Automatic train operation device

Abstract

To provide an automatic train operation device capable of avoiding overspeed in speed-restricted sections even when wheels of the train idle or slide.SOLUTION: An automatic train operation device 1 performs train control to limit a speed of a train to a predetermined value or less when idling or slipping of wheels of the train is detected. The automatic train operation device 1 is preferably configured to: upon detecting idling or slipping of the wheels, switch an operation pattern used for controlling the train from a normal pattern to a speed restriction pattern that keeps the train speed equal to or less than the minimum speed limit on a travel route; and, then, upon acquiring, on an on-board side, information from a ground side and correcting the train position, switch the speed restriction pattern to another operation pattern.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an automatic train operation system for controlling the running state of a train. [Background technology]

[0002] In general, the on-board device mounted on a train calculates the speed and position of the train based on a signal corresponding to the number of rotations of the axle output from a tachograph attached to the axle. In this case, if the running path such as rails on which the train runs is slippery and the wheels of the train spin when accelerating or skid when decelerating, the on-board device cannot correctly calculate the speed and position of the train using the output signal from the tachograph.

[0003] For example, in the on-board device disclosed in Patent Document 1 as a conventional technique for dealing with such a situation, when the wheels skid, the leading position of the train is corrected assuming that the train has run for the skid time at the speed at which the skid started, and the rear end position of the train is corrected assuming that the train has run for the skid time at a preset deceleration. Also, when the wheels spin, the leading position of the train is corrected assuming that the train has run for the skid time at a preset acceleration, and the rear end position of the train is corrected assuming that the train has run for the skid time at a preset deceleration. In this way, even when the wheels skid or spin and the position cannot be accurately determined from the information from the tachograph generator, the apparent train length is extended forward and backward, thereby realizing safe stopping control. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-25389 A Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned conventional technology, the position of the train itself (leading position) calculated when the wheels are spinning or skidding is corrected by assuming that the train is accelerating at the maximum assumed acceleration or decelerating at the minimum assumed deceleration. Therefore, the corrected position of the train itself is further forward in the running direction than the position of the train itself calculated under normal conditions when the wheels are not spinning or skidding. In other words, the on-board device recognizes that the position of the train itself is further forward than normal when the wheels are spinning or skidding, and controls the running state of the train itself.

[0006] At this time, if there is a speed limit section such as a curve ahead in the running direction of the train, the on-board equipment recognizes that the speed limit section is closer than the actual section by the amount that the train's position has advanced, and creates a pattern (operation pattern) for decelerating the train. In the pattern created for this speed limit section, deceleration begins closer than the actual speed limit section, and the pattern disappears before the train passes through the actual speed limit section.

[0007] In manually operated trains, the driver recognizes when the train has passed the speed limit section and increases the speed, but in an automatically operated train, the on-board device controls the train according to the operating pattern. Therefore, if the wheels of an automatically operated train spin or slide, the train may increase in speed and exceed the speed limit even though it has not passed the speed limit section, and there was room for improvement.

[0008] The present invention has been made in light of the above-mentioned points, and aims to provide an automatic train operation device that can avoid exceeding the speed limit in speed limit sections even if the train's wheels spin or skid. [Means for solving the problem]

[0009] In order to achieve the above object, an automatic train operation device according to one embodiment of the present invention performs train control to limit the speed of the train to a predetermined value or less when it detects wheel spin or skid of the train. Effect of the Invention

[0010] According to one aspect of the automatic train operation device of the present invention, it is possible to avoid exceeding the speed limit in a speed limit section even if the train's wheels spin or skid. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing a schematic configuration of a train equipped with an automatic train operation device according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram showing an example of a functional configuration of an automatic train operation device according to the embodiment. [Diagram 3] 4 is a flowchart showing an example of processing executed by the automatic train operation device according to the embodiment. [Figure 4] FIG. 2 is a conceptual diagram showing a situation in which wheels of a train traveling in a speed limited section in the above embodiment spin or slide. [Diagram 5] FIG. 5 is a diagram showing a specific example of an operation pattern generated by an automatic train operation device under the circumstances shown in FIG. 4. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. 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.

[0013] The running state of the train T is automatically controlled by an automatic train operation device 1. In other words, the train T is automatically operated. In addition to the automatic train operation device 1, the train T is equipped with a tachograph 2, an on-board coil 3, a driving device 4, and a braking device 5 as on-board equipment.

[0014] The tachometer generator 2 is attached to the axle of the train T and is connected to the automatic train operation device 1 by a cable C. 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 automatic train operation device 1 via the cable C.

[0015] The on-board coil 3 is attached to the bottom of the train T (preferably the front bottom) and is connected to the automatic train operation device 1 by a cable C. When the train T passes above a ground coil G installed on the running path R, the on-board coil 3 receives ground coil information transmitted from the ground coil G. Multiple ground coils G are installed along the running path R. The ground coil information received by the on-board coil 3 is transmitted to the automatic train operation device 1 via the cable C.

[0016] The driving device 4 has an electric motor, an internal combustion engine (diesel engine), etc., which serve as the power source of the train T. A control signal output from the automatic train operation device 1 is given to the driving device 4 via a cable C, and the driving force by the driving device 4 is controlled in accordance with the control signal.

[0017] The braking device 5 has a service brake and an emergency brake. The service brake is a normal brake used to decelerate and stop the train T. The emergency brake is a brake used when it is necessary to make an emergency stop of the train T due to an accident or the like. The emergency brake can obtain a greater braking force than the service brake. A control signal output from the automatic train operation device 1 is given to the braking device 5 via a cable C, and the braking force of each of the service brake and emergency brake is controlled in accordance with the control signal.

[0018] FIG. 2 is a block diagram showing an example of a functional configuration of the automatic train operation device 1. As shown in FIG. 2, the automatic train operation device 1 includes, for example, a speed / distance calculation unit 11, an acceleration / deceleration calculation unit 12, a slip / slide detection unit 13, a ground coil detection unit 14, a pattern generation unit 15, an on-board database (DB) 16, and a running control unit 17. In this embodiment, the slip / slide detection unit 13 corresponds to the "detection unit" of the present invention.

[0019] The speed / distance calculation unit 11 calculates the speed and travel distance of the train T based on the output signal from the speed generator 2. The calculation results of the speed / distance calculation unit 11 are transmitted to the acceleration / deceleration calculation unit 12 and the travel control unit 17, respectively.

[0020] The acceleration / deceleration calculation unit 12 calculates the acceleration and deceleration of the train T by time-differentiating the speed of the train T calculated by the speed / distance calculation unit 11. The acceleration and deceleration of the train T are used as parameters for detecting wheel slip or skid of the train T. The calculation results of the acceleration / deceleration calculation unit 12 are transmitted to the wheel slip / skid detection unit 13 and the running control unit 17, respectively.

[0021] The slip / slide detection unit 13 detects the occurrence of slip (slide of both axles) of each wheel provided at both ends of the axle of the train T when the acceleration of the train T calculated by the acceleration / deceleration calculation unit 12 exceeds the slip detection threshold, and detects the end of the slip (slide of both axles) when the acceleration of the train T thereafter drops below the slip detection threshold. In addition, the slip / slide detection unit 13 detects the occurrence of slip (slide of both axles) of each wheel provided at both ends of the axle of the train T when the deceleration of the train T calculated by the acceleration / deceleration calculation unit 12 exceeds the slide detection threshold, and detects the end of the slide (slide of both axles) when the deceleration of the train T thereafter drops below the slide detection threshold. The slip detection threshold and slide detection threshold are set and stored in advance in the slip / slide detection unit 13. The detection result of the slip / slide detection unit 13 is transmitted to the pattern generation unit 15.

[0022] The ground coil detection unit 14 receives the ground coil information transmitted from the ground coil G by the on-board coil 3, and detects that the position of the train T recognized by the on-board side (automatic train operation device 1) has been corrected to the correct position according to the ground coil information. The detection result of the ground coil detection unit 14 is transmitted to the pattern generation unit 15 together with the ground coil information received by the on-board coil 3.

[0023] The pattern generation unit 15 generates an operation pattern used to control the running state of the train T based on the detection results of the skid / slide detection unit 13, the detection results and ground coil information of the ground coil detection unit 14, and information stored in the on-board database 16. The operation patterns generated by the pattern generation unit 15 in this embodiment include a normal pattern, a speed restriction pattern, and a skid / slide prevention pattern. In other words, the pattern generation unit 15 generates one of the operation patterns, the normal pattern, the speed restriction pattern, and the skid / slide prevention pattern, while switching between them, at a required timing according to the detection results of the skid / slide detection unit 13 and the detection results of the ground coil detection unit 14. The operation pattern generated by the pattern generation unit 15 is transmitted to the running control unit 17.

[0024] The normal pattern is an operation pattern corresponding to normal times before the wheels of the train T spin or slide. The normal pattern indicates an allowable upper limit speed (or target speed) for running the train T so as not to exceed the maximum speed set for each section on the travel path R. Of the allowable upper limit speeds indicated by the normal pattern, the allowable upper limit speed corresponding to a speed limit section such as a curve on the travel path R is the speed limit set for that speed limit section. In the present embodiment, when the wheels of the train T spin or slide, the normal pattern is switched to the speed restriction pattern at the timing when the spin or slide ends.

[0025] The speed restriction pattern is an operation pattern used for train control in place of the normal pattern when the wheels of the train T spin or skid. The speed restriction pattern indicates an allowable upper speed (or a target speed) for keeping the speed of the train T at or below the minimum speed limit on the roadway R. For example, if there are multiple speed limit sections with different speed limits on the roadway R on which the train T runs, the allowable upper speed indicated by the speed restriction pattern is set to be equal to or below the slowest speed limit among the speed limits of the multiple speed limit sections (e.g., 22 km / h, etc.). The speed restriction pattern is switched to the skid / skid prevention pattern at the timing when it is detected that the position of the train T grasped on the on-board side has been corrected to the correct position by receiving ground signal information at the on-board sensor 3 after the end of the wheel spin or skid is detected.

[0026] The anti-slip pattern is an operation pattern used for train control in place of the above-mentioned speed restriction pattern when position information from the ground is acquired on the train and the train position is corrected after the wheels of the train T spin or slide. The anti-slip pattern is an operation pattern in which the allowable upper limit speed and acceleration / deceleration are set lower than those of the above-mentioned normal pattern. Details of the normal pattern, the speed restriction pattern, and the anti-slip pattern will be described later.

[0027] The on-board database 16, which is referenced when generating a driving pattern, stores information about the traveling route R and information about each ground-based terminal G. The information about the traveling route R includes maximum speed information on the traveling route R. The information about the ground terminal G includes position information of each ground terminal G installed on the traveling route R (e.g., position information associated with a ground terminal ID).

[0028] The running control unit 17 controls the running state of the train T according to the operation pattern generated by the pattern generation unit 15. In this embodiment, the running control unit 17 outputs a control signal including a powering notch command to the drive device 4, thereby applying the driving force of the drive device 4 to the axles to accelerate the train T (acceleration control). The powering notch command includes a designation of a notch stage (powering notch stage) for setting (adjusting) the driving force of the drive device 4. The running control unit 17 also stops outputting the powering notch command to coast the train T (coasting control). Furthermore, the running control unit 17 outputs a control signal including a brake notch command to the brake device 5, thereby applying the braking force of the brake device 5 to the axles or wheels to decelerate the train T (deceleration control). The brake notch command includes a designation of a notch stage (brake notch stage) for setting (adjusting) the braking force of the brake device 5. In other words, in this embodiment, the running control unit 17 accelerates, coasts, travels at a constant speed, and / or decelerates the train T so as to follow the normal pattern, speed restriction pattern, or anti-slip pattern transmitted from the pattern generation unit 15.

[0029] Next, the operation of the automatic train operation device 1 according to this embodiment will be described. FIG. 3 is a flowchart showing an example of processing executed by the automatic train operation device 1. In the automatic train operation device 1 configured as described above, as a normal operation before the wheels of the train T start to spin or slide, in step S10 of Figure 3, the running state of the train T is controlled by the running control unit 17 in accordance with the normal pattern generated by the pattern generation unit 15.

[0030] While such normal running control is being performed, in the next step S20, the speed / distance calculation unit 11 calculates the speed and running distance of the train T based on the output signal from the speed generator 2. Then, in step S30, the acceleration / deceleration calculation unit 12 calculates the acceleration and deceleration by time-differentiating the speed of the train T calculated in step S20.

[0031] In the next step S40, the slip / slide detection unit 13 detects the occurrence of wheel slip or slide based on the acceleration and deceleration of the train T calculated in step S30. Specifically, the occurrence of wheel slip is detected when the acceleration of the train T exceeds the slip detection threshold, and the occurrence of wheel slide is detected when the deceleration of the train T exceeds the slide detection threshold. If the slip / slide detection unit 13 does not detect the occurrence of wheel slip or slide (NO), the process returns to the above step S20, and the processes of steps S20 to S40 are repeated. On the other hand, if the slip / slide detection unit 13 detects the occurrence of wheel slip or slide (YES), the process proceeds to step S50.

[0032] In step S50, similar to the processing in step S20, the speed / distance calculation unit 11 calculates the speed and the travel distance of the train T. Then, in step S60, similar to the processing in step S30, the acceleration / deceleration calculation unit 12 calculates the acceleration and deceleration of the train T.

[0033] In the next step S70, the slip / slide detection unit 13 detects the end of the wheel slip or slide based on the acceleration and deceleration of the train T calculated in step S60. Specifically, the end of the wheel slip is detected when the acceleration of the train T falls below the slip detection threshold, and the end of the wheel slide is detected when the deceleration of the train T falls below the slide detection threshold. If the slip / slide detection unit 13 detects the end of the wheel slip or slide (YES), the process proceeds to step S80. On the other hand, if the slip / slide detection unit 13 does not detect the end of the wheel slip or slide (NO), the process proceeds to step S50, and the processes of steps S50 to S70 are repeated.

[0034] In step S80, the pattern generation unit 15 generates a speed restriction pattern based on the already acquired ground coil information and the stored information of the on-board database 16. Then, in step S90, the running control unit 17 controls the running state of the train T in accordance with the speed restriction pattern generated in step S80.

[0035] In the next step S100, the ground coil detection unit 14 detects whether new ground coil information has been received at the on-board coil 3 and whether the position of the train T recognized on the on-board side has been corrected to the correct position according to the new ground coil information. If the on-board train position has been corrected by receiving new ground coil information (YES), the process proceeds to step S110. On the other hand, if new ground coil information has not been received and the on-board train position has not been corrected (NO), the process of step S100 is repeated until new ground coil information is received and the on-board train position can be corrected.

[0036] In step S110, the pattern generation unit 15 generates a skid prevention pattern based on the newly received ground coil information and the stored information in the on-board database 16. Then, in step S120, the running control unit 17 controls the running state of the train T in accordance with the skid prevention pattern generated in step S110.

[0037] Through the series of processing steps S10 to S120 as described above, the automatic train operation device 1 of this embodiment controls the running of the train T by switching between a normal pattern, a speed restriction pattern, and a skid / slip prevention pattern at the required timing depending on the detection results of the slip / slip detection unit 13 and the ground coil detection unit 14.

[0038] Fig. 4 is a conceptual diagram showing a situation in this embodiment when wheels of a train T traveling just before a speed limited section S spin or slide. Fig. 5 is a diagram showing a specific example of an operation pattern generated by the pattern generation unit 15 of the automatic train operation device 1 under the situation in Fig. 4.

[0039] Train T1 (solid line) shown in Fig. 4 represents the state when wheel spin or skid occurs. Train T2 (dashed line) represents the state when wheel spin or skid ends. Train T3 (dashed line) represents the state when ground coil information from ground coil G is received by on-board coil 3. Here, the operation of the automatic train operation device 1 will be specifically explained assuming a situation in which the leading position L1 of train T1 when wheel spin or skid occurs and the leading position L2 of train T2 when wheel spin or skid ends are located before the speed limited section S, and the leading position L3 of train T3 when the ground coil information is received is within the speed limited section S.

[0040] Under such circumstances, in the automatic train operation device 1, before the occurrence of wheel spin or skid is detected by the wheel slip / slip detection unit 13, the normal pattern Pn (solid line and dashed line) shown in Figure 5 is generated by the pattern generation unit 15, and the running state of the train T is controlled by the running control unit 17 in accordance with the normal pattern Pn (step S10 in Figure 3).

[0041] In the normal pattern Pn, an allowable upper limit speed (target speed) is set so that the speed of the train T does not exceed the maximum speed of each section of the travel route R. The allowable upper limit speed corresponding to the speed limit section S in the normal pattern Pn is set to the speed limit Vs of the speed limit section S. The normal pattern Pn in the specific example of Fig. 5 is a pattern in which the train decelerates from the maximum speed to the speed limit Vs just before the speed limit section S, maintains the speed limit Vs within the speed limit section S, and accelerates when the train leaves the speed limit section S.

[0042] In this embodiment, the running control of the train T according to the normal pattern Pn as described above is continued after the occurrence of wheel spin or skid is detected by the slip / slide detection unit 13 until the end of the slip or skid is detected (YES in step S40 to NO in step S70 in FIG. 3). In other words, normal running control is continued before and during the occurrence of wheel spin or skid.

[0043] Then, when the spin / slide detection unit 13 detects the end of wheel spin or slide, the operation pattern generated by the pattern generation unit 15 is switched from the normal pattern Pn to the speed restriction pattern Pa (bold line in FIG. 5), and the running state of the train T is controlled by the running control unit 17 in accordance with the speed restriction pattern Pa (YES in step S70 to step S90 in FIG. 3). Note that the dashed line portion of the normal pattern Pn in FIG. 5 indicates the allowable upper limit speed when no wheel spin or slide occurs.

[0044] 5 is a pattern in which the vehicle decelerates from the maximum speed before the speed limit section S to a speed Va that is lower than the speed limit Vs of the speed limit section S, and maintains the speed Va within the speed limit section S. The speed Va in this speed limit pattern Pa is set to be equal to or lower than the minimum speed limit on the roadway R. The speed Va in this embodiment is not particularly limited, but is set to, for example, 22 km / h.

[0045] While travel control is being performed in accordance with the speed restriction pattern Pa as described above, if the ground coil detection unit 14 detects a correction of the on-board train position due to reception of ground coil information at the on-board coil 3, the operation pattern generated by the pattern generation unit 15 is switched from the speed restriction pattern Pa to the slippage prevention pattern Pb (solid line in Figure 5), and the travel control unit 17 controls the travel state of the train T in accordance with the slippage prevention pattern Pb (YES in step S100 to step S120 in Figure 3).

[0046] The skid prevention pattern Pb is set so that the allowable upper limit speed and acceleration / deceleration are lower than those of the normal pattern Pn (dashed line) in the same section on the travelway R. The skid prevention pattern Pb in the specific example of FIG. 5 is a pattern in which the train accelerates from the speed Va at the time of reception and detection of the ground coil information to a speed Vs' lower than the speed limit Vs of the speed limit section S, and after maintaining the speed Vs' until the train T leaves the speed limit section S, the train accelerates further at an allowable upper limit speed and acceleration lower than those of the normal pattern Pn. Note that, although an example is shown here in which the allowable upper limit speed in the speed limit section S in the skid prevention pattern Pb is set to a speed Vs' lower than the speed limit Vs of the speed limit section S, it may be set to the same speed as the allowable upper limit speed in the speed limit section S in the normal pattern Pn. In other words, the allowable upper limit speed in the speed limit section S in both the normal pattern Pn and the skid prevention pattern Pb can also be set to the same speed as the speed limit Vs of the speed limit section S.

[0047] Next, the effects of the automatic train operation system 1 according to this embodiment will be described. In the above-described automatic train operation device 1, when wheel spin or skid of the train T is detected, train control is performed to limit the speed of the train T to a predetermined value (speed Va in the specific example of FIG. 5) or less. This makes it possible to avoid excessive speed in the speed limit section even if the wheels of the train T spin or skid.

[0048] Furthermore, in the automatic train operation device 1 of this embodiment, when wheel slip or skidding is detected, the operation pattern used for train control is switched from the normal pattern Pn to a speed restriction pattern Pa for keeping the speed of the train T at or below the minimum speed limit on the travel path R. Then, when position information (ground coil information) from the ground side is acquired on the train and the train position is corrected, the speed restriction pattern Pa is switched to another operation pattern. As a result, even if an error occurs in the position of the train T calculated on the train side based on the output signal of the speed generator 2 due to wheel slip or skidding, the speed of the train T is kept at or below the minimum speed limit on the travel path R until the position information from the ground side is acquired on the train side and the train position is corrected, so that it is possible to reliably avoid exceeding the speed limit in the speed limit section.

[0049] In particular, in the automatic train operation device 1 of this embodiment, the other operation pattern to which the train is switched when position information is obtained from the ground side is the anti-slip / slide pattern Pb, which has a lower allowable upper limit speed and acceleration / deceleration than the normal pattern Pn. In a situation where the wheels of the train T have slipped or skidded, that is, in a situation where the running road R is slippery, if the speed restriction pattern Pa is switched back to the normal pattern Pn when position information is obtained from the ground side, the wheels may slip or skid again. In consideration of this, by switching to the anti-slip / slide pattern Pb, in which the allowable upper limit speed and acceleration / deceleration are set lower than the normal pattern Pn, it is possible to effectively suppress the wheels from slipping or skidding after the speed restriction pattern Pa is applied. Such an effect is particularly effective in a situation where the train T runs while increasing its speed after passing through the speed limit section S.

[0050] Furthermore, in the automatic train operation device 1 of this embodiment, when the wheel spin / slide detection unit 13 detects the end of wheel spin or slide, the operation pattern is switched from the normal pattern Pn to the speed restriction pattern Pa. Even if the driving force or braking force is actively changed by switching the operation pattern during wheel spin or slide, it is difficult to control the running state as intended due to wheel spin or slide. For this reason, by switching to the speed restriction pattern Pa at the timing when the end of wheel spin or slide is detected, it becomes possible to reliably control the running of the train T according to the speed restriction pattern Pa.

[0051] In addition, in the automatic train operation device 1 of this embodiment, the acceleration and deceleration of the train T are calculated based on the output signal of the tachograph 2, and when the acceleration exceeds a slip detection threshold, the occurrence of wheel slip is detected, and when the acceleration falls below the slip detection threshold, the end of wheel slip is detected, and when the calculated deceleration exceeds a skid detection threshold, the occurrence of wheel slip is detected, and when the calculated deceleration falls below the skid detection threshold, the end of wheel slip is detected. In this way, by using the acceleration and deceleration of the train T calculated based on the output signal of the tachograph 2 as parameters for detecting wheel slip or skid, the timing of the occurrence and end of wheel slip and the timing of the occurrence and end of wheel slip can be detected with high accuracy.

[0052] Although the embodiment of the present invention has been described above, the present invention is not limited to the above-mentioned embodiment, and various modifications and changes are possible based on the technical concept of the present invention.

[0053] For example, in the above-described embodiment, an example was described in which the driving pattern is switched from the normal pattern Pn to the speed restriction pattern Pa when the end of wheel spin or skid is detected, but it may also be possible to switch to the speed restriction pattern Pa when the occurrence of wheel spin or skid is detected.

[0054] In the above embodiment, an example has been described in which the speed restriction pattern Pa is switched to the spin / slide prevention pattern Pb at the timing when position information from the ground side is acquired on the train, but the speed restriction pattern Pa may be switched to another driving pattern other than the spin / slide prevention pattern Pb, or may be returned to the normal pattern Pn. If the normal pattern Pn is returned to, there is a possibility that wheel spin or skid will occur again and the speed restriction pattern Pa will be switched to, but the effect of avoiding speeding in the speed limit section can be obtained. [Explanation of symbols]

[0055] 1...automatic train operation device, 2...speed generator, 3...on-board coil, 4...driving device, 5...braking device, 11...speed / distance calculation unit, 12...acceleration / deceleration calculation unit, 13...slip / slide detection unit, 14...ground coil detection unit, 15...pattern generation unit, 16...on-board database, 17...running control unit, C...cable, G...ground coil, L1~L3...head position of train, Pa...speed restriction pattern, Pb...slip / slide prevention pattern, Pn...normal pattern, R...running path, S...speed limited section, T, T1~T3...train

Claims

1. An automatic train operation device that performs train control to limit the train's speed to below a predetermined value when it detects wheel spin or skidding.

2. An automatic train operation device as described in claim 1, configured to switch the operation pattern used for the train control from a normal pattern to a speed restriction pattern for keeping the train speed below the minimum speed limit on the road when wheel spin or skid is detected, and then switch the speed restriction pattern to another operation pattern when position information from the ground is obtained on board the train and the train position is corrected.

3. The automatic train operation device according to claim 2 , wherein the other operation pattern is a slip prevention pattern in which an allowable upper limit speed and an acceleration / deceleration are lower than those of the normal pattern.

4. a detection unit that detects the occurrence of wheel spin or skid when a parameter for detecting wheel spin or skid exceeds a threshold, and detects the end of wheel spin or skid when the parameter falls below the threshold after the detection; a ground coil detection unit that receives position information transmitted from a ground coil installed along the running path by an on-board coil mounted on the train and detects whether the position of the train grasped on the on-board side has been corrected according to the position information; A pattern generation unit that generates the driving pattern; a running control unit that controls a running state of the train in accordance with the operation pattern generated by the pattern generation unit, The automatic train operation device of claim 3, wherein the pattern generation unit switches the operation pattern from the normal pattern to the speed restriction pattern when the detection unit detects the end of wheel spin or skid, and then switches the speed restriction pattern to the wheel spin and skid prevention pattern when the ground coil detection unit detects a correction of the train position on the upper side of the vehicle due to receiving the position information.

5. an acceleration / deceleration calculation unit that calculates the acceleration and deceleration of the train based on an output signal of a speed generator attached to an axle of the train, The automatic train operation device according to claim 4, wherein the detection unit detects the occurrence of wheel spin when the acceleration calculated by the acceleration / deceleration calculation unit exceeds a slip detection threshold, detects the end of the wheel spin when the acceleration falls below the slip detection threshold, detects the occurrence of wheel skid when the deceleration calculated by the acceleration / deceleration calculation unit exceeds a slide detection threshold, and detects the end of the wheel skid when the deceleration falls below the slide detection threshold.

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