GB2538450A

GB2538450A - Signal system

Info

Publication number: GB2538450A
Application number: GB1614361.2A
Authority: GB
Inventors: Sugawara Toshiharu; Nishino Takayoshi; Sato Yutaka; Imamoto Kenji
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2014-03-03
Filing date: 2014-03-03
Publication date: 2016-11-16
Anticipated expiration: 2034-03-03
Also published as: JPWO2015132839A1; GB201614361D0; WO2015132839A1; JP6302994B2; GB2538450B

Abstract

The present invention addresses the problem of providing an inexpensive signal system having a small number of devices while reliably preventing a collision with a preceding train and an obstacle. In order to solve the above problem, provided is a signal system characterized by having: a plurality of reflectors continuously disposed on a track; a train traveling on the track; a detection unit for detecting objects in front of the train; a specifying unit for specifying the reflectors from among the objects; and a control unit for setting a stop limit on the near side of the furthest one of the reflectors continuously seen from the vicinity of the train, providing a speed limit according to the stop limit, and braking the train when the traveling speed of the train exceeds the speed limit.

Description

DESCRIPTION

Title of Invention: SIGNAL SYSTEM

Technical Field

[0001] The present invention relates to a signal system.

Background Art

[0002] Digital ATC is employed in the background of the present technique by way of example. A technique for the digital ATC detects the presence of a train on a track by a ground logic unit via a track circuit, creates stop point information based on the information on the presence of the preceding train on the track, and transmits the stop point information as digital information to a train logic unit via information transmission using the track. The train logic unit may mount railway data or individual car performance data as database thereon, and may autonomously process the information transmitted from the ground logic unit thereby to conduct optimum "one-step braking" control.

[0003] JP 1998-124799 A (PTL 1) describes a method in which a scanner-type laser radar is mounted on a car traveling on a road in which reflectors are arranged on the shoulders of the road thereby to scan in front of the car and to detect obstacles, assumes a maximum detection distance between the reflectors as a search limit distance of the laser radar, assumes that an obstacle is present around the search limit distance thereby to decelerate the speed of the car when an obstacle is not present within the range, and conducts braking control based on the obstacle information detected by the laser radar when an obstacle is present.

Citation List Patent Literature [0003] PTL 1: JP 1998-124799 A

Summary of Invention

Technical Problem [0005] The digital ATC described in Background Art has the effects that a collision between trains can be accurately prevented and additionally high-density train operating is achieved. However, many ground systems such as track circuit, ground logic unit, ATC-LAN, and transmitter/receiver are required, and thus there is a problem of a reduction in facilities or a reduction in cost.

[0006] On the other hand, the car-mounted sensor grasps a situation in front of the car thereby to conduct braking control as in PTL 1, thereby preventing a collision with an obstacle at low cost. However, the method in PTL 1 is a system for detecting an obstacle by a reflection wave of the car-mounted sensor and braking when an obstacle is detected, and thus there is a problem that a preceding car or obstacle cannot be detected due to disturbance or the like, which causes a collision. That is, it is an object to provide a low-cost signal system with a small number of facilities for accurately preventing a collision with a preceding car or obstacle.

Solution to Problem [0007] In order to solve the problem, there is provided a signal system having: a plurality of reflectors continuously arranged on a track; and a train traveling on the track, wherein the train includes: a detection unit for detecting objects in front of the train; a specification unit for specifying the reflectors from among the detected objects; and a control unit for conducting braking control on the train based on a stop limit, a deceleration performance of the train, and a traveling speed of the train, and the stop limit is set based on positions of the reflectors detected by the specification unit.

Advantageous Effects of Invention [0008] According to the present application, it is possible to realize a signal system for conducting train traveling control by use of reflectors, or a low-cost signal system with a small number of facilities for preventing a collision with a train or an obstacle on a track.

Brief Description of Drawings

[0009] [FIG. 1] FIG. 1 illustrates a signal system according to a first or second exemplary embodiment.

[FIG. 2] FIG. 2 illustrates how to install reflectors according to the first or second exemplary embodiment by way of example.

[FIGS. 3(1) and 3(2)] FIGS. 3(1) and 3(2) illustrate how a detection unit detects according to the first or second exemplary embodiment by way of example.

[FIG. 4] FIG. 4 illustrates a reflector specification unit according to the first exemplary embodiment.

[FIG. 5] FIG. 5 illustrates a braking control unit according to the first or second exemplary embodiment.

[FIGS. 6(1) and 6(2)] FIGS. 6(1) and 6(2) illustrate how to set a reference reflector according to the first or second exemplary embodiment.

[FIGS. 7(1) and 7(2)] FIGS. 7(1) and 7(2) illustrate an exemplary operation of the signal system according to the first exemplary embodiment.

[FIG. 8] FIG. 8 illustrates a relationship between traveling speed and distance from detection of an object to stop.

[FIG. 9] FIG. 9 illustrates an obstacle entering a track. [FIG. 10] FIG. 10 illustrates the reflector specification unit according to the second exemplary embodiment.

[FIG. 11] FIG. 11 illustrates an exemplary operation of the signal system according to the second exemplary embodiment.

[FIGS. 12(1) and 12(2)] FIGS. 12(1) and 12(2) illustrate an exemplary operation of a signal system according to a third exemplary embodiment.

[FIG. 13] FIG. 13 illustrates a maintenance car according to a fourth exemplary embodiment.

[FIG. 14] FIG. 14 illustrates how to install reflectors and heaters according to a fifth exemplary embodiment.

Description of Embodiments

[0010] Exemplary embodiments will be described below.

First exemplary embodiment [0011] The present exemplary embodiment is a signal system for preventing a collision between trains. FIG. 1 illustrates the signal system according to the first exemplary embodiment. As illustrated in FIG. 1, the signal system is applied to a train 2 traveling on iron rails 1 (such as railroad and Light rail transit). The train 2 travels according to a predefined operation diagram, and serves to transport passengers. Power is supplied to the train 2 from a substation (not illustrated) via a cable (not illustrated). Drive force is generated by a motor (not illustrated) thereby to rotate wheels 9 so that the train 2 travels on the rails 1. An engine (not illustrated) may be loaded on the train 2 thereby to drive the train 2 by power of the engine. The train 2 is driven by a driver (not illustrated) or an automatic drive device (not illustrated). The signal system can be applied to mobile bodies such as monorails, new transport systems, automobiles, and mining dump cars, not limited to trains.

[0012] The signal system is a maintenance device for preventing a collision between trains even when the driver or the automatic drive device erroneously operates the train 2. The signal system is configured of reflectors 3 continuously arranged on a track, a detection unit 4 for detecting information on objects in front of a train, and a train signal device 5. The train signal device 5 is configured of a reflector specification unit 6 for specifying reflectors from the objects detected by the detection unit 4, and a braking control unit 7 for defining a stop limit based on the information on the reflectors, setting a speed limit of the train based on the stop limit, and braking when the train exceeds the speed limit.

[0013] The reflectors 3 are continuously arranged on a track or between the rails 1 as illustrated in FIG. 1. The term continuously indicates an arrangement at intervals of about 5 [m] to 10 [m], for example. The intervals may be changed depending on a place. When the reflectors are continuously arranged on the track in this way, if an obstacle such as preceding train is present in front of the train 2, the obstacle intervenes and the reflectors beyond the obstacle cannot be seen. That is, the fact that the trains 2 can continuously detect the reflectors indicates that an obstacle is not present between the train and the reflectors and the train can safely travel. With the above property, the signal system controls the train within a range in which the train 2 can continuously detect the reflectors (a range in which the train can safely travel), thereby realizing the safe signal system. As a method for installing reflectors, it is desirable that the reflectors are sterically configured without contacting with the train 2 as illustrated in FIG. 2. By doing so, it is possible to prevent the reflectors from being hidden behind fallen leaves or snow. [0014] The detection unit 4 is installed on the train 2 to detect the reflectors or obstacles in front of the train 2. According to the present exemplary embodiment, a sensor for detecting an object employs a laser radar. The detection unit 4 calculates a relative position (X[i], Y[i], 1[i]), a relative speed (Vx[i], Vy[i]), a shape (height H[i], width W[i], depth D[i]), and a signal intensity of a reflection wave of an object present in front of the train based on the information on a laser light irradiated by the laser radar and a reflection wave reflected on the object. Herein, [i] is an ID number when a plurality of objects are detected.

[0015] Subsequently, the situation illustrated in FIG. 3(1) assumes that the train 2 travels. 31 indicates a power pole, 32 and 33 indicate rails on which the train 2 travels, 34 and 35 indicate rails of an adjacent track, 36 indicates an oncoming train, and 37 to 44 indicate reflectors. The detection unit 4 has a detection limit, and cannot detect all the above components. As illustrated in FIG. 3(2), the relative positions, the relative speeds, the shapes, and the signal intensities of reflection waves of the power pole 31, the left rail 32, the right rail 33, the rails 34, 35 of the adjacent track, the oncoming train 36, and the reflectors 37 to 43 are calculated. The detection unit 4 transmits the information on the objects to the train signal device 5 by use of train LAN (Local Area Network). The detection unit repeatedly performs the processing at certain cycles such as per 0.1 [sec]. The present exemplary embodiment employs a laser radar, and may employ a millimeter-wave radar with less attenuation due to rain or snow, a camera capable of applying added value by an image processing, or the like.

[0016] Subsequently, the reflector specification unit 6 will be described with reference to FIG. 4. In step 5401, the rails 32 and 33 are specified based on the shape in the information on the objects detected by the detection unit 4. Then, the objects outside the track or the objects outside the rails are determined as not reflectors. In the example of FIG. 3(2), the power pole 31 and the rails 34, 35 of the adjacent track are determined as not reflectors. The rails cannot be detected beyond Xa, and thus a determination is not made as to whether an object is on the track. The processing in 5401 enables the possibility that an object outside the track is erroneously detected as a reflector to be reduced. For example, the reflectors 3 on the oncoming track (not illustrated) can be eliminated in the processing. In the processing in 5401, a rotation speed of a speed power generator 8 may be multiplied with a wheel diameter thereby to estimate a traveling speed V of the train 2, the traveling speed V may be integrated thereby to estimate a position of the train 2, and a determination may be made as to whether a currently-detected object is on the track with reference to the previously-stored map information on the track based on the position of the train 2.

[0017] Subsequently, in 5402, a determination is made as to whether the object is a still object based on the traveling speed V of the train 2 in the following Equation. That is, an object, which has a relative speed almost equal to the traveling speed of the train 2, is determined as a still object, and the objects other than the still objects are determined as not reflectors. [0018] -V -AV < Vy[i] < -V + GV (I = 1, 2, 3 -.-n) (1) where AV indicates a set value. In the example of FIG. 3(2), the oncoming train 36 does not meet Equation (1), and thus is determined as not reflector. The processing in 5402 enables the possibility that an object with a speed is erroneously detected as a reflector to be reduced.

[0019] Subsequently, in S403, a determination is made as to whether the signal intensity of the reflection wave is at a predetermined value or more, and the object with a signal intensity of the predetermined value or more is determined as reflector. The reflector has a remarkably higher reflectivity of the laser radar than other objects, and thus the processing in 5403 enables the possibility that an object other than the reflectors is erroneously detected as reflector to be reduced. In the example of FIG. 3(2), a determination is made as to whether the signal intensities of the reflection waves from the reflectors 37 to 43 are at a predetermined value or more, and they are determined as reflectors. It is advantageous that an absorber for absorbing output (millimeter-wave or laser light) of the sensor is arranged on the back of the train 2. By doing so, the reflectivity of the train 2 is reduced, thereby more accurately distinguishing the train 2 and the reflectors. The absorbers are provided on the backs of the reflectors 3 so that the reflectivity of the reflectors 3 on the oncoming track is reduced, thereby accurately eliminating erroneous detection of the reflectors 3 on the oncoming track. As other method for preventing erroneous detection, there is also effective a method in which a deflection plate (not illustrated) is installed in front of the reflection face of the reflector 3 in order to reflect only a deflected light and only the light deflected from the reflector 3 is detected by the detection unit 4. The reflector specification unit described above repeatedly performs the processing at certain cycles such as per 0.1 [sec]. The reflector soecification unit 6 can specify only the reflectors from among the objects detected by the detection unit 4. If the accuracy of detecting the reflectors is not found, all the processings in 5401 to 5403 do not need to be performed, but the processings are performed thereby to detect the reflectors with higher accuracy.

[0020] Subsequently, the braking control unit 7 will be described with reference to FIG. 5. In 5501, as illustrated in FIG. 6(1) and FIG. 6(2), the farthest reflector continuously detected from the vicinity of the train 2 is extracted as reference reflector from among the information on the reflectors specified by the reflector specification unit 6. The reflector-installed positions are previously stored as map data in order to determine continuity of the detected reflectors, and whether the reflectors can be continuously detected is determined depending on whether the reflectors are present on the positions. Not limited to the method, when the reflectors are installed at equal intervals (at intervals of 10 [m], for example), whether the reflectors are continuously arranged may be determined depending on whether the reflectors are present at the installation intervals. In the case of FIG. E(1), four reflectors near the train 2 are detected, and the fifth or farther reflectors cannot be detected. In this case, the fourth reflector is assumed as reference reflector. In the case of FIG. 6(2), three reflectors from the train 2 and the fifth reflector are detected and the fourth reflector cannot be detected. In this case, the third reflector is assumed as reference reflector. When a plurality of reflectors are continuously detected from the closest reflectors to the train 2, the fact indicates that an obstacle is not present within the range in which the continuously-detected reflectors are installed, and the train can safely travel, and thus safe traveling of the train 2 is ensured by any reflector as reference reflector. The farthest reflector from the train 2 among the continuously-detected reflectors is set as reference reflector so that the stop limit is set to be farther and the traveling speed of the train 2 is further kept. When only the closest reflector to the train 2 is detected, the closest reflector is the reference reflector.

[0021] S502 will be described below. The fact that the train 2 can continuously detect the reflectors as described above indicates that an obstacle is not present between the train and the reflectors and the train can safely travel. That is, the reference reflector is at a border between the region in which the train can safely travel and the region in which the train may not safely travel, and thus the stop limit is set at the position of the reference reflector or before the reference reflector. According to the present exemplary embodiment, it is important that the reflectors continuously arranged in front of the train 2 are detected and the stop limit is set within the range in which the train can travel based on the detection result.

[0022] In S503, at first, gradient data corresponding to the position of the train 2 is obtained from previously-stored gradient information. Then, the speed limit is set such that the train does not exceed the stop limit based on the gradient data, the stop limit, and the previously-stored deceleration performance of the train 2. The speed limit is associated with a position. The speed limit setting method may be generally employed for ATC and the like, not limited to the above. [0023] In 5504, a determination is made as to whether the traveling speed V is higher than the speed limit, and when it is higher, a braking instruction is output to the braking device (not illustrated) in S505 thereby to brake. When it is lower, the processing of the braking control unit ends.

[0024] The braking control unit 7 described above repeatedly performs the processing at certain cycles such as per 0.1 [sec]. The stop limit is set by the braking control unit 7 within the range in which the train 2 can safely travel, thereby conducting block control.

[0025] Exemplary operations when the signal system according to the first exemplary embodiment is applied will be described below. FIG. 7(1) illustrates that a preceding train is farther (a preceding train cannot be detected from the train 2).

Objects as candidates of the reflectors are detected by the detection unit 4, and the reflectors are specified from among the objects by the reflector specification unit 6, and the farthest reflector continuously detected from the vicinity of the train 2 among the reflectors is assumed as reference reflector. In the case of FIG. 7(1), the reference reflector is the fourth reflector from the train 2. The braking control unit 7 sets a speed limit 71 before the reference reflector, and conducts braking control when the train 2 exceeds the speed limit 71. Consequently, the train 2 can be controlled within the safety-ensured range by a small number of low-cost ground facilities, thereby realizing a safe signal system.

[0026] FIG. 7(2) illustrates that a preceding train is closer. In the case of FIG. 7(2), the reflectors beyond the fourth reflector are hidden behind the preceding train, and thus the third reflector is assumed as reference reflector. Block control is conducted on the reference reflector, thereby accurately preventing a collision between the trains. As described above, a safe signal system capable of preventing a collision between trains can be realized with a small number of ground facilities and at low cost.

[0027] The signal system according to the first exemplary embodiment is effective also when a sensor-detectable distance is shorter due to bad weather. In this case, the position of the reference reflector is closer to the train and the stop limit is set to be closer to the train, thereby conducting block control within a safety-ensured range. That is, the signal system according to the first exemplary embodiment is robust to disturbances.

[0028] The signal system according to the first exemplary embodiment is effective also in places (such as curves or brows of slopes) where a curvature or gradient changes. A sensor-detectable range is narrower at curves or brows of slopes as described above. In this case, the position of the reference reflector is closer to the train and the stop limit is set to be closer to the train so that block control is conducted within a safety-ensured range. The train travels at a low speed. That is, the signal system according to the first exemplary embodiment is robust to the traveling conditions at curves or brows of slopes.

[0029] The reflectors whose detectable distance is longer than the train 2 are detected thereby to conduct block control in the signal system according to the first exemplary embodiment, and thus the train 2 can travel at a higher speed than when the train 2 is detected thereby to conduct block control.

[0030] The signal system according to the first exemplary embodiment is effective also when an obstacle (such as fallen leaf or cardboard) hides a reflector. Also in this case, the train 2 is subjected to block control within a safety-ensured range so that the train can accurately stop before the obstacle. If the driver removes the obstacle and restarts to travel, the traveling is stopped in a short time, which causes only small social loss.

[0031] A speed at which the signal system can be applied will be described. When an idle traveling time is 0.5 [s] and a deceleration is 3.5 [km/h/s], a distance after an object is detected and until the train stops is as illustrated in FIG. 8. Therefore, for example, when the detection unit can detect the reflectors within 200 [m] ahead, the signal system can be applied to the train 2 traveling at about 70 [km/h].

Second exemplary embodiment [0032] The present exemplary embodiment is a signal system for preventing a collision with a person 91 entering the track as illustrated in FIG. 9, an obstacle (not illustrated), or a preceding train (not illustrated). The components having the same functions as in the first exemplary embodiment will not be described.

[0033] The reflector specification unit 6 according to the second exemplary embodiment is illustrated in FIG. 10. 51001 to 51003 are the same as 5401 to 5403, and thus the description thereof will be omitted. In 51004, when an object has the same shape as the reflector, or the following Equations (2) and (3) are established, it is determined that the object is a "reflector with a completely-detectable reflection face." [0034] H ref -AH < H[i] < H ref + AH -. (2) W ref -AW < W[i] < W ref + AW (3) where, H_ref indicates a height of the reflector, Wref indicates a width of the reflector, and LH and LW indicate the set values. When a person is present on the track, the reflectors behind the person are partially seen as illustrated in FIG. 9. In the processing in 51004, the partially-detected reflectors can be removed from the "reflectors with a completely-detectable reflection face." That is, in the processing in S1004, the reflector information used by the braking control unit can be limited to the reflectors between the train and the person, and thus the signal system can prevent a collision with the person.

[0035] Exemplary operations when the signal system according to the second exemplary embodiment is applied will be described below with reference to FIG. 11. The detection unit 4 detects objects as candidates of the reflectors and the reflector specification unit 6 specifies the "reflectors with a completely-detectable reflection face" from among the objects. In the case of FIG. 11, the reflectors (the fourth and farther reflectors) beyond the person 91 cannot be partially seen, and thus the reflector specification unit 6 determines that the reflectors between the train and the person (up to the third reflector) are determined as the "reflectors with a completely-detectable reflection face." The braking control unit 7 assumes the farthest reflector continuously detected from the vicinity of the train 2 from among the reflectors specified by the reflector specification unit 6 as reference reflector. In FIG. 11, the third reflector from the train 2 is the reference reflector. The braking control unit 7 sets the speed limit 71 before the reference reflector, and conducts braking control such that the train 2 does not exceed the stop limit. As described above, a collision with an obstacle entering the track can be accurately prevented.

[0036] With the signal system according to the second exemplary embodiment, it is possible to realize a safe signal system capable of preventing a collision with a person or obstacle entering the track with a small number of ground facilities and at low cost. Though not described, the signal system according to the second exemplary embodiment can prevent a collision with a preceding train in the similar processings.

Third exemplary embodiment [0037] The present exemplary embodiment is a signal system in which when a reflector cannot be detected, the driver can release braking control. The components having the same functions as in the first exemplary embodiment will not be described.

[0038] FIG. 12(1) illustrates an exemplary operation of the signal system according to the third exemplary embodiment. FIG. 12(1) illustrates a situation in which a reflector is not present at a place 121 where the reflector should be installed. The present exemplary embodiment is different from the first exemplary embodiment in that the train signal device 5 is provided with an exclusion unit 122 and a communication unit 123.

[0039] In the situation of FIG. 12(1), the farthest reflector among the reflectors continuously detectable from the train 2 is set as reference reflector, and the stop limit is set before the reference reflector thereby to conduct block control on the train 2. That is, the train stops before the place 121 where the reflector should be installed. When the train cannot restart to travel until the reflector is installed, though safe, the utilization of the railway company lowers, which causes great social influences.

[0040] The train signal device 55 is provided with the exclusion unit 122 in terms of the above. The exclusion unit excludes an undetected reflector from the reflectors to be controlled via input of the driver. Consequently, the braking control unit 77 excludes the reflector which should be present at the place 121, and assumes the farthest reflector continuously detected from the vicinity of the train 2 as reference reflector. In this case, as in FIG. 12 (2) , the fourth reflector from the train 2 (the fifth reflector including the absent reflector at 121) is set as reference reflector. Due to the exclusion unit 122, when the driver confirms the safety, the train 2 can continue to travel without stopping, thereby minimizing influences on the traveling and enhancing the utilization of the train 2. [0041] The communication unit 123 makes wireless communication with the communication units in other trains (not illustrated), and shares the information on the reflector excluded by the exclusion unit 122 among the trains. By doing so, the driver of each train does not need to input the exclusion of the place 121, thereby minimizing influences on the traveling and reducing the loads on the driver.

Fourth exemplary embodiment [0042] The present exemplary embodiment is directed for maintaining the signal system. FIG. 13 illustrates a maintenance car 131 equipped with a sprinkler unit 132. The reflector is lowered in its reflectivity due to contamination on its surface, and thus needs to be periodically cleansed. According to the present exemplary embodiment, the maintenance car 131 periodically travels and the sprinkler unit 132 sprinkles on the reflectors thereby to remove the contamination on the surfaces of the reflectors. Sprinkling is effective not only for the contamination of the reflectors but also for snow cover. The maintenance car 131 equipped with the sprinkler unit 132 sprinkles on the reflectors while moving on the track or stopping near the reflectors, so that a person does not need to cleanse the reflectors, thereby maintaining and managing the signal system at low cost. Further, it is possible to minimize influences on the operation of the signal system due to contamination of the reflectors or snow cover. The information on contamination of the reflectors may be previously obtained thereby to sprinkle on only the reflectors to be sprinkled. When a reflector to be sprinkled is selected, the maintenance efficiency is enhanced. The information on contamination of the reflectors may be detected by a traveling train, a means for detecting contamination may be provided near the reflectors, or the information on the sprinkled reflectors maybe used. The reflectors at easily-contaminated places maybe detected based on the record on the sprinkled reflectors, or only the less-sprinkled reflectors may be sprinkled. The maintenance car sprinkles according to the present exemplary embodiment, but a sprinkler facility may be provided on the ground. Fifth exemplary embodiment [0043] The present exemplary embodiment is a countermeasure against snow cover. FIG. 14 illustrates a structure of a heater 141 installed near the reflector. When the reflector is covered with snow, the reflectivity of radio wave or light by the reflector lowers. At worst, no reflector can be detected, and the signal system always brakes thereby to stop the train 2. The utilization of the railway system lowers, though safe. Thus, according to the fifth exemplary embodiment, a snow sensor detects snow cover in the image processing (not illustrated) during snowing, and the snow is melted by the heater 141 illustrated in FIG. 14. As described above, it is possible to minimize influences on the operation of the signal system due to snow cover.

[0044] The present invention is not limited to the above exemplary embodiments, and encompasses various variants. For example, each of the above exemplary embodiments has been described in detail for easy understanding of the present nvention, and the present invention is not necessarily limited to an exemplary embodiment including all the components described above. Further, part of the structure of an exemplary embodiment maybe replaced with the structure of other exemplary embodiment, and the structure of an exemplary embodiment may be added with the structure of other exemplary embodiment. Further, other component may be added to, deleted from, or replaced with part of the structure of each exemplary embodiment.

Some or all of the above components, functions, processing units, processing means, and the like maybe realized in hardware such as designed in an integrated circuit. The processor interprets and executes the program for realizing the respective functions so that each component, function, and the like described above may be realized in software. The information on the program, table, and file realizing each function may be recorded in a recording device such as memory, hard disk, or SSD (Solid State Drive) , or in a recording medium such as IC card, SD card, or DVD.

The control lines and the information lines, which may be required for description, are illustrated, and all the control lines and information lines required for products are not necessarily illustrated. Almost all the components may be actually connected to each other.

Reference Signs List [0045] 1: Rail 2: Train 3: Reflector 4: Detection unit 5: Train signal device

6: Reflector specification unit

7: Braking control unit 8: Speed power generator 9: Wheel 31: Power pole 32: Left rail 33: Right rail 34, 35: Rails of adjacent track 36: Oncoming train 37 to 44: Reflector 71: Speed limit 91: Person entering track 121: Place where reflector should be installed 122: Exclusion unit 123: Communication unit 131: Maintenance car 132: Sprinkler unit 141: Heater