US20220126898A1

US20220126898A1 - Onboard control device, wayside coil, ground control device, wireless train control system, and train location correction method

Info

Publication number: US20220126898A1
Application number: US17/298,048
Authority: US
Inventors: Mototsugu Kozaki; Atsushi Takami
Original assignee: Mitsubishi Electric Corp
Current assignee: Mitsubishi Electric Corp
Priority date: 2018-12-03
Filing date: 2018-12-03
Publication date: 2022-04-28
Also published as: WO2020115793A1; JP7072671B2; JPWO2020115793A1; DE112018008183T5

Abstract

An onboard control device includes an obtaining unit to obtain information from a wayside coil, for identifying a location of the wayside coil, and a control unit to correct train location information, or not, on a basis of correction permission information, the permission information being associated with the wayside coil and including information that indicates whether correction to the train location information is permissible. When the permission information indicates that the correction is permissible, the control unit corrects the train location information by using the wayside coil information at the time when the onboard pickup coil has passed through the wayside coil, and when the permission information indicates that the correction is not permissible, the control unit does not correct the train location information at the time when the onboard pickup coil has passed through the wayside coil.

Description

FIELD

The present invention relates to an onboard control device including an onboard pickup coil, a wayside coil, a ground control device, a wireless train control system, and a train location correction method.

BACKGROUND

A known train traveling on a track detects its train location and transmits information on the train location to a wayside device. The wayside device controls the operation of the train on the basis of the train location obtained from the train. One of the detection methods, which a train carries out for detecting its current train location, is to connect a rate generator to an axle of the train, calculate a traveling distance from a predetermined reference location on the basis of an output pulse signal generated by rotation of the axle, and detect the current train location by using the calculated traveling distance. Unfortunately, the detection method as described above may include an error between the actual traveling distance and the calculated traveling distance due to wheel slipping or skidding during travelling of the train.
According to technique disclosed in Patent Literature 1, an additional length extending from a front part of the train in the traveling direction and an additional length extending from a rear part of the train in a direction opposite to the traveling direction are provided on the basis of a measurement error. A location of the train location is then detected regarding a location of the train having these additional lengths as the train location. The train described in Patent Literature 1 transmits, to a wayside device, information on the location of the train with the additional lengths provided on the basis of the measurement error.

CITATION LIST

Patent Literature

Patent Literature 1: Japanese Patent Application Laid-open No. 2007-331629

SUMMARY

Technical Problem

In general, when an onboard pickup coil installed in a train receives wayside-coil location information transmitted from a wayside coil installed on the wayside, the train corrects a train location on the basis of the the wayside-coil location information. When the train described in Patent Literature 1 receives location information transmitted from the wayside coil, the train brings the additional length provided on the basis of the measurement error to 0. That is, at the point in time when the train corrects its train location, a phenomenon in which the location having been regarded as a front-part location of the train is displaced rearward by the added measurement error occurs. As a result of the correction to the train location, a stop-limit position of the train shifts from a position past a signal back to a position before the signal in which case, the wayside device changes indication of the signal from “go” to “stop”. This is a problem because a sudden change in the indication of the signal from “go” to “stop” causes the train to be urgently stopped.
The present invention has been achieved to solve the above problem, and an object of the present invention is to provide an onboard control device capable of controlling correction to a train location.

Solution to Problem

To solve the above problem and achieve the object, the present invention provides an onboard control device to be installed along with an onboard pickup coil in a train. The onboard control device comprising: an obtaining unit to obtain wayside coil information from a wayside coil through the onboard pickup coil, the wayside coil information being capable of identifying a location of the wayside coil; and a control unit to correct train location information, or not to correct the train location information on a basis of correction permission information, the train location information indicating a location of the train, the correction permission information being associated with the wayside coil, the correction permission information including information that indicates whether correction to the train location information is permissible, wherein when the information included in the correction permission information indicates that the correction is permissible, the control unit corrects the train location information by using the wayside coil information at a time when the onboard pickup coil has passed through the wayside coil, and when the information included in the correction permission information indicates that the correction is not permissible, the control unit does not correct the train location information at a time when the onboard pickup coil has passed through the wayside coil.

Advantageous Effects of Invention

The onboard control device according to the present invention has an effect that it is possible to control the correction to the train location.

BRIEF DESCRIPTION OF DRAWINGS

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

FIG. 2 is a block diagram illustrating a configuration example of a wayside coil according to the first embodiment.

FIG. 3 is a block diagram illustrating a configuration example of a train according to the first embodiment.

FIG. 4 is a diagram illustrating an example of correction permission information to be transmitted by a wayside coil 20 a according to the first embodiment.

FIG. 5 is a diagram illustrating an example of correction permission information to be transmitted by a wayside coil 20 b according to the first embodiment.

FIG. 6 is a flowchart illustrating an operation of an onboard control device according to the first embodiment.

FIG. 7 is a flowchart illustrating an operation of the wayside coil according to the first embodiment.

FIG. 8 is a diagram illustrating an example of a case where a processing circuitry included in the onboard control device according to the first embodiment is configured by a processor and a memory.

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

FIG. 10 is a block diagram illustrating a configuration example of a train according to a second embodiment.

FIG. 11 is a diagram illustrating an example of correspondence information stored in a storage unit in an onboard control device according to the second embodiment.

FIG. 12 is a flowchart illustrating an operation of the onboard control device according to the second embodiment.

FIG. 13 is a flowchart illustrating an operation of a wayside coil according to the second embodiment.

FIG. 14 is a block diagram illustrating a configuration example of a ground control device according to a third embodiment.

FIG. 15 is an explanatory diagram for describing operations of a train and the ground control device according to the third embodiment.

FIG. 16 is a flowchart illustrating an operation of an onboard control device according to the third embodiment.

FIG. 17 is a flowchart illustrating an operation of the ground control device according to the third embodiment.

FIG. 18 is a flowchart illustrating an operation by which a control unit in the ground control device according to the third embodiment searches for a wayside coil.

DESCRIPTION OF EMBODIMENTS

An onboard control device, a wayside coil, a ground control device, a wireless train control system, and a train location correction method according to embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The present invention is not limited to the embodiments.

First Embodiment

FIG. 1 is a diagram illustrating a configuration example of a wireless train control system 100 according to a first embodiment of the present invention. The wireless train control system 100 includes trains 10 a and 10 b, wayside coils 20 a and 20 b, and a ground system 30. Where appropriate, the trains 10 a and 10 b are hereinafter referred to as trains 10 without being distinguished from each other. The train 10 may be made up of a plurality of vehicles, or a single vehicle. Where appropriate, the wayside coils 20 a and 20 b are hereinafter referred to as “wayside coils 20” without being distinguished from each other.
The train 10 has an onboard pickup coil installed therein as described later. The train 10 is capable of correcting a calculated location of the train 10, by using information intended for location correction. The information intended for location correction is obtained from the wayside coil 20 through the onboard pickup coil. The train 10 transmits train location information to the ground system 30. The train location information indicates the location of the train 10. In the wireless train control system 100, the ground system 30 obtains train location information from the train 10, determines a path and a stop-limit position of the train 10 on the basis of the train location information on the train 10, and controls the operation of the train 10. While in FIG. 1, the number of trains 10 is two, this is merely an example. The ground system 30 is capable of controlling the operation of one train 10 or more than two trains 10.
The configuration of the ground system 30 is described below. The ground system 30 includes a wireless device 40, a ground control device 50, and an electronic interlocking device 60.
The wireless device 40 wirelessly communicates with the train 10. Specifically, the wireless device 40 receives train location information from the train 10, and transmits, to the train 10, control information generated by the ground control device 50.
The ground control device 50 controls the operation of the train 10 that communicates with the wayside coil 20 through an onboard pickup coil. On the basis of train location information obtained from the train 10, the ground control device 50 determines a path and a stop-limit position of the train 10, and generates control information for the train 10.
On the basis of train location information on the train 10 obtained from the ground control device 50, the electronic interlocking device 60 determines on which of track circuits 81 to 85 the train 10 is present. The electronic interlocking device 60 then controls signals 71 and 72.
In the wireless train control system 100, at the time when the train 10 having an onboard pickup coil installed therein passes through the wayside coil 20, the wayside coil 20 communicates with the onboard pickup coil. A configuration of the wayside coil 20 is described below. FIG. 2 is a block diagram illustrating a configuration example of the wayside coil 20 according to the first embodiment. The wayside coil 20 includes a storage unit 21 and a communication unit 22. The wayside coils 20 a and 20 b are identical in configuration to each other, although the wayside coils 20 a and 20 b have different pieces of information stored in their storage units 21.
The storage unit 21 stores therein wayside-coil location information and correction permission information. The wayside-coil location information indicates the location where the wayside coil 20 is installed. The correction permission information includes information indicating whether it is permissible for the train 10 to correct train location information. The train location information indicates the location of the train 10 in the train 10. The wayside-coil location information is wayside coil information capable of identifying the location where the wayside coil 20 is installed. The correction permission information, which is associated with the wayside coil 20, includes information that indicates whether correction to train location information indicating the location of the train 10 is permissible.
The communication unit 22 transmits, to the train 10, the wayside-coil location information that is the wayside coil information, and the correction permission information, both of which are stored in the storage unit 21.
A configuration of the train 10 is described below. FIG. 3 is a block diagram illustrating a configuration example of the train 10 according to the first embodiment. The train 10 includes an onboard pickup coil 11, a tachometer generator 12, a communication unit 13, and an onboard control device 14. The train 10 has these devices installed therein. The onboard control device 14 includes an obtaining unit 15 and a control unit 16. The trains 10 a and 10 b are identical in configuration to each other.
The onboard pickup coil 11 communicates with the wayside coil 20. The onboard pickup coil 11 obtains, from the wayside coil 20, wayside coil information capable of identifying the location where the wayside coil 20 is installed, and correction permission information. In the first embodiment, the wayside coil information is wayside-coil location information that indicates the location where the wayside coil 20 is installed.
The tachometer generator 12 is connected to an axle of the train 10, and outputs a pulse signal in response to rotation of the axle.
The communication unit 13 wirelessly communicates with the ground system 30. The communication unit 13 transmits, to the ground system 30, train location information on the train 10 calculated by the onboard control device 14. The communication unit 13 receives, from the ground system 30, control information for the train 10 to move or stop.
The onboard control device 14 controls the operation of the train 10. The onboard control device 14 calculates the location of the train 10, by using a signal output from the tachometer generator 12. The onboard control device 14 can correct the calculated location of the train 10, by using wayside coil information obtained from the wayside coil 20 through the onboard pickup coil 11.
The obtaining unit 15 obtains wayside coil information and correction permission information from the wayside coil 20 through the onboard pickup coil 11.
The control unit 16 calculates the location of the train 10, by using a signal output from the tachometer generator 12. The control unit 16 can correct the calculated location of the train 10 in accordance with the correction permission information, by using the wayside coil information obtained from the wayside coil 20 through the obtaining unit 15 and the onboard pickup coil 11. Specifically, when information included in the correction permission information indicates that correction is permissible, the control unit 16 corrects the train location information by using the wayside coil information at the time when the onboard pickup coil 11 has passed through the wayside coil 20. When information included in the correction permission information indicates that correction is not permissible, the control unit 16 does not correct the train location information at the time when the onboard pickup coil 11 has passed through the wayside coil 20.
Operations of the trains 10 a and 10 b are described next.
In the train 10 a, the control unit 16 in the onboard control device 14 calculates a train location of the train 10 a on the basis of a signal output from the tachometer generator 12. Unfortunately, there is a possibility that wheel slipping or skidding may cause an error in the train location of the train 10 a. To address this, the control unit 16 in the train 10 a provides allowances for the length of the train 10 a. That is, the control unit 16 regards a length of the train 10 a as being larger than the real length. Specifically, the control unit 16 in the train 10 a adds a front-part allowance length 91 a to the front part of the train 10 a, and adds a rear-part allowance length 92 a to the rear part of the train 10 a. As a result, the train 10 a travels, having the front part of the train 10 a deemed to be located the front-part allowance length 91 a ahead of the real location of the front part of the train 10 a. The train 10 a travels, having the rear part of the train 10 a deemed to be located the rear-part allowance length 92 a behind the real location of the rear part of the train 10 a. The train 10 a transmits, to the ground system 30, the location information on the train with the front-part allowance length 91 a and the rear-part allowance length 92 a added. The ground control device 50 in the ground system 30 performs a process of determining, for example, a path and a stop-limit position on the basis of the transmitted train location information. The control unit 16 in the train 10 a is capable of changing the front-part allowance length 91 a and the rear-part allowance length 92 a depending on the traveling distance since the last correction to the train location. For example, the control unit 16 in the train 10 a increases the front-part allowance length 91 a and the rear-part allowance length 92 a in proportion to the traveling distance since the last correction to the train location.
In FIG. 1, the wayside coil 20 a is more distant from the next station than the wayside coil 20 b is, and is not close to the signals 71 and 72. It is thus believed that there are no problems with the train 10 a even when the location of the train 10 a is suddenly changed correcting the train location at the time when the train 10 a has passed through the wayside coil 20 a. For this reason, the wayside coil 20 a transmits, to the train 10 a, wayside-coil location information indicating the location where the wayside coil 20 a is installed, and correction permission information associated with the wayside coil 20 a, as well.
FIG. 4 is a diagram illustrating an example of the correction permission information to be transmitted by the wayside coil 20 a according to the first embodiment. FIG. 4 illustrates a target for correction to the train location of the train 10 a. Specifically, FIG. 4 shows that the train 10 a having passed through the wayside coil 20 a corrects the front-part location of the train 10 a, and corrects the rear-part location of the train 10 a. Information included in the correction permission information illustrated in FIG. 4, that is, information that indicates whether correction to the front-part location of the train 10 a is permissible is defined as first information, and information that indicates whether correction to the rear-part location of the train 10 a is permissible is defined as second information. Specifically, in FIG. 4, the first information indicates that the correction target is the front-part location and correction to the front-part location is permissible, and the second information indicates that the correction target is the rear-part location and correction to the rear-part location is permissible. Whether correction to the front-part location is permissible is determined on a case-by-case basis. The correction is determined to be “not permissible”, for example, in a case where there is an installation such as a signal near the train in the traveling direction of the train 10 and thus a change in the location of the train 10 probably causes a change in the state of the installation. Otherwise, the correction is determined to be “permissible”. Whether correction to the rear-part location is permissible is determined on a case-by-case basis. The correction is determined to be “not permissible”, for example, in a case where whether the train 10 has a length that allows the train 10 to fit within a facility such as when stopping at a station is being checked. Otherwise, the correction is determined to be “permissible”.
The correction permission information to be transmitted from the wayside coil 20 to the train 10 can be expressed in two bits of information located at a certain position within a signal transmitted from the wayside coil 20 to the train 10. For example, when a first one of the two bits is 1, correction to the front-part location is permissible. When the first bit is 0, correction to the front-part location is not permissible. When a second one of the two bits is 1, correction to the rear-part location is permissible. When the second bit is 0, correction to the rear-part location is not permissible.
At the time when the train 10 a has passed through the wayside coil 20 a, the control unit 16 in the train 10 a obtains wayside-coil location information and correction permission information transmitted from the wayside coil 20 a through the onboard pickup coil 11. The control unit 16 in the train 10 a corrects the front-part location and the rear-part location of the train 10 a on the basis of the obtained wayside-coil location information and the obtained correction permission information. Specifically, the control unit 16 in the train 10 a resets, that is, eliminates the front-part allowance length 91 a added to the front part of the train 10 a, and also resets, that is, eliminates the rear-part allowance length 92 a added to the rear part of the train 10 a. In the manner as described above, the control unit 16 in the train 10 a can accurately acquire the location of the train 10 a by correcting the location of the train 10 a at the time when the train 10 a has passed through the wayside coil 20 a.
Next, the train 10 b is described. The control unit 16 in the train 10 b adds a front-part allowance length 91 b to the front part of the train 10 b, and adds a rear-part allowance length 92 b to the rear part of the train 10 b. As a result, the train 10 b travels, having the front part of the train 10 b deemed to be located the front-part allowance length 91 b ahead of the actual location of the front part of the train 10 b. The train 10 b travels, having the rear part of the train 10 b deemed to be located the rear-part allowance length 92 b behind the actual location of the rear part of the train 10 b. The train 10 b transmits, to the ground system 30, the location information on the train with the front-part allowance length 91 b and the rear-part allowance length 92 b added. The ground control device 50 in the ground system 30 performs a process of, for example, determining a path and a stop-limit position on the basis of the transmitted train location information. The control unit 16 in the train 10 b is capable of changing the front-part allowance length 91 b and the rear-part allowance length 92 b depending on the traveling distance since the last correction to the train location. For example, the control unit 16 in the train 10 b increases the front-part allowance length 91 b and the rear-part allowance length 92 b in proportion to the traveling distance since the last correction to the train location.
In FIG. 1, the wayside coil 20 b is less distant from the next station than the wayside coil 20 a is, and is close to the signals 71 and 72. When the location of the train 10 b is suddenly changed correcting the train location at the time when the train 10 b has passed through the wayside coil 20 b, the train 10 b may encounter a problem due to such a sudden change. For example, when the correction to the front-part location of the train 10 b changes the stop-limit position (not illustrated) of the train 10 b from a position between the station and the signals 71 and 72 to a position before the signals 71 and 72, the electronic interlocking device 60 suddenly switches indication of one of the signals 71 and 72, which corresponds to the path of the train 10 b, from “go” to “stop”. As a consequence, the train 10 b needs to suddenly stop due to a sudden change in the signal indication. For this reason, the wayside coil 20 b transmits, to the train 10 b, wayside-coil location information indicating the location where the wayside coil 20 b is installed, and transmits correction permission information associated with the wayside coil 20 b, as well.
FIG. 5 is a diagram illustrating an example of the correction permission information to be transmitted by the wayside coil 20 b according to the first embodiment. FIG. 5 illustrates a target for correction to the train location of the train 10 b. Specifically, FIG. 5 shows that the train 10 b having passed through the wayside coil 20 b does not correct the front-part location of the train 10 b, but corrects the rear-part location of the train 10 b. In the correction permission information illustrated in FIG. 5, information that indicates whether correction to the front-part location is permissible is defined as first information, and information that indicates whether correction to the rear-part location is permissible is defined as second information. Specifically, in FIG. 5, the first information indicates that the correction target is the front-part location and correction to the front-part location is not permissible, and the second information indicates that the correction target is the rear-part location and correction to the rear-part location is permissible.
At the time when the train 10 b has passed through the wayside coil 20 b, the control unit 16 in the train 10 b obtains wayside-coil location information and correction permission information transmitted from the wayside coil 20 b through the onboard pickup coil 11. The control unit 16 in the train 10 b corrects the rear-part location of the train 10 b, but does not correct the front-part location of the train 10 b on the basis of the obtained wayside-coil location information and the obtained correction permission information. Specifically, the control unit 16 in the train 10 b does not reset the front-part allowance length 91 b added to the front part of the train 10 b, but resets, that is, eliminates the rear-part allowance length 92 b added to the rear part of the train 10 b. In this manner, the control unit 16 in the train 10 b can avoid an incident such as a sudden stop of the train 10 b by partially correcting the location of the train 10 b at the time when the train 10 b has passed through the wayside coil 20 b.
An operation of the onboard control device 14 installed in the train 10 is described below with reference to a flowchart. FIG. 6 is a flowchart illustrating the operation of the onboard control device 14 according to the first embodiment. In the onboard control device 14, the control unit 16 calculates a train location of the train 10 on the basis of an output signal from the tachometer generator 12 (Step S1). The control unit 16 determines whether the obtaining unit 15 has obtained wayside coil information that is wayside-coil location information indicating the location where the wayside coil 20 is installed, and correction permission information, from the wayside coil 20 through the onboard pickup coil 11 (Step S2).
When the obtaining unit 15 has obtained the wayside-coil location information and the correction permission information from the wayside coil 20 through the onboard pickup coil 11 (YES at Step S2), the control unit 16 checks whether the first information included in the correction permission information indicates that correction is permissible (Step S3). When the first information indicates that correction is permissible (YES at Step S3), the control unit 16 corrects the front-part location of the train 10 by using the wayside-coil location information (Step S4). When the first information indicates that correction is not permissible (NO at Step S3), the control unit 16 does not correct the front-part location of the train 10, that is, omits the process at Step S4.
After Step S4 or when the determination at Step S3 is NO, the control unit 16 checks whether the second information included in the correction permission information indicates that correction is permissible (Step S5). When the second information indicates that correction is permissible (YES at Step S5), the control unit 16 corrects the rear-part location of the train 10 by using the wayside-coil location information (Step S6). When the second information indicates that correction is not permissible (NO at Step S5), the control unit 16 does not correct the rear-part location of the train 10, that is, omits the process at Step S6.
When the determination at Step S2 is NO, or when the determination at Step S5 is NO, or after Step S6, the control unit 16 transmits train location information on the train 10 including the front-part location of the train 10 and the rear-part location of the train 10 to the ground system 30 through the communication unit 13 (Step S7). The control unit 16 returns to Step S1 to repeat the operations described above.
An operation of the wayside coil 20 is described below with reference to a flowchart. FIG. 7 is a flowchart illustrating the operation of the wayside coil 20 according to the first embodiment. The communication unit 22 checks whether the onboard pickup coil 11 in the train 10 has passed through the wayside coil 20, that is, whether the wayside coil 20 has detected the onboard pickup coil 11 in the train 10 (Step S11). When the wayside coil 20 does not detect the onboard pickup coil 11 (NO at Step S11), the communication unit 22 is on standby until the wayside coil 20 detects the onboard pickup coil 11. When the wayside coil 20 has detected the onboard pickup coil 11 (YES at Step S11), the communication unit 22 reads wayside-coil location information and correction permission information from the storage unit 21 and transmits the read information to the onboard pickup coil 11 (Step S12). The communication unit 22 returns to Step S11 to repeat the operations described above.
The correction permission information stored in the storage unit 21 in the wayside coil 20 is set in advance by personnel of a railway operating company in charge, taking nearby installations into account. Although the correction permission information to be transmitted from the wayside coil 20 has been described with reference to FIGS. 4 and 5 as an example, the correction permission information is not limited thereto. The correction permission information to be stored in the storage unit 21 in the wayside coil 20 may include, for example, the first information indicating that correction to the front-part location is permissible, and the second information indicating that correction to the rear-part location is not permissible. Alternatively, the correction permission information may include the first information indicating that correction to the front-part location is not permissible, and the second information indicating that correction to the rear-part location is not permissible. Alternatively, correction permission information to be stored in the storage unit 21 in the wayside coil 20 may include only the first information, targeting only the front-part location for correction, or include only the second information, targeting only the rear-part location for correction. When the correction permission information includes only the first information, the control unit 16 in the train 10 omits the operations at Steps S5 and S6 in the flowchart in FIG. 6. When the correction permission information includes only the second information, the control unit 16 in the train 10 omits the operations at Steps S3 and S4 in the flowchart in FIG. 6.
Next, a hardware configuration of the onboard control device 14 is described. In the onboard control device 14, the obtaining unit 15 is an input interface to obtain information received by the onboard pickup coil 11. The control unit 16 is implemented by a processing circuitry. It is allowable that the processing circuitry is either dedicated hardware, or a processor and a memory that execute programs stored in the memory.
FIG. 8 is a diagram illustrating an example of a case where the processing circuitry included in the onboard control device 14 according to the first embodiment is configured by a processor and a memory. In a case where the processing circuitry is configured by a processor 201 and a memory 202, the functions of the processing circuitry of the onboard control device 14 are implemented in software, firmware, or a combination of the software and the firmware. The software or the firmware is described as a program and stored in the memory 202. In the processing circuitry, the processor 201 reads and executes the program stored in the memory 202 to thereby implement each of the functions. That is, the processing circuitry includes the memory 202 that stores therein programs that eventually execute the processing of the onboard control device 14. These programs are also regarded as causing a computer to execute the procedure and the method of the onboard control device 14.
The processor 201 may be a device such as a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor). For example, a nonvolatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), and an EEPROM® (Electrically EPROM), or a magnetic disk, a flexible disk, an optical disk, a compact disk, a MiniDisk, or a DVD (Digital Versatile Disc) corresponds to the memory 202.
FIG. 9 is a diagram illustrating an example of a case where the processing circuitry included in the onboard control device 14 according to the first embodiment is configured by dedicated hardware. When the processing circuitry is configured by dedicated hardware, then for example, a single circuit, a combined circuit, a programmed processor, a parallel-programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof corresponds to a processing circuitry 203 illustrated in FIG. 9. The functions of the onboard control device 14 may be respectively implemented by each individual processing circuitry 203 or may be collectively implemented by a single processing circuitry 203.
As for the respective functions of the onboard control device 14, it is possible to configure that some parts of the functions are implemented by dedicated hardware and other parts thereof are implemented by software or firmware. In this manner, the processing circuitry can implement each function described above by dedicated hardware, software, firmware, or a combination of these elements.
A hardware configuration of the wayside coil 20 is now described. In the wayside coil 20, the communication unit 22 is a transmission device to transmit information stored in the storage unit 21 when the wayside coil 20 detects radio waves and the like irradiated from the onboard pickup coil 11 in the train 10. The storage unit 21 is implemented by a memory.
As described above, according to the present embodiment, in the train 10, the control unit 16 in the onboard control device 14 obtains wayside-coil location information and correction permission information from the wayside coil 20, and corrects or does not correct train location information in accordance with the details of the correction permission information. This enables the train 10 to control correction to the train location information in accordance with whether there are facilities in the vicinity of the wayside coil 20, that is, there is a signal in the above example, such that it is possible to avoid an incident such as a sudden stop as a result of a sudden change in the train location information.
Although not illustrated in FIG. 1, it is also possible to additionally install a wayside coil 20 inside a station, so that the train 10 having passed through the signals 71 and 72 can correct the train location information, specifically, correct the front-part location of the train 10 by using the wayside coil 20 installed inside the station.

Second Embodiment

In the first embodiment, the train 10 obtains correction permission information from the wayside coil 20. In this case, all of the trains 10 passing through the wayside coil 20 obtain, from the wayside coil 20, pieces of correction permission information that contain the same details, and accordingly correct the train locations in the same manner. In a second embodiment, a description is made as to a case in which the train 10 holds correction permission information therein.
In the second embodiment, the configuration of the wireless train control system 100 is identical to that of the wireless train control system 100 according to the first embodiment illustrated in FIG. 1. The configuration of the wayside coil 20 is also identical to that of the wayside coil 20 according to the first embodiment illustrated in FIG. 2. However, in the second embodiment, the storage unit 21 has wayside coil information that is wayside-coil identification information stored therein. The wayside-coil identification information is capable of identifying the wayside coil 20. The wayside-coil identification information is, for example, an ID (IDentification) that can uniquely represent each wayside coil 20 in the wireless train control system 100. The communication unit 22 transmits, to the train 10, wayside-coil identification information stored in the storage unit 21. The storage unit 21 may have wayside-coil location information stored therein similarly to the first embodiment. In a case where the storage unit 21 has wayside-coil location information stored therein, the communication unit 22 transmits the wayside-coil location information along with the wayside-coil identification information.
FIG. 10 is a block diagram illustrating a configuration example of the train 10 according to the second embodiment. The train 10 includes the onboard pickup coil 11, the tachometer generator 12, the communication unit 13, and the onboard control device 14. The onboard control device 14 includes the obtaining unit 15, the control unit 16, and a storage unit 17. The trains 10 a and 10 b are identical in configuration. The storage unit 17 stores therein correspondence information in which wayside-coil identification information capable of identifying the wayside coil 20 is associated with correction permission information.
FIG. 11 is a diagram illustrating an example of the correspondence information stored in the storage unit 17 in the onboard control device 14 according to the second embodiment. In the correspondence information illustrated in FIG. 11, the wayside-coil identification information is an ID that can uniquely represent each wayside coil 20 in the wireless train control system 100 as described above. In the correspondence information illustrated in FIG. 11, correction permission information is set for each wayside-coil identification information, and indicates whether correction to the train location is permissible. In FIG. 11, information in the field “front-part location” in the correction permission information corresponds to the first information, and information in the field “rear-part location” in the correction permission information corresponds to the second information. In FIG. 11, the wayside-coil location information indicates the location where the wayside coil 20 is installed, the wayside coil 20 being indicated by the wayside-coil identification information. In a case where the wayside-coil location information is transmitted from the wayside coil 20, the wayside-coil location information may be deleted from the correspondence information illustrated in FIG. 11. The onboard control device 14 may obtain the wayside-coil location information along with the wayside-coil identification information from the wayside coil 20, or include the wayside-coil location information in the correspondence information stored in the storage unit 17.
In the second embodiment, when the onboard pickup coil 11 in the train 10 has passed through the wayside coil 20, the wayside coil 20 transmits, to the train 10, wayside coil information that is wayside-coil identification information. The wayside coil 20 may transmit the wayside-coil location information along with the wayside-coil identification information similarly to the first embodiment.
In the train 10, when the control unit 16 in the onboard control device 14 obtains wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 and the obtaining unit 15, the control unit 16 searches the correspondence information stored in the storage unit 17 on the basis of the wayside-coil identification information. For example, when the wayside-coil identification information obtained from the wayside coil 20 is “A1”, the control unit 16 searches the correspondence information with the wayside-coil identification information “A1”, and obtains correction permission information associated with the wayside-coil identification information “A1”. In the example in FIG. 11, the control unit 16 obtains correction permission information indicating that correction to the front-part location is not permissible, and correction to the rear-part location is permissible. When the control unit 16 does not obtain wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 and the obtaining unit 15, the control unit 16 obtains wayside-coil location information “B1” associated with the wayside-coil identification information “A1” in the example in FIG. 11. The control unit 16 executes control to correct the location of the train 10 on the basis of the correction permission information obtained by searching the correspondence information and associated with the wayside-coil identification information “A1”.
The operation of the onboard control device 14 installed in the train 10 is described below with reference to a flowchart. FIG. 12 is a flowchart illustrating the operation of the onboard control device 14 according to the second embodiment. In the onboard control device 14, the control unit 16 calculates a train location of the train 10 on the basis of an output signal from the tachometer generator 12 (Step S1). The control unit 16 determines whether the obtaining unit 15 has obtained wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 (Step S21).
When the obtaining unit 15 has obtained wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 (YES at Step S21), the control unit 16 searches correspondence information stored in the storage unit 17 by using the obtained wayside-coil identification information (Step S22), and obtains correction permission information associated with the obtained wayside-coil identification information (Step S23). The operations at Steps S3 to S7 subsequent to Step S23 are the same as the operations in the first embodiment illustrated in FIG. 6. However, when the determination at Step S21 is NO, or when the determination at Step S3 is NO, or when the determination at Step S5 is NO, or after Step S6, the control unit 16 transmits train location information on the train 10 to the ground system 30 through the communication unit 13 (Step S7).
The operation of the wayside coil 20 is described below with reference to a flowchart. FIG. 13 is a flowchart illustrating the operation of the wayside coil 20 according to the second embodiment. The communication unit 22 checks whether the onboard pickup coil 11 in the train 10 has passed through the wayside coil 20, that is, whether the wayside coil 20 has detected the onboard pickup coil 11 in the train 10 (Step S31). When the wayside coil 20 does not detect the onboard pickup coil 11 (NO at Step S31), the communication unit 22 is on standby until the wayside coil 20 detects the onboard pickup coil 11. When the wayside coil 20 has detected the onboard pickup coil 11 (YES at Step S31), the communication unit 22 reads wayside-coil identification information from the storage unit 21 and transmits the read wayside-coil identification information to the onboard pickup coil 11 (Step S32). The communication unit 22 returns to Step S31 to repeat the operations described above.
The correspondence information stored in the storage unit 17 in the onboard control device 14 is set in advance by personnel of a railway operating company in charge, taking account of the type of the train 10, nearby installations, and other factors. In the correspondence information illustrated in FIG. 11, wayside-coil identification information and wayside-coil location information are common to all the trains 10. However, different pieces of correction permission information may be set for different types of the train 10. For the wayside coil 20 installed before some station (defined as “station A”), for example, details of correction permission information set for a train 10 that is supposed to stop at the station A are different from those for another train 10 that is not supposed to stop at the station A. In this case, personnel of a railway operating company in charge can set different pieces of correction permission information for different types of the train 10. Similarly to the correction permission information stored in the storage unit 21 in the wayside coil 20 according to the first embodiment, correction permission information stored in the storage unit 17 in the onboard control device 14 may include only the first information, targeting only the front-part location for correction, or may include only the second information, targeting only the rear-part location for correction.
In the hardware configuration of the onboard control device 14, the storage unit 17 is implemented by a memory. In the onboard control device 14, the hardware configuration of the obtaining unit 15 and the control unit 16 is identical to that of the obtaining unit 15 and the control unit 16 according to the first embodiment.
As described above, according to the present embodiment, the onboard control device 14 in the train 10 holds correction permission information therein, obtains wayside-coil identification information from the wayside coil 20, and corrects or does not correct train location information in accordance with the details of the correction permission information associated with the wayside-coil identification information. With this configuration, the wireless train control system 100 can provide a setting per wayside coil 20 such that whether correction to the train location information is permissible is determined in accordance with the type of the train 10.

Third Embodiment

In the first embodiment, the train 10 obtains correction permission information from the wayside coil 20. In the second embodiment, the train 10 holds correction permission information therein. In a third embodiment, a description is made as to a case in which the train 10 obtains correction permission information from the ground control device 50.
In the third embodiment, the configuration of the wireless train control system 100 is identical to that of the wireless train control system 100 according to the first embodiment illustrated in FIG. 1. The configuration of the wayside coil 20 is also identical to that of the wayside coil 20 according to the second embodiment. The configuration of the train 10 is also identical to that of the train 10 according to the first embodiment illustrated in FIG. 3. However, in the third embodiment, the train 10 obtains, from the ground control device 50, correction permission information in a form of correspondence information in which the correction permission information is associated with wayside-coil identification information.
FIG. 14 is a block diagram illustrating a configuration example of the ground control device 50 according to the third embodiment. The ground control device 50 includes a storage unit 51 and a control unit 52. The storage unit 51 stores therein correspondence information in which wayside-coil identification information capable of identifying the wayside coil 20 is associated with correction permission information. The correspondence information has the same details as those of the correspondence information stored in the storage unit 17 in the onboard control device 14 according to the second embodiment. Similarly to the second embodiment, in a case where the wayside-coil location information is transmitted from the wayside coil 20 to the train 10, the wayside-coil location information may be deleted from the correspondence information illustrated in FIG. 11. The onboard control device 14 may obtain the wayside-coil location information along with the wayside-coil identification information from the wayside coil 20, or include the wayside-coil location information in the correspondence information obtained from the ground control device 50.
FIG. 15 is an explanatory diagram for describing the operations of the train 10 and the ground control device 50 according to the third embodiment. In the third embodiment, the control unit 16 in the onboard control device 14 transmits train location information to the ground system 30 through the communication unit 13.
When the control unit 52 in the ground control device 50 obtains train location information from the train 10 through the wireless device 40, the control unit 52 determines paths 86 and 87 of the train 10 and determines a stop-limit position 88 of the train 10 on the basis of the train location information obtained from the train 10. The control unit 52 in the ground control device 50 searches for the wayside coils 20 a and 20 b present on the paths 86 and 87 extending from the rear-part location of the train 10 to the stop-limit position 88. The control unit 52 in the ground control device 50 searches correspondence information stored in the storage unit 51 on the basis of wayside-coil identification information on the wayside coils 20 a and 20 b. For example, when the wayside-coil identification information on the wayside coil 20 a is “A4”, the control unit 52 obtains correspondence information about the wayside-coil identification information “A4”. In the example in FIG. 11, the control unit 52 obtains correspondence information that the wayside-coil identification information is “A4”, correction to the front-part location is permissible, and correction to the rear-part location is permissible. For another example, when the wayside-coil identification information on the wayside coil 20 b is “A5”, the control unit 52 obtains correspondence information about the wayside-coil identification information “A5”. In the example in FIG. 11, the control unit 52 obtains correspondence information that the wayside-coil identification information is “A5”, correction to the front-part location is not permissible, but correction to the rear-part location is permissible. The control unit 52 in the ground control device 50 executes control to transmit, to the train 10, control information including the obtained correspondence information.
The control unit 16 in the train 10 executes control to correct the location of the train 10 on the basis of the correspondence information included in the control information obtained from the ground control device 50. At the time when the train 10 passes through the wayside coil 20 a, the control unit 16 in the train 10 resets, that is, eliminates the front-part allowance length 91, and resets, that is, eliminates the rear-part allowance length 92 on the basis of the correspondence information obtained from the ground control device 50.
The operation of the onboard control device 14 installed in the train 10 is described below with reference to a flowchart. FIG. 16 is a flowchart illustrating the operation of the onboard control device 14 according to the third embodiment. In the onboard control device 14, the control unit 16 calculates a train location of the train 10 on the basis of an output signal from the tachometer generator 12 (Step S1). The control unit 16 determines whether the obtaining unit 15 has obtained wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 (Step S41). When the obtaining unit 15 has obtained wayside-coil identification information from the wayside coil 20 through the onboard pickup coil 11 (YES at Step S41), the control unit 16 determines whether the obtaining unit 15 has obtained, from the ground control device 50, correspondence information in which the wayside-coil identification information is associated with correction permission information (Step S42). When the obtaining unit 15 has obtained correspondence information from the ground control device 50 (YES at Step S42), the control unit 16 searches the correspondence information by using the wayside-coil identification information obtained from the wayside coil 20, and checks whether first information indicates that correction is permissible, the first information being included in the correction permission information associated with the wayside-coil identification information obtained from the wayside coil 20 (Step S3). The operations at Steps S3 to S7 are the same as the operations in the first embodiment illustrated in FIG. 6. However, when the determination at Step S41 is NO, or when the determination at Step S42 is NO, or when the determination at Step S5 is NO, or after Step S6, the control unit 16 transmits train location information on the train 10 to the ground system 30 through the communication unit 13 (Step S7).
FIG. 17 is a flowchart illustrating an operation of the ground control device 50 according to the third embodiment. The control unit 52 checks whether the ground control device 50 has obtained train location information from the train 10 (Step S51). When the ground control device 50 does not obtain train location information from the train 10 (NO at Step S51), the control unit 52 is on standby until the ground control device 50 obtains train location information. When the ground control device 50 has obtained train location information from the train 10 (YES at Step S51), the control unit 52 determines the paths 86 and 87 of the train 10 (Step S52) and determines the stop-limit position 88 of the train 10 (Step S53) on the basis of the train location information. The control unit 52 searches for the wayside coil 20 present on the path extending from the rear-part location of the train 10 to the stop-limit position 88 (Step S54). The control unit 52 generates control information including the result of the search for the wayside coil 20, and transmits the control information to the train 10 through the wireless device 40 (Step S55). Specifically, the control unit 52 executes control to transmit, to the train 10, correspondence information associated with the wayside coil 20 detected as a consequence of the search. The control unit 52 in the ground control device 50 repeats the operations described above.
The operation of the control unit 52 to search for the wayside coil 20 at Step S54 in the flowchart illustrated in FIG. 17 is described below in detail. FIG. 18 is a flowchart illustrating the operation by which the control unit 52 in the ground control device 50 according to the third embodiment searches for the wayside coil 20. The control unit 52 in the ground control device 50 searches for the wayside coil 20 present on the paths 86 and 87 extending from the rear-part location of the train 10 to the stop-limit position 88 (Step S61). When the control unit 52 has detected the wayside coil 20 (YES at Step S62), the control unit 52 obtains, from the storage unit 51, correspondence information about wayside-coil identification information on the detected wayside coil 20, and sets the obtained correspondence information in control information as a result of the retrieval (Step S63). When the control unit 52 cannot detect the wayside coil 20 (NO at Step S62), the control unit 52 sets “no correction permission information” as a result of the retrieval in the control information (Step S64).
The train 10 may detect the wayside coil 20, and transmits, to the ground control device 50, wayside-coil identification information obtained from the wayside coil 20. In this case, in the ground control device 50, the control unit 52 obtains, from the storage unit 51, correspondence information about the wayside-coil identification information obtained from the train 10, generates control information including the obtained correspondence information, and transmits the generated control information to the train 10 through the wireless device 40. That is, when the control unit 52 obtains wayside-coil identification information from the train 10, the control unit 52 executes control to transmit, to the train 10, the correspondence information including correction permission information associated with the obtained wayside-coil identification information. In the ground control device 50, in a case where the control unit 52 obtains a single piece of wayside-coil identification information from the train 10, the control unit 52 may obtain correction permission information about the obtained wayside-coil identification information from correspondence information stored in the storage unit 51, generate control information including the obtained correction permission information, and transmit the generated control information to the train 10 through the wireless device 40.
The ground control device 50 may have correspondence information stored in the storage unit 51 in accordance with the type of the train 10. When the control unit 52 in the ground control device 50 obtains train location information from the train 10, the control unit 52 also obtains train identification information capable of identifying the type of the train 10. The control unit 52 in the ground control device 50 can generate control information having a setting per wayside coil 20 such that whether correction to the train location information is permissible is determined in accordance with the type of the train 10, and can transmit the generated control information.
In the hardware configuration of the ground control device 50, the storage unit 51 is implemented by a memory. The control unit 52 is implemented by a processing circuitry. The processing circuitry included in the ground control device 50 is of an identical configuration to the processing circuitry included in the onboard control device 14 according to the first embodiment.
As described above, according to the present embodiment, in the wireless train control system 100, the ground control device 50 holds correction permission information therein. The train 10 can obtain, from the ground control device 50, correction permission information associated with the wayside coil 20 present on the path. In the wireless train control system 100, the ground control device 50 is the only device that holds correspondence information therein. In modifying the correction permission information for each wayside coil 20, therefore, personnel of a railway operating company in charge only need to modify the data stored in the storage unit 51 in the ground control device 50. This can help the personnel do work more efficiently.
The configurations described in the above embodiments are only examples of the content of the present invention. The configurations can be combined with other well-known techniques, and part of each of the configurations can be omitted or modified without departing from the scope of the present invention.

REFERENCE SIGNS LIST

10, 10 a, 10 b train, 11 onboard pickup coil, 12 rate generator, 13, 22 communication unit, 14 onboard control device, 15 obtaining unit, 16, 52 control unit, 17, 21, 51 storage unit, 20, 20 a, 20 b wayside coil, 30 ground system, 40 wireless device, 50 ground control device, 60 electronic interlocking device, 71, 72 signal, 81 to 85 track circuit, 86, 87 path, 88 stop-limit position, 91, 91 a, 91 b front-part allowance length, 92, 92 a, 92 b rear-part allowance length, 100 wireless train control system.

Claims

1. An onboard control device to be installed along with an onboard pickup coil in a train, the onboard control device comprising:

obtaining circuitry to obtain wayside coil information from a wayside coil through the onboard pickup coil, the wayside coil information being capable of identifying a location of the wayside coil; and

control circuitry to correct train location information, or not to correct the train location information on a basis of correction permission information, the train location information indicating a location of the train, the correction permission information being associated with the wayside coil, the correction permission information including information that indicates whether correction to the train location information is permissible, wherein

when the information included in the correction permission information indicates that the correction is permissible, the control circuitry corrects the train location information by using the wayside coil information at a time when the onboard pickup coil has passed through the wayside coil, and

when the information included in the correction permission information indicates that the correction is not permissible, the control circuitry does not correct the train location information at a time when the onboard pickup coil has passed through the wayside coil.

2. The onboard control device according to claim 1, wherein

the obtaining circuitry obtains wayside-coil location information and the correction permission information from the wayside coil through the onboard pickup coil, the wayside-coil location information being the wayside coil information and indicating a location where the wayside coil is installed, and

the control circuitry corrects a front-part location of the train by using the wayside-coil location information when first information indicating whether correction to a front-part location of the train is permissible indicates that the correction is permissible, the first information being included in the correction permission information, and

the control circuitry does not correct a front-part location of the train when the first information indicates that the correction is not permissible.

3. The onboard control device according to claim 1, comprising storage circuitry to store therein correspondence information in which wayside-coil identification information is associated with the correction permission information, the wayside-coil identification information being capable of identifying the wayside coil, wherein

the obtaining circuitry obtains, from the wayside coil through the onboard pickup coil, the wayside-coil identification information that is the wayside coil information,

the control circuitry searches the correspondence information by using the wayside-coil identification information obtained from the wayside coil, and

when first information indicating whether correction to a front-part location of the train is permissible indicates that the correction is permissible, the control circuitry corrects a front-part location of the train on a basis of wayside-coil location information, the first information being included in the correction permission information, the wayside-coil location information indicating a location where the wayside coil is installed, and

when the first information indicates that the correction is not permissible, the control circuitry does not correct a front-part location of the train, and

the wayside-coil location information is obtained along with the wayside-coil identification information from the wayside coil, or is included in the correspondence information.

4. The onboard control device according to claim 1, wherein

the obtaining circuitry obtains, from the wayside coil through the onboard pickup coil, wayside-coil identification information that is the wayside coil information, the wayside-coil identification information being capable of identifying the wayside coil,

the control circuitry obtains, from a ground control device, correspondence information in which the wayside-coil identification information is associated with the correction permission information, and searches the correspondence information by using the wayside-coil identification information obtained from the wayside coil, and

5. The onboard control device according to claim 2, wherein when second information indicating whether correction to a rear-part location of the train is permissible indicates that the correction is permissible, the control circuitry corrects a rear-part location of the train on a basis of the wayside-coil location information, the second information being included in the correction permission information, and

when the second information indicates that the correction is not permissible, the control circuitry does not correct a rear-part location of the train.

6. A wayside coil to communicate with an onboard pickup coil at a time when a train having the onboard pickup coil installed therein passes through the wayside coil, the wayside coil comprising:

storage circuitry to store therein wayside-coil location information and correction permission information, the wayside-coil location information indicating a location where the wayside coil is installed, the correction permission information including information that indicates whether correction to train location information is permissible for the train, the train location information indicating a location of the train in the train; and

communication circuitry to transmit, to the train, the correction permission information and the wayside-coil location information that is wayside coil information.

7. The wayside coil according to claim 6, wherein the correction permission information includes first information indicating whether correction to a front-part location of the train is permissible.

8. The wayside coil according to claim 6, wherein the correction permission information includes first information indicating whether correction to a front-part location of the train is permissible, and second information indicating whether correction to a rear-part location of the train is permissible.

9. A ground control device to control an operation of a train that communicates with a wayside coil through an onboard pickup coil, the ground control device comprising:

storage circuitry to store therein correspondence information in which wayside-coil identification information is associated with correction permission information, the wayside-coil identification information being capable of identifying the wayside coil, the correction permission information including information that indicates whether correction to train location information is permissible for the train, the train location information indicating a location of the train; and

control circuitry to execute control to transmit the correspondence information to the train.

10. The ground control device according to claim 9, wherein the correction permission information includes first information indicating whether correction to a front-part location of the train is permissible.

11. The ground control device according to claim 9, wherein the correction permission information includes first information indicating whether correction to a front-part location of the train is permissible, and second information indicating whether correction to a rear-part location of the train is permissible.

12. The ground control device according to claim 9, wherein when the control circuitry obtains, from the train, train location information indicating a location of the train, the control circuitry executes control to determine a path and a stop-limit position of the train on a basis of the train location information, search for a wayside coil present on a path extending from a rear-part location of the train to the stop-limit position, and transmit, to the train, correspondence information associated with a wayside coil detected as a consequence of search.

13. The ground control device according to claim 9, wherein when the control circuitry obtains the wayside-coil identification information from the train, the control circuitry executes control to transmit correspondence information to the train, the correspondence information including correction permission information associated with the obtained wayside-coil identification information.

14. A wireless train control system comprising:

an onboard control device to be installed along with an onboard pickup coil in a train; and

the wayside coil according to claim 6, wherein

the onboard control device comprises:

obtaining circuitry to obtain wayside coil information from the wayside coil through the onboard pickup coil, the wayside coil information being capable of identifying a location of the wayside coil; and

15. A wireless train control system comprising:

the ground control device according to claim 9, wherein

the onboard control device comprises:

16.-20. (canceled)

21. The onboard control device according to claim 3, wherein when second information indicating whether correction to a rear-part location of the train is permissible indicates that the correction is permissible, the control circuitry corrects a rear-part location of the train on a basis of the wayside-coil location information, the second information being included in the correction permission information, and

22. The onboard control device according to claim 4, wherein when second information indicating whether correction to a rear-part location of the train is permissible indicates that the correction is permissible, the control circuitry corrects a rear-part location of the train on a basis of the wayside-coil location information, the second information being included in the correction permission information, and