On-vehicle equipment of a train in an automatic train operation system

Abstract

To provide an automatic train operation system by which a train spontaneously avoids danger.SOLUTION: An automatic train operation system includes an on-vehicle device 10 mounted on a train T, a front monitoring device 30 mounted on the train T to monitor ahead of the train T, and ground-side facilities (an ATC loop 21, a position correction ground unit 22, an ATO ground unit 23, and the like) providing information to the on-vehicle device 10. A travel control unit 14 of the on-vehicle device 10 is configured to stop the train T when the front monitoring device 30 detects an obstacle while performing automatic operation of the train T including the departure from a station, the traveling between stations, and the stopping at a station based on the information received from the ground-side facilities.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an automatic train operation system for automatically operating a train. Onboard equipment of the train

Background Art

[0002] An example of a conventional automatic train operation system is described in Patent Document 1. The automatic train operation system described in Patent Document 1 includes an ATC device that detects an obstacle on the route of an automatically operated train and gives the ATC control unit of the train a speed at which it can travel safely, and an ATO device that instructs the ATO control unit of the train to control the braking device and accelerate / decelerate the driving device for automatic operation on the ground side. In the automatic train operation system, when a train stops between stations during automatic operation, a restart command is given to the train using the ATC loop, enabling remote and rapid resumption of operation of the train.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in recent years, the number of lines introducing automatic train operation systems has been increasing in order to reduce operating costs. However, in conventional automatic train operation systems, ensuring the safety of train operation is mainly entrusted to ground-side facilities, and it cannot be said that the train side is sufficiently provided with a function to detect and avoid danger. Considering the future spread of automatic train operation systems, especially the spread of automatic train operation systems that enable unmanned operation, in addition to the various functions for ensuring the safety of train operation provided by conventional automatic train operation systems, it is desired that the train spontaneously avoids danger. ​

[0005] Therefore, an object of the present invention is to provide an automatic train operation system in which a train automatically avoids danger. Onboard equipment of the train To this end.

Means for Solving the Problems

[0006] According to one aspect of the present invention, an on-vehicle device of a train is mounted on the train and receives an obstacle detection signal from a forward monitoring device that monitors the front of the train, stops the train, and then, when the obstacle detection signal stops being input, starts the train on the condition that there is no other reason to stop the train. When speed limit information is input from ground facilities, the train is decelerated or stopped based on the speed limit information and the speed of the train. When the train is stopped between stations and no obstacle detection signal is input from the forward monitoring device, the train is started when departure permission information based on the fact that the train has stopped is input. The running track and its vicinity to As a monitoring area monitor the front of the train and input an obstacle detection signal, stop the train, and then, when the obstacle detection signal stops being input, start the train on the condition that there is no other reason to stop the train. Number input And the front the train Promptly stop, and then, when the obstacle detection signal stops being input, start the train on the condition that there is no other reason to stop the train. To stop the train To depart, and when speed limit information is input from ground facilities, decelerate or stop the train based on the speed limit information and the speed of the train. When the train is stopped between stations and no obstacle detection signal is input from the forward monitoring device, start the train when departure permission information based on the fact that the train has stopped is input. That the distance from the leading train is sufficiently ensured and / or the route of the train is open depart when departure permission information based on the fact that the train has stopped is input. According to another aspect of the present invention, an on-vehicle device of a train is mounted on the train and receives an obstacle detection signal from a forward monitoring device that monitors the front of the train, stops the train, and then, when the obstacle detection signal stops being input, starts the train on the condition that there is no other reason to stop the train. When stop indication information of a signal is input from ground facilities, the train is stopped at a predetermined position in front of the signal. When the signal changes from a stop indication to a proceed indication while the train is stopped at the predetermined position and no obstacle detection signal is input from the forward monitoring device, the train is started when departure permission information based on this is input. The running track and its vicinity to As a monitoring area monitor the front of the train and input an obstacle detection signal, stop the train, and then, when the obstacle detection signal stops being input, start the train on the condition that there is no other reason to stop the train. Number input And the front the train Promptly stop, and then, when the obstacle detection signal stops being input, start the train on the condition that there is no other reason to stop the train. To stop the train To depart, and when stop indication information of a signal is input from ground facilities, stop the train at a predetermined position in front of the signal. When the signal changes from a stop indication to a proceed indication while the train is stopped at the predetermined position and no obstacle detection signal is input from the forward monitoring device, start the train when departure permission information based on this is input. According to still another aspect of the present invention, an on-vehicle device of a train is mounted on the train and receives an obstacle detection signal from a forward monitoring device that monitors the front of the train. The running track and its vicinity to As a monitoring area monitor the front of the train and receive an obstacle detection signal from a forward monitoring device.Number Input And the front the train Promptly to stop, and then, when the obstacle detection signal ceases to be input, the train To stop is made to start on the condition that there is no other reason to make the train To stop. Input the running limit information indicating the position where the train must stop, which is wirelessly transmitted from the ground facilities, to generate a speed check pattern, and decelerate or stop the train according to the generated speed check pattern. When the train is stopped between stations and no obstacle detection signal is being input from the forward monitoring device, the train That the distance from the leading train is sufficiently ensured and / or the route of the train is open is made to start when departure permission information based on the above is input.

Advantages of the Invention

[0007] According to the present invention , Train an automatic train operation system in which a train automatically avoids danger Onboard equipment of the train can be provided.

Brief Description of the Drawings

[0008]

Figure 1

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Figure 10

Figure 11

[0009] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, ATC means Automatic Train Control, ATO means Automatic Train Operation, and ATS means Automatic Train Stop. Also, the train is assumed to travel on a predetermined travel route such as a railway line, and the travel route is provided with a plurality of stations where the train stops.

[0010] [First Embodiment] FIG. 1 is a diagram showing a schematic configuration of train-side equipment in an automatic train operation system according to a first embodiment of the present invention. As shown in FIG. 1, on a train T traveling on a travel route R, an on-vehicle device 10 and a front monitoring device 30 are mounted.

[0011] In the present embodiment, the on-vehicle device 10 includes an ATC on-vehicle antenna 11, an ATO on-vehicle unit 12, a tachogenerator 13, a travel control unit 14, a brake device 15, and a drive device 16.

[0012] The on-vehicle ATC antenna 11 is configured to mainly capture command information and permission information from the ATC loop 21 laid along the running track R. The ATC loop 21 is provided corresponding to each of a plurality of sections into which the running track R is divided.

[0013] The on-vehicle ATO unit 12 is configured to capture position information and permission information from a plurality of ATO ground units installed on the running track R. In the present embodiment, the plurality of ATO ground units include at least one position correction ground unit 22 installed at a predetermined position on the running track R and transmitting position information (absolute position information) to the on-vehicle ATO unit 12, and at least one station ATO ground unit 23 installed at each station and transmitting position information and command information to the on-vehicle ATO unit 12.

[0014] The tachogenerator 13 is a device for detecting the speed and travel distance of the train T. The tachogenerator 13 is attached to the axle of the train T and outputs a signal corresponding to the rotational speed of the axle.

[0015] The running control unit 14 receives the command information captured by the on-vehicle ATC antenna 11 from the ATC loop 21, the position information and permission information captured by the on-vehicle ATO unit 12 from the position correction ground unit 22 and / or the station ATO ground unit 23, and the output signal of the tachogenerator 13. Then, the running control unit 14 is configured to appropriately control the brake device 15 and the drive device 16 based on the input information (position information, command information, permission information) and / or the output signal of the tachogenerator 13 to perform automatic operation of the train T including departure from a station, travel between stations, and stop at a station.

[0016] The front monitoring device 30 is installed at the front of the train T. In the present embodiment, the front monitoring device 30 uses the travel path R in front of the train T and the vicinity of the travel path R as the monitoring area. The front monitoring device 30 monitors the monitoring area during the running and stopping of the train T, and when an obstacle is detected in the monitoring area, it outputs an "obstacle detection signal" to the travel control unit 14, and when no obstacle is detected in the monitoring area, it outputs a "no obstacle detection signal" to the travel control unit 14. Here, the obstacle refers to a person or object that should not exist in the monitoring area during normal times. And, for example, the front monitoring device 30 can be configured to determine whether the detected object is the obstacle or not (that is, whether it is a permanent facility such as a track or ground-side equipment) based on the shape, size, and / or position of the detected object.

[0017] The front monitoring device 30 only needs to be able to detect a person or object that should not normally exist in the monitoring area as an obstacle, and is not particularly limited, but can be constituted by a stereo camera, a monocular camera, a radar device, a sonar device, or the like. Preferably, the front monitoring device 30 is configured to be able to detect an obstacle located at a predetermined distance longer than the stopping distance of the train T (that is, the maximum stopping distance of the train T) when the train T is running on the travel path R at its allowable maximum speed.

[0018] FIG. 2 is a diagram showing a schematic configuration of the ground-side equipment in the automatic train operation system according to the first embodiment. As shown in FIG. 2, in the present embodiment, the ground-side equipment includes an ATC ground device 24 and an ATO ground device 25 in addition to a plurality of ATC loops 21 laid along the above-described travel path R, at least one position correction ground unit 22 installed at a predetermined position on the travel path R, and at least one station ATO ground unit 23 installed at each station.

[0019] The ATC ground device 24 is connected via a communication line to a train detection device 41, an interlocking device 42, an operation management system 43, etc. The train detection device 41 is a device that detects the position of each train on the running track R. The train detection device 41 only needs to be able to detect the position of each train on the running track R, and is not particularly limited. For example, it may be a device that detects the presence or absence of a train in the section corresponding to each ATC loop 21.

[0020] The ATC ground device 24 determines the restricted speed of train T for each section based on the position of the preceding train of train T (in-track situation) and the route conditions of train T, etc., and configures to flow a first ATC signal current (restricted speed information) corresponding to the determined restricted speed of train T to the corresponding ATC loop 21. Also, when train T is stopped between stations, the ATC ground device 24 is configured to flow a second ATC signal current (departure permission information) corresponding to the departure permission of train T to the corresponding ATC loop 21 when the departure conditions of train T are satisfied, such as when the distance between train T and its preceding train is sufficiently ensured or the route of train T is opened.

[0021] The ATO ground device 25 is connected via a communication line to an operation management system 43, a home door control device 44 that opens and closes the home door (home gate) of the station, etc. When train T stops at the station, the ATO ground device 25 is configured to transmit the departure permission information from the station (hereinafter referred to as "station departure permission information") to the ATO on-board unit 12 of train T via the station ATO ground unit 23 when the departure conditions of train T are satisfied, such as when it is the departure time of train T at the station and the home door is closed.

[0022] Next, various processes related to the automatic operation of train T executed by the running control unit 14 of the on-board device 10 will be specifically described.

[0023] The running control unit 14 stores in a database (not shown) the distance between stations and speed patterns on the running route R. Basically, the running control unit 14 grasps the position of the train T based on the position information from the ground unit 22 for position correction input via the ATO on-vehicle unit 12 and the running distance obtained from the output signal of the tachogenerator 13, and controls the braking device 15 and the driving device 16 so that the speed of the train T follows the speed pattern to run the train T (running between stations). Further, when the train T approaches a station, the running control unit 14 gradually operates the braking device 15 based on the speed of the train T and the distance to the stop target position (station stop position) at the station to stop the train T at the stop target position (station stop position) (station stop).

[0024] When the running control unit 14 inputs the first ATC signal current (the speed limit information) flowing through the ATC loop 21 via the ATC on-vehicle antenna 11 while the train T is running between stations, it determines the speed limit based on the input first ATC signal current, and if the speed of the train T exceeds the speed limit, it operates the braking device 15 to decelerate or stop the train T.

[0025] Also, when the running control unit 14 inputs the obstacle detection signal from the forward monitoring device 30 while the train T is running between stations, it immediately operates the braking device 15 to quickly stop the train T. Then, when the signal input from the forward monitoring device 30 switches from the obstacle detection signal to the obstacle non-detection signal, the running control unit 14 starts the stopped train T on the condition that there is no other reason to stop the train T. That is, when the forward monitoring device 30 detects an obstacle during the running of the train T, the running control unit 14 stops the train T, and then when the forward monitoring device 30 no longer detects an obstacle, the running control unit 14 starts the train T.

[0026] When the train T is stopped at a station, when the traveling control unit 14 inputs the departure permission information transmitted from the station ATO ground unit 23 via the ATO on-vehicle unit 12 without receiving the obstacle detection signal from the forward monitoring device 30, it releases the operation of the braking device 15 and operates the driving device 16 to start the train T from the station (departure from the station). That is, the traveling control unit 14 inputs the departure permission information from the station (that is, the departure permission information from the station), and when the forward monitoring device 30 does not detect an obstacle, it starts the train T that is stopped at the station.

[0027] Also, when the train T is stopped between stations, when the traveling control unit 14 inputs the second ATC signal current (the departure permission information) flowing through the ATC loop 21 via the ATC on-vehicle antenna 11 without receiving the obstacle detection signal from the forward monitoring device 30, it releases the operation of the braking device 15 and operates the driving device 16 to start the train T (departure between stations). That is, the traveling control unit 14 inputs the departure permission information, and when the forward monitoring device 30 does not detect an obstacle, it starts the train T that is stopped between stations.

[0028] In the automatic train operation system according to the first embodiment described above, the traveling control unit 14 of the on-vehicle device 10 performs automatic operation of the train T including the departure from the station, the traveling between stations, and the stop at the station based on the information received from the ground-side equipment. Further, the traveling control unit 14 of the on-vehicle device 10 is configured to stop the train T when the obstacle detection signal is input from the forward monitoring device 30 mounted on the train T. That is, the train T has a function of spontaneously detecting an obstacle and avoiding a collision with the detected obstacle. Therefore, compared with the prior art, an automatic train operation system excellent in the safety of train running can be constructed, and in particular, it can contribute to the realization of unmanned automatic operation of trains.

[0029] Note that the front monitoring device 30 may be configured to output an "obstacle detection signal" and "distance information to the obstacle" to the travel control unit 14 when an obstacle is detected in front of the train T. In this case, the travel control unit 14 decelerates or stops the train T according to the distance to the obstacle detected by the front monitoring device 30. Then, when the front monitoring device 30 no longer detects the obstacle, the travel control unit 14 may be configured to cancel the deceleration or start the train T on condition that there is no other reason to decelerate the train T or to stop the train T.

[0030] Also, the front monitoring device 30 may be configured to change the monitoring area according to the shape of the travel path R. For example, the front monitoring device 30 is configured to store the shape data of the travel path R associated with the position information and input the position of the train T from the travel control unit 14. Then, the front monitoring device 30 reads out the shape of the travel path R based on the position of the train T, changes its orientation to match the read shape of the travel path R, thereby changing the monitoring area, and / or changes the shape of its monitoring area to match the read shape of the travel path R. Alternatively, an imaging device such as a camera is mounted at the front of the train T, and the front monitoring device 30 recognizes the shape of the travel path R based on the captured image of the imaging device and changes its orientation and / or the shape of its monitoring area according to the recognized shape of the travel path R.

[0031] For example, when the train T travels on a travel path R having a curve shape, the front monitoring device 30 changes its orientation so as to be substantially parallel to the normal line at each position on the center line of the curve-shaped travel path R. Also, for example, when the train T enters a curve-shaped travel path R from a straight travel path R, the front monitoring device 30 changes the shape of its monitoring area from the shape corresponding to the straight travel path R (FIG. 3) to the shape facing the curve-shaped travel path R (FIG. 4) without changing or while changing its orientation. In this way, regardless of the shape of the travel path R, the front monitoring device 30 can stably detect obstacles in front of the train T.

[0032] Furthermore, when the traveling path R branches into a traveling path R1 and a traveling path R2 at a branch section, the forward monitoring device 30 may be configured to change the monitoring area according to the traveling direction of the train T, that is, the traveling path R1 or the traveling path R2 on which the train T should travel. In this case, the forward monitoring device 30 acquires or recognizes the traveling direction of the train T at the branch section, and is configured to change its own orientation and / or the shape of its own monitoring area based on the acquired or recognized traveling direction of the train T. Here, the forward monitoring device 30 may be configured to acquire or recognize the traveling direction of the train T in the following ways (1) to (3), for example.

[0033] (1) The ATC ground device 24 is configured to send information indicating the traveling path on which the train T should travel, that is, the traveling direction information of the train T, to the ATC loop 21 in front of the branch section in the traveling direction of the train T. The travel control unit 14 is configured to input the traveling direction information of the train T flowing through the ATC loop 21 via the ATC on-vehicle antenna 11. The forward monitoring device 30 acquires the traveling direction of the train T by inputting the traveling direction information of the train T from the travel control unit 14. (2) An imaging device such as a camera is mounted on the head of the train T, and the forward monitoring device 30 recognizes the traveling direction of the train T (the state of the branch section) based on the captured image of the imaging device. (3) A communication unit is provided in the forward monitoring device 30 or the train T, and a communication device for transmitting the traveling direction information of the train T or the state information of the branch section to the communication unit is provided at the branch section or in its vicinity. The forward monitoring device 30 acquires or recognizes the traveling direction of the train T by receiving the traveling direction information of the train T or the state information of the branch section from the communication device via the communication unit.

[0034] Here, the forward monitoring device 30 changes its monitoring area (its own orientation and the shape of its monitoring area). However, the travel control unit 14 may be configured to change the orientation of the forward monitoring device 30 or output a command to change the shape of the monitoring area of the forward monitoring device 30 based on the shape data of the travel route R stored in the database and the traveling direction of the train T to the forward monitoring device 30. Further, the forward monitoring device 30 may have a function as the imaging device.

[0035] [Second Embodiment] FIG. 5 is a diagram showing a schematic configuration of train-side equipment in the automatic train operation system according to the second embodiment of the present invention, and FIG. 6 is a diagram showing a schematic configuration of ground-side equipment in the automatic train operation system according to the second embodiment. Note that the same reference numerals are used for elements that are the same as or common to the automatic train operation system according to the first embodiment described above, and the description thereof is omitted.

[0036] The difference between the first embodiment and the second embodiment is that, in the automatic train operation system according to the second embodiment, the on-vehicle device as train-side equipment further includes an on-vehicle radio, and the ground-side equipment further includes an obstacle detection device.

[0037] That is, in the second embodiment, the train T is equipped with an on-vehicle device 50 and a forward monitoring device 30. The on-vehicle device 50 includes an on-vehicle radio 51 in addition to an ATC on-vehicle antenna 11, an ATO on-vehicle unit 12, a tachogenerator 13, a travel control unit 14, a brake device 15, and a drive device 16. Further, in the second embodiment, the ground-side equipment includes an obstacle detection device 26 in addition to a plurality of ATC loops 21, at least one position correction ground unit 22, at least one station ATO ground unit 23, an ATC ground device 24, and an ATO ground device 25.

[0038] The obstacle detection device 26 is a device that detects obstacles in and near the travel route R on the ground side. In the present embodiment, the obstacle detection device 26 includes a device main body 261, a ground unit 262, and a radio 263. FIG. 7 is a diagram showing a specific arrangement example of the obstacle detection device 26.

[0039] In this embodiment, the device main body 261 of the obstacle detection device 26 is installed near a curve with poor visibility on the traveling road R. Similar to the front monitoring device 30, the device main body 261 can be composed of a stereo camera, a monocular camera, a radar device, a sonar device, or the like. The device main body 261 monitors an obstacle detection area including the latter half of the curve and the traveling road R beyond it in the traveling direction of the train T, and is configured to detect a person or an object that should not be present in the obstacle detection area during normal times as an obstacle. Similar to the front monitoring device 30, the device main body 261 may determine whether the detected object is the obstacle based on the shape, size, and / or position of the detected object, or may use the data of the obstacle detection area in the state without the obstacle as reference data, and compare the actual data of the obstacle detection area with the reference data to detect the presence or absence of the obstacle.

[0040] The ground unit 262 of the obstacle detection device 26 is installed in front of the curve in the traveling direction of the train T, and is connected to the device main body 261 via a communication line. The ground unit 262 is configured to be able to transmit and receive information to and from the ATC on-vehicle antenna 11.

[0041] The radio 263 of the obstacle detection device 26 is installed near the device main body 261 and is connected to the device main body 261 via a communication line. The radio 263 can transmit and receive information to and from the on-vehicle radio 51. Note that the radio 263 may be integrally configured with the device main body 261.

[0042] When the apparatus main body 261 detects an obstacle within the obstacle detection area, it transmits stop command information to the ATC on-vehicle antenna 11 of the train T via the ground unit 262. At this time, the apparatus main body 261 receives the identification information of the train T from the ATC on-vehicle antenna 11 of the train T via the ground unit 262. Further, when the apparatus main body 261 no longer detects an obstacle after transmitting the stop command information, it transmits, via the radio 263, the departure permission information including the identification information of the train T received from the ATO on-vehicle unit 12 of the train T via the ground unit 262 to the on-vehicle radio 51 of the train T.

[0043] In the second embodiment, in addition to the various processes related to the automatic operation of the train T executed in the above-described first embodiment, the travel control unit 14 executes the following processes.

[0044] When the travel control unit 14 inputs the stop command information transmitted from the ground unit 262 of the obstacle detection device 26 via the ATC on-vehicle antenna 11, it immediately activates the brake device 15 to quickly stop the train T and transmits the identification information of the train T to the ground unit of the obstacle detection device 26 via the ATC on-vehicle antenna 11.

[0045] Further, when the travel control unit 14 inputs, via the on-vehicle radio 51, the departure permission information including the identification information of the train T transmitted from the radio 263 of the obstacle detection device 26 in a state where the obstacle detection signal is not input from the forward monitoring device 30 while the train T is stopped by the stop command information, the travel control unit 14 starts the train T on the condition that there is no other reason to stop the train T.

[0046] Here, the reason that the departure permission information transmitted by the radio 263 of the obstacle detection device 26 includes the identification information of the train T is that the departure permission information is targeted at the train T which is the train stopped by the stop command information from the wayside unit 262, and it is information that is only valid for the train T. Therefore, the departure permission information including the identification information of the train T does not affect trains other than the train T at all. As a result, even if a train other than the train T receives the departure permission information transmitted by the radio 263 of the obstacle detection device 26, the departure of that train (i.e., the departure of a train other than the target of the departure permission information) is prevented.

[0047] According to the automatic train operation system according to the second embodiment, in addition to having a function of automatically avoiding a collision with an obstacle by the train T in the same manner as the automatic train operation system according to the first embodiment, even when there is a curve with poor visibility on the travel route R, it is possible to grasp in advance the presence of an obstacle in front of the train and avoid a collision between the train and the obstacle. Therefore, an automatic train operation system with excellent safety in train operation can be constructed.

[0048] In addition, in the above-described second embodiment, the device main body 261 of the obstacle detection device 26 is installed near a curve with poor visibility on the travel route R and is configured to detect obstacles in the second half and beyond of the curve in the traveling direction of the train T. However, it is not limited to this. The device main body 261 of the obstacle detection device 26 may be installed near the top of an uphill road with poor visibility on the travel route R and be configured to detect obstacles on the downhill road beyond the top in the traveling direction of the train T, or may be installed in a tunnel on the travel route R and be configured to detect obstacles in the tunnel. In these cases, the wayside unit 262 of the obstacle detection device 26 is installed in front of the uphill road or the tunnel in the traveling direction of the train T. Also, when there is a level crossing on the travel route R, the device main body 261 of the obstacle detection device 26 may be installed at the level crossing and be configured to detect obstacles in the level crossing. That is, the obstacle detection device 26 can be a so-called level crossing obstacle detection device.

[0049] Further, when the apparatus main body 261 detects an obstacle, it transmits, via the ground unit 262, stop command information including the identification information of the ground unit 262 to the ATC on-vehicle antenna 11 of the train T, and when it no longer detects an obstacle after transmitting the stop command information, it transmits, via the radio 263, departure permission information including the identification information of the ground unit 262 to the on-vehicle radio 51 of the train T. Even in this case, it is possible to target only the train that has stopped due to the stop command information from the ground unit 262 for the departure permission information transmitted from the radio 263.

[0050] [Third Embodiment] FIG. 8 is a diagram showing a schematic configuration of train-side equipment in an automatic train operation system according to the third embodiment of the present invention, and FIG. 9 is a diagram showing a schematic configuration of ground-side equipment in the automatic train operation system according to the third embodiment. Note that the same reference numerals are used for elements that are the same as or common to the automatic train operation systems according to the above-described first and second embodiments, and the description thereof is omitted.

[0051] The difference between the second embodiment and the third embodiment is that in the automatic train operation system according to the third embodiment, the on-vehicle device as train-side equipment includes an ATS on-vehicle unit instead of the ATC on-vehicle antenna 11, and the ground-side equipment includes an ATS ground unit, a signal device, and a ground radio instead of the ATC loop 21 and the ATC ground device 24.

[0052] That is, in the third embodiment, the train T is equipped with an on-vehicle device 60 and a forward monitoring device 30, and the on-vehicle device 60 includes an ATO on-vehicle unit 12, a tachogenerator 13, a running control unit 14, a braking device 15, a driving device 16, an on-vehicle radio 51, and an ATS on-vehicle unit 61. Further, in the third embodiment, the ground-side equipment includes at least one position correction ground unit 22, at least one station ATO ground unit 23, an ATO ground device 25, an obstacle detection device 26, an ATS ground unit 27, a signal device 28, and a ground radio 29.

[0053] The ATS ground unit 27 is installed a predetermined distance in front of the signal 28 in the running direction of the train T. The ATS ground unit 27 is configured to transmit stop indication information, distance information to the signal 28, and its own identification information to the ATS on-board unit 61 of the train T when the signal 28 shows a stop indication (R indication).

[0054] The ground radio 29 is installed near the signal 28. The ground radio 29 is configured to transmit departure permission information including the identification information of the ATS ground unit 27 to the on-board radio 51 when the signal 28 switches from a stop indication (R indication) to a proceed indication (G indication).

[0055] In the third embodiment, instead of the processing based on the first ATC signal current (speed limit information) and the second ATC signal current (departure permission information) in the second embodiment described above, the running control unit 14 executes the following processing. For other processing, it is the same as in the second embodiment.

[0056] When the train T is running between stations, the running control unit 14 inputs, via the ATS on-board unit 61, the stop indication information, distance information to the signal 28, and identification information of the ATS ground unit 27 transmitted from the ATS ground unit 27, and operates the brake device 15 to stop the train T at a predetermined position in front of the signal 28.

[0057] Further, when the train T is stopped at the predetermined position in front of the signal 28 and the running control unit 14 inputs, via the on-board radio 51, the departure permission information including the identification information of the ATS ground unit 27 transmitted from the ground radio 29 without inputting the obstacle detection signal from the front monitoring device 30, the running control unit 14 starts the train T on the condition that there is no other reason to stop the train T.

[0058] Here, the reason that the departure permission information transmitted by the on-ground radio 29 includes the identification information of the ATS on-ground unit 27 is that the departure permission information is information targeted at a train stopped by the stop indication (R indication) of the signal 28, that is, information effective only for a train stopped by the stop indication (R indication) of the signal 28. Thereby, even if a train other than the train T receives the departure permission information transmitted by the on-ground radio 29, it is prevented that the train departs.

[0059] In the automatic train operation system according to the third embodiment, the same effects as those of the automatic train operation system according to the second embodiment described above can be obtained.

[0060] In addition, in the third embodiment, the on-vehicle radio 51 is configured to receive the departure permission information transmitted from the radio 263 of the obstacle detection device 26 and the departure permission information transmitted from the on-ground radio 29. However, it is not limited thereto, and the on-vehicle device 60 may have a dedicated on-vehicle radio for receiving the departure permission information transmitted from the on-ground radio 29 separately from the on-vehicle radio 51.

[0061] Also, the on-vehicle device 60 may include an imaging device such as a camera instead of the on-vehicle radio 51. In this case, the imaging device is mounted in front of the train T, and the travel control unit 14 is configured to recognize the indication of the signal 28 based on the captured image of the imaging device. Then, when the train T is stopped at the predetermined position in front of the signal 28 and the travel control unit 14 recognizes that the signal 28 has switched from the stop indication (R indication) to the proceed indication (G indication) without receiving the obstacle detection signal from the front monitoring device 30, the travel control unit 14 starts the train T on the condition that there is no other reason to stop the train T. Note that the front monitoring device 30 may have a function as the imaging device.

[0062] [Fourth Embodiment] FIG. 10 is a diagram showing a schematic configuration of train-side equipment in an automatic train operation system according to a fourth embodiment of the present invention, and FIG. 11 is a diagram showing a schematic configuration of ground-side equipment in the automatic train operation system according to the fourth embodiment. Note that the same reference numerals are used for the same or common elements as those in the automatic train operation systems according to the above-described first to third embodiments, and the description thereof is omitted.

[0063] The difference between the second embodiment and the fourth embodiment is that in the automatic train operation system according to the fourth embodiment, the on-vehicle device as train-side equipment does not include the ATC on-vehicle antenna 11, and the ground-side equipment includes a trackside radio and a central radio device instead of the ATC loop 21 and the ATC ground device 24.

[0064] That is, in the fourth embodiment, on the train T, an on-vehicle device 70 and a front monitoring device 30 are mounted, and the on-vehicle device 70 includes an ATO on-vehicle unit 12, a tachogenerator 13, a running control unit 14, a braking device 15, a driving device 16, and an on-vehicle radio 51. Further, in the fourth embodiment, the ground-side equipment includes at least one position correction ground unit 22, at least one ATO ground unit 23, an ATO ground device 25, an obstacle detection device 26, a trackside radio 81, and a radio central device 82.

[0065] The trackside radios 81 are installed at predetermined intervals along the running track R. Each trackside radio 81 is configured to be able to transmit and receive information and / or commands to and from the on-vehicle radio 51. The radio central device 82 is connected to each trackside radio 81, the interlocking device 42, the operation management system 43, etc. via communication lines.

[0066] The running control unit 14 continuously transmits the position of the train T to the trackside radio 81 via the on-vehicle radio 51. Also, the radio central device 82 generates the running limit information of the train T based on the position of the preceding train of the train T, the route conditions of the train T, etc., and transmits the generated running limit information to the on-vehicle radio 51 of the train T via the corresponding trackside radio 81. Note that the running limit information of the train T refers to information indicating the limit position where the train T can run, in other words, the position where the train T must stop. Further, when the departure conditions of the train, such as a sufficient distance being ensured from the preceding train or the route of the train T being opened, are satisfied while the train T is stopped between stations, the radio central device 82 transmits the departure permission information of the train T to the on-vehicle radio 51 of the train T via the corresponding trackside radio 81.

[0067] In the fourth embodiment, instead of the processing based on the first ATC signal current (speed limit information) and the second ATC signal current (departure permission information) in the second embodiment described above, the running control unit 14 executes the following processing. Note that for other processing, it is the same as in the second embodiment.

[0068] When the running control unit 14 inputs the limit information via the on-vehicle radio 51 while the train T is running between stations, Running it generates a speed checking pattern based on the position and speed of the train T at that time, and operates the braking device 15 according to the generated speed checking pattern to decelerate or stop the train T.

[0069] Also, when the running control unit 14 inputs the departure permission information transmitted from the trackside radio 81 via the on-vehicle radio 51 while the train T is stopped between stations and the obstacle detection signal is not input from the front monitoring device 30, it releases the operation of the braking device 15 and operates the driving device 16 to start the train T (departure between stations).

[0070] In the automatic train operation system according to the fourth embodiment, the same effects as those of the automatic train operation system according to the second embodiment described above can be obtained.

[0071] In addition, in the fourth embodiment, the on-vehicle radio 51 is configured to receive the departure permission information transmitted from the radio 263 of the obstacle detection device 26 and the departure permission information transmitted from the wayside radio 81. However, the present invention is not limited to this, and the on-vehicle device 60 may have a dedicated on-vehicle radio for receiving the departure permission information transmitted from the wayside radio 81 separately from the on-vehicle radio 51.

[0072] As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above-described embodiments, and further modifications and changes are possible based on the technical idea of the present invention.

Explanation of Reference Numerals

[0073] 10, 50, 60, 70... on-vehicle device, 11... ATC on-vehicle antenna, 12... ATO on-vehicle unit, 13... tachogenerator, 14... running control unit, 15... braking device, 16... driving device, 21... ATC loop, 22... ground unit for position correction, 23... ATO ground unit, 24... ATC ground device, 25... ATO ground device, 26... obstacle detection device, 27... ATS ground unit, 28... signal, 29... ground radio, 41... train detection device, 42... interlocking device, 43... operation management system, 50... on-vehicle device, 51... on-vehicle radio, 81... wayside radio, 82... radio central device, 261... device body of obstacle detection device, 262... ground unit of obstacle detection device, 263... radio of obstacle detection device, R... track, T... train

Claims

1. When an obstacle detection signal is input from a forward monitoring device that is mounted on the train and monitors the running track ahead of the train and its vicinity as a monitoring area, the train is promptly stopped, and thereafter, when the obstacle detection signal is no longer input, the train that was stopped is allowed to depart on the condition that there is no other reason to stop the train; When speed limit information is input from a ground facility, the train is slowed down or stopped based on the speed limit information and the speed of the train, and when the train is stopped between stations and no obstacle detection signal is input from the forward monitoring device, the train is allowed to depart when departure permission information is input based on the fact that a sufficient distance has been secured between the train and the preceding train and / or that the route for the train is clear. On-board train equipment.

2. When an obstacle detection signal is input from a forward monitoring device that is mounted on the train and monitors the running track ahead of the train and its vicinity as a monitoring area, the train is promptly stopped, and thereafter, when the obstacle detection signal is no longer input, the train that was stopped is allowed to depart on the condition that there is no other reason to stop the train; When stop phase information of a signal is input from a ground facility, the train is stopped at a predetermined position in front of the signal, and when departure permission information based on the change of the signal from a stop phase to a proceed phase in a state where no obstacle detection signal is input from the forward monitoring device while the train is stopped at the predetermined position between stations is input, the train is allowed to depart. On-board train equipment.

3. When an obstacle detection signal is input from a forward monitoring device that is mounted on the train and monitors the running track ahead of the train and its vicinity as a monitoring area, the train is promptly stopped, and thereafter, when the obstacle detection signal is no longer input, the train that was stopped is allowed to depart on the condition that there is no other reason to stop the train; a speed check pattern is generated when the running limit information indicating the position where the train must stop and transmitted wirelessly from a ground facility is input, the train is slowed down or stopped in accordance with the generated speed check pattern, and the train is allowed to depart when departure permission information is input based on the fact that a sufficient distance has been secured between the train and the preceding train and / or the route for the train has been opened while the train is stopped between stations and no obstacle detection signal has been input from the forward monitoring device; On-board train equipment.

4. An obstacle detection device is provided on the ground and transmits a stop command information when an obstacle is detected in a predetermined area of ​​the train's running path, when the stop command information is input from the obstacle detection device, the train is stopped, and when departure permission information is input based on the fact that the obstacle detection device has stopped detecting no obstacles in a state where no obstacle detection signal is input from the forward monitoring device while the train is stopped in response to the stop command information, the train is allowed to depart. The on-board device of a train according to any one of claims 1 to 3.

5. The on-board device for a train described in any one of claims 1 to 3, wherein the forward monitoring device is configured to change at least one of its own orientation and the shape of the monitoring area to match the shape of the train's running path based on the position of the train.

6. The on-board device for a train described in any one of claims 1 to 3, wherein the forward monitoring device is configured to acquire or recognize the direction of travel of the train at a branching point of the train's running path, and to change at least one of its own orientation and monitoring area based on the acquired or recognized direction of travel of the train.

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