding a train ID of a train that comes in a radio communication control region of the ground apparatus and deleting a train ID of a train that goes out from the radio communication control region by performing handover control of the trains to be managed with an adjacent ground apparatus.

Abstract: In a ground apparatus system, polling communication where a ground apparatus serves as a primary station and a train serves as a secondary station is performed. A ground apparatus that is a ground apparatus of the ground apparatus system and is capable of communicating with a platform screen door control apparatus performs polling communication at a first communication frequency to obtain train location information from the train. When the train reaches an impending arrival range including a stop position at a station, the ground apparatus switches the communication frequency to a second communication frequency higher than the first communication frequency. The apparatus then transmits, to the train through polling communication, synchronized opening and closing control instruction information received from the platform screen door control apparatus, and transmits, to the platform screen door control apparatus, vehicle state information obtained from the train through polling communication.

Abstract: At an on-board control unit of an on-board apparatus, a coupling detecting unit detects coupling of a failure train with respect to the own train. Then, in the case where detection is performed by the coupling detecting unit, a train occupancy range calculating unit updates train length information using the number of vehicles of the failure train and uses the updated train length information to calculate train occupancy range information. Further, a traveling control unit controls traveling and stop of the own train as a series of coupled trains in the case where detection is performed by the coupling detecting unit.

Abstract: When there is a train entering a building of a rail yard, a ground apparatus stores vehicle-formation-set IDs of respective vehicle-formation-sets of the train in the entering order by a FILO method. Additionally, when there is the train leaving the building, the vehicle-formation-set IDs are sequentially read by the FILO method, an inquiry addressed to the vehicle-formation-set IDs is transmitted in the order of the reading to obtain the train information from the on-board apparatus of each of the vehicle-formation-sets forming the train. When the on-board apparatus does not respond to the inquiry, and obtaining of the train information fails, the ground apparatus performs a predetermined alarm output control.

Abstract: A first ground apparatus performs polling communication with a train using a first train list. A second ground apparatus performs polling communication with a train using a second train list. Each ground apparatus respectively acquires train location information from the trains to be managed. The first ground apparatus notifies the second ground apparatus of a going-out notification of a boundary passing train that goes out from a first radio communication control region and comes in a second radio communication control region, and, in the case where the boundary passing train goes out from the first radio communication control region, deletes train identification information of the boundary passing train from the first train list. The second ground apparatus adds the train identification information of the boundary passing train to the second train list in the case where the going-out notification is input from the first ground apparatus.

Abstract: Whether or not slip-or-skid of a wheel on any one of a plurality of axles of a train to which pulse generators (PGs) are provided has occurred is determined on the basis of speed pulses output from the PGs. When occurrence of slip-or-skid is detected, a train occupancy range is calculated with a front end portion of the train determined on the basis of a forward-side one of train positions obtained on the basis of the speed pulses output by the PGs, and with a rear end portion of the train determined on the basis of a backward-side one of the train positions. Whether or not any of the PGs is abnormal is determined on the basis of the speed pulses or a speed and acceleration/deceleration calculated from the speed pulses.

Abstract: A ground apparatus system performs polling communication in which ground apparatuses are set as primary stations and trains are set as secondary stations. The ground apparatus stores a train list of train IDs of trains to be managed. The ground apparatus acquires, train information including train location information from the train to determine a train location of each train included in the train list. The ground apparatus calculates a coming-in allowable range of each train to generate traveling control information, and transmits the traveling control information to the train. The ground apparatus updates the train list by adding a train ID of a train that comes in a radio communication control region of the ground apparatus and deleting a train ID of a train that goes out from the radio communication control region by performing handover control of the trains to be managed with an adjacent ground apparatus.

Abstract: An on-board system increases a forward margin distance and a backward margin distance to expand an train occupancy range, when it is determined that position correction communications with a balise fail to be performed when a train passes through an installation position of the balise, that is, when it is determined that a detection failure has occurred. The expanded train occupancy range is restored to the train occupancy range before being expanded, when it is determined that the position correction communications have been successfully performed with a next balise, that is, when detection has been successfully performed.

Abstract: An information transmission system includes a ground system provided to a track and an onboard system installed in a train. The ground system includes two (M=2) track antennae selected from N types of track antennae with different resonance frequencies. The two track antennae are arranged side by side in a left and right direction relative to a traveling direction of the train. When the train passes through a position where the ground system is provided, the onboard system detects the two track antennae at once and can determine the resonance frequencies of the track antennae.

Abstract: An onboard system transmits a train occupancy range based on a measured train position to a ground system. The ground system provisionally detects the occupancy state of each block section based on the train occupancy range acquired from the onboard system. Exit detection points (Qh, Qr) are set at a position outside each block section. It is determined that the train has left the block section when the entirety of the train occupancy range has passed the exit detection point (Qh, Qr). When the provisional detection result indicates that the detection target block section is not occupied, and it has been determined that the train has left the detection target block section, it is determined that the detection target block section is not occupied.

Abstract: An onboard system measures the train position by measuring the rotational speed of a tacho-generator, determines an estimated train occupancy range (in which the train may be present) using the train position, and transmits the estimated train occupancy range to a ground system. The onboard system corrects the train position based on the results of communication with a correction coil when the train has passed through the installation point of a correction coil. When the train position has been shifted backward as a result of correction that utilizes the correction coil, the onboard system determines and transmits the estimated train occupancy range based on the train position immediately before correction until the latest train position reaches the train position immediately before correction, and determines and transmits the estimated train occupancy range based on the latest train position after the latest train position has reached the train position immediately before correction.

Abstract: An onboard system measures the train position by measuring the rotational speed of a tacho-generator, determines an estimated train occupancy range (in which the train may be present) using the train position, and transmits the estimated train occupancy range to a ground system. The onboard system corrects the train position based on the results of communication with a correction coil when the train has passed through the installation point of a correction coil. When the train position has been shifted backward as a result of correction that utilizes the correction coil, the onboard system determines and transmits the estimated train occupancy range based on the train position immediately before correction until the latest train position reaches the train position immediately before correction, and determines and transmits the estimated train occupancy range based on the latest train position after the latest train position has reached the train position immediately before correction.

Abstract: An onboard system transmits a train occupancy range based on a measured train position to a ground system. The ground system provisionally detects the occupancy state of each block section based on the train occupancy range acquired from the onboard system. Exit detection points (Qh, Qr) are set at a position outside each block section. It is determined that the train has left the block section when the entirety of the train occupancy range has passed the exit detection point (Qh, Qr). When the provisional detection result indicates that the detection target block section is not occupied, and it has been determined that the train has left the detection target block section, it is determined that the detection target block section is not occupied.