CN112236349B

CN112236349B - Train control device and train control method

Info

Publication number: CN112236349B
Application number: CN201980037272.XA
Authority: CN
Inventors: 前岛祐三
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2018-07-11
Filing date: 2019-06-24
Publication date: 2022-10-14
Anticipated expiration: 2039-06-24
Also published as: CN112236349A; JP7072653B2; WO2020012937A1; JPWO2020012937A1

Abstract

The invention provides a train control technology which is expected to improve the operation rate and the safety of a train. The train control device detects a state of at least one travel route section as an unreasonable error when a state of at least one travel route section before a train enters, which belongs to a travel route of the train, is an unreasonable error (the unreasonable error is defined as an abnormality that is not reasonable with respect to travel of the train) among a plurality of travel route sections defined as a plurality of components of the travel route of the train. In this case, the train control device allows the train to enter at least one travel route section on the basis of the speed limit.

Description

Train control device and train control method

Technical Field

The present invention generally relates to train control.

Background

As for train control, for example, techniques disclosed in patent documents 1 and 2 are known. Patent document 1 discloses "a train operation management device including a device state management DB11 of station field devices such as a signal 5, a track circuit 7, a switch 8, and the like, a signal state management DB12, schedule information DB13 of a train 40 traveling through a station, and an arithmetic processing unit 10 that outputs a control instruction to the field devices and outputs a travel instruction to the train based on information of these DBs (databases), wherein the device state management DB11 includes a failure state column that stores a failure state of the field devices, the signal state management DB12 includes a hand signal substitute permission column that stores whether or not to permit use of the hand signal substitute signal 6 attached to the signal 5 in place of the signal, and the arithmetic processing unit 10 calculates a control instruction of the field devices and a travel instruction of the train 40 based on information of the available field devices and hand signal substitute signal 6 when the field devices of the station generate an unusable state due to accidental failure/planned replacement. Patent document 2 discloses that "including a train tracking/control computer 2, the following functions are provided: a function 4 of storing a track circuit (reference track circuit) occupied at the end of the tracked train based on the CTC information, a function 5 of storing traffic signal information constituting a travel route of the train, a function 6 of storing travel chain information of the train, and a function 7 of generating an occupied chain of the track circuit on which the train travels and storing the occupied chain.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open No. 2006-062513

Patent document 2: japanese patent laid-open publication No. 10-147242

Disclosure of Invention

Technical problem to be solved by the invention

The travel route of the train can be divided into a plurality of block sections (blocks) corresponding to the plurality of track circuits, respectively. The block section refers to a portion of the travel route covered by the track circuit corresponding to the block section.

When a train occupies a block section, a track relay covering a track circuit of the block section is dropped. When the train moves from the block section to another block section, the track circuit is closed (track relay pickup).

However, even if the block section is not occupied by a train due to a failure of the track circuit covering the block section, an error may occur such that a relay of the track circuit drops.

The inventors of the present application have made the following findings through studies.

When a train that is going to enter a block section covered by a track circuit is stopped frequently due to a drop of a relay of the track circuit, the operation rate (operation efficiency) of the train is lowered.

In addition, depending on the cause of the failure of the track circuit, safety may be improved instead of stopping the train (in other words, moving the train).

Patent documents 1 and 2 give no disclosure or suggestion of any such problem and a solution to the problem.

Such a problem may also occur when an unreasonable error occurs due to a failure or the like of a field device (e.g., a switch) other than the track circuit.

The invention aims to provide a train control technology which is expected to improve the operation rate and the safety of a train.

Means for solving the problems

The train control device detects the state of at least one travel route section as an unreasonable error when the state of at least one travel route section before the train enters, which belongs to the travel route of the train, is an unreasonable error (the unreasonable error is defined as an abnormality that does not have rationality regarding the travel of the train) among a plurality of travel route sections defined as a plurality of components of the travel route of the train. In this case, the train control device allows the train to enter at least one travel route section on the basis of the speed limit.

Effects of the invention

The invention is hopeful to improve the operation rate and the safety of the train.

Drawings

Fig. 1 is a schematic diagram showing an overall configuration including a train control device according to an embodiment of the present invention.

Fig. 2 is a diagram showing state transition of a block partition.

Fig. 3 is a diagram showing a travel route type table.

Fig. 4 is a diagram showing an example of use of "Emergency Route" in the case where the track relay of the inner first block section is sucked up.

Fig. 5 is a diagram showing an example of use of "Emergency Route" in the case where the inner first block partition has failed.

Fig. 6A is a diagram showing a part of an example of use of "Super Emergency Route" in the case where a switch has failed.

Fig. 6B is a diagram showing another part of an example of use of the "Super Emergency Route" in the case where a switch has failed.

Fig. 6C is a diagram showing the remaining part of the use case of the "Super Emergency Route" in the case where the switch has failed.

Fig. 7 is a diagram showing a travel route management table.

Fig. 8 is a diagram showing a device management table.

Detailed Description

A train control device according to an embodiment of the present invention will be described below with reference to the drawings.

However, the present invention is not limited to the embodiments described below, and various changes and modifications can be made by those skilled in the art within the scope of the technical idea disclosed in the present specification. In the drawings for describing the embodiments, the same reference numerals are given to the portions having the same functions, and the overlapping description may be omitted.

In the following description, a common reference numeral may be used when the same kind of elements are described without distinction, and a full reference numeral may be used when the same kind of elements are distinguished. For example, when the block partition is not distinguished, it is referred to as a "block partition 104", and when the block partition is distinguished, it is referred to as a "block partition 104A" and a "block partition 104B".

A train 100 traveling on a predetermined track 103 (an example of a travel route) is controlled by an on-board device 102.

The ground device 101 (an example of a train control device) controls a traffic signal 105 and a switch 106. In the traffic signal 105, "Y" indicates a yellow lamp, "G" indicates a green lamp, and "R" indicates a red lamp.

The track 103 is divided into a plurality of occlusion partitions 104. A physical detector 107 is provided for each block partition 104. In other words, each block section 104 is a range of the track 103 covered by the physical detector 107 corresponding to the block section 104. The physical detector 107 is an example of a track circuit, and specifically is a device including a track circuit (for example, a device including an axle counter that counts the number of times a train enters and exits in addition to the track circuit). The plurality of block sections 104 are an example of a plurality of travel route sections defined as a plurality of components of the track 103.

The on-board device 102 and the ground device 101 communicate with each other wirelessly. The on-board device 102 recognizes position information of the location by detecting a ground element (for example, a base, not shown) installed on the ground by the train 100, performs a speed check based on the position information, speed information of the train 100, a traveling permission received from the ground device 101, and the like, performs control when the speed of the train 100 exceeds a speed limit, and outputs a brake command to decelerate the train speed to the speed limit or less. The on-board device 102 transmits information such as position information of the train 100 to the ground device 101.

The ground device 101 calculates information such as a traveling permission of the train 100 using train position information received from the in-zone physical detector 107 and the on-board device 102, for example, and transmits the control information to the on-board device 102. In the present embodiment, the ground device 101 refers to a device existing outside the train 100, and may include, for example, a device existing for each track section and an operation management center capable of communicating with the device.

The surface device 101 includes a communication device 111, a storage device 112, an input device 113, an output device 114, and a computing device 115 connected thereto. The communication device 111 may be more than one communication interface. The storage 112 may include more than one memory, and in turn, more than one secondary storage device. The input device 113 may be at least one of a keyboard, a pointing device, and a touch panel. The output device 114 may be at least one of a liquid crystal display and a touch panel. The computing device 115 may be more than one processor. The at least one processor may be a general processor such as a hardware Circuit (e.g., an FPGA (Field-Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit)) that performs partial or complete processing. At least a part of the input device 113 and the output device 114, the so-called human-machine interface, may be present outside the floor device 101. At least a portion of the surface equipment 101 may be virtual equipment (e.g., software defined equipment) implemented based on computing resources (e.g., interfaces, memory, and processors).

The communication device 111 receives or transmits a signal indicating information indicating the state of the field devices (for example, the physical detector 107, the traffic signal 105, and the switch 106) or the like, and a signal indicating the display of the traffic signal 105 determined based on the state of the field devices on the inner side of the travel route (that is, on the inside of the route) of the train 100.

A screen indicating a route of a predetermined area including a route of the train 100 may be displayed on the output device 114. The operator (e.g., an administrator) may specify a lock area (the travel route itself or an area related to the travel route) as an area to be locked in the travel route via the input device 113. The lock area may be automatically set by the travel control unit 132 described later.

The storage device 112 stores management information 121 and a program group 121.

The management information 121 is information to be referred to or updated when controlling the train 100, and includes, for example, a travel route management table (see fig. 7) and an equipment management table (see fig. 8) described later. As illustrated in fig. 7, the travel route management table 700 stores, for each travel route (a group of departure point and arrival point), information indicating the position of the departure point (which may be information of the block section 104 to which the departure point belongs), information indicating the position of the arrival point (which may be information of the block section 104 to which the arrival point belongs), information indicating the route type of the travel route, information indicating the switch 106 present on the travel route (for example, identification information of the switch 106), and information indicating the block section 104 present on the travel route (for example, identification information of the block section 104). As shown in fig. 8 by way of example, the device management table 800 stores information indicating devices (e.g., identification information of the devices) and information indicating states of the devices for each field device (e.g., the physical detector 107, the switch 106). The apparatus in fig. 8 may be used instead of the physical detector 107, but instead of the block partition 104. The state detector 131 described later can specify the states of the block section 104 and the switch 106 from the device management table 800.

The program group 121 is one or more programs executed by the arithmetic device 115. The functions of the state detector 131 and the travel controller 132 are realized by the arithmetic device 115 executing at least one program of the program group 121. Since the functions of the state detection unit 131 and the travel control unit 132 are realized by the arithmetic device 115 executing at least one program, the processing described with the functions as a subject may be regarded as processing performed by the arithmetic device 115 or the ground device 101 including the arithmetic device 115. The program may be installed from a program source. The program source may be, for example, a program distribution computer or a computer-readable recording medium (e.g., a non-transitory recording medium). The description of each function is merely an example, and a plurality of functions may be combined into one function, or one function may be divided into a plurality of functions.

The state detection unit 131 detects an abnormal drop as a state of at least one block section 104 before the train 100 enters, when the state of the at least one block section 104 belonging to (i.e., belonging to) a travel route (a track portion from a departure point to an arrival point) of the train 100 is a track relay abnormal drop (which is one example of an unreasonable error defined as an abnormality having no rationality with respect to the travel of the train 100), and the state is a state of the at least one block section 104. When an abnormal drop is detected as the state of the at least one block section 104, the travel control unit 132 allows the train 100 to enter the at least one block section 104 after the speed restriction is performed.

The "abnormal drop" in the block section 104 covered by the physical detector 107 is a state in which the relay of the track circuit drops although the train 100 is not occupied in the block section 104 (or a state in which information cannot be acquired from the track circuit due to a cable connected to the physical detector 107 being cut). In the block section 104 in such a state, the present embodiment allows the train 100 to enter after the speed limit is performed. This can hopefully improve the operation rate and safety of the train.

Fig. 2 is a diagram showing a state transition of the block partition 104.

The state of the block section 104 is roughly classified into 3 types of "suck-up", "normal drop", and "abnormal drop" according to the change of the relay drop and suck-up. Note that an arrow 201 in fig. 2 indicates a change from falling to suction, and an arrow 202 in fig. 2 indicates a change from suction to falling.

When the following condition (a) is satisfied in the change from the suction to the drop, the state of the block section 104 is shifted from the suction to the normal drop.

< Condition (a): satisfy all of

A relay of the physical detector 107 covering the adjacent block section 104 (for example, the block section 104 adjacent to the entrance to the control range) falls (for example, a certain time or more elapses from the falling of the physical detector 107).

For the block section 104 covered by the physical detector 107 in which the relay has fallen, the relay of the physical detector 107 covering the adjacent block section 104 falls.

When the following condition (b) is satisfied in the change from suction to drop, the state of the block section 104 shifts from suction to abnormal drop.

< Condition (b) >)

The condition (a) does not hold.

When the following condition (c) is satisfied in a change from the drop to the pick-up, the normal drop or the abnormal drop is shifted to the pick-up.

< Condition (c): satisfy all of

The block section 104 changes to a state in which a predetermined time or more has elapsed after the relay has fallen.

The block section 104 adjacent to the block section 104 changed to be sucked up is in the falling state.

In the transition condition (a), the relay drop alone in the block section 104 of the system entry (for example, the departure point of the travel route) may be added to the normal drop condition according to the route condition.

Fig. 3 is a diagram showing a travel route type table. The table may be a table included in the management information 121 as a kind of data.

The travel Route types (i.e., the Route types) are roughly classified into 3 types of "Normal Route", "Emergency Route", and "Super Emergency Route" according to the process level. The "abnormality cause" shown in the figure indicates whether or not the setting as a travel route is permitted in accordance with the equipment failure condition inside the travel route. In the table, "o" indicates that setting to the travel route is permitted, and "x" indicates that setting to the travel route is not permitted.

Specifically, when the travel Route type (the processing method of the travel Route) is "Emergency Route" (an example of the first travel Route type), the condition of the function is satisfied, and thus the travel Route cannot be set when the switch 106 (an example of the travel Route portion) is in an abnormal state (for example, a state in which the opening direction cannot be checked due to a failure of the switch 106 or the like), but the travel Route can be set when the block section 104 is in an abnormal state (an abnormal drop).

When the travel Route type is "Super Emergency Route" (an example of the second travel Route type), since the condition of this function is satisfied, the travel Route can be set regardless of whether the switch 106 is in the abnormal state or the block section 104 is in the abnormal state (abnormal drop). The "Super expression Route" has a higher processing level (higher abnormality level) than the "expression Route". The level of processing may depend on the type of travel route section in which the failure error has occurred.

When the travel Route type is "Normal Route", the travel Route cannot be set regardless of whether the switch 106 is in the abnormal state or the block section 104 is in the abnormal state.

When the travel Route type is "Normal Route", the state detection unit 131 refers to the state of the switch 106 in the device management table 800 and the state of the block partition 104 (see fig. 8). However, when the type of the line of travel is changed from the Normal Route indicating a Normal type to the Emergency Route indicating an abnormal type, the types of devices to be referred to by the state detection unit 131 are reduced. Specifically, the state detection unit 131 determines which field device inside the travel route is to be checked for the purpose of allowing the train to enter the travel route, based on the type of travel route, which is determined according to which state any type of field device (an example of a travel route section) under the travel route is in, and checks the state of the determined field device. More specifically, for the travel Route associated with "Emergency Route", the state detection unit 131 does not check the state of any block section 104 belonging to the travel Route, but checks the state of a switch 106 belonging to the travel Route as long as the switch 106 is present. Further, for the travel Route associated with the "Super Emergency Route", the state detection unit 131 does not check the state of any block section 104 under the travel Route, and does not check the state of the switch 106 even if there is a switch 106 under the travel Route. In this way, the type of device to be referred to differs depending on the type of travel route. Specifically, the device type of the abnormality cause for which the travel route type is set is excluded from the reference device types. Therefore, even if the travel route type of the abnormal level corresponding to the unreasonable error is set, the train 100 can be allowed to enter after the speed restriction is performed.

Further, assuming that the train 100 is automatically driven, when the Route type of the travel Route of the train 100 is changed from "Normal Route" to "Emergency Route" or "Super Emergency Route", the travel control unit 132 may cancel the automatic driving of the train 100 and switch to the manual driving.

Fig. 4 is a diagram showing an example of use of "Emergency Route" in the case where the relay in the inner first block section is sucked up. In the following description, the following description method is employed.

"inner n-th block section" (n is a natural number) refers to an n-th block section of the inner block sections that are block sections located inside (i.e., forward in the traveling direction) the traffic signal 105. The first inner block section 104B corresponds to the first inner block section.

The travel route is determined by the group of departure point 401 and arrival point 402. The direction of the triangle at the departure point 401 (leftward in the example of fig. 4) corresponds to the traveling direction of the train 100.

The gray color of the block section 104 indicates that the state of the block section 104 is a relay-down state (normal-down or abnormal-down).

The hatching of the blocking partition 104 indicates that the blocking partition 104 is in a locked state.

In the traffic signal 105, the black color on the right side indicates that the red lamp is turned on. Dark grey to the left indicates that a yellow light is lit. The light gray in the center (see fig. 6B) indicates that the green light is on.

In step 401, it is assumed that the inner second block section 104C has a failure (abnormal drop) as an initial state. In this case, the state detector 131 refers to the device management table 800, and recognizes that the inner second block section 104C under the traveling route has abnormally dropped.

In step 402, the state detector 131 detects that the inner second block section 104C under the travel Route has fallen abnormally (and no abnormality is detected at any switch of the travel Route), and sets the travel Route type "Emergency Route" for the travel Route (for example, "Emergency Route" is registered for the travel Route in the travel Route management table 700). The travel control unit 132 locks at least all of the inner block sections 104 (an example of all block sections under the lock area) in the block sections 104 under the travel Route "Emergency Route". This can temporarily prevent any train from entering all the inner block sections 104. In the example of fig. 4, since the falling state is preferentially shown for each inner block section 104, only the inner first block section 104B in the suction state appears to be locked, but all the inner block sections 104 are locked. For example, information indicating all of the locked inner block sections 104 may be transmitted to all of the on-board devices of the trains. Then, the travel control unit 132 changes the display of the traffic signal 105 to a display that allows entry after the speed limit is performed. Fig. 4 shows a display for allowing entry after the speed restriction is performed, and the yellow lamp and the red lamp are turned on.

In step 403, the train 100 enters the inner first block section 104B. As a result, the physical detector 107 covering the inner first block section 104B normally falls. When detecting the normal drop, the state detection unit 131 registers the state "normal drop" of the inner first block section 104B in the facility management table 800, and the travel control unit 132 changes the display of the traffic signal 105 to the stop display.

In step 404, the train 100 travels from the inner first block section 104B to the inner second block section 104C. As a result, the physical detector 107 covering the inner second block section 104C normally falls, and (the relay of) the physical detector 107 covering the inner first block section 104B is sucked up. The state detection unit 131 registers the state of the inner second block section 104C, "normally dropped", and the state of the inner first block section 104B, "sucked up", in the device management table 800.

In step 405, the travel control unit 132 detects that the train 100 has reached the arrival point 402. In this case, the travel control unit 132 resets the Route type "Emergency Route" of the travel Route. For example, the travel control unit 132 changes the Route type of the travel Route from "Emergency Route" to "Normal Route". Following the reset of the "Emergency Route", the travel control unit 132 unlocks (unlocks) all the inner block sections 104 in the locked state. Since the unlocking is performed when the train 100 reaches the arrival point 402, it is expected to avoid a decrease in the operation rate of the train 100.

In the present embodiment, the permission of entry after the speed restriction is performed means that the driver of the train 100 is notified of the permission of entry corresponding to an unreasonable error. The driver can travel the train after performing the speed limit according to the notification.

A specific example of the admission permitted based on the speed limit is to use a display defined as admission permitted for the traffic signal 105 to indicate that an unreasonable error has occurred, that is, to show that the train is being advanced based on the speed limit. Since the driver drives the train 100 in accordance with the display of the traffic signal 105, the display of the traffic signal 105 is made to be a display that allows entry after the speed limit is performed, and thus functions.

In addition, in the present embodiment, since entry is permitted by the display of the traffic signal 105, the inspection object in the state is a travel route portion located inside the traffic signal 105. This eliminates the need to inspect the portion of the travel route outside the traffic signal 105, and as a result, it is expected that the load on the floor device 101 can be reduced.

According to fig. 4, when the state of the inner first block section 104B is the (relay) suck-up and the state of at least one other block section 104 is the (relay) abnormal drop, the travel control unit 132 turns the display of the traffic signal 105 to the display of turning on the red and yellow lamps before the relay of the track circuit corresponding to the inner first block section 104B drops. When the physical detector 107 corresponding to the inner first block section 104B detects that the relay has fallen, the travel control unit 132 changes the display of the traffic signal 105 to a stop display in which only the red light is turned on. This can contribute to an improvement in the operating rate and safety of the train.

Fig. 5 is a diagram showing an example of use of "Emergency Route" in the case where the inner first block partition 104 has failed (has fallen abnormally).

In step 501, it is assumed that the inner first block section 104B has failed (has fallen abnormally) as an initial state. In this case, the state detector 131 refers to the device management table 800, and recognizes that the inner first block section 104B belonging to the travel route has abnormally fallen.

In step 502, the state detection unit 131 sets a travel Route type "Emergency Route" for the travel Route (for example, "Emergency Route" is registered in the travel Route management table 700) because it detects that the abnormal drop occurs in the inner first block section 104B under the travel Route (and no abnormality is detected at any switch of the travel Route). The travel control unit 132 locks the block section 104 subordinate to the travel Route "Emergency Route". In the example of fig. 5, since the falling state is preferentially shown for each block section 104, only the inner second block section 104C in the suction state appears to be locked, but all the inner block sections 104 may be locked. The travel control unit 132 changes the display of the traffic signal 105 to allow entry after the speed limit is performed.

At step 503, since it is not possible to detect that the train 100 enters the inner first block 104B (because the physical detector 107 covering the inner first block 104B has failed), the travel control unit 132 turns on the display for allowing (instructing) travel, and after a certain time, causes the display of the traffic signal 105 to be the stop display. This can be expected to improve safety.

In step 504, when "Re-aspect command" which is an example of a predetermined command is input via the input device 113 or the communication device 111, the travel control unit 132 changes the display of the traffic signal 105 to a display (a display in which the red light and the yellow light are turned on) allowing (instructing) the travel. As a result, the train 100 is allowed to enter. This can maintain and improve the operating rate and safety of train 100. An example of the prescribed command "Re-aspect command" can be said to be a command for restoring the display of the traffic signal 105 to the display allowing (indicating) travel. The "Re-aspect command" may be manually input or may be automatically input periodically. Specifically, for example, when the state of the outer block section 104A immediately adjacent to the inner first block section 104B changes from suck-up to normal drop, and does not return from normal drop to suck-up after a certain time has elapsed, the state detector 131 or the travel controller 132 may periodically input "Re-aspect command" because it is considered that the physical detector 107 covering the outer block section 104A has failed.

At step 505, the travel control unit 132 detects that the train 100 has reached the arrival point 402. In this case, the travel control unit 132 resets the travel Route type "Emergency Route".

The setting and resetting of the travel route and the instruction of the "Re-aspect command" can be performed by the on-vehicle device 102 or an operation management device or an operation terminal, which is one form of the ground device 101.

In addition, by monitoring (or confirming with a human system) the state of the physical detector 107 by an external device, "Emergency Route" may be set even in the case of a normal fall. That is, when a failure is detected in a travel route section subordinate to the travel route by an external device monitoring the travel route section, the state detection unit 131 may determine the route type of the travel route in accordance with the type of the travel route section based on information from the external device. This makes it possible to set an appropriate travel route type with high efficiency.

Fig. 6A to 6C are diagrams showing an example of use of "Super Emergency Route" in the case where the switch 106 has failed. The failure of the switch 106 is assumed to be a state in which the ground device 101 cannot acquire information due to a failure of a relay, wiring, or the like (a state in which the opening direction cannot be investigated) although the switch is opened. In the example of fig. 6A to 6C, there is a switch 106, and there are semaphores 105A to 105C.

In step 601, as an initial state, it is assumed that the switch 106 has failed. When the travel Route type is "Normal Route", the ground device 101 cannot issue a travel signal to the target travel Route (the group of the departure point 401B and the arrival point 402B) because the opening direction cannot be investigated.

In step 602, "Super Emergency Lock" is set for the area 650 related to the object travel route. The region 650 in which "Super error Lock" is set is an example of a Lock region. The lock area is an area that cannot be occupied by any train. Hereinafter, the region 650 in which "Super Emergency Lock" is set is referred to as "locked region 650". For the travel Route subordinate to the lock area 650, the travel Route type "Super Emergency Route" can be set. Further, for example, information indicating the range of lock area 650 may be included in management information 121 by travel control unit 132. The designation of the area 650 and the setting of the "Super Emergency Lock" may be performed by the travel control unit 132 according to a predetermined policy, or may be performed by an operator (for example, an administrator) via the communication device 111 or the input device 113.

At step 603, train 100 occupies block section 104A sucked up by the relay (outer block section 104A of traffic signal 105A). As a result, the state of the block section 104A becomes a relay-down state (normal-down). The block section 104A is located outside the lock zone 650 so the train 100 can occupy.

In step 604, the state detector 131 sets a travel Route type "Normal Route" for the travel Route (the set of the departure point 401A and the arrival point 402A) located outside the lock area 650. The travel control unit 132 causes the traffic signal 105A to display a travel display (turns on the green light).

At step 605, the train 100 enters the first block section 104B inside the signal 105A. As a result, the state of the block section 104A becomes the suction state, and the state of the block section 104B becomes the dropping state (normal dropping). Therefore, the travel control unit 132 returns the display of the traffic signal 105A to the parking display. This is because the train 100 occupies the inner block section of the traffic signal 105A.

In step 606, the state detection unit 131 sets a travel Route type "Super Emergency Route" to the target travel Route subordinate to the lock area 650. This is because, although the switch 106 under the target travel route has failed, the actual opening direction has already been confirmed by the human system or an external device, and information indicating that the opening direction has been confirmed is included in the management information 121 with respect to the failed switch 106. The travel control unit 132 changes the display of the traffic signal 105B at the head of the subject travel line to a travel display (turns on the red and yellow lights). This is because it is ensured that no other train is occupied in the lock area 650, and entry into the lock area 650 set as not-allowed is permitted.

In step 607, the train 100 enters 104H (inner block section at the end of the traffic signal 105B) under the target travel route. The travel control unit 132 detects that the train 100 has reached the arrival point 402B. In this case, the travel control unit 132 resets the "Super Emergency Route" of the target travel Route.

Description of the reference numerals

100: train, 101: ground device, 102: on-vehicle device, 103: track, 104: occlusion partition, 105: signal machine, 106: switch, 107: a physical detector.

Claims

1. A train control device, comprising:

a state detection unit that detects a state of at least one travel route section before the train enters, which belongs to a travel route of the train, as an unreasonable error defined as an abnormality that does not have rationality regarding travel of the train, when the state of the at least one travel route section is an unreasonable error, among a plurality of travel route sections defined as a plurality of components of the travel route of the train, respectively; and

a travel control unit that allows the train to enter the at least one travel route section after the speed limit is performed, when an unreasonable error is detected as a state of the at least one travel route section,

this allows for emission by:

issuing an admission notification corresponding to an unreasonable error to a driver of the train,

the admission notification is sent out by the following method:

the display of the traffic signal set on the travel route is made a display indicating that entry is permitted and that an unreasonable error has occurred,

the at least one travel route portion is a travel route portion located inside the traffic signal,

at least the state of the first inner block section in the at least one traveling route section is an unreasonable error such that the inner block section is abnormally dropped,

the travel control unit causes the display of the traffic signal to be a display indicating that entry is permitted and occurrence of abnormal drop is presented, and causes the display of the traffic signal to be a parking display after a lapse of a certain time.

2. The train control device of claim 1, wherein:

the travel control unit changes the display of the traffic signal to a parking display after the elapse of the certain time, and then changes the display of the traffic signal to a display showing admission permission and presenting occurrence of abnormal drop if a predetermined command is input.

3. The train control device of claim 1, wherein:

the travel control unit locks all travel route sections under the lock area related to the travel route so that any train cannot enter the all travel route sections, and thereafter allows the train to enter the at least one travel route section.

4. The train control device of claim 3, wherein:

the travel control unit unlocks all the travel routes when the train reaches the arrival point of the travel route.

5. The train control device of claim 1, wherein:

the state detection unit determines which travel route portion inside the travel route is checked for allowing the train to enter the travel route, based on a travel route type determined according to which state any type of travel route portion under the travel route is in, and checks the state of the determined travel route portion.

6. The train control device of claim 5, wherein:

the plurality of travel route sections include:

more than one turnout; and

a plurality of block sections corresponding to a plurality of track circuits provided on the travel route,

the plurality of block sections are travel route sections covered with track circuits corresponding to the block sections,

in the case where there is any block section in an unreasonable wrong state as a traveling route section subordinate to the traveling route, but there is no turnout in an unreasonable wrong state,

the travel line category is a first travel line category,

the state detection unit does not check the state of any block section under the travel route for the travel route associated with the first travel route type, but checks the state of a switch as long as the switch under the travel route exists,

in the case where there is any switch in an unreasonably wrong state as a travel route section subordinate to the travel route,

the travel route kind is a second travel route kind having an abnormality level higher than that of the first travel route kind,

the state detection unit does not check the state of any block section belonging to the travel route, and does not check the state of a switch belonging to the travel route, even if the switch is a switch belonging to the travel route.

7. The train control device of claim 5, wherein:

when the occurrence of a failure is detected by an external device monitoring a travel route section for an arbitrary travel route section under the travel route, the travel route type of the travel route is determined according to the type of the travel route section.

8. A train control method, comprising:

a state detection step of detecting, by a computer, a state of at least one travel route section before the train enters, which belongs to a travel route of the train, as an unreasonable error defined as an abnormality not having rationality with respect to travel of the train, in a case where the state of the at least one travel route section is an unreasonable error, among a plurality of travel route sections respectively defined as a plurality of constituent elements of the travel route of the train; and

a running control step in which, in a case where an unreasonable error is detected as a state of the at least one running route section, the train is allowed by a computer to enter the at least one running route section on the basis of the speed limit being performed,

this allows for emission in the following manner:

the admission notification is sent out by the following method:

the display of the traffic signal provided on the travel route is made a display indicating that entry is permitted and that an unreasonable error has occurred,

the at least one travel route portion is a travel route portion located on an inner side of the traffic signal,

in the running control step, the display of the traffic signal is made to be a display showing admission permission and presenting occurrence of abnormal drop, and after a certain time has elapsed, the display of the traffic signal is made to be a parking display.

9. The train control method according to claim 8, characterized in that:

in the state detecting step, it is determined which travel route portion inside the travel route is checked for the purpose of allowing the train to enter the travel route, based on a travel route type determined according to which state any type of travel route portion under the travel route is in, and the state of the determined travel route portion is checked.

10. A computer-readable storage medium storing a computer program, characterized in that:

the computer program causes a computer to execute:

a state detection step of detecting a state of at least one travel route section before the train enters, which belongs to a travel route of the train, as an unreasonable error defined as an abnormality that does not have rationality with respect to travel of the train, when the state of the at least one travel route section is an unreasonable error, among a plurality of travel route sections defined as a plurality of constituent elements of a travel route of the train, respectively; and

a travel control step of allowing the train to enter the at least one travel route section after speed limit is performed, when an unreasonable error is detected as a state of the at least one travel route section,

this allows for emission in the following manner:

the admission notification is sent out by the following method:

11. The computer-readable storage medium of claim 10, wherein:

in the state detecting step, it is determined which travel route portion inside the travel route is checked for allowing the train to enter the travel route, based on a travel route type determined according to which state any type of travel route portion under the travel route is in, and the state of the determined travel route portion is checked.