Automatic train operation device

Abstract

To provide an automatic train operation device allowing a train to stop at an appropriate position when there occurs an event that obstructs train running in a path ahead of the train.SOLUTION: An automatic train operation device 1 comprises a running control unit 15 that controls a train in accordance with an operation pattern, and is configured to generate, when acquiring information of distance to a stop target position of a station on the basis of trackside transponder information from a trackside transponder, a stop pattern for causing the train to stop at the stop target position as the operation pattern, and delete the stop pattern when acquiring opening information indicating that the station is a station where a train passes without stopping and that the path ahead of the station is open from a different trackside transponder installed between the trackside transponder and the station.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] An example of an automatic train operation device is described in Patent Document 1. The automatic train operation device described in Patent Document 1 is configured to check operation information recognized on board the train against operation information transmitted from the ground to confirm whether the next station the train will arrive at is a stop station or a passing station for the train, and if it is a stop station, to generate a fixed-position stopping target pattern and control the deceleration of the train so that it follows that pattern, and if it is a passing station, to maintain constant running at the target speed of the train without generating a pattern. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2003-54409 Summary of the Invention [Problem to be solved by the invention]

[0004] While a train is traveling, if an event that interferes with train operation occurs on the route ahead, the train must be stopped. For example, if an event that interferes with train operation occurs on the route beyond the next station a train is to reach, a situation may arise in which the train must be stopped without passing through that station, even if that station is a through station. In such a case, it is not only important to stop the train reliably, but also desirable to stop the train at an appropriate location, considering the possibility that train operation may be suspended thereafter. However, because stopping the train at a location where it is not scheduled to stop is required, achieving this with conventional automatic train operation systems has been a challenge.

[0005] An object of the present invention is to provide an automatic train operation device that can stop a train at an appropriate position when an event that hinders train operation occurs on the route ahead of the train. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided a novel automatic train operation device that controls trains according to an operation pattern, and is configured to acquire distance information to a predetermined position based on ground coil information from a ground coil, generate a stop pattern as the operation pattern for stopping the train at the predetermined position, and erase the stop pattern when it acquires open route information indicating that the route beyond the predetermined position is open from another ground coil installed between the ground coil and the predetermined position. [Effects of the Invention]

[0007] When the stop pattern is generated as the operation pattern, the train runs in a state where it can stop at the predetermined position. Here, the predetermined position can be set at an appropriate position in advance. Furthermore, the stop pattern is not erased unless open route information indicating that the route beyond the predetermined position is open is acquired. Therefore, according to the present invention, it is possible to provide an automatic train operation device that can stop a train at an appropriate position when an event that interferes with train operation occurs on the route ahead of the train. [Brief explanation 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. [Figure 2] FIG. 2 is a block diagram showing an example of a functional configuration of the automatic train operation device. [Figure 3] FIG. 2 is a diagram showing an example of a track on which the train runs. [Figure 4] 3A and 3B are diagrams illustrating an example of the operation of the automatic train operation device. [Figure 5]3A and 3B are diagrams illustrating an example of the operation of the automatic train operation device. [Figure 6] 3A and 3B are diagrams illustrating an example of the operation of the automatic train operation device. [Figure 7] 3A and 3B are diagrams illustrating an example of the operation of the automatic train operation device. [Figure 8] 3A and 3B are diagrams illustrating an example of the operation of the automatic train operation device. [Figure 9] FIG. 10 is a diagram showing another example of a track on which the train runs. [Figure 10] FIG. 10 is a diagram illustrating an example of the operation of an automatic train operation device according to another embodiment. [Figure 11] FIG. 10 is a diagram illustrating an example of the operation of an automatic train operation device according to another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the terms "first," "second," etc. are used simply to distinguish between similar elements and are not intended to limit the elements to which they are attached.

[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 also be a vehicle that travels on a dedicated track with rubber tires or the like.

[0011] The running state of the train T can be controlled by an automatic train operation device 1 mounted on the train T. That is, the train T can be automatically operated by the automatic train operation device 1. In this embodiment, the automatic train operation device 1 is based on an automatic train stop (ATS) device, and is configured to generate a pattern based on information acquired from a ground coil G installed on the running path R of the train T to control the train T. In this embodiment, in addition to the automatic train operation device 1, the train T is also equipped with a tachometer generator 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 or the like.

[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 passing above the on-board coil 5, the on-board coil 5 receives information (beam coil information) transmitted from the beam coil G installed on the running track R. The beam coil information received by the on-board coil 5 is provided to the automatic train operation device 1 via a cable or the like. Note that although only one beam coil G is shown in FIG. 1, in reality, multiple beam coils G are installed along the running track R (see FIG. 3). Furthermore, the beam coil information of the beam coil G may include a beam coil ID, which is identification information for the beam coil G, and various information according to the location where the beam 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 for 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 system 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 the functional configuration of the automatic train operation device 1. In this embodiment, the automatic train operation device 1 includes a speed / distance calculation unit 11, a ground coil detection unit 13, an on-board database (on-board DB) 14, and a running control unit 15.

[0017] The speed / distance calculation unit 11 calculates the speed and travel distance of the train T based on the output signal of the tachograph 3. The calculation results of the speed / distance calculation unit 11 are provided to the travel control unit 15.

[0018] The ground coil detection unit 13 detects that the on-board coil 5 has received the ground coil information of the ground coil G transmitted from the on-board coil G. In other words, the ground coil detection unit 13 detects that the train T (the on-board coil 5 of the train T) 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 given to the running control unit 15.

[0019] The on-board DB 14 stores information about the train T and the running route R. The information about the train T includes the train type of the train T (local train, express train, etc.), the characteristics of the drive unit 7, and the characteristics of the braking unit 9. The information about the running route R includes type information about the ground coil G (for example, the type associated with the ground coil ID), position information about the ground coil G (for example, the position information associated with the ground coil ID), maximum speed information (including the speed limit of curves, etc.) in each section of the running route R (including speed-limited sections such as curves), position information about each station on the running route R, and passing / stopping information according to the train type at each station on the running route R.

[0020] The running control unit 15 grasps the speed and position of the train T based on the calculation results of the speed / distance calculation unit 11 and the position information of the ground coil G. The running control unit 15 also generates a pattern to control the running of the train T. The generated pattern indicates the speed of the train T relative to the position of the train T. In this embodiment, the running control unit 15 generates a safety pattern indicating an allowable upper limit speed and an operation pattern indicating a target speed lower than the allowable upper limit speed.

[0021] The safety pattern may be an ATS speed check pattern and / or a speed check pattern based on the ATS speed check pattern. The safety pattern may also include a traffic light violation prevention pattern. The traffic light violation prevention pattern is a pattern for preventing train T from violating a traffic light when the traffic light is indicating a stop phase.

[0022] The operation patterns include an external stopping pattern for a traffic signal and a fixed position stopping pattern for stopping at a station (hereinafter referred to as a "TASC pattern"). The external stopping pattern for a traffic signal corresponds to an overtaking protection pattern for a traffic signal, and is a pattern in which a predetermined position outside the traffic signal is set as the stopping target for train T. The TASC pattern is a stopping pattern for stopping train T at the target stopping position of the station.

[0023] When the running control unit 15 generates the safety pattern and the operation pattern, it controls the running state of the train T in accordance with the generated operation pattern. That is, the running control unit 15 gives a control command to the driving unit 7 and / or the braking unit 9 to accelerate, run at a constant speed, coast, or decelerate the train T so that the train T follows the operation pattern. Furthermore, when the speed of the train T exceeds the corresponding speed in the safety pattern, the running control unit 15 gives a control command to the braking unit 9 to decelerate and / or stop the train T.

[0024] FIG. 3 shows an example of a roadway R on which a train T travels. The roadway R shown in FIG. 3 is a roadway R on which the train T travels in the direction of the arrow. In FIG. 3, station A is, for example, the starting station of the train T, and station B is the station that the train T arrives at after station A. Also, on the roadway R, a departure signal 20 for station A, a home signal 30 for station B, and a departure signal 40 for station B are installed. Furthermore, in Figure 3, the ground coils G installed on the running path R include the ground coil G21 directly below the departure signal 20 at Station A, which is a ground coil associated with the departure signal 20 at Station A, the long ground coil G31 and directly below ground coil G32 of the home signal 30 at Station B, which are ground coils associated with the home signal 30 at Station B, the TASC ground coil G51 at Station B, and the long ground coil G41 and directly below ground coil G42 of the departure signal 40 at Station B, which are ground coils associated with the departure signal 40 at Station B.

[0025] Next, an example of the operation of the automatic train operation device 1 will be described with reference to Fig. 4 to Fig. 8. Here, a case will be described in which train T runs on the running path R shown in Fig. 3, train T is an express train, and station B is a passing station for the express train (i.e., train T). For convenience of explanation, in Fig. 4 to Fig. 8, train T is shown on the horizontal axis of a graph with the horizontal axis representing position and the vertical axis representing speed.

[0026] Train T departs from Station A on the condition that the departure signal 20 at Station A is indicating a proceed aspect, and the running control unit 15 causes train T to run at a speed equal to or lower than a predetermined speed. When train T, which has departed from Station A, reaches the ground coil G21 directly below the departure signal 20 at Station A, the on-board coil 5 receives the ground coil information of the ground coil G21 directly below the departure signal 20 at Station A, and this is detected by the ground coil detection unit 13. The detection result is provided to the running control unit 15 together with the ground coil information received by the on-board coil 5. The ground coil information received by the on-board coil 5 includes the ground coil ID of the ground coil G21 directly below the departure signal 20 at Station A and the proceed aspect information of the departure signal 20 at Station A.

[0027] The travel control unit 15 then determines the position of the train T based on the ground coil information of the ground coil G21 directly below the departure signal 20 at Station A and the information stored in the on-board DB 14, and generates a first safety pattern SP1 and a first operation pattern OP1 as shown in Fig. 4. The first safety pattern SP1 includes a first trespassing protection pattern P11 for the home signal 30 at Station B, which is the next station that train T will arrive at, and the first operation pattern OP1 includes a first external stop pattern P21 for the home signal 30 at Station B. The first external stop pattern P21 is a pattern in which a first predetermined position S1 outside the home signal 30 at Station B is set as the stopping target, and the first predetermined position S1 is set at a position between the long ground coil G31 and the directly below ground coil G32 of the home signal 30 at Station B.

[0028] When the running control unit 15 generates the first safety pattern SP1 and the first operation pattern OP1, it controls the running state of the train T in accordance with the first operation pattern OP1.

[0029] Thereafter, when train T reaches long beacon G31 of home signal 30 at station B, on-board beacon 5 receives beacon information from long beacon G31 of home signal 30 at station B, which is detected by beacon detection unit 13. The detection result is provided to running control unit 15 together with the beacon information received by on-board beacon 5. If home signal 30 at station B is indicating a go aspect, the beacon information received by on-board beacon 5 includes the beacon ID of long beacon G31 of home signal 30 at station B and the go aspect information of home signal 30 at station B, and if home signal 30 at station B is indicating a stop aspect, the beacon ID of long beacon G31 of home signal 30 at station B and the stop aspect information of home signal 30 at station B.

[0030] When train T arrives at long ground coil G31 of station B's home signal 30 while station B's home signal 30 is indicating a proceed phase, i.e., when the ground coil information received by on-board coil 5 includes the ground coil ID of long ground coil G31 of station B's home signal 30 and the proceed phase information of station B's home signal 30, the running control unit 15 generates a second safety pattern SP2 to update the safety pattern and a second operation pattern OP2 to update the operation pattern based on the ground coil ID of long ground coil G31 of station B's home signal 30 and the information stored in on-board DB 14, as shown in Figure 5. The second safety pattern SP2 includes a second overrun protection pattern P12 for station B's departure signal 40, and the second operation pattern OP2 includes a second off-board stop pattern P22 for station B's departure signal 40. The second outside stop pattern P22 is a pattern in which the second predetermined position S2 outside the departure signal 40 of station B is set as the stop target. ST and the ground coil G42 directly below the departure signal 40 at Station B.

[0031] When the running 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 second operation pattern OP2, which is the updated operation pattern. As a result, the train T runs through the home signal 30 at station B.

[0032] On the other hand, although not shown, if train T arrives at long ground coil G31 of home signal 30 of station B when the home signal 30 of station B is indicating a stop phase, i.e., if the ground coil information received by on-board coil 5 includes the ground coil ID of long ground coil G31 of home signal 30 of station B and the stop phase information of home signal 30 of station B, the running control unit 15 does not update the safety pattern and the operation pattern. Therefore, the running control unit 15 continues to control the running state of train T according to the first operation pattern OP1, and train T stops at the first predetermined position S1.

[0033] As a result of the running control unit 15 controlling the running state of the train T in accordance with the second operation pattern OP2, when the train T approaches further toward station B and reaches the TASC ground coil G51 at station B, the on-board coil 5 receives the ground coil information of the TASC ground coil G51, and this is detected by the ground coil detection unit 13. The detection result is provided to the running control unit 15 together with the ground coil information received by the on-board coil 5. The ground coil information received by the on-board coil 5 includes the ground coil ID of the TASC ground coil G51 and the distance from the TASC ground coil G51 (i.e., train T) to the stop target position S at station B. ST and distance information to

[0034] 6, the running control unit 15 generates the TASC pattern P3 as an operation pattern. The TASC pattern P3 is a pattern in which the train T is stopped at the target stop position S ST This is a pattern to stop the

[0035] As described above, train T is an express train, and the running control unit 15 recognizes this from the information stored in the on-board DB 14. Furthermore, based on the ground coil information of the TASC ground coil G51 and / or the information stored in the on-board DB 14, the running control unit 15 understands that station B is a passing station for express trains (i.e., train T). Therefore, even if the running control unit 15 acquires the ground coil information of the TASC ground coil G51 of station B, it basically does not stop train T from the stop target position S of station B. ST However, in this embodiment, it is assumed that an event that hinders train operation occurs on the running track R beyond station B, and more specifically, it is considered that the operation of train T may be stopped as a result, and in addition, when an event that hinders train operation occurs on the running track R beyond station B, train T is not only stopped, but also moved to a more appropriate position, in this case, train T is moved to the stop target position S of station B. ST In order to make it possible to stop the motor immediately, the TASC pattern P3 is generated.

[0036] In other words, when the running control unit 15 acquires distance information to the target stop position of a station from the ground coil, it generates the TASC pattern P3 as an operation pattern for stopping the train T at the target stop position of the station, regardless of whether the station is a stop station of the train T or a passing station.

[0037] When the running control unit 15 generates the TASC pattern P3, the second operation pattern OP2 and the TASC pattern P3 coexist as operation patterns (see FIG. 6). When multiple operation patterns coexist in this way, the running control unit 15 selects the operation pattern that results in a lower speed of the train T relative to the position of the train T in order to control the train T on the safe side. Therefore, after generating the TASC pattern P3, the running control unit 15 controls the running state of the train T according to the TASC pattern P3, not the second operation pattern OP2.

[0038] When the running control unit 15 controls the running state of the train T in accordance with the TASC pattern P3 and the train T arrives at the long beacon G41 of the departure signal 40 of station B, the on-board terminal 5 receives beacon information from the long beacon G41 of the departure signal 40 of station B, which is detected by the beacon detection unit 13. The detection result is provided to the running control unit 15 together with the beacon information received by the on-board terminal 5. The beacon information received by the on-board terminal 5 includes the beacon ID of the long beacon G41 of the departure signal 40 of station B and the proceed aspect information of the departure signal 40 of station B when the departure signal 40 of station B is in a go aspect, and includes the beacon ID of the long beacon G41 of the departure signal 40 of station B and the stop aspect information of the departure signal 40 of station B when the departure signal 40 of station B is in a stop aspect. Here, the fact that the departure signal 40 at Station B is showing a proceed aspect means that the train T can travel on the running track R beyond Station B, that is, the route beyond Station B is open. Therefore, the proceed aspect information of the departure signal 40 at Station B can also be said to be open information that shows that the route beyond Station B is open.

[0039] When train T arrives at long ground coil G41 of departure signal 40 at station B while departure signal 40 at station B is indicating a proceed phase, i.e., when the ground coil information received by on-board coil 5 includes the ground coil ID of long ground coil G41 of departure signal 40 at station B and the proceed phase information of departure signal 40 at station B, running control unit 15 generates third safety pattern SP3 to update the safety pattern and generates third operation pattern OP3 to update the operation pattern based on the ground coil ID of long ground coil G41 of departure signal 40 at station B and the information stored in on-board DB 14, as shown in Figure 7. Third safety pattern SP3 includes, for example, a forcing protection pattern (not shown) for the home signal of the station where train T will arrive next after station B, and third operation pattern OP3 includes, for example, an off-board stop pattern (not shown) for the home signal of the station where train T will arrive next after station B. Furthermore, since station B is a passing station of train T, the running control unit 15 erases TASC pattern P3.

[0040] The running control unit 15 updates the safety pattern and operation pattern (SP2 → SP3, OP2 → OP3) and erases the TASC pattern P3, and then controls the running state of the train T according to the third operation pattern OP3, which is the updated operation pattern. As a result, the train T runs past station B.

[0041] On the other hand, if the train T arrives at the long way coil G41 of the departure signal 40 of station B when the departure signal 40 of station B is indicating a stop phase, that is, if the way coil information received by the on-board coil 5 includes the way coil ID of the long way coil G41 of the departure signal 40 of station B and the stop phase information of the departure signal 40 of station B, the running control unit 15 does not update the safety pattern and the operation pattern, and does not erase the TASC pattern P3, as shown in FIG. 8. Therefore, the running control unit 15 continues to control the running state of the train T according to the TASC pattern P3. As a result, the train T reaches the stop target position S of station B without passing through station B, which it would normally pass through. ST Stop at.

[0042] The running control unit 15 determines whether the train T is at the stop target position S STThe second safety pattern SP2 (second advance protection pattern P12) is erased, for example, when train T departs station B and acquires the progress aspect information of departure signal 40 at station B from ground coil G42 directly below departure signal 40 at station B via on-board coil 5.

[0043] In this embodiment, the stop target position S ST , the TASC ground coil G51 at Station B, the TASC pattern P3, and the long ground coil G41 of the departure signal 40 at Station B correspond to the "predetermined position," "ground coil," "stop pattern," and "other ground coil" in the present invention, respectively.

[0044] As described above, the automatic train operation device 1 according to the embodiment generates a safety pattern and an operation pattern and controls the train T according to the operation pattern. In addition, the automatic train operation device 1 according to the embodiment transmits the stop target position S of the station B from the TASC ground coil G51 of the station B via the on-board coil 5. ST The distance information is acquired and train T is set to the target stop position S at station B. ST The automatic train operation device 1 according to the embodiment is configured to erase the TASC pattern P3 when station B is a passing station of the train T and when the automatic train operation device 1 acquires, via the on-board coil 5, the progress aspect information of the departure signal 40 of station B, in other words, open information indicating that the route beyond station B is open.

[0045] Therefore, the automatic train operation device 1 according to the embodiment controls the train T to pass through station B when the route beyond station B, which is a passing station of the train T, is open, but when the route beyond station B is not open, that is, when an event that hinders train operation occurs on the route R beyond station B, the automatic train operation device 1 controls the train T to stop at station B, where the train T would not normally stop, and furthermore, controls the train's stop target position S at station B. STTherefore, when the operation of train T is stopped due to an event that interferes with the train's running, it becomes possible to allow passengers of train T to safely disembark at stations where train T would not normally stop.

[0046] In the above-described embodiment, the running control unit 15 determines the stop target position S ST The TASC pattern P3 is generated by acquiring the distance information to the station B. However, this is not limited to this. In addition to the position information of the ground coil G, the stop target position S ST and / or the stop target position S at Station B from the ground coil G21 directly below the departure signal 20 at Station A. ST When the distance information to the target stop position S is stored in the on-board DB 14, the travel control unit 15 determines the target stop position S from, for example, the ground coil information of the directly below ground coil G21 and the information stored in the on-board DB 14. ST The TASC pattern P3 may be generated by acquiring distance information to the target point.

[0047] Furthermore, the above-described embodiment makes it possible to stop train T at a target stop position at a station where train T would not normally stop if an event that interferes with train travel occurs on travel path R ahead of train T. However, this is not limited to this. The present invention may also be applied to a predetermined location on travel path R where the possibility of an event that interferes with train travel occurring is higher than at other locations on travel path R. Other embodiments will be described below.

[0048] Consider a case where a "railroad crossing RC" or a "section RS where traffic restrictions may be imposed" exists on the travel path R as a location where an event that interferes with train operation is more likely than other locations to occur. In this case, as shown in FIG. 9 , a train stop position SP, where train T can be stopped as needed, is set on the travel path R just before the railroad crossing RC or the section RS where traffic restrictions may be imposed, in the direction of travel of train T. The train stop position SP is a position where train T can stop safely and is set in advance. Preferably, the train stop position SP is a position where the safety of passengers on train T can be sufficiently ensured if passengers on train T who have stopped there are forced to disembark.

[0049] Furthermore, a first ground coil G61 and a second ground coil G62 are installed on the running path R for a section RS where there is a possibility of a railroad crossing RC or a traffic restriction. The second ground coil G62 is installed sufficiently before the train stop position SP in the running direction of the train T, and the first ground coil G61 is installed sufficiently before the second ground coil G62 in the running direction of the train T. In other words, of the first and second ground coils G61 and G62, the train T running on the running path R will first reach the first ground coil G61 and then the second ground coil G62. The first ground coil G61 is configured to transmit the ground coil ID of the first ground coil G61 and distance information from the first ground coil G61 to the train stop position SP to the on-board coil 5 of the train T as ground coil information. The second ground coil G62 is configured to transmit, to the on-board coil 5 of the train T, information indicating that the train T can travel through the crossing RC or the section RS where traffic restrictions may be imposed, in other words, open information indicating that the route beyond the train stop position SP is open, as ground coil information, when no event that would hinder train travel has occurred within the crossing RC or when there are no traffic restrictions in the section RS where traffic restrictions may be imposed. Note that an event that would hinder train travel within the crossing RC is mainly the presence of an obstacle within the crossing RC.

[0050] Fig. 10 shows a case where train T travels on the travel route R shown in Fig. 9. Here, the fourth safety pattern SP4 and the fourth operation pattern OP4 are occurring, and the travel control unit 15 controls the travel state of train T in accordance with the fourth operation pattern OP4. Note that in Fig. 10 and Fig. 11 described later, for convenience of explanation, train T is shown on the horizontal axis of a graph with the horizontal axis representing position and the vertical axis representing speed.

[0051] When the train T reaches the first ground coil G61 while the running control unit 15 is controlling the running state of the train T according to the fourth operation pattern OP4, the on-board coil 5 receives the ground coil information of the first ground coil G61, and this is detected by the ground coil detection unit 13. The detection result is provided to the running control unit 15 together with the ground coil information received by the on-board coil 5. As described above, the ground coil information received by the on-board coil 5 includes distance information from the first ground coil G61 to the train stop position SP.

[0052] 10, the running control unit 15 generates a stop pattern P4 as an operation pattern for stopping the train T at the train stop position SP. As a result, the fourth operation pattern OP4 and the stop pattern P4 coexist as operation patterns, and the running control unit 15 controls the running state of the train T according to the stop pattern P4, which is the operation pattern in which the speed of the train T relative to the position of the train T is lower.

[0053] Thereafter, when the train T reaches the second ground coil G62 while there is no event occurring at the railroad crossing RC that would hinder train operation or when there are no traffic restrictions in place in the section RS where traffic restrictions may be imposed, the on-board coil 5 receives the ground coil information from the second ground coil G62, and this is detected by the ground coil detection unit 13. The detection result is provided to the running control unit 15 together with the ground coil information received by the on-board coil 5. As described above, the ground coil information received by the on-board coil 5 includes open information that indicates that the route beyond the train stop position SP is open.

[0054] 11, the running control unit 15 erases the stop pattern P4. As a result, the running control unit 15 controls the running state of the train T in accordance with the fourth operation pattern OP4, and the train T passes through the railroad crossing RC or the section RS where traffic restrictions may be applied.

[0055] On the other hand, if the on-board coil 5 does not receive the ground coil information from the second ground coil G62, that is, if an event that hinders train travel occurs at the crossing RC or if traffic restrictions are in place in the section RS where traffic restrictions may be imposed, the running control unit 15 does not erase the stop pattern P4, but continues to control the running state of the train T according to the stop pattern P4, thereby causing the train T to stop at the train stop position SP.

[0056] Therefore, the automatic train operation device 1 controls the train T to pass through the railroad crossing RC or the section RS where traffic restrictions may be imposed when the route beyond the train stop position SP is open, i.e., when the railroad crossing RC or the section RS where traffic restrictions may be imposed is open, while the automatic train operation device 1 controls the train T to stop at the train stop position SP when the route beyond the train stop position SP is not open, i.e., when an event that impedes train operation has occurred at the railroad crossing RC or when traffic restrictions have been imposed at the section RS where traffic restrictions may be imposed. Here, as described above, the train stop position SP is a position where the train T can stop safely, and preferably a position where the safety of passengers on the train T can be ensured if passengers on the train T stopped there are to be made to disembark. Therefore, the train T can be stopped safely when an event that impedes train operation has occurred at the railroad crossing RC or when traffic restrictions have been imposed at the section RS where traffic restrictions may be imposed. Furthermore, when the operation of the train T is stopped due to the event that impedes train operation or the imposition of traffic restrictions, passengers on the train T can be made to disembark safely.

[0057] In the other embodiment described above, the running control unit 15 acquires distance information from the first ground coil G61 to the train stop position SP to generate the stop pattern P4. However, this is not limited to this. If distance information to the train stop position SP is stored in the on-board DB 14 in addition to the position information of the ground coil G, the running control unit 15 may acquire distance information to the train stop position SP from the information stored in the on-board DB 14 and from the ground coil information of another ground coil (not shown) installed sufficiently before the second ground coil G62 in the running direction of the train T, instead of the first ground coil G61, to generate the stop pattern P4.

[0058] Although the embodiments of the present invention have been described above, 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 concept of the present invention. [Explanation of symbols]

[0059] 1...automatic train operation device, 3...speed generator, 5...on-board coil, 7...driving device, 9...braking device, 11...speed / distance calculation unit, 13...ground coil detection unit, 14...on-board database, 15...running control unit, 20...departure signal at station A, 30...house signal at station B, 40...departure signal at station B, G...ground coil, G21...ground coil directly below departure signal at station A, G31...long ground coil for house signal at station B, G32...ground coil directly below house signal at station B, G41...long ground coil for departure signal at station B, G42...departure and departure signals at station B Ground coil directly below the unit, G51...TASC ground coil, G61...first ground coil, G62...second ground coil, OP1...first operation pattern, OP2...second operation pattern, OP3...third operation pattern, OP4...fourth operation pattern, P3...stationary stop (TASC) pattern, P4...stop pattern, P11...first advance protection pattern, P12...second advance protection pattern, P21...first external stop pattern, P22...second external stop pattern, S1...first predetermined position, S2...second predetermined position, SP...train stop position, S ST ...Stop target position at Station B, SP1...First security pattern, SP2...Second security pattern, SP3...Third security pattern, SP4...Fourth security pattern

Claims

1. An automatic train operation device that controls trains according to an operation pattern, acquires distance information to a predetermined position based on ground coil information from a ground coil, and generates a stop pattern for stopping the train at the predetermined position as the operation pattern, and erases the stop pattern when it acquires open route information indicating that the route beyond the predetermined position is open from another ground coil installed between the ground coil and the predetermined position. Automatic train operation device.

2. the predetermined position is a target stop position of a station, the other ground coil is installed between the ground coil and the station, erase the stop pattern when the station is a passing station of the train and the opening information is acquired from the other ground coil; 2. The automatic train operation device according to claim 1.

3. the other ground coil is a ground coil associated with a departure signal of the station, The open traffic information is the progress aspect information of the departure signal.

3. The automatic train operation device according to claim 2.

4. 2. The automatic train operation device according to claim 1, wherein the predetermined position is a train stop position set before a railroad crossing or a section where traffic restrictions may be imposed in the running direction of the train.

5. An automatic train operation device that controls trains according to an operation pattern, When distance information to a station's target stop position is acquired based on ground coil information from a ground coil, a stop pattern for stopping the train at the target stop position is generated as the operation pattern, regardless of whether the station is a stop station or a passing station of the train, and when the station is a passing station of the train and open information indicating that the route beyond the station is open is acquired from another ground coil installed between the ground coil and the station, the stop pattern is erased. Automatic train operation device.

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