JP2003226240A - Automatic train control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic train control device with an on-train device capable of accurately recognizing the position of an own train without requiring a new ground installation. <P>SOLUTION: When detecting that the reception level of an ATC signal transmitted from a ground side is lower than a threshold value, the on-train device 4 calculates the position of the train 2 involving a delay time t1+t3 required for a period after the train 2 actually passes through a boundary between track circuits 1T and 2T but before the on-train device 4 detects the reception level to be lower and corrects the position of the train obtained by a speed generator 15 to the calculated position (S1-S5). <P>COPYRIGHT: (C)2003,JPO

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 for automatically controlling a train speed by calculating an allowable speed of the own train from an on-board device position information of a preceding train received from a ground device. (Automatic Train C
control; hereinafter referred to as ATC)
The present invention relates to an ATC device that allows an on-board device to accurately recognize the position of a train.

[0002]

2. Description of the Related Art Recently, an ATC including position information of a preceding train
The on-board device that received the signal from the ground device calculates the allowable speed of the train according to the separation distance between the own train and the preceding train, creates a speed pattern, and compares and compares the speed pattern with the actual speed. A pattern control type ATC device for automatically controlling the speed of the own train has been proposed.

In such a pattern control type ATC device, the on-board device recognizes the position of the own train by counting the speed pulse accompanying the rotation of the wheel obtained from the speed generator, but the wheel slips or slides. As a result, there is a possibility that an error may occur in the position of the own train recognized by the on-board device. In order to solve such a problem, for example, a ground element of a transponder is provided at each track circuit boundary, and the on-board device confirms the passage of the ground element by coupling the ground element with the car element provided in the train. Therefore, it is considered that the position of the own train recognized on the vehicle is corrected every time the track circuit boundary is crossed.

[0004]

However, in the above case, it is necessary to install a large number of ground elements for informing the train of the current position, which complicates the construction of the ground equipment. In addition, the burden of maintenance and inspection of the ground equipment will increase. The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an ATC device that allows an on-board device to accurately recognize the position of its own train without newly providing ground equipment.

[0005]

Therefore, the invention according to claim 1 is based on the position information of the preceding train included in the ATC signal transmitted from the ground device to the track circuit and the information from the speed generator. In the automatic train control device in which the on-board device calculates the permissible speed of the own train based on the position information of the own train recognized on the train and automatically controls the train speed, the ground device is a train track While detecting that the train has entered the circuit and stopping the transmission of the ATC signal for a certain period of time, the on-board device detects that the reception of the ATC signal from the ground device has stopped, and the own train has crossed the track circuit boundary. A determining means for determining that the train has passed, a position calculating means for calculating the position of the own train when it is determined by the determining means that the own train has passed the track circuit boundary, and a position calculating means for the own train calculated by the position calculating means. position A correction means for correcting the position of the train that is recognized on the vehicle to suit the configuration provided with.

In such a configuration, the ground equipment detects that the train has entered the track circuit due to a decrease in the reception level of the ATC signal from the track circuit, and the detected result is AT.
The upper side of the vehicle is notified by stopping the transmission of the C signal for a certain period of time. On the other hand, the on-board device calculates the position of the own train at the time of detecting the reception stop of the ATC signal transmitted from the ground side, and detects the position of the own train recognized on the train according to the calculated position of the own train. Correct the position.

Further, in the invention according to claim 2, the position calculating means is based on a delay time from when the own train actually passes through the track circuit boundary until the reception stop of the ATC signal is detected. The position is calculated. In such a configuration, the on-board device calculates the position of the own train in consideration of the distance traveled during the delay time from when the own train actually passes the track circuit boundary to when the reception stop of the ATC signal is detected. .

In the invention according to claim 3, the judging means indicates a track circuit in which the own train included in the first received ATC signal after the transmission of the ATC signal from the ground device is stopped is located. When the information and the track circuit in which the own train recognized on the train are in line, the judgment is made that the judgment of the track circuit boundary passage is effective. In such a configuration, the onboard device includes the information indicating the track circuit recognized on the vehicle by the information from the speed generator in the ATC signal that is first received after the transmission of the ATC signal from the ground device is restarted. If it is, it is judged that the ATC signal reception stop was due to passing the track circuit boundary,
It is judged that the judgment of the passage of the track circuit boundary of the own train due to the stop of signal reception is effective.

Further, in the invention according to claim 4, the position calculating means sets the time from when the own train actually passes through the track circuit boundary to when it is judged that the judgment of the track circuit passing is valid. The position of the own train is calculated based on this.
In such a configuration, the on-board device considers the distance traveled in the time from when the own train actually passes the track circuit boundary until it is determined that the judgment of the track circuit passing is valid, and the position of the own train is considered. To calculate.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing a first embodiment of an ATC device according to the present invention. It should be noted that the present embodiment exemplifies the case where the number of track circuits is three, but it goes without saying that the number of track circuits is not limited to three. In addition, in the present embodiment, a digital transmission type A for performing multi-information communication between the ground and the vehicle using the digital ATC signal.
The TC device will be described as an example.

In FIG. 1, the ATC device transmits a digital ATC signal consisting of repeated telegrams to track circuits 1T to 3T.
The ground device 1 for transmitting to the train 2 and the train 2 mounted on the train 2
An on-vehicle device 4 for receiving a digital ATC signal flowing through the track circuit in the track via a receiving coil 3 provided at the lower end of the vehicle. In addition, as shown in FIG. 1, the ground device 1 has a continuous track circuit 1T to
Track circuit transmitting / receiving devices 5 to 7 which are provided for every 3T and which transmit digital ATC signals from the outlet side end portions 1Ta to 3Ta of the track circuit 1T to 3T and receive the digital ATC signals from the inlet side end portions 1Tb to 3Tb. And each track circuit 1T ~
It is configured to include a transmission line 9 that communicably connects the 3T transmission / reception devices 5 to 7 and the transmission / reception devices 5 to 7 and the interlocking device 8 on the orbit.

FIG. 2 shows an on-vehicle device 4 according to the first embodiment.
It is a block diagram of. In FIG. 2, the on-board device 4 includes a bandpass filter (BPF) 10 for removing noise included in a received signal from the track circuit, such as a motor current of the train 2 flowing through the track circuit, and reception from the bandpass filter 10. A level determination unit 11 that determines whether or not the level has dropped below a threshold value, a demodulator 12 that also demodulates the received signal from the bandpass filter 10, and whether or not the demodulated telegram is satisfied as a telegram The message is compared using the verification code included in the message, and if satisfied, the message decoding and collating unit 13 that outputs the message to the message adoption processing unit 14 and the level determination unit 1
Based on the determination result of 1, the electronic message adoption processing unit 14 that determines whether to adopt the electronic message received from the electronic message decoding and collating unit 13
And the position of the train 2 recognized by counting the speed pulse generated by the speed generator (TG) 15, and based on the corrected position of the train 2 and the position of the preceding train (not shown) A speed control unit 16 that creates an allowable speed pattern of the own train 2 and controls the speed of the train 2.

The speed control unit 16 is a database unit 16 that stores basic information necessary for controlling the speed of the train 2.
A, stop target position calculation unit 16B, train position calculation unit 1
6C, allowable speed calculation unit 16D, actual speed calculation unit 16E
And a speed comparison unit 16F. The database unit 16A includes information about the braking performance of the train 2, information about the gradients and curves of the track circuits 1T to 3T,
Information about the distance in kilometers, which is the distance from the departure reference point of the line section to each track circuit boundary, is stored. Also, a delay time t1 from when the train 2 actually passes through the track circuit boundary until the track circuit transmitting / receiving device 6 detects a decrease in the reception level of the digital ATC signal,
The delay time t3 from when the track circuit transceiver 6 stops the transmission of the digital ATC signal due to the detection of the decrease in the reception level until the onboard device 4 detects the decrease in the reception level of the digital ATC signal is the track circuit transceiver 6 Since it is a fixed value determined by the characteristics of the circuit of the on-board device 4, it is stored in the database unit 16A in advance.

The stop target position calculation unit 16B includes track circuit number information in which the preceding train is located as position information of the preceding train included in a telegram from the ground, and the database unit 16.
The position of the entrance of the track circuit where the preceding train is located is calculated from the information about the position (about a kilometer) of each track circuit stored in A. The train position calculation unit 16C calculates the position of the own train 2 as described later and corrects the position of the train 2 recognized on the train.

The permissible speed calculating unit 16D calculates the stop position calculating unit 16B information indicating the position of the track circuit entrance on which the preceding train is located, and the train position calculating unit 16C corrects the train 2 Based on the information indicating the position, the distance from the own train 2 to the track circuit entrance where the preceding train is located is calculated based on the allowable speed pattern at which the train 2 can stop at the track circuit entrance in the database unit 16A. It is created based on the basic braking performance of the train 2, the gradient of the track circuit, and the information about the curve.

The actual speed calculator 16E calculates the actual speed of the train 2 from the cycle of speed pulses generated by the speed generator 15. When the actual speed of the train 2 calculated by the actual speed calculation unit 16E exceeds the allowable speed pattern created by the allowable speed calculation unit 16D, the speed comparison unit 16F actuates the brake to decelerate the train 2.

FIG. 3 is a block diagram of the track circuit transmitter / receivers 5 to 7 according to the present embodiment. Since the track circuit transceivers 5 to 7 have the same configuration, the track circuit transceiver 6 provided in the track circuit 2T will be described here, and the description of the other track circuit transceivers 5 and 7 will be omitted. To do. In FIG. 3, the track circuit transmitting / receiving device 6 creates a telegram based on the information received from the front track circuit transmitting / receiving device 7, the interlocking device 8 and the like, and transmits a digital ATC signal consisting of repetition of the telegram to the track circuit 2T. And a train detection signal when the train 2 that has entered the track circuit 2T is detected when the reception level of the digital ATC signal from the track circuit 2T falls below a threshold value. A receiver 18 that creates train position information for notifying the track circuit transmitting / receiving device 5 at the rear whether or not the train 2 is in the track circuit 2T based on the reception level and content of the signal. The train position information thus obtained is transmitted to the track circuit transmitting / receiving device 5 at the rear via the transmission path 9 and the track circuit transmitting / receiving device of the track circuit 3T at the front side is transmitted. The information required to create the message from 7 or interlocking device 8, etc. received via the transmission line 9, a transmitter 19 for transmitting the received information to the transmitter 17, and includes a.

The transmitter 17 is an information creating section 17 which creates speed control information based on the information sent from the transmitter 19.
A, a message creating unit 17B that creates a message based on the speed control information from the information creating unit 17A, and a message created by the message creating unit 17B when the train detection signal is received from a level determining unit 18B described later. The transmission control unit 17C that controls the transmission of the message and the created message are FSK (Frequent).
modulator 17 for modulating cy shift keying)
D and an amplifier 17E for amplifying the modulated wave generated by the modulator 17 and transmitting the digital ATC signal to the track circuit 2T.
And are configured.

The speed control information is created based on the track circuit number information on which the preceding train is located, the track circuit number information indicating the track circuit 2T on which the own train 2 is located, and the operating condition of the interlock device 12. This is information about the traveling route to be performed. The receiver 18 has a band-pass filter (BPF) 18A for removing noise included in the received signal, such as a motor current of the train 2 flowing through the track circuit 2T, and a reception level from the band-pass filter 18A is lower than a threshold value. At the same time, the train detection signal is output to the transmission control unit 17C and the train presence determination unit 18E, and the level determination unit 18B and the band filter 18A are also provided.
The demodulator 18C that demodulates the received signal from the device is compared with the demodulated telegram by using the verification code included in the telegram, and if the telegram is satisfied, the telegram is trained. Train presence determination that creates the train position information from the telegram decoding collation unit 18D output to the on-rail determination unit 18E, the train detection signal output from the level determination unit 18B, and the content of the telegram output from the telegram interpretation collation unit 18D. Part 18
And E.

Here, the operation of the on-board device 4 and the track circuit transceiver device 6 from when the train 2 passes through the boundary between the track circuits 1T and 2T until the reception of the digital ATC signal by the on-board device 4 is stopped is illustrated. 2, and will be described with reference to FIGS. 3 and 4. FIG. 4 shows the reception level of the digital ATC signal received on the ground side when the train 2 enters the track circuit 2T (FIG. (A)) and the digital ATC signal transmitted from the ground side to the track circuit 2T (FIG. )) And the reception level (FIG. (C)) of the digital ATC signal received on the vehicle upper side.

First, when the train 2 passes through the boundary between the track circuits 1T and 2T, the rails of the track circuit 2T are short-circuited by the wheels of the train 2. Therefore, the reception level of the digital ATC signal received on the ground side is the level determination section 18B. It becomes lower than the threshold value set in (4 (a)). Accordingly, the level determination unit 18B detects that the train 2 has entered the track circuit 2T and outputs the train detection signal to the transmission control unit 17C.

Upon receiving the train detection signal, the transmission control section 17C outputs a control signal for stopping the transmission of the digital ATC signal to the information creating section 17A and the modulator 17D, for example, for a fixed time t2. This stops the transmission of the digital ATC signal from the ground side to the upper side of the vehicle (see FIG. 4).
(B)). The digital AT received from the track circuit 2T
Since the C signal passes through the bandpass filter 18A and a rectifier circuit (not shown), when the train 2 actually passes through the boundary between the track circuits 1T and 2T, and when the level determination unit 18B on the ground side receives the reception level of the digital ATC signal. The delay time t1 does not coincide with the time when the decrease of (1) is detected (FIG. 4A).

On the other hand, when the transmission from the ground side is stopped, the level determination unit 11 on the vehicle upper side determines that the reception level of the digital ATC signal has dropped below the threshold value, and the determination result is the telegram adoption processing unit 14 and the train position calculation. It is output to the section 16C (FIG. 4 (c)). Since there is a delay due to the bandpass filter 10 and a rectifier circuit (not shown), when the track circuit transceiver 6 actually stops transmitting the digital ATC signal, and when the level determination unit 11 on the vehicle upper side receives the digital ATC signal at the reception level. The delay time t3 is generated, which does not coincide with the time when the decrease in the signal is detected (FIG. 4 (c)).

Next, the operation of the train position calculation unit 16C of the on-board device 4 in the first embodiment will be described with reference to the flowcharts of FIGS. Step 1 (S1 in the figure
, And the same shall apply hereinafter).
Determines whether or not it has detected a decrease in reception level (see FIG. 4).
(C)). If the result of the determination is YES, it is determined that the train 2 has passed the boundary between the track circuits 1T and 2T, and the operation proceeds to step 2, and if NO, the operation of step 1 is performed again.

As described above, step 1 corresponds to the determination means. In step 2, the train 2 is actually the track circuit 1
Delay time t1 + t required for the level determination unit 11 to detect a decrease in the reception level after passing the boundary between T and 2T.
3 is calculated by adding the delay times t1 and t3 stored in the database unit 16A (FIG. 4 (c)).

In step 3, the actual speed of the train 2 calculated from the cycle of the speed pulse generated by the speed generator 15 and the delay time t1 + t3 calculated in step 2 are used to actually determine the boundary between the track circuits 1T and 2T. The travel distance of the train 2 from the time when the train passes through to the time when the decrease in the reception level is detected is calculated. In step 4, the database unit 16A
The information indicating the position (about a kilometer) of the track circuit 2T stored in is called, and the traveling distance calculated in step 3 is added to the distance information to calculate the actual position of the own train 2.

In this way, step 4 corresponds to the position calculating means. In step 5, if the train position obtained by the speed generator 15 deviates from the actual train position calculated in step 4, the train position is corrected to the actual train position calculated in step 4. Thus, step 5 corresponds to the correction means.

As described above, in the first embodiment, the track circuit transmitting / receiving device 6 stops the transmission of the digital ATC signal for a certain period of time to notify the train side that the train 2 has entered the track circuit 2T, while Since the on-board device 4 is configured to correct the position of the train 2 according to the notification from the ground side, the on-board device 4 can accurately recognize the actual position of the train 2 without newly providing ground equipment.

In addition, the train 2 actually has track circuits 1T and 2T.
Since the position of the train 2 is calculated based on the delay time from when the vehicle stops passing the boundary until the reception stop is detected on the upper side of the car, the position of the train 2 is fixed depending on the circuit characteristics of the on-board device 6 and the track circuit transceiver device 6. It is possible to recognize the position of the train 2 using the time. Therefore, the correction process of the position of the own train 2 can be easily performed.

Next, a second embodiment of the ATC device according to the present invention will be described. Since the configuration of the ground device is the same as that of the above-described first embodiment, it will be described below with reference to FIGS. 1 and 3. On the other hand, the on-board device includes the information stored in the database unit 16A of FIG.
Since the operation of the train position calculation unit 16C and the train position calculation unit 16C are different from those of the first embodiment, the operation will be described below with reference to FIG.

In the database unit 16A, in addition to the one described in the first embodiment, a fixed time t2 when the reception of the digital ATC signal from the ground side is stopped and the transmission of the digital ATC signal from the ground side is restarted. To level determination unit 11
At time t4 until the reception level exceeds the threshold,
Time t6 required for the on-board device 4 to receive one telegram, and
Is stored (FIG. 4 (c)). The delay time t4
Is a fixed value because it is a time determined by the circuit characteristics, like the delay times t1 and t3 described above.

The telegram adoption processing unit 14 uses the telegram adopted by the telegram adoption processing unit 16B as indicated by the broken line arrow in FIG.
Not only it outputs to the train position calculation unit 16C. The train position calculation unit 16C corrects the current position of the train 2 recognized on the vehicle as described later. Here, the track circuit transceiver 6 transmits the digital ATC signal for a certain time t.
2 On-board device 4 and track circuit transceiver device 6 after stopping
Will be described with reference to FIGS. 2, 3 and 4.

When a certain time t2 has elapsed after stopping the transmission of the digital ATC signal, the transmission control section 17C outputs an output permission signal for permitting the output of the digital ATC signal to the information generating section 17A and the modulator 17D. The information creating unit 17A that has received the output permission signal outputs the currently held speed control information to the electronic statement creating unit 17B. Message creation unit 17
B creates a telegram based on the speed control information and outputs the telegram from the beginning. Then, the created message is FSK modulated by the modulator 17D, amplified by the amplifier 17E, and retransmitted to the track circuit 2Ta (FIG. 4 (b)).

On the other hand, when the reception from the ground side is resumed after the elapse of the fixed time t2, the level determination unit 11 on the vehicle upper side determines that the reception level has risen above the threshold value. At the same time, the telegram adoption processing unit 14 outputs the telegram received from the ground side to the stop target position calculation unit 16B and the train position calculation unit 16C. Since the delay time t4 determined by the characteristics of the circuit is generated similarly to the case where the reception level is lowered, when the track circuit transmitter / receiver 6 resumes the transmission of the digital ATC signal and when the level determination unit 11 receives the reception level. It is not the same as when the rise was determined (Fig. 4 (c)).

Next, the operation of the train position calculation unit 16C of the on-board device 4 in the second embodiment will be described with reference to the flow charts of FIGS. In step 11, it is determined whether or not the level determination unit 11 has detected a decrease in the reception level. If the result of the determination is YES, it is determined that the train 2 has passed the boundary between the track circuits 1T and 2T, and the operation proceeds to step 12, and if NO, the operation of step 11 is performed again (FIG. 4 (c)). .

In step 12, the train 2 actually passes through the boundary between the track circuits 1T and 2T, and then the level determination unit 1
The delay time t1 + t3 required for 1 to detect the decrease in the reception level is calculated by adding the delay times t1 and t3 stored in the database unit 16A (FIG. 4).
(C)). In step 13, it is determined whether or not the message immediately after restarting the transmission from the ground side includes the track circuit number information on which the own train 2 is located. YES as a result of the judgment
In the case of, it is determined that the determination of the passage of the track circuit boundary in step 11 is valid, and the process proceeds to step 14, and in the case of NO, the process proceeds to step 18 described later.

Thus, step 11 and step 13
Corresponds to the determination means. In step 14, the time t5 from the time when the train 2 actually passed the boundary between the track circuits 1T and 2T to the time when the electronic message was received is calculated. Specifically, for example, the delay time t1 + t3 calculated in step 12
Then, the reception stop time t2, the delay time t4, and the time t6 required to receive one electronic message are added (FIG. 4).
(C)).

In step 15, the train 2 actually determines the boundary between the track circuits 1T and 2T from the actual speed of the train 2 calculated from the period of the speed pulse generated in the speed generator 15 and the time t5 calculated in step 14. The travel distance of the train 2 from when the train 2 passes to when the electronic message is received is calculated. In step 16, the information indicating the position (km) of the track circuit 2T stored in the database unit 16A is called, and the traveling distance calculated in step 15 is added to the distance information to determine the actual position of the own train 2. calculate.

In this way, step 16 corresponds to the position calculating means. In step 17, if the train position obtained by the speed generator 15 deviates from the actual train position calculated in step 16, the train position is corrected to the actual train position calculated in step 16. Thus, step 16 corresponds to the correction means.

When it is determined in step 13 that the telegram immediately after the restart of transmission from the ground side does not include the track circuit number information on which the train 2 is located, in step 18, the level determination unit 11 determines the reception level. It is determined whether or not the time from the detection of the decrease to the first reception of the electronic message exceeds a predetermined time. If the result of the determination is NO, the operation returns to step 13, and if the result is YES, the reception level reduction determination in step 11 is not due to the train 2 passing the boundary between the track circuits 1T and 2T.
It is determined to be due to some abnormality or due to passage of a non-signal section due to a branch portion, etc., and is ignored without performing correction.

As described above, in the second embodiment, the transmission stop of the digital ATC signal from the ground side is due to the passage of the track circuit boundary, or other than that, for example, the ground device 1 is abnormal. Since the position of the own train 2 is corrected by determining whether it is due to an operation, the reliability of the corrected position of the own train 2 is improved. Although the time t6 required for the on-board device 4 to receive one telegram is stored in the database unit 16A, the time t6 may be counted. Further, the delay times t1, t3, t4, etc. may be stored in other storage means instead of being stored in the database.

[0042]

As described above, according to the invention of claim 1, the ground device notifies the upper side of the train that the train has entered the track circuit by stopping the transmission of the digital ATC signal for a certain period of time. On the other hand, since the on-board device is configured to correct the position of the own train according to the notification from the ground side, the on-board device can accurately recognize the actual position of the own train without newly providing ground equipment.

According to the second aspect of the invention, the on-vehicle device can easily perform the correction process of the position of the own train by using the fixed time determined by the characteristics of the circuits of the on-vehicle device and the ground device. According to the third and fourth aspects of the invention, the position of the own train is corrected by determining whether or not the stop of transmission of the ATC signal from the ground device has passed the track circuit boundary. , The reliability of the position of the own train recognized by the on-board device is improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of an ATC device of the present invention.

FIG. 2 is a block diagram of an on-vehicle device according to the same embodiment.

FIG. 3 is a block diagram of a track circuit transmitter / receiver according to the embodiment.

FIG. 4 is an operation time chart of the ATC device according to the embodiment.

FIG. 5 is an operation flowchart of the on-board device according to the above embodiment.

FIG. 6 is an operation flowchart of the on-vehicle device according to the second embodiment of the ATC device of the present invention.

[Explanation of symbols]

1T-3T track circuit 1 Ground equipment 2 trains 4 On-board equipment 5-7 Track circuit transceiver 11 Level judgment section 15 speed generator 16 Speed controller 16C train position calculator

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Masahiro Tanai             1-38 Kamikizaki, Saitama City, Saitama Prefecture             Nippon Signal Co., Ltd. Yono Office (72) Inventor Hiroyuki Sugie             1-4, Mei Station, Nakamura-ku, Nagoya City, Aichi Prefecture               Tokai Passenger Railway Co., Ltd. (72) Inventor Kiyoto Kubota             1-4, Mei Station, Nakamura-ku, Nagoya City, Aichi Prefecture               Tokai Passenger Railway Co., Ltd. (72) Inventor Mikio Tanaka             2-29 Heian-cho, Tsurumi-ku, Yokohama-shi, Kanagawa             No. 1 Kyosan Manufacturing Co., Ltd. F term (reference) 5H161 AA01 BB02 BB03 CC13 DD02                       DD23

Claims (4)

[Claims] 1. An ATC transmitted from a ground device to a track circuit.
The onboard device calculates the permissible speed of the own train based on the position information of the preceding train included in the signal and the position information of the own train recognized on the vehicle based on the information from the speed generator. In the automatic train control device for automatically controlling the train speed, the ground device detects that the train has entered the track circuit and stops the transmission of the ATC signal for a certain time, while the on-board device is Determining means for determining that the own train has passed the track circuit boundary when it is detected that the reception of the ATC signal has been stopped, and the own train when it is determined by the determining means that the own train has passed the track circuit boundary A position calculating means for calculating the position of the train, and a correcting means for correcting the position of the own train recognized on the train according to the position of the own train calculated by the position calculating means. Features and Automatic train control that. 2. The position calculating means is configured to calculate the position of the own train based on a delay time from when the own train actually passes through the track circuit boundary until the reception stop of the ATC signal is detected. The automatic train control device according to claim 1, wherein: 3. The determining means is an AT from the ground equipment.
After the transmission of the C signal is stopped, the information indicating the track circuit in which the own train is included in the first received ATC signal matches the track circuit in which the own train recognized on the train is located. The automatic train control device according to claim 1, wherein the automatic train control device is configured so that the determination of the passage of the track circuit boundary is effective when it is performed. 4. The position calculating means calculates the position of the own train based on the time from when the own train actually passes through the track circuit boundary until it is judged that the judgment of the passage of the track circuit is valid. The automatic train control device according to claim 3, wherein the automatic train control device has the following configuration.