Automatic train operation device

Abstract

To provide an automatic train operation device that, when a train runs through a section including a speed limit section, can prevent the train from exceeding a speed limit in the speed limit section.SOLUTION: An automatic train operation device 1 controls a running state of a train T on the basis of a speed of the train T and a position of the train T calculated on the basis of an output signal, which indicates a higher speed of output signals of first and second speed generators 3A, 3B installed on the train T, and an operation pattern. When the operation pattern is a pattern for running through a section including a speed limit section, the automatic train operation device 1 does not accelerate the train until the train T moves a prescribed distance after it was determined that the train T has passed the speed limit section.SELECTED DRAWING: Figure 1

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] In order to control a train, it is necessary to detect the position of the train on the track. A conventionally known device for detecting the position of a train is a tachograph-type train position detection device. A tachograph-type train position detection device is configured to calculate the position of the train based on the output signal of a tachograph attached to the axle of the train. The output signal of the tachograph-type train position detection device is also used to calculate the speed of train T. A tachograph-type train position detection device often includes multiple (e.g., two) tachograph generators, mainly to ensure redundancy. In such cases, the speed and position of the train are usually calculated based on the output signal of the multiple tachograph generators that calculates the higher speed, in order to control train T on the safe side. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 5-249127 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above-mentioned method, there is a possibility that the calculated train position may be ahead of the actual train position. Therefore, in an automatic train operation device that controls a train according to an operation pattern, particularly when the train is traveling through a section that includes a speed limit section, it may be determined that the train has left the speed limit section even though it has not actually left the speed limit section, and as a result, the train may accelerate within the speed limit section and end up exceeding its speed.

[0005] Therefore, an object of the present invention is to provide an automatic train operation device that can prevent a train from exceeding the speed limit in a section where the train is traveling, when the train is traveling in the section including the speed limit. [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 a train based on a train speed and position calculated based on an output signal indicating a higher speed among output signals of a plurality of tachometer generators installed on the train, and an operation pattern, and is configured not to accelerate the train when the operation pattern is for traveling through a section including a speed limited section until the train has traveled a predetermined distance after it is determined that the train has left the speed limited section. [Effects of the Invention]

[0007] According to the present invention, an automatic train operation device can be provided that can prevent a train from exceeding the speed limit in a section where the train is traveling, when the train is traveling in the section including the speed limit. [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 an operation pattern generated by the automatic train operation device. [Figure 4] 4 is a flowchart showing an example of processing executed by the automatic train operation device. [Figure 5] FIG. 10 is a diagram showing an example of an operation pattern when an extension pattern is generated. [Figure 6] FIG. 10 is a block diagram showing an example of the functional configuration of an automatic train operation device according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, terms such as "first," "second," etc. are used merely 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 one embodiment of the present invention. In FIG. 1, the train T can be any type of vehicle that travels on a predetermined travel path R. In this embodiment, the train T is a vehicle (railroad vehicle) that travels on rails as the travel path R, 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. For example, the automatic train operation device 1 can be configured to generate an operation pattern based on information acquired from a ground coil G installed on the running track R of the train T, and to control the train T in accordance with the generated operation pattern. In this embodiment, in addition to the automatic train operation device 1, the train T is also equipped with two tachometer generators (a first tachometer generator 3A and a second tachometer generator 3B), an on-board coil 5, a driving device 7, a braking device 9, and the like.

[0012] The first tacho generator 3A is attached to a first axle 4A of the train T. The first tacho generator 3A is configured to output a signal corresponding to the rotation speed of the first axle 4A. The second tacho generator 3B is attached to a second axle 4B different from the first axle 4A of the train T. The second tacho generator 3B is configured to output a signal corresponding to the rotation speed of the second axle 4B. The output signals of the first tacho generator 3A and the second tacho generator 3B are input to the automatic train operation system 1 via cables or the like and are used to calculate the speed and travel distance of the train T.

[0013] Here, because the first axle 4A and the second axle 4B belong to the same train T, the output signal of the first tacho generator 3A and the output signal of the second tacho generator 3B should be the same. However, in reality, a difference may occur between the output signal of the first tacho generator 3A and the output signal of the second tacho generator 3B due to individual differences between the two. Specifically, the signal output by one of the first tacho generator 3A and the second tacho generator 3B may indicate a higher speed than the signal output by the other. In this regard, for convenience, the following description will be given assuming that the output signal of the first tacho generator 3A indicates a higher speed than the output signal of the second tacho generator 3B, i.e., that the speed of the train T calculated based on the output signal of the first tacho generator 3A is higher than the speed of the train T calculated based on the output signal of the second tacho generator 3B.

[0014] The on-board coil 5 is attached to the front lower part of the train T. The on-board coil 5 is configured to receive information (beam coil information) transmitted from the beam coil G installed on the running track R when passing above the beam coil G. 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. 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. Here, although only one beam coil G is shown in FIG. 1, in reality, multiple beam coils G are installed at intervals along the running track R.

[0015] 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 system 1 via a cable. The driving device 7 controls the driving force applied to at least one axle of the train T in accordance with the received control commands.

[0016] 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.

[0017] 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 calculation unit 11, a ground coil detection unit 12, an on-board database (on-board DB) 13, a travel distance calculation unit 14, a distance difference calculation unit 15, and a running control unit 16.

[0018] The speed calculation unit 11 calculates a first speed V1 of the train T based on the output signal of the first tacho generator 3A indicating a high speed, and calculates a second speed V2 (<first speed V1) of the train T based on the output signal of the second tacho generator 3B indicating a low speed. The calculation results of the speed calculation unit 11 (first speed V1, second speed V2) are provided to the running control unit 16.

[0019] The ground coil detection unit 12 detects that the on-board coil 5 has received the ground coil information of the ground coil G transmitted from the ground coil G. The detection result of the ground coil detection unit 12 (including the ground coil information received by the on-board coil 5) is provided to the travel distance calculation unit 14 and the traveling control unit 16.

[0020] The on-board DB 13 stores information about the train T and the running route R. The information about the train T includes the length of the train T (train length), the characteristics of the driving device 7 and the braking device 9, etc. The information about the running route R includes position information of the ground coil G (for example, position information associated with the ground coil ID) and maximum speed information (including the speed limit of the speed limit section) in each section of the running route R (including the speed limit section).

[0021] The travel distance calculation unit 14 calculates the first travel distance D1 of the train T from the ground electrode G that the train T most recently passed based on the output signal of the first speed generator 3A indicating a high speed, and calculates the second travel distance D2 (<first travel distance D1) of the train T from the ground electrode G that the train T most recently passed based on the output signal of the second speed generator 3B indicating a low speed.

[0022] Specifically, when the detection result of the ground coil detection unit 12 is input, the movement distance calculation unit 14 calculates the first movement distance D1 of the train T by integrating the distance calculated from the output signal of the first tachometer generator 3A indicating a high speed, and when a new detection result of the ground coil detection unit 12 is input thereafter, the movement distance calculation unit 14 resets (to 0) the distance calculated up to that point to calculate a new first movement distance D1. Similarly, when the detection result of the ground coil detection unit 12 is input, the movement distance calculation unit 14 calculates the second movement distance D2 of the train T by integrating the distance calculated from the output signal of the second tachometer generator 3B indicating a low speed, and when a new detection result of the ground coil detection unit 12 is input thereafter, the movement distance calculation unit 14 resets (to 0) the distance calculated up to that point (second movement distance D2) to calculate a new second movement distance D2. The calculation results (first movement distance D1, second movement distance D2) of the movement distance calculation unit 14 are provided to the distance difference calculation unit 15 and the running control unit 16.

[0023] The distance difference calculation unit 15 calculates the distance difference ΔD (=D1-D2) between the first movement distance D1 and the second movement distance D2 calculated by the movement distance calculation unit 14. The calculation result of the distance difference calculation unit 15 is provided to the running control unit 16. Note that when the train T reaches the ground coil G, more specifically, when the on-board coil 5 reaches above the ground coil G, the first movement distance D1 and the second movement distance D2 are reset (to 0), and therefore the distance difference ΔD between the first movement distance D1 and the second movement distance D2 also becomes 0.

[0024] The running control unit 16 determines the speed of the train T based on the calculation result of the speed calculation unit 11. In this embodiment, the running control unit 16 adopts the first speed V1 of the first speed V1 and the second speed V2 calculated by the speed calculation unit 11 as the speed of the train T.

[0025] Furthermore, the running control unit 16 determines the position of the train T based on the detection result of the ground coil detection unit 12 (ground coil information received by the on-board coil 5) and the calculation result of the movement distance calculation unit 14. In this embodiment, the running control unit 16 adopts the first movement distance D1 of the first movement distance D1 of the train T and the second movement distance D2 of the train T calculated by the movement distance calculation unit 14 as the movement distance of the train T. Then, the running control unit 16 determines the position of the train T based on the position information of the ground coil G that the train T has most recently passed and the first movement distance D1 of the train T from the ground coil G.

[0026] Furthermore, the running control unit 16 generates an operation pattern P used to control the running state of the train T based on the detection results of the beacon detection unit 12 (beacon information received by the on-board unit 5) and the information stored in the on-board DB 13. As an example, the running control unit 16 may be configured to generate an operation pattern based on the position information of a predetermined beacon G and the information stored in the on-board DB 13. Although not particularly limited, the predetermined beacon may include the beacon that the train T passes first after starting. The generated operation pattern P may mainly indicate an allowable upper speed limit (or target speed) for running the train T so as not to exceed the maximum speed set for each section of the running road R.

[0027] Fig. 3 shows an example of an operation pattern P generated by the travel control unit 16. The operation pattern P shown in Fig. 3 is a pattern for a train T to travel through a section of a travel route R that includes a speed-limited section S.

[0028] The operation pattern P illustrated in Figure 3 is a pattern in which train T runs at a first allowable upper limit speed Vn1 in the first running section N1, the speed of train T is decelerated to below the speed limit Vs of the speed limit section S by the time it reaches the start Ss of the speed limit section S, the speed of train T is maintained below the speed limit Vs within the speed limit section S, and when train T passes the end Se of the speed limit section S (when it leaves the speed limit section S), the speed of train T is increased to a second allowable upper limit speed Vn2 of the second running section N2 (< the maximum speed of the second running section N2), and train T runs at the second allowable upper limit speed Vn2 in the second running section N2. In other words, an operation pattern P for including a speed limit section S may include a deceleration portion Pd for decelerating the speed of the train T from the first allowable upper limit speed Vn1 to below the speed limit Vs of the speed limit section S, a speed limit portion Pm for maintaining the speed of the train T below the speed limit Vs, and an acceleration portion Pa for increasing the speed of the train T from a speed below the speed limit Vs to the second allowable upper limit speed Vn2.

[0029] Once the operation pattern P is generated, the running control unit 16 controls the running state of the train T in accordance with the generated operation pattern P. Specifically, the running control unit 16 controls the running state of the train T based on the first speed V1 of the train T calculated based on the output signal of the first tachograph 3A indicating a high speed, the position of the train T calculated from the position information of the ground coil G and a first movement distance D1 of the train T from the ground coil G calculated based on the output signal of the first tachograph 3A indicating a high speed, and the operation pattern P. More specifically, the running control unit 16 compares the first speed V1 of the train T with the speed on the operation pattern P corresponding to the position of the train T, and issues a control command to the driving device 7 and / or the braking device 9 according to the comparison result, thereby accelerating, running at a constant speed, coasting, or decelerating the train T so that the train T follows the operation pattern P.

[0030] Next, an example of the operation of the automatic train operation device 1 according to the embodiment will be described. FIG. 4 is a flowchart showing an example of processing executed by the automatic train operation device 1, more specifically, processing executed by the running control unit 16 of the automatic train operation device 1. This processing is repeatedly executed while the train T is running. Here, it is assumed that the running control unit 16 of the automatic train operation device 1 has already generated an operation pattern P, and the running control unit 16 of the automatic train operation device 1 controls the running state of the train T based on the generated operation pattern P, and the position of the train T calculated (obtained) based on the first speed V1 calculated based on the output signal of the first tachometer generator 3A indicating a high speed, and the first movement distance D1 of the train T from the ground coil G calculated based on position information of the ground coil G and the output signal of the first tachometer generator 3A indicating a high speed.

[0031] In step S11, the driving control unit 16 determines whether the driving pattern P is a pattern for driving through a section that includes a speed limit section S. If the driving pattern P is a pattern for driving through a section that includes a speed limit section S, the driving control unit 16 proceeds to the processing of step S12. On the other hand, if the driving pattern P is not a pattern for driving through a section that includes a speed limit section, the driving control unit 16 ends this flow.

[0032] In step S12, the running control unit 16 determines the position of the train T based on the position information of the ground coil G that the train T has most recently passed and the first movement distance D1 of the train T from that ground coil G calculated by the movement distance calculation unit 14. In this embodiment, the running control unit 16 determines the leading position of the train T based on the position information of the ground coil G that the train T has most recently passed and the first movement distance D1 of the train T from that ground coil G calculated by the movement distance calculation unit 14, and also determines the position that is the length of the train T behind the leading position of the train T as the rear position of the train T.

[0033] In step S13, the running control unit 16 determines whether the train T has left the speed limited section S based on the position of the train T determined in step S12. Specifically, in this embodiment, the running control unit 16 determines that the train T has left the speed limited section S when the tail position of the train T determined in step S12 reaches the end Se of the speed limited section S.

[0034] In step S14, the running control unit 16 generates an extension pattern EP. In this embodiment, the generated extension pattern EP extends the speed limit portion Pm of the operation pattern P in the running direction of the train T, as will be described later (see FIG. 5).

[0035] As described above, in this embodiment, the traveling control unit 16 uses the first traveling distance D1 as the traveling distance of the train T. The first traveling distance D1 is calculated based on the output signal of the first tacho generator 3A indicating a high speed, and the second traveling distance D2 is calculated based on the output signal of the second tacho generator 3B indicating a low speed. Therefore, for example, if the output signal of the second tacho generator 3B indicating a low speed corresponds to the actual speed of the train T, the position of the train T grasped by the traveling control unit 16 will be a position further ahead than the actual position of the train T. This means that with respect to the speed limit section S, the traveling control unit 16 may determine that the train T has left the speed limit section S even though the train T has not actually left the speed limit section S. The traveling control unit 16 normally accelerates the train T when it determines that the train T has left the speed limit section S. Therefore, there is a risk that the train T will accelerate within the speed limit section S and the speed of the train T will exceed the speed limit Vs (overspeed). In order to prevent the train T from exceeding the speed limit section S due to the running control unit 16 misrecognizing the position of the train T, the running control unit 16 generates an extension pattern EP when it is determined that the train T has left the speed limit section S.

[0036] By generating this extension pattern EP, the operation pattern P is changed to a state in which the speed limit portion Pm is extended, as shown in Fig. 5, and the running control unit 16 maintains the speed of the train T at or below the speed limit Vs of the speed limit section for the distance (extension distance) according to the extension pattern EP, even after determining that the train T has left the speed limit section S. In other words, the running control unit 16 does not accelerate the train T from the time it is determined that the train T has left the speed limit section S until the train T has traveled the distance according to the extension pattern EP.

[0037] In this embodiment, the extension pattern EP is generated based on the distance difference ΔD between the first moving distance D1 and the second moving distance D2 when it is determined that the train T has left the speed limit section S. In other words, the distance that the train T travels without accelerating after it is determined that the train T has left the speed limit section S, or more specifically, the distance that the speed of the train T is maintained at or below the speed limit Vs of the speed limit section S after it is determined that the train T has left the speed limit section S, is set based on the distance difference ΔD between the first moving distance D1 and the second moving distance D2 when it is determined that the train T has left the speed limit section S.

[0038] As described above, the automatic train operation device 1 according to the embodiment includes the running control unit 16, and when the operation pattern P is a pattern for running through a section including a speed limit section S, the running control unit 16 is configured not to accelerate the train T from the time it is determined that the train T has left the speed limit section S until the train T has traveled a distance according to the extension pattern EP. Here, the extension pattern EP extends the speed limit portion Pm in the operation pattern P, which is for maintaining the speed of the train T at or below the speed limit Vs of the speed limit section S, in the running direction of the train T. Therefore, the running control unit 16 does not accelerate the train T from the time it is determined that the train T has left the speed limit section S until the train T has traveled a distance according to the extension pattern EP, thereby maintaining the speed of the train T at or below the speed limit Vs of the speed limit section S.

[0039] Therefore, it is possible to prevent the train T from accelerating within the speed limit section S, i.e., the train T from exceeding the speed limit, due to the travel control unit 16 misrecognizing the position of the train T, that is, due to a discrepancy between the position of the train T recognized by the travel control unit 16 and the actual position of the train T.

[0040] In particular, the extension pattern EP is generated based on the distance difference ΔD between the first movement distance D1 and the second movement distance D2 when it is determined that the train T has left the speed limit section S. Therefore, erroneous recognition of the position of the train T by the running control unit 16 can be taken into consideration to a necessary and sufficient extent, and the train T can be effectively prevented from accelerating and exceeding the speed limit within the speed limit section S.

[0041] In the above-described embodiment, the running control unit 16 generates the extension pattern EP based on the distance difference ΔD between the first movement distance D1 and the second movement distance D2 when it is determined that the train T has left the speed limit section S. However, this is not limited to this. For example, the running control unit 16 may generate the extension pattern EP based only on the first movement distance D1 when it is determined that the train T has left the speed limit section S. In this case, the running control unit 16 may generate the extension pattern EP as a pattern that extends the speed limit portion Pm of the operation pattern P by several percent of the first movement distance D1. Here, in either of the above cases, the running control unit 16 may make a correction to increase the extension pattern EP (the extension of the speed limit portion Pm due to the extension) when, for example, the wheels of the train T are prone to spin / skid.

[0042] In the above embodiment, two tachometer generators (first tachometer generator 3A and second tachometer generator 3B) are installed on the train T. However, this is not limiting, and a plurality of tachometer generators may be installed on the train T. Furthermore, instead of the speed calculation unit 11 and travel distance calculation unit 14, which are separately provided, a speed / distance calculation unit having both of these functions may be provided, or the traveling control unit 16 may have the function of the distance difference calculation unit 15.

[0043] 6, the automatic train operation device 1 may further include an acceleration / deceleration calculation unit 21 and a slip / slide detection unit 23 (a modified example of the automatic train operation device 1). In this case, the calculation results (first speed V1, second speed V2) of the speed calculation unit 11 are provided not only to the running control unit 16 but also to the acceleration / deceleration calculation unit 21 and the travel distance calculation unit 14.

[0044] The acceleration / deceleration calculation unit 21 calculates a first acceleration Ac1 or a first deceleration Dc1 of the train T by time differentiating the first speed V1 of the train T calculated by the speed calculation unit 11. In addition, the acceleration / deceleration calculation unit 21 calculates a second acceleration Ac2 or a second deceleration Dc2 of the train T by time differentiating the second speed V2 of the train T calculated by the speed calculation unit 11. The calculation result of the acceleration / deceleration calculation unit 21 is provided to the slip / slide detection unit 23.

[0045] The slip / slide detection unit 23 detects the occurrence of slip of the wheels of the first axle 4A of the train T when the first acceleration Ac1 of the train T calculated by the acceleration / deceleration calculation unit 21 exceeds the slip detection threshold, and detects the end of slip of the wheels of the first axle 4A of the train T when the first acceleration Ac1 of the train T subsequently falls below the slip detection threshold. In addition, the slip / slide detection unit 23 detects the occurrence of slip of the wheels of the first axle 4A of the train T when the first deceleration Dc1 of the train T calculated by the acceleration / deceleration calculation unit 21 exceeds the slide detection threshold, and detects the end of slip of the wheels of the first axle 4A of the train T when the first deceleration Dc1 of the train T subsequently falls below the slide detection threshold. Similarly, the slip / slide detection unit 23 detects the occurrence of slip of the wheels of the second axle 4B of the train T when the second acceleration Ac2 of the train T calculated by the acceleration / deceleration calculation unit 21 exceeds the slip detection threshold, and detects the end of slip of the wheels of the second axle 4B of the train T when the second acceleration Ac2 of the train T subsequently falls below the slip detection threshold. Furthermore, the slip / slide detection unit 23 detects the occurrence of slip of the wheels of the second axle 4B of the train T when the second deceleration Dc2 of the train T calculated by the acceleration / deceleration calculation unit 21 exceeds the slide detection threshold, and detects the end of slip of the wheels of the second axle 4B of the train T when the second deceleration Dc2 of the train T subsequently falls below the slide detection threshold. The slip detection threshold and slide detection threshold are preset and stored in the slip / slide detection unit 23. The detection result of the slip / slide detection unit 23 is provided to the travel distance calculation unit 14 and the running control unit 16.

[0046] The travel distance calculation unit 14 calculates the travel distance of the train T (first travel distance D1, second travel distance D2) according to the detection result of the slip / slide detection unit 23, for example, as follows, and provides the calculation result to the distance difference calculation unit 15 and the running control unit 16.

[0047] [If no skid or slide is detected] If neither spinning nor sliding of the wheels of the first axle 4A nor the wheels of the second axle 4B is detected, the travel distance calculation unit 14 calculates the first travel distance D1 of the train T by integrating the distance calculated from the output signal of the first tachometer generator 3A, which indicates a high speed, when the detection result of the ground coil detection unit 12 is input, as described above. Thereafter, when a new detection result of the ground coil detection unit 12 is input, the travel distance calculation unit 14 resets (to 0) the distance calculated up to that point to calculate a new first travel distance D1. Similarly, when a detection result of the ground coil detection unit 12 is input, the travel distance calculation unit 14 calculates the second travel distance D2 of the train T by integrating the distance calculated from the output signal of the second tachometer generator 3B, which indicates a low speed. Thereafter, when a new detection result of the ground coil detection unit 12 is input, the travel distance calculation unit 14 resets (to 0) the distance calculated up to that point (second travel distance D2) to calculate a new second travel distance D2.

[0048] [When wheel spin is detected] When spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected, the travel distance calculation unit 14 calculates the first travel distance D1 by assuming that the train T has accelerated at the assumed maximum acceleration from the first speed V1 immediately before the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer spinning. Specifically, the travel distance calculation unit 14 adds up the distance calculated from the output signal of the first speed generator 3A, which indicates a high speed, until the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected; from the time the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer spinning, it calculates and adds up the travel distance of the train T if the train T were to travel while accelerating at the assumed maximum acceleration from the first speed V1 immediately before the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B was detected; and after both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer spinning, it calculates the first travel distance D1 by again adding up the distance calculated from the output signal of the first speed generator 3A, which indicates a high speed.

[0049] In addition, when spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected, the travel distance calculation unit 14 calculates the second travel distance D2 by assuming that the train T traveled at the second speed V2 immediately before the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B was detected, from the time when spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B was detected until both the wheels of the first axle 4A and the wheels of the second axle 4B were no longer spinning. Specifically, the travel distance calculation unit 14 accumulates the distance calculated from the output signal of the second tachometer generator 3B indicating a low speed until the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected, calculates and adds the travel distance of the train T if it were traveling at the second speed V2 immediately before the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B was detected from the time the occurrence of spinning of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer spinning, and calculates the second travel distance D2 by accumulating the distance calculated from the output signal of the second tachometer generator 3B indicating a low speed again after both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer spinning.

[0050] [If slide is detected] When wheel slippage of the wheels of the first axle 4A and / or the second axle 4B is detected, the travel distance calculation unit 14 calculates the first travel distance D1 by assuming that the train T has decelerated at an assumed minimum deceleration from the first speed V1 immediately before the occurrence of wheel slippage of the wheels of the first axle 4A and / or the second axle 4B is detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer slipping. Specifically, the travel distance calculation unit 14 adds up the distance calculated from the output signal of the first speed generator 3A, which indicates a high speed, until the occurrence of wheel slippage of the wheels on the first axle 4A and / or the wheels on the second axle 4B is detected; from the time the occurrence of wheel slippage of the wheels on the first axle 4A and / or the wheels on the second axle 4B is detected until both the wheels on the first axle 4A and the wheels on the second axle 4B are no longer slipping, it calculates and adds up the travel distance of the train T if the train T were to travel while decelerating at an assumed minimum deceleration from the first speed V1 immediately before the occurrence of wheel slippage of the wheels on the first axle 4A and / or the wheels on the second axle 4B was detected; and after both the wheels on the first axle 4A and the wheels on the second axle 4B are no longer slipping, it calculates the first travel distance D1 by again adding up the distance calculated from the output signal of the first speed generator 3A, which indicates a high speed.

[0051] In addition, when wheel slippage of the wheels of the first axle 4A and / or the second axle 4B is detected, the travel distance calculation unit 14 calculates the second travel distance D2 by assuming that the train T has decelerated at the assumed maximum deceleration from the second speed V2 immediately before the occurrence of wheel slippage of the wheels of the first axle 4A and / or the second axle 4B is detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer slipping. Specifically, the travel distance calculation unit 14 adds up the distance calculated from the output signal of the second tachometer generator 3B indicating a low speed until the occurrence of wheel slippage of the wheels of the first axle 4A and / or the wheels of the second axle 4B is detected, calculates and adds up the travel distance of the train T if the train T were to travel while decelerating at the assumed maximum deceleration from the second speed V2 immediately before the occurrence of wheel slippage of the wheels of the first axle 4A and / or the wheels of the second axle 4B was detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer slipping, and calculates the second travel distance D2 by again adding up the distance calculated from the output signal of the second tachometer generator 3B indicating a low speed after both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer slipping.

[0052] The distance difference calculation unit 15 calculates the distance difference ΔD (=D1−D2) between the first movement distance D1 and the second movement distance D2 calculated by the movement distance calculation unit 14, and provides the calculated distance difference ΔD to the travel control unit 16.

[0053] When spinning or skidding of both the wheels on the first axle 4A and the wheels on the second axle 4B is not detected, the running control unit 16 adopts the first speed V1 calculated by the speed calculation unit 11 as the speed of the train T. Furthermore, when spinning of the wheels on the first axle 4A and / or the wheels on the second axle 4B is detected, the running control unit 16 calculates the speed of the train T by assuming that the train T has accelerated at the assumed maximum acceleration from the first speed V1 immediately before the occurrence of spinning of the wheels on the first axle 4A and / or the wheels on the second axle 4B was detected, from the time when spinning of the wheels on the first axle 4A and / or the wheels on the second axle 4B was detected until both the wheels on the first axle 4A and the wheels on the second axle 4B are no longer spinning. Furthermore, when the occurrence of wheel slippage of the wheels of the first axle 4A and / or the second axle 4B is detected, the running control unit 16 calculates the speed of the train T as if the train T had decelerated at an assumed minimum deceleration from the first speed V1 immediately before the occurrence of wheel slippage of the wheels of the first axle 4A and / or the second axle 4B was detected until both the wheels of the first axle 4A and the wheels of the second axle 4B are no longer slipping.

[0054] In addition, the running control unit 16 determines the position of the train T based on the position information of the ground coil G that the train T most recently passed and the first movement distance D1 of the train T from the ground coil G calculated by the movement distance calculation unit 14.

[0055] Furthermore, when the driving pattern P is a pattern for traveling through a section including a speed limit section S, the driving control unit 16 determines that the train T has left the speed limit section S, and generates an extension pattern EP for extending the speed limit portion Pm of the driving pattern P based on the distance difference ΔD (= D1 - D2) between the first travel distance D1 and the second travel distance D2 calculated by the travel distance calculation unit 14 (see Figure 4).

[0056] Even in such a modified example of the automatic train operation device 1, the same effects as those of the automatic train operation device 1 according to the above-described embodiment can be obtained.

[0057] In addition, when the operation pattern P is a pattern for traveling through a section including a speed limit section S, the traveling control unit 16 may determine the speed of the train T and grasp the position of the train T as described above, and when the operation pattern P is not a pattern for traveling through a section including a speed limit section, the traveling control unit 16 may determine the speed of the train T and grasp the position of the train T, for example, as follows.

[0058] If spinning or sliding of the wheels of the first axle 4A is not detected, the running control unit 16 adopts the first speed V1 calculated by the speed calculation unit 11 as the speed of the train T, and if spinning or sliding of the wheels of the first axle 4A only is detected, the running control unit 16 adopts the second speed V2 as the speed of the train T from the time the occurrence of spinning or sliding of the wheels of the first axle 4A is detected until the end of spinning or sliding of the wheels of the first axle 4A is detected. In addition, when wheel spin of the wheels of the first axle 4A and the second axle 4B is detected, the running control unit 16 calculates the speed of the train T by assuming that the train T accelerates at the assumed maximum acceleration from the first speed V1 immediately before the occurrence of wheel spin of the first axle 4A is detected from the time the occurrence of wheel spin of the first axle 4A is detected until the end of wheel spin of the first axle 4A is detected, and when wheel slip of the wheels of the first axle 4A and the second axle 4B is detected, the running control unit 16 calculates the speed of the train T by assuming that the train T decelerates at the assumed minimum deceleration from the first speed V1 immediately before the occurrence of wheel slip of the first axle 4A is detected from the time the occurrence of wheel slip of the first axle 4A is detected until the end of wheel slip of the first axle 4A is detected. Then, the running control unit 16 determines the position of the train T based on the position information of the ground coil G that the train T has most recently passed and the travel distance from the ground coil G calculated based on the first speed V1 or the second speed V2 adopted as the speed of the train T or the calculated train T.

[0059] The above describes the embodiments of the present invention and their modifications. However, the present invention is not limited to the above-described embodiments and modifications, and it goes without saying that further modifications and changes are possible based on the technical concept of the present invention. [Explanation of symbols]

[0060] 1...automatic train operation device, 3A...first speed generator, 3B...second speed generator, 4A...first axle, 4B...second axle, 5...on-board coil, 7...driving device, 9...braking device, 11...speed calculation unit, 12...ground coil detection unit, 13...on-board database (on-board DB), 14...travel distance calculation unit, 15...distance difference calculation unit, 16...running control unit, 21...acceleration / deceleration calculation unit, 23...slip / slide detection unit, G...ground coil, P...operation pattern, Pd...deceleration portion, Pm...speed limit portion, Pa...acceleration portion

Claims

1. An automatic train operation device that controls a train based on a train speed and position calculated based on an output signal indicating a higher speed among output signals of a plurality of tachograph generators installed on the train, and an operation pattern, An automatic train operation device that, when the operation pattern is a pattern for traveling through a section that includes a speed limit section, does not accelerate the train from the time it is determined that the train has left the speed limit section until the train has traveled a predetermined distance.

2. 2. An automatic train operation device as described in claim 1, wherein, when the operation pattern is a pattern for traveling through a section including a speed limit section, the speed of the train is maintained at or below the speed limit of the speed limit section from the time it is determined that the train has left the speed limit section until the train has traveled the specified distance.

3. a pattern for traveling in a section including the speed limit section includes a deceleration portion for decelerating the speed of the train to a speed equal to or lower than the speed limit of the speed limit section, and a speed limit portion for maintaining the speed of the train at or lower than the speed limit, 3. An automatic train operation device as described in claim 2, wherein an extension pattern is generated to extend the speed limit portion when it is determined that the train has left the speed limit section, thereby maintaining the speed of the train at or below the speed limit of the speed limit section from the time it is determined that the train has left the speed limit section until the train has traveled a distance corresponding to the extension pattern.

4. An automatic train operation device as described in any one of claims 1 to 3, wherein the position of the train is calculated based on position information of the ground coil and a first moving distance of the train from the ground coil calculated based on an output signal indicating the high speed, and whether the train has left the speed limited section is determined based on the calculated position of the train.

5. a second moving distance of the train from the ground coil is calculated based on an output signal indicating a lower speed among the output signals of the plurality of tachograph generators; the predetermined distance is set based on the difference between the first movement distance and the second movement distance when it is determined that the train has left the speed limited section.

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

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