JP2019004587A - Automatic Train Operation System - Google Patents

Abstract

To provide an automatic train operation system for allowing a train to spontaneously perform risk avoidance.SOLUTION: An automatic train operation system includes an on-vehicle device 10 mounted on a train T, a front monitoring device 30 mounted on the train T to monitor the front of the train, a ground-side facility (such as an ATC loop 21, a ground element for position correction 22 and an ATO ground element 23) for giving information to the on-vehicle device 10. A travel control unit 14 of the on-vehicle device 10 automatically operates the train T including station departure, traveling between stations and stop at stations on the basis of information received from the ground-side facility, and stops the train T if the front monitoring device 30 detects an obstacle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic train operation system that automatically operates a train.

  An example of a conventional automatic train operation system is described in Patent Document 1. The automatic train operation system described in Patent Document 1 is provided with an ATC device that detects an obstacle on the route of an automatic operation train and provides a safe traveling speed to the ATC control unit of the train, and an ATO control unit of the train. On the ground side, there is an ATO device for instructing the control of the brake device and the acceleration / deceleration of the drive device to automatically operate. In the automatic train operation system, when a train under automatic operation stops in the middle of a station, it is possible to remotely and promptly give the train a restart instruction using an ATC loop. The operation of the train can be resumed.

JP 2001-55143 A

  By the way, in recent years, routes for introducing an automatic train operation system are increasing for the purpose of suppressing operation costs. However, in the conventional automatic train operation system, it is the actual situation that ensuring the safety of running the train is mainly left to the ground side equipment, and the function of detecting and avoiding the danger is sufficient for the train side. It could not be said that it was provided. Considering that the spread of automatic train operation systems in the future, especially the automatic train operation systems that enable unattended operation, will be promoted, ensuring the safety of train travel provided by conventional automatic train operation systems In addition to various functions for trains, it is desirable for trains to voluntarily avoid danger.

  Accordingly, an object of the present invention is to provide an automatic train operation system in which a train voluntarily avoids danger.

  According to one aspect of the present invention, an automatic train operation system includes an on-board device mounted on a train, a forward monitoring device mounted on the train and monitoring the front of the train, and information and instructions on the on-board device. Including ground side facilities. The on-board device performs automatic operation of the train including departure from the station, travel between stations, and station stop based on information received from the ground side equipment, while the forward monitoring device detects an obstacle. Stops the train.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic train driving | operation system which a train voluntarily avoids a danger irrespective of a driver | operator's operation, the information from ground side equipment, etc. can be provided.

It is a figure which shows schematic structure of the train side equipment of an automatic train operation system in 1st Embodiment of this invention. It is a figure which shows schematic structure of the ground side installation of the automatic train operation system which concerns on the said 1st Embodiment. It is a figure which shows an example of the monitoring area of a front monitoring apparatus in case a train drive | works a linear traveling path. It is a figure which shows an example of the monitoring area of a front monitoring apparatus in case a train drive | works a curve-shaped driving path. It is a figure which shows schematic structure of the train side equipment of an automatic train operation system in 2nd Embodiment of this invention. It is a figure which shows schematic structure of the ground side installation of the automatic train operation system which concerns on the said 2nd Embodiment. It is a figure which shows arrangement | positioning of the obstruction detection apparatus which is one of the ground side facilities of the automatic train operation system which concerns on the said 2nd Embodiment. It is a figure which shows schematic structure of the train side equipment of an automatic train operation system in 3rd Embodiment of this invention. It is a figure which shows schematic structure of the ground side installation of the automatic train operation system which concerns on the said 3rd Embodiment. It is a figure which shows schematic structure of the train side equipment of an automatic train operation system in 4th Embodiment of this invention. It is a figure which shows schematic structure of the ground side installation of the automatic train operation system which concerns on the said 4th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, ATC means automatic train control, ATO means automatic train operation, and ATS means automatic train stop (Automatic Train Control). Stop). In addition, the train is a predetermined traveling route such as a railroad, and travels on the traveling route provided with a plurality of stations where the train stops.

[First Embodiment]
FIG. 1 is a diagram illustrating a schematic configuration of train-side equipment in the automatic train operation system according to the first embodiment of the present invention. As shown in FIG. 1, an on-board device 10 and a forward monitoring device 30 are mounted on a train T that travels on a traveling path R.

  In the present embodiment, the on-board device 10 includes an ATC on-board antenna 11, an ATO on-board child 12, a speed generator 13, a travel control unit 14, a brake device 15, and a driving device 16.

  The ATC on-board antenna 11 is configured to fetch command information and permission information mainly from an ATC loop 21 laid along the traveling road R. The ATC loop 21 is provided corresponding to each of the sections obtained by dividing the travel path R into a plurality of sections.

  The ATO vehicle upper element 12 is configured to capture point information and permission information from a plurality of ATO ground elements installed on the traveling path R. In the present embodiment, the plurality of ATO ground elements are installed at predetermined positions on the traveling path R, and at least one position correction ground element 22 that transmits point information (absolute position information) to the ATO vehicle upper element 12; And at least one station ATO ground element 23 that is installed at each station and transmits point information and command information to the ATO vehicle upper element 12.

  The speed generator 13 is a device for detecting the speed and travel distance of the train T. The speed generator 13 is attached to the axle of the train T, and outputs a signal corresponding to the rotational speed of the axle.

  The traveling control unit 14 includes command information acquired by the ATC vehicle antenna 11 from the ATC loop 21, point information and permission information acquired by the ATO vehicle element 12 from the position correction ground element 22 and / or the station ATO ground element 23, And the output signal of the speed generator 13, etc. are input. Then, the traveling control unit 14 appropriately controls the brake device 15 and the driving device 16 based on the input information (point information, command information, permission information) and / or the output signal of the speed generator 13 to start the station, It is configured to perform automatic operation of the train T including inter-running and station stops.

  The forward monitoring device 30 is installed at the head of the train T. In the present embodiment, the forward monitoring device 30 uses the inside of the traveling road R in front of the train T and the vicinity of the traveling road R as monitoring areas. The forward monitoring device 30 monitors the monitoring area while the train T is traveling and stopped, and outputs an “obstacle detection signal” to the traveling control unit 14 when an obstacle is detected in the monitoring area. When no obstacle is detected in the monitoring area, an “obstacle non-detection signal” is output to the travel control unit 14. Here, the obstacle refers to a person or an object that should not exist in the monitoring area at a normal time. Then, for example, the front monitoring device 30 determines whether the detected object is the obstacle or not the obstacle based on the shape, size, and / or position of the detected object (that is, the track, the ground side equipment, etc.) It may be configured to determine whether it is a permanent object.

  The forward monitoring device 30 is not particularly limited as long as it can detect a person or an object that should not exist in the monitoring area as an obstacle, and is configured by a stereo camera, a monocular camera, a radar device, a sonar device, or the like. Can be done. Preferably, the forward monitoring device 30 is ahead of a predetermined distance longer than the stop distance of the train T (that is, the maximum stop distance of the train T) when the train T is traveling on the travel path R at the maximum allowable speed. It is configured to be able to detect certain obstacles.

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

  The ATC ground device 24 is connected to the train detection device 41, the interlock device 42, the operation management system 43, and the like via a communication line. The train detection device 41 is a device that detects the position of each train on the travel route R. The train detection device 41 is not particularly limited as long as it can detect the position of each train on the travel route R. For example, the train detection device 41 may detect the presence or absence of a train in a section corresponding to each ATC loop 21.

  The ATC ground device 24 determines the speed limit of the train T for each section based on the position of the preceding train of the train T (the status of the current line), the route condition of the train T, etc., and corresponds to the determined speed limit of the train T. 1 ATC signal current (limit speed information) is configured to flow through the corresponding ATC loop 21. In addition, the ATC ground device 24 is configured such that when the train T is stopped between stations, a sufficient distance between the train T and its preceding train is ensured, or the route of the train T is opened. When the departure condition is satisfied, the second ATC signal current (departure permission information) corresponding to the departure permission of the train T is caused to flow through the corresponding ATC loop 21.

  The ATO ground device 25 is connected to the operation management system 43 and a platform door control device 44 that controls opening and closing of a platform door (home fence) of a station via a communication line. When the train T stops at the station, the ATO ground device 25 becomes the train T departure time at the station, and when the departure condition of the train T is satisfied such as the platform door being closed. Departure permission information from the station (hereinafter referred to as “station departure permission information”) is transmitted to the ATO car upper 12 of the train T via the ATO ground element 23.

  Next, various processes relating to the automatic operation of the train T executed by the traveling control unit 14 of the on-board device 10 will be specifically described.

  The travel control unit 14 stores a distance between stations on the travel route R, a speed pattern, and the like in a database (not shown). The traveling control unit 14 basically trains based on the point information from the position correcting ground element 22 input via the ATO vehicle upper element 12 and the traveling distance obtained from the output signal of the speed generator 13. The position of T is grasped, and the train T is run by controlling the brake device 15 and the drive device 16 so that the speed of the train T obtained from the output signal of the speed generator 13 follows the speed pattern (running between stations). ). Further, when the train T approaches the station, the traveling control unit 14 gradually activates the brake device 15 based on the speed of the train T and the distance to the stop target position (station stop position) in the station. Is stopped at the stop target position (station stop position) (station stop).

  When the train T is traveling between stations, the traveling control unit 14 inputs the first ATC signal current (the speed limit information) that flows to the ATC loop 21 via the ATC on-board antenna 11. The speed limit is determined based on the first ATC signal current, and when the speed of the train T exceeds the speed limit, the brake device 15 is operated to decelerate or stop the train T.

  In addition, when the train T is traveling between stations, the traveling control unit 14 immediately activates the brake device 15 to stop the train T immediately when the obstacle detection signal is input from the front monitoring device 30. Then, the traveling control unit 14 stops on the condition that there is no other reason for stopping the train T when the signal input from the forward monitoring device 30 is switched from the obstacle detection signal to the obstacle non-detection signal. The train T is departed. That is, the traveling control unit 14 stops the train T when the forward monitoring device 30 detects an obstacle while the train T is traveling, and then starts the train T when the forward monitoring device 30 no longer detects the obstacle.

  When the train T is stopped at the station, the traveling control unit 14 does not input the obstacle detection signal from the front monitoring device 30 and then from the station ATO ground unit 23 via the ATO vehicle upper unit 12. When the transmitted station departure permission information is input, the operation of the brake device 15 is released and the drive device 16 is operated to start the train T from the station (station departure). In other words, the traveling control unit 14 inputs the station departure permission information (that is, departure permission information from the station), and the train stopped at the station when the front monitoring device 30 has not detected an obstacle. Start T.

  In addition, when the train T is stopped between stations, the traveling control unit 14 does not input the obstacle detection signal from the front monitoring device 30 and the ATC loop 21 via the ATC on-board antenna 11. When the second ATC signal current (starting permission information) flowing in the vehicle is input, the operation of the brake device 15 is released and the driving device 16 is operated to start the train T (departure between stations). That is, the traveling control unit 14 inputs the departure permission information and departs the train T that is stopped between the stations when the front monitoring device 30 does not detect an obstacle.

  In the automatic train operation system according to the first embodiment described above, the traveling control unit 14 of the on-board device 10 is based on the information received from the ground-side equipment, the departure from the station, the traveling between stations, and the station stop. The train T is automatically operated. Further, the traveling control unit 14 of the on-board device 10 is configured to stop the train T when the obstacle detection signal is input from the front monitoring device 30 mounted on the train T. That is, the train T has a function of detecting an obstacle spontaneously and avoiding a collision with the detected obstacle. Therefore, it is possible to construct an automatic train operation system that is superior in safety of traveling of the train as compared with the prior art, and it can contribute to the realization of unmanned automatic operation of the train.

  The forward monitoring device 30 may be configured to output an “obstacle detection signal” and “distance information to the obstacle” to the travel control unit 14 when an obstacle is detected in front of the train T. . In this case, the traveling control unit 14 decelerates the train T or stops the train T according to the distance to the obstacle detected by the front monitoring device 30, and thereafter, the obstacle is not detected by the front monitoring device 30. And, on the condition that there is no other reason for decelerating the train T or other reason for stopping the train T, the deceleration may be released or the train T may be started.

  Further, the forward monitoring device 30 may be configured to change the monitoring area according to the shape of the traveling path R. For example, the forward monitoring device 30 is configured to store the shape data of the travel path R associated with the position information and to input the position of the train T from the travel control unit 14. Then, the forward monitoring device 30 reads the shape of the travel path R based on the position of the train T, changes the monitoring area by changing its direction so as to match the read shape of the travel path R, and / or Alternatively, the shape of its own monitoring area is changed so as to match the read shape of the traveling road R. Alternatively, an imaging device such as a camera is mounted at the head of the train T, and the front monitoring device 30 recognizes the shape of the traveling path R based on the captured image of the imaging device, and according to the recognized shape of the traveling path R. Change their orientation and / or shape of their monitoring area.

  For example, when the train T travels on a curved road R, the front monitoring device 30 is oriented in such a way as to be substantially parallel to the normal of each position on the center line of the curved road R. To change. Further, for example, when the train T enters the curved traveling path R from the straight traveling path R, the front monitoring device 30 does not change its own direction or changes its own direction. The monitoring area is changed from a shape corresponding to the straight traveling path R (FIG. 3) to a shape facing the curved traveling path R (FIG. 4). If it does in this way, the detection of the obstruction ahead of the train T by the front monitoring apparatus 30 can be performed stably irrespective of the shape of the traveling path R.

  Furthermore, when the travel path R branches into the travel path R1 and the travel path R2 at the branching portion, the front monitoring device 30 moves to the traveling direction of the train T, that is, the travel path R1 or the travel path R2 that the train T should travel. The monitoring area may be changed accordingly. In this case, the forward monitoring device 30 acquires or recognizes the traveling direction of the train T at the branch portion, and determines its own direction and / or the shape of its own monitoring area based on the traveling direction of the train T acquired or recognized. Configured to change. Here, the forward monitoring device 30 may be configured to acquire or recognize the traveling direction of the train T as in (1) to (3), for example.

  (1) The ATC ground device 24 sends a traveling path on which the train T should travel, that is, information indicating the traveling direction of the train T (traveling direction information) to the ATC loop 21 before the branching portion in the traveling direction of the train T. The traveling control unit 14 is configured to input the traveling direction information of the train T flowing in the ATC loop 21 via the ATC on-board antenna 11, and the front monitoring device 30 is connected to the traveling control unit 14 from the traveling control unit 14. The traveling direction of the train T is acquired by inputting the traveling direction information of the train T. (2) An imaging device such as a camera is mounted at the head of the train T, and the forward monitoring device 30 recognizes the traveling direction of the train T (the state of the branching portion) based on the captured image of the imaging device. (3) A communication unit is provided in the forward monitoring device 30 or the train T, and transmits the traveling direction information of the train T or the state information of the branch unit to the communication unit at or near the branch unit. The forward monitoring device 30 acquires or recognizes the traveling direction of the train T by receiving the traveling direction information of the train T or the state information of the branching unit from the communication device via the communication unit.

  Here, the forward monitoring device 30 is configured to change the monitoring area (the direction of itself and the shape of the monitoring area), but the traveling control unit 14 stores the traveling route R stored in the database. The direction of the front monitoring device 30 is changed based on the shape data of the train and the traveling direction of the train T, or a command to change the shape of the monitoring area of the front monitoring device 30 is output to the front monitoring device 30. It may be configured as follows. Further, the front monitoring device 30 may have a function as the imaging device.

[Second Embodiment]
FIG. 5 is a diagram showing a schematic configuration of the train-side equipment in the automatic train operation system according to the second embodiment of the present invention, and FIG. 6 is an outline of the ground-side equipment in the automatic train operation system according to the second embodiment. It is a figure which shows a structure. In addition, about the element which is the same as that of the above-mentioned automatic train operation system which concerns on 1st Embodiment, or common element, the description is abbreviate | omitted using the same code | symbol.

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

  That is, in the second embodiment, the onboard device 50 and the forward monitoring device 30 are mounted on the train T. The onboard device 50 includes the ATC onboard antenna 11, the ATO onboard 12 and the speed generator 13. In addition to the traveling control unit 14, the brake device 15, and the driving device 16, an on-board wireless device 51 is included. In the second embodiment, the ground side equipment includes a plurality of ATC loops 21, at least one position correcting ground element 22, at least one station ATO ground element 23, an ATC ground apparatus 24, and an ATO ground apparatus 25. An obstacle detection device 26 is included.

  The obstacle detection device 26 is a device that detects an obstacle in the road R and in the vicinity of the road R on the ground side. In the present embodiment, the obstacle detection device 26 includes a device main body 261, a ground unit 262, and a wireless device 263. FIG. 7 is a diagram illustrating a specific arrangement example of the obstacle detection device 26.

  In the present embodiment, the device main body 261 of the obstacle detection device 26 is installed in the vicinity of a curve with poor visibility on the travel path R. The device main body 261 can be configured by a stereo camera, a monocular camera, a radar device, a sonar device, or the like, like the front monitoring device 30. The apparatus main body 261 monitors the obstacle detection area including the latter half of the curve in the traveling direction of the train T and the traveling path R ahead of the curve, and the person who should not exist in the obstacle detection area at the normal time. Or an object is detected as an obstacle. The device body 261 may determine whether or not the detected object is the obstacle based on the shape, size, and / or position of the detected object, similar to the forward monitoring device 30, and the obstacle The presence or absence of the obstacle may be detected by comparing the data in the obstacle detection area in the absence of the reference data as reference data and comparing the actual data in the obstacle detection area with the reference data.

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

  The wireless device 263 of the obstacle detection device 26 is installed in the vicinity of the device main body 261 and is connected to the device main body 261 via a communication line. The wireless device 263 can transmit / receive information to / from the on-vehicle wireless device 51. Note that the wireless device 263 may be configured integrally with the apparatus main body 261.

  When the apparatus main body 261 detects an obstacle in the obstacle detection area, the apparatus main body 261 transmits stop command information to the ATC on-board antenna 11 of the train T via the ground element 262. At this time, the apparatus main body 261 receives the identification information of the train T from the ATC on-board antenna 11 of the train T via the ground element 262. Further, when the apparatus main body 261 no longer detects an obstacle after transmitting the stop command information, the identification of the train T received from the ATO vehicle upper 12 of the train T via the ground unit 262 via the radio 263 is performed. The departure permission information including the information is transmitted to the onboard radio 51 of the train T.

  In 2nd Embodiment, the traveling control part 14 performs the following processes in addition to the various processes regarding the automatic driving | operation of the train T performed in the above-mentioned 1st Embodiment.

  When the travel control unit 14 inputs the stop command information transmitted from the ground element 262 of the obstacle detection device 26 via the ATC on-board antenna 11, the travel control unit 14 immediately operates the brake device 15 to stop the train T quickly. At the same time, the identification information of the train T is transmitted to the ground unit of the obstacle detection device 26 via the ATC on-board antenna 11.

  In addition, when the train T is stopped by the stop command information, the traveling control unit 14 is in a state where the obstacle detection signal is not input from the front monitoring device 30, via the on-board wireless device 51, When the departure permission information including the identification information of the train T transmitted from the wireless device 263 of the obstacle detection device 26 is input, the train T is departed on the condition that there is no other reason for stopping the train T.

  Here, the departure permission information transmitted by the wireless device 263 includes the identification information of the train T for the train T whose departure permission information is a train stopped by the stop command information from the ground element 262. This is because the information is valid only for the train T. For this reason, the departure permission information including the identification information of the train T has no influence on the train other than the train T, and thus, the wireless device 263 of the obstacle detection device 26 transmits the above-mentioned information. Even when a train other than the train T receives the departure permission information, the departure of the train (that is, departure of a train other than the target of the departure permission information) is prevented.

  According to the automatic train operation system according to the second embodiment, the train T has a function of voluntarily avoiding a collision with an obstacle as in the automatic train operation system according to the first embodiment. Even when there is a curve with a poor visibility in R, it is possible to grasp in advance the presence of an obstacle ahead of the train and avoid a collision between the train and the obstacle. For this reason, the automatic train operation system excellent in the safety | security of driving | running | working of a train can be constructed | assembled.

  In the second embodiment described above, the device main body 261 of the obstacle detection device 26 is installed in the vicinity of a curve with poor visibility on the travel path R, and the latter half of the curve in the traveling direction of the train T and more than that. It is configured to detect a previous obstacle. However, it is not limited to this. The device main body 261 of the obstacle detection device 26 is installed in the vicinity of the top of an uphill road with poor visibility on the road R, and is configured to detect an obstacle on the downhill road ahead of the top in the traveling direction of the train T. Alternatively, it may be installed in a tunnel on the traveling path R and configured to detect an obstacle in the tunnel. In these cases, the ground element 262 of the obstacle detection device 26 is installed in front of the uphill road or the tunnel in the traveling direction of the train T. Further, when there is a level crossing on the travel path R, the device main body 261 of the obstacle detection device 26 may be configured to be installed at the level crossing and detect an obstacle in the level crossing. That is, the obstacle detection device 26 can be a so-called crossing obstacle detection device.

  In addition, when detecting an obstacle, the apparatus main body 261 transmits stop command information including identification information of the ground child 262 to the ATC on-board antenna 11 of the train T via the ground child 262 and the stop command. When no obstacle is detected after the information is transmitted, the departure permission information including the identification information of the ground unit 262 may be transmitted to the onboard wireless device 51 of the train T via the wireless device 263. Even in this case, it is possible to set only the trains stopped by the stop command information from the ground unit 262 as the target of the departure permission information transmitted from the wireless device 263.

[Third Embodiment]
FIG. 8 is a diagram showing a schematic configuration of the train-side equipment in the automatic train operation system according to the third embodiment of the present invention, and FIG. 9 is an outline of the ground-side equipment in the automatic train operation system according to the third embodiment. It is a figure which shows a structure. In addition, about the element which is the same as that of the automatic train operation system which concerns on the above-mentioned 1st, 2nd embodiment, or common element, the description is abbreviate | omitted using the same code | symbol.

  The difference between the second embodiment and the third embodiment is that in the automatic train operation system according to the third embodiment, the on-board device as the train-side equipment includes an ATS on-board element instead of the ATC on-board antenna 11. In addition, the ground side equipment includes an ATS ground element, a traffic signal, and a ground radio in place of the ATC loop 21 and the ATC ground device 24.

  That is, in the third embodiment, the onboard device 60 and the forward monitoring device 30 are mounted on the train T. The onboard device 60 includes the ATO vehicle upper 12, the speed generator 13, the travel control unit 14, and the brake device. 15, the driving device 16, the on-board wireless device 51, and the ATS on-board member 61. In the third embodiment, the ground-side equipment includes at least one position correcting ground element 22, at least one station ATO ground element 23, ATO ground apparatus 25, obstacle detection apparatus 26, ATS ground element 27, and traffic light 28. And a ground radio 29.

  The ATS ground element 27 is installed in front of a predetermined distance of the traffic light 28 in the traveling direction of the train T. The ATS ground unit 27 transmits the stop display information, the distance information to the traffic signal 28, and its own identification information to the ATS vehicle upper unit 61 of the train T when the traffic signal 28 is in the stop display (R display). It is configured.

  The ground radio device 29 is installed in the vicinity of the traffic light 28. When the traffic light 28 is switched from the stop display (R display) to the progress display (G display), the ground radio 29 transmits the departure permission information including the identification information of the ATS ground unit 27 to the on-board radio 51. Is configured to do.

  In the third embodiment, the travel control unit 14 replaces the processing based on the first ATC signal current (speed limit information) and the second ATC signal current (departure permission information) in the second embodiment described above. The following processing is executed. Other processes are the same as those in the second embodiment.

  When the train T is traveling between the stations, the traveling control unit 14 transmits the stop indication information transmitted from the ATS ground element 27 via the ATS vehicle upper element 61, the distance information to the traffic signal 28, and the ATS. When the identification information of the ground unit 27 is input, the brake device 15 is operated to stop the train T at a predetermined position in front of the traffic light 28.

  In addition, when the train T is stopped at the predetermined position in front of the traffic light 28, the traveling control unit 14 sets the on-board wireless device 51 in a state where the obstacle detection signal is not input from the front monitoring device 30. Then, when the departure permission information including the identification information of the ATS ground unit 27 transmitted from the ground radio 29 is input, the train T is departed on the condition that there is no other reason for stopping the train T.

  Here, the departure permission information transmitted from the ground radio 29 includes the identification information of the ATS ground unit 27 for the train where the departure permission information has stopped due to the stop indication (R indication) of the traffic light 28. This is because the information is effective only for the train stopped by the stop indication (R indication) of the traffic light 28. Thereby, even if it is a case where trains other than the train T receive the said departure permission information which the ground radio | wireless machine 29 transmits to a scale, the said train is prevented from leaving.

  In the automatic train operation system according to the third embodiment, the same effect as that of the automatic train operation system according to the second embodiment described above can be obtained.

  In the third embodiment, the on-board wireless device 51 receives the departure permission information transmitted from the wireless device 263 of the obstacle detection device 26 and the departure permission information transmitted from the ground wireless device 29. It is configured. However, the present invention is not limited to this, and the onboard device 60 may have a dedicated onboard radio that receives the departure permission information transmitted from the ground radio 29 separately from the onboard radio 51. Good.

  The on-board device 60 may include an imaging device such as a camera instead of the on-board wireless device 51. In this case, the imaging device is mounted in front of the train T, and the traveling control unit 14 is configured to recognize the current signal 28 based on the captured image of the imaging device. Then, when the train T stops at the predetermined position before the traffic light 28, the traveling control unit 14 indicates that the traffic light 28 is stopped in a state where the obstacle detection signal is not input from the front monitoring device 30. When recognizing that the display is switched from (R display) to progress display (G display), the train T is departed on the condition that there is no other reason for stopping the train T. The forward monitoring device 30 may have a function as the imaging device.

[Fourth Embodiment]
FIG. 10 is a diagram showing a schematic configuration of the train-side equipment in the automatic train operation system according to the fourth embodiment of the present invention, and FIG. 11 is an outline of the ground-side equipment in the automatic train operation system according to the fourth embodiment. It is a figure which shows a structure. In addition, about the same or common element as the automatic train operation system which concerns on the above-mentioned 1st-3rd embodiment, the description is abbreviate | omitted using the same code | symbol.

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

  That is, in the fourth embodiment, the onboard device 70 and the forward monitoring device 30 are mounted on the train T. The onboard device 70 includes the ATO vehicle upper 12, the speed generator 13, the travel control unit 14, and the brake device. 15, the driving device 16 and the on-board wireless device 51 are included. In the fourth embodiment, the ground-side equipment includes at least one position correcting ground element 22, at least one ATO ground element 23, an ATO ground apparatus 25, an obstacle detection apparatus 26, a trackside radio 81, and a wireless central apparatus. 82.

  The along-line radio 81 is installed along the travel path R at predetermined intervals. Each railroad radio 81 is configured to be able to transmit and receive information and / or commands to and from the onboard radio 51. The wireless central device 82 is connected to each lineside radio 81, the interlocking device 42, the operation management system 43, and the like via a communication line.

  The traveling control unit 14 continuously transmits the position of the train T to the wayside radio 81 via the on-board radio 51. In addition, the wireless central device 82 generates travel limit information of the train T based on the position of the preceding train of the train T, the route condition of the train T, and the like, and the generated travel limit information is transmitted via the corresponding lineside radio 81. It transmits to the onboard radio 51 of the train T. The traveling limit information of the train T refers to information indicating a limit position where the train T can travel, in other words, a position where the train T must stop. In addition, the wireless central device 82 satisfies the departure conditions of the train such that the distance from the preceding train is sufficiently secured or the route of the train T is opened when the train T is stopped between stations. Then, the departure permission information of the train T is transmitted to the on-board wireless device 51 of the train T via the corresponding lineside wireless device 81.

  In the fourth embodiment, the travel control unit 14 replaces the processing based on the first ATC signal current (speed limit information) and the second ATC signal current (departure permission information) in the second embodiment described above. The following processing is executed. Other processes are the same as those in the second embodiment.

  When the train control unit 14 inputs the stop limit information via the on-board wireless device 51 when the train T is traveling between stations, the travel control unit 14 is based on the position of the train T and the speed of the train T at that time. A speed check pattern is generated, and the brake device 15 is operated according to the generated speed check pattern to decelerate or stop the train T.

  In addition, the traveling control unit 14 is configured such that when the train T is stopped between stations, the lineside wireless device is connected via the onboard wireless device 51 in a state where the obstacle detection signal is not input from the front monitoring device 30. When the departure permission information transmitted from 81 is input, the operation of the brake device 15 is released and the drive device 16 is operated to leave the train T (departure between stations).

  Also in the automatic train operation system according to the fourth embodiment, the same effect as the automatic train operation system according to the second embodiment described above can be obtained.

  In the fourth embodiment, the on-board wireless device 51 receives the departure permission information transmitted from the wireless device 263 of the obstacle detection device 26 and the departure permission information transmitted from the along-line wireless device 81. It is configured. However, the onboard device 60 is not limited to this, and the onboard device 60 may have a dedicated onboard radio that receives the departure permission information transmitted from the alongside radio 81, in addition to the onboard radio 51. Good.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to each above-mentioned embodiment, Based on the technical idea of this invention, a further deformation | transformation and change are possible.

  DESCRIPTION OF SYMBOLS 10, 50, 60, 70 ... On-board device, 11 ... ATC on-board antenna, 12 ... ATO on-board child, 13 ... Speed generator, 14 ... Travel control part, 15 ... Brake device, 16 ... Drive device, 21 ... ATC loop, 22 ... Position correction ground element, 23 ... ATO ground element, 24 ... ATC ground apparatus, 25 ... ATO ground apparatus, 26 ... Obstacle detection device, 27 ... ATS ground element, 28 ... Traffic light, 29 ... Ground radio 41, train detection device, 42 ... interlocking device, 43 ... operation management system, 50 ... on-board device, 51 ... on-board radio, 81 ... radio along the road, 82 ... wireless central device, 261 ... obstacle detection device 262 ... Ground element of obstacle detection device, 263 ... Radio device of obstacle detection device, R ... Runway, T ... Train

Claims (5)

On-board equipment mounted on the train;
A forward monitoring device mounted on the train for monitoring the front of the train;
Ground side equipment for providing information to the on-board device;
Including
The on-board device performs automatic operation of the train including departure from the station, travel between stations, and station stop based on information received from the ground side equipment, while the forward monitoring device detects an obstacle. Stops the train,
Automatic train operation system.   The automatic train operation system according to claim 1, wherein the forward monitoring device is configured to be able to change a monitoring area according to at least one of a shape of a traveling path of the train and a traveling direction of the train.   The information that the ground side facility gives to the onboard device includes departure permission information that permits the departure of the stopped train, and the onboard device receives the departure permission information from the ground side facility and the front side device. The automatic train operation system according to claim 1 or 2, wherein when the monitoring device has not detected an obstacle, the stopped train is started. The ground side equipment includes an obstacle detection device that detects an obstacle in a predetermined area of the traveling path of the train,
The obstacle detection device is:
A stop command information giving unit that gives stop command information to the on-board device of the train when the obstacle is detected;
A departure permission information giving unit that gives the departure permission information to the on-board device of the train stopped by the stop command;
The automatic train operation system according to claim 3, comprising: The ground side equipment is
A stop indication information providing unit provided in front of the traffic signal in the traveling direction of the train, and giving stop indication information to the on-board device of the train when the signal is a stop indication;
A departure permission information giving unit that is provided in the vicinity of the traffic light and that gives the departure permission information to the on-board device of the train stopped by the stop indication information;
The automatic train operation system according to claim 3 or 4, comprising: