Automatic train operation device

Abstract

To provide an automatic train operation device capable of inhibiting a brake from being operated by a careless or unnecessary excessive speed, and inhibiting a train acceleration time from becoming long.SOLUTION: An automatic train operation device 1 includes a pattern generation unit 15 for generating an operation pattern and a travelling control unit 16 for controlling a train T according to the operation pattern. The travelling control unit 16 of the automatic train operation device 1 outputs an acceleration command to a driving device 7 on the basis of a difference between a correspondence speed in the operation pattern and a present speed of the train T, stops output of the acceleration command to the driving device 7 according to a result of the comparison between an acceleration determination value corresponding to the output acceleration command and the acceleration of the train T detected by an acceleration / deceleration detection unit 12, or outputs an acceleration command whose contents are different from those of the aforesaid acceleration command to the driving device 7.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an automatic train operation system that controls trains in accordance with operation patterns. [Background technology]

[0002] As an example of an automatic train operation device, there is known a train operation control device described in Patent Document 1. The train operation control device described in Patent Document 1 has a line section information storage means provided in a ground device for storing predetermined line section information of a track on which a train runs, a transmission means for transmitting the predetermined line section information stored in the ground device to an on-board device, an operation pattern creation means provided in an on-board device mounted on a train running on the track for creating a predetermined operation pattern based on the transmitted predetermined line section information, and a control means for controlling the acceleration / deceleration of the train based on the created predetermined operation pattern. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-66988 A Summary of the Invention [Problem to be solved by the invention]

[0004] In automatic train operation, if the train speed is slower than the speed corresponding to the operation pattern, the train accelerates to the corresponding speed. Here, in order to realize energy-saving operation, it is desirable to suppress the brakes from being applied and the acceleration time from being extended due to unintentional or unnecessary speeding. However, the above-mentioned conventional technologies do not fully address this issue, and there is room for improvement.

[0005] Therefore, an object of the present invention is to provide an automatic train operation device that can prevent the brakes from being applied and the train's acceleration time from being extended due to inadvertent or unnecessary speeding. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided an automatic train operation device for controlling a train according to an operation pattern. The automatic train operation device is configured to output an acceleration command based on a difference between a corresponding speed in the operation pattern and a current speed of the train, and to stop outputting the acceleration command or output an acceleration command with a different content from the acceleration command depending on a comparison result between an acceleration judgment value corresponding to the output acceleration command and the acceleration of the train. Effect of the Invention

[0007] According to the present invention, an automatic train operation device can be provided that can prevent the brakes from being activated and the train's acceleration time from being increased due to inadvertent speeding. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing a schematic configuration of a train equipped with an automatic train operation device according to an embodiment. [Diagram 2] 1 is a block diagram showing an example of a functional configuration of an automatic train operation device according to an embodiment. FIG. [Diagram 3] 4 is a flowchart showing an example of train acceleration control executed by a travel control unit of the automatic train operation device according to the embodiment. [Figure 4] 4 is a flowchart showing an example of train acceleration control executed by a travel control unit of the automatic train operation device according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] FIG. 1 is a diagram showing a schematic configuration of a train T equipped with an automatic train operation device 1 according to an embodiment of the present invention. In FIG. 1, the train T is any type of vehicle that travels on a predetermined travel route R. In this embodiment, the train T is, for example, a vehicle (railroad vehicle) that travels on rails with iron wheels. However, the train T is not limited to a railroad vehicle, and may be, for example, a vehicle that travels on a dedicated track with rubber tires or the like.

[0011] The running state of the train T is controlled by an automatic train operation device 1. That is, the train T is automatically operated. In this embodiment, in addition to the automatic train operation device 1, the train T also has a tachograph 3, an on-board coil 5, a driving device 7, a braking device 9, and the like.

[0012] The tachometer generator 3 is attached to the axle of the train T. The tachometer generator 3 outputs a signal corresponding to the rotation speed of the axle of the train T. The output signal of the tachometer generator 3 is input to the automatic train operation device 1 via a cable.

[0013] The on-board coil 5 is attached to the lower part of the train T, preferably to the lower front part. When the train T passes above the ground coil G installed on the running track R, the on-board coil 5 receives ground coil information transmitted from the ground coil G. The ground coil information received by the on-board coil 5 is transmitted to the automatic train operation device 1 via a cable. The ground coil information transmitted from the ground coil G includes identification information (ground coil ID) of the ground coil G.

[0014] Here, although only one ground coil G is shown in FIG. 1, in reality, multiple ground coils G are installed along the traveling path R. Furthermore, the ground coil information transmitted from the ground coil G may include various information in addition to the ground coil ID depending on the location where the ground coil G is installed. Although not particularly limited, the multiple ground coils G include a first ground coil installed near the exit of a station installed on the traveling path R, at least one second ground coil installed between stations, a third ground coil that transmits fixed position stop information as ground coil information, and a fourth ground coil installed near the stopping position (fixed position) of the train T at the station. The fixed position stop information includes the distance from its own installation position to the stopping position (fixed position) of the train T at the corresponding station.

[0015] The driving device 7 includes an electric motor and an internal combustion engine (diesel engine) that serve as the power source of the train T. A control command output from the automatic train operation device 1 is given to the driving device 7 via a cable, and the driving device 7 controls the driving force given to the axles of the train T in accordance with the given control command.

[0016] The braking device 9 includes a service brake and an emergency brake. The service brake is a brake that is normally used to slow down and / or stop the train T. The emergency brake is a brake that is used when it is necessary to make an emergency stop of the train T. The braking device 9 receives a control command output from the automatic train operation device 1 via a cable, and the braking device 9 controls the braking force of the service brake applied to the axles or wheels of the train T or activates the emergency brake in accordance with the received control command.

[0017] 2 is a block diagram showing an example of a functional configuration of the automatic train operation device 1. In this embodiment, the automatic train operation device 1 includes a speed / distance calculation unit 11, an acceleration / deceleration detection unit 12, a ground coil detection unit 13, an on-board DB (database) 14, a pattern generation unit 15, and a running control unit 16.

[0018] The speed / distance calculation unit 11 calculates the speed and travel distance of the train T based on the output signal of the speed generator 3. The calculation results of the speed / distance calculation unit 11 are provided to the acceleration / deceleration detection unit 12 and the travel control unit 16.

[0019] The acceleration / deceleration detection unit 12 detects the acceleration / deceleration of the train T. Although not limited to this, the acceleration / deceleration detection unit 12 detects the acceleration / deceleration of the train T by, for example, calculating a time differential value of the speed of the train T calculated by the speed / distance calculation unit 11. The detection result of the acceleration / deceleration detection unit 12 is provided to the running control unit 16.

[0020] The ground coil detection unit 13 detects that the on-board coil 5 has received the ground coil information transmitted from the ground coil G. The detection result of the ground coil detection unit 13 is transmitted to the pattern generation unit 15 together with the ground coil information received by the on-board coil 5.

[0021] The on-board database 14 stores information about the train T and the running route R. The information about the train T includes, for example, the characteristics of the driving device 7 and the braking device 9. The information about the running route R includes, for example, position information of the ground coil G (for example, position information associated with a ground coil ID) and maximum speed information in each section on the running route R (including speed-limited sections such as curves).

[0022] The pattern generation unit 15 generates a pattern used for controlling (travel control) the train T based on the detection results and the ground coil information of the ground coil detection unit 13 and the information stored in the on-board database 14. The generated pattern includes an operation pattern for running the train T at a speed not exceeding the maximum speed set for each section on the travel path R, and a fixed-position stop pattern for stopping the train T at a stop position (fixed position) of the station.

[0023] Although not particularly limited, in this embodiment, the pattern generation unit 15 is configured to generate an operation pattern by taking the position information corresponding to the ground coil ID included in the received ground coil information as the position information of the train T when the on-board unit 5 receives the ground coil information after the train T departs from the station and referring to the information stored in the on-board database 14. In other words, the pattern generation unit 15 generates an operation pattern based on the ground coil information (e.g., the ground coil information from the first ground coil) first received by the on-board unit 5 after the train T departs from the station and the information stored in the on-board database 14. In addition, when the on-board unit 5 receives regular stop information as the ground coil information, the pattern generation unit 15 generates a regular stop pattern based on the received regular stop information. The operation pattern and regular stop pattern generated by the pattern generation unit 15 are provided to the running control unit 16.

[0024] The running control unit 16 controls the running state of the train T according to the operation pattern or the fixed-position stop pattern generated by the pattern generation unit 15. Specifically, the running control unit 16 accelerates, runs at a constant speed, coasts, or decelerates the train T so as to follow the operation pattern generated by the pattern generation unit 15. In addition, the running control unit 16 decelerates the train T so as to follow the fixed-position stop pattern generated by the pattern generation unit 15, and stops the train T at the stop position of the station.

[0025] In this embodiment, the traveling control unit 16 outputs a powering notch command as an acceleration command to the driving device 7, thereby applying the driving force of the driving device 7 to the axles of the train T to accelerate the train T (acceleration control) or run the train T at a constant speed (constant speed control). The traveling control unit 16 also stops the output of the powering notch command to the driving device 7 to cause the train T to coast (coasting control). Furthermore, the traveling control unit 16 outputs a brake notch command to the braking device 9 to apply the braking force of the braking device 9 to the axles or wheels of the train T to decelerate the train T (deceleration control). Here, the powering notch command includes a designation of a notch stage (powering notch stage) for setting (adjusting) the driving force of the driving device 7. The brake notch command includes a designation of a notch stage (brake notch stage) for setting (adjusting) the braking force of the braking device 9.

[0026] Next, the operation of the automatic train operation device 1 will be described with reference to Figs.

[0027] 3 and 4 are flowcharts showing an example of acceleration control of a train T executed by the running control unit 16 of the automatic train operation device 1. This flowchart starts when the operation pattern generated by the pattern generation unit 15 is provided to the running control unit 16.

[0028] 3, the traveling control unit 16 grasps the current speed and current position of the train T. Specifically, the traveling control unit 16 grasps the current speed of the train T from the speed of the train T from the speed / distance calculation unit 11. In addition, the traveling control unit 16 grasps the current position of the train T on the traveling route R based on the position information of the ground coil G based on the ground coil information (ground coil ID) from the ground coil detection unit 13 and the traveling distance of the train T from the speed / distance calculation unit 11.

[0029] In step S2, the traveling control unit 16 determines whether the current speed of the train T is smaller than the target speed of the train T. The target speed of the train T is the speed corresponding to the current position of the train T in the operation pattern (hereinafter referred to as the "corresponding speed in the operation pattern"). If the current speed of the train T is smaller than the target speed (corresponding speed in the operation pattern), the traveling control unit 16 proceeds to the processing of step S3. On the other hand, if the current speed of the train T is equal to or greater than the target speed (corresponding speed in the operation pattern), this flow is terminated. In this case, the traveling control unit 16 executes constant speed control, coasting control, or deceleration control of the train T according to the target speed and the current speed of the train T.

[0030] In step S3, the traveling control unit 16 judges whether or not the target speed (corresponding speed in the operation pattern) is higher than a predetermined speed. In other words, the traveling control unit 16 judges whether or not the target speed of the train T is set high. Then, if the target speed (corresponding speed in the operation pattern) is higher than the predetermined speed, the traveling control unit 16 proceeds to the process of step S4. On the other hand, if the corresponding speed (target speed) in the operation pattern is equal to or lower than the predetermined speed, the traveling control unit 16 proceeds to the process of step S12 (FIG. 4).

[0031] In step S4, the traveling control unit 16 judges whether or not the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is greater than a first predetermined value. Although not particularly limited, the first predetermined value may be set to a value of 5 km / h or more (e.g., 8 km / h). Then, when the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is greater than the first predetermined value, the traveling control unit 16 proceeds to the process of step S5. On the other hand, when the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is equal to or less than the first predetermined value, the traveling control unit 16 proceeds to the process of step S12 (FIG. 4).

[0032] In step S5, the traveling control unit 16 outputs to the driving device 7 a maximum powering notch command for maximizing the driving force of the driving device 7, in other words, a maximum acceleration command for maximizing the acceleration of the train T.

[0033] In step S6, the traveling control unit 16 grasps the current speed and current position of the train T, similarly to step S1.

[0034] In step S7, the traveling control unit 16 judges whether the current speed of the train T has reached the target speed (corresponding speed in the operation pattern) (it does not have to be reached precisely, it suffices to have reached the target speed approximately). If the current speed of the train T has reached the target speed (corresponding speed in the operation pattern), the traveling control unit 16 ends this flow. On the other hand, if the current speed of the train T has not reached the target speed (corresponding speed in the operation pattern), the traveling control unit 16 proceeds to the processing of step S8.

[0035] In step S8, the running control unit 16 grasps the acceleration of the train T based on the acceleration (detection value) of the train T from the acceleration / deceleration detection unit 12.

[0036] In step S9, the traveling control unit 16 judges whether the acceleration (detected value) of the train T is greater than a judgment value (hereinafter referred to as "first acceleration judgment value") corresponding to the maximum acceleration command output to the driving device 7 in step S5. The first acceleration judgment value is an acceleration (assumed value) of the train T that should be obtained when the traveling control unit 16 outputs a maximum acceleration command (maximum powering notch command) to the driving device 7, that is, when the driving force of the driving device 7 is maximum. The first acceleration judgment value can be a value having a certain range (i.e., a value having an upper limit and a lower limit). The first acceleration judgment value is set in advance and stored in the traveling control unit 16. Then, if the acceleration of the train T is equal to or less than the first acceleration judgment value, the traveling control unit 16 proceeds to the process of step S10, and if the acceleration of the train T is greater than the first acceleration judgment value, the traveling control unit 16 proceeds to the process of step S11.

[0037] In step S10, the traveling control unit 16 determines whether the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is smaller than a second predetermined value. The second predetermined value is a value smaller than the first predetermined value, and is not particularly limited, but may be set to a value less than 5 km / h, for example. If the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is smaller than the second predetermined value, the traveling control unit 16 proceeds to the processing of step S11. On the other hand, if the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is equal to or greater than the second predetermined value, the traveling control unit 16 returns to the processing of step S6.

[0038] In step S11, the traveling control unit 16 stops outputting the maximum acceleration command to the drive device 7. Then, after stopping the output of the maximum acceleration command, the traveling control unit 16 proceeds to the process of step S12 (FIG. 4).

[0039] In step S12 (FIG. 4), the traveling control unit 16 outputs an acceleration command (i.e., powering notch command) according to the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T to the drive unit 7. Basically, the traveling control unit 16 outputs an acceleration command (powering notch command) to the drive unit 7 that includes a designation of a higher (larger) powering notch step as the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T increases.

[0040] Specifically, in this embodiment, the traveling control unit 16 first predicts the speed and position of the train T after a predetermined time when a powering notch command including the designation of each of a plurality of powering notch steps is output to the drive device 7. Next, the traveling control unit 16 selects, from the plurality of powering notch steps, a powering notch step at which the predicted speed of the train T after the predetermined time does not exceed a target speed (a speed corresponding to the predicted position of the train T in the operation pattern) after the predetermined time. When there are a plurality of such powering notch steps, the highest (largest) powering notch step among them is selected. Then, the traveling control unit 16 outputs the powering notch command including the designation of the selected powering notch step to the drive device 7 as the acceleration command.

[0041] In step S13, the traveling control unit 16 grasps the current speed and current position of the train T, similarly to step S1.

[0042] In step S14, the traveling control unit 16 judges whether the current speed of the train T has reached the target speed (corresponding speed in the operation pattern) (it does not have to be reached precisely, it suffices to have reached the target speed approximately). If the current speed of the train T has reached the target speed (corresponding speed in the operation pattern), the traveling control unit 16 ends this flow. On the other hand, if the current speed of the train T has not reached the target speed (corresponding speed in the operation pattern), the traveling control unit 16 proceeds to the processing of step S15.

[0043] In step S15, the running control unit 16 grasps the acceleration of the train T based on the acceleration (detection value) of the train T from the acceleration / deceleration detection unit 12.

[0044] In step S16, the traveling control unit 16 judges whether or not the acceleration (detected value) of the train T is greater than a judgment value (hereinafter referred to as "second acceleration judgment value") corresponding to the acceleration command (powering notch command) output to the drive unit 7 in step S12. The second acceleration judgment value is an acceleration (assumed value) of the train T that should be obtained when the traveling control unit 16 outputs the acceleration command to the drive unit 7. The second acceleration judgment value can be a value having a certain range (i.e., a value having an upper limit and a lower limit). The second acceleration judgment value is set in advance for each powering notch step included in the acceleration command (powering notch command) and stored in the traveling control unit 16. Then, when the acceleration of the train T is equal to or less than the second acceleration judgment value, the traveling control unit 16 proceeds to the process of step S17. On the other hand, when the acceleration of the train T is greater than the second acceleration judgment value, the traveling control unit 16 proceeds to the process of step S19.

[0045] In step S17, the traveling control unit 16 determines whether the acceleration (detection value) of the train T is smaller than the second acceleration determination value. If the acceleration of the train T is smaller than the second acceleration determination value, the traveling control unit 16 proceeds to the process of step S18. On the other hand, if the acceleration of the train T is equal to or greater than the second acceleration determination value, the traveling control unit 16 returns to the process of step S13.

[0046] In step S18, the traveling control unit 16 outputs a new acceleration command to the driving device 7 to increase the acceleration of the train T compared to the acceleration command output in step S12. Although not particularly limited, the new acceleration command may be an acceleration command including a powering notch step that is one step higher (one step larger) than the powering notch step included in the acceleration command output in step S12 (i.e., the current acceleration command). After outputting the new acceleration command to the driving device 7, the traveling control unit 16 returns to the processing of step S13.

[0047] In step S19, the traveling control unit 16 outputs a new acceleration command to the driving device 7 to reduce the acceleration of the train T compared to the acceleration command output in step S12. Although not particularly limited, the new acceleration command may be an acceleration command including a powering notch step that is one step lower (one step smaller) than the powering notch step included in the acceleration command output in step S12 (i.e., the current acceleration command). After outputting the new acceleration command to the driving device 7, the traveling control unit 16 returns to the processing of step S13.

[0048] As described above, in this embodiment, the running control unit 16 of the automatic train operation device 1 is configured to control the running state of the train T according to the operation pattern generated by the pattern generation unit 15. In addition, the running control unit 16 of the automatic train operation device 1 is configured to output an acceleration command to the drive unit 7 based on the difference between the corresponding speed in the operation pattern, which is the target speed, and the current speed of the train T (<target speed), and to stop outputting the acceleration command according to the comparison result between the acceleration judgment value corresponding to the output acceleration command and the acceleration of the train T, or to output a (new) acceleration command with contents different from the acceleration command.

[0049] Specifically, when the target speed (corresponding speed in the operation pattern) is higher than a predetermined speed (step S3; YES) and the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is greater than a first predetermined value (step S4; YES), the running control unit 16 of the automatic train operation device 1 outputs a maximum acceleration command to the drive device 7 to maximize the acceleration of the train T (step S5). Therefore, the time until the speed of the train T reaches the target speed is significantly shortened, and power consumption can be reduced.

[0050] Furthermore, when the acceleration (detected value) of the train T is greater than a first acceleration judgment value corresponding to the maximum acceleration command, the running control unit 16 of the automatic train operation device 1 stops outputting the maximum acceleration command to the drive device 7 (steps S9→S10).

[0051] If the acceleration (detected value) of the train T is greater than the first acceleration judgment value, there is a possibility that the train T is traveling on a downhill slope. If the maximum acceleration command is maintained in such a case, the train T will soon exceed the speed limit, and the train T will have to be braked. This is not only undesirable in terms of safety and ride comfort, but also means that the power consumed to accelerate the train T will be wasted. For this reason, in this embodiment, the running control unit 16 of the automatic train operation device 1 quickly stops outputting the maximum acceleration command to the drive unit 7 when the acceleration (detected value) of the train T is greater than the first acceleration judgment value, thereby avoiding a situation in which the consumed power is wasted.

[0052] In other words, after outputting a maximum acceleration command to the drive unit 7, the running control unit 16 of the automatic train operation device 1 compares the acceleration (detected value) of the train T with the first acceleration judgment value corresponding to the maximum acceleration command to determine whether the train T is running on a downward slope, and if it determines that the train T is running on a downward slope, stops outputting the maximum acceleration command to the drive unit 7.

[0053] In addition, when the running control unit 16 of the automatic train operation device 1 stops outputting the maximum acceleration command to the driving device 7, it outputs an acceleration command to the driving device 7 according to the difference between the target speed and the current speed of the train T (steps S11 → S12).

[0054] In addition, when the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T is smaller than a first predetermined value, the running control unit 16 of the automatic train operation device 1 outputs an acceleration command to the drive unit 7 according to the difference between the target speed and the current speed of the train T (step S4 → S12).

[0055] Then, after an acceleration command corresponding to the difference between the target speed and the current speed of train T is output to the driving unit 7, if the acceleration (detection value) of train T is greater than the second acceleration judgment value corresponding to the output acceleration command, the running control unit 16 of the automatic train driving device 1 outputs a new acceleration command to the driving unit 7 instead of the acceleration command, which makes the acceleration of train T smaller than the acceleration command (steps S16 → S19).

[0056] When the acceleration (detection value) of the train T is greater than the second acceleration judgment value, there is a possibility that the train T is traveling on a downhill slope. If the acceleration command output in such a case is maintained, the train T may exceed its speed, and the train T may have to be braked. This means that there is a high possibility that the power consumed to accelerate the train T will be wasted. Therefore, in this embodiment, when the acceleration (detection value) of the train T is greater than the second acceleration judgment value, the running control unit 16 of the automatic train operation device 1 outputs a new acceleration command to the drive device 7 to make the acceleration of the train T smaller than the acceleration command, thereby preventing the consumed power from being wasted.

[0057] In other words, the running control unit 16 of the automatic train driving device 1 outputs an acceleration command to the driving device 7 according to the difference between the target speed and the current speed of the train T, and then compares the acceleration (detected value) of the train T with the second acceleration judgment value to determine whether the train T is traveling on a downward slope, and if it is determined that the train T is traveling on a downward slope, outputs a new acceleration command to the driving device 7 that makes the acceleration of the train T lower than the acceleration command.

[0058] Alternatively, after an acceleration command corresponding to the difference between the target speed and the current speed of train T is output to the driving device 7, if the acceleration (detected value) of train T is smaller than the second acceleration judgment value corresponding to the output acceleration command, the running control unit 16 of the automatic train driving device 1 outputs a new acceleration command to the driving device 7 instead of the acceleration command, which makes the acceleration of train T greater than the acceleration command (steps S17 → S18).

[0059] When the acceleration (detected value) of the train T is smaller than the second acceleration judgment value, the train T may be traveling on an uphill gradient. In such a case, if the output acceleration command is maintained, it will take longer for the speed of the train T to reach the target speed, which may increase power consumption. Therefore, in this embodiment, when the acceleration (detected value) of the train T is smaller than the second acceleration judgment value, the traveling control unit 16 of the automatic train operation device 1 outputs a new acceleration command to the drive device 7 to make the acceleration of the train T greater than the acceleration command, thereby suppressing an increase in power consumption.

[0060] In other words, the running control unit 16 of the automatic train driving device 1 outputs an acceleration command to the driving device 7 according to the difference between the target speed and the current speed of the train T, and then compares the acceleration (detected value) of the train T with the second acceleration judgment value to determine whether the train T is traveling on an uphill slope, and if it is determined that the train T is traveling on an uphill slope, outputs a new acceleration command to the driving device 7 that makes the acceleration of the train T greater than the above acceleration command.

[0061] Furthermore, the running control unit 16 of the automatic train operation device 1 may output an acceleration command (maximum acceleration command, acceleration command according to the difference between the target speed and the current speed of the train T) to the drive device 7 based on the difference between the target speed and the current speed of the train T (<target speed), and then, when the acceleration (detection value) of the train T is greater than the acceleration judgment value (first acceleration judgment value, second acceleration judgment value) corresponding to the output acceleration command, determine that the train T is running on a downhill slope and stop outputting the acceleration command. In this case, preferably, the running control unit 16 of the automatic train operation device 1 stops outputting the acceleration command at an earlier timing as the difference between the acceleration (detection value) of the train T and the acceleration judgment value (first acceleration judgment value, second acceleration judgment value) corresponding to the output acceleration command is greater, in other words, as the acceleration (detection value) of the train T is greater. Alternatively, the running control unit 16 of the automatic train operation device 1 stops outputting the acceleration command when the difference between the target speed and the current speed of the train T is larger, in other words, when the acceleration (detection value) of the train T is larger, the greater the difference between the acceleration (detection value) of the train T and the acceleration judgment value (first acceleration judgment value, second acceleration judgment value) corresponding to the output acceleration command.

[0062] Although the embodiment of the present invention has been described above, the present invention is not limited to the above-mentioned embodiment, and it is needless to say that modifications and changes can be made based on the technical concept of the present invention. [Explanation of symbols]

[0063] 1...automatic train operation device, 3...speed generator, 5...on-board coil, 7...driving device, 9...braking device, 11...speed / distance calculation unit, 12...acceleration / deceleration detection unit, 13...ground coil detection unit, 14...on-board database, 15...pattern generation unit, 16...running control unit, G...ground coil, R...running track, T...train

Claims

1. An automatic train operation device that controls trains according to an operation pattern, An automatic train operation device that outputs an acceleration command based on the difference between the corresponding speed in the operation pattern and the current speed of the train, and stops outputting the acceleration command or outputs an acceleration command with different content from the acceleration command depending on the result of comparing an acceleration judgment value corresponding to the output acceleration command with the acceleration of the train.

2. An automatic train operation device as described in claim 1, which outputs a maximum acceleration command with the acceleration of the train as a maximum acceleration when the difference between the corresponding speed in the operation pattern and the current speed of the train is greater than a predetermined value, and stops outputting the maximum acceleration command when the acceleration of the train is greater than an acceleration judgment value corresponding to the maximum acceleration command.

3. An automatic train operation device as described in claim 1, which outputs an acceleration command corresponding to the difference between the corresponding speed in the operation pattern and the current speed of the train, and when the acceleration of the train is greater than an acceleration judgment value corresponding to the acceleration command, outputs an acceleration command that makes the acceleration of the train smaller than the acceleration command.

4. An automatic train operation device as described in claim 1, which outputs an acceleration command corresponding to the difference between the corresponding speed in the operation pattern and the current speed of the train, and when the acceleration of the train is smaller than an acceleration judgment value corresponding to the acceleration command, outputs an acceleration command that makes the acceleration of the train greater than the acceleration command.

5. 2. The automatic train operation device according to claim 1, wherein when the acceleration of the train is greater than an acceleration judgment value corresponding to the acceleration command, it is judged that the train is traveling on a downhill gradient and output of the acceleration command is stopped.

6. 6. The automatic train operation device according to claim 5, wherein the output of the acceleration command is stopped at an earlier timing as the difference between the acceleration of the train and an acceleration judgment value corresponding to the acceleration command is larger.

7. An automatic train operation device as described in claim 5, wherein the output of the acceleration command is stopped when the difference between the corresponding speed in the operation pattern and the current speed of the train is larger, as the difference between the acceleration of the train and the acceleration judgment value corresponding to the acceleration command is larger.

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