Automatic train operation device

Abstract

To enable safe initiation of a shuttle operation in an automatic train operation device that uses a point transmission / reception system using a ground element.SOLUTION: An ATO onboard device 10, which is an automatic train operation device installed on a tail-end vehicle 3 of an organized train, sets whether the tail-end vehicle 3 is a leading vehicle or a trailing vehicle, generates an operation pattern that stops at an outer stop position of a departure signal and starts automatic operation control when the tail-end vehicle is switched to the leading vehicle from the trailing vehicle, and updates the operation pattern to an operation pattern that passes through the outer stop position when information satisfies a predetermined display condition indicating that the display correspondence information included in ground element information received from a ground element is a display that permits passage.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an automatic train operation device. [Background technology]

[0002] Automatic train operation (ATO) equipment, which enables automatic train operation, was previously intended for lines equipped with Automatic Train Control (ATC) equipment, a signaling safety equipment that uses a continuous transmission method and can constantly receive control information from the ground. In recent years, primarily for the purpose of cost reduction, there has been a demand to achieve automatic operation by installing additional automatic train operation equipment on lines that do not have ATC equipment, while leaving the existing signaling safety equipment in place.

[0003] However, when the existing signaling safety equipment is a point-transmission system using ground coils, the automatic train operation device stops functioning unless the vehicle on which it is installed is operated as the lead vehicle, which poses the problem that the position of the train cannot be recognized when the train departs for a return trip.To solve this problem, a system has been proposed in which the driver starts running at a low speed when the train departs for a return trip, and if the train passes the first ground coil within a predetermined distance after starting running and the train's position cannot be determined, the system stops the train (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-143946 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned technology for an automatic train operation device in which the existing signaling safety equipment uses a point-transmission / reception system using wayside coils, if information cannot be received properly from the first wayside coil due to a malfunction or other reason when the train departs for a turnaround operation, the train's position remains undetermined. If a driver is on board, the driver can visually confirm the passing of the wayside coil, recognize any abnormalities, and manually disable the automatic operation function. However, if a driver is not on board, the train will continue to run with its position undetermined, which is extremely dangerous. The technology in Patent Document 1 above specifies a predetermined distance that the train can run with its position undetermined from the start of operation. However, because the distance from the train's stopping position on the platform of a turnaround station to the first wayside coil (the wayside coil corresponding to the departure signal) varies from station to station and platform to platform, it may be practically difficult to uniformly set this distance.

[0006] The problem to be solved by the present invention is to enable safe start of turnaround operation in an automatic train operation device using a point transmission / reception system using ground coils. [Means for solving the problem]

[0007] The first invention to solve the above problem is: An automatic train operation device installed in a terminal car of a train that performs turnaround operation at a predetermined turnaround position, a ground coil is installed between the turn-back position and a departure signal related to the turn-back operation, the ground coil transmitting ground coil information including aspect information corresponding to the aspect of the departure signal; A setting means (for example, the setting unit 202 in FIG. 10) for setting whether the terminal vehicle is a leading vehicle or a trailing vehicle; a turn-back operation start control means (for example, the turn-back operation start control unit 206 in FIG. 10) that generates an operation pattern for stopping at the outer stop position of the departure signal and starts automatic operation control when the setting is switched from the rear vehicle to the lead vehicle, and receives the ground coil information from the ground coil, and updates the operation pattern to pass through the outer stop position when the aspect corresponding information included in the ground coil information satisfies a predetermined aspect condition indicating that passage is permitted; It is an automatic train operation device equipped with the above.

[0008] According to the first aspect of the present invention, an automatic train operation device using a point-to-point transmission / reception system using a ground coil can safely start a turn-back operation. That is, when the terminal car on which the device is installed switches from the tail car to the lead car, i.e., when a turn-back operation starts, the automatic train operation device generates an operation pattern that stops the train at the outer stop position of the departure signal and starts automatic operation control. If the departure signal aspect information included in the ground coil information received from the ground coil satisfies a predetermined aspect condition indicating that the departure signal aspect allows passage, the operation pattern is updated to one that passes the outer stop position. If the ground coil information cannot be received normally from the ground coil due to a malfunction or the departure signal aspect information does not satisfy the aspect condition, the operation pattern is not updated and the train stops at the outer stop position of the departure signal. This allows a turn-back operation to be started safely.

[0009] The second invention is the above-mentioned invention, a train position calculation means (for example, the train position calculation unit 204 in FIG. 10) for calculating the train position when the terminal car is the leading car, regardless of whether it is the leading car or the trailing car; Further provided with the turn-back operation start control means performs the automatic operation control in accordance with the operation pattern based on the position of the train itself. It is an automatic train operation device.

[0010] According to the second aspect of the present invention, even if the vehicle on which the device is installed is the tail vehicle, the automatic train operation device calculates the position of the train as if the vehicle were the lead vehicle. Therefore, when starting turnaround operation, the automatic train operation device generates an operation pattern based on the recognized position of the train, and can safely start automatic operation control.

[0011] The third invention is the above-mentioned invention, The train position calculation means calculating the position of the train itself based on a travel distance and a travel direction from a given calculation starting point; When the setting is for the rear vehicle, setting the position of the own train to an undefined position at a given timing; When the ground coil information is received from the ground coil, the calculation starting point is reset based on the ground coil information, and the train position is calculated again. To execute It is an automatic train operation device.

[0012] According to the third invention, the automatic train operation device calculates the train's position as the distance traveled from a given calculation starting point, but at a given timing, such as when approaching a turnaround position and before a ground coil passes, the train's position can be temporarily set to an undefined position, and then the calculation starting point can be reset when the ground coil passes.

[0013] A fourth aspect of the present invention is the above-mentioned invention, The turn-back operation start control means inhibits the start of the automatic operation control when the position of the train itself is in an undefined position. It is an automatic train operation device.

[0014] According to the fourth aspect of the present invention, automatic operation control is not started when the train's own position is in an undefined position, so that automatic operation control can be started safely.

[0015] The fifth invention is the above-mentioned invention, a position candidate storage means (for example, the station DB 322 in FIG. 10 ) that stores, for each of the candidate positions of the turnaround position, a candidate position of the train itself when it stops at the candidate position and ground coil identification information of a ground coil installed between the candidate position and the departure signal, in association with each other; Further provided with The turn-back operation start control means includes a train position setting means for receiving input of the ground coil identification information and setting the train position based on the corresponding train position candidate when the train position is uncertain. It is an automatic train operation device.

[0016] According to the fifth invention, when the position of the train itself is undetermined at the start of a return trip, it is possible to safely start automatic driving control by, for example, accepting input of ground coil identification information of a ground coil installed between the stop position and the departure signal to set the position of the train itself.

[0017] The sixth invention is the above-mentioned invention, The on-ground device transmits the on-ground device information including the on-ground device identification information of the on-ground device, The turn-back operation start control means receives the ground coil information from the ground coil, and performs control to make an emergency stop when the ground coil identification information included in the ground coil information differs from the ground coil identification information accepted by the own train position setting means. It is an automatic train operation device.

[0018] According to the sixth invention, after starting to travel under automatic driving control, if the ground sensor identification information contained in the received ground sensor information differs from the accepted ground sensor identification information, the train is brought to an emergency stop, thereby making it possible to ensure the safety of turnaround operations.

[0019] The seventh invention is the above-mentioned invention, a position candidate storage means (for example, the station DB 322 in FIG. 10 ) that stores, for each of the candidate positions for the turnaround position, identification information of the candidate position and a candidate position of the train itself when the train stops at the candidate position in association with each other; Further provided with the turn-back operation start control means includes a train-own position setting means for receiving input of identification information of a candidate position to be selected as a candidate position when the train-own position is an undetermined position, and setting the train-own position based on the train-own position candidate corresponding to the identification information; It is an automatic train operation device.

[0020] According to the seventh invention, when the position of the train itself is in an undetermined position at the start of a turnaround operation, it is possible to safely start automatic operation control by, for example, accepting input of the stop platform number of the turnaround station as identification information for a candidate position and setting the position of the train itself.

[0021] The eighth invention is the above-mentioned invention, The ground device transmits the identification information together with the ground device information, the turn-back operation start control means receives the ground coil information from the ground coil, and performs control to make an emergency stop when the identification information included in the ground coil information differs from the identification information accepted by the own train position setting means. It is an automatic train operation device.

[0022] According to the eighth invention, after starting to travel under automatic driving control, if the identification information of the candidate position contained in the received ground sensor information differs from the accepted identification information, the train is brought to an emergency stop, thereby making it possible to ensure the safety of turnaround operations.

[0023] A ninth aspect of the present invention is the above-mentioned invention, The turn-back operation start control means has a train position setting means for setting the train position based on an operation input when the train position is in an undetermined position. It is an automatic train operation device.

[0024] According to the ninth aspect of the present invention, when the position of the train itself is undefined at the start of turnaround operation, the position of the train itself can be set based on operational input, thereby enabling automatic operation control to be started safely.

[0025] A tenth aspect of the present invention is the above-mentioned invention, the turn-back operation start control means allows the train to continue running until the running distance satisfies a predetermined short-distance condition while the ground coil information is not received from the ground coil after the setting by the own train position setting means, and performs control to make an emergency stop when the running distance no longer satisfies the predetermined short-distance condition. It is an automatic train operation device.

[0026] According to the tenth invention, if the distance traveled during the period when ground coil information is not received from the ground coil after starting to travel under automatic driving control no longer satisfies a predetermined short-distance condition, the train can be brought to an emergency stop, thereby ensuring the safety of turnaround operations. [Brief explanation of the drawings]

[0027] [Figure 1] An example of the application of automatic train operation equipment. [Figure 2] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 3] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 4] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 5] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 6] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 7] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 8] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 9] An explanatory diagram of the operation of the ATO on-board device when performing a return trip. [Figure 10] An example of the functional configuration of the ATO on-board device. [Figure 11] 10 is a flowchart of the processing executed by the ATO on-board device when performing a return operation. DETAILED DESCRIPTION OF THE INVENTION

[0028] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[0029] FIG. 1 shows an application example of an automatic train operation system (ATO system) according to this embodiment. The automatic train operation system has ATO on-board systems 10 (10A, 10B) installed in terminal cars 3 (3A, 3B) of train 1, which is a train composed of multiple cars. This train 1 is a train that performs turnaround operations at turnaround stations, which are turnaround points. Each terminal car 3 is provided with a driver's cab, and an ATO on-board system 10 is installed in each driver's cab. The ATO on-board system 10 installed in the driver's cab of the terminal car 3 that is the leading car depending on the running direction (driving direction) of train 1 controls automatic operation of train 1. The setting of the car on which the ATO on-board system 10 is installed (the car itself) as the leading car or the trailing car can be switched by operating a cab selection switch installed in the driver's cab of the car itself. The ATO on-board system 10 determines whether the car itself is the leading car or the trailing car by determining which setting the cab selection switch is set to.

[0030] In addition, a beacon is installed on the track on which the train 1 runs, and the ATO on-board equipment 10 performs on-board-ground communication via the beacon using a point-to-point transmission / reception method. That is, the beacon transmits beacon information including a beacon ID that identifies the beacon and signal aspect information corresponding to the corresponding signal aspect. The ATO on-board equipment 10 updates the train's own position calculated on the train based on the installation position of the beacon corresponding to the beacon ID included in the beacon information received when the beacon passes, and performs automatic operation control based on the signal aspect, etc.

[0031] In this embodiment, the ATO on-board device 10 installed in each of the terminal cars 3 is always in operation (powered on) while the train is running. The ATO on-board device 10 of the leading car performs automatic operation control according to an operation pattern based on the position of the train itself.

[0032] Furthermore, the ATO on-board unit 10 calculates the train's own position when the train is the leading vehicle, regardless of whether the train is the leading vehicle or the trailing vehicle. Specifically, the ATO on-board unit 10 measures the train's travel distance from a given calculation starting point and calculates the train's own position as a position that is the travel distance from the calculation starting point in the train's travel direction. Then, when communication with a new beacon is successful (hereinafter referred to as "coupling") and new beacon information is received, the installation position of the new beacon is updated as the new calculation starting point, and a new calculation of the travel distance from the point of coupling with the new beacon is started. Note that, because the train's own position is the leading edge of the train, the calculation of the train's own position takes into account the separation distance between the on-board installation position of the on-board unit that is coupled to the beacon and the leading edge of the train. This separation distance is known. Therefore, in this embodiment, the new calculation starting point is updated to a position that takes this separation distance into account.

[0033] Here, it is important to note the following two points. The first is the direction in which the train's position is calculated. The train's position is calculated as kilometers. Depending on the direction of travel, the train will either move closer to or further away from the kilometer origin. Therefore, when calculating the train's position, the direction of addition or subtraction, whether the traveled distance is added or subtracted from the calculation origin, differs. This direction of addition or subtraction is determined depending on the direction of travel. However, the terminal car 3 on the inbound side of train 1 remains the terminal car 3 on the inbound side even if it is turned around, and similarly, the terminal car 3 on the outbound side remains the terminal car 3 on the outbound side. Therefore, the ATO on-board device 10 determines the direction of addition or subtraction depending on whether the train is the leading car or the trailing car.

[0034] The second is the direction when considering the separation distance. The terminal car 3 on the upbound side remains the terminal car 3 on the upbound side even if it is operated in a turnaround mode, and similarly, the terminal car 3 on the downbound side remains the terminal car 3 on the downbound side. In this embodiment, the ATO on-board device 10 calculates the train's position when the train is the leading car, regardless of whether the train is the leading car or the trailing car. Since the train's position is the position of the front of the train when the train is the leading car, the direction in which the separation distance is to be added or subtracted is determined depending on whether the train is the terminal car 3 on the upbound side or the terminal car 3 on the downbound side. This is a fixed direction that is determined regardless of the running direction.

[0035] 2 to 9 are diagrams illustrating the operation of the ATO on-board device 10 of the rear car when the train 1 turns back at a turn-back station. In FIGS. 2 to 9, an example is shown in which the train 1 travels to the turn-back station, arrives at the turn-back station, and then departs the turn-back station in the opposite direction. For ease of explanation, the left direction in FIGS. 2 to 9 is the down direction, and the right direction is the up direction. A departure signal 20 is installed in the station premises of the turn-back station in the direction of turn-back operation. The direction of adding or subtracting the running distance is an addition for the down direction and a subtraction for the up direction. A ground coil 22 corresponding to the departure signal 20 is installed between the platform of the turn-back station and the departure signal 20. The ground coil 22 transmits ground coil information including a ground coil ID and information corresponding to the aspect of the departure signal 20. The ATO on-board device 10 also has an on-board database (DB) that includes a track DB (database) related to the tracks. The track DB stores the installation location and other information for each piece of ground equipment on the track, such as a station, platform, ground coil, or signal, in association with an ID that is identification information for the piece of ground equipment.

[0036] Figure 2 shows train 1 approaching a turnaround station. The terminal car 3A on the left is the leading car, and the ATO on-board device 10A of terminal car 3A controls the automatic operation of train 1. The terminal car 3B on the right is the trailing car, and the ATO on-board device 10B of terminal car 3B has not yet reached the ground coil 22, and recognizes its own train position as "undefined position," and its leading / rearward determination as "rear car."

[0037] Next, as shown in FIG. 3, when the terminal car 3B, which is the tail car of the train 1, passes the beacon 22 and receives beacon information, the ATO on-board equipment 10B references the on-board DB (rail DB) from the beacon ID included in the received beacon information to determine the location of the beacon 22, which is "10038 m." Because the terminal car 3B on which the ATO on-board equipment 10B is installed is the terminal car on the uphill side, the direction considered for the separation distance is subtraction. Therefore, the new calculation starting point is updated to "10033 m," which is the location of the beacon 22, subtracted by "5 m," which is the separation distance from the on-board equipment to the front position of the train 3B, from "10038 m." From then on, because the train 3B is the "tail car," that is, its traveling direction is downhill, the train's position is calculated by adding the traveling distance from the time of coupling with the beacon 22 to the updated calculation starting point.

[0038] Next, as shown in Figure 4, train 1 arrives at a turnaround station, the front and rear of the driver's cabs are swapped, and the terminal car 3B, which was the rear car, becomes the lead car. The running direction of train 1 switches to the uphill direction. At this point, the ATO on-board device 10B recognizes the train's position as "10050m" at the time of arrival at the station, and the front / rear position as "lead car." From the train's position "10050m," the ATO on-board device 10B references the on-board DB and generates operation pattern 7A, which stops the train at the outer stop position of departure signal 20. Then, after the train attendant performs a departure request operation, automatic operation control according to operation pattern 7A is started. In other words, train 1 starts running in the uphill direction.

[0039] As shown in FIG. 5, when vehicle 3B, the lead vehicle of the train, passes through beacon 22 and receives beacon information, ATO on-board equipment 10B determines the location of beacon 22 by referring to the on-board DB (rail DB) based on the beacon ID included in the received beacon information, and updates the calculation starting point of the train's position. The direction considered for the separation distance at this time is also subtraction. Furthermore, the aspect correspondence information of departure signal 20 included in the beacon information is determined, and if the information satisfies predetermined aspect conditions indicating that the aspect allows passage, the operation pattern is updated to 7B, which passes through the outside stop position. An aspect that allows passage is an aspect other than a stop aspect, such as a proceed aspect or a caution aspect. This allows the train to pass through the outside stop position and enter the area inside departure signal 20.

[0040] On the other hand, as shown in Figure 6, if the aspect information of the departure signal 20 included in the beacon information received from the beacon 22 indicates a stop aspect (an aspect that does not satisfy the aspect conditions), the operation pattern 7A is not updated, and the train 1 runs in accordance with the operation pattern 7A and stops at the outside stop position of the departure signal 20. It is also possible that the ATO on-board device 10B cannot normally receive the beacon information from the beacon 22 due to a communication failure with the beacon 22, etc. In this case as well, the operation pattern 7A is not updated, and the train runs in accordance with the operation pattern 7A and stops at the outside stop position of the departure signal 20.

[0041] 7, when train 1 approaches a turnaround station, it is assumed that the ATO on-board equipment 10B cannot normally receive the ground coil information from the ground coil 22 due to a communication failure with the ground coil 22, etc. In this case, the ATO on-board equipment 10B will approach and arrive at the turnaround station while recognizing its own train position as an "undefined position."

[0042] Then, as shown in Figure 8, after the cab has been swapped, the ATO on-board unit 10B of the terminal car 3B, which has become the lead car, receives the train position input by the crew and sets the received position as the train's own position. In the example of Figure 8, the train position "10050 m" is input and set as the train's own position. With the train's own position set, the ATO on-board unit 10B generates an operation pattern 7A that stops the train at the outer stop position of the departure signal 20 and starts automatic operation control. After starting to travel, if the train has not received normal beacon information from the beacon 22 even after the travel distance has reached a predetermined distance, the ATO on-board unit 10B brings the train 1 to an emergency stop.

[0043] As shown in FIG. 9, the train crew may input the train position by inputting the stop platform number among multiple platforms at a turnaround station. A departure signal 20 and a ground coil 22 corresponding to the departure signal 20 are installed for each platform. The ATO on-board device 10B references the on-board DB (railway DB) and sets the stop position corresponding to the received platform number as the train's position. Then, similarly, an operation pattern 7 is generated to stop the train at the outer stop position of the departure signal 20 at the stop platform number, and automatic operation control is started. In the example of FIG. 9, "platform 1" is received as the stop platform number, and an operation pattern 7A is generated to stop the train at the outer stop position of the departure signal 20A at platform 1.

[0044] After starting to run, when the terminal car 3B, which is the lead car, passes the ground coil 22 and receives the ground coil information, the ATO on-board device 10B refers to the on-board DB (railway DB) to determine the track number corresponding to the ground coil ID included in the received ground coil information, and determines whether the determined track number matches the received stop track number. If they do not match, the received stop track number is incorrect, and there is a possibility that the recognized position of the train itself is incorrect, so the ATO on-board device 10B makes an emergency stop of the train 1.

[0045] Alternatively, the train position input by the crew may be the beacon ID of the beacon 22 corresponding to the stop track number. In this case, the ATO on-board device 10B references the on-board DB (railway DB) and sets the stop position of the track number corresponding to the received beacon ID as the train's position. Similarly, it generates an operation pattern 7 that stops the train at the outer stop position of the departure signal 20 of the stop track number, and starts automatic operation control. After starting to run, when the terminal car 3B, which is the lead car, passes the beacon 22 and receives beacon information, it determines whether the beacon ID included in the received beacon information matches the received beacon ID, and if they do not match, it makes an emergency stop of the train 1.

[0046] [Function Configuration] Fig. 10 is a block diagram showing the functional configuration of the ATO on-board device. According to Fig. 10, the ATO on-board device 10 includes an operation unit 102, a display unit 104, an audio output unit 106, a wireless communication unit 108, a processing unit 200, and a storage unit 300, and can be configured as a type of computer system.

[0047] The operation unit 102 is realized by an input device such as a button switch or a touch panel, and outputs an operation signal corresponding to the operation performed to the processing unit 200. The display unit 104 is realized by a display device such as an LCD (Liquid Crystal Display) or a touch panel, and performs various displays corresponding to display signals from the processing unit 200. The audio output unit 106 is realized by an audio output device such as a speaker, and performs various audio outputs corresponding to audio signals from the processing unit 200. The wireless communication unit 108 is realized by a wireless communication device, and performs wireless communication with external devices such as ground equipment via a given communication network.

[0048] The processing unit 200 is realized by an arithmetic device such as a CPU (Central Processing Unit), and based on the programs and data stored in the storage unit 300, issues instructions and transfers data to each component constituting the ATO on-board equipment 10, thereby performing overall control of the ATO on-board equipment 10. In addition, the processing unit 200 executes an on-board control program 302 stored in the storage unit 300 to perform various controls related to the automatic operation of the train itself.

[0049] The processing unit 200 also functions as the following functional blocks: a setting unit 202, a train position calculation unit 204, and a turn-back operation start control unit 206. However, these functional blocks can also be configured as independent arithmetic circuits using an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or the like.

[0050] The setting unit 202 sets whether the terminal car, which is the end car of a train that performs turnaround operation at a predetermined turnaround position and on which the ATO on-board device 10 is installed, is the lead car or the tail car. Specifically, for example, the setting is made according to the operation of the cab selection switch 9, which is used to manually select whether or not the driver's cab of the vehicle is to be used. The setting content is stored as lead / tail car setting information 314.

[0051] The train's own position calculation unit 204 calculates the train's own position when the terminal car 3 on which the ATO on-board device 10 is installed is the leading car, regardless of whether it is the leading car or the trailing car. Specifically, the train's own position is calculated based on the running distance and running direction from a given calculation starting point, and when the setting is the trailing car, the train's own position is set to an undefined position at a given timing, and when beacon information is received from the beacon, the calculation starting point is reset based on the beacon information, and the train's own position is calculated again.

[0052] That is, the train's travel distance from a given calculation starting point is measured, and the position that is the travel distance away from the calculation starting point in the train's travel direction is calculated as the train's own train position. Then, when the train couples with a new beacon 22 and receives new beacon information, the installation position of that beacon 22 is updated as the new calculation starting point, and a new calculation of the travel distance from the point of coupling with the new beacon 22 is started. Note that, since the train's own train position is the leading position of the train itself, the train's own train position is updated to a position that takes into account the separation distance (known) between the on-board installation position of the on-board coil 5 coupled to the beacon 22 and the leading position of the train itself. That is, since the train's own train position is the leading position of the train itself when the train itself is the leading vehicle, the direction of adding or subtracting the separation distance is determined depending on whether the train itself is the terminal vehicle 3 on the upbound or downbound side. This is a fixed value that is determined regardless of the travel direction. In addition, the direction in which the train's own position is calculated is determined by the direction of travel, i.e., whether the train is moving closer to or further away from the kilometer distance origin, and the direction of addition or subtraction of the travel distance from the calculation origin is determined (see Figure 3).

[0053] The calculated own train position is stored as own train position information 310. In addition, the latest on-ground coil information received from the on-ground coil 22 is stored as latest on-ground coil information 316.

[0054] The installation positions of the ground elements 22 are also stored in the ground element DB 324. The ground element DB 324 stores, for each installed ground element 22, information such as the direction of travel, the installation position, the corresponding track number, and the signal ID of a signal that transmits the ground element information including the aspect information, in association with the ground element ID, which is ground element identification information.

[0055] When the setting of whether the terminal car 3 on which the ATO on-board device 10 is installed is switched from the leading car or the trailing car to the leading car, the turn-back operation start control unit 206 generates an operation pattern 7 for stopping at the outer stop position of the departure signal 20 based on the position of the train itself, and starts automatic operation control. Then, when it receives beacon information from the beacon 22 and the aspect information included in the beacon information is information that satisfies a predetermined aspect condition indicating that passage is permitted (for example, information indicating a proceed aspect or a caution aspect), it updates the operation pattern to one that passes through the outer stop position (see Figures 4 and 5).

[0056] The outer stop position of the departure signal 20 is stored and included in the traffic light DB 326. The outer stop position of the departure signal 20 may be determined as a predetermined distance outward from the installation position of the departure signal 20. The current driving pattern 7 is stored as driving pattern data 312. The traffic light DB 326 stores, for each installed traffic light, the type such as a departure signal or a home signal, the installation position, the outer stop position, the ground coil ID of the ground coil that transmits the aspect response information, etc., in association with the traffic light ID.

[0057] Furthermore, when the position of the own train is uncertain, the turn-back operation start control unit 206 accepts input of ground coil identification information and sets the own train position based on the corresponding own train position candidate. The ground coil 22 transmits the ground coil information including the ground coil identification information of the own ground coil 22, and when the ground coil information is received from the ground coil 22 and the ground coil identification information included in the ground coil information differs from the accepted ground coil identification information, the turn-back operation start control unit 206 performs control to make an emergency stop.

[0058] That is, the input of the ground coil ID is accepted, and the station DB 322 is referenced, and the stop position that is the candidate position of the own train corresponding to the accepted ground coil ID is set as the own train position.

[0059] Furthermore, when the position of the train itself is undetermined, the turn-back operation start control unit 206 receives input of identification information of a candidate position to be selected as a candidate position, and sets the position of the train itself based on the candidate position of the train itself corresponding to the identification information. The ground coil 22 transmits the identification information included in the ground coil information, and when the ground coil information is received from the ground coil 22 and the identification information included in the ground coil information differs from the received identification information, the turn-back operation start control unit 206 performs control to make an emergency stop.

[0060] That is, the input of identification information of the platform of the turnaround station, which is the candidate position, is accepted, and the station DB 322 is referenced, and the stop position, which is the candidate position of the own train corresponding to the accepted platform, is set as the position of the own train.

[0061] Furthermore, when the position of the train itself is uncertain, the turn-back operation start control unit 206 sets the position of the train itself based on operational input. After the setting, while no beacon information is received from the beacon 22, the train is allowed to run until the running distance meets a predetermined short-distance condition, and when the running distance no longer meets the condition, the control unit 206 performs control to make an emergency stop.

[0062] That is, the system accepts an input of the train position expressed in kilometers, for example, and sets the accepted train position as the train's own position. The short distance condition can be defined, for example, as a condition in which the distance from a predetermined stop position to the departure signal 20 is set as a threshold value, so that the train can pass the ground coil 22.

[0063] The train's own train position candidates are stored in the station DB 322. For each station, the station DB 322 stores, in association with the station name, for each track number that is a candidate position, a stop position that is a candidate for the train's own train position when the train stops at that track number, a departure signal ID, a ground coil ID that corresponds to the departure signal, and the like.

[0064] In addition, if the position of the train itself is uncertain, the start of automatic operation control may be inhibited.

[0065] The memory unit 300 is realized by a storage device such as a hard disk, ROM (Read Only Memory), RAM (Random Access Memory), etc., and stores programs, data, etc. that the processing unit 200 uses to comprehensively control the ATO on-board equipment 10. The memory unit 300 is also used as a work area for the processing unit 200, and temporarily stores the results of calculations executed by the processing unit 200 according to various programs, and input data via the operation unit 102 and wireless communication unit 108. In this embodiment, the memory unit 300 stores an on-board control program 302, host train position information 310, operation pattern data 312, leading and trailing car setting information 314, latest ground coil information 316, and a track DB 320.

[0066] FIG. 11 is a flowchart illustrating the processing of the ATO on-board device 10 when the train 1 is running in a turnaround mode.

[0067] First, the ATO on-board device 10 determines whether the vehicle is a rear vehicle or a leading vehicle by referring to the leading / rear vehicle setting information 314. If the vehicle is a leading vehicle (step S1: NO), the ATO on-board device 10 performs automatic driving control similar to that of the conventional vehicle (step S3).

[0068] If it is the rear vehicle (step S1: YES), it is determined whether it has passed the ground coil 22 and received ground coil information, and if it has received ground coil information (step S5: YES), it updates the calculation starting point of the train's position based on the installation location of the ground coil corresponding to the ground coil ID included in the received ground coil information (step S7).

[0069] Next, it is determined whether the own vehicle has switched from the rear vehicle to the lead vehicle, and if it has switched (step S9: YES), it refers to the own train position information 310 and determines whether the own train position is an undetermined position.

[0070] If the train's own position is not an undetermined position (step S11: NO), an operation pattern for stopping at the outer stop position of the departure signal is generated (step S13), and after a departure request operation is performed by a train attendant, automatic operation control is started in accordance with the generated operation pattern (step S15). After that, if the train passes a beacon and receives beacon information (step S17: YES), the aspect of the departure signal 20 indicated by the aspect correspondence information included in the received beacon information is determined. If the aspect of the departure signal 20 is an aspect other than a stop aspect (for example, a proceed aspect or a caution aspect) (step S19: YES), the operation pattern is updated to one that passes the outer stop position (step S21).

[0071] On the other hand, if the train's position is undetermined (step S11: YES), the system accepts input of the stop track number (step S23), and sets the stop position corresponding to the accepted stop track number as the train's position (step S25). Then, it generates an operation pattern for stopping the train at the outer stop position of the departure signal 20 corresponding to the stop track number (step S27), and after a departure request operation is performed by an attendant, it starts automatic operation control according to the generated operation pattern (step S29).

[0072] Thereafter, when the train passes a beacon and receives beacon information (step S31: YES), it is determined whether the track number of the beacon corresponding to the beacon ID included in the received beacon information matches the received stop track number. If they do not match (step S33: YES), the train is brought to an emergency stop (step S35). If they match (step S33), it then determines the aspect of the departure signal 20 indicated by the aspect correspondence information included in the received beacon information. If the aspect of the departure signal is an aspect other than a stop aspect (for example, a proceed aspect or a caution aspect) (step S37: YES), the operation pattern is updated to one that passes through the outer stop position (step S39).

[0073] As described above, according to this embodiment, an automatic train operation system using a point-to-point transmission / reception method using the on-board device 22 can safely start a turn-back operation. Specifically, when the on-board device 10, which is an automatic train operation system installed on the terminal car 3 of the train set 1, switches from the tail car to the lead car, i.e., at the start of turn-back operation, generates an operation pattern for stopping the train at the outer stop position of the departure signal 20 and starts automatic operation control. If the aspect information of the departure signal 20 included in the on-board device information received from the on-board device 22 satisfies a predetermined aspect condition indicating that the train is permitted to pass (e.g., a proceed aspect or a caution aspect), the operation pattern is updated to one that passes the outer stop position. If the on-board device information cannot be received normally from the on-board device 22 due to a malfunction or the like, or if the aspect information of the departure signal 20 does not satisfy the aspect condition (e.g., a stop aspect), the operation pattern is not updated, and the train 1 stops at the outer stop position of the departure signal 20. This allows a turn-back operation to be started safely.

[0074] It should be noted that the embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be modified as appropriate within the scope of the present invention.

[0075] (A) Installation of ground coils 22 according to the number of cars in the train Because the train position is the leading position of the lead car, if the number of cars in the train formation is different, the train position may differ when the train's running direction is changed due to turnaround operation. For this reason, in order to maintain a substantially constant distance from the train's stopping position to the ground coil 22 corresponding to the departure signal 20, a ground coil 22 may be installed for each number of cars in the train formation. In such a case, the ATO on-board device 10 sets and stores the number of cars in the train formation, and also stores the stopping positions for each number of cars in the train formation, the corresponding departure signal ID, and the ground coil ID in association with each other for each track of each station in the on-board DB (station DB 322 of the track DB 320 in FIG. 10 ). Then, after departure from the turnaround station, the ATO on-board device 10 refers to the on-board DB and updates the operation pattern based on the ground coil information from the ground coil 22 corresponding to the number of cars in the train formation.

[0076] (B) Folding position In the above embodiment, an embodiment has been described in which a turn-back station is an example of a turn-back position, but the present invention can also be applied to other turn-back positions such as a siding. [Explanation of symbols]

[0077] 10…ATO on-board device 200...Processing section 202...Settings section 204... Own train position calculation section 206... Turn-back operation start control unit 300...Storage section 302...On-board control program 310…Own train position information 312...Driving pattern data 314...Front and rear vehicle setting information 316...Latest ground information 320...Railway DB 322...Station DB 324...ground child DB 326…Traffic light DB 1. Train 3(3A,3B)…Terminal vehicle 5...Car passenger 7...Driving pattern 9...Driver's cab selection switch 20...Departure signal 22...Ground coil

Claims

1. An automatic train operation device installed in a terminal car of a train that performs turnaround operation at a predetermined turnaround position, a ground coil is installed between the turn-back position and a departure signal related to the turn-back operation, the ground coil transmitting ground coil information including aspect information corresponding to the aspect of the departure signal; a setting means for setting whether the terminal vehicle is a leading vehicle or a trailing vehicle; a turn-back operation start control means for generating an operation pattern for stopping at the outer stop position of the departure signal and starting automatic operation control when the setting is switched from the rear vehicle to the lead vehicle, the turn-back operation start control means receiving the ground coil information from the ground coil, and updating the operation pattern to pass through the outer stop position when the aspect corresponding information included in the ground coil information is information that satisfies a predetermined aspect condition indicating that passage is permitted; An automatic train operation device equipped with:

2. a train position calculation means for calculating the train position when the terminal car is the leading car, regardless of whether it is the leading car or the trailing car; Further provided with the turn-back operation start control means performs the automatic operation control in accordance with the operation pattern based on the position of the train itself.

2. The automatic train operation device according to claim 1.

3. The train position calculation means calculating the position of the train itself based on a travel distance and a travel direction from a given calculation starting point; When the setting is for the rear vehicle, setting the position of the own train to an undefined position at a given timing; When the ground coil information is received from the ground coil, the calculation starting point is reset based on the ground coil information, and the train position is calculated again. To execute 3. The automatic train operation device according to claim 2.

4. The turn-back operation start control means inhibits the start of the automatic operation control when the position of the train itself is in an undefined position.

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

5. a position candidate storage means for storing, for each of the candidate positions of the turnaround position, candidate positions of the train itself when the train stops at the candidate position and ground coil identification information of a ground coil installed between the candidate position and the departure signal, in association with each other; Further provided with The turn-back operation start control means includes a train position setting means for receiving input of the ground coil identification information and setting the train position based on the corresponding train position candidate when the train position is uncertain.

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

6. The on-ground device transmits the on-ground device information including the on-ground device identification information of the on-ground device, The turn-back operation start control means receives the ground coil information from the ground coil, and performs control to make an emergency stop when the ground coil identification information included in the ground coil information differs from the ground coil identification information accepted by the own train position setting means.

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

7. a position candidate storage means for storing, for each of the candidate positions for the turnaround position, identification information of the candidate position and a candidate position of the train itself when the train stops at the candidate position in association with each other; Further provided with the turn-back operation start control means includes a train-own position setting means for receiving input of identification information of a candidate position to be selected as a candidate position when the train-own position is an undetermined position, and setting the train-own position based on the train-own position candidate corresponding to the identification information; 5. An automatic train operation device according to claim 4.

8. The ground device transmits the identification information together with the ground device information, the turn-back operation start control means receives the ground coil information from the ground coil, and performs control to make an emergency stop when the identification information included in the ground coil information differs from the identification information accepted by the own train position setting means.

8. An automatic train operation device according to claim 7.

9. The turn-back operation start control means has a train position setting means for setting the train position based on an operation input when the train position is in an undetermined position.

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

10. the turn-back operation start control means allows the train to continue running until the running distance satisfies a predetermined short-distance condition while the ground coil information is not received from the ground coil after the setting by the train's own train position setting means, and performs control to make an emergency stop when the running distance no longer satisfies the predetermined short-distance condition. The automatic train operation device according to claim 9.

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