When it is determined that a control-target train has an impact on a third train that is other than a train that is determined to affect the control-target train, a ground running control unit of a train-running management device further changes a running pattern and instructs the control-target train to take less time to completely leave a departure station.

When it is determined that a control-target train has an impact on a third train that is other than a train that is determined to affect the control-target train, a ground running control unit of a train-running management device further changes a running pattern and instructs the control-target train to take less time to completely leave a departure station.

A method and a structure for an Autonomous Train Control System (ATCS) are disclosed, and are based on a plurality of autonomous train control elements that operate independent of each other. An autonomous train control element operates within an allocated track space, and based on predefined rules. Further, autonomous train control elements are paired together to exchange operational data. Pursuant to the predefined rules, an autonomous train control element acquires needed track space from a paired element, and relinquishes track space that is not required for its autonomous operation to a paired element. Further, an autonomous train control element is assigned a priority level with respect to the acquisition/relinquishment of track space.

A method and a structure for an Autonomous Train Control System (ATCS) are disclosed, and are based on a plurality of autonomous train control elements that operate independent of each other. An autonomous train control element operates within an allocated track space, and based on predefined rules. Further, autonomous train control elements are paired together to exchange operational data. Pursuant to the predefined rules, an autonomous train control element acquires needed track space from a paired element, and relinquishes track space that is not required for its autonomous operation to a paired element. Further, an autonomous train control element is assigned a priority level with respect to the acquisition/relinquishment of track space.

A method and a structure for an Autonomous Train Control System (ATCS) are disclosed, and are based on a plurality of autonomous train control elements that operate independent of each other. An autonomous train control element operates within an allocated track space, and based on predefined rules. Further, autonomous train control elements are paired together to exchange operational data. Pursuant to the predefined rules, an autonomous train control element acquires needed track space from a paired element, and relinquishes track space that is not required for its autonomous operation to a paired element. Further, an autonomous train control element is assigned a priority level with respect to the acquisition/relinquishment of track space.

A system and method for providing a virtual approach signal restriction upgrade between physical signaling components is presented. In one embodiment, in a CTC type of operation, the use of a virtual signal with signal type functionality to split a block into two or more sections can allow a train currently governed by an approach indication to accelerate on a clear indication if the advance signal indication upgrades. The addition of audio frequency type circuits with the advance signal indication can allow a train to upgrade from a restricting indication to an approach or clear indication, while protecting open HT switches, broken rail, hazards, and follow up moves. The present invention provides a system for allowing trains to upgrade from a restricting indication to an approach or clear and accelerate indication with an upgraded PTC track line for the segment.

When it is determined that a control-target train has an impact on a third train that is other than a train that is determined to affect the control-target train, a ground running control unit of a train-running management device further changes a running pattern and instructs the control-target train to take less time to completely leave a departure station.

When it is determined that a control-target train has an impact on a third train that is other than a train that is determined to affect the control-target train, a ground running control unit of a train-running management device further changes a running pattern and instructs the control-target train to take less time to completely leave a departure station.

Provided is a relative velocity train protection method and apparatus. The method includes the following steps: a preceding train and a following train in two successive trains calculate their safe spatial-temporal trajectory information in a stopping process using an electronic map, velocity measurement and positioning information, and performance of the train (S11); the following train obtains the spatial-temporal trajectory information of the preceding train through vehicle-to-vehicle communication (S12); the following train creates a safety condition according to a constraint that a position of the following train does not surpass that of the preceding train at any time, and solves the emergency brake intervention (EBI) velocity of the following train (S13); the following train determines whether its measured velocity v.sub.2(t.sub.0) exceeds the EBI velocity E.sub.2(t.sub.0), and if so, make the following train decelerate until the following train stops (S14).

Provided is a relative velocity train protection method and apparatus. The method includes the following steps: a preceding train and a following train in two successive trains calculate their safe spatial-temporal trajectory information in a stopping process using an electronic map, velocity measurement and positioning information, and performance of the train (S11); the following train obtains the spatial-temporal trajectory information of the preceding train through vehicle-to-vehicle communication (S12); the following train creates a safety condition according to a constraint that a position of the following train does not surpass that of the preceding train at any time, and solves the emergency brake intervention (EBI) velocity of the following train (S13); the following train determines whether its measured velocity v.sub.2(t.sub.0) exceeds the EBI velocity E.sub.2(t.sub.0), and if so, make the following train decelerate until the following train stops (S14).