JP2002330502A - On-vehicle main-body type automatic train control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the operation efficiency of a train. SOLUTION: A ground device 6 transmits the number of a block where the train has to stop to an ATC control unit 4 via the block, an ATC power receiver 9 and an ATC receiving unit 3. The ATC control unit 4 always recognizes the position of the running own train and stores a speed pattern set in advance at every train and every block (a position/allowable speed pattern that shows a reduction process of the train reduced in speed from the maximum speed to a specified stop point of the block, assuming that the brake performance of the train is fully exerted) in a memory 45 as a database, and reads the speed pattern corresponding to the number of a stop block received from the ground device 6. The ATC control unit 4 compares the own train speed with an allowable speed that is specified by the read speed pattern and the recognized own train position, to control the speed of the train by outputting a brake command to a brake device 5 in line with the deviation of the allowable speed and the own train speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device, and more particularly, to an on-vehicle main body which performs speed control mainly on the train side when performing speed control for decelerating a train such as when there is a preceding train. Type automatic train control device.

[0002]

2. Description of the Related Art In a conventional automatic train control device for railway vehicles (hereinafter, referred to as an ATC device), rails on which trains run are electrically divided into blocks each having a certain length, and blocks are formed. , A signal indicating an allowable speed is transmitted to the train. On the train, an on-board device is installed for each train, and the on-board device receives a signal indicating the permissible speed via a block, and compares the received permissible speed with the own train speed. When the own train speed exceeds the allowable speed, the on-board device automatically gives a brake command to the brake device and automatically controls the train speed within the allowable speed. If another train (preceding train) is running (or stopped) ahead of the rail on which the train is running in the traveling direction of the train, the above-mentioned ground equipment sends the preceding running train (continuation train) to the preceding train. As the train approaches the running (or stopped) block (the on-line block), a signal of a lower permissible speed is given to the continuing train.

[0003] Since the allowable speed indicated by the ground equipment does not change in the same block, the continuation train is subject to a step-like speed limit in block units, so that it does not collide with the preceding train.
It is controlled to stop on the rail of the block in front of the preceding train.

[0004]

In consideration of operating efficiency, that is, increasing the number of trains and increasing the average speed of trains, it is desirable that the interval between the preceding train and the continuation train be as short as possible within a range where safety can be ensured.

[0005] In the above conventional control system, the allowable speed changes stepwise, so that when the train enters a block having a lower allowable speed, the train starts at the beginning of the rail section constituting the block. , Receives a lower permissible speed and activates the brake immediately. Therefore, the train speed drops below the permissible speed before the train reaches the end of the rail section that constitutes the block, and the brake that has been actuated once relaxes.

[0006] In other words, from the viewpoint of reducing the distance from the preceding train, in the above-described conventional method, the brake operates earlier than necessary. In addition, since the allowable speed changes stepwise, the brake operation and release are repeated as many times as the number of steps, which has an adverse effect on ride comfort.

Further, when trains of a plurality of types of vehicles having different braking performances travel, the ground equipment cannot recognize the braking performance of each train. Care is taken to maintain safety even for the trains with the lowest braking performance. That is, the permissible speed is determined on the premise of the braking distance of a train having low braking performance, and the permissible speed is uniformly specified for all trains regardless of the level of the braking performance. For this reason, there is a waste in driving efficiency that a train having a high brake performance also runs in accordance with a train having a low brake performance.

An object of the present invention is to improve the operating efficiency of a succeeding train even when the operation of the succeeding train is restricted by the existence of the preceding train.

[0009]

In order to achieve the above-mentioned object, the present invention provides a ground apparatus with a function of providing information for instructing a train where to stop via a rail on a train. In order to stop at the position specified by this information, the device has a function of determining at what speed it is necessary to run and applying a brake as necessary. .

[0010] That is, in the present invention, the ground device transmits information (for example, a block number) specifying the block at which the train should be stopped to the on-board device via the block,
The on-board device always recognizes the position where the own train is running, and sets a speed pattern (presuming that the train has sufficient braking performance) for each train and for each block. (A position indicating the deceleration process of decelerating from the maximum speed of the block and stopping at the specified position of the block-allowable speed pattern) as a database,
The speed pattern corresponding to the information specifying the stop block received from the ground device is read. The on-board device compares the train speed with the permissible speed determined from the read speed pattern and the recognized train position, and outputs a brake command according to a deviation between the permissible speed and the train speed to output the train speed. To stop the train in the block to be stopped.

More specifically, a first means for achieving the above object is to transmit a digital signal including information for specifying a block to be stopped by a train to rails which are electrically divided to form respective blocks. A ground device, a transponder ground member that is arranged at intervals along the rail and information indicating the position is stored in a readable manner, and a signal transmitted to the rail arranged on a train. ATC receiving means for receiving and outputting, transponder receiving means for reading and outputting information representing a position stored in the transponder grounding element, a speed generator coupled to the train axle and transmitting a speed pulse in accordance with rotation of the axle An ATC control unit for outputting a brake command based on an output of the ATC receiving means, an output of the transponder receiving means, and a speed pulse The on-board automatic train control device including the on-board device comprises the ATC control unit having a speed pattern set corresponding to each of a plurality of blocks on a one-to-one basis. And a memory for storing a speed pattern representing an allowable speed at each position until the train stops at the corresponding block, in combination with information for identifying the corresponding block, and receiving the transponder signal. The position information output by the means is updated based on the speed pulse to recognize the position of the own train, and based on the information that specifies the block to be stopped received by the ATC receiving means, The corresponding speed pattern is read from the memory, and based on the read speed pattern and the recognized own train position, Calculating a volume speed, characterized in that it is configured to output a brake command in accordance with the deviation of the calculated allowable speed and the train speed.

In the first means, the position information stored in the transponder ground child includes a number indicating a block in which the transponder ground child is arranged, and a number from a position of the transponder ground child to an end of the block. Information including the distance and the length of each block in the memory.
The C control unit recognizes the position of the own train as a combination of the block number and the distance from the end of the block. When the distance from the end of the block becomes 0 while updating the own position, the train is moved in the train traveling direction. A configuration in which adjacent block numbers are searched from the data of the arrangement order of the blocks stored in the memory, and the position of the own train is updated using the block length corresponding to the obtained block numbers May be.

ATC receiving means for receiving and outputting a digital signal including information for specifying a block to be stopped by a train from rails which are electrically divided to form blocks, and ATC receiving means along the rail. A transponder receiving means for reading and outputting information indicating the position of the transponder ground element from a transponder ground element disposed at an interval; and a speed generator for transmitting a speed pulse in accordance with the rotation of the axle, being coupled to a train axle. A, which outputs a brake command based on an output of the ATC receiving means, an output of the transponder receiving means, and a speed pulse
An on-board device of an on-board automatic train control device having a TC control unit, wherein the ATC control unit has a speed pattern set corresponding to each of a plurality of blocks on a one-to-one basis. A memory for storing a speed pattern representing an allowable speed at each position until the train stops at the corresponding block, in combination with information for specifying the corresponding block, and storing the transponder receiving means. Updates the position information output by the ATC based on the speed pulse, recognizes the position of the own train, and, based on the information specifying the block to be stopped received by the ATC receiving means, corresponds to the block specified by the information. The speed pattern to be read from the memory, and the permissible speed at that position based on the read speed pattern and the recognized train position. Calculated may be configured to output a brake command in accordance with the deviation of the calculated allowable speed and the train speed.

By applying the above-mentioned means, the train exhibits a deceleration speed pattern corresponding to each brake performance, so that the brake does not operate intermittently but operates continuously until the train stops. I will be. Therefore, the brake operation start time is delayed, the period during which the brake does not operate is extended, the average operating speed is improved, and the brake distance to stop is shortened, the train operation interval is shortened, and the number of trains can be increased, Efficiency is improved.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a main configuration of the present embodiment. The illustrated embodiment includes a ground device, an on-board device, a transponder ground element 7, and a block.

The on-board device includes an ATC control unit 4, a brake device 5, a speed generator 10, a transponder vehicle upper body 8, and a transponder receiving unit 2;
And an ATC receiver comprising an ATC receiver 9 and an ATC receiver 3. As shown in FIG. 12, the ATC control unit 4 includes a search processing unit 4A, an own train speed calculation unit 4B, a comparison processing unit 4C, a memory 45, and a position register 4.
1 is provided.

The speed generator 10 outputs a speed pulse corresponding to the number of rotations of the train wheels to the ATC controller 4. ATC
The power receiver 9 detects a signal flowing through the block (rail) and outputs the signal to the ATC receiving unit 3. The ATC receiver 3 demodulates the signal input from the ATC receiver 9 and outputs the signal to the ATC controller 4. The transponder upper arm 8 receives the signal of the transponder ground arm 7 and outputs it to the transponder receiver 2. The transponder receiver 2 converts the signal input from the transponder upper arm 8 into point information, and performs ATC control. Output to section 4. The memory 45 has information for specifying the arrangement of the block numbers, that is, the block connection information 42.
And information on the length of each block, that is, block length information 43, and a speed pattern set corresponding to each block number are stored.

The ATC controller 4 stores the location information input from the transponder receiver 2, the information from the ground equipment input from the ATC receiver 3, the speed pulse input from the speed generator 10, and the memory 45. Based on this information, it is determined whether or not the speed of the own train exceeds the allowable speed, and a brake signal is output as necessary. The brake device 5 operates a brake according to a brake signal input from the ATC control unit 4.

The transponder ground members 7 are arranged at intervals along the rails.
Are stored as data, and the block number of the place where the is placed and the distance from the place where the transponder ground child 7 is placed to the end of the rail section constituting that block (remaining distance within the block) are stored as data. This data is transmitted to the transponder vehicle upper child 8 passing near the transponder ground child 7 as the train advances.

The ground device 6 generates information to be given to the vehicle,
As shown in FIG. 3, a digital signal is sent to the rail, and a ground control unit 6A, a communication line for individually connecting the ground control unit 6A and each block, and a communication line are provided on each communication line. Transmitting and receiving unit 6B. The ground control unit 6A detects through the communication line whether or not there is a train on the block, and when there is a train, instructs a transmission / reception unit 6B interposed on the communication line to transmit information to the block. The transmission / reception unit 6B instructed to transmit information transmits a signal including the block number (own block number) and the stop block number transmitted from the ground control unit 6A to the block.

Hereinafter, an outline of the operation of the automatic train control device having the above configuration will be described.

The ground unit transmits the own block number and the stop block number to the on-board unit via the block, and the on-board unit stores the speed pattern set for each block number based on the received stop block number in the memory. Read from 45. The on-board device always recognizes the own train position based on the block number transmitted from the transponder ground child 7, the remaining distance in the block, and the speed pulse of the speed generator 10,
The speed at the own train position (allowable speed) in the read speed pattern is compared with the current own train speed obtained from the speed generator 10. The on-board device outputs a brake command of different strength to the brake device 5 according to the difference between the speed at the own train position in the speed pattern and the current own train speed, and stops on the rail section of the received stop block number. To control the train speed.

Next, the details of the above operation will be further described.

First, a method of recognizing the position of the on-board device will be described. As shown in FIG. 3, the transponder grounding element 7 is installed at some places along the rail, and the block number (4T in FIG. 3) where the transponder grounding element is installed.
And the distance L from the end of the block to the transponder ground child 7 is stored in the ground child as data that can be read by the transponder vehicle child 8. When the transponder vehicle upper child 8 passes directly above the transponder ground child 7, such information is read into the transponder vehicle upper child 8. A position register 41 for storing and updating the position of the own train is provided in the ATC control unit 4 on the vehicle. The position register 41 stores the block number and the remaining distance in the block. Has become. When the transponder vehicle upper child 8 passes directly above the transponder ground child 7, the transponder vehicle child 8 reads the data (the block number 4T and the distance L) of the transponder ground child 7. The transponder upper arm 8 sends the read data to the ATC controller 4, and the ATC controller 4 receives the information of the block number and the distance L from the transponder upper arm 8, as shown in FIG. The block number and the remaining distance in the block in the register 41 are set by the information from the transponder upper arm 8.

The search processing unit 4A of the ATC control unit 4 can fetch a speed pulse from the speed generator 10 and update the train position by integrating the speed pulses. Therefore, when the train advances thereafter, the search processing unit 4A fetches the speed pulse from the speed generator and accumulates the speed pulse to subtract the remaining distance in the block in the position register 41 as shown in FIG. Then, the contents of the position register 41 are updated. That is, the position of the own train is held and stored in real time as data stored in the block number of the position register 41 and the remaining distance in the block. As the train progresses further, the remaining distance of the position register 41 eventually becomes zero.
That is, the train reaches the end of the block.

In the memory 45 of the ATC control unit 4 on the vehicle,
Information that can specify the arrangement of block numbers, that is, block connection information is stored. Specifically, as shown in FIG. 6, connection information 42, which indicates how the block numbers are actually arranged on the track, is stored in the memory 45.
When the remaining distance in the block of the position register 41 becomes zero,
The search processing unit 4A searches the information on the arrangement of the block numbers stored in the memory 45 for a block number next to the block number of the current position register. As shown in FIG. 7, information on the length of each block, that is, block length information 43 is also stored in the memory 45, and the logic of the search processing unit 4A stores the information of the block of the new block number searched earlier. The length is retrieved from this information, and the new block number and the length of that block are
As shown in FIG. 8, the position information is set in the position register 41 as new position information.

Thus, the position register 41 is constantly calculated and updated in accordance with the progress of the train. If the vehicle passes through the transponder grounding element 7 while traveling in this state, the position register 41 is rewritten with information obtained from the transponder grounding element. Position register 41
Since the remaining distance in the block is updated by the speed pulse, the speed pulse may cause an error due to idling or sliding of the wheel of the axle to which the speed generator is connected. Is corrected by receiving the information of the transponder ground element 7 of the transponder.

As described above, the position of the own train is always determined by the number of the running block and the distance to the end of the rail section indicated by the block number (the remaining distance in the block).
And held in the ATC control unit 4.

Next, the stop block number transmitted from the ground equipment will be described with reference to FIG. The ground control unit 6A constantly detects whether or not there is a train in each block via a communication line, and when the train A is in a certain block (2T in the example of FIG. 3) (whether the train is running or not). The transmission / reception unit 6B interposed in the communication line connected to the block where the train B behind is located (regardless of whether it is stopped)
5, a block number (for example, 3T) that is separated from the block number 2T by a predetermined distance to the train B side is transmitted. The transmission / reception unit 6B5 generates a digital signal of the stop block number and the own block number using the received block number 3T as the stop block number and the block number 5T to which it belongs as the own block number, and modulates the digital signal at a specific frequency (M
SK modulation) and outputs it to the block 5T. Of course, train A
Also, for the block 2T in which is present, the stop block number determined by the position of the train ahead of the train A and the own block number 2T are output from the transmission / reception unit 6B2 via the communication line connected to the block 2T. The signal output to the block 5T is detected from the rail by the ATC power receiver 9,
The signal is demodulated by the ATC receiver 3 and input to the ATC controller 4.

The memory 45 of the ATC control unit 4 defines, for each block number specified as a stop block number, a deceleration state for stopping the train in a rail section of the block specified by the stop block number. The speed pattern is stored. The speed pattern is information on a pair of a position and a speed, and is a brake curve for setting the train speed to zero by the end of a specified block. This speed pattern is defined over a block designated as a stop block and a length outside the block by a fixed distance. The fixed length is obtained by adding a margin to a distance at which the train can be stopped by applying a brake from the maximum speed. The distance at which the train can stop by applying the brake from the maximum speed varies depending on the braking performance of the train, the train type, the gradient of the track, the degree of the curve, and the like. Therefore, the shape of the speed pattern is set for each train and for each stop block. Normally in FIG.
(b) is a parabolic shape, but if the section has a down slope, the same brake performance is assumed, and the effective brake deceleration becomes lower due to the down slope. Is a curve with a low slope as shown in FIG. Further, when there is a sharp curve or the like in the middle, a speed limit may be applied to the section, and the section may have a shape as shown in (d). These speed patterns are stored in the memory 45 for each block number.

The search processing unit 4A of the ATC control unit 4 reads a speed pattern corresponding to the received stop block number, for example, a speed pattern as shown in FIG. When the search processing unit 4A reads the speed pattern,
Next, from the position of the own train, that is, the contents of the position register 41, where the own train is located on the distance axis of the read speed pattern is obtained. As described above, the memory 45 also stores the connection information 42 of each block and information on the length of each block (block length information 43). Search processing unit 4
A searches all block numbers between the stop block number and the own block number. Then, all the lengths of these blocks are searched, and the sum of them is obtained. Next, the remaining distance in the block of the position register 41 is added. This value is the distance from the end of the stop block to the position of the own train.

The search processing unit 4A assigns this distance to a speed pattern as a distance axis of the read speed pattern,
The corresponding speed is obtained from the speed pattern. The speed obtained here is the permissible speed of the train at that time (the position). Schematically, as shown in FIG. 14, the position of the own train is determined on the speed pattern, and the speed on the pattern at that position is determined as the allowable speed V1.

The obtained allowable speed V1 is sent to the comparison processing unit 4C, and the own train speed V4 calculated by the own train speed calculation unit 4B based on the speed pulse output from the speed generator 10.
t is subtracted from the allowable speed V1. Comparison processing unit 4C
As shown in FIG. 15, the brake command of the stepwise braking force is transmitted to the brake device 5 according to the value of the deviation ΔV between the own train speed Vt and the allowable speed V1 (= allowable speed V1−own train speed Vt). Output to That is, as shown in FIG. 10, while the strength of the brake is adjusted based on the speed pattern, the speed is reduced along this speed pattern, and
Control is performed so as to stop by the end of T.

As shown in FIG. 15, when the own train speed Vt is lower than the allowable speed V1 by a predetermined value or more (Δ
When V ≧ ΔV ₀ ), no brake command is output, but as the difference decreases, a stronger brake command is output. When the own train speed Vt exceeds the allowable speed V1 defined by the speed pattern, the service maximum brake B7 is output. As a result of this brake output, the actual speed decreases along the speed pattern, and the actual train speed becomes zero at the end of the pattern. Even when the own train speed Vt is lower than the allowable speed V1, the brake command is output because, if the brake is applied after the own train speed Vt exceeds the allowable speed V1, the excess of the speed is increased, and the own train speed is increased. When the strong brake is suddenly applied after the speed Vt exceeds the allowable speed V1, the impact is large, and discomfort is given.
This is the reason.

As shown in FIG. 13, the end of the speed pattern is usually
A margin distance is set instead of the position of the remaining distance “0” in the block, and set to the position of the remaining distance “L ₀ m” in the block. With this, a margin for an error in distance recognition or the like is provided.

FIG. 2 shows a speed pattern at the time of deceleration of the train according to the present embodiment (broken line) and a conventional stepwise deceleration pattern (solid line). The lower part is a brake command, the upper side of the horizontal axis is the case of the prior art, and the lower side of the horizontal axis is the case of the present invention. As is clear from the figure, in the case of the prior art, the permissible speed is output in block units, so that the signal of the permissible speed 0 is output at an early stage. Therefore, the brake command is divided into two times, and At an early stage, deceleration is started at point a in the figure. On the other hand, in the case of the present invention, the signal of the permissible speed 0 is the stop point D, and the brake command is continuously output from the start of deceleration to the stop without interruption.

As a result, the traveling distance during the deceleration period can be shortened, so that the deceleration start timing is point A in the figure, which is later (point closer to the stop position) than point A in the prior art. Therefore, the travel distance at a speed V ₀ which before the deceleration is increased, the average operating speed is increased. In addition, since the deceleration start position is closer to the stop position, the interval with the preceding train can be reduced.

According to the present embodiment, the train is decelerated in a deceleration pattern that makes full use of the braking performance of the train, irrespective of block breaks. The distance traveled at reduced speed is reduced. In other words, the start of braking for stopping is delayed, and the average train speed is increased. In addition, the distance from the preceding train can be reduced, which contributes to improvement of driving efficiency and ride comfort.

[0040]

According to the present invention, when the operation of a succeeding train is controlled due to the existence of a preceding train, a block to be stopped by the succeeding train is designated, and a block to be stopped is designated. In order to stop at the designated block, the train speed is reduced so as to have a deceleration pattern set in advance for the train and the block. This has the effect of improving train operation efficiency.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an overall configuration of an embodiment of the present invention.

FIG. 2 is a conceptual diagram showing a change in train speed in the case of the prior art in comparison with a change in train speed in the embodiment shown in FIG. 1;

FIG. 3 is a conceptual diagram showing an example of an arrangement of the ground equipment according to the embodiment shown in FIG. 1;

FIG. 4 is a diagram showing a relation between data of a transponder ground element and data of a position register according to the embodiment shown in FIG. 1;

FIG. 5 is a diagram showing the relationship between speed pulse data and position register data according to the embodiment shown in FIG. 1;

FIG. 6 is a diagram illustrating an example of connection information according to the embodiment illustrated in FIG. 1;

FIG. 7 is a diagram showing an example of block length information according to the embodiment shown in FIG. 1;

8 is a diagram showing a relationship between data stored in a memory on a vehicle and data in a position register at the time of updating the data in the embodiment shown in FIG. 1;

FIG. 9 is a conceptual diagram illustrating the correspondence between stop blocks and speed patterns in the embodiment shown in FIG. 1;

FIG. 10 is a conceptual diagram showing an example of a relationship between a speed pattern and a brake command according to the embodiment shown in FIG. 1;

FIG. 11 is a diagram showing an example of a speed pattern according to the embodiment shown in FIG. 1;

FIG. 12 is a block diagram illustrating a configuration example of an ATC control unit according to the embodiment illustrated in FIG. 1;

FIG. 13 is a conceptual diagram showing an example of a relationship between a speed pattern and a position of a starting circuit according to the embodiment shown in FIG. 1;

FIG. 14 is a conceptual diagram illustrating a method of searching for an allowable speed based on the speed pattern shown in FIG.

FIG. 15 is a conceptual diagram showing a selection logic of a brake output in the embodiment shown in FIG. 1;

[Explanation of symbols]

 Reference Signs List 1 rail 2 transponder receiving unit 3 ATC receiving unit 4 ATC control unit 4A search processing unit 4B own train speed calculation unit 4C comparison processing unit 5 brake device 6 ground device 6A control unit 6B2 to 6B5 transmission / reception unit 7 transponder ground child 8 transponder vehicle Child 9 ATC receiver 10 Speed generator 41 Position register 42 Connection information 43 Block length information 45 Memory

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Yoshihide Eiji 1070 Ma, Hitachinaka-shi, Ibaraki Pref. 1070 Mo, Ichi-shi, Japan Mito Transport Systems Division, Transportation Systems Division, Hitachi, Ltd. (72) Inventor Yoshikazu Ichihara 2-2-2 Yoyogi, Shibuya-ku, Tokyo East Japan Railway Company (72) Inventor Tomoda Kawata 2-2-2 Yoyogi, Shibuya-ku, Tokyo F-term within the Japan Railway Company (reference) 5H115 PC02 PG01 SF07 SF14 SJ13 SL01 SL05 SL06 SL09 TB03 TD03 TD19 5H161 AA01 BB03 CC13 CC20 DD13 DD16 EE07

Claims (4)

[Claims] 1. A ground device for transmitting a digital signal including information for specifying a block to be stopped by a train to rails which are electrically divided to form blocks, and spaced apart from each other along the rail. A transponder ground element in which information indicating the position is readable and stored; ATC receiving means for receiving and outputting a signal transmitted to the rail; information indicating a position stored in the transponder ground element Transponder receiving means for reading and outputting, a speed generator coupled to the train axle and transmitting a speed pulse in accordance with the rotation of the axle, based on the output of the ATC receiving means, the output of the transponder receiving means and the speed pulse A to output brake command
An on-board automatic train control device including a TC control unit and an on-board device arranged on a train, wherein the ATC control unit includes one for each of a plurality of blocks.
A speed pattern that is set in correspondence with one, and represents a permissible speed at each position until the train stops at the corresponding block,
A memory for storing the information in combination with the information specifying the corresponding block, updating the position information output by the transponder receiving means based on the speed pulse, recognizing the position of the own train, and receiving by the ATC receiving means Based on the information specifying the block to be stopped, a speed pattern corresponding to the block specified by the information is read out from the memory, and an allowance at the position is determined based on the read speed pattern and the recognized own train position. An on-vehicle type automatic train control device configured to calculate a speed and output a brake command according to a deviation between the calculated allowable speed and the own train speed. 2. The on-vehicle type automatic train control device according to claim 1, wherein the position information stored in the transponder ground child includes a number indicating a block in which the transponder ground child is arranged, and the transponder ground. In addition to including the distance from the position of the child to the end of the block, the memory stores information indicating the arrangement order of the blocks and the length of each block. Is recognized as a combination of the block number and the distance from the end of the block, and when the distance from the end of the block becomes 0 while updating its own position, the block number adjacent in the train traveling direction is Searching from the data of the arrangement order of the blocks stored in the memory, and using the length of the block corresponding to the obtained block number, the position of the own train is determined. The on-vehicle type automatic train control device, characterized in that: 3. The on-vehicle automatic train control device according to claim 1, wherein the ATC control unit has a speed limit set in advance at a specific position as a part of the speed pattern. Upper main body type automatic train control device. 4. An AT for receiving and outputting a digital signal including information for specifying a block to be stopped by a train from rails that are electrically separated and form blocks.
C receiving means, transponder receiving means for reading and outputting information indicating the position of the transponder grounding element from transponder grounding elements spaced apart from each other along the rail, and transponder receiving means coupled to the train axle. A speed generator for transmitting a speed pulse in accordance with rotation;
ATC which outputs a brake command based on the output of the C receiving means, the output of the transponder receiving means and the speed pulse
And a control unit, wherein the ATC control unit is a speed pattern set in a one-to-one correspondence with each of a plurality of blocks, A memory for storing a speed pattern representing an allowable speed at each position until the train stops at the corresponding block, in combination with information for specifying the corresponding block, wherein the transponder receiving means includes: The output position information is updated based on the speed pulse to recognize the position of the own train, and based on the information specifying the block to be stopped received by the ATC receiving means, corresponding to the block specified by the information. A speed pattern is read from the memory, and an allowable speed at that position is calculated based on the read speed pattern and the recognized train position. And, the onboard system of the vehicle on the main type automatic train control system characterized in that it is configured to output a brake command according to the deviation of the calculated allowable speed and the train speed.