Train control system

Patent metadata

Field	Value
Publication number	US-12528526-B2
Application number	US-202118551627-A
Country	US
Kind code	B2
Filing date	Mar 31, 2021
Priority date	Mar 31, 2021
Publication date	Jan 20, 2026
Grant date	Jan 20, 2026

Abstract

A first on-board device installed on a first train controls an emergency brake unit. When it is determined that an actual deceleration value is insufficient in comparison with a predetermined emergency brake reference deceleration value, the first on-board device predicts a first stop location based on the actual deceleration value, and sends, to a ground control device, a first signal indicating insufficient deceleration and a first stop location signal representing the first stop location predicted. The ground control device sends the first signal and the first stop location signal to a second on-board device of a second train traveling ahead of the first train. The second on-board device invalidates a preset first run curve, over a range from a second train location representing an on-track location of the second train to a stop limit location of the second train, and generates a second run curve to control the second train.

First claim

The invention claimed is:

1 . A train control system comprising:
a first on-board device installed on a first train; a second on-board device installed on a second train, the second train traveling in a travel direction identical to a travel direction of the first train and traveling ahead of the first train; and a ground control device to provide control of the first train and of the second train based on an on-track location of the first train calculated in the first on-board device and on an on-track location of the second train calculated in the second on-board device, wherein the first on-board device generates an emergency brake command to control an emergency brake unit installed on the first train when it is determined that an actual deceleration value of the first train is insufficient in comparison with a predetermined reference deceleration value, and the first on-board device predicts a first stop location of the first train based on the actual deceleration value, and sends a first signal indicating insufficient deceleration and a first stop location signal representing the first stop location predicted to the ground control device when it is determined that the actual deceleration value of the first train is insufficient in comparison with a predetermined emergency brake reference deceleration value, the ground control device receives the first signal and the first stop location signal from the first on-board device, and sends the first signal and the first stop location signal to the second on-board device, and the second on-board device receives the first signal and the first stop location signal from the ground control device, invalidates a first run curve that has been preset, over a range from a second train location to a stop limit location of the second train, and generates a second run curve to control the second train, the second train location representing the on-track location of the second train.

2 . The train control system according to claim 1 , wherein
the second run curve is a run curve to provide control such that a train distance between the second train and the first train becomes larger than a train distance between the second train and the first train when the second train is controlled based on the first run curve.

3 . The train control system according to claim 1 , wherein
the first on-board device determines that deceleration is insufficient when a difference between the emergency brake reference deceleration value and the actual deceleration value continues to be greater than or equal to a predetermined threshold for a predetermined time period.

4 . The train control system according to claim 1 , wherein
the second on-board device invalidates the second run curve, and generates a third run curve to control the second train when the second on-board device detects that a tail location of the second train has passed the first stop location.

5 . The train control system according to claim 1 , wherein
the second on-board device predicts a second stop location of the second train, compares the second stop location predicted with the stop limit location of the second train, and when the second stop location is located ahead of the stop limit location of the second train in the travel direction of the second train, sends, to the ground control device, a signal indicating that the second train goes beyond the stop limit location of the second train, and a signal indicating that a change has been made from the first run curve to the second run curve.

6 . The train control system according to claim 5 , wherein
the second on-board device invalidates the second run curve, and generates a third run curve to control the second train when the second on-board device detects that a tail location of the second train has passed the first stop location.

7 . The train control system according to claim 5 , further comprising:
a third on-board device installed on a third train, the third train traveling in a travel direction identical to the travel direction of the first train and of the second train, and traveling ahead of the second train, wherein when the ground control device receives, from the second on-board device, the signal indicating that the second train goes beyond the stop limit location of the second train and the signal indicating that a change has been made from the first run curve to the second run curve, the ground control device sends, to the third on-board device, a signal indicating that the second train is traveling in an emergency escape mode and a signal requesting a change of a run curve of the third train to a run curve for emergency escape.

8 . The train control system according to claim 7 , wherein
when the third on-board device receives, from the ground control device, the signal indicating that the second train is traveling in an emergency escape mode and the signal requesting a change of the run curve of the third train to the run curve for emergency escape, the third on-board device changes the run curve of the third train to the run curve for emergency escape to control the third train.

Assignees

• Mitsubishi Electric Corp

Inventors

• Miyauchi Takashi
• Hamada Shingo
• Tanaka Takao
• Okada Ryosuke

Classifications

• B61L27/10

  Operations, e.g. scheduling or time tables · CPC title

• B60L15/40

  Adaptation of control equipment on vehicle for remote actuation from a stationary place (devices along the route for controlling devices on rail vehicles B61L3/00; central rail-traffic control systems B61L27/00) · CPC title

• B61L23/042

  Track changes detection · CPC title

• B61L27/20

  Trackside control of safe travel of vehicle or train, e.g. braking curve calculation · CPC title

• B61L25/021

  Measuring and recording of train speed · CPC title