Automatic train operation device

Abstract

To provide an automatic train operation device capable of preventing a train from passing a signal device indicating a stop aspect even when aspect information of the signal device cannot be continuously grasped.SOLUTION: An automatic train operation device is configured to: determine whether or not a train has passed a signal device within a predetermined time after receiving proceed aspect information of the signal device; and to reflect the determination result in train control. Specifically, the automatic train operation device controls the train so as to generate a pattern for a next signal device of the signal device upon receiving the proceed aspect information of the signal device and make the train pass the signal device. Then, in the case that the train has not passed the signal device within the predetermined time after receiving the proceed aspect information of the signal device, the automatic train operation device controls the train so as to generate a pattern for the signal device and thereby, make the train stop before the signal device.SELECTED DRAWING: Figure 4

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] Patent Document 1 describes a technology for automatically operating a train by an automatic train operation device (ATO device) while utilizing an automatic train stop device (ATS device). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-24752 Summary of the Invention [Problem to be solved by the invention]

[0004] When using an ATS device, the signal aspect information is usually transmitted from a wayside coil to a train, and the ATO device grasps the signal aspect by receiving the signal aspect information transmitted from the wayside coil via an on-board coil. Therefore, if the signal aspect changes after a train passes a wayside coil, the ATO device cannot grasp the changed signal aspect until the train reaches the next wayside coil. Therefore, for example, if a signal aspect changes from a proceed aspect to a stop aspect immediately after a train passes a wayside coil, depending on the position of the next wayside coil, that is, the position where the ATO device grasps that the signal aspect is a stop aspect, the train cannot be stopped in front of the signal, and the train may run through the stop aspect signal. Note that this risk is not limited to the case where an ATS device is used, but is common to cases where the ATO device cannot grasp the signal aspect information continuously.

[0005] Therefore, an object of the present invention is to provide an automatic train operation device that can prevent a train from running ahead of a signal indicating a stop state even when it is not possible to continuously grasp the signal state information. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided an automatic train operation device, which is configured to determine whether or not a train has passed a signal within a predetermined time after receiving information indicating the progress of the signal, and to reflect the determination result in control of the train. Effect of the Invention

[0007] According to the present invention, an automatic train operation device can be provided that can prevent a train from running ahead of a signal indicating a stop phase even when the signal indication cannot be continuously grasped. Specifically, as an example, the automatic train operation device is configured to control a train so that the train passes a signal when it receives the proceeding phase information of the signal, and to control the train so that the train stops in front of the signal if the train does not pass the signal within a predetermined time after receiving the proceeding phase information of the signal. In this way, in a configuration in which the signal indication cannot be continuously grasped, even if the signal suddenly changes from a proceeding phase to a stop phase, it is possible to stop the train in front of the signal indicating a stop phase, and it is possible to prevent the train from running ahead of the signal indicating a stop phase. [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] 1 is a diagram showing an example of a route along which a train equipped with an automatic train operation device according to an embodiment runs; [Figure 4]4 is a flowchart showing an example of train acceleration control executed by a pattern generation unit of the automatic train operation device according to the embodiment. [Diagram 5] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 6] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 7] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 8] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 9] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 10] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 11] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 12] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. [Figure 13] FIG. 4 is a diagram showing an example of a pattern generated by a pattern generating unit of an automatic train operation device mounted on a train traveling on the route shown in FIG. 3. 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 a vehicle (railroad vehicle) that travels on rails, for example, with iron wheels. However, the train T is not limited to a railroad vehicle, and may be 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 mounted on the train T. That is, the train T is automatically operated by the automatic train operation device 1. In this embodiment, in addition to the automatic train operation device 1, the train T is also equipped with 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 of the train T. The on-board coil 5 receives information (ground coil information) transmitted from the ground coil G installed on the running path R when the train T passes above the ground coil G. The ground coil information received by the on-board coil 5 is sent to the automatic train operation device 1 via a cable. Note that although only one ground coil G is shown in FIG. 1, in reality, multiple ground coils G are installed along the running path R. In addition, the ground coil information of 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 driving device 7 includes an electric motor and an internal combustion engine (diesel engine) that serve as the power source of the train T. The driving device 7 receives control commands output from the automatic train operation device 1 via a cable. The driving device 7 controls the driving force applied to the axles of the train T in accordance with the received control commands.

[0015] 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. 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.

[0016] 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, a ground coil detection unit 13, an on-board DB (database) 14, a pattern generation unit 15, and a running control unit 16.

[0017] 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 pattern generation unit 15 and the travel control unit 16.

[0018] The ground coil detection unit 13 detects that the on-board coil 5 has received the ground coil information transmitted from the on-board coil G. In other words, the ground coil detection unit 13 detects that the train T (its on-board coil 5) has passed above the ground coil G. The detection result of the ground coil detection unit 13 (including the ground coil information received by the on-board coil 5) is provided to the pattern generation unit 15 and the running control unit 16.

[0019] 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).

[0020] The pattern generation unit 15 generates a pattern used for controlling the train T based on the ground coil information from the ground coil G and the information stored in the on-board database 14. The pattern generated by the pattern generation unit 15 indicates the speed of the train T relative to the position of the train T, and may include a safety pattern (speed check pattern) and an operation pattern (target speed pattern). Here, although not particularly limited, the speed in the operation pattern may be set to be lower than the corresponding speed in the safety pattern by a predetermined speed (for example, 5 to 10 km / h).

[0021] The running control unit 16 controls the train T based on the pattern generated by the pattern generation unit 15. Specifically, the running control unit 16 controls the running state of the train T according to the operation pattern (target speed pattern). That is, the running control unit 16 accelerates, runs at a constant speed, coasts, or decelerates the train T so that the train T follows the operation pattern generated by the pattern generation unit 15. In addition, when the speed of the train T exceeds the corresponding speed (check speed) on the safety pattern generated by the pattern generation unit 15, the running control unit 16 activates the emergency brake to stop the train T.

[0022] FIG. 3 shows an example of a roadway R on which a train T travels. The roadway R shown in FIG. 3 is a roadway R on which the train T travels in the direction of an arrow, and a plurality of ground coils G are installed at intervals on the roadway R. The plurality of ground coils G include a first ground coil G1 to a fourth ground coil G4 associated with a traffic light 20 installed on the roadway R. Note that "S" in FIG. 3 indicates a stop position (traffic light stop position) set before the traffic light 20. Also, the traffic light 20 is not particularly limited, and may be, for example, a home signal or a departure signal of each station (not shown) installed on the roadway R.

[0023] The first ground coil G1 to the fourth ground coil G4 transmit their own ground coil IDs and the current indication information of the signal 20 as ground coil information to the train T (the on-board coil 5) running in front of the signal 20. The current indication information of the signal 20 is mainly proceeding indication information or stop indication information, in other words, proceeding permission information that permits the train T to proceed beyond the signal 20 as a predetermined position, or proceeding non-permission information that does not permit the train T to proceed beyond the predetermined position.

[0024] The first ground coil G1 to the fourth ground coil G4 are installed in this order in front of the signal 20 in the running direction of the train T. That is, the first ground coil G1 is installed farthest from the signal 20, and the fourth ground coil G4 is installed closest to the signal 20. Here, the first ground coil G1 corresponds to a ground coil called a "long ground coil", the second ground coil G2 corresponds to a ground coil called an "intermediate ground coil", the third ground coil G3 corresponds to a ground coil called a "directly below ground coil", and the fourth ground coil G4 corresponds to a ground coil called a "second directly below ground coil".

[0025] Next, an example of the operation of the automatic train operation device 1 will be described.

[0026] 4 is a flowchart showing an example of processing executed by the pattern generation unit 15 of the automatic train operation device 1. This flowchart is started, for example, when the ground coil detection unit 13 detects that the on-board coil 5 has received ground coil information (i.e., the ground coil ID and the current indication information of the signal) of the ground coil G associated with the signal.

[0027] In step S1 of Fig. 4, the pattern generation unit 15 judges whether the current information of the received traffic light is stop current information. If the current information of the received traffic light is stop current information (step S1; YES), the pattern generation unit 15 proceeds to the process of step S2. On the other hand, if the current information of the received traffic light is proceed current information (step S1; NO), the pattern generation unit 15 proceeds to the process of step S3.

[0028] In step S2, the pattern generation unit 15 generates a pattern for the traffic light. After generating the pattern for the traffic light, the pattern generation unit 15 ends this flow. Here, generating a pattern for the traffic light includes maintaining a pattern for the traffic light that has already been generated. The pattern for the traffic light includes a safety pattern up to the traffic light and a driving pattern up to the traffic light. The safety pattern up to the traffic light may be, for example, a pattern for decelerating the train T so that the train T can be stopped at a traffic light stop position S set in front of the traffic light (a so-called traffic light overrun protection pattern). The driving pattern up to the traffic light may be, for example, a pattern for stopping the train T before the traffic light stop position S.

[0029] In step S3, the pattern generation unit 15 generates a pattern for the traffic light next to the traffic light (hereinafter simply referred to as the "next traffic light"). Here, generating a pattern for the next traffic light includes deleting a pattern for the traffic light (i.e., the traffic light immediately before the next traffic light) and maintaining a pattern for the next traffic light that has already been generated. Also, the pattern for the next traffic light includes a safety pattern up to the next traffic light and a driving pattern up to the next traffic light, similar to the pattern for the traffic light.

[0030] In step S4, the pattern generating unit 15 starts measuring the elapsed time from receiving the traffic signal proceeding state information.

[0031] In step S5, the pattern generation unit 15 judges whether or not the train T has passed the traffic light. This judgment is made based on the already received ground coil ID, the information stored in the on-board database 14, and the calculation result of the speed / distance calculation unit 11. If the train T has passed the traffic light, the pattern generation unit 15 ends this flow. On the other hand, if the train T has not passed the traffic light, the pattern generation unit 15 proceeds to the process of step S6.

[0032] In step S6, the pattern generating unit 15 judges whether a predetermined time has elapsed since receiving the proceeding aspect information of the traffic light. In other words, the pattern generating unit 15 judges whether the predetermined time has elapsed since erasing the pattern for the traffic light and generating the pattern for the next traffic light. If the predetermined time has elapsed, the pattern generating unit 15 proceeds to the process of step S7, and if the predetermined time has not elapsed, the pattern generating unit 15 returns to the process of step S5. Here, the predetermined time is a time during which safety on the inside of the traffic light can be guaranteed by an interlocking device (not shown) or the like, in other words, a time during which there is practically no problem even if the train T enters the inside of the traffic light when the traffic light changes from a proceeding aspect to a stop aspect, and can be set to, for example, 90 seconds.

[0033] In step S7, the pattern generation unit 15 regenerates a pattern for the traffic light (a safety pattern and a driving pattern up to the traffic light). In other words, the pattern generation unit 15 restores the pattern for the traffic light that was deleted when generating the pattern for the next traffic light in step S3. Then, after the pattern generation unit 15 regenerates (restores) the pattern for the traffic light, this flow ends.

[0034] Figures 5 to 13 show examples of patterns generated by the pattern generation unit 15 of the automatic train operation device 1 mounted on the train T traveling on the travel path R shown in Figure 3. Note that the traffic light 30 in Figures 5 to 13 shows the traffic light immediately preceding the traffic light 20 in the traveling direction of the train T, i.e., the traffic light following the traffic light 20.

[0035] 5 shows a state where train T is traveling just before the first ground coil G1 (long ground coil of signal 20). In this embodiment, at this time, the pattern generation unit 15 of the automatic train operation device 1 mounted on train T has already generated a pattern for the signal 20, that is, a safety pattern up to the signal 20 shown by the dashed line (hereinafter referred to as the "first safety pattern") and an operation pattern up to the signal 20 shown by the solid line (hereinafter referred to as the "first operation pattern"). Therefore, the running control unit 16 of the automatic train operation device 1 controls the running state of train T according to the first operation pattern up to the signal 20.

[0036] FIG. 6 shows a state when the train T arrives at the first ground coil G1 when the signal 20 is in a stop phase (R phase). When the train T arrives at the first ground coil G1, the on-board coil 5 of the train T receives the ground coil information of the first ground coil G1 (the ground coil ID of the first ground coil G1 and the stop phase information of the signal 20) from the first ground coil G1. The ground coil information of the first ground coil G1 received by the on-board coil 5 is provided to the pattern generation unit 15 via the ground coil detection unit 13. In this case, the stop phase information of the signal 20 is provided to the pattern generation unit 15. That is, the pattern generation unit 15 receives the stop phase information of the signal 20. As a result, the pattern generation unit 15 generates a pattern for the signal 20. However, since the pattern for the signal 20 has already been generated here, the pattern generation unit 15 maintains the pattern for the signal 20 that has already been generated. Therefore, the running control unit 16 controls the running state of the train T according to the first operation pattern up to the signal 20. In other words, the traveling control unit 16 controls the train T so that the train T stops before the signal 20, more specifically, before the signal stop position S of the signal 20. Furthermore, when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, the traveling control unit 16 activates the emergency brake to stop the train T.

[0037] Although not shown, when the signal 20 is indicating a stop phase, the same applies when the train T that has passed the first ground coil G1 reaches the second ground coil G2 (the intermediate ground coil of the signal 20) or the third ground coil G3 (the ground coil directly below the signal 20), and the pattern generation unit 15 maintains the pattern for the signal 20. Therefore, the running control unit 16 controls the running state of the train T according to the first operation pattern up to the signal 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, it activates the emergency brake to stop the train T.

[0038] In addition, when the traffic light 20 changes from a stop phase to a proceed phase and the proceed phase information of the traffic light 20 from the second ground coil G2 or the third ground coil G3 is provided to the pattern generation unit 15, the pattern generation unit 15 erases the pattern for the traffic light 20 and generates a pattern for the next traffic light 30.

[0039] 7 shows a state when a train T arrives at the first ground coil G1 when the traffic light 20 is indicating a proceeding aspect (G aspect). When the train T arrives at the first ground coil G1, the on-board coil 5 of the train T receives the ground coil information of the first ground coil G1 (the ground coil ID of the first ground coil G1 and the proceeding aspect information of the traffic light 20) from the first ground coil G1. The ground coil information of the first ground coil G1 received by the on-board coil 5 is provided to the pattern generation unit 15 via the ground coil detection unit 13. In this case, the pattern generation unit 15 is provided with the proceeding aspect information of the traffic light 20. That is, the pattern generation unit 15 receives the proceeding aspect information of the traffic light 20. As a result, the pattern generation unit 15 erases the pattern for the signal 20, and generates a pattern for the signal 30 following the signal 20, that is, a safety pattern up to the next signal 30 shown by a dashed line (hereinafter referred to as a "second safety pattern") and an operation pattern up to the next signal 30 shown by a solid line (hereinafter referred to as a "second operation pattern"). Therefore, the running control unit 16 controls the running state of the train T according to the second operation pattern up to the next signal 30. In other words, the running control unit 16 controls the train T so that the train T passes through the signal 20 (travels past the signal 20). The pattern generation unit 15 also starts measuring the elapsed time since receiving the running phase information of the signal 20 transmitted from the first ground coil G1.

[0040] FIG. 8 shows a state in which, when the signal 20 is in a proceeding state, a train T that has passed the first ground coil G1 reaches the second ground coil G2 (the intermediate ground coil of the signal 20) before the predetermined time has elapsed. The on-board coil 5 of the train T receives the ground coil information of the second ground coil G2 (the ground coil ID of the second ground coil G2 and the proceeding state information of the signal 20) from the second ground coil G2. The ground coil information of the second ground coil G2 received by the on-board coil 5 is provided to the pattern generation unit 15 via the ground coil detection unit 13. That is, the pattern generation unit 15 receives the proceeding state information of the signal 20. Here, since a pattern for the next signal 30 has already been generated, the pattern generation unit 15 maintains the pattern for the next signal 30 that has already been generated. Therefore, the running control unit 16 controls the running state of the train T according to the second operation pattern up to the next traffic light 30, and the pattern generation unit 15 ends measuring the elapsed time up to that point and starts measuring the elapsed time since receiving the proceeding status information of the traffic light 20 transmitted from the second ground coil G2.

[0041] Although not shown, when the signal 20 is in a proceeding state, if the train T that has passed the second ground coil G2 reaches the third ground coil G3 (the ground coil directly below the signal 20) before the predetermined time has elapsed, the same applies, and the pattern generating unit 15 maintains the pattern for the next signal 30, ends the measurement of the elapsed time up to that point, and starts measuring the elapsed time since receiving the proceeding state information of the signal 20 transmitted from the third ground coil G3. Then, when the signal 20 is in a proceeding state, if the train T that has passed the third ground coil G3 reaches the fourth ground coil G4 (the second ground coil directly below the signal 20) before the predetermined time has elapsed and the proceeding state information of the signal 20 is provided to the pattern generating unit 15, the pattern generating unit 15 completes the measurement of the elapsed time based on the reception of the proceeding state information of the signal 20.

[0042] FIG. 9 shows a state in which the signal 20 changes from a proceeding aspect to a stop aspect after the train T passes the first ground coil G1, and the train T, which has passed the first ground coil G1, reaches the second ground coil G2 before the predetermined time has elapsed. The on-board coil 5 of the train T receives the on-board coil information of the second ground coil G2 (the on-board coil ID of the second ground coil G2 and the stop aspect information of the signal 20) from the second ground coil G2. The on-board coil information of the second ground coil G2 received by the on-board coil 5 is provided to the pattern generating unit 15 via the on-board coil detection unit 13. In this case, the stop aspect information of the signal 20 is provided to the pattern generating unit 15. That is, the pattern generating unit 15 receives the stop aspect information of the signal. As a result, the pattern generating unit 15 regenerates a pattern for the signal 20. In other words, the pattern generating unit 15 restores the pattern for the signal 20 that was erased by receiving the proceeding aspect information of the signal 20 from the first ground coil G1. Therefore, the traveling control unit 16 controls the traveling state of the train T according to the first operation pattern up to the signal 20. In other words, the traveling control unit 16 controls the train T so that the train T stops before the signal 20, more specifically, before the signal stop position of the signal 20. In addition, when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, the traveling control unit 16 activates the emergency brake to stop the train T.

[0043] FIG. 10 shows a state in which the signal 20 changes from a proceeding aspect to a stop aspect after the train T passes the second ground coil G2, and the train T, having passed the second ground coil G2, reaches the third ground coil G3 before the predetermined time has elapsed. The on-board coil 5 of the train T receives the on-board coil information of the third ground coil G3 (the on-board coil ID of the third ground coil G3 and the stop aspect information of the signal 20) from the third ground coil G3. The on-board coil information of the third ground coil G3 received by the on-board coil 5 is provided to the pattern generation unit 15 via the on-board coil detection unit 13. In this case, the pattern generation unit 15 receives the stop aspect information of the signal 20. As a result, the pattern generation unit 15 regenerates a pattern for the signal 20. In other words, the pattern generation unit 15 restores the pattern for the signal 20 that was erased by receiving the proceeding aspect information of the signal 20 from the second ground coil G2. Therefore, the running control unit 16 controls the running state of the train T in accordance with the first operation pattern up to the signal light 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal light 20, it activates the emergency brake to stop the train T.

[0044] FIG. 11 shows a state in which the train T passes the first ground coil G1 when the signal 20 is in a proceeding state, and the predetermined time has elapsed before the train T reaches the second ground coil G2. In this case, the pattern generating unit 15 considers that the signal 20 may have changed from a proceeding state to a stop state, and regenerates a pattern for the signal 20 when the predetermined time has elapsed since receiving the proceeding state information of the signal 20 transmitted from the first ground coil G1. In other words, the pattern generating unit 15 restores the pattern for the signal 20 that was erased by receiving the proceeding state information of the signal 20 transmitted from the first ground coil G1. Thus, the running control unit 16 controls the running state of the train T according to the first operation pattern up to the signal 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, the emergency brake is activated to stop the train T.

[0045] When the pattern generating unit 15 receives stop phase information for the traffic light 20 transmitted from the second ground coil G2 after regenerating the pattern for the traffic light 20, the pattern generating unit 15 maintains the pattern for the traffic light 20. When the pattern generating unit 15 receives proceed phase information for the traffic light 20 transmitted from the second ground coil G2 after regenerating the pattern for the traffic light 20, the pattern generating unit 15 erases the pattern for the traffic light 20.

[0046] FIG. 12 shows a state in which the train T passes the second ground coil G2 when the signal 20 is in a proceeding state, and the predetermined time has elapsed before the train T reaches the third ground coil G3. In this case, the pattern generating unit 15 also considers that the signal 20 may have changed from a proceeding state to a stop state, and regenerates a pattern for the signal 20 when the predetermined time has elapsed since receiving the proceeding state information of the signal 20 transmitted from the second ground coil G2. In other words, the pattern generating unit 15 restores the pattern for the signal 20 that was erased by receiving the proceeding state information of the signal 20 transmitted from the first ground coil G1. Thus, the running control unit 16 controls the running state of the train T according to the first operation pattern up to the signal 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, the emergency brake is activated to stop the train T.

[0047] When the pattern generating unit 15 receives stop phase information for the traffic light 20 transmitted from the third ground coil G3 after regenerating the pattern for the traffic light 20, the pattern generating unit 15 maintains the pattern for the traffic light 20. When the pattern generating unit 15 receives proceed phase information for the traffic light 20 transmitted from the third ground coil G3 after regenerating the pattern for the traffic light 20, the pattern generating unit 15 erases the pattern for the traffic light 20.

[0048] FIG. 13 shows a state in which the train T passes the third ground coil G3 when the signal 20 is in a proceeding state, and the predetermined time has elapsed before the train T reaches the fourth ground coil G4. In this case, the pattern generating unit 15 also considers that the signal 20 may have changed from a proceeding state to a stop state, and regenerates a pattern for the signal 20 when the predetermined time has elapsed since receiving the proceeding state information of the signal 20 transmitted from the third ground coil G3. In other words, the pattern generating unit 15 restores the pattern for the signal 20 that was erased by receiving the proceeding state information of the signal 20 transmitted from the first ground coil G1. Thus, the running control unit 16 controls the running state of the train T according to the first operation pattern up to the signal 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the signal 20, the emergency brake is activated to stop the train T.

[0049] In addition, if the train T receives the proceeding state information of the signal 20 and passes the third ground coil G3, and then reaches the fourth ground coil G4 while the signal 20 is indicating a stop state, the running control unit 16 will promptly activate the emergency brake to stop the train T upon receiving the stop state information of the signal 20 from the fourth ground coil G4.

[0050] As described above, in this embodiment, when the pattern generation unit 15 of the automatic train operation device 1 receives stop current information of the signal 20, it generates a pattern for the signal 20 (a safety pattern up to the signal 20 and an operation pattern up to the signal 20) (steps S1⇒S2 in FIG. 4). In this case, the running control unit 16 of the automatic train operation device 1 controls the running state of the train T according to the operation pattern up to the signal 20. In other words, the running control unit 16 controls the train T so that the train T stops before the signal stop position set in the signal 20.

[0051] On the other hand, when the pattern generation unit 15 receives the proceeding phase information of the signal 20, it erases the pattern for the signal 20 and generates a pattern for the signal 30 following the signal 20 (a safety pattern up to the next signal 30 and an operation pattern up to the next signal 30) (steps S1⇒S3 in FIG. 4). In this case, the traveling control unit 16 controls the train T according to the pattern for the signal 30 following the signal 20 (the operation pattern up to the next signal 30). In other words, the traveling control unit 16 controls the train T so that the train T passes through the signal 20 (proceeds past the signal 20).

[0052] In addition, the pattern generating unit 15 measures the elapsed time after receiving the proceeding aspect information of the signal 20, and when the train T does not pass the signal 20 within a predetermined time from the proceeding aspect information of the signal 20, considering the possibility that the signal 20 may have changed from a proceeding aspect to a stop aspect, generates (regenerates) a pattern for the signal 20 even if the stop aspect information of the signal 20 is not received (steps S4 to S7 in FIG. 4). Specifically, the pattern generating unit 15 restores the pattern for the signal 20 that was erased when generating a pattern for the signal 30 next to the signal 20. In this case, the running control unit 16 controls the train T according to the operation pattern up to the regenerated (restored) signal 20, and when the speed of the train T exceeds the inspection speed on the first safety pattern up to the regenerated (restored) signal 20, the emergency brake is activated to stop the train T. That is, the automatic train operation device 1 judges whether the train T has passed the signal 20 within the predetermined time after receiving the proceeding aspect information of the signal 20, and reflects the judgment result in the control of the train T. This makes it possible to prevent the train T from running past the signal 20 that is showing a stop aspect, even if the signal 20 changes (suddenly changes) from a proceeding aspect to a stop aspect after the automatic train operation device 1 receives the proceeding aspect information of the signal 20.

[0053] 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]

[0054] 1...automatic train operation device, 3...speed generator, 5...on-board coil, 7...driving device, 9...braking device, 11...speed / distance calculation unit, 13...ground coil detection unit, 14...on-board database, 15...pattern generation unit, 16...running control unit, 20...signal, 30...next signal, G...ground coil, G1...first ground coil (long ground coil), G2...second ground coil (intermediate ground coil), G3...third ground coil (directly below ground coil), G4...fourth ground coil (second directly below ground coil), R...running track, T...train

Claims

1. An automatic train operation device that determines whether a train has passed a signal within a specified time after receiving signal progress information, and reflects the result of the determination in the control of the train.

2. 2. An automatic train operation device as described in claim 1, which controls the train so that it passes through the signal upon receiving the signal's progress indication information, and controls the train so that it stops in front of the signal if the train does not pass through the signal within the specified time after receiving the signal's progress indication information.

3. generating a pattern for a signal following the signal in response to reception of the proceeding phase information of the signal, thereby controlling the train so that the train passes through the signal; if the train does not pass the signal within the predetermined time after receiving the signal progress information, a pattern is generated for the signal, thereby controlling the train so that the train stops in front of the signal.

3. An automatic train operation device according to claim 1 or 2.

4. a pattern generation unit that generates a pattern used for controlling the train; a running control unit that controls the train based on the pattern generated by the pattern generation unit; Including, the pattern generation unit erases a pattern for the signal upon receiving the signal's proceeding phase information and generates a pattern for the signal next to the signal, and regenerates the pattern for the signal if the train does not pass the signal within the predetermined time after receiving the signal's proceeding phase information.

4. An automatic train operation device according to claim 3.

5. The pattern for the next traffic light includes a safety pattern up to the next traffic light and a driving pattern up to the next traffic light, The pattern for the traffic light includes a safety pattern to the traffic light and a driving pattern to the traffic light, 4. An automatic train operation device according to claim 3.

6. 4. The automatic train operation device according to claim 3, wherein the pattern for the signal is the same as a pattern for the signal that is generated when stop current information for the signal is received.

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