TRAIN CONTROL SYSTEM AND TRAIN CONTROL METHOD

Abstract

A train control system includes: a plurality of trains; a train operation control device that identifies a relief-object train that is a train having failure and determines a relief train that is a train that moves on to the relief-object train to relieve the relief-object train and a protective section in which the relief train can travel, on the basis of on-track information acquired from the trains; and a ground control device that sets, in the trains, the protective section determined by the train operation control device. The trains each transmit the on-track information including location information and failure information with use of which the train operation control device can determine a state of a failure when the failure occurs, to the train operation control device via the ground control device.

Description

FIELD

The present disclosure relates to a train control system and a train control method for controlling a relief operation of a defective train.

BACKGROUND

Conventionally, in a train control system, when some failure occurs in a train to be controlled for train operation, measures are taken to cause a rescue or relief train to move on to the failure train. For instance, Patent Literature 1 discloses a technique in which when a failure occurs in a train, an operation commander decides a relief train and performs an operation used to provide a command apparatus with information on which is the relief train and the command apparatus informs a ground apparatus in an area where the relief train is located of rescue command information, so as to rescue the failure train. In Patent Literature 1, a train accommodating no passengers is used as the relief train.

CITATION LIST

Patent Literature

• Patent Literature 1. International Publication No. 2017/195315 (JPWO2017195315 (A1))

SUMMARY

Technical Problem

In the technique described in Patent Literature 1, however, there has been a problem in that in fact the operation commander decides the relief train and teaches the relief train to the command apparatus, and so a relief vehicle appropriate for the failure train may be unable to be decided. In the technique described in Patent Literature 1, in a case where any train accommodating no passengers is not found near the failure train, any train quite far from the failure train may be decided as the relief train. For this reason, train operation for a train or trains accommodating passengers near the failure train can be affected if the relief train far from the failure train is caused to move on to the failure train.

The present disclosure has been made in view of the above circumstances, and an object thereof is to provide a train control system that can improve accuracy of appropriately relieving a failure train in accordance with a state of the failure train and locations of trains.

Solution to Problem

In order to solve the above-mentioned problem and achieve the object, the present disclosure provides a train control system comprising a plurality of trains; a train operation control device to identify a relief-object train that is a train having failure and determine a relief train that is a train that moves on to the relief-object train to relieve the relief-object train and a protective section in which the relief train can travel, on the basis of on-track information acquired from the trains; and a ground control device to set, in the trains, the protective section determined by the train operation control device, wherein the trains each transmit the on-track information including location information and failure information with use of which the train operation control device can determine a state of a failure when the failure occurs, to the train operation control device via the ground control device.

Advantageous Effects of Invention

The train control system according to the present disclosure achieves an advantageous effect that it can improve the accuracy of relieving a failure train appropriately in accordance with a state of the failure train and locations of trains.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a diagram illustrating a configuration example of a train control system according to a first embodiment.

FIG. 2 is a sequence diagram illustrating operations of the train control system according to the first embodiment.

FIG. 3 is a flowchart illustrating an operation of a train operation control device according to the first embodiment.

FIG. 4 is a first diagram illustrating an example of a protective section determined by the train operation control device according to the first embodiment.

FIG. 5 is a second diagram illustrating an example of a protective section determined by the train operation control device according to the first embodiment.

FIG. 6 is a third diagram illustrating an example of a protective section determined by the train operation control device according to the first embodiment.

FIG. 7 is a block diagram illustrating a configuration of the train operation control device according to the first embodiment.

FIG. 8 is a diagram illustrating an example in a case where a processing circuit included in the train operation control device according to the first embodiment is configured with a processor and a memory.

FIG. 9 is a diagram illustrating an example in a case where a processing circuit included in the train operation control device according to the first embodiment is configured by dedicated hardware.

FIG. 10 is a flowchart illustrating an operation of a train operation control device according to a second embodiment.

FIG. 11 is a flowchart illustrating an operation performed by the train operation control device according to the second embodiment, in which the train operation control device determines a protective section on an adjacent track opposed,

FIG. 12 is a first diagram illustrating an example of a protective section determined by the train operation control device according to the second embodiment.

FIG. 13 is a second diagram illustrating an example of a protective section determined by the train operation control device according to the second embodiment.

FIG. 14 is a third diagram illustrating an example of a protective section determined by the train operation control device according to the second embodiment.

FIG. 15 is a flowchart illustrating an operation of a train operation control device according to a third embodiment.

FIG. 16 is a flowchart illustrating an operation performed by the train operation control device according to the third embodiment, in which the train operation control device determines a protective section on an adjacent track in the same direction.

FIG. 17 is a first diagram illustrating an example of a protective section determined by the train operation control device according to the third embodiment.

FIG. 18 is a second diagram illustrating an example of a protective section determined by the train operation control device according to the third embodiment.

FIG. 19 is a third diagram illustrating an example of a protective section determined by the train operation control device according to the third embodiment.

DESCRIPTION OF EMBODIMENTS

Hereinafter, a train control system and a train control method according to embodiments of the present disclosure are described in detail with reference to the drawings.

First Embodiment

FIG. 1 is a diagram illustrating a configuration example of a train control system 1 according to a first embodiment. The train control system 1 includes a train operation control device 2, a ground control device 3, a relief-object train 4a, and a relief train 4b.

The relief-object train 4a is a train 4 that has been out of order in the process of traveling toward a forward station 7 after departing a rearward station 6 and emergently stopped on a railway track 8, which is a train 4 that will be an object to be relieved by the relief train 4b. In the following description, emergency stoppage may be referred to simply as ‘stop’ in some cases. The relief train 4b is a train 4 determined by the train operation control device 2 to relieve the relief-object train 4a. In the following description, the relief-object train 4a and the relief train 4b may be referred to simply as “train 4” or “trains 4” in the case of no distinction between the trains 4a and 4b. The train 4 periodically or regularly transmits on-track information to the train operation control device 2 via a ground wireless device (not illustrated in the figure) and the ground control device 3 which are installed on ground, the on-track information including information such as location information of the train 4, information on a state of the train 4, or failure information, the failure information indicating a state of a failure when the failure occurs in an on-board device or the like installed on the train 4. The failure information includes information such as a failure part or a degree of the failure, which is set am information based on which the train operation control device 2 can determine or judge a state of the failure of the train 4, that is, whether or not the failure can be easily restored.

The ground control device 3 is an apparatus installed on the ground level, which transmits on-track information received from the train 4 via the ground wireless device (not illustrated) to the train operation control device 2. The ground control device 3 also sets a protective section 10 determined by the train operation control device 2 to the train 4.

The train operation control device 2 is an apparatus installed on the ground level, which receives the on-track information from the train 4 via the ground wireless device (not illustrated in the figure) and the ground control device 3 on a regular basis, and manages or controls traffic operation of the trains 4. The train operation control device 2 identifies the train 4 having been in failure, on the basis of the on-track information, and when the relief-object train 4a that is a failure train 4 appears, the train operation control device 2 determines a train 4 for relieving the relief-object train 4a, that is, the relief train 4b to be caused to travel for relief or rescue of the relief-object train 4a, in accordance with a state of the failure of the relief-object train 4a. The train operation control device 2 prohibits other trains 4 from traveling and determines the protective section 10 in which the relief-object train 4a is allowed to travel, on the basis of a position of the relief-object train 4, a position of the relief train 4b, and the like. Although the train operation control device 2 perform operation control for two trains 4 in the example of FIG. 1, the train operation control device 2 may be configured to perform operation control for three or more trains 4.

Regarding a relief method for the relief-object train 4a by the relief train 4b, for example, in a case where the relief-object train 4a corresponds to a train 4 equipped with an automatic train operation (ATO) device to perform automatic operation, the relief train 4b boards a motorman from the station 6 or 7 or the like nearby to a place in which the relief-object train 4a is situated if the motorman can operate to move the relief-object train 4a though the automatic operation has been disabled due to failure of sensor(s) or the like. In addition, when just a minor failure occurs in an on-board device of the relief-object train 4a and so the on-board device can be repaired easily, the relief train 4b boards a worker or workers who perform repair of the on-board device from the station 6 or 7 or the like nearby to the place in which the relief-object train 4a is situated. In this case, the train operation control device 2 determines that the relief-object train 4a can be easily restored. On the other hand, if a failure content of the relief-object train 4a requires a significantly long time to restore the relief-object train 4a, a train 4 accommodating no passengers is selected as the relief train 4b and caused to move an to the relief-object train 4a, and the passenger of the relief-object train 4a is encouraged to make a transfer to the relief train 4b then to be unloaded at the station 6 or 7 or the like nearby. In this case, the train operation control device 2 determines that the relief-object train 4a cannot be restored.

The present embodiment is described based an the assumption that the train control system 1 is a wireless train control system in which the train operation control device 2 controls traffic operation of the trains 4 by wireless communication, but the train control system 1 is not necessarily limited to such a wireless train control system. In addition, the present embodiment is based on the presumption that the train control system 1 supports a configuration in which the track 8 is a single track line that consists of two rails, in a strict sense.

The operation of the train control system 1 is described using a flowchart. FIG. 2 is a sequence diagram illustrating operations of the train control system 1 according to the first embodiment. The train 4, which will be a relief-object train 4a later, transmits on-track information including failure information to the ground control device 3 via the ground wireless device (not illustrated in the figure) (Step S101). The ground control device 3 transmits the received on-track information of the train 4 to the train operation control device 2 (Step S102). The train 4, which will be a relief train 4b, transmits on-track information to the ground control device 3 via the ground wireless device (not illustrated) (Step S103). The ground control device 3 transmits the received on-track information of the train 4 to the train operation control device 2 (Step S104).

The train operation control device 2 determines whether or not the relief-object train 4a appears on the basis of the received on-track information of the train 4 (Step S105). In other words, the train operation control device 2 identifies the relief-object train 4a when the relief-object train 4a appears. When the relief-object train 4a does not appear, the train control system 1 repeatedly performs the operations of Step S101 to Step S105 on a regular basis. When the relief-object train 4a appears, the train operation control device 2 selects a relief method in accordance with a state of the failure of the relief-object train 4a, determines a relief train 4b based on the relief method (Step S106), and determines the protective section 10 for the relief train 4b (Step 0107).

The operations of Step S106 and Step S107 for the train operation control device 2 to determine the relief train 4b and the protective section 10 are described in more detail. FIG. 3 is a flowchart illustrating an operation of the train operation control device 2 according to the first embodiment. The train operation control device 2 determines whether or not the relief-object train 4a can be restored, on the basic of the failure information included in the on-track information received from the train 4 that has been determined to be the relief-object train 4a (Step S201). As described above, in the case where the relief-object train 4a corresponds to a train 4 equipped with the ATO device and the failure occurs in a sensor or the like used in the ATO device, the train operation control device 2 determines that restoration of the train can be realized by causing the relief train 4b to board a motorman and move on to the relief-object train 4a. Besides, in the case where some minor failure occurs in an on-board device in the relief-object train 4a, the train operation control device 2 determines that restoration of the train can be realised by causing the relief train 4b to board a worker or workers and move on to the relief-object train 4a.

When it is determined that the restoration can be realized (Step S201: Yes), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to a rear side of the relief-object train 4a is found (Step S202). On the basis of location information or the like included in the on-track information acquired from the relief-object train 4a and the relief train 4b, the train operation control device 2 determines whether or not an appropriate relief train 4b is found. The same applies to the following. When a relief train 4b capable of traveling to a rear side of the relief-object train 4a is found (Step S202: Yes), the train operation control device 2 determines a section from the relief train 4b to the rear side of the relief-object train 4a to be a protective section 10 (Step S203). It is noted that, of the protective section 10 determined in Step S203, a subsection traveled by the relief train 4b can be released from the protective section 10 by control of the ground control device 3. FIG. 4 is a first diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the first embodiment. The protective section 10 illustrated in FIG. 4 corresponds to the protective section 10 on the track 8 which has been determined in Step S203 by the train operation control device 2. The ground control device 3 updates an end position of the protective section 10 based on the location information of the relief train 4b, and releases a subsection traveled by the relief train 4b, of the protective section 10, from the protective section 10. It is noted that illustration for the train operation control device 2 and the ground control device 3 is omitted in FIG. 4. The same manner applies to the following figures illustrating examples of the protective section 10.

When the relief train 4b capable of traveling to a rear side of the relief-object train 4a is not found (Step S202: No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to a front side of the relief-object train 4a is found (Step S204). Similarly, returning to Step S201, when it is determined that the restoration cannot be realized (Step S201: No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to a front side of the relief-object train 4a is found (Step S204). In the case of the relief train 4b capable of traveling to a front side of the relief-object train 4a being found (Step S204: Yes), the train operation control device 2 determines a section in which a train can be reciprocably moved between the forward station 7 and the front side of the relief-object train 4a to be the protective section 10 (Step S205). FIG. 5 is a second diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the first embodiment. The protective section 10 illustrated in FIG. 5 corresponds to the protective section 10 on the track 8, which has been determined in Step S205 by the train operation control device 2. In order for the relief train 4b to evacuate the passengers of the relief-object train 4a to the forward station 7, the protective section 10 is set to be a section from the station 7 forward from the relief-object train 4a to the front side of the relief-object train 4a.

When a relief train 4b capable of traveling to a front side of the relief-object train 4a is not found (Step S204: No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to a rear side of the relief-object train 4a is found (Step S206). When a relief train 4b capable of traveling to a rear side of the relief-object train 4a is found (Step S206: Yes), the train operation control device 2 determines a section in which a train can reciprocate between the rearward station 6 and the rear side of the relief-object train 4a to be the protective section 10 (Step S207). FIG. 6 is a third diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the first embodiment. The protective section 10 illustrated in FIG. 6 corresponds to the protective section 10 on the track 8, which has been determined in Step S207 by the train operation control device 2. In order for the relief train 4b to evacuate the passengers of the relief-object train 4a to the rearward station 6, the protective section 10 is set to be a section from the station 6 rearward from the relief-object train 4a to the rear side of the relief-object train 4a. It is noted that the case of “Step S206: Yes” refers to a case of “Step S201: No” and “Step S204: No”.

When a relief train 4b capable of traveling to a rear side of the relief-object train 4a is not found (Step S206: No), the train operation control device 2 determines that the relief cannot be realized (Step S208). The case where the relief cannot be realized refers to a case where the relief-object train 4a cannot be quickly moved and a significantly long time is required to restore the relief-object train 4a even if the motorman or the worker arrives at the relief-object train 4a.

The description returns to the sequence diagram of FIG. 2. The train operation control device 2 makes a demand for setting a protective section 10 to the ground control device 3, together with information on the protective section determined in Step S203, Step S205, or Step S207 (Step S108). In accordance with the demand for setting the protective section 10 from the train operation control device 2, the ground control device 3 transmits control information including the information on the protective section 10 in order to nut the protective section 10 for the relief train 4b (Step S109). It is noted that when any train other than the relief-object train 4a and the relief train 4b is present within a controlled-coverage area of the train control system 1, the ground control device 3 is adapted to transmit control information including the information on the protective section 10 so as to set the protective section 10 for even a train 4 other than the relief train 4b.

As described above, in the case where the relief-object train 4a will be able to be restored and a relief train 4b capable of traveling to the rear side of the relief-object train 4a from behind on the same track 8 on which the relief-object train 4a has been emergently stopped is found, the train operation control device 2 determines a section from the relief train 4b to the rear side of the relief-object train 4a to be a protective section 10 that can be released from protection after the relief train 4b has traveled in that section. The ground control device 3 releases a subsection in which the relief train 4b has traveled, of the protective section 10 set for the trains 4 including the relief train 4b, from the protective section 10.

In the case where the relief-object train 4a cannot be restored, when there is found a relief train 4b capable of traveling to a front side of the relief-object train 4a from the forward station 7 on the same track 8 on which the relief-object train 4a has been emergently stopped, the train operation control device 2 determines a section from the forward station 7 to the front side of the relief-object train 4a to be a protective section 10. Or otherwise, in the case where the relief-object train 4a cannot be restored, when there is found a relief train 4b capable of traveling to a rear side of the relief-object train 4a from the rearward station 6 on the same track 8 on which the relief-object train 4a has been emergently stopped, the train operation control device 2 determines a section from the rearward station 6 to the rear side of the relief-object train 4a to be a protective section 10.

Now a configuration of the train operation control device 2 is described. FIG. 7 is a block diagram illustrating the configuration of the train operation control device 2 according to the first embodiment. The train operation control device 2 includes a communication unit 21 and a control unit 22. The communication unit 21 performs communication with the ground control device 3. The control unit 22 identifies the relief-object train 4a and determines the relief train 4b, the protective section 10, and so on. Of the operations of the train operation control device 2 described previously, an operation of commination between the train operation control device 2 and the ground control device 3 is performed by the communication unit 21, and the other operation or operations are performed by the control unit 22.

The configuration of the ground control device 3 is also similar to the configuration of the train operation control device 2 illustrated in FIG. 7. In the case of the ground control device 3, the communication unit 21 performs communication with the train operation control device 2, and performs communication with the trains 4 via a ground wireless device (not illustrated in the figure). The control unit 22 performs setting and releasing of the protective section 10 for the trains 4. Of the operations of the ground control device 3 described previously, an operation of communication with the train operation control device 2 and the trains 4 are performed by the communication unit 21 and the other operation or operations are performed by the control unit 22.

The configuration of the train 4 is also similar to the configuration of the train operation control device 2 illustrated in FIG. 7. In the case of the train 4, the communication unit 21 performs communication with the ground control device 3 via a ground wireless device (not illustrated in the figure). The control unit 22 is adapted to calculate a position of the train 4, monitor states of the trains 4, on-board devices (not illustrated) installed on the trains 4, and the like, and generate on-track information including information such as failure information indicating a state of the failure in a case where a failure occurs in the on-board device or the like, location information of the train 4, and information of a state of the train 4. Of the operations of the train 4 described previously, communication with the ground control device 3 is performed by the communication unit 21, and the other operation or operations are performed by the control unit 22.

Next, what is described is a hardware configuration of the train operation control device 2. In the train operation control device 2, the communication unit 21 is an interface such as a communication device. The control unit 22 is actualized by a processing circuit. The processing circuit may be a processor and a memory which carry out a program stored in the memory, or may be a dedicated hardware set.

FIG. 8 is a diagram illustrating an example of a case where a processing circuit 90 included in the train operation control device 2 according to the first embodiment 1 is constructed of a processor 91 and a memory 92. When the processing circuit 90 is constructed of the processor 91 and the memory 92, functions of the processing circuit 90 of the train operation control device 2 is implemented by software, firmware, or a combination of software and firmware. Software or firmware is described as a program, and stored in the memory 92. In the processing circuit 90, each of the functions is implemented by the processor 91 reading and executing a program or programs stored in the memory 92. In other words, the processing circuit 90 has the memory 92 for storing the programs by which the processing of the train operation control device 2 is to be resultantly performed. In addition, it can be said that these programs are a mans for causing a computer to perform a procedure and a method for the train operation control device 2.

Here, the processor 91 may be a CPU (central processing unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. In addition, the memory 92 corresponds to: for example, a non-volatile or volatile semiconductor memory much as a random access memory (RAN), a read only memory (ROM), a flash memory, an erasable programmable ROM (EPROM), or an electrically EPROM (EEPROM) (registered trademark); a magnetic disk; a flexible disk; an optical disk; a compact disc; a mini disk; or a digital versatile disk (DVD).

FIG. 9 is a diagram illustrating an example of a case where a processing circuit 93 included in the train operation control device 2 according to the first embodiment is configured by dedicated hardware. When the processing circuit 93 is configured by dedicated hardware, the processing circuit 93 illustrated in FIG. 9 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a combination thereof. The functions of the train operation control device 2 may be implemented by their respective processing circuits 93 on a function-by-function basis, or may be collectively implemented in a processing circuit 93 as a whole.

Note that some of the functions of the train operation control device 2 may be implemented by a dedicated hardware set and the remainder thereof may be implemented by software or firmware. As just described, the processing circuit can realize the foregoing functions based on a dedicated hardware met, software, firmware, or a combination thereof. Also for the ground control device 3 and the control unit 22 of the train 4, their functions can be implemented by a processing circuit or processing circuits similar to that of the train operation control device 2.

As described above, according to the present embodiment, the train control system 1 has the train operation control device 2 that is configured to determine the relief train 4b for relieving the relief-object train 4a that is a failure train, on the basis of a state of the failure of the relief-object train 4a and locations of the trains 4, and to determine the protective section 10 in which the relief train 4b can travel. By this configuration, the train control system 1 can improve accuracy of appropriately relieving the relief-object train 4a. For instance, the train operation control device 2 sets a subsequent train 4 as a relief train 4b when it is determined that the relief-object train 4a can be easily restored, thereby making it possible to relieve the relief-object train 4a while minimizing influence on traffic operation of other trains 4. In addition, even when restoration of the relief-object train 4a needs a significantly long time, the train operation control device 2 can evacuate the passengers of the relief-object train 4a to the station 6 or 7 nearby, using the relief train 4b.

Second Embodiment

The first embodiment is based on the assumption that the track 8 on which the train 4 travels is a single track. In a second embodiment, description is given for a case where the train 4 travels on a double track. What is noted is that a configuration of the train control system 1 in the second embodiment is similar to the configuration described in the first embodiment.

FIG. 10 is a flowchart illustrating an operation of the train operation control device 2 according to the second embodiment. In the flowchart illustrated in FIG. 10, an operation in Step S201 to Step S207 is the same as the operation in Step S201 to Step S207 illustrated in FIG. 3 described in the first embodiment. When a relief train 4 capable of traveling to the rear side of the relief-object train 4a is not found (Step S206: No), the train operation control device 2 determines a protective section 10 on an adjacent track opposed (Step S209). The adjacent track opposed is a track in a direction of travel opposite to the direction of travel of the relief-object train 4a in a double track system. Therefore, when the relief train 4b is not found on the same track 8 on which the relief-object train 4a has been emergently stopped, the train operation control device 2 determines whether or not the relief train 4b is present on the adjacent track opposed. When the relief train 4b is present on the adjacent track opposed, the train operation control device 2 determines a protective section 10 on the adjacent track opposed.

Detail description is given for an operation in Step S209 for the train operation control device 2 to determine the protective section 10 on the adjacent track opposed. FIG. 11 is a flowchart illustrating the operation for the train operation control device 2 according to the second embodiment to determine the protective section 10 on the adjacent track opposed. The train operation control device 2 determines whether or not a relief train 4b capable of traveling to the rear side of the relief-object train 4a from the station 7 forward from the relief-object train 4a is found on the adjacent track opposed (Step S301). When the relief train 4b capable of traveling to the rear side of the relief-object train 4a from the forward station 7 (Step S301: Yes), the train operation control device 2 determines, to be a protective section 10, a section in which a train can reciprocably move between the forward station 7 and the rear side of the relief-object train 4a (Step S302). FIG. 12 is a first diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the second embodiment. The protective section 10 illustrated in FIG. 12 corresponds to the protective section 10 on a track 9 that is a railway track adjacent and opposed to the track 8, which has been determined by the train operation control device 2 in Step S302. In order for the relief train 4b to evacuate passengers of the relief-object train 4a to the forward station 7, the protective section 10 is set to a section from the station 7 forward from the relief-object train 4a to the rear side of the relief-object train 4a. In the following description, the track 8 may be referred to as a “first track” and the track 9 may be referred to as a “second track” as appropriate.

In the case where there is no relief train 4b capable of traveling from the forward station 7 to the rear side of the relief-object train 4a (Step S301: No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling from the station 6 rearward from the relief-object train 4a to the front side of the relief-object train 4a is found on the adjacent track opposed (Step S303). When a relief train 4b capable of traveling from the rearward station 6 to the front side of the relief-object train 4a is found (Step S3031 Yea), the train operation control device 2 determines whether or not the relief train 4b can reach the station 7 forward from the relief-object train 4a (Step S304). When the relief train 4b can reach the forward station 7 (Step S304: Yes), the train operation control device 2 determines, to be a protective section 10, a section from the rearward station 6 to the forward station 7 (Step 3305). It is noted that, of the protective section 10 determined in Step S305, a subsection traveled by the relief train 4b can be released from the protective section 10 by control of the ground control device 3. FIG. 13 is a second diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the second embodiment. The protective section 10 illustrated in FIG. 13 corresponds to a protective section 10 on the track 9 that is a railway track adjacent and opposed to the track 8, which has been determined in Step S305 by the track operation control device 2. The ground control device 3 updates an and position of the protective section 10 on the basis of the location information of the relief train 4b, and releases a subsection of the protective section 10 traveled by the relief train 4b from the protective section 10.

When the relief train 4b cannot reach the forward station 7 (Step S304; No), the train operation control device 2 determines a section in which a train can reciprocably move between the rearward station 6 and the front side of the relief-object train 4a, to be a protective section 10 (Step S306). FIG. 14 is a third diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the second embodiment. The protective section 10 illustrated in FIG. 14 corresponds to a protective section 10 on the track 9 that is a railway track adjacent and opposed to the track 8, which has been determined in Step S306 by the track operation control device 2. In order for the relief train 4b to evacuate passengers of the relief-object train 4a to the reward station 6, the protective section 10 is set to be a section from the station 6 rearward from the relief-object train 4a to the front side of the relief-object train 4a.

When there is no relief train 4b capable of traveling to the front side of the relief-object train 4a from the rearward station 6 (Step S303: No), the train operation control device 2 determines that the relief cannot be realized (Step S307). Such a case where the relief cannot be realized refers to a case where the relief-object train 4a cannot be quickly roved and a significantly long time is required until restoration of the relief-object train 4a even if the motorman or worker arrives at the relief-object train 4a, as described above.

As described in this part, in the case where there is no relief train 4b on the same track 8 an which the relief-object train 4a has been emergently stopped but there is a relief train 4b capable of traveling to the station 7 forward from the relief-object train 4a from the station 6 rearward from the relief-object train 4a an the track 9 in the opposite travel direction to the relief-object train 4a, which is adjacent to the track 8, the train operation control device 2 determines a section from the rearward station 6 to the forward station 7 on the track 9 to be a protective section 10 that is releasable after the relief train 4b has traveled in that section. The ground control device 3 releases a subsection traveled by the relief train 4b, of the protective section 10 set for the trains 4 including the relief train 4b, from the protective section 10.

In the case where there is no relief train 4b an the same track 8 on which the relief-object train 4a has been emergently stopped, when there is found a relief train 4b capable of traveling to the rear side of the relief-object train 4a from the station 7 forward from the relief-object train 4a on the track 9 in the opposite travel direction to the relief-object train 4a, which is adjacent to the track 8, the train operation control device 2 determines a section from the forward station 7 to the rear side of the relief-object train 4a on the track 9 to be a protective section 10. Or otherwise, in the case where restoration of the relief-object train 4a cannot be realized and there is no relief train 4b on the same track 8 on which the relief-object train 4a has been emergently stopped, when there is found a relief train 4b capable of traveling to the front side of the relief-object train 4a from the station 6 rearward from the relief-object train 4a on the track 9, the train operation control device 2 determines a section from the rearward station 7 to the front side of the relief-object train 4a on the track 9 to be a protective section 10.

As described above, according to the present embodiment, the train operation control device 2 of the train control system 1 is adapted to a case where the relief train 4b cannot be determined on the same track 8 on which the relief-object train 4a has been emergently stopped, and in response to this came, adapted to determine the relief train 4b on the track 9 when the relief train 4b can be determined on the adjacent track 9 in the opposite travel direction to the relief-object train 4a in the double track system. This enables the train operation control device 2 to relieve the relief-object train 4a in more cases as compared with the first embodiment.

Third Embodiment

The first embodiment has been based on the premise that the track 8 to be traveled by the train 4 is a mingle track, and the second embodiment has been based on the premise that the two tracks 8 and 9 to be traveled by the train 4 are a double track. In a third embodiment, there is described a case where the train 4 is allowed to travel on a quadruple track. It is noted that a configuration of the train control system 1 in the third embodiment 3 is similar to the configuration in the first embodiment.

FIG. 15 is a flowchart illustrating an operation of the train operation control device 2 according to the third embodiment. In the flowchart illustrated in FIG. 15, an operation in Step S201 to Step S207 is the same as the operation in Step S201 to Step S207 of the flowchart illustrated in FIG. 3 for the first embodiment. In a case where a relief train 4b capable of traveling to the rear side of the relief-object train 4a is not found (Step S206: No), the train operation control device 2 determines a protective section 10 on an adjacent track in the same direction (Step S210). The said adjacent track in the same direction is a track in a travel direction sane as the travel direction of the relief-object train 4a. That is, in a case where a relief train 4b is not found on the same track 8 on which the relief-object train 4a has been emergently stopped, the train operation control device 2 determines whether or not a relief train 4b is present on the adjacent track in the same direction. In a case where the relief train 4b is present on the adjacent track in the same direction, the train operation control device 2 determines a protective section 10 on the adjacent track in the same direction.

Detail description is given for an operation in Step S210 for the train operation control device 2 to determine the protective section 10 on the adjacent track in the same direction. FIG. 16 is a flowchart illustrating an operation for the train operation control device 2 according to the third embodiment to determine a protective section 10 on the adjacent track in the same direction. The train operation control device 2 determines whether or not a relief train 4b capable of traveling to the station 7 forward from the relief-object train 4a from the station 6 rearward from the relief-object train 4a is found on the adjacent track in the sane direction (Step S401). When the relief train 4b capable of traveling to the forward station 7 from the rearward station 6 is found on the adjacent track in the same direction (Step S401: Yes), the train operation control device 2 determines a section from the rearward station 6 to the front side of the relief-object train 4a to be a protective section 10 (Step S402). It is noted that, of the protective section 10 determined in Step S402, a subsection traveled by the relief train 4b can be released from the protective section 10 by control of the ground control device 3. FIG. 17 is a first diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the third embodiment. The protective section illustrated in FIG. 17 corresponds to the protective section 10 on a track 8a that is a track adjacent to the track 8 in the same travel direction as the track 8, which has been determined by the train operation control device 2 in Step S402. The ground control device 3 updates an end position of the protective section 10 on the basis of the location information of the relief train 4b, and releases a subsection of the protective section 10 traveled by the relief train 4b, from the protective section 10. Note that the train operation control device 2 may be configured to determine a section from the rearward station 6 to the forward station 7 to be a protective section 10 when “Step S401: Yes” is affirmed. In FIG. 17, a track adjacent to and in the same direction as the track 9 is set as a track 9a. The name expression also applies to the following description. In the following description, the track 8 may be referred to as a “first track”, the track 9a may be referred to as a “second track”, and the track 8a may be referred to as a “third track” as appropriate.

In a came where a relief train 4 capable of traveling from the rearward station 6 to the forward station 7 is not found (Step S401: No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to the rear side of the relief-object train 4a from the station 7 forward from the relief-object train 4a is found (Step S403). When the relief train 4b capable of traveling to the rear side of the relief-object train 4a from the forward station 7 is found (Step S403: Yes), the train operation control device 2 determines a section in which a train can be reciprocably moved between the forward station 7 and the rear side of the relief-object train 4a to be a protective section 10 (Step S404). FIG. 18 is a second diagram illustrating an example of the protective section 10 determined by the train operation control device 2 according to the third embodiment. The protective section 10 illustrated in FIG. 18 corresponds to a protective section 10 on the track 8a that is an adjacent track in the same direction, which has been determined in Step S404 by the train operation control device 2. In order for the relief train 4b to evacuate passenger of the relief-object train 4a to the forward station 7, the protective section 10 is set to be a section from the station 7 forward from the relief-object train 4a to the rear side of the relief-object train 4a.

In a case where a relief train 4b capable of traveling from the forward station 7 to the rear side of the relief-object train 4a is not found (Step S4031 No), the train operation control device 2 determines whether or not a relief train 4b capable of traveling to the front side of the relief-object train 4a from the station 7 rearward from the relief-object train 4a is found on the adjacent track in the sans direction (Step S405). If the relief train 4b capable of traveling from the rearward station 6 to the front side of the relief-object train 4a is found thereon (Step S405: Yes), the train operation control device 2 determines a section in which a train can be reciprocably moved between the rearward station 6 and the front side of the relief-object train 4a to be a protective section 10 (Step S406). FIG. 19 is a third diagram illustrating an example of the protective section determined by the train operation control device 2 according to the third embodiment. The protective section illustrated in FIG. 19 corresponds to a protective section 10 on the track 8a that is an adjacent track in the same direction, which has been determined in Step S406 by the train operation control device 2. In order for the relief train 4b to evacuate the passengers of the relief-object train 4a to the rearward station 6, the protective section 10 is set to be a section from the station 7 rearward from the relief-object train 4a to the front side of the relief-object train 4a.

In a case where a relief train 4b capable of traveling from the rearward station 6 to the front side of the relief-object train 4a is not found (Step S405: No), the train operation control device 2 determines a protective section 10 on an adjacent track opposed (Step S407). An operation in Step S407 is the same as the operation in Step S209 of the flowchart illustrated in FIG. 10 previously described in the second embodiment 2, that is, in Step S301 to Step S307 of the flowchart illustrated in FIG. 11. When a relief train 4b is not found on the same track 8 on which the relief-object train 4a has been emergently stopped, the train operation control device 2 determines whether or not the relief train 4b is present on the track 8a that is an adjacent track in the same direction. When the relief train 4b is present on the track 8a in the same direction, the train operation control device 2 determines a protective section 10 on the track 8a in the same direction. On the other hand, when the relief train 4b is not present on the track 8a in the same direction, the train operation control device 2 determines whether or not the relief train 4b is present on the track 9 or 9a that is an adjacent track opposed to the track 8a. When the relief train 4b is present on the opposed track 9 or 9a, the train operation control device 2 determines a protective section 10 on the opposed track 9 or 9a.

In this way, when the relief train 4b is not found on the same track 8 on which the relief-object train 4a has been emergently stopped but a relief train 4b capable of traveling to the station forward from the relief-object train 4a from the rear station 6 on the track 8a adjacent to the track 8 in the sane travel direction as the travel direction of the relief-object train 4a is found, the train operation control device 2 determines a section from the rearward station 6 to the front side of the relief-object train 4a on the track 8a to be a protective section 10 that can be released after the relief train 4b has traveled in that section. The ground control device 3 releases, from the protective section 10, a subsection traveled by the relief train 4b of the protection section 10 having been set for the trains 4 including the relief train 4b.

In a case where a relief train 4b is not found on the same track 8 on which the relief-object train 4a has been emergently stopped, when a relief train 4b capable of traveling to the rear side of the relief-object train 4a from the forward station 7 is found on the track 8a that is adjacent to the track 8 and set in the same travel direction as the travel direction of the relief-object train 4a, the train operation control device 2 determines a section from the forward station 7 to the rear side of the relief-object train 4a on the track 8a to be a protective section 10. Otherwise, in another case where the relief-object train 4a cannot be restored and a relief train 4b is not found on the name track 8 on which the relief-object train 4a has been emergently stopped, when a relief train 4b capable of traveling to the front side of the relief-object train 4a from the rearward station 6 is found on the track 8a, the train operation control device 2 determines a section from the rearward station 6 to the front side of the relief-object train 4a on the track 8a to be a protective section 10.

As described in the foregoing, according to the present embodiment, the train operation control device 2 in the train control system 1 is adapted to the case where it is impossible to determine a relief train 4b on the came track 8 on which the relief-object train 4a has been emergently stopped, and in response to this case adapted to determine the relief train 4b on the track 8a adjacent thereto in the quadruple track system in the same travel direction as the travel direction of the relief-object train 4a when it is possible to determine the relief train 4b on the track 8a. By this means, the train operation control device 2 can relieve the relief-object train 4a in more cases as compared with the first embodiment.

The configurations described in the above embodiments illustrate just examples, and can each be combined with other publicly known techniques. The embodiments can be combined with each other, and the configuration based on the embodiment or embodiments can be partially omitted and/or modified without departing from the scope of the present disclosure.

REFERENCE SIGNS LIST

• • 1 train control system 2 train operation control device; 3 ground control device; 4 train; 4a relief-object train; 4b relief train; 6, 7 station; 8, 8a, 9, 9a track; 10 protective section; 21 communication unit; 22 control unit.

Claims

1. A train control system comprising:

a plurality of trains;

a train operation control device to identify a relief-object train that is a train having failure, determine a relief train that is a train that moves on to the relief-object train to relieve the relief-object train, and determine a section from the relief train to a rear side of the relief-object train in which the relief train can travel, to be a protective section, on the basis of on-track information acquired from the trains; and

a ground control device to set, in the trains, the protective section determined by the train operation control device,

wherein the trains each transmit the on-track information including location information and failure information with use of which the train operation control device can determine a state of a failure when the failure occurs, to the train operation control device via the ground control device.

2. The train control system according to claim 1, wherein

in a case where the relief-object train can be restored and the relief train capable of traveling to a rear side of the relief-object train from behind on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the relief train to the rear side of the relief-object train to be a protective section that can be released after the relief train has traveled therein, and

the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

3. The train control system according to claim 1, wherein in a case where the relief-object train cannot be restored,

when the relief train capable of traveling to a front side of the relief-object train from a forward station on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the forward station to the front side of the relief-object train to be the protective section, and

when the relief train capable of traveling to a rear side of the relief-object train from a rearward station on the track is found, the train operation control device determines a section from the rearward station to the rear side of the relief-object train to be the protective section.

4. The train control system according to claim 1, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped and the relief train capable of traveling to a station forward from the relief-object train from a station rearward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the rearward station to the forward station on the second station to be the protective section that can be released after the relief train has traveled therein, and

the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

5. The train control system according to claim 1, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a station forward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the second track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a station rearward from the relief-object train is found on the second track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the second track to be the protective section.

6. The train control system according to claim 1, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped and the relief train capable of traveling to a station forward from the relief-object train from a rearward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be a protective section that can be released after the relief train has traveled therein, and

the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

7. The train control system according to claim 1, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a forward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the third track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a rearward station is found on the third track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be the protective section.

8. A train control method in a train control system including a train operation control device, a ground control device, and trains, comprising:

a first step of the train transmitting on-track information including location information and failure information with use of which the train operation control device can determine a state of a failure when the failure occurs, to the train operation control device via the ground control device;

a second step of the train operation control device identifying a relief-object train that is a train having failure, determining a relief train that is a train that moves on to the relief-object train to relieve the relief-object train, and determining a section from the relief train to a rear side of the relief-object train in which the relief train can travel, to be a protective section, on the basis of the on-track information acquired from the trains; and

a third step of the ground control device setting, in the trains, the protective section determined by the train operation control device.

9. The train control method according to claim 8, wherein

in the second step, in a case where the relief-object train can be restored and the relief train capable of traveling to a rear side of the relief-object train from behind on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the relief train to the rear side of the relief-object train to be a protective section that can be released after the relief train has traveled therein, and in the third step, the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

10. The train control method according to claim 8, wherein in the second step, in a case where the relief-object train cannot be restored,

when the relief train capable of traveling to a front side of the relief-object train from a forward station on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the forward station to the front side of the relief-object train to be the protective section, and

when the relief train capable of traveling to a rear side of the relief-object train from a rearward station on the track is found, the train operation control device determines a section from the rearward station to the rear side of the relief-object train to be the protective section.

11. The train control method according to claim 8, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped and the relief train capable of traveling to a station forward from the relief-object train from a station rearward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the rearward station to the forward station on the second station to be the protective section that can be released after the relief train has traveled therein, and

in the third step, the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

12. The train control method according to claim 8, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a station forward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the second track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a station rearward from the relief-object train is found on the second track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the second track to be the protective section.

13. The train control method according to claim 8, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped and the relief train capable of traveling to a station forward from the relief-object train from a rearward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be a protective section that can be released after the relief train has traveled therein, and

in the third step, the ground control device releases a subsection traveled by the relief train, of the protective section set in the train, from the protective section.

14. The train control method according to claim 8, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a forward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the third track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a rearward station is found on the third track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be the protective section.

15. The train control system according to claim 2, wherein in a case where the relief-object train cannot be restored,

when the relief train capable of traveling to a front side of the relief-object train from a forward station on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the forward station to the front side of the relief-object train to be the protective section, and

when the relief train capable of traveling to a rear side of the relief-object train from a rearward station on the track is found, the train operation control device determines a section from the rearward station to the rear side of the relief-object train to be the protective section.

16. The train control system according to claim 4, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a station forward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the second track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a station rearward from the relief-object train is found on the second track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the second track to be the protective section.

17. The train control system according to claim 6, wherein

in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a forward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the third track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a rearward station is found on the third track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be the protective section.

18. The train control method according to claim 9, wherein in the second step, in a case where the relief-object train cannot be restored,

when the relief train capable of traveling to a front side of the relief-object train from a forward station on the same track on which the relief-object train has been stopped is found, the train operation control device determines a section from the forward station to the front side of the relief-object train to be the protective section, and

when the relief train capable of traveling to a rear side of the relief-object train from a rearward station on the track is found, the train operation control device determines a section from the rearward station to the rear side of the relief-object train to be the protective section.

19. The train control method according to claim 11, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a station forward from the relief-object train is found on a second track in a travel direction opposite to a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the second track to be the protective section, and

when the relief train capable of traveling to a front side of the relief-object train from a station rearward from the relief-object train is found on the second track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the second track to be the protective section.

20. The train control method according to claim 13, wherein

in the second step, in a case where the relief train is not found on the same first track on which the relief-object train has been stopped,

when the relief train capable of traveling to a rear side of the relief-object train from a forward station is found on a third track in a travel direction same as a travel direction of the relief-object train, which is adjacent to the first track, the train operation control device determines a section from the forward station to the rear side of the relief-object train on the third track to be the protective section, and when the relief train capable of traveling to a front side of the relief-object train from a rearward station is found on the third track, the train operation control device determines a section from the rearward station to the front side of the relief-object train on the third track to be the protective section.