Automatic train operation device

Abstract

To provide an automatic train operation device which can secure safe operation while realizing vehicle behavior in accordance with intention of an operator if the operator manually intervenes during automatic operation of the train.SOLUTION: An automatic train operation device 1 interrupts automatic operation control of a train T if detecting involvement of manual operation by an operator of the train T during automatic operation and activates regular maximum brake by reopening the automatic operation control of the train T if speed of the train T in manual operation exceeds allowable maximum speed Va corresponding to maximum speed of travel section.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to an automatic train operation device that enables automatic train operation, and more particularly, to an automatic train operation device that responds to manual intervention by a train driver during automatic operation.

Background Art

[0002] Conventionally, in an automatic train operation device (ATO) in the form of automation level 2 (Grades of Automation: GOA) where a driver is on board, there is a known device that regards ATO as a driving support device and is designed such that the driver's operation takes precedence even during automatic operation (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the conventional automatic train operation device as described above, intervention by the driver during automatic operation (ad hoc speed adjustment) is realized, for example, by manual operation of a master controller (hereinafter abbreviated as "mascon") installed on the driver's console of the train. However, when there is a conflict between the control of power running and braking by the automatic train operation device and the handling of the mascon by the driver, depending on the combination of notches in conflict, there is a possibility that the vehicle behavior unintended by the driver may occur, and there is room for improvement.

[0005] The present invention has been made paying attention to the above points, and an object of the present invention is to provide an automatic train operation device that can ensure safe operation while realizing vehicle behavior according to the driver's intention when the driver manually intervenes during automatic train operation.

Means for Solving the Problems

[0006] To achieve the above object, an automatic train operation device according to an aspect of the present invention interrupts the automatic operation control of the train when detecting an intervention of manual operation by the driver of the train during automatic operation, and when the speed of the train in the manual operation exceeds the allowable maximum speed corresponding to the maximum speed of the running section, it is configured to resume the automatic operation control and activate the service maximum brake. Further, the automatic train operation device may be configured to compare the speed of the train in the manual operation with the allowable maximum speed corresponding to the running section in the automatic operation control and a target speed lower than the allowable maximum speed after interrupting the automatic operation control, and resume the automatic operation control and activate the service brake according to the comparison result.

Advantages of the Invention

[0007] According to the automatic train operation device according to an aspect of the present invention, when the driver manually intervenes during the automatic operation of the train, it is possible to ensure safe operation while realizing the vehicle behavior according to the driver's intention.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a diagram showing a schematic configuration of a train T equipped with an automatic train operation device 1 according to an embodiment of the present invention. In FIG. 1, the train T is various vehicles that travel on a predetermined travel route R. The train T in the present embodiment is, for example, a vehicle (railway vehicle) that travels on rails with iron wheels. Railway vehicles include vehicles used for LRT (Light Rail Transit) and tramways. However, the train T is not limited to railway vehicles, and may be, for example, a vehicle that travels on a dedicated track with rubber tires or the like.

[0010] The running state of the train T is automatically controlled by the automatic train operation device 1. That is, automatic operation control is performed on the train T. In addition to the automatic train operation device 1 as on-vehicle equipment, the train T is provided with, for example, a speed generator 2, an on-vehicle unit 3, a drive device 4, a service brake device 5, an emergency brake device 6, and a master controller (master con) 7.

[0011] The speed generator 2 is attached to the axle of the train T and is connected to the automatic train operation device 1 by a cable. The speed generator 2 outputs a signal corresponding to the rotation speed of the axle of the train T. The output signal of the speed generator 2 is input to the automatic train operation device 1 via the cable.

[0012] The on-vehicle unit 3 is attached to the lower part (preferably the front lower part) of the train T and is connected to the automatic train operation device 1 by a cable. When the train T passes above the ground unit G installed on the travel route R, the on-vehicle unit 3 receives the ground unit information transmitted from the ground unit G. A plurality of ground units G are installed along the travel route R. The ground unit information received by the on-vehicle unit 3 is transmitted to the automatic train operation device 1 via the cable.

[0013] The drive device 4 has an electric motor (motor), an internal combustion engine (diesel engine), etc., which serve as the power source of the train T. Control commands output from the automatic train operation device 1 and control commands corresponding to the manual operation of the master controller 7 by the driver on the train T are given to the drive device 4 via a cable, and the driving force of the drive device 4 is controlled according to the control commands.

[0014] The service brake device 5 is a normal brake used for decelerating and stopping the train T. The emergency brake device 6 is a brake used when it is necessary to make an emergency stop of the train T in case of an accident or the like. The emergency brake device 6 can obtain a greater braking force than the service brake device 5. Control commands output from the automatic train operation device 1 and control commands corresponding to the manual operation of the master controller 7 by the driver are given to the service brake device 5 and the emergency brake device 6 via a cable, and the braking forces of the service brake device 5 and the emergency brake device 6 are controlled according to the control commands.

[0015] The master controller 7 is installed on the driver's cab (not shown) of the train T. The master controller 7 has at least one handle and is a device for the driver to manually operate the handle to control the propulsion (acceleration) and braking of the train T. The master controller 7 is also called the main controller. The master controller 7 determines the propulsion notch and the brake notch according to the driver's manual operation, and outputs the notch information to a control device (not shown) located at a position away from the master controller 7. In this embodiment, the notch information of the master controller 7 is also output to the master controller position determination unit 13 of the automatic train operation device 1 described later. The above control device controls the running state (acceleration, deceleration, coasting) of the train T by adjusting the driving state of the drive device 4, the service brake device 5 or the emergency brake device 6 according to the notch information from the master controller 7. That is, the train T is manually operated according to the operation of the master controller 7 by the driver. When the automatic train operation control of the train T is being carried out by the automatic train operation device 1, the driver can intervene in the ongoing automatic train operation control and perform flexible speed adjustment by manually operating the master controller 7.

[0016] In the automatic train operation device 1 according to the present embodiment, when it is detected that a driver intervenes in manual operation during automatic operation of the train T, the automatic operation control of the train T is interrupted. Then, when the speed of the train T in manual operation exceeds the allowable maximum speed corresponding to the maximum speed of each section on the running track R, the automatic operation control of the train T is resumed and the service maximum brake is activated. Hereinafter, a configuration example of the automatic train operation device 1 according to the present embodiment will be described in detail.

[0017] FIG. 2 is a block diagram showing a functional configuration example of the automatic train operation device 1. In FIG. 2, the automatic train operation device 1 has, for example, a speed / distance calculation unit 11, a track circuit detector 12, a master controller position determination unit 13, an on-vehicle database (DB) 14, and a running control unit 15.

[0018] The speed / distance calculation unit 11 calculates the speed and running distance of the train T based on the output signal from the speed generator 2. The calculation result of the speed / distance calculation unit 11 is transmitted to the running control unit 15.

[0019] The track circuit detector 12 detects whether the track circuit information transmitted from the track circuit G is received by the on-vehicle track circuit 3, and detects the track circuit information itself when reception is confirmed. The track circuit detector 12 can correct the position information of the train T grasped on the vehicle side (automatic train operation device 1) based on the detected track circuit information.

[0020] The master controller position determination unit 13 determines whether the handle of the master controller 7 is in the power position or the brake position, and also determines whether there is a change in the handle position of the master controller 7, that is, whether there is an operation (handle operation) of the master controller 7 by the driver. In the present embodiment, the master controller position determination unit 13 is configured to be able to determine the input position (number of steps) of the power notch and the input position (number of steps) of the brake notch based on the notch information output from the master controller 7. The determination result of the master controller position determination unit 13 is transmitted to the running control unit 15.

[0021] The on-vehicle database 14 stores information about the running route R and information about each wayside unit G. The information about the running route R includes the maximum speed information for each section on the running route R. The information about the wayside unit G includes the position information of each wayside unit G installed on the running route R (for example, the position information associated with the wayside unit ID).

[0022] The running control unit 15 performs automatic train operation control by controlling the running state of the train T according to the target speed pattern Pg. The target speed pattern Pg is a pattern indicating the change in the target speed Vg for running the train T so as not to exceed the maximum speed set for each section on the running route R. In the present embodiment, the running control unit 15 generates the allowable speed pattern Pa and the target speed pattern Pg in the automatic train operation control based on the position information of the train T grasped on the vehicle side and the information stored in the on-vehicle database 14. The allowable speed pattern Pa is a pattern indicating the change in the allowable maximum speed Va corresponding to the maximum speed of each section on the running route R. The target speed pattern Pg is generated such that the target speed Vg is lower than the allowable maximum speed Va by a predetermined value (for example, -3 km / h, etc.) with respect to this allowable speed pattern Pa. The details of the allowable speed pattern Pa and the target speed pattern Pg will be described later.

[0023] Further, when the driving control unit 15 determines that the control states of the driving device 4 and the service brake device 5 in the automatic driving control according to the target speed pattern Pg do not correspond to the determination result of the mass controller position determination unit 13, the driving control unit 15 detects the intervention of manual driving by the driver and interrupts the automatic driving control. Specifically, for example, when the mass controller position determination unit 13 determines that the handle of the mass controller 7 has been operated to the brake position while the driving device 4 is being controlled so that the running state of the train T accelerates (runs with power) according to the target speed pattern Pg, the running control unit 15 detects the intervention of manual driving by the driver, interrupts the automatic driving control of the train T, and switches to manual driving. Alternatively, when the mass controller position determination unit 13 determines that the handle of the mass controller 7 has been operated to the power running position while the service brake device 5 is being controlled so that the running state of the train T decelerates (brakes) according to the target speed pattern Pg, the running control unit 15 detects the intervention of manual driving by the driver, interrupts the automatic driving control of the train T, and switches to manual driving.

[0024] Furthermore, while the driving control unit 15 has interrupted the automatic driving control by detecting the intervention of manual driving, the driving control unit 15 monitors the speed of the train T calculated by the speed / distance calculation unit 11, that is, the running speed during manual driving by the driver. Then, the driving control unit 15 compares the running speed during manual driving with the allowable maximum speed Va and the target speed Vg corresponding to the running position of the train T in the allowable speed pattern Pa and the target speed pattern Pg, and resumes the automatic driving control of the train T according to the comparison result to automatically control the service brake device 5.

[0025] Next, the control operation of the automatic train operation device 1 according to the present embodiment will be described in detail with reference to the flowcharts of FIGS. 3 and 4. In the automatic train operation device 1 configured as described above, when the automatic driving control of the train T according to the target speed pattern Pg is started by the driving control unit 15, first, in step S100 of FIG. 3, it is determined whether the driving control unit 15 is in the power running output state. If it is in the power running output state (YES), the process proceeds to step S110. On the other hand, if it is not in the power running output state (NO), the process proceeds to step S200.

[0026] In step S110, upon receiving that the travel control unit 15 is in power running output, the microcomputer position determination unit 13 determines whether there is any handling (steering wheel operation) of the microcomputer 7 by the driver. If there is handling of the microcomputer 7 (YES), the process proceeds to step S120. On the other hand, if there is no handling of the microcomputer 7 (NO), the process returns to the above step S100.

[0027] In step S120, upon receiving that there is handling of the microcomputer 7 by the driver, the microcomputer position determination unit 13 determines whether the steering wheel of the microcomputer 7 is in the brake position. If it is in the brake position (YES), the process moves to step S140. On the other hand, if it is not in the brake position, that is, if the steering wheel of the microcomputer 7 is in the power running position or the neutral position (NO), the process proceeds to step S130.

[0028] In step S130, upon receiving that the steering wheel of the microcomputer 7 manually operated by the driver during the power running output of the travel control unit 15 is not in the brake position, the travel control unit 15 determines whether the input position (number of steps) of the power running notch in the microcomputer 7 is inconsistent with the number of steps of the power running notch being output. If it is inconsistent (YES), the process proceeds to step S140. On the other hand, if they are consistent (NO), the process returns to the above step S100.

[0029] In step S140, upon receiving that the steering wheel of the microcomputer 7 manually operated by the driver during the power running output of the travel control unit 15 is in the brake position (YES in S120), or that the number of steps of the power running notch being output is inconsistent with the input position of the power running notch in the microcomputer 7 (YES in S130), the travel control unit 15 stops the power running output. Thereby, the automatic train operation control of the train T by the automatic train operation device 1 is interrupted, and the process moves to step S400 in FIG. 4.

[0030] In step S200 (Fig. 3), in the automatic train operation device 1, it is determined whether the running control unit 15 is in the brake output state. If it is in the brake output state (YES), the process proceeds to step S210. On the other hand, if it is not in the brake output state (NO), the process moves to step S300.

[0031] In step S210, in response to the running control unit 15 being in the brake output state, the mass controller position determination unit 13 determines whether there has been any handling (steering wheel operation) of the mass controller 7 by the driver. If there has been handling of the mass controller 7 (YES), the process proceeds to step S220. On the other hand, if there has been no handling of the mass controller 7 (NO), the process returns to the above step S100.

[0032] In step S220, in response to there having been handling of the mass controller 7 by the driver, the mass controller position determination unit 13 determines whether the steering wheel of the mass controller 7 is in the power running position. If it is in the power running position (YES), the process moves to step S240. On the other hand, if it is not in the power running position, that is, if the steering wheel of the mass controller 7 is in the brake position or the neutral position (NO), the process proceeds to step S230.

[0033] In step S230, in response to the steering wheel of the mass controller 7 manually operated by the driver not being in the power running position during the brake output of the running control unit 15, the running control unit 15 determines whether the input position (number of steps) of the brake notch in the mass controller 7 is inconsistent with the number of steps of the brake notch being output. If it is inconsistent (YES), the process proceeds to step S240. On the other hand, if they are consistent (NO), the process returns to the above step S100.

[0034] In step S240, in response to the fact that the steering wheel of the master controller 7 manually operated by the driver is in the power application position during the brake output of the running control unit 15 (YES in S220), or the fact that the number of stages of the brake notch being output does not match the input position of the brake notch of the master controller 7 (YES in S230), the running control unit 15 stops the brake output. As a result, the automatic operation control of the train T by the automatic train operation device 1 is interrupted, and the process proceeds to step S400 in FIG. 4.

[0035] In step S300 (FIG. 3), in response to the fact that the running control unit 15 is not outputting either power application or braking, that is, the running state of the train T under automatic operation control is in coasting, the master controller position determination unit 13 determines whether or not there has been any handling (steering wheel operation) of the master controller 7 by the driver. If there has been handling of the master controller 7 (YES), the process proceeds to step S310. On the other hand, if there has been no handling of the master controller 7 (NO), the process returns to the above step S100.

[0036] In step S310, in response to the fact that there has been handling of the master controller 7 by the driver, the master controller position determination unit 13 determines whether or not the steering wheel of the master controller 7 is in the power application position or the brake position. If it is in the power application position or the brake position (YES), the process proceeds to step S320. On the other hand, if it is not in the power application position or the brake position, that is, if the steering wheel of the master controller 7 is in the neutral position (NO), the process returns to the above step S100.

[0037] In step S320, in response to the fact that the steering wheel of the master controller 7 manually operated by the driver is in the power application position or the brake position during coasting under automatic operation control, the running control unit 15 is made not to perform control of power application and braking. As a result, the automatic operation control of the train T by the automatic train operation device 1 is interrupted, and the process proceeds to step S400 in FIG. 4.

[0038] In step S400 (FIG. 4), in response to the interruption of the automatic train operation control of train T by the automatic train operation device 1 (S140, S240, or S320), the operation mode is switched to manual operation in which the running state of train T is controlled according to the handle operation of the master controller 7 by the driver. During the manual operation by the driver, the running control unit 15 of the automatic train operation device 1 monitors the speed of train T calculated by the speed / distance calculation unit 11.

[0039] In the subsequent step S410, the running control unit 15 determines whether or not the speed of train T during manual operation exceeds the allowable maximum speed Va corresponding to the running position of train T in the allowable speed pattern Pa. If the allowable maximum speed Va is exceeded (YES), the process proceeds to step S420. On the other hand, if the allowable maximum speed Va is not exceeded, that is, if the speed during manual operation is equal to or less than the allowable maximum speed Va (NO), the process proceeds to step S440.

[0040] In step S420, in response to the fact that the speed during manual operation exceeds the allowable maximum speed Va, the automatic train operation device 1 resumes the automatic operation control according to the target speed pattern Pg. Then, in step S430, since the speed of train T at the time of resuming the automatic operation control exceeds the target speed Vg and exceeds the allowable maximum speed Va, the service brake device 5 is controlled by the running control unit 15 so that the service maximum brake is activated. As a result, the automatic operation control for keeping the speed of train T equal to or less than the allowable speed pattern Pa is performed, and the process proceeds to step S470.

[0041] In step S440, in response to the speed during manual operation not exceeding the allowable maximum speed Va (being less than or equal to the allowable maximum speed Va), the running control unit 15 determines whether the speed of the train T during manual operation has approached the target speed Vg corresponding to the deceleration or stop control of the train T in the target speed pattern Pg. For example, when the train T is approaching a signal showing a stop or a stop station and is in a situation where it should decelerate or stop, the target speed Vg indicated by the target speed pattern Pg used for automatic operation control decreases as the train T progresses. Along with this decrease in the target speed Vg, a situation may occur where the speed of the train T during manual operation approaches the target speed Vg while maintaining a state of being less than or equal to the allowable maximum speed Va. In this embodiment, when such a situation occurs, the automatic operation control is restarted and the automatic control of the service brake device 5 is performed so that the service brake is actuated.

[0042] Specifically, that the speed of the train T during manual operation in step S440 has approached the target speed Vg can be determined, for example, by the difference between the speed of the train T during manual operation and the target speed Vg becoming less than or equal to a predetermined value. If the speed of the train T during manual operation has approached the target speed Vg (YES), the process proceeds to step S450. On the other hand, if the speed of the train T during manual operation has not approached the target speed Vg (NO), the process moves to step S480.

[0043] In step S450, in response to the speed of the train T during manual operation having approached the target speed Vg, the automatic train operation device 1 restarts the automatic operation control according to the target speed pattern Pg. Then, in step S460, since the speed of the train T at the time of restarting the automatic operation control is generally the target speed Vg, the running control unit 15 controls the service brake device 5 so that the service brake is actuated. As a result, automatic operation control for decelerating the speed of the train T according to the target speed pattern Pg is performed, and the process moves to step S470.

[0044] In step S470, in response to the operation of the service maximum brake or the service brake (S430 or S460) due to the resumption of the automatic driving control, the automatic train operation device 1 determines whether the train T has stopped. When it is determined that the train T has stopped, the automatic driving control ends. On the other hand, if the train T has not stopped, the process returns to step S100 (Fig. 3) described above.

[0045] In step S480, in response to the fact that the speed of the train T during manual operation has not approached the target speed Vg (NO in S440), it is determined whether the driver's manual intervention has ended. The end of the manual intervention can be determined, for example, when a signal indicating that the automatic driving button provided on the driver's cab has been pressed is transmitted to the travel control unit 15. Note that in a situation where the position of the master controller 7 has simply returned to the predetermined position (neutral position) during the implementation of the automatic driving control, since there is a possibility that the driver is continuing a manual operation in which neither power running nor braking is performed (coasting), the end of the driver's manual intervention is not determined. When the driver's manual intervention has ended (YES), in the next step S490, the automatic train operation device 1 resumes the automatic driving control according to the target speed pattern Pg and returns to the above step S100 (Fig. 3). On the other hand, when the driver's manual intervention has not ended and the manual operation is continuing (NO), the process returns to the above step S410.

[0046] Regarding the change in the running state of the train T controlled by the series of processes of steps S100 to S490 as described above, a specific example will be described in detail with reference to Figs. 5 and 6.

[0047] Fig. 5 shows an example of the change in the running state when the driver decelerates the train T during automatic driving by manual intervention. In the example of Fig. 5, there is a preceding train in the forward direction of travel of the train T, and a plurality of signal lights are arranged along the travel path R between the train T and the preceding train. Here, the signal light closest to the preceding train shows a stop indication (R indication), the second closest signal light shows a caution indication (Y indication), and the third closest signal light shows a proceed indication (G indication).

[0048] In such a situation, in the travel control unit 15 of the automatic train operation device 1, an allowable speed pattern Pa (dashed-dotted line) and a target speed pattern Pg (thin broken line) for stopping the train T before the signal with an R indication are generated, and automatic operation control of the train T is performed according to the target speed pattern Pg. The train T is under automatic operation control when it passes the signal with a G indication (thin solid line, T1). When the driver of the train T visually recognizes that the signal ahead shows a Y indication, in order to decelerate the train T under automatic operation control at the target speed Vg, the driver manually intervenes by operating the handle of the master controller 7. When the handling (handle operation) of the master controller 7 by this driver is detected by the automatic train operation device 1, the automatic operation control is interrupted and switched to manual operation (thick solid line, T2 to T3).

[0049] During manual operation, the driver inserts the handle of the master controller 7 into the brake position so that the speed of the train T gradually decelerates from Vg to Vy before the signal with a Y indication. As a result, the speed of the train T drops below the target speed Vg of the automatic operation control (T2). At this time, since the automatic operation control by the automatic train operation device 1 is interrupted, power running (acceleration) along the target speed pattern Pg is not performed. When the speed of the train T reaches Vy, the driver inserts the handle of the master controller 7 into the power running position or the neutral position and performs manual operation so that the speed Vy of the train T is generally maintained constant (T3).

[0050] When the train T approaches the signal with an R indication, the target speed Vg indicated by the target speed pattern Pg in the automatic operation control decreases, and the speed of the train T maintained at Vy by manual operation approaches the target speed Vg. At this point, the automatic operation control by the automatic train operation device 1 is resumed (thick broken line, T4). That is, when the speed of the train T during manual operation approaches the target speed Vg corresponding to the deceleration or stop control in the target speed pattern Pg, even if the driver continues to operate the handle of the master controller 7, the automatic operation control by the automatic train operation device 1 is forcibly resumed. When the automatic operation control is resumed, the service brake operates so that the speed of the train T decelerates according to the target speed pattern Pg, and the train T automatically stops before the signal with an R indication.

[0051] Figure 6 shows an example of the change in the running state when the driver accelerates the train T during automatic operation by manual intervention. In the example of Figure 6, the change in the running state of the train T from the departure from Station A to the stop at Station B is shown.

[0052] When the train T departs from Station A, the travel control unit 15 of the automatic train operation device 1 generates an allowable speed pattern Pa (dashed line) and a target speed pattern Pg (thin dashed line) for the train T to travel between Station A and Station B at a required speed and stop at a fixed position at Station B. Then, when the train T departs from Station A, automatic operation control according to the target speed pattern Pg is performed by the travel control unit 15 (thin solid line, T1). Specifically, the running state of the train T is automatically controlled to power running (acceleration) so that the speed of the train T becomes the target speed Vg.

[0053] When the speed of the train T during automatic operation approaches the target speed Vg, for example, when it is necessary to run the train T at a speed higher than the target speed Vg to reduce, for example, timetable disruptions, the driver manually intervenes by operating the steering wheel of the master controller 7 to accelerate the train T during automatic operation control. When the handling (steering wheel operation) of the master controller 7 by the driver is detected by the automatic train operation device 1, the automatic operation control is interrupted and switched to manual operation (thick solid line, T2).

[0054] During manual operation, the driver turns the steering wheel of the master controller 7 to the power running position so that the train T runs at a speed slightly lower than the maximum allowable speed Va indicated by the allowable speed pattern Pa. As a result, the speed of the train T rises above the target speed Vg of the automatic operation control. At this time, since the automatic operation control by the automatic train operation device 1 is interrupted, deceleration along the target speed pattern Pg is not performed. When the speed of the train T approaches the maximum allowable speed Va, the driver adjusts the input position (number of steps) of the power running notch of the master controller 7 or turns the steering wheel to the neutral position to perform manual operation so that the speed is generally maintained at a speed slightly lower than the maximum allowable speed Va.

[0055] When the train T approaches Station B, the driver turns the steering wheel of the master controller 7 to the brake position to decelerate the train T. At this time, when the speed of the train T during manual operation approaches and decelerates to about the same level as the target speed Vg indicated by the target speed pattern Pg in the automatic operation control, the automatic train operation device 1 resumes the automatic operation control (thick dashed line, T3), and the service brake operates so that the speed of the train T decelerates according to the target speed pattern Pg. In addition, when the deceleration by the driver's steering wheel operation is insufficient and the speed of the train T during manual operation exceeds the maximum allowable speed Va indicated by the allowable speed pattern Pa in the automatic operation control, even if the driver continues to operate the steering wheel of the master controller 7, the automatic operation control by the automatic train operation device 1 is forcibly resumed, and the service maximum brake operates so that the speed of the train T decelerates according to the allowable speed pattern Pa. As described above, by comparing the speed of the train T in manual operation with the target speed Vg and the maximum allowable speed Va corresponding to the running section in the automatic operation control, and resuming the automatic operation control according to the comparison result to operate the service brake device 5, the train T automatically stops at the stop position of Station B.

[0056] As described above, in the automatic train operation device 1 of the present embodiment, when the intervention of manual operation by the driver of the train T during automatic operation is detected, the automatic operation control of the train T is interrupted, and when the speed of the train T in manual operation exceeds the maximum allowable speed Va, the automatic operation control of the train T is resumed and the service maximum brake operates. Thereby, when the driver manually intervenes during the automatic operation control of the train T, it is possible to ensure safe operation while realizing the vehicle behavior according to the driver's intention.

[0057] Further, in the automatic train operation device 1 of the present embodiment, after the automatic operation control is interrupted, the speed of the train T in manual operation is compared with the maximum allowable speed Va and the target speed Vg corresponding to the running section in the automatic operation control, and the automatic operation control of the train T is resumed according to the comparison result and the service brake operates. Thereby, it becomes possible to smoothly decelerate or stop the train T after the resumption of the automatic operation control.

[0058] Furthermore, in the automatic train operation device 1 of the present embodiment, information indicating the power running and braking states of the train T is input, and when the input information does not correspond to the contents of each control command for power running and braking in the automatic operation control, the intervention of manual operation by the driver is detected. As a result, the automatic operation control of the train T can be interrupted at the appropriate timing and switched to manual operation, and it becomes possible to surely and easily realize the vehicle behavior as intended by the driver.

[0059] In addition, in the automatic train operation device 1 of the present embodiment, since the input information is information indicating the operation state of the mass controller 7 mounted on the train T, the intervention of manual operation by the driver can be accurately detected and the switching from automatic operation to manual operation can be surely performed.

[0060] 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 various modifications and changes are possible based on the technical idea of the present invention.

[0061] For example, in the above-described embodiment, an example in which the mass controller position determination unit 13 is configured to be able to determine the input positions (number of steps) of the power running notch and the braking notch has been described. However, it is not necessary to be able to finely determine the input position of the notch. When the mass controller position determination unit 13 can only determine whether the handle of the mass controller 7 is in the power running position or the braking position, the processes of steps S130 and S230 in the flowchart of FIG. 3 can be omitted.

Explanation of Reference Numerals

[0062] 1... Automatic train operation device, 2... Tachogenerator, 3... On-vehicle unit, 4... Driving device, 5... Service brake device, 6... Emergency brake device, 7... Mass controller, 11... Speed and distance calculation unit, 12... Wayside unit detector, 13... Mass controller position determination unit, 14... On-vehicle database, 15... Running control unit, G... Wayside unit, Pa... Allowable speed pattern, Pg... Target speed pattern, R... Running path, T... Train, Va... Allowable maximum speed, Vg... Target speed

Claims

1. When detecting the intervention of manual operation by the driver of a train during automatic operation, interrupt the automatic operation control of the train. When the speed of the train in the manual operation exceeds the allowable maximum speed corresponding to the maximum speed of the running section, resume the automatic operation control and activate the service maximum brake. An automatic train operation device.

2. After interrupting the automatic operation control, compare the speed of the train in the manual operation with the allowable maximum speed corresponding to the running section in the automatic operation control and a target speed lower than the allowable maximum speed, and resume the automatic operation control according to the comparison result and activate the service brake. The automatic train operation device according to claim 1.

3. When information indicating the power running and braking states of the train is input, and the input information does not correspond to the contents of each control command for power running and braking in the automatic operation control, detect the intervention of the manual operation. The automatic train operation device according to claim 1.

4. The input information is information indicating the operation state of a master controller mounted on the train. The automatic train operation device according to claim 3.

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