JP7224788B2 - Stationary stop control system and on-board equipment for railway vehicle - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fixed-position stop control system and on-board equipment for a railway vehicle, and for example, automatic operation using information from a beacon for ATC control (automatic train control) and a beacon installed for fixed-position stop control. The present invention relates to a technology useful for controlling fixed position stopping.

In the current fixed-position stop control system at a train station, information on a plurality of beacons (for example, TASC beacons) installed a predetermined distance in front of a preset target stop position in the direction of travel is collected. , and brake control is executed according to the stop pattern. As an invention relating to such a stop control method, there is an invention described in Patent Document 1, for example.
Further, Patent Literature 2 describes an invention relating to a fixed-position stop control device in an automatic driving system that executes automatic driving while monitoring ATC control.

JP-A-56-78304 JP 2005-104432 A

In recent years, the installation of platform doors on station platforms has been promoted to ensure the safety of users. High accuracy is required for the stop position of the train.
Conventional fixed-position stop control using TASC beacons was implemented on conventional lines, and the train speed was not so high. In order to apply fixed-position stop control using TASC ground coils to railways, TASC ground coils must be installed sequentially from several hundred meters or several kilometers before the station, increasing the number of installations and increasing the installation work of ground coils. Since a positional accuracy of several centimeters is required in , the installation cost of the beacon is greatly increased. In addition, when a large number of ground coils are installed, there is a problem that when a line improvement work occurs, the risk of construction such as relocation or expansion of ground coils increases.

Also, in a train equipped with an automatic operation control device, it is strictly required not to overrun the stop position when stopping at a fixed position at a station.
However, the current fixed-position stop control system and the fixed-position stop control methods described in Patent Literatures 1 and 2 all have the problem that the accuracy of the stop position is not sufficient. In addition, when a train is running, there is a phenomenon called skidding, in which the wheels move without rotating, and the wheels spin frequently. Also, since errors in the position of the train on the track are likely to occur due to accumulated errors from the tachometer or the like, there is a problem that it is difficult to stop the train at a fixed position with high accuracy.

The present invention has been made in view of the above-mentioned problems, and enables high-precision fixed-position stop control to be executed in high-speed railways without significantly increasing the installation cost of ground coils. It is an object of the present invention to provide a fixed-position stop control system and an on-board device for a railroad vehicle that reduce the risk of construction work such as relocation or expansion of ground coils if such a problem occurs.
Another object of the present invention is to provide a high-precision fixed-position train by automatic operation control without adding a TASC beacon at a station where a TASC beacon is already installed when it is desired to run a train under automatic operation control. To provide a fixed-position stop control system for a railway vehicle capable of executing a stop.

In order to solve the above problems, the invention according to the present application is
In a fixed-position stop control system for a railway vehicle equipped with an on-board device that has a function of stopping the vehicle at a set stop position by decelerating the vehicle speed according to the running pattern by running on the track and controlling the brake device,
A signpost is installed on the upstream side of the stop position on the track and holds information for allowing the on-board device to recognize the remaining distance to the stop position,
The on-vehicle device
information acquisition means capable of acquiring information from the signpost;
a position grasping means for grasping the position of the own train;
a first running pattern generation means for setting a temporary stop point upstream of the stop position by a safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the information acquired by the information acquiring means and the positional information grasped by the position grasping means;
and when it is determined that the position of the own train has reached the entrance of the fixed position stop control section set at the boundary of the track circuit based on the position information grasped by the position grasping means, the first running pattern generating means When the first travel pattern is generated and the information acquisition means acquires information from the signpost, the second travel pattern is generated by the second travel pattern generation means to update the travel pattern.

According to the railway vehicle fixed-position stop control system configured as described above, a provisional stop point is set upstream of a preset stop position by a safety margin distance or more to generate the first travel pattern. When the vehicle decelerates according to the first driving pattern and acquires information from the guidepost for remaining distance recognition, the second driving pattern is generated with the target stop position as the end point, and the vehicle decelerates according to the second driving pattern, resulting in a highly accurate fixed position stop. control can be exercised. In addition, since there is no need to install signposts (ATO ground coils, etc.) several kilometers upstream from the target stop position of a station, etc., construction work such as relocation or expansion of ground coils in the event of track improvement work occurs. can reduce the risk of occurrence of
Further, according to the above configuration, the on-board device recognizes that the vehicle has entered the fixed position stop control section, generates the first travel pattern, and decelerates according to the first travel pattern at the entrance of the fixed position stop control section. Stop control such as starting is possible.

Here, desirably, a plurality of beacons of signal security equipment are installed along the track, and the on-board device includes information acquiring means capable of acquiring information from the beacon of the signal security equipment; a control means for controlling the running speed according to a speed check pattern generated based on information received from the ground coil of the facility;
The position grasping means includes position correcting means for correcting the position of the own train based on the information obtained from the ground coil of the signaling equipment by the information obtaining means.
According to this configuration, it is possible to execute a fixed position stop by automatic operation control while having a conventional signal security facility control function (ATC control function), and since it is equipped with a position correction means for correcting the position of the own train. Even if there is an error in the position of the own train grasped by the position grasping means, it can be corrected, and the fixed-position stop control can be executed with higher accuracy.

Alternatively, the on-vehicle device
a first running pattern generating means for setting a temporary stop point upstream of the stop position by a first safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the stop control information acquired by the information acquiring means and the on-track position information grasped by the position grasping means;
a third driving pattern generation means for setting a temporary stop point upstream of the stop position by a second safety margin distance or more shorter than the first safety margin distance and generating a third driving pattern having the temporary stop point as an end point;
At least two or more of the signposts are installed on the upstream side of a preset stop position,
The first running pattern generating means generates the first running pattern at the entrance of a fixed position stop control section set at the boundary of the track circuit,
The third running pattern generating means generates the third running pattern at the installed position of the most upstream signpost among the two or more signposts,
The second running pattern generation means is configured to generate the second running pattern at the installation position of the next signpost to the most upstream signpost.

According to the above configuration, when the safety margin distance (first safety margin distance) in the middle of the station and the safety margin distance (second safety margin distance) in the station premises are different, two provisional stopping points are set. Since it is possible to generate a three-step running pattern, it is possible to perform safe and highly accurate fixed-position stop control in high-speed railways.

Further, another invention according to the present application is
A brake device mounted on a railway vehicle running on a track on which a plurality of signposts holding information for recognizing the remaining distance to the stop position are installed upstream of a preset stop position. An on-board device for a railway vehicle having a function of decelerating the traveling speed according to the traveling pattern and stopping at the stop position by controlling the
information acquisition means capable of acquiring information from the signpost;
a position grasping means for grasping the position of the own train;
ATC information acquisition means capable of acquiring information from ground coils of signal security equipment installed along the track;
a signal security facility control device for controlling a running speed according to a speed check pattern generated based on information received from a beacon of the signal security facility;
position correcting means for correcting the position of the own train grasped by the position grasping means based on the information obtained by the information obtaining means from the ground coil of the signaling equipment;
a first running pattern generation means for setting a temporary stop point upstream of the stop position by a predetermined safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the information acquired by the information acquiring means and the positional information grasped by the position grasping means;
and when it is determined that the position of the own train has reached the entrance of the fixed position stop control section set at the boundary of the track circuit based on the position information grasped by the position grasping means, the first running pattern generating means When the first travel pattern is generated and the information acquisition means acquires information from the signpost, the second travel pattern is generated by the second travel pattern generation means to update the travel pattern.
According to the on-board device configured as described above, it is possible to perform highly accurate fixed-position stop control. Further, the on-board device recognizes that the vehicle has entered the fixed-position stop control section, generates a first running pattern, and stops control to start deceleration according to the first running pattern at the entrance of the fixed-position stop control section. becomes possible.

According to the present invention, it is possible to perform high-precision fixed-position stop control in high-speed railways without significantly increasing the installation cost of ground coils, and to relocate or add ground coils in the event of line improvement work. It is possible to realize a fixed-position stop control system and an on-board device for a railway vehicle with a small risk of construction work.
In addition, according to the present invention, in a station where a TASC beacon is already installed, it is possible to stop a railway vehicle at a fixed position with high accuracy by automatic operation control without adding a TASC beacon. There is an effect that a stop control system can be constructed.

1 is a block diagram showing a specific example of an on-board device having a fixed-position stop control function that constitutes a fixed-position stop control system for a railway vehicle according to the present invention; FIG. 1 is a system configuration diagram showing an embodiment of a row fixed position stop control system according to the present invention; FIG. 4 is a flow chart showing an example of a procedure of fixed-position stop processing executed by an on-vehicle device that constitutes a fixed-position stop control system;

An embodiment of a fixed-position stop control system and an on-board device according to the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration example of an on-board device 20 mounted on a railway vehicle (train) in a fixed position stop control system according to the present invention, and FIG. 1 is a system configuration diagram showing an embodiment of railroad track equipment (ground-side equipment); FIG. In addition, in the system of FIG. 2, it is assumed that the train runs from the left side to the right side of the drawing.

As shown in FIG. 1, the on-board device 20 in this embodiment includes a tachometer generator 21 for detecting the number of revolutions of the wheels to calculate the travel speed and the travel distance, a brake disc or brake pad, a driving means, and the like. Brake device 22, ATC (ATS) receiver 23 for receiving information (ATC/ATS information) from ATC (ATS) transponder 13 (see FIG. 2), ATC transponder onboard coil 28, received ATC (ATS) information ATC (ATS) control device 24 for generating an ATC pattern based on the ATC pattern and controlling the brake device 22 according to the ATC pattern, an ATO transponder onboard coil 25 for receiving information (ATO information) from the ATO transponder 12 (see FIG. 2), wheels and an automatic driving control device 27 for automatically driving by outputting a notch command for controlling the driving device 26 and the braking device 22 while observing the traveling speed. It should be noted that the ATC transponder on-board coil 28 may also serve as the ATO transponder on-board coil 25 .

The automatic driving control device 27 is composed of a microprocessor (MPU), a non-volatile storage device such as a ROM that stores programs executed by the MPU and speed check patterns, and a readable and writable storage device such as a RAM. . The automatic operation control device 27 reads the running pattern from the storage device during stop control, calculates the target speed based on the running pattern and the position of the train at that time, and compares it with the running speed to calculate the optimum braking force. It is configured to output a control signal to the braking device 22 . Specific contents of the fixed position stop control will be described in detail later. By storing information about the fixed position stop control section in the storage device of the automatic operation control device 27, it is possible to recognize that when entering the fixed position stop control section.

Although not shown, a ground device that generates information to be transmitted from the ATC transponder 13 to the on-board device 20 is connected to a station device that collects track circuit location information and controls turnouts and traffic signals. Information such as the position of the preceding train is generated based on the signal from the circuit and the interlocking device. In this case, the on-track position information of the preceding train is the end position (boundary of the track circuit) of the track circuit where the preceding train is on-track.
The on-board device 20 and the ground device are provided with a wireless communication function, and the on-board device 20 of each train transmits the position information of its own train to the ground device by radio, and the ground device transmits the position information of the own train to the on-board device 20 of the following train. It may be configured to transmit the position information of the preceding train. Here, the positional information transmitted from each train is, for example, the positional information (corrected by the information received from the transponder) grasped by the on-board device 20 of the train based on the signal from the tachometer or the like. be.

Next, features of fixed-position stop control in the fixed-position stop control system of this embodiment will be described with reference to FIG. FIG. 2 shows a configuration example of railroad track facilities (ground-side facilities) provided on the track side on which the on-board device 20 having the configuration shown in FIG. 1 runs.
In FIG. 2, reference numeral 10 denotes a track on which railroad vehicles such as trains run. , represent the boundaries of the track circuit. In addition, the symbol of the black inverted triangle "▼" is a beacon (hereinafter referred to as an ATC transponder) having a data transmission function for ATC control called a transponder provided along the track 10. In the embodiment, the train functions as a position correction beacon that receives information for correcting its own position and uses it for position correction.

In FIG. 2, the symbol of a white inverted triangle "▽" is a beacon (hereinafter referred to as an ATO transponder) having a data transmission function for ATO (automatic train operation) control provided along the track 10. In this embodiment, it functions as a fixed position stop beacon that transmits information for supporting the train 11 to stop at a fixed position while slowing down toward a stop position such as a station.
Further, in FIG. 2, the symbol TP0 indicates the position where the train should stop (target stop position) at a station or the like, and the symbol SP indicates the position where the train is to be stopped by ATC control (for safety reasons). stop position). This stop position SP is set ahead of the stop limit SL set at the boundary of the track circuit ahead of the stop position in the traveling direction by the margin distance D of the safety device. The marginal distance D is determined in consideration of the speed of the train entering the station, the running of the train (running with the wheels stopped rotating), and the accumulated errors from the tachometer and the like. In this specification, the safety margin distance of the security device is referred to as the safety margin distance.

In ATC control, the on-board equipment of a train generates a speed reference pattern P0 called an ATC pattern whose end point is the stop position SP after passing a predetermined beacon, and compares the speed of the own train with the pattern P0. While the vehicle is moving, the braking device is operated to reduce the vehicle speed, and finally the vehicle stops at the stop position SP. If the train cannot stop at the stop position SP and exceeds the stop limit SL, the ground side system judges that the train has passed this station, and the signal indication of the following train turns green (progress). Therefore, the train is controlled to proceed to the next station without moving backward.

In this embodiment, the target stop position TP0 for automatic operation is set before the stop position SP for ATC control. Specifically, the target stop position TP0 is set, for example, as a position where the center line of the vehicle door on the traveling direction side of the leading vehicle coincides with the center line of the platform door.
Furthermore, in the present embodiment, target stop positions TP1 and TP2 are provided at predetermined distances L1 and L2 respectively (hereinafter referred to as upstream) from the target stop position TP0. L1 and L2 may be set individually according to the speed when the vehicle enters the fixed position stop control section (inside the station) at an arbitrary speed.

The ATO transponders 12a, 12b and 12c are provided at predetermined upstream positions corresponding to the target stop positions TP0, TP1 and TP2, respectively, and the ATO transponders 12a, 12b and 12c reach the target stop position TP0. It is configured to have a function to transmit information for making trains passing through the remaining distance of . The information for making passing trains recognize the remaining distance to the target stop position TP0 may be the distance information itself, or a table describing the remaining distance information may be stored in the storage device of the on-board device and stored at the station. A configuration may be used in which the code and the identification code of the transponder are transmitted, and the remaining distance information is read out by referring to the table using the code received by the on-board device.

In this embodiment, the automatic train operation control device 20 on the vehicle side generates a running pattern P1 whose end point is the first target stop position TP2 in the traveling direction when leaving the previous stop station, and starts running. , corrects its own on-track position information based on the information received when passing the ATC transponder 13 on the way of the track. As a result, for example, if the own position information on the train is corrected based on the information from the ATC transponders 13a and 13b shown in FIG. can be converged to a position matching TP2.

Then, when the train passes through the boundary portion 14c of the track circuit on the upstream side of the outermost ATO transponder 12c (t1), the running pattern P1 is switched to the running pattern P2 whose end point is the target stop position TP1. 12c (t2), the driving pattern P2 is switched to the driving pattern P3 whose end point is the target stop position TP0. Furthermore, when passing through the ATO transponders 12b and 12a (t3, t4), speed adjustment is performed to match the traveling speed with the traveling pattern P3 based on the information from the transponders.

By executing the speed control according to the running pattern P1-P2-P3 as described above, it is possible to stop at a fixed position with high accuracy, such as ±several tens of centimeters from the final target stop point TP0. Note that the boundary portion 14c of the track circuit that gives the timing of switching from the running pattern P1 to P2 is, in a general station, a point (turnout) provided at the entrance of the station to guide the train to a desired track number. It is assumed to be the installation location.

Further, in the above embodiment, the case where the ATO transponders 12a, 12b, and 12c are newly installed has been described, but the present invention already has a transponder (for example, a TASC transponder) for stopping at a fixed position. In this case, the fixed-position stop control can be performed using the existing transponder as it is.
Note that the ATO transponder 12 and the ATC (ATS) transponder 13 in the above embodiment may have a power source, or a beacon (electronic tag) that does not have a power source and receives power from an on-board device to transmit information. ) or a tag (bar code, etc.) configured to allow optical reading of information.

Next, a specific procedure of fixed-position stop control in the fixed-position stop control system of this embodiment will be described with reference to the flowchart shown in FIG. Note that the control according to the flowchart shown in FIG. It is executed by the automatic operation control device 27 of the device 20 .
Although not shown in FIG. 3, the automatic operation control device 27 reads the rotation speed signal from the tachometer 21, calculates the speed and travel distance of the own train from the rotation speed and wheel diameter, and departs. By adding the running distance to the position information of the point, the position of the own train (km) is always grasped, the position is corrected based on the information received from the ATC transponder 13, and the ATC (ATS) control device 24 When the running speed reaches the speed regulated by the ATC pattern, the braking device 22 is operated to decelerate.

When the control process of FIG. 3 is started, the automatic operation control device 27 first acquires the on-track position information of its own train (step S1). When the processing of FIG. 3 is started with the reception of information from the ATC transponder as a trigger, the position of the own train (or the remaining distance to the stop position) is corrected when the information is received. In addition, since the ATC (ATS) control device 24 also calculates the position of the own train for ATC control, the corrected on-track position information of the own train may be obtained from the ATC (ATS) control device 24 . By correcting the position based on the information of the transponder in this way, errors can be reduced and it is possible to stop at a fixed position with high accuracy.

Subsequently, the automatic operation control device 27 reads the target stop position (TP0 in FIG. 2) of the next stop station owned by itself from the storage device based on the on-track position information of the own train acquired in step S1, and the target A point (TP2 in FIG. 2) that is obtained by subtracting a predetermined distance (L2 in FIG. 2) that is determined in consideration of a safety margin between stations preset in consideration of skiing, etc., from the stop position (TP0). is calculated as a provisional stop target point, and an ATO travel pattern (P1 in FIG. 2) having this target point as an end point is created (step S2).

Next, when information from the ATC transponder (13) is received while traveling according to the created ATO travel pattern (P1), the automatic operation control device 27 determines the position of the own train ( Alternatively, the remaining distance to the stop position) is corrected (step S3).
After that, for example, at the entrance of the fixed position stop control section such as the installation location (14c in Figure 2) of the point (turnout) provided at the entrance of the station, it was decided in consideration of the safety margin distance in the station premises. Change the point (TP1 in FIG. 2) from which the predetermined distance (L1 in FIG. 2) is subtracted to the second provisional target stopping point, and create an ATO driving pattern (P2 in FIG. 2) with this target stopping point as the end point. (Update) (step S4).

Next, when receiving information from the ATO transponder (12c in FIG. 2) installed first in the fixed position stop control section, the automatic operation control device 27 determines the position of the own train (or the remaining distance to the stop position) is corrected, the final stop position (TP0 in FIG. 2) is changed to the target stop point, and an ATO travel pattern (P3 in FIG. 2) with the target stop point as the end point is created (updated) (step S5) .
After that, when information is received from the ATO transponders (12b and 12a in FIG. 2), the position of the actual train is corrected each time it is received, and the speed is adjusted according to the ATO running pattern updated in step S5 based on the corrected on-track position information. The braking device 22 is controlled to change the speed (step S6). By executing the control as described above, it is possible to stop at the target stop position with an accuracy of, for example, ±35 cm.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications and changes are possible. For example, in the fixed position stop control process shown in FIG. Alternatively, step S5 may be omitted by updating to the ATO driving pattern in which the final stop position is the target stop point in step S4.
In the above-described embodiment, the first ATO transponder 12c is installed closer to the station platform than the boundary 14c of the track circuit with the turnout at the entrance of the station. It may be installed at a position farther from the station platform than the boundary portion 14c of a certain track circuit.

In the above embodiment, the on-board device 20 calculates its own position on the train from the travel distance information calculated based on the signal from the tachometer 21 provided on the axle of the train. The device 20 may be provided with a receiver for GPS (Global Positioning System) signals so that the position of the own train can be grasped based on the GPS information.
In addition, the on-track position information grasped by the on-board device 20 is transmitted to the trackside device, the trackside device transmits on-track position information of other trains to the on-board device 20, and the succeeding train is based on the on-track position information of the preceding train. It may be configured to generate an ATC pattern.
Further, by arranging the ground coils with a safety margin in consideration of the accumulated error of the sliding and the tachometer, it is possible to configure not only the ATC but also other signal security equipment such as the ATS.
Furthermore, the present invention is not limited to fixed-position stop control in trains equipped with an automatic operation control device, but can also be used for fixed-position stop control in trains that are not automatically operated.

10 track 11 train (vehicle)
12 ATO transponder (ATO ground coil: signpost)
13 ATC transponder (ATC ground coil)
20 on-board device 21 speed generator 22 brake device 23 ATC (ATS) receiver (ATC information acquisition means)
24 ATC (ATS) control device 25 ATO onboard coil (information acquisition means)
26 travel drive device 27 automatic operation control device (position grasping means, travel pattern generation means)

Claims (4)

A fixed-position stop control system for a railway vehicle equipped with an on-board device having a function of stopping the vehicle at a set stop position by decelerating the vehicle speed according to a running pattern by running on a track and controlling a brake device. ,
A signpost is installed on the upstream side of the stop position on the track and holds information for allowing the on-board device to recognize the remaining distance to the stop position,
The on-vehicle device
information acquisition means capable of acquiring information from the signpost;
a position grasping means for grasping the position of the own train;
a first running pattern generation means for setting a temporary stop point upstream of the stop position by a safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the information acquired by the information acquiring means and the positional information grasped by the position grasping means;
and when it is determined that the position of the own train has reached the entrance of the fixed position stop control section set at the boundary of the track circuit based on the position information grasped by the position grasping means, the first running pattern generating means wherein a first running pattern is generated and information is acquired from the signpost by the information acquiring means, and then a second running pattern is generated by the second running pattern generating means to update the running pattern. A fixed-position stop control system for railway vehicles. A plurality of beacons of signal security equipment are installed along the track, and the on-board device includes information acquisition means capable of acquiring information from the beacon of the signal security equipment, and receiving information from the beacon of the signal security equipment. a control means for controlling the running speed according to the speed check pattern generated based on the information obtained;
2. The system according to claim 1, wherein said position grasping means comprises position correcting means for correcting the position of said own train based on information obtained by said information obtaining means from a ground coil of said signaling equipment. Stationary stop control system for railway vehicles. The on-vehicle device
a first running pattern generating means for setting a temporary stop point upstream of the stop position by a first safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the stop control information acquired by the information acquiring means and the on-track position information grasped by the position grasping means;
a third driving pattern generation means for setting a temporary stop point upstream of the stop position by a second safety margin distance or more shorter than the first safety margin distance and generating a third driving pattern having the temporary stop point as an end point;
At least two or more of the signposts are installed on the upstream side of a preset stop position,
The first running pattern generating means generates the first running pattern at the entrance of a fixed position stop control section set at the boundary of the track circuit,
The third running pattern generating means generates the third running pattern at the installed position of the most upstream signpost among the two or more signposts,
3. The second running pattern generation means according to claim 1 , wherein the second running pattern generating means is configured to generate the second running pattern at the setting position of a signpost next to the most upstream signpost. Stationary stop control system for railway vehicles. A brake device mounted on a railway vehicle running on a track on which a plurality of signposts holding information for recognizing the remaining distance to the stop position are installed upstream of a preset stop position. An on-board device for a railway vehicle having a function of decelerating the traveling speed according to the traveling pattern and stopping at the stop position by controlling the
information acquisition means capable of acquiring information from the signpost;
a position grasping means for grasping the position of the own train;
Information acquisition means capable of acquiring information from ground coils of signal security equipment installed along the track;
a signal security facility control device for controlling a running speed according to a speed check pattern generated based on information received from a beacon of the signal security facility;
position correcting means for correcting the position of the own train grasped by the position grasping means based on the information obtained by the information obtaining means from the ground coil of the signaling equipment;
a first running pattern generation means for setting a temporary stop point upstream of the stop position by a predetermined safety margin distance or more and generating a first running pattern having the temporary stop point as an end point;
a second running pattern generating means for generating a second running pattern having the stop position as an end point from the information acquired by the information acquiring means and the positional information grasped by the position grasping means;
and when it is determined that the position of the own train has reached the entrance of the fixed position stop control section set at the boundary of the track circuit based on the position information grasped by the position grasping means, the first running pattern generating means wherein a first running pattern is generated and information is acquired from the signpost by the information acquiring means, and then a second running pattern is generated by the second running pattern generating means to update the running pattern. An on-board device for a railway vehicle characterized by:

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