On-vehicle device of train

Abstract

To provide an on-vehicle device of a train capable of transitioning from a manual driving mode to an automatic driving mode, thereby obviating the need of stopping the train or special operations.SOLUTION: An on-vehicle device 1 of a train T starts up in a manual driving mode in which the train is made to travel based on a driving operation, and, if the train T advances into a first mode switching zone by the traveling based on the driving operation, and thereafter the driving operation is no longer performed, it transitions from the manual driving mode to an automatic driving mode in which the train T is traveled according to an automatic driving pattern.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an on-board device of a train, and more particularly to an on-board device of a train that can operate in both a manual operation mode and an automatic operation mode. [Background technology]

[0002] As an example of this type of prior art, Patent Document 1 describes a constant speed driving system that is set to an automatic driving state (automatic driving mode) when a notch of a master controller is in the automatic position, and is set to a manual driving state (manual driving mode) when the notch is in another position. The constant speed driving system described in Patent Document 1 enables trains to travel between stations automatically and to stop at station platforms by manual operation by the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 62-44002 Summary of the Invention [Problem to be solved by the invention]

[0004] In many cases, the on-board equipment of a train that can operate in both a manual driving mode and an automatic driving mode transitions from the manual driving mode to the automatic driving mode when the driver performs a predetermined operation while the train is stopped. Therefore, when transitioning the on-board equipment from the manual driving mode to the automatic driving mode while the train is traveling, the driver needs to stop the train and then perform the predetermined operation, which is time-consuming, which is a problem.

[0005] Therefore, an object of the present invention is to provide an on-board device for a train that can transition from a manual driving mode to an automatic driving mode without the need to stop the train or perform any special operations. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided an on-board device for a train, which is configured to start up in a manual driving mode in which a train is run based on a driving operation, and when the train enters a first mode switching section while running based on the driving operation and the driving operation is subsequently removed, to transition from the manual driving mode to an automatic driving mode in which the train is run according to an automatic driving pattern. Effect of the Invention

[0007] According to the present invention, it is possible to provide an on-board device for a train that can transition from a manual driving mode to an automatic driving mode without the need to stop the train or perform any special operation. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing a schematic configuration of a train equipped with an on-board device according to an embodiment. [Diagram 2] 2 is a block diagram showing an example of a functional configuration of an on-board device according to an embodiment. FIG. [Diagram 3] 13 is a diagram for explaining an example of a transition procedure from a manual driving mode to an automatic driving mode of an on-board device according to an embodiment. FIG. [Figure 4] 13 is a diagram for explaining an example of a transition procedure from a manual driving mode to an automatic driving mode of an on-board device according to an embodiment. FIG. [Diagram 5] 13 is a diagram for explaining an example of a transition procedure from a manual driving mode to an automatic driving mode of an on-board device according to an embodiment. FIG. [Figure 6] 13 is a diagram for explaining an example of a transition procedure from an automatic driving mode to a manual driving mode of an on-board device according to an embodiment. FIG. [Figure 7] 13 is a diagram for explaining an example of a transition procedure from an automatic driving mode to a manual driving mode of an on-board device according to an embodiment. FIG. [Figure 8] FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

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

[0010] Fig. 1 is a diagram showing a schematic configuration of a train T equipped with an on-board device 1 according to an embodiment of the present invention. The train T is a type of vehicle that travels on a travel route R, and the running state of the train T is controlled by the on-board device 1. In this embodiment, the on-board device 1 is configured to be operable in both a "manual driving mode" in which the train T is run based on driving operations, and an "automatic driving mode" in which the train T is run according to an automatic driving pattern.

[0011] In addition to the on-board equipment 1, the train T has a tachograph 2, an on-board coil 3, an on-board radio 4, a master controller (hereinafter referred to as "master controller") 5, a driving device 6, and a braking device 7, etc.

[0012] The tachometer generator 2 is attached to the axle of the train T. The tachometer generator 2 outputs a signal corresponding to the rotation speed of the axle of the train T. The output signal of the tachometer generator 2 is input to the on-board equipment 1 via a cable.

[0013] The on-board coil 3 is attached to the lower part of the train T, preferably to the lower front part of the train T. The on-board coil 3 receives information (hereinafter referred to as "ground coil information") transmitted from the ground coil G installed on the running path R when the train T passes above it. The ground coil information received by the on-board coil 3 is sent to the on-board device 1 via a cable. Note that although only one ground coil G is shown in FIG. 1, in reality, multiple ground coils G may be installed at different positions on the running path R. In addition, the ground coil information transmitted from the ground coil G may include a ground coil ID, which is identification information of the ground coil G, and various information according to the position where the ground coil G is installed.

[0014] The on-board radio 4 is attached to the top of the train T. The on-board radio 4 is connected to the on-board equipment 1 via a cable. The on-board radio 4 is a device that wirelessly communicates information with a ground radio 51 of a ground device 50 installed on the ground. Therefore, the on-board equipment 1 and the ground device 50 can transmit and receive information to and from each other via the on-board radio 4 and the ground radio 51.

[0015] The master controller 5 is also called a main controller, and is a device operated by the driver of the train T. The master controller 5 is configured to output powering commands and braking commands based on the operation of the driver of the train T to the on-board equipment 1. The powering command includes, for example, a driving force command value (also called the powering notch number) that the on-board equipment 1 should output to the driving device 6, and the braking command includes, for example, a braking force command value (also called the braking notch number) that the on-board equipment 1 should output to the braking device 7.

[0016] The driving device 6 includes an electric motor and an internal combustion engine (diesel engine) that serve as the power source of the train T. The driving device 6 controls the driving force applied to the axles of the train T in accordance with a driving force command value output from the on-board device 1.

[0017] The braking device 7 includes a service brake and an emergency brake. The service brake is a brake that is normally used to decelerate 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 7 controls the braking force of the service brake applied to the axles or wheels of the train T in accordance with the braking force command value output from the on-board equipment 1. The braking device 7 also activates the emergency brake in response to an emergency stop command output from the on-board equipment 1.

[0018] 2 is a block diagram showing an example of a functional configuration of the on-board equipment 1. In this embodiment, the on-board equipment 1 includes a speed / distance calculation unit 11, a ground coil information acquisition unit 12, a train position detection unit 13, a transmission / reception unit 14, a pattern generation unit 15, a notification unit 16, a switching signal generation unit 17, and a running control unit 18.

[0019] The speed / distance calculation unit 11 calculates the speed of the train T and the running distance of the train T based on the output signal of the speed generator 2. The speed of the train T calculated by the speed / distance calculation unit 11 is mainly provided to the running control unit 18, and the running distance of the train T calculated by the speed / distance calculation unit 11 is mainly provided to the train position detection unit 13.

[0020] The ground coil information acquisition unit 12 acquires the ground coil information received by the on-board coil 3 from the ground coil G. The ground coil information acquired by the ground coil information acquisition unit 12 is mainly provided to the train position detection unit 13.

[0021] The train position detection unit 13 has a table in which the ground coil ID of each of the multiple ground coils G installed on the traveling track R is associated with its position. The train position detection unit 13 is configured to detect the position of the train T based on the position corresponding to the ground coil ID included in the ground coil information acquired by the ground coil information acquisition unit 12 and the traveling distance of the train T calculated by the speed / distance calculation unit 11. The detected position of the train T is provided mainly to the transmission / reception unit 14, the pattern generation unit 15 and the traveling control unit 18.

[0022] The transmitting / receiving unit 14 transmits the position of the train T detected by the train position detection unit 13 to the ground radio 51 (i.e., the ground device 50) via the on-board radio 4. The transmitting / receiving unit 14 also receives, via the on-board radio 4, information transmitted by the ground device 50 via the ground radio 51.

[0023] In this embodiment, the ground device 50 stores the positions of each station on the travel route R and the positions of the mode switching section, or has a database in which such information is stored. The mode switching section is a section provided for switching the operation mode of the on-board device 1, more specifically, the operation mode of the travel control unit 18 of the on-board device 1. The mode switching section includes a mode switching section (hereinafter referred to as a "first mode switching section") for switching the operation mode of the on-board device 1 (travel control unit 18) from the manual operation mode to the automatic operation mode, and a mode switching section (hereinafter referred to as a "second mode switching section") for switching the operation mode of the on-board device 1 (travel control unit 18) from the automatic operation mode to the manual operation mode. In other words, the mode switching section can be said to be a boundary section between an automatic operation section in which the train T can be operated by automatic operation and a manual operation section in which the train T needs to be operated by manual operation.

[0024] When the ground equipment 50 receives position information of train T via the ground radio 51, it is configured to determine a moving authority (MA) position at which train T can safely travel based on the opening direction of a switch (not shown) ahead of train T and the position of a preceding train (not shown), and to transmit the determined moving authority position to the on-board radio 4 via the ground radio 51.

[0025] In addition, when the ground equipment 50 receives position information of train T via the ground radio 51, it is configured to calculate the distance to the stopping point of the station where train T will next arrive (hereinafter referred to as the "distance to the next station") and wirelessly transmit the calculated distance to the next station to the on-board radio 4 via the ground radio 51.

[0026] Furthermore, when the ground device 50 receives position information of the train T via the ground radio 51, it determines whether or not the train T has entered the mode switching section, and when the train T has entered the mode switching section, it transmits section entry information indicating this to the on-board radio 4 via the ground radio 51. The section entry information includes first section entry information indicating that the train T has entered the first mode switching section, and second section entry information indicating that the train T has entered the second mode switching section.

[0027] Therefore, in this embodiment, the transceiver unit 14 can receive the traveling-permitted position, the distance to the next station, and the section entry information transmitted from the ground device 50. The traveling-permitted position and the distance to the next station received by the transceiver unit 14 are provided to the pattern generation unit 15, and the section entry information received by the transceiver unit 14 is provided to the notification unit 16 and the switching signal generation unit 17.

[0028] The pattern generation unit 15 stores the maximum speed set for the travel route R. Alternatively, the on-board device 1 (pattern generation unit 15) has a database in which such information is stored. The pattern generation unit 15 generates a speed check pattern based on the travel permission position provided by the transmission / reception unit 14. The generated speed check pattern is a pattern indicating the limit speed at which the train T can stop without exceeding the travel permission position after the braking device 7 is activated. In addition, the pattern generation unit 15 generates an automatic operation pattern based on the distance to the next station provided by the transmission / reception unit 14. The generated automatic operation pattern is a pattern for running the train T at a speed not exceeding the maximum speed set for the travel route R and stopping the train T at the stopping point of the next station. The speed check pattern and the automatic operation pattern generated by the pattern generation unit 15 are provided to the travel control unit 18. Note that the distance to the next station in this embodiment corresponds to the "information on the travel route of the train" in the present invention.

[0029] When the section entry information (the first section entry information or the second section entry information) is provided from the transmitting / receiving unit 14, the notification unit 16 notifies that the train T has entered the mode switching section (the first mode switching section or the second mode switching section). Although not particularly limited, the notification unit 16, for example, displays information indicating that the train T has entered the mode switching section (the first mode switching section or the second mode switching section) on a monitor device in the cab (not shown) for a certain period of time. Alternatively, the notification unit 16 generates an alarm sound for a certain period of time indicating that the train T has entered the mode switching section (the first mode switching section or the second mode switching section).

[0030] The switching signal generating unit 17 is configured to provide the driving control unit 18 with a switching signal for switching the operation mode of the driving control unit 18 on condition that the section entry information is provided from the transmitting / receiving unit 14 .

[0031] Specifically, in this embodiment, when the switching signal generating unit 17 receives the first section entry information from the transmitting / receiving unit 14 (i.e., when the train T enters the first mode switching section) and thereafter there is no driving operation, the switching signal generating unit 17 provides the running control unit 18 with a first mode switching signal instructing to switch from the manual driving mode to the automatic driving mode. The driving operation may be, but is not limited to, an operation of the master controller 5.

[0032] Furthermore, when the second section entry information is given from the transceiver 14 (i.e., the train T enters the second mode switching section) and a predetermined operation is performed thereafter, the switching signal generating unit 17 gives the travel control unit 18 a second mode switching signal instructing switching from the automatic operation mode to the manual operation mode. Although not particularly limited, the predetermined operation can be an operation of the master controller 5 (e.g., a brake operation).

[0033] The running control unit 18 controls the running state of the train T. In this embodiment, the running control unit 18 is configured to start up in the manual driving mode, and when the first mode switching signal is given from the switching signal generating unit 17 while operating in the manual driving mode, to transition from the manual driving mode to the automatic driving mode, and thereafter to operate in the automatic driving mode. Also, when the second mode switching signal is given from the switching signal generating unit 17 while operating in the automatic driving mode, the running control unit 18 is configured to transition from the automatic driving mode to the manual driving mode, and thereafter to operate in the manual driving mode.

[0034] In the manual operation mode, the traveling control unit 18 runs the train T based on the driving operation. That is, when operating in the manual operation mode, the traveling control unit 18 controls the driving device 6 and the braking device 7 according to the powering command and the braking command output from the master controller 5 in response to the operation of the master controller 5 by the driver of the train T, thereby accelerating, running at a constant speed, coasting, or decelerating the train T. Specifically, in this embodiment, the traveling control unit 18 outputs a driving force command value included in the powering command to the driving device 6 or outputs a braking force command value included in the braking command to the braking device 7, thereby accelerating, running at a constant speed, coasting, or decelerating the train T.

[0035] On the other hand, in the automatic operation mode, the traveling control unit 18 runs the train T according to the automatic operation pattern generated by the pattern generation unit 15. That is, when operating in the automatic operation mode, the traveling control unit 18 accelerates the train T, runs at a constant speed, coasts, or decelerates the train T so as to follow the automatic operation pattern generated by the pattern generation unit 15, and stops the train T at the stop point of the next station. Specifically, the traveling control unit 18 performs calculation processing based on the automatic operation pattern generated by the pattern generation unit 15 to obtain a driving force command value or a braking force command value, and outputs the obtained driving force command value to the driving device 6 or outputs the obtained braking force command value to the braking device 7.

[0036] For example, when the speed of the train T is lower than the speed on the automatic driving pattern, the traveling control unit 18 calculates a driving force command value based on the automatic driving pattern and the speed of the train T, and outputs the calculated driving force command value to the driving device 6, thereby applying the driving force of the driving device 6 to the axles of the train T to accelerate the train T. Thereafter, when the speed of the train T reaches or is predicted to reach the speed on the automatic driving pattern, the traveling control unit 18 adjusts the driving force command value, i.e., the driving force of the driving device 6, to make the train T travel at a constant speed or coast. In addition, when the train T approaches the next station, the traveling control unit 18 calculates a braking force command value so as to follow the automatic driving pattern, and outputs the calculated braking force command value to the braking device 7, thereby decelerating the train T and stopping the train T at the stop point of the next station.

[0037] In addition, regardless of whether the traveling control unit 18 is operating in the manual driving mode or the automatic driving mode, if the speed of the train T exceeds the speed on the speed inspection pattern, the traveling control unit 18 outputs an emergency stop command to the braking device 7, thereby bringing the train T to an emergency stop.

[0038] Next, a procedure for changing the operation mode of the on-board equipment 1 (the running control unit 18 thereof) will be described.

[0039] 3 to 5 are diagrams for explaining an example of a procedure for transitioning the on-board device 1 from the manual driving mode to the automatic driving mode.

[0040] FIG. 3 shows a state where the driver turns on the power of the on-board equipment 1 of the train T, for example, in a depot. In this embodiment, the on-board equipment 1 is started in the manual operation mode by turning on the power. That is, the on-board equipment 1 (travel control unit 18) runs the train T based on the driving operation. Therefore, when moving the train T from the depot to the main line, the driver needs to operate the master controller 5. In addition, in the manual operation mode immediately after starting, the speed of the train T is limited to a certain speed or less, mainly to ensure safety.

[0041] 4 shows a state in which the on-board equipment 1 has caused the train T to run from the depot in the main line direction based on the operation of the master controller 5 by the driver. When the train T runs on the running track R in the main line direction from the depot, the train T reaches a ground coil (the first ground coil, hereinafter referred to as the "first ground coil") G1 installed on the running track R. Here, in this embodiment, a first mode switching section S1, i.e., a mode switching section for switching the operation mode of the on-board equipment 1 (running control unit 18) from the manual operation mode to the automatic operation mode, is set on the running track R, and the first ground coil G1 is installed just before the first mode switching section S1 in the running direction of the train T.

[0042] When the train T reaches the first ground coil G1, the on-board coil 3 receives the ground coil information of the first ground coil G1. Then, the on-board equipment 1 acquires the ground coil information of the first ground coil G1 received by the on-board coil 3 (ground coil information acquisition unit 12) and starts detecting the position of the train T (train position detection unit 13). The position of the train T detected by the on-board equipment 1 is transmitted to the ground equipment 50 by the on-board radio 4, and the transmitted position of the train T is received by the ground equipment 50 via the ground radio 51. As a result, the position of the train T is grasped by the ground equipment 50.

[0043] When the ground device 50 grasps the position of the train T, it obtains the running permitted position for the train T and the distance to the next station for the train T, and transmits them to the train T by the ground radio 51. The transmitted running permitted position and the distance to the next station are received by the on-board device 1 via the on-board radio 4 (transmitter / receiver 14).

[0044] When the on-board equipment 1 receives the traveling permission position and the distance to the next station from the ground equipment 50, it generates the speed inspection pattern based on the traveling permission position, and generates the automatic driving pattern based on the distance to the next station (pattern generation unit 15).

[0045] In this embodiment, when the on-board equipment 1 (the running control unit 18) generates the automatic driving pattern, it starts a calculation process based on the generated automatic driving pattern, that is, a calculation process for making the train T run according to the automatic driving pattern. Here, at the time when the automatic driving pattern is generated, the speed of the train T is usually lower than the speed on the automatic driving pattern. Therefore, the on-board equipment 1 (the running control unit 18) starts a calculation process of a driving force command value for the driving device 6 based on the automatic driving pattern and the speed of the train T. However, the on-board equipment 1 (the running control unit 18) is operating in the manual driving mode at this time. Therefore, the on-board equipment 1 (the running control unit 18) controls the driving device 6 and the braking device 7 according to the powering command and the braking command output from the master controller 5, and does not output the calculated driving force command value for the driving device 6 to the driving device 6.

[0046] In other words, in this embodiment, when the on-board device 1 is operating in the manual driving mode, it generates the automatic driving pattern to be used in the automatic driving mode, and starts calculating a driving force command value for the driving device 6 based on the generated automatic driving pattern and the speed of the train T, but is configured to wait for output of the calculated driving force command value to the driving device 6 (until transitioning to the automatic driving mode).

[0047] FIG. 5 shows a state in which the train T moves further along the running track R in the main line direction based on the driver's operation of the master controller 5, and the train T enters the first mode switching section S1 set on the running track R. When the train T enters the first mode switching section S1, the ground device 50 detects this from the position of the train T transmitted from the on-board device 1. When the ground device 50 detects that the train T has entered the first mode switching section S1, it transmits the first section entry information to the train T via the ground radio 51. The transmitted first section entry information is received by the on-board device 1 via the on-board radio 4 (transmitter / receiver 14).

[0048] When the on-board equipment 1 receives the first section entry information, it notifies the driver that the train T has entered the first mode change section S1 (notification unit 16). The driver recognizes that the train T has entered the first mode change section S1 through this notification. When the driver recognizes that the train T has entered the first mode change section S1, unless there are special circumstances, he stops operating the master controller 5 to switch (transition) the operation mode of the on-board equipment 1 (the running control unit 18) from the manual operation mode to the automatic operation mode. More specifically, the driver takes his hands off the operation unit of the master controller 5. This results in a state where no driving operation is performed, that is, no command is output from the master controller 5 to the on-board equipment 1, or the command output from the master controller 5 to the on-board equipment 1 does not change.

[0049] When the on-board equipment 1 receives the first section entry information and there is no driving operation, that is, when the train T enters the first mode switching section S1 and thereafter there is no driving operation, the on-board equipment 1 transitions from the manual driving mode to the automatic driving mode. In this embodiment, the on-board equipment 1 determines whether or not there is a driving operation based on an input from the master controller 5. Preferably, the on-board equipment 1 transitions from the manual driving mode to the automatic driving mode when a state in which there is no driving operation continues for a predetermined time or more after the train T enters the first mode switching section S1. As a result, the on-board equipment 1 runs the train T according to the automatic driving pattern.

[0050] When the on-board equipment 1 transitions from the manual driving mode to the automatic driving mode, it starts outputting the calculated driving force command value to the drive device 6. In other words, the standby state of outputting the calculated driving force command value to the drive device 6 is released. Therefore, when the on-board equipment 1 transitions from the manual driving mode to the automatic driving mode, it can quickly output the already calculated driving force command value (for example, the most recently calculated driving force command value) to the drive device 6, and it is possible to substantially eliminate a control gap accompanying the transition of the operation mode.

[0051] 6 to 7 are diagrams for explaining an example of a procedure for transitioning the on-board device 1 from the automatic driving mode to the manual driving mode.

[0052] 6 shows a state when the on-board equipment 1 is operating in the automatic operation mode. That is, the on-board equipment 1 runs the train T according to the automatic operation pattern. In this embodiment, a second mode switching section S2, that is, a mode switching section for switching the operation mode of the on-board equipment 1 (travel control unit 18) from the automatic operation mode to the manual operation mode, is set on the travel path R.

[0053] 7 shows a state in which the train T has entered the second mode switching section S2 set on the travel path R. When the train T enters the second mode switching section S2, the ground device 50 detects this from the position of the train T transmitted from the on-board device 1. When the ground device 50 detects that the train T has entered the second mode switching section S2, it transmits the second section entry information to the train T via the ground radio 51. The transmitted second section entry information is received by the on-board device 1 via the on-board radio 4 (transmitter / receiver 14).

[0054] When the on-board device 1 receives the second section entry information, it notifies the driver that the train T has entered the second mode switch section S2 (notification unit 16). This notification allows the driver to know that the train T has entered the second mode switch section S2. When the driver knows that the train T has entered the second mode switch section S2, he performs a predetermined operation to switch (transition) the operation mode of the on-board device 1 (travel control unit 18) from the automatic operation mode to the manual operation mode. Although not particularly limited, this predetermined operation can be a predetermined operation of the master controller 5 (e.g., braking operation).

[0055] When the predetermined operation is performed after receiving the second section entry information, that is, when the train T enters the second mode switching section S2 and a predetermined operation is performed thereafter, the on-board device 1 transitions from the automatic operation mode to the manual operation mode. As a result, the on-board device 1 makes the train T run based on the driving operation, in other words, based on the operation of the master controller 5 by the driver.

[0056] According to the on-board device 1 of the train T according to the embodiment, for example, the following effects can be obtained.

[0057] The on-board device 1 is configured to start in a manual driving mode in which the train T runs based on a driving operation, and when the train T enters the first mode switching section S1 by running based on the driving operation and the driving operation is removed, to transition from the manual driving mode to an automatic driving mode in which the train T runs according to an automatic driving pattern. In other words, the on-board device 1 can transition from the manual driving mode to the automatic driving mode without stopping the train T or requiring a special operation by the driver. Therefore, the train T can be stably switched from manual driving to automatic driving in the first mode switching section S1, which is the desired position.

[0058] The on-board equipment 1 generates the automatic operation pattern based on acquisition of ground coil information from a first ground coil G1 installed just before the first mode switching section S1 in the running direction of the train T. Specifically, when the on-board equipment 1 acquires the ground coil information of the first ground coil G1, it transmits position information of the train T to the ground equipment 50, and then receives information about the running route R of the train T (distance to the next station) from the ground equipment 50, thereby generating the automatic operation pattern. In other words, the on-board equipment 1 generates the automatic operation pattern to be used in the automatic operation mode when operating in the manual operation mode. Therefore, stable and rapid switching (transition) from the manual operation mode to the automatic operation mode is possible.

[0059] The on-board device 1 is configured to generate the automatic driving pattern to be used in the automatic driving mode while operating in the manual driving mode, and when the automatic driving pattern is generated, to start the calculation process of a driving force command value for the driving device 6 based on the automatic driving pattern and the speed of the train T, while waiting to output the calculated driving force command value to the driving device 6 until transition to the automatic driving mode. Therefore, when transitioning from the manual driving mode to the automatic driving mode, an appropriate driving force command value can be quickly output to the driving device 6, and a smooth mode transition from the manual driving mode to the automatic driving mode is possible.

[0060] The on-board device 1 is configured to transition from the automatic driving mode to the manual driving mode when the train T enters the second mode switching section S2 while operating in the automatic driving mode and a predetermined operation is performed thereafter. Therefore, while enabling the transition from the automatic driving mode to the manual driving mode to be performed in the second mode switching section S2, which is an intended position, transition from the automatic driving mode to the manual driving mode without the driver noticing is prevented.

[0061] The on-board device 1 has a notification unit 16 that notifies that the train T has entered the first mode switching section S1 and that the train T has entered the second mode switching section S2. Therefore, the driver or the like can be made aware that the train T has entered the first mode switching section S1 and that the train T has entered the second mode switching section S2.

[0062] In the above embodiment, the on-board equipment 1 detects the position of the train T by the train position detection unit 13 and transmits the detected position of the train T to the ground equipment 50, and the train position detection unit 13 detects the position of the train T based on the position corresponding to the on-board ID included in the on-board information acquired by the on-board information acquisition unit 12 and the running distance of the train T calculated by the speed / distance calculation unit 11. However, this is not limited to this. The on-board equipment 1 may be configured to transmit the on-board information acquired by the on-board information acquisition unit 12 and the running distance of the train T calculated by the speed / distance calculation unit 11 to the ground equipment 50 as position information of the train T instead of the position of the train T, and the ground equipment 50 may detect the position of the train T from these.

[0063] Also, in the above-mentioned embodiment, the on-board equipment 1 generates the automatic operation pattern by receiving the distance to the next station transmitted from the ground equipment 50 as information related to the travel route R. However, this is not limited to this. For example, when the ground coil information of the first ground coil G1 includes the ground coil ID of the first ground coil G1 and the distance from the first ground coil G1 to the next station as information related to the travel route R, the on-board equipment 1 may be configured to generate the automatic operation pattern by acquiring the ground coil information of the first ground coil G1. However, even in this case, the on-board equipment 1 generates the speed inspection pattern by receiving the travel permitted position for the train T from the ground equipment 50.

[0064] In the above embodiment, the on-board equipment 1 receives from the ground equipment 50 first section entry information indicating that the train T has entered the first mode switching section S1 and second section entry information indicating that the train T has entered the second mode switching section S2. However, this is not limited to this. The on-board equipment 1 may store the positions of the mode switching sections (first mode switching section S1, second mode switching section S2) or have a database in which such information is stored, and may detect that the train T has entered the first mode switching section S1 and that the train T has entered the second mode switching section S2 based on the detected position of the train T.

[0065] Alternatively, as shown in Fig. 8(a), the second ground coil G2 may be installed at the entrance of the first mode switching section S1, and as shown in Fig. 8(b), the third ground coil G3 may be installed at the entrance of the second mode switching section S2. In this case, the on-board device 1 may be configured to detect that the train T has entered the first mode switching section S1 by acquiring ground coil information from the second ground coil G2, and to detect that the train T has entered the second mode switching section S2 by acquiring ground coil information from the third ground coil G3.

[0066] In the above embodiment, the on-board device 1 determines whether or not a driving operation is being performed based on an input from the master controller 5. However, this is not limited to this. For example, if a sensor is provided that can detect that the driver is holding the operating part of the master controller 5 and that the driver has released his / her hand from the operating part, the on-board device 1 can determine that the driver is no longer performing the driving operation when the sensor detects that the driver has released his / her hand from the operating part of the master controller 5.

[0067] Although the embodiments and modifications of the present invention have been described above, the present invention is not limited to the above-described embodiments and modifications, and it goes without saying that further modifications and changes are possible based on the technical concept of the present invention. [Explanation of symbols]

[0068] 1...on-board device, 2...speed generator, 3...on-board coil, 4...on-board radio, 5...master controller, 6...driving device, 7...braking device, 11...speed / distance calculation unit, 12...ground coil information acquisition unit, 13...train position detection unit, 14...transmission / reception unit, 15...pattern generation unit, 16...alarm unit, 17...switching signal generation unit, 18...running control unit, 50...ground device, 51...ground radio, G...ground coil, G1...first ground coil, G2...second ground coil, G3...third ground coil, R...running track, T...train

Claims

1. An on-board device for a train that starts in a manual driving mode in which the train runs based on driving operations, and when the train enters a first mode switching section while running based on the driving operations and the driving operations are subsequently removed, transitions from the manual driving mode to an automatic driving mode in which the train runs according to an automatic driving pattern.

2. 2. The on-board device of a train according to claim 1, which generates the automatic operation pattern based on obtaining ground sensor information from a ground sensor installed just before the first mode switching section in the running direction of the train.

3. 3. The on-board equipment of a train according to claim 2, wherein when the ground coil information is acquired, the on-board equipment transmits the train's position information to a ground device, and then generates the automatic operation pattern by receiving information regarding the train's running route from the ground device.

4. 4. The on-board device of a train as described in claim 2 or 3, wherein when the automatic driving pattern is generated, calculation processing of a driving force command value for the train's driving device based on the automatic driving pattern and the train's speed is started, while output of the calculated driving force command value to the driving device is waited for until transition to the automatic driving mode.

5. The on-board device of a train according to claim 1 , further comprising an annunciation unit that notifies that the train has entered the first mode switching section.

6. 2. The on-board device of a train according to claim 1, wherein when the train enters a second mode switching section while operating in the automatic driving mode and a predetermined operation is thereafter performed, the train transitions from the automatic driving mode to the manual driving mode.

7. The on-board device of a train according to claim 6 , further comprising an annunciation unit that notifies that the train has entered the second mode switching section.

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