Automatic train operation system and method

Abstract

This invention provides an automatic train operation system and method that enables safe automated operation by accurately switching control methods corresponding to different automation levels through a simple and low-cost configuration. [Solution] The automatic train operation device 1 can selectively switch between an automatic operation mode M2 ​​for automatic operation of train T and a driver assistance mode M1 for driver assistance, which allows manual intervention in the operation of train T by the driver during automatic operation. Driver assistance mode M1 is selected only when the insertion of a master controller key into the master controller key insertion section 6 by the driver is detected.

Description

Technical Field

[0001] The present invention relates to an automatic train operation device and method that can selectively switch between train operation support and automatic operation.

Background Art

[0002] In recent years, in order to maintain the railway network while the birthrate is declining and the aging population is increasing and the working population is decreasing, railway operators are required to promote the improvement of work efficiency and labor saving, and the automatic operation of trains has attracted attention as one of the measures to promote the efficiency and mechanization of work. The automatic operation of trains is generally realized by a combination of an automatic train control device (ATC) and an automatic train operation device (ATO). The automatic train control device is a device that automatically activates the brakes when the speed of the train exceeds the restricted speed determined according to the distance from the preceding train and the conditions of the route, etc., and automatically releases the brakes when the speed is below the restricted speed. The automatic train operation device is a device that performs acceleration control and brake control of the train according to a preset operation pattern.

[0003] As a conventional technique related to such automatic train operation, for example, Patent Document 1 below discloses an on-vehicle device that performs ATC processing that functions as an automatic train control device and ATO processing that functions as an automatic train operation device on the same CPU. In this on-vehicle device, after the CPU executes the ATC processing, the ATO processing is executed on the same CPU during the idle time, and by making the functions and control logics of the ATC processing and the ATO processing independent, integration with the ATO function is achieved without impairing the safety as ATC.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the automated train operation described above, as the level of automation (Grades of Automation: GOA) increases, train operation management is performed without the need for a qualified driver to be on board. Specifically, at automation level 2 (GOA2), the driver operates the doors and starts the train, while the automated train operation system automatically adjusts speed and controls the brakes as driving assistance, and manual intervention by the driver is permitted during automated operation (driving assistance). On the other hand, at automation level 2.5 (GOA2.5), an employee without train driving qualifications is on board the front cab to perform emergency stopping operations and guide evacuations, while the automated train operation system automatically controls the train's starting, stopping, acceleration, and deceleration.

[0006] Incidentally, there are cases where it is required to share the same train set between lines that support the GOA2 driver assistance system and lines that support the GOA2.5 automated driving system. In this case, in order to achieve both the GOA2 driver assistance system and the GOA2.5 automated driving system with a common train set, it is necessary to either prepare separate hardware that corresponds to the different automation levels of control methods and swap it out for each line, or to load separately prepared software that corresponds to the different automation levels of control methods onto the common hardware and switch between them for each line. However, such solutions using separate hardware and software present the challenge of increasing the complexity and cost of the automated train operation system.

[0007] Furthermore, regarding the switching between GOA2 driver assistance and GOA2.5 automatic operation in a common train configuration, it is crucial to establish a mechanism to avoid erroneous switching where a control method corresponding to GOA2, which allows manual intervention in driving operations, is selected when personnel other than the driver are in the driver's cab, in order to achieve safe automatic train operation. In the aforementioned conventional technology, although the details of the temporal switching of ATC processing and ATO processing on the same CPU are disclosed, the switching of control methods corresponding to different automation levels is not considered, and there was room for improvement in terms of safety in automatic operation.

[0008] This invention has been made in view of the above points, and aims to provide an automatic train operation device and method that can accurately switch control methods corresponding to different automation levels with a simple and low-cost configuration to achieve safe automatic operation. [Means for solving the problem]

[0009] To achieve the above objective, one aspect of the present invention provides an automatic train operation device that can selectively switch between an automatic operation mode for automatic train operation and a driver assistance mode that allows manual intervention by a train driver during automatic operation to provide driving support. In this automatic train operation device, the driver assistance mode is selected only when input from a master controller key based on the driver's operation is detected.

[0010] Another aspect of the present invention provides an automatic train operation method that can selectively switch between an automatic operation mode for automatic train operation and a driver assistance mode that allows manual intervention by a train driver during automatic operation to provide driving support. This automatic train operation method selects the driver assistance mode only when it detects input from a master controller key based on the driver's operation. [Effects of the Invention]

[0011] According to the automatic train operation device and method of the present invention, safe automatic operation can be achieved by accurately switching control methods corresponding to different automation levels with a simple and low-cost configuration. [Brief explanation of the drawing]

[0012] [Figure 1] This figure shows a schematic configuration of a train equipped with an automatic train operation system according to one embodiment of the present invention. [Figure 2] This is a block diagram showing an example of the functional configuration of an automatic train operation system according to the above embodiment. [Figure 3] This flowchart shows an example of the process performed by the automatic train operation system according to the above embodiment. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Figure 1 is a diagram showing the schematic configuration of a train T equipped with an automatic train driving system 1 according to one embodiment of the present invention. In Figure 1, train T is various types of vehicles that run on a predetermined track R. In this embodiment, train T is, for example, a vehicle that runs on rails with steel wheels (railway vehicle). Railway vehicles also include vehicles used for LRT (Light Rail Transit) and streetcars.

[0014] The running state of train T is automatically controlled by the Automatic Train Operation (ATO) 1. In other words, train T is operating automatically, or with driver assistance. The automatic operation of train T by the Automatic Train Operation 1 in this embodiment is realized, for example, by utilizing the existing Automatic Train Stop (ATS) system on lines where an Automatic Train Control (ATC) system is not installed. By constructing a system for the automatic operation of train T by combining ATS and ATO, it is possible to significantly reduce the cost of introducing automatic operation of train T on existing lines. Of course, the system for the automatic operation of train T can also be constructed by combining ATC and ATO, as in the conventional technology described above. In addition to the Automatic Train Operation 1, train T is equipped with, for example, a speed generator 2, an onboard unit 3, a drive unit 4, a braking unit 5, and a master controller key insertion unit 6 as onboard equipment.

[0015] The speed generator 2 is attached to the axle of train T and connected to the automatic train operation system 1 by a cable. The speed generator 2 outputs a signal corresponding to the rotation speed of the axle of train T. The output signal of the speed generator 2 is input to the automatic train operation system 1 via the cable.

[0016] The onboard unit 3 is mounted on the underside of the train T (preferably on the front underside in the direction of travel) and connected to the automatic train operation system 1 by a cable. The onboard unit 3 receives ground beacon information transmitted from ground beacons G installed on the track R when the train T passes over them. Multiple ground beacons G are installed along the track R. The ground beacon information received by the onboard unit 3 is provided to the automatic train operation system 1 via the cable.

[0017] The drive unit 4 has an electric motor, an internal combustion engine (diesel engine), etc., which are the power source for train T. Control commands output from the automatic train operation system 1 are supplied to the drive unit 4 via a cable, and the driving force of the drive unit 4 is controlled according to these control commands.

[0018] The braking system 5 includes a service brake and an emergency brake. The service brake is the brake normally used to decelerate and / or stop the train T. The emergency brake is the brake used when it is necessary to bring the train T to an emergency stop. Control commands output from the automatic train operation system 1 are supplied to the braking system 5 via cables. The braking system 5 controls the braking force of the service brake applied to the axles or wheels of the train T, or activates the emergency brake, according to the given control commands.

[0019] The master controller key insertion section 6 is installed in the driver's cab of train T (not shown), and the master controller key (hereinafter referred to as "master controller key") held by the driver who is qualified to operate train T is inserted into it. The master controller key is not permitted to be held by personnel who are not qualified to operate train T. In other words, possession of the master controller key indicates that the person is a driver who is qualified to operate train T. Furthermore, the operation of inserting the master controller key into the master controller key insertion section 6 by the driver indicates that a driver is on board the driver's cab of train T.

[0020] The master key in this embodiment has, for example, the form of a physical key. When the master key is inserted into the master key insertion part 6, the lock mechanism of the master controller (hereinafter referred to as "master control") provided on the driver's cab is unlocked, and the driving operation by the master control becomes possible. The master key insertion part 6 generates a signal indicating the insertion state of the master key, and outputs the signal to the automatic train operation device 1 via an electrical wiring. In this embodiment, the master key insertion part 6 corresponds to the "input part" of the present invention.

[0021] Figure 2 is a block diagram showing an example of the functional configuration of the automatic train operation device 1. In Figure 2, the automatic train operation device 1 has, for example, a speed / distance calculation part 11, a track circuit detector 12, a master key insertion detector 13, an on-vehicle database (DB) 14, and a running control part 15.

[0022] The speed / distance calculation part 11 calculates the speed and running distance of the train T based on the output signal from the speed generator 2. The calculation result of the speed / distance calculation part 11 is transmitted to the running control part 15.

[0023] The track circuit detector 12 detects whether the track circuit information transmitted from the track circuit G is received by the on-vehicle antenna 3, and detects the track circuit information itself when reception is confirmed. The track circuit detector 12 can correct the position information of the train T grasped on the on-vehicle side (automatic train operation device 1) based on the detected track circuit information. The detection result at the track circuit detector 12 is transmitted to the running control part 15.

[0024] The master key insertion detector 13 detects that the master key is inserted into the master key insertion part 6 based on the output signal from the master key insertion part 6. The detection result of the master key insertion detector 13 is transmitted to the running control part 15. In this embodiment, the master key insertion detector 13 corresponds to the "detection part" of the present invention.

[0025] The onboard database 14 stores information about train T and its route. Information about train T includes the train type of train T (e.g., local train, express train, etc.), and the characteristics of the drive system 4 and braking system 5. Information about train T's route includes information about each station along the route (e.g., location information of each station and passing / stopping information according to the train type), and information about the type and location of each ground beacon G installed along the track R (e.g., type and location information associated with the ground beacon ID).

[0026] The running control unit 15 determines the speed and position of train T based on the calculation results of the speed / distance calculation unit 11 and the detection results of the ground beacon detection unit 12. Then, the running control unit 15 generates a safety pattern and a driving pattern (not shown) to be used for the automatic operation of train T, based on the running position information of train T and the information stored in the onboard database 14.

[0027] The safety pattern is a pattern that shows the change in the permissible upper speed corresponding to the maximum speed of each section on the operating route. The safety pattern may be an ATS speed check pattern and / or a speed check pattern similar to the ATS speed check pattern. The driving pattern is a pattern that shows the change in the target speed to ensure that train T does not exceed the permissible upper speed of each section on the operating route. The driving pattern is generated such that the target speed is lower than the permissible upper speed by a predetermined value (e.g., -3 km / h) compared to the safety pattern. The driving pattern includes a fixed-position stopping pattern (TASC pattern) to stop train T at the target stopping position of a station.

[0028] The running control unit 15 controls the running state of train T according to the safety pattern and driving pattern described above. Specifically, the running control unit 15 gives control commands to the drive unit 4 and / or the braking unit 5 to accelerate, maintain a constant speed, coast, or decelerate train T so that it follows the driving pattern. Furthermore, if the speed of train T exceeds the permissible upper speed limit of the safety pattern, the running control unit 15 gives a control command to the braking unit 5 to decelerate and / or stop train T. Automatic operation of train T is performed by this control of the running state of train T by the running control unit 15.

[0029] In this embodiment, the running control unit 15 has a function to selectively switch between a driving support mode M1 corresponding to automation level 2 (GOA2) and an automatic driving mode M2 ​​corresponding to automation level 2.5 (GOA2.5) in the automatic operation of train T, according to the determination result of the master controller key insertion detection unit 13.

[0030] In the GOA2-compatible driver assistance mode M1, the driver in the driver's cab of train T performs door opening and closing and starting operations, while the running control unit 15 automatically controls the running conditions, such as speed adjustment after starting and stopping at stations. In addition, in driver assistance mode M1, manual intervention by the driver in driving operations during automatic operation by the running control unit 15 is permitted. In other words, in GOA2, the automatic train operation system 1 is treated as a driver assistance system, and an operating mode (driver assistance mode M1) is selected in which the driver's operation takes priority even during automatic operation (driver assistance).

[0031] On the other hand, in the automatic driving mode M2 ​​compatible with GOA2.5, an employee who does not have the qualifications to drive train T is stationed in the driver's cab to perform emergency stopping operations and evacuation guidance, while the running control unit 15 automatically controls the running state of train T, such as starting, stopping, and acceleration / deceleration. As mentioned above, the employee stationed in the driver's cab is not permitted to possess the master controller key, so the master controller located in the driver's cab remains locked, and it is not possible to perform driving operations using the master controller. In other words, GOA2.5 selects an operating mode (automatic driving mode M2) in which manual intervention of driving operations using the master controller by the employee stationed in the driver's cab is not permitted.

[0032] For the two operating modes described above, the driver assistance mode M1 and the automatic driving mode M2, the driving control unit 15 is fitted with a single hardware configuration equipped with integrated software. The driving control unit 15 selects either the driver assistance mode M1 or the automatic driving mode M2 ​​by switching the driving control operating mode on the integrated software. The selective switching process between the driver assistance mode M1 and the automatic driving mode M2 ​​by the software in the driving control unit 15 is performed, for example, when the power to the automatic train operation device 1 is turned on and when the power is reset (restarted). However, the timing of the switching process is not limited to the example above.

[0033] Specifically, at each of the above timings, the running control unit 15 switches the operating mode of the running control on the integrated software so that the driving support mode M1 corresponding to GOA2 is selected only when the insertion of the master controller key is detected by the master controller key insertion detection unit 13. In other words, when the automatic train operation device 1 is powered on or reset, if the insertion of the master controller key is not detected by the master controller key insertion detection unit 13, the operating mode of the running control by the running control unit 15 is switched to the automatic driving mode M2 ​​corresponding to GOA2.5.

[0034] Next, the control operation of the automatic train operation system 1 in this embodiment will be explained in detail with reference to the flowchart in Figure 3. In the automatic train operation system 1 configured as described above, when the power is turned on when the operation of train T begins, a series of processes for automatic operation are initiated by the running control unit 15. In this series of processes, first, in step S10 in Figure 3, the running control unit 15 determines whether the power has been turned on or reset. If it is determined that the power has been turned on or reset (YES), the system proceeds to the next step S20; if it is not determined that the power has been turned on or reset (NO), the system proceeds to step S70.

[0035] In step S20, the running control unit 15 determines whether or not the insertion of the master controller key has been detected by the master controller key insertion detection unit 13. If the insertion of the master controller key is detected (YES), in the next step S30, the running control unit 15 determines that a driver is on board the driver's cab of train T and switches the operation mode of the running control to the driving support mode M1. For example, the initial value for the operation mode of the running control is set to automatic driving mode M2. Then, with the driving support mode M1 selected as the operation mode, in the following step S40, the running control unit 15 starts automatic driving (driving support) of train T by controlling the running state of train T according to the control method corresponding to GOA2. Once the driving support of GOA2 is started, the process returns to step S10.

[0036] On the other hand, if the insertion of the master controller key is not detected in step S20 (NO), in step S50, the running control unit 15 determines that there is an employee other than the driver in the driver's cab of train T and switches the operation mode of the running control to automatic driving mode M2. Then, with automatic driving mode M2 ​​selected as the operation mode, in the following step S60, the running control unit 15 starts the automatic operation of train T by controlling the running state of train T according to the control method corresponding to GOA2.5. Once the automatic operation of GOA2.5 is started, the process returns to step S10.

[0037] In step S70, since it was determined in step S10 that the power was not turned on or reset, the driving control unit 15 does not switch the driving control operating mode; that is, the currently selected operating mode is maintained. Then, the driving control corresponding to that operating mode is continued, and the process returns to step S10.

[0038] Here, we will explain in detail the differences in the functions of each control method, focusing on the driving assistance of GOA2 initiated in step S40 and the automated driving of GOA2.5 initiated in step S60.

[0039] In GOA2's driver assistance, for example, when train T departs from a station on the line, the running control unit 15 of the automatic train operation system 1 generates a safety pattern and a driving pattern for traveling at the required speed between stations to the next stop and stopping at the designated position at that stop. Then, when the driver in the driver's cab of train T presses a start request button (not shown) located in the driver's cab, the running control unit 15 controls the running state of train T so that the speed of train T reaches the target speed according to the driving pattern, and automatic operation (driver assistance) is performed by the automatic train operation system 1.

[0040] During operation assistance by the automatic train operation system 1, the running control unit 15 will, at the appropriate time, confirm with the driver whether they wish to continue the operation assistance via voice or other means. If the driver does not press the support continuation confirmation button (not shown) located in the driver's cab within a predetermined time (for example, within 5 seconds), the running control unit 15 will assume that the driver does not intend to continue the operation assistance and will output a control command to the braking system 5 to activate the emergency brake and stop train T. This function of confirming the continuation of operation assistance is unique to the control system compatible with GOA2, and is not provided in the control system compatible with GOA2.5.

[0041] Furthermore, during operation assistance by the automatic train operation system 1, the running control unit 15 allows manual intervention by the driver in driving operations, enabling flexible responses. For example, the driver may manually operate the master controller handle in situations where recovery driving is necessary during train delays or careful driving at specific locations is required. This operation of the master controller (handle operation) by the driver takes precedence over the running control that follows the driving pattern of the running control unit 15, and the speed of train T is adjusted by the driver's manual intervention. However, even after the driver's manual intervention, deceleration control according to the driving pattern of the running control unit 15 for stopping positions and stop signals continues. This function of allowing manual intervention by the driver is unique to the control system corresponding to GOA2, and this function is not provided in the control system corresponding to GOA2.5, in which personnel other than the driver are in the driver's cab.

[0042] In contrast to the driver assistance provided by GOA2 as described above, in GOA2.5's automated driving system, the operator in the driver's cab performs emergency stopping operations and evacuation guidance, while the train T's starting, stopping, acceleration, and deceleration are automatically controlled by the driving control unit 15 of the automatic train operation system 1. For this reason, the support continuation confirmation button, which the driver pressed in GOA2's driver assistance system, is either disabled in GOA2.5's automated driving system or replaced by an operation button for another function.

[0043] In GOA2.5 automatic operation, emergency stopping is performed by an operator pressing a train stop button (not shown) located in the driver's cab. When the train stop button is pressed, the running control unit 15 outputs a control command to the braking device 5 to activate the emergency brake, bringing the train T to an emergency stop. When automatic operation resumes after the train T has made an emergency stop, the running control unit 15 generates a driving pattern in which low-speed driving (e.g., 15 km / h) continues for a certain distance (e.g., 800 m), and the running state of the train T is automatically controlled according to this driving pattern. Such functions for resuming automatic operation using a train stop button or a low-speed driving pattern are necessary only for control systems compatible with GOA2.5, and are not necessary for control systems compatible with GOA2 where a driver is on board.

[0044] Furthermore, in GOA2.5 automatic operation, if the automatic control by the running control unit 15 is stopped due to equipment malfunction on the train or on the ground, or the environment along the track (automatic operation unavailable state), and the power supply of the automatic train operation system 1 is reset (restarted), the running control unit 15 is equipped with a function to remember and retain the automatic operation unavailable state before the reset. In order to release the automatic operation unavailable state and resume automatic operation, for example, the crew member on board train T is required to input a release command, such as a password issued by the dispatcher at the control center, into the automatic train operation system 1. This ensures the safety of GOA2.5 automatic operation after the power supply of the automatic train operation system 1 is reset. This function of remembering and releasing the automatic operation unavailable state is unique to the control system compatible with GOA2.5, and is not provided in the control system compatible with GOA2, which is operated by a driver.

[0045] As described above, in the automatic train operation device 1 of this embodiment, when selectively switching between operation support mode M1 and automatic operation mode M2, operation support mode M1 is selected only when the insertion of the master controller key into the master controller key insertion section 6 by the driver is detected. As a result, even when the same train formation is shared on multiple lines with different automation levels, a simple and low-cost configuration with a single hardware configuration equipped with integrated software can accurately switch control methods corresponding to different automation levels and realize safe automatic operation.

[0046] Furthermore, in the automatic train operation system 1 of this embodiment, the running control unit 15 selects the driving support mode M1 when the master controller key insertion detection unit 13 detects that the master controller key has been inserted into the master controller key insertion unit 6 when the power is turned on or when the system is reset. Conversely, if the insertion of the master controller key into the master controller key insertion unit 6 is not detected, the running control unit 15 selects the automatic operation mode M2 ​​and controls the running state of the train T according to the selected mode. This selective switching process between the driving support mode M1 and the automatic operation mode M2 ​​by the running control unit 15 is performed when the power is turned on or when the automatic train operation system 1 is reset. This allows for accurate switching of control methods corresponding to different automation levels at the appropriate timing, thereby enabling safer automatic operation.

[0047] Furthermore, in the automatic train operation system 1 of this embodiment, the running control unit 15 performs running control to assist the operation of train T operated by a driver in driving support mode M1, and performs running control for automatic operation of train T operated by personnel other than a driver in automatic operation mode M2. This makes it possible to accurately switch between control methods corresponding to either GOA2 or GOA2.5.

[0048] In addition, in the automatic train operation system 1 of this embodiment, the running control unit 15, in driving support mode M1, confirms with the driver whether to continue driving support during automatic operation when the driver is not manually intervening in the driving operation, and activates the emergency brake of train T if continuation is not confirmed. By providing such a function to confirm the continuation of driving support, it is possible to further enhance the safety of driving support in GOA2.

[0049] Furthermore, in the automatic train operation system 1 of this embodiment, the running control unit 15 stores and retains the state in which automatic operation is unavailable when the power supply to the automatic train operation system 1 is reset in automatic operation mode M2, and does not resume automatic operation until a release command is received. By providing such functions for storing and releasing the state in which automatic operation is unavailable, it is possible to further enhance the safety of automatic operation of GOA2.5.

[0050] Furthermore, in the automatic train operation system 1 of this embodiment, the running control unit 15 activates the emergency brake of train T to bring it to an emergency stop when a train stop button provided on train T is pressed by an operator in automatic operation mode M2. By providing such an emergency stop function triggered by pressing a train stop button, it is possible to further enhance the safety of automatic operation of GOA2.5.

[0051] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications and changes are possible based on the technical concept of the present invention. For example, in the embodiment described above, an example was described in which the master controller key held by the driver takes the form of a physical key, and that master controller key is inserted into the master controller key insertion section 6. However, the master controller key can also take the form of electronic information (such as a 2D code or secure electronic information output from an IC card, etc.) in addition to the form of a physical key. If the driver possesses electronic master controller key information, the driver performs an operation to input the electronic master controller key information into the automatic train operation system 1. The automatic train operation system 1 then selects the driving support mode M1 only when it detects the input of master controller key information based on the driver's operation.

[0052] Furthermore, the above-described embodiment explained an example in which selective switching is performed between a driver assistance mode M1 corresponding to GOA2 and an automated driving mode M2 ​​corresponding to GOA2.5. However, the same effects and advantages as in the above-described embodiment can be obtained even when selectively switching between an automated driving mode corresponding to an automation level of GOA3 or higher and a driver assistance mode for GOA2. [Explanation of symbols]

[0053] 1...Automatic train operation system, 2...Speed ​​generator, 3...On-board unit, 4...Drive unit, 5...Brake unit, 6...Master controller key insertion unit (input unit), 11...Speed / distance calculation unit, 12...Ground unit detection unit, 13...Master controller key insertion detection unit (detection unit), 14...On-board database, 15...Running control unit, G...Ground unit, M1...Driving support mode, M2...Automatic driving mode, R...Track, T...Train

Claims

1. An automatic train operation system that can selectively switch between an automatic operation mode for automatic train operation and a driver assistance mode that allows manual intervention by the driver of a train operating automatically to provide driving support, An automatic train operation system in which the driving support mode is selected only when input from the master controller key based on the driver's operation is detected.

2. An input unit that receives input from the master controller key, A detection unit that detects the input of the master controller key to the input unit, The running control unit, when the power to the automatic train operation system is turned on and reset, selects the driving support mode if the input of the master controller key is detected by the detection unit, and selects the automatic driving mode if the input of the master controller key is not detected by the detection unit, and controls the running state of the train according to the selected mode. The automatic train operation device according to claim 1, including the above.

3. The automatic train operation device according to claim 2, wherein the running control unit performs running control for the purpose of assisting the operation of a train on board by the driver in the driving support mode, and performs running control for the purpose of automatic operation of a train on board by an employee other than the driver in the automatic operation mode.

4. The automatic train operation device according to claim 3, wherein the running control unit, in the driving support mode, confirms with the driver whether to continue the driving support during automatic operation when the driver is not manually intervening in the driving operation, and activates the emergency brake of the train if it is not confirmed that the driver will continue.

5. The automatic train operation device according to claim 3, wherein the running control unit, in the automatic operation mode, stores and retains the disabled state even when the power supply is reset when automatic operation is disabled, and does not resume automatic operation until a release command is input.

6. The automatic train operation device according to claim 3, wherein the running control unit, in the automatic operation mode, activates the emergency brake of the train to bring it to an emergency stop when a train stop button provided on the train is pressed by the operator.

7. An automatic train operation method that allows selective switching between an automatic operation mode for automatic train operation and a driver assistance mode that allows manual intervention by the driver of the train during automatic operation to provide driving support, An automatic train operation method that selects the driving support mode only when it detects input from a master controller key based on the driver's operation.

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