Automatic train operation device

Abstract

To provide an automatic train operation device capable of suppressing unnecessary acceleration and deceleration of a train, and contributing to energy-efficient operation of the train and improvement in the ride comfort of the train.SOLUTION: An automatic train operation device 1 includes: a pattern generation unit 15 that generates an operation pattern; and a travel control unit 16 that controls a train in accordance with the operation pattern. The travel control unit 16 is configured to stop acceleration of the train, predicting the presence of the deceleration target in front of the train, when receiving information from a ground element that is installed in front of a deceleration target (station or speed restriction section) and that transmits, to an onboard element 5 of the train, information related to the deceleration target, or when a current train speed exceeds a speed on the operation pattern located a predetermined distance ahead of the current train position.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

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

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

[0004] In automatic train operation, the train is usually controlled to accelerate and decelerate so as to follow an operation pattern. Therefore, when the speed of the train is lower than the corresponding speed in the operation pattern, which is the target speed, the train is controlled to accelerate. However, for example, if the train is accelerated when there is a deceleration target (such as a station or a speed limit section) ahead of the train that requires the train to decelerate, it may become necessary to decelerate the train immediately thereafter. Such acceleration and deceleration of the train may be unnecessary acceleration and deceleration, which is undesirable from the viewpoint of energy-saving operation of the train and the comfort of the train, and therefore it is desirable to suppress it as much as possible.

[0005] Therefore, an object of the present invention is to provide an automatic train operation device that can suppress unnecessary acceleration and deceleration of a train, thereby contributing to energy-saving operation of the train and improving the ride comfort of the train. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided an automatic train operation device for controlling a train according to an operation pattern. The automatic train operation device is configured to predict the presence of a deceleration target ahead of the train and stop accelerating the train. Effect of the Invention

[0007] According to the present invention, an automatic train operation device can be provided that can suppress unnecessary acceleration and deceleration of a train, thereby contributing to energy-saving train operation and improved train ride comfort. [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] FIG. 2 is a diagram showing an example of an operation pattern generated by a pattern generation unit of the automatic train operation device according to the embodiment. [Figure 4] 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; [Diagram 5] 4 is a flowchart showing an example of train acceleration control executed by a travel control unit of the automatic train operation device according to the embodiment. [Figure 6] 4 is a flowchart showing an example of processing performed by a travel control unit of an automatic train operation device according to an embodiment when the travel control unit is controlling the acceleration of a train. [Figure 7] 4 is a flowchart showing an example of processing performed by a travel control unit of an automatic train operation device according to an embodiment when the travel control unit is controlling the acceleration of a train. 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 also has a tachograph 3, an on-board coil 5, a driving device 7, a braking device 9, and the like.

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

[0013] The on-board coil 5 is attached to the lower part of the train T, preferably to the lower front part of the train T. When the train T passes above the ground coil G installed on the running path R, the on-board coil 5 receives information (ground coil information) transmitted from 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. Here, 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 transmitted from the ground coil G may include a ground coil ID, which is identification information of the ground coil, 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, an acceleration / deceleration detection unit 12, a ground coil detection unit 13, an on-board DB (database) 14, a pattern generation unit 15, and a running control unit 16.

[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 acceleration / deceleration detection unit 12 and the travel control unit 16.

[0018] The acceleration / deceleration detection unit 12 detects the acceleration / deceleration of the train T. Although not particularly limited, the acceleration / deceleration detection unit 12 detects the acceleration / deceleration of the train T by, for example, calculating a time differential value of the speed of the train T calculated by the speed / distance calculation unit 11. The detection result of the acceleration / deceleration detection unit 12 is provided to the running control unit 16.

[0019] 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.

[0020] 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).

[0021] The pattern generation unit 15 generates a pattern used for controlling (travel control) the train T based on the detection result of the ground coil detection unit 13 and the information stored in the on-board database 14. The generated patterns include an operation pattern for running the train T at a speed not exceeding the maximum speed set for each section of the travel route R, and a fixed-position stop pattern for stopping the train T at a train stop position (fixed position) at a station. The patterns (operation pattern, fixed-position stop pattern) generated by the pattern generation unit 15 are provided to the travel control unit 16.

[0022] Although not particularly limited, in this embodiment, the pattern generation unit 15 is configured to generate an operation pattern when the on-board unit 5 receives ground coil information from the ground coil G after the train T starts running (for example, after departing from a station). Specifically, when the pattern generation unit 15 receives ground coil information from the first ground coil G after the train T starts running, the pattern generation unit 15 sets the position information corresponding to the ground coil ID included in the received ground coil information as the position information of the train T, and generates an operation pattern by referring to the information stored in the on-board database 14.

[0023] In addition, in this embodiment, when the on-board terminal 5 receives distance information from the ground terminal G to the train stop position of the next station, the pattern generation unit 15 is configured to generate a fixed position stop pattern based on the received distance information to the train stop position of the next station.

[0024] FIG. 3 shows an example of an operation pattern (operation pattern P) generated by the pattern generation unit 15. The operation pattern P is a pattern that indicates a speed lower than the maximum speed permitted in each section of the travel route R as the target speed of the train T. The dashed lines in the figure may be the inspection speed of an ATS (automatic train stop device) or an ATC (automatic train control device). The speed-limited section LS in FIG. 3 is a section in which the speed of the train T is limited, and the maximum speed and target speed of the speed-limited section LS are set lower than the maximum speed and target speed of the normal section. The operation pattern P shown in FIG. 3 is a pattern in which the train T is decelerated from the first target speed V1 of the normal section before the speed-limited section LS to the second target speed V2 of the speed-limited section LS before the speed-limited section LS, the train T runs at the second target speed V2 in the speed-limited section LS, and when the train T leaves the speed-limited section LS, the train T is accelerated from the second target speed V2 of the speed-limited section LS to the third target speed V3 of the normal section after the speed-limited section LS.

[0025] Returning to Fig. 2, the running control unit 16 controls the running state of the train T according to the operation pattern or the fixed-position stop pattern generated by the pattern generation unit 15. Specifically, the running control unit 16 accelerates the train T, runs at a constant speed, coasts, or decelerates the train T so as to follow the operation pattern generated by the pattern generation unit 15.

[0026] For example, when the speed of train T is lower than the target speed, i.e., when the current speed of train T is lower than the corresponding speed in the operation pattern (the speed corresponding to the current position of train T in the operation pattern), the running control unit 16 outputs a powering notch command as an acceleration command to the drive unit 7, thereby applying the driving force of the drive unit 7 to the axles of train T and accelerating train T (acceleration control).

[0027] For example, when the speed of train T is approximately equal to the target speed and the target speed remains constant, the traveling control unit 16 outputs a notch command for constant speed operation as a constant speed command to the driving device 7, thereby applying the driving force of the driving device 7 to the axles of the train T to cause the train to travel at a constant speed (constant speed control).

[0028] For example, when it is predicted that the speed of the train T will exceed the target speed, the traveling control unit 16 stops outputting the powering notch command to the drive device 7 to coast the train T (coasting control).

[0029] For example, if the speed of train T exceeds the target speed, the traveling control unit 16 outputs a brake notch command as a brake command to the braking device 9, thereby applying the braking force of the braking device 9 to the axles or wheels of train T to decelerate the train T (deceleration control).

[0030] Here, the powering notch command includes a designation of a notch stage (powering notch stage) for setting (adjusting) the driving force of the drive device 7, and the braking notch command includes a designation of a notch stage (brake notch stage) for setting (adjusting) the braking force of the braking device 9.

[0031] In addition, the running control unit 16 decelerates the train T so as to follow the fixed-position stop pattern generated by the pattern generation unit 15, and stops the train T at the train stop position (fixed position) of the station (fixed-position stop control).

[0032] FIG. 4 shows an example of a roadway R on which a train T runs. The roadway R shown in FIG. 4 is a roadway R on which a train T leaves station A and travels toward station B, and a plurality of ground coils G are installed at intervals on the roadway R. Although not particularly limited, the plurality of ground coils G include a first ground coil G1 associated with a departure signal 20a at station A, a second ground coil G2 and a third ground coil G3 associated with a home signal 30b at station B, and a fourth ground coil G4 to a sixth ground coil G6 used to stop the train T at a train stop position Xb at station B. The departure signal 20a is provided near the exit of station A and issues instructions (depart, stop) to the train T that is about to depart station A. The home signal 30b is a signal provided near the entrance of station B and issues instructions (enter, stop) to the train T that is about to enter station B.

[0033] The first ground coil G1 corresponds to a ground coil called a "ground coil directly below departure" or a "ground coil to prevent false departure", and transmits its own ground coil ID and the current indication of the departure signal 20a at Station A (departure permission or departure non-permission (waiting)) as ground coil information to the on-board coil 5 of train T about to depart Station A. In other words, the first ground coil G1 transmits its own ground coil ID and departure permission information that permits train T to depart Station A or departure non-permission information (waiting information) that does not permit train T to depart Station A as ground coil information. The first ground coil G1 is installed between the train stop position Xa at Station A and the departure signal 20a.

[0034] The second ground coil G2 and the third ground coil G3 transmit their own ground coil ID and the current indication of the home signal 30b of station B (entry permission or entry denial (waiting)) as ground coil information to the on-board coil 5 of the train T heading for station B. In other words, the second ground coil G2 and the third ground coil G3 transmit their own ground coil ID and entry permission information that permits the train T to enter station B or entry denial information (waiting information) that does not permit the train T to enter station B as ground coil information. The second ground coil corresponds to a ground coil called a "home long ground coil," and the third ground coil G3 corresponds to a ground coil called a "home direct below ground coil." The second ground coil G2 is installed in a position in front of the home signal 30b and away from the home signal 30b in the running direction of the train T. In other words, the second ground coil G2 is installed at a point before Station B in the running direction of the train T and at a first predetermined distance from Station B. The third ground coil G3 is installed immediately before the home signal 30b.

[0035] Here, station B is the next station for train T that departs from station A. Moreover, the indication contents of the home signal 30b of station B, i.e., the entry permission information that permits train T to enter station B and the entry denial information (waiting information) that does not permit train T to enter station B, are information related to station B (i.e., the station), and the station is a deceleration target for which train T must decelerate. Furthermore, the on-board coil 5 of train T heading for station B first receives the indication contents of the home signal 30b of station B from the second ground coil G2. Therefore, the second ground coil (home long ground coil) G2 is "a ground coil installed in front of the deceleration target and transmits information related to the deceleration target to train T" and is also "a ground coil that first transmits the indication information of the home signal of the next station, i.e., the entry permission information or the entry denial information for the next station to train T".

[0036] The fourth ground coil G4 and the fifth ground coil G5 transmit their own ground coil IDs and distance information from their own positions to the train stop position Xb of Station B as ground coil information to the on-board coil 5 of train T. The fourth ground coil G4 and the fifth ground coil G5 correspond to ground coils called "distance correction ground coils", and the fourth ground coil G4 is installed in front of Station B in the running direction of the train and at a point (here, between the second ground coil G2 and the third ground coil G3) that is a second predetermined distance (<first predetermined distance) from Station B. The fifth ground coil G5 is installed in a position that is before the train stop position Xb of Station B as seen from train T and close to Station B.

[0037] Here, the distance information to the train stop position Xb of Station B is information related to Station B (i.e., the station) like the current indication of the home signal 30b of Station B, and the station is a deceleration target for which the train T needs to decelerate. Also, the on-board coil 5 of the train T heading to Station B first receives the distance information to the train stop position Xb of Station B from the fourth ground coil (the distance correction ground coil on the near side) G4. Furthermore, the pattern generation unit 15 generates a regular stop pattern based on the distance information to the train stop position of the station, and the running control unit 16 performs regular stop control to stop the train T at the train stop position (regular position) of the station based on the regular stop pattern, so the distance information to the train stop position Xb of Station B is information used for regular stop control at the station. Therefore, the fourth ground coil (the distance correction ground coil on the near side) G4 is "a ground coil installed in front of the deceleration target and transmitting information related to the deceleration target to the train T" and is also "a ground coil that first transmits information used for regular stop control at the station to the train T".

[0038] The sixth ground coil G6 corresponds to a ground coil called a "fixed position stop ground coil" and is installed at or near the train stop position Xb of Station B. The sixth ground coil (fixed position stop ground coil) G6 is mainly used to confirm that train T has stopped at train stop position Xb of Station B.

[0039] Next, the operation of the automatic train operation device 1 (particularly the running control unit 16) will be described with reference to Fig. 5 to Fig. 7. Fig. 5 is a flowchart showing an example of acceleration control of the train T executed by the running control unit 16 of the automatic train operation device 1.

[0040] 5, the traveling control unit 16 grasps the current speed and current position of the train T. Specifically, the traveling control unit 16 grasps the current speed of the train T from the speed of the train T from the speed / distance calculation unit 11. In addition, the traveling control unit 16 grasps the current position of the train T on the traveling route R based on the position information of the ground coil G based on the ground coil information (ground coil ID) from the ground coil detection unit 13 and the traveling distance of the train T from the speed / distance calculation unit 11.

[0041] In step S2, the traveling control unit 16 determines whether or not the current speed of the train T is less than the target speed of the train T (i.e., the corresponding speed in the operation pattern). If the current speed of the train T is less than the target speed, the traveling control unit 16 proceeds to the processing of step S3. On the other hand, if the current speed of the train T is equal to or greater than the target speed, the traveling control unit 16 ends this flow. In this case, the traveling control unit 16 does not perform acceleration control of the train T or ends the acceleration control of the train T, and executes constant speed control, coasting control, or deceleration control of the train T.

[0042] In step S3, the cruise control unit 16 determines whether a predetermined time has passed since the brake was released. If the predetermined time has not passed since the brake was released, the cruise control unit 16 returns to the process of step S1. On the other hand, if the predetermined time has passed since the brake was released, the cruise control unit 16 proceeds to the process of step S4.

[0043] In step S4, the traveling control unit 16 outputs an acceleration command (i.e., a powering notch command) according to the difference between the target speed and the current speed of the train T to the driving device 7. After outputting the acceleration command to the driving device 7, the traveling control unit 16 returns to the processing of step S1.

[0044] Basically, the traveling control unit 16 outputs an acceleration command (powering notch command) to the drive device 7, including a designation of a larger powering notch step, as the difference between the target speed (corresponding speed in the operation pattern) and the current speed of the train T increases.

[0045] Specifically, in this embodiment, the traveling control unit 16 first predicts the speed and position of the train T after a predetermined time when a powering notch command including the designation of each of a plurality of powering notch steps is output to the drive device 7. Next, the traveling control unit 16 selects, from the plurality of powering notch steps, a powering notch step at which the predicted speed of the train T after the predetermined time does not exceed a target speed (a speed corresponding to the predicted position of the train T in the operation pattern) after the predetermined time. When there are a plurality of such powering notch steps, the highest (largest) powering notch step among them is selected. Then, the traveling control unit 16 outputs the powering notch command including the designation of the selected powering notch step to the drive device 7 as the acceleration command.

[0046] 6 and 7 are flowcharts showing an example of processing performed when the running control unit 16 of the automatic train operation device 1 is controlling the acceleration of the train T, i.e., when an acceleration command (powering notch command) is output to the drive device 7.

[0047] In step S11 of FIG. 6, the traveling control unit 16 grasps the current speed and current position of the train T, similarly to step S1 of FIG.

[0048] In step S12, the traveling control unit 16 calculates a target speed of the train T at a predetermined distance from the current position of the train T, based on the current position and operation pattern of the train T. The predetermined distance can be set arbitrarily depending on the characteristics of the traveling road R and / or the characteristics of the train T. Although not particularly limited, the predetermined distance can be several tens of meters to several hundreds of meters.

[0049] In step S13, the running control unit 16 judges whether or not it has received ground coil information from the in-yard long ground coil (the ground coil corresponding to the second ground coil G2 in FIG. 4). If it has received ground coil information from the in-yard long ground coil, the running control unit 16 recognizes (predicts) that a station that is a target for deceleration is located ahead of the train T and not far from the train T. Then, the running control unit 16 proceeds to the process of step S14. On the other hand, if it has not received ground coil information from the in-yard long ground coil, the running control unit 16 proceeds to the process of step S15.

[0050] In step S14, the running control unit 16 judges whether the current speed of the train T exceeds the first speed judgment value. The first speed judgment value is a speed lower than the target speed (speed in the operation pattern) at the position where the long in-house wire is installed on the travel path R, and is set in advance as a speed (coasting permitted speed) at which the train T can coast without any problem. The first speed judgment value is, for example, the speed of the train T at the installation position of the long in-house wire (speed immediately before starting coasting) at which the train T can coast from the installation position of the long in-house wire to the next station. Although not particularly limited, the first speed judgment value can be set to a speed several km / h lower than the target speed at the position where the long in-house wire is installed on the travel path R. Then, if the current speed of the train T does not exceed the first speed judgment value, the running control unit 16 proceeds to the processing of step S15. On the other hand, if the current speed of the train T exceeds the first speed judgment value, the running control unit 16 proceeds to the processing of step S21.

[0051] In step S15, the running control unit 16 judges whether or not it has received ground coil information from the distance correction ground coil. In other words, the running control unit 16 judges whether or not it has received ground coil information from the near side distance correction ground coil (the ground coil corresponding to the fourth ground coil G4 in FIG. 4) that first transmits distance information to the train stop position of the next station to the train T. When it has received ground coil information from the (first) distance correction ground coil, the running control unit 16 recognizes (predicts) that a station to be decelerated is located ahead of the train T and not far from the train T. Then, the running control unit 16 proceeds to the process of step S16. On the other hand, when it has not received ground coil information from the distance correction ground coil, the running control unit 16 proceeds to the process of step S17.

[0052] In step S16, the traveling control unit 16 judges whether the current speed of the train T exceeds the second speed judgment value. The second speed judgment value is a speed lower than the target speed (speed in the operation pattern) at the position where the distance correction ground coil is installed on the traveling road R, and is set in advance as a coasting permission speed at which the train T can coast without any problem. The second speed judgment value may be, for example, the speed of the train T at the installation position of the distance correction ground coil (the speed immediately before starting coasting) at which the train T can coast from the installation position of the distance correction ground coil to the train stop position of the next station. Although not particularly limited, the second speed judgment value may be set to a speed several km / h lower than the target speed at the position where the distance correction ground coil is installed on the traveling road R. Then, if the current speed of the train T does not exceed the second predetermined speed, the traveling control unit 16 proceeds to the processing of step S17. On the other hand, if the current speed of the train T exceeds the second predetermined speed, the traveling control unit 16 proceeds to the processing of step S21.

[0053] In step S17, the running control unit 16 judges whether or not the current speed of the train T exceeds the target speed of the train T at a predetermined distance from the current position of the train T. If the current speed of the train T exceeds the target speed of the train T at a predetermined distance from the current position of the train T, the running control unit 16 recognizes (predicts) that a speed limited section to be decelerated exists at a position not far from the train T ahead of the train T. Then, the running control unit 16 proceeds to the processing of step S18. On the other hand, if the current speed of the train T is equal to or lower than the target speed of the train T at a predetermined distance from the current position of the train T, the running control unit 16 proceeds to the processing of step S19 (FIG. 7).

[0054] In step S18, the traveling control unit 16 judges whether the current speed of the train T exceeds the third speed judgment value. The third speed judgment value is a speed between the target speed of the normal section before the speed-limited section on the traveling road R (for example, the first target speed V1 in FIG. 3) and the target speed of the speed-limited section on the traveling road R (for example, the second target speed V2 in FIG. 3), and is set in advance as a coasting permission speed at which the train T can coast without any problem. The third speed judgment value may be, for example, the speed of the train T at a point a predetermined distance before the speed-limited section (the speed immediately before starting coasting) at which the train T can reach the speed-limited section at a speed equal to or higher than the target speed of the speed-limited section by coasting from a point a predetermined distance before the speed-limited section. Then, if the current speed of the train T does not exceed the third speed judgment value, the traveling control unit 16 proceeds to the processing of step S19 (FIG. 7). On the other hand, if the current speed of the train T exceeds the third predetermined speed, the traveling control unit 16 proceeds to the processing of step S21.

[0055] In step S19 (FIG. 7), the running control unit 16 judges whether or not the difference between the target speed of train T and the current speed of train T is less than a predetermined value. If the difference between the target speed of train T and the current speed of train T is equal to or greater than the predetermined value, the running control unit 16 proceeds to the process of step S20. On the other hand, if the difference between the target speed of train T and the current speed of train T is less than the predetermined value, the running control unit 16 judges that there is a risk that the speed of train T will exceed the target speed in the near future, and then the running control unit 16 proceeds to the process of step S21.

[0056] In step S20, the traveling control unit 16 determines whether or not the acceleration control of the train T is continuing. If the acceleration control of the train T is continuing, the traveling control unit 16 returns to the processing of step S11. On the other hand, if the acceleration control of the train T is not continuing, the traveling control unit 16 ends this flow.

[0057] In step S21, the traveling control unit 16 stops outputting the acceleration command (powering notch command) to the driving device 7. This stops the acceleration of the train T, and the train T begins to coast.

[0058] As described above, in this embodiment, the running control unit 16 of the automatic train operation device 1 is configured to control the running state of the train T according to the operation pattern generated by the pattern generation unit 15. In addition, the running control unit 16 of the automatic train operation device 1 is configured to control the acceleration of the train T based on the target speed and the current speed of the train T, and to recognize (predict) the presence of a deceleration target (a station or a speed limit section) ahead of the train T and stop the acceleration of the train T.

[0059] Furthermore, when the running control unit 16 of the automatic train operation device 1 recognizes (predicts) the presence of a deceleration target (a station or a speed limit section) ahead of the train T, if the speed of the train T at that time is greater than a predetermined speed judgment value, it is configured to stop accelerating the train T and allow the train T to coast.

[0060] Specifically, the running control unit 16 of the automatic train operation device 1 receives information from a ground coil (e.g., the in-yard long ground coil G2 in FIG. 4) that first transmits entry permission information or entry denial information for the next station to the train T (on-board coil 5), and thereby recognizes (predicts) that a deceleration target (station) exists ahead of the train T not far from the train T. Then, when the speed of the train T at that time is greater than the first speed judgment value as the coasting permission speed, the running control unit 16 of the automatic train operation device 1 stops outputting an acceleration command to the drive unit 7 (steps S13 → S14 → S21).

[0061] Furthermore, the running control unit 16 of the automatic train operation device 1 recognizes (predicts) that a deceleration target (station) is present ahead of the train T not far from the train T by receiving information from a ground coil (for example, the distance correction ground coil G4 on the near side in FIG. 4) that first transmits information used for controlling the fixed stop of the train T at a station to the train T (on-board coil 5). Then, when the speed of the train T at that time is greater than the second speed judgment value as the coasting permitted speed, the running control unit 16 of the automatic train operation device 1 stops outputting an acceleration command to the drive unit 7 (steps S15 → S16 → S21).

[0062] Furthermore, the running control unit 16 of the automatic train operation device 1 obtains a target speed a predetermined distance ahead from the current position of train T (step S12), and when the current speed of train T is greater than the target speed a predetermined distance ahead from the current position of train T, recognizes (predicts) that a deceleration target (speed limited section) exists ahead of train T not far from train T. Then, when the speed of train T at that time is greater than a third speed judgment value as a coasting permitted speed, the running control unit 16 of the automatic train operation device 1 stops outputting an acceleration command to the drive unit 7 (steps S17 → S18 → S21).

[0063] Therefore, according to the automatic train operation device 1 of the embodiment, unnecessary acceleration or deceleration of the train T, such as accelerating the train T and then immediately decelerating the train T, is suppressed, which can contribute to energy-saving operation of the train T and improved ride comfort of the train T.

[0064] Although not shown in Fig. 4, a ground coil that transmits information related to the speed limit section (such as the distance to the speed limit section and the speed limit in the speed limit section) to the on-board coil 5 of the train T may be further installed just before the speed limit section on the travel path R. In this case, the travel control unit 16 of the automatic train operation device 1 can recognize (predict) that a deceleration target (speed limit section) is present ahead of the train T not far from the train T by receiving information from the ground coil.

[0065] 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]

[0066] 1...automatic train operation device, 3...speed generator, 5...on-board coil, 7...driving device, 9...braking device, 11...speed / distance calculation unit, 12...acceleration / deceleration detection unit, 13...ground coil detection unit, 14...on-board database, 15...pattern generation unit, 16...running control unit, G...ground coil, G2...in-yard long ground coil, G3...in-yard direct below ground coil, G4...distance correction ground coil, G5...distance correction ground coil, G6...fixed position stop ground coil, R...running track, T...train

Claims

1. An automatic train operation device that controls trains according to an operation pattern, An automatic train operation device that predicts the presence of an object to decelerate ahead of the train and stops accelerating the train.

2. 2. The automatic train operation device according to claim 1, wherein the acceleration of the train is stopped if the speed of the train when the presence of the deceleration target ahead of the train is predicted is greater than a predetermined speed judgment value.

3. An automatic train operation device as described in claim 1 or 2, which receives information from a ground coil installed in front of the deceleration target and transmits information related to the deceleration target to the train, thereby predicting the presence of the deceleration target ahead of the train and stopping the acceleration of the train.

4. 4. An automatic train operation device as described in claim 3, which predicts that the deceleration target is present ahead of the train by receiving information from a ground coil that first transmits entry permission information or entry denial information for the next station to the train.

5. An automatic train operation device as described in claim 3, which predicts the presence of a deceleration target ahead of the train by receiving information from a ground coil that first transmits information to the train used for controlling the train to stop at a fixed position at a station.

6. 3. An automatic train operation device as described in claim 1 or 2, which predicts that a deceleration target is present ahead of the train when the current speed of the train is greater than the speed in the operation pattern a predetermined distance ahead of the train's current position, and stops accelerating the train.

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