Automatic train operation apparatus

Abstract

To provide an automatic train operation device based on an automatic train stopping device (ATS device) capable of suppressing deterioration of ride comfort of a train by avoiding useless deceleration of the train after restarting traveling without relocating a directly under ground element of a traffic light or adding a new ground element.SOLUTION: An automatic train operation device 1 based on an ATS device generates an advancing protection pattern for a traffic signal and an operation pattern (an out-of-machine stop pattern and a fixed-position stop pattern for the traffic signal) in which a position in front of a directly under ground element of the traffic signal is a stop target. Then, the automatic train operation device 1 is configured to limit speed of a train T after restart of traveling to be less than speed corresponding to the position of the directly under ground element in the advancing protection pattern when the traveling of the train T is restarted on a condition that the traffic signal indicates advance indication after the train T is stopped by the operation pattern.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an automatic train operation device based on an automatic train stop device.

Background Art

[0002] Patent Document 1 describes an example of a technology related to automatic train operation based on an automatic train stop device (hereinafter referred to as "ATS device").

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the automatic train operation based on the ATS device, when the train resumes running on the condition that the signal shows a proceed indication, there may be a pattern for preventing overshooting with respect to the signal remaining (not erased).

[0005] For example, an automatic train operation device based on the ATS device generates a pattern for preventing overshooting with respect to a signal and an operation pattern with a stop target at a position in front of the on-ground unit immediately below the signal. Then, when the automatic train operation device receives the stop indication information of the signal from the long on-ground unit of the signal, for example, the train is stopped at the stop target by the operation pattern. However, the automatic train operation device cannot erase the overshoot prevention pattern until it acquires the proceed indication information of the signal from the on-ground unit immediately below the signal. Therefore, when the train stopped at the stop target by the operation pattern resumes running on the condition that the signal shows a proceed indication, the train will run with the overshoot prevention pattern remaining (not erased).

[0006] In such a case, depending on the position of the track circuit balise directly below the signal, before the train reaches the track circuit balise directly below the signal, the speed of the train may become equal to or higher than the corresponding speed in the overrun protection pattern for the signal. In that event, the automatic train operation device must decelerate the train immediately after resuming travel. However, since the train will be accelerated immediately thereafter, decelerating the train immediately after resuming travel is not only wasteful but also causes deterioration of the riding comfort of train T. On the other hand, by relocating the track circuit balise directly below the signal or adding a new balise, it is possible to reduce the unnecessary deceleration of the train immediately after starting travel, that is, to reduce the wasteful deceleration after starting travel, but this is not preferable because it is costly.

[0007] Therefore, an object of the present invention is to avoid unnecessary deceleration of a train after resuming travel and suppress deterioration of the riding comfort of the train without relocating the track circuit balise directly below the signal or adding a new balise in an automatic train operation device based on an automatic train stop device.

Means for Solving the Problems

[0008] According to one aspect of the present invention, an automatic train operation device based on an automatic train stop device stops a train according to an operation pattern having a stop target at a position before the track circuit balise directly below the signal, and then, on the condition that the signal shows a proceed indication, when the train resumes travel, the speed of the train after resuming travel is configured to be limited to less than the speed corresponding to the position of the track circuit balise directly below in the overrun protection pattern for the signal.

Effects of the Invention

[0009] According to the present invention, in an automatic train operation device based on an automatic train stop device, it is possible to avoid unnecessary deceleration of a train after resuming travel and suppress deterioration of the riding comfort of the train without relocating the track circuit balise directly below the signal or adding a new balise.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Embodiments for Carrying Out the Invention

[0011] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0012] 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 various types of vehicles that run on a predetermined running route R. In the present embodiment, the train T is a vehicle (railway vehicle) that runs on rails, for example, with steel wheels. However, the train T is not limited to railway vehicles and may be a vehicle that runs on a dedicated track with rubber tires or the like.

[0013] The running state of train T can be controlled by the automatic train operation device 1 mounted on train T. That is, train T can be automatically operated by the automatic train operation device 1. The automatic train operation device 1 is based on the ATS device and is configured to generate a pattern based on information obtained from the ground unit G installed on the running track R of train T and control train T. Also, in the present embodiment, in addition to the automatic train operation device 1, train T is equipped with a speed generator 3, an on-vehicle unit 5, a drive device 7, a braking device 9, and the like.

[0014] The speed generator 3 is attached to the axle of train T. The speed generator 3 outputs a signal corresponding to the rotation speed of the axle of train T. The output signal of the speed generator 3 is input to the automatic train operation device 1 via a cable or the like.

[0015] The on-vehicle unit 5 is attached to the lower part of train T, preferably the lower front part of train T. When passing above the ground unit G installed on the running track R, the on-vehicle unit 5 receives information (ground unit information) transmitted from the ground unit G. The ground unit information received by the on-vehicle unit 5 is provided to the automatic train operation device 1 via a cable or the like. Although only one ground unit G is shown in FIG. 1, actually, a plurality of ground units G are installed along the running track R (see FIG. 3). Also, the ground unit information of the ground unit G may include the ground unit ID which is the identification information of the ground unit G and various types of information corresponding to the position where the ground unit G is installed.

[0016] The drive device 7 includes an electric motor (motor) or an internal combustion engine (diesel engine) that serves as the power source of train T. A control command output from the automatic train operation device 1 is given to the drive device 7 via a cable. The drive device 7 controls the driving force applied to the axle of train T according to the given control command.

[0017] The braking device 9 includes a service brake and an emergency brake. The service brake is a brake that is normally used for decelerating and / or stopping the train T. The emergency brake is a brake that is used when it is necessary to bring the train T to an emergency stop. A control command output from the automatic train operation device 1 is given to the braking device 9 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 according to the given control command.

[0018] Figure 2 is a block diagram showing a functional configuration example of the automatic train operation device 1. In the present embodiment, the automatic train operation device 1 includes a speed / distance calculation unit 11, a track circuit detector 13, an on-vehicle database (on-vehicle DB) 14, and a running control unit 15.

[0019] The speed / distance calculation unit 11 calculates the speed and running distance of the train T based on the output signal of the tachogenerator 3. The calculation result of the speed / distance calculation unit 11 is given to the running control unit 15.

[0020] The track circuit detector 13 detects that the on-vehicle unit 5 has received the track circuit information of the track circuit G transmitted from the track circuit G. In other words, the track circuit detector 13 detects that the train T (its on-vehicle unit 5) has passed above the track circuit G. The detection result of the track circuit detector 13 (including the track circuit information received by the on-vehicle unit 5) is given to the running control unit 15.

[0021] The on-vehicle DB 14 stores information regarding the train T and the running track R. The information regarding the train T includes, for example, the characteristics of the drive device 7 and the braking device 9. Also, the information regarding the running track R includes, for example, the position information of the track circuit G (for example, the position information associated with the track circuit ID) and the maximum speed information in each section on the running track R (including speed limit sections such as curves).

[0022] The running control unit 15 generates a pattern to control the running of the train T. Specifically, the running control unit 15 generates a pattern mainly based on the wayside information of the wayside unit G and the information stored in the on-vehicle DB 14. The generated pattern shows the speed of the train T with respect to the position of the train T. In the present embodiment, the running control unit 15 generates a safety pattern indicating the allowable upper limit speed and an operation pattern indicating a target speed lower than the allowable upper limit speed.

[0023] The safety pattern may be an ATS speed check pattern and / or a speed check pattern conforming to the ATS speed check pattern. Also, in the present embodiment, the safety pattern includes a pattern for preventing overrunning with respect to a signal. The pattern for preventing overrunning with respect to a signal is a pattern for preventing the train T from overrunning a stop signal. The pattern for preventing overrunning with respect to a signal can be generated as a pattern for stopping the train T at a position between the wayside unit directly under the signal and the signal when the signal shows a stop indication.

[0024] The operation pattern includes a pattern for stopping outside the signal, a pattern for stopping at a fixed position for station stop (hereinafter referred to as "TASC pattern"), and a pattern for restarting running when the stopped train T restarts running. The pattern for stopping outside the signal is a pattern for stopping the train T at a predetermined position outside the stop signal, in other words, a pattern with the predetermined position as the stop target. In the present embodiment, the pattern for stopping outside the signal is generated as a pattern for stopping the train T at a position in front of the wayside unit directly under the signal when the signal shows a stop indication. The TASC pattern is a pattern for stopping the train T at the train stop position (fixed position) of the station, in other words, a pattern with the train stop position (fixed position) of the station as the stop target. Note that the train stop position (fixed position) of the station is usually located in front of the wayside unit directly under the departure signal of the station. The pattern for restarting running is a pattern for preventing the speed of the train T from becoming equal to or higher than a predetermined speed when the stopped train T restarts running, that is, a pattern for restricting the speed of the train T after restarting running to less than the predetermined speed.

[0025] The running control unit 15 controls the train T based on the generated pattern. Specifically, the running control unit 15 controls the running state of the train T according to the driving pattern. That is, the running control unit 15 gives a control command to the driving device 7 and / or the braking device 9 to accelerate, run at a constant speed, coast, or decelerate the train T so that the train T follows the driving pattern. Also, when the speed of the train T becomes equal to or higher than the corresponding speed on the safety pattern, the running control unit 15 gives a control command to the braking device 9 to decelerate and / or stop the train T.

[0026] FIG. 3 shows an example of the running path R on which the train T runs. The running path R shown in FIG. 3 is a running path R on which the train T runs in the direction of the arrow. In FIG. 3, Station A is, for example, the starting station of the train T, and Station B is the next station after Station A. Also, in the present embodiment, on the running path R, there are installed a departure signal 20 at Station A, a yard signal 30 at Station B, and a departure signal 40 at Station B. Further, on the running path R, as the ground units G, there are installed a ground unit G21 directly under the departure signal 20 at Station A, a long ground unit G31 of the yard signal 30 at Station B, a ground unit G32 directly under the yard signal 30 at Station B, a first TASC ground unit G51, a long ground unit G41 of the departure signal 40 at Station B, a second TASC ground unit G52, and a ground unit G42 directly under the departure signal 40 at Station B.

[0027] Next, an operation example of the automatic train operation device 1 will be described with reference to FIGS. 4 to 9.

[0028] The train T departs from Station A on the condition that the departure signal 20 at Station A shows a proceed indication. After that, when the train T reaches the ground unit G21 directly under the departure signal 20 at Station A, the on-vehicle unit 5 receives the ground unit information of the ground unit G21 directly under the departure signal 20 at Station A, and this is detected by the ground unit detection unit 13. The detection result is given to the running control unit 15 together with the ground unit information received by the on-vehicle unit 5. The ground unit information received by the on-vehicle unit 5 includes the ground unit ID and / or position information of the ground unit G21 directly under the departure signal 20 at Station A and the proceed indication information of the departure signal 20 at Station A.

[0029] Then, as shown in FIG. 4, the travel control unit 15 generates a first safety pattern SP1 including a first overrun protection pattern P11 for the in-station signal 30 of Station B, which is the next signal as seen from the train T, based on the trackside information of the trackside unit G21 directly below the departure signal 20 of Station A and the information stored in the on-vehicle DB 14, and a first driving pattern OP1 including a first out-of-station stop pattern P21 for the in-station signal 30 of Station B. The first out-of-station stop pattern P21 is a pattern that sets the first predetermined position S1 outside the in-station signal 30 of Station B as the stop target. Also, the first predetermined position S1 is set at a position between the long trackside unit G31 and the directly below trackside unit G32 of the in-station signal 30 of Station B, that is, at a position in front of the directly below trackside unit G32 of the in-station signal 30 of Station B as seen from the train T. Then, when the travel control unit 15 generates the first safety pattern SP1 and the first driving pattern OP1, it controls the running state of the train T according to the first driving pattern OP1.

[0030] After that, when the in-station signal 30 of Station B shows a proceed indication and the train T reaches the long trackside unit G31 of the in-station signal 30 of Station B, the on-vehicle unit 5 receives the trackside information of the long trackside unit G31 of the in-station signal 30 of Station B, and this is detected by the trackside detector 13. The detection result is given to the travel control unit 15 together with the trackside information received by the on-vehicle unit 5. The trackside information received by the on-vehicle unit 5 includes the trackside ID and / or position information of the long trackside unit G31 of the in-station signal 30 of Station B and the proceed indication information of the in-station signal 30 of Station B.

[0031] Then, as shown in FIG. 5, the travel control unit 15 generates a second safety pattern SP2 including a second overrun protection pattern P12 for the departure signal 40 of Station B, which is the next signal as seen from the train T, based on the wayside information of the long wayside unit G31 of the wayside signal 30 at Station B and the information stored in the on-vehicle DB 14, and updates the safety pattern. Further, the travel control unit 15 generates a second operation pattern OP2 including a second out-of-station stop pattern P22 for the departure signal 40 of Station B and updates the operation pattern. The second out-of-station stop pattern P22 is a pattern that sets the second predetermined position S2 outside the departure signal 40 of Station B as the stop target. The second predetermined position S2 is set between the train stop position (fixed position) S3 at Station B and the wayside unit G42 directly below the departure signal 40 of Station B at Station B, that is, at a position in front of the wayside unit G42 directly below the departure signal 40 of Station B as seen from the train T. Then, when the travel control unit 15 updates the safety pattern and the operation pattern (SP1 → SP2, OP1 → OP2), it controls the running state of the train T according to the updated second operation pattern OP2.

[0032] Thereafter, when the train T further approaches Station B and reaches the first TASC wayside unit G51, the on-vehicle unit 5 receives the wayside information of the first TASC wayside unit G51, and this is detected by the wayside detection unit 13. The detection result is given to the travel control unit 15 together with the wayside information received by the on-vehicle unit 5. The wayside information received by the on-vehicle unit 5 includes the wayside ID of the first TASC wayside unit G51, the position information of the first TASC wayside unit G51, and / or the distance information from the first TASC wayside unit G51 to the train stop position S3 at Station B.

[0033] Then, as shown in FIG. 6, the travel control unit 15 generates a TASC pattern P3 with the train stop position S3 at Station B as the stop target as the operation pattern. The train stop position S3 at Station B is located in front of the ground unit G42 directly below the departure signal 40 of Station B as viewed from the train T. Further, the travel control unit 15 deletes the second operation pattern OP2. Then, the travel control unit 15 controls the running state of the train T according to the TASC pattern P3. As shown by the dashed-dotted line in FIG. 6, when the train T reaches the second TASC ground unit G52 and the on-vehicle unit 5 receives the ground unit information of the second TASC ground unit G52, the travel control unit 15 can correct the TASC pattern P3 as necessary.

[0034] After that, when the train T stops at the train stop position S3 at Station B, as shown in FIG. 7, the travel control unit 15 deletes the TASC pattern P3. At this time, the second overrun protection pattern P12 is not deleted. Further, the travel control unit 15 generates a first travel restart pattern P41 used when the train T departs from Station B (that is, when the train T resumes running). The first travel restart pattern P41 targets the section from the train stop position S3 at Station B to the ground unit G42 directly below the departure signal 40 of Station B, and the target speed of the train T (the train T after resuming running) that has departed from Station B is the speed V at the position corresponding to the ground unit G42 in the second overrun protection pattern P12 G42 less than, in other words, the speed of the train T that has departed from Station B is the speed V at the position corresponding to the ground unit G42 in the second overrun protection pattern P12 G42 less than is set as a pattern to limit. As shown in FIG. 7, the first travel restart pattern P41 can be generated, for example, as a flat pattern with a constant speed regardless of the position of the train T. However, it is not limited to this, and the first travel restart pattern P41 may be a pattern in which each speed on the pattern is set lower than the speed V corresponding to the position of the ground unit G42 in the second overrun protection pattern P12 G42 as long as it is a pattern set lower.

[0035] The train T that has stopped at the train stop position S3 at Station B then departs from Station B (resumes running) on the condition that the departure signal 40 at Station B shows a proceed indication. The speed of the train T after resuming running is restricted by the first running resumption pattern P41. That is, the speed of the train T is controlled by the running control unit 15 so that it does not exceed the corresponding speed on the second overrun protection pattern P12 before the train T reaches the ground unit G42 directly below the departure signal 40 at Station B.

[0036] Then, when the train T that has departed from Station B (resumed running) reaches the ground unit G42 directly below the departure signal 40 at Station B, the on-vehicle unit 5 receives the ground unit information of the ground unit G42 directly below the departure signal 40 at Station B, and this is detected by the ground unit detector 13. The detection result is given to the running control unit 15 together with the ground unit information received by the on-vehicle unit 5. The ground unit information received by the on-vehicle unit 5 includes the ground unit ID and / or position information of the ground unit G42 directly below the departure signal 40 at Station B, and the proceed indication information of the departure signal 40 at Station B.

[0037] Then, as shown in FIG. 8, the running control unit 15 deletes the second overrun protection pattern P12 and the first running resumption pattern P41. Further, based on the ground unit information of the ground unit G42 directly below the departure signal 40 at Station B and the information stored in the on-vehicle DB 14, the running control unit 15 is the same as when the train T reaches the ground unit G21 directly below the departure signal 20 at Station A (see FIG. 4). A third safety pattern SP3 including an overrun protection pattern for the next signal (not shown, for example, the interlocking signal at Station C, which is the next station after Station B) as seen from the train T, and a third operation pattern OP3 including an out-of-section stop pattern for the next signal are generated, and the running state of the train T is controlled according to the generated third operation pattern OP3.

[0038] When the in-station signal 30 at Station B shows a stop indication and the train T reaches the long balise G31 of the in-station signal 30 at Station B, the on-vehicle balise 5 receives the balise information of the long balise G31 of the in-station signal 30 at Station B, and this is detected by the balise detection unit 13. The detection result is given to the running control unit 15 together with the balise information received by the on-vehicle balise 5. The balise information received by the on-vehicle balise 5 includes the balise ID and / or position information of the long balise G31 of the in-station signal 30 at Station B and the stop indication information of the in-station signal 30 at Station B. In this case, the safety pattern and the operation pattern are not updated, and the running control unit 15 controls the running state of the train T according to the first operation pattern OP1, and the train T stops at the first predetermined position S1.

[0039] When the train T stops at the first predetermined position S1, as shown in FIG. 9, the running control unit 15 deletes the first operation pattern OP1. Further, the running control unit 15 generates a second restart running pattern P42 used when the train T resumes running from the first predetermined position S1. The second restart running pattern P42 targets the section from the first predetermined position S1 to the directly-below balise G32 of the in-station signal 30 at Station B, and the target speed of the train T after resuming running is the speed V at the position corresponding to the directly-below balise G32 in the first overrun protection pattern P11 G32 less than, in other words, the target speed of the train T after resuming running is restricted to be less than the speed V at the position corresponding to the directly-below balise G32 in the first overrun protection pattern P11 G32 is set as a pattern. The second restart running pattern P42 can be generated, for example, as a flat pattern with a constant speed regardless of the position of the train T as shown in FIG. 9. However, it is not limited to this, and the second restart running pattern P42 may be a pattern in which each speed on the pattern is set lower than the speed V corresponding to the position of the directly-below balise G32 in the first overrun protection pattern P11 G32 as long as it is a pattern set lower.

[0040] The train T that has stopped at the first predetermined position S1 resumes running on the condition that the in-station signal 30 at Station B shows a proceed indication. The speed of the train T after resuming running is restricted by the second running resumption pattern P42. That is, the speed of the train T is controlled by the running control unit 15 so that it does not exceed the corresponding speed on the first overrun protection pattern P11 before the train T reaches the ground unit G32 directly below the in-station signal 30 at Station B.

[0041] When the train T that has resumed running reaches the ground unit G32 directly below the in-station signal 30 at Station B, the on-board unit 5 receives the ground unit information of the ground unit G32 directly below the in-station signal 30 at Station B, and this is detected by the ground unit detector 13. The detection result is given to the running control unit 15 together with the ground unit information received by the on-board unit 5. The ground unit information received by the on-board unit 5 includes the identification information and / or position information of the ground unit G32 directly below the in-station signal 30 at Station B, and the proceed indication information of the in-station signal 30 at Station B.

[0042] Then, as shown in FIG. 10, the running control unit 15 deletes the first overrun protection pattern P11 and the second running resumption pattern P42. Further, based on the ground unit information of the ground unit G32 directly below the in-station signal 30 at Station B and the information stored in the on-board DB 14, the running control unit 15 generates a fourth safety pattern SP4 including a second overrun protection pattern P12 for the departure signal 40 of Station B, which is the next signal as seen from the train T, and generates a fourth operation pattern OP4 including a second out-of-station stop pattern P22 with the second predetermined position S2 outside the departure signal 40 of Station B as the stop target. The fourth safety pattern SP4 is substantially the same pattern as the second safety pattern SP2, and the fourth operation pattern OP4 is substantially the same pattern as the second operation pattern OP2. Then, the running control unit 15 controls the running state of the train T according to the fourth operation pattern OP4. After that, it is the same as the case when the train T reaches the long ground unit G31 of the in-station signal 30 at Station B when the in-station signal 30 at Station B shows a proceed indication (see FIGS. 6 to 8).

[0043] As described above, the automatic train operation device 1 according to the embodiment is based on the ATS device, and is configured to generate a non-overrun protection pattern (safety pattern) for a signal and an out-of-station stop pattern (operation pattern) for a signal based on information acquired from the ground unit G.

[0044] Further, the automatic train operation device 1 according to the embodiment is configured to generate a TASC pattern P3, and stop the train T at the train stop position S3 of Station B by the generated TASC pattern P3 (see FIGS. 6 and 7). Here, the TASC pattern P3 is an operation pattern that targets the position in front of the ground unit G42 directly below the departure signal 40 of Station B as seen from the train T, that is, the train stop position S3 of Station B. Then, after stopping the train T at the train stop position S3 of Station B by the TASC pattern P3, when the train T departs from Station B (that is, resumes running) on the condition that the departure signal 40 of Station B shows a proceed indication, the automatic train operation device 1 is configured to limit the speed of the train T after resuming running to less than a first predetermined speed. The first predetermined speed corresponds to the speed V at the position of the ground unit G42 directly below the departure signal 40 of Station B in the second non-overrun protection pattern P12 for the departure signal 40 of Station B. G42 That is.

[0045] Specifically, when the train T stops at the train stop position S3 of Station B, the automatic train operation device 1 generates a first restart operation pattern P41 as an operation pattern, thereby limiting the speed of the train T after resuming running to less than the first predetermined speed (V G42 ). Here, each speed on the first restart operation pattern P41 is set to be less than the speed V corresponding to the position of the ground unit G42 directly below the departure signal 40 of Station B in the second non-overrun protection pattern P12 for the departure signal 40 of Station B. G42 That is.

[0046] Therefore, on the condition that the departure signal 40 at Station B shows a proceed indication, before the train T (i.e., the train T that has resumed running) departing from Station B reaches the ground unit G42 directly below the departure signal 40 at Station B, the speed of the train T does not become equal to or higher than the corresponding speed on the second overrun protection pattern P12 for the departure signal 40 at Station B. That is, it does not become a situation where the train T must be decelerated immediately after leaving the station.

[0047] Therefore, according to the automatic train operation device 1 according to the embodiment, without involving relocation of the ground unit directly below the departure signal of the station or addition of a new ground unit, unnecessary deceleration of the train T after leaving the station can be avoided, and deterioration of the riding comfort of the train T can be suppressed. Note that the automatic train operation device 1 acquires the proceed indication information of the departure signal 40 at Station B from the ground unit G42 directly below the departure signal 40 at Station B via the on-vehicle unit 5, and thereby cancels the second overrun protection pattern P12.

[0048] Also, the automatic train operation device 1 according to the embodiment is configured to stop the train T at the first predetermined position S1 by the first off-site stop pattern P21 for the in-station signal 30 at Station B when the in-station signal 30 at Station B shows a stop indication (see FIG. 9). Here, the first off-site stop pattern P21 is an operation pattern that targets the first predetermined position S1, that is, a position in front of the ground unit G32 directly below the in-station signal 30 at Station B as seen from the train T, as the stop target. And after the automatic train operation device 1 stops the train T at the first predetermined position S1 by the first off-site stop pattern P21, when the train T resumes running on the condition that the in-station signal 30 at Station B shows a proceed indication, the speed of the train T after resuming running is configured to be limited to less than the second predetermined speed. The second predetermined speed is the speed V corresponding to the position of the ground unit G32 directly below the in-station signal 30 at Station B in the first overrun protection pattern P11 for the in-station signal 30 at Station B. G32 It is.

[0049] Specifically, when the train T stops at the first predetermined position S1 outside the platform signal 30 at Station B, the automatic train operation device 1 generates a second restart pattern P42 as an operation pattern to limit the speed of the train T after restarting to less than the second predetermined speed. Each speed on the second restart pattern P42 is set to be less than the speed V corresponding to the position of the ground unit G32 directly below the platform signal 30 at Station B in the first overrun protection pattern P11 for the platform signal 30 at Station B. G32 It is set to be less than.

[0050] Therefore, before the train T that has restarted running on the condition that the platform signal 30 at Station B shows a proceed signal reaches the ground unit G32 directly below the platform signal 30 at Station B, the speed of the train T does not become equal to or higher than the corresponding speed on the first overrun protection pattern P11 for the platform signal 30 at Station B. That is, it does not become a situation where the train T must be decelerated immediately after restarting.

[0051] Therefore, according to the automatic train operation device 1 according to the embodiment, it is possible to avoid unnecessary deceleration of the train T after restarting and suppress deterioration of the riding comfort of the train T without involving relocation of the ground unit directly below the platform signal of the station or addition of a new ground unit. The automatic train operation device 1 obtains the proceed signal information of the platform signal 30 at Station B from the ground unit G32 directly below the platform signal 30 at Station B via the on-vehicle unit 5, and thereby cancels the first overrun protection pattern P11.

[0052] Here, in the above-described embodiment, the automatic train operation device 1 generates the first restart pattern P41 and the second restart pattern P42 to limit the speed of the train T after restarting including after departure from the station, thereby preventing a situation where the train T must be decelerated immediately after restarting. However, it is not limited to this. For example, in the on-vehicle DB14, the above-described speed V G42 and speed V G32A speed corresponding thereto is stored, and the automatic train operation device 1 may control the speed of the train T after restarting the run including after departure from the station so as to be less than the corresponding speed stored in the on-vehicle DB 14. In this case, when restarting the run including departure from the station, the automatic train operation device 1 may select a power running notch such that the speed of the train T when the train T travels from the stop position to directly below the corresponding ground element does not reach the corresponding speed stored in the on-vehicle DB 14.

[0053] As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above-described embodiments, and it goes without saying that modifications and changes can be made based on the technical idea of the present invention.

Explanation of Reference Numerals

[0054] 1... Automatic train operation device, 3... Speed generator, 5... On-vehicle element, 7... Driving device, 9... Braking device, 11... Speed / distance calculation unit, 13... Ground element detection unit, 14... On-vehicle database, 15... Running control unit, 20... Departure signal of Station A, 30... In-station signal of Station B, 40... Departure signal of Station B, G... Ground element, G21... Ground element directly below the departure signal of Station A, G31... Long ground element of the in-station signal of Station B, G32... Ground element directly below the in-station signal of Station B, G41... Long ground element of the departure signal of Station B, G42... Ground element directly below the departure signal of Station B, G51... First TASC ground element, G52... Second TASC ground element, OP1... First operation pattern, OP2... Second operation pattern, OP3... Third operation pattern, OP4... Fourth operation pattern, P3... Fixed-position stop (TASC) pattern, P11... First overrun protection pattern, P12... Second overrun protection pattern, P21... First out-of-station stop pattern, P22... Second out-of-station stop pattern, P41... First run restart pattern, P42... Second run restart pattern, S1... First predetermined position (stop target), S2... Second predetermined position (stop target), S3... Train stop position (stop target) of Station B, SP1... First safety pattern, SP2... Second safety pattern, SP3... Third safety pattern, SP4... Fourth safety pattern

Claims

Claim 1 An automatic train operation device based on an automatic train stop device, when the train resumes running on the condition that the signal is a proceed indication after the train is stopped by an operation pattern with a stop target at a position in front of the track circuit directly under the signal, the speed of the train after the resumption of running is limited to less than the speed corresponding to the position of the track circuit directly under the signal in the overrun protection pattern for the signal. An automatic train operation device. Claim 2 By generating a pattern for resuming running for the section from the stop target to the track circuit directly under the signal, it is configured to limit the speed of the train after the resumption of running to less than the speed corresponding to the position of the track circuit directly under the signal in the overrun protection pattern, each speed on the pattern for resuming running is set lower than the speed corresponding to the position of the track circuit directly under the signal in the overrun protection pattern. The automatic train operation device according to claim 1. Claim 3 The automatic train operation device according to claim 2, wherein the pattern for resuming running is generated when the train stops according to the operation pattern. Claim 4 The overrun protection pattern is a pattern for stopping the train at a position between the track circuit directly under the signal and the signal when the signal is a stop indication, the overrun protection pattern is erased by acquiring the proceed indication information of the signal from the track circuit directly under the signal. The automatic train operation device according to claim 2. Claim 5 The signal is an in-station signal of a station, and the operation pattern is an out-of-station stop pattern for the in-station signal for stopping the train in front of the track circuit directly under the in-station signal when the in-station signal is a stop indication. The automatic train operation device according to any one of claims 1 to 4. Claim 6 The signal is a departure signal of a station, and the operation pattern is a fixed-position stop pattern for stopping the train at the train stop position of the station. The automatic train operation device according to any one of claims 1 to 4.

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