JP3232428B2 - Automatic train control device - Google Patents

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 a step control continuous induction type ATC or an induction type ATC.
The present invention also relates to an automatic train control device that controls the speed of a train by using a point control signal transmission device in combination with the control device.

[0002]

2. Description of the Related Art In a current ATC system using a step control continuous induction type ATC, a track circuit is moved a predetermined distance (about 1.5 times).
km), a fixed permissible speed signal is presented for each track circuit, and a lower permissible traveling speed signal is indicated to the succeeding train according to the signal development as the succeeding train approaches the preceding train. Then, when the succeeding train receives an allowable speed signal lower than the train speed, the system is controlled immediately by the service maximum brake. Here, since the above-mentioned track circuit distance is set in the worst case of the braking performance, a vehicle having a good braking performance decelerates quickly and runs at a low speed. This means that the average deceleration at the time of stopping the station is reduced, so that the train operation interval is increased, and it is difficult to increase the speed and density of the train.

In order to solve the above-mentioned difficulties, Japanese Patent Laid-Open No. 5-1
In Japanese Patent No. 31928, a point control signal transmission device provided at a boundary point of blockage is used in combination with the existing ATC system. Describes a technique for receiving data for confirming the reliability of a vehicle, calculating a speed and a point to be decelerated based on the received data and the speed input, and generating a speed control command for smoothly decelerating the point. . This speed control is performed by applying operation control such as fixed position stop control of the automatic train operation device.

As described above, in the current ATC system, deceleration is completed at a deceleration distance that is about half of the blockage.
Since the technology of the above publication performs speed control using information from the point control type signal transmission device, deceleration is completed at the deceleration distance immediately before the next blockage, reducing the train operation time interval, It enables high-speed and high-density trains.

[0005]

In a system using a point control signal transmission device, if a malfunction occurs during signal communication, there is a problem that erroneous data cannot be corrected until the next communication. Therefore, the technique disclosed in the above publication receives multiple information of present, distance, and travel time as information from a point control type signal transmission device, and combines the multiple information with the step control continuous guidance type A.
The indication received from TC, the mileage in actual running,
The reliability of the signal transmission is ensured by collating with the travel time, and in the case of collation mismatch, the step control continuous induction type ATC
By switching to stair control, safety as a security device is secured.

However, in the technique disclosed in the above publication, if any trouble such as a malfunction at the time of signal communication occurs in the point control type signal transmission device, the switching to the stair control of the step control continuous induction type ATC is performed. It increases from normal time, making it difficult to recover high-density train schedules. For this reason, if a high degree of reliability is not ensured in the point control type signal transmission device, it is necessary to provide the diamond with enough time to recover the timetable even if switching to stair control, and the train speed,
The effect of high density is reduced.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic train control device which has high reliability and safety and is suitable for high-speed and high-density operation of a train in view of the above-mentioned circumstances.

[0008]

SUMMARY OF THE INVENTION The object of the present invention is to provide a means for storing in advance the distance data and signal development data of a total blockage in which a train runs on a car, a means for measuring a running distance of a train, and When entering the blockage and detecting a lower-order change in the permissible speed signal indication, it uses the previously stored data and mileage to change from the indicated change point to the deceleration completion point immediately before the next blockage of the next blockage that the train entered. Both means for calculating the deceleration completion distance and the signal present speed difference, and means for controlling the speed of the train based on the deceleration completion distance and the signal present speed difference,
A point control type signal transmission device is provided at the block boundary point, and the deceleration completion distance from the present change point normally indicated by the point control type signal transmission device to the deceleration completion point immediately before the next blockage of the next blockage that the train entered and Speed control is performed based on the signal display speed difference, and if a failure occurs in the point control type signal transmission device, switch to the stair control continuous induction type ATC system, and the point control type signal that was measured normally before that Speed control is performed based on the difference between the signal deceleration distance and the signal deceleration completion distance from the current change point calculated based on the traveling distance from the transmission device to the deceleration completion point immediately before the next blockage after the train enters and the next blockage. This is achieved by:

Further, the above object is to provide means for previously storing section distance data and signal development data of a total blockage in which a train travels on a car, means for measuring a travel distance of a train, and that a train enters a next blockage. When a lower-order change in the permissible speed signal is detected, the deceleration completion target from the currently indicated change point to the deceleration completion target point immediately before the predetermined blockage before the blockage where the preceding train exists using the data and the traveling distance stored in advance. Closed section having means for calculating the distance and the signal present speed difference, and means for controlling the speed of the train based on the deceleration completion target distance and the signal present speed difference, and dividing the track circuit for each predetermined distance A blockage boundary section is set at the boundary of the deceleration, and the deceleration completion point immediately before the next blockage of the next blockage that the train entered from the present change point, or just before the predetermined blockage before the blockage where the preceding train exists from the present change point. Set the deceleration completion target point By a respective said closed boundary interval is achieved.

[0010]

According to the present invention, the deceleration is completed at a deceleration distance close to the boundary with the next block by using the allowable speed signal from the step control continuous guidance type ATC system. Since the stop speed control is performed, speed control suitable for high-speed and high-density trains is possible as compared with conventional stair control. In addition, a point control type signal transmission device is used in combination with the step control continuous induction type ATC system, and the data of both are collated and checked for rationality. High-density operation can be performed.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a speed control curve according to the invention. In the figure,
The dashed line indicates the permissible speed signal in the step control continuous guidance ATC system, the dashed line indicates the speed control curve in the step control continuous guidance ATC system when the station is stopped, the solid line indicates the speed control curve of pattern 1 according to the present invention, and the two-dot chain line. Represents the speed control curve of Pattern 2 according to the present invention. T _{1 to} T _{n + 5} are blockage numbers, L _{1 to} L _{n + 5} in the table are block section distance data, 01 (Km / h), 30 (Km / h) on the graph and in the table,
70 (Km / h), 120 (Km / h), 170 (Km
/ H) and 220 (Km / h) indicate signal development data.
Phase control continuous inductive ATC system according to the allowable speed signal (dashed line) signal decompressed data 220 to the closed number T _n
(Km / h), 170 (Km / h) at Tn _{+ 1} , Tn _{+ 2}
120 at the time of (Km / h), 70 at the time of Tn _{+ 3} (Km / h)
h), 30 at T _{n + 4} (Km / h), 01 at T _{n + 5}
(Km / h). When the preceding train is present at the block number T _{n + 5} , when the subsequent train receives the signal development data of each block section, the speed control curve of the conventional step control continuous induction type ATC system becomes a block diagram as indicated by a dashed line. Speed control for completing deceleration at a deceleration distance of about half of the section is performed. On the other hand, the speed control curve of the pattern 1 according to the present invention performs speed control in which deceleration is completed just before the next blockage as indicated by a solid line. Further, the speed control curve of the pattern 2 according to the present invention is, as indicated by a two-dot chain line, a blockage number _{Tn + 3} and a blockage number _{Tn + 4} two blocks before the blockage number Tn _{+ 5} where the preceding train exists. Deceleration is completed immediately before, and speed control is performed to stop immediately before the closing number _{Tn + 5} .

FIG. 2 is a first reference example for explaining an embodiment of the present invention, and shows a configuration of an automatic train control device for executing speed control of pattern 1. As shown in FIG. In FIG.
1 is a speed generator, 2 is an ATC receiver constituting a step control continuous induction type ATC system, 3 is a door closed circuit, 4 is a data storage unit, 5 is a deceleration completion point calculation unit, 6 is a speed control calculation unit,
Reference numeral 7 denotes a notch command circuit. The speed generator 1 detects the speed of the train and outputs a speed signal 11. ATC receiver 2
Receives and outputs the permissible speed signal 12 emitted from the step-controlled continuous guidance ATC system in the closed boundary section. The door closing circuit 3 outputs an opening / closing signal 13 for a door that opens and closes when the station stops. The data storage unit 4 stores in advance the section distance data of the entire block in which the train runs on the car and the signal development data in front of the train corresponding to each allowable speed signal received at each block. The deceleration completion point calculating unit 5 determines that the station is stopped based on the fact that the speed signal 11 given from the speed generator 1 is 0 and the door opening / closing signal 13 given from the door closing circuit 3, and corrects the traveling distance. During traveling, the speed signal 11 is integrated to calculate the travel distance l of the train from a reference point whose position is clear such as a station or a ground station. The blockage number is determined by comparing the distance to the blockage boundary calculated by adding the blockage section distance data 14 to the blockage during traveling. Then, when a lower present change of the permissible speed signal 12 given from the ATC receiver 2 is detected in the occlusion boundary section, the occlusion section distance data 14 of the lower present occlusion is read from the data storage section 4, and from the present change point. The distance 16 to the deceleration completion point is determined. Also, the signal development data 15 is read from the data storage unit 4, and the present change speed difference 17 from the present change point to the deceleration completion point is calculated. Here, at the present change point, a margin for absorbing the measurement error of the traveling distance and the delay of the change time of the allowable speed signal display is set as the closed boundary section α. The speed control calculation unit 6 inputs the distance 16 from the present change point to the deceleration completion point, the present change speed difference 17 and the speed signal 11, and issues a deceleration control command 18 in accordance with the speed control to complete the deceleration just before the next blockage. Output. Here, control such as fixed position stop control of the automatic driving device is applied to the speed control calculation unit 6.
The notch command circuit 7 receives the deceleration control command 18 from the speed control calculation unit 6 and outputs a brake notch command 20 at all times. The speed control calculation unit 6 has an abnormality detection circuit similar to the conventional ATC speed check unit, and outputs the emergency brake 19 when an abnormality is detected.

The operation of this embodiment will be described below with reference to FIG. FIG. 3 shows details of the speed control curve of the pattern 1. Now, when the train stops at the reference point, the speed signal 11 of the speed generator 1 outputs 0, and the door closing circuit 3 outputs the door opening / closing signal 13. Based on the speed signal 11 and the door opening / closing signal 13, the deceleration completion point calculation unit 5 determines that the station is stopped and resets and corrects the traveling distance. Next, _assuming that the preceding train exists at the block number T _{n + 5} (see FIG. 1), the train starts running, and when reaching the boundary between the block numbers T _n and T _{n + 1} , the deceleration completion point calculation unit 5 is a running speed signal 11
The by integral operation, the travel distance l of the train from a reference point is measured, whereas, the block section distance data 14 from the reference point to the closed number T _n currently driving read from the data storage unit 4, and the sum The distance to the block boundary between block numbers T _n and T _{n + 1} is calculated. That is, The distance calculated by the sum is compared with the traveling distance 1 of the train to determine the block number T _{n + 1} of the next block section. here,
In general, the following equation is used to determine in which closed section or on the closed boundary the traveling point of the train is. _{n-1 n} ΣL _i + α ≦ l ≦ ΣL _i -α (Equation 1) (Equation 1) indicates that the train is traveling in the block _Tn section. _{n n} ΣL _i -α ≦ l ≦ ΣL _i + α (Equation 2) (Equation 2) indicates that the train is traveling in the closed boundary section of the closed number _Tn and the closed number _{Tn + 1} . Subsequently, in the closed boundary section, the allowable speed signal 12 is given from the ATC receiver 2 to the deceleration completion point calculation unit 5, and when the deceleration completion point calculation unit 5 detects a lower present change of the allowable speed signal 12, data storage unit 4 from the lower current-occlusion (occlusion number T _{n + 1)} of the closing section distance data 14 (L n + ₁₎
And the distance 16 from the current change point to the deceleration completion point
(L ′ _{n + 1} = L _{n + 1} −α) is determined. The data storage unit 4 from the closed numbers T _n and T _{n + 1} of the signal development data 15 (2
20 and 170) and read the present change speed difference 17 (ΔV
= 220-170 km / h). Next, the speed control calculation unit 6 inputs the distance 16 (L ' _{n + 1} ) from the present change point to the deceleration completion point, the present change speed difference 17 (ΔV), and the train speed signal 11 at this time. Then, a deceleration control command 18 is output in accordance with the speed control as in pattern 1 in which deceleration is completed immediately before the next blockage (blockage number T _{n + 2} ). The notch command circuit 7 receives the deceleration control command 18 from the speed control calculation unit 6 and outputs a brake notch command 20 at all times. In addition,
When an abnormality is detected, the emergency brake 19
Is output. In the same manner as described above, the step control continuous induction AT
Using the permissible speed signal from the C system, speed control is performed on the train whose deceleration is completed immediately before the next block boundary section, and finally, the deceleration is completed immediately before the block boundary section where the preceding train exists and stops. . According to the present reference example, the speed control of the train whose deceleration is completed immediately before the next blockage boundary section is performed by using the allowable speed signal from the staircase continuous guidance ATC system, so that the minimum operation interval can be reduced. it can.

Next, a second reference example for explaining an embodiment of the present invention will be described. The configuration of the automatic train control device of the second reference example is the same as that of the first reference example.
This is a configuration relating to the operations of the deceleration completion point calculation section 5 and the speed control calculation section 6, and will be described with reference to FIG. FIG.
Shows the details of the speed control curve of pattern 2. Deceleration completion point calculation unit 5, the first reference example as well as read the block section distance data 14 from the reference point to the closed number T _n of the current traveling from the data storage unit 4, a closing number T _n and the sum T
Calculate the distance to the _{n + 1} occlusion boundary. After that, in this blockage boundary section, the ATC receiver 2 sends the allowable speed signal 1
2 is given to the deceleration completion point calculation unit 5, and when the deceleration completion point calculation unit 5 detects a change in the lower-order indication of the allowable speed signal 12, the data storage unit 4 outputs the information based on the allowable speed signal indication of the blockage. To read the signal development data ahead, identify the block number T _{n + 5} of the block where the preceding train exists, and specify the lower present blocked section immediately before the deceleration completion target point (block number T _{n +5).
n + 3} ), the closed section distance data 14 (L _{n + 1} , L _{n + 2} ,
L _{n + 3} ) to determine the distance 16 from the present change point to the deceleration completion target point. Here, since the block boundary section α is set as in the first reference example, the deceleration completion target point is L ′ _{n + 3} (= L _{n + 3} −α) of the block number T _{n + 3.} Becomes Further, reads the signal development data 15 of the occlusion number from the data storage unit 4 T _n and T _{n + 3} (220 and 70), it calculates the current示変rate difference 17 (ΔV = 220-70Km / h) . Next, the speed control calculation unit 6 calculates the distance 16 (Ln _{+ 1} + Ln _{+ 2} +) from the present change point to the deceleration completion target point.
L ′ _{n + 3} ), the present change speed difference 17 (ΔV) and the speed signal 11 of the train at this time are input, and the next blockage (blockage number _{Tn + 4} ) is performed with the blockage number _{Tn + 3} of the deceleration completion target point. 3) Output a deceleration control command 18 in accordance with the speed control as in pattern 2 in which deceleration is completed immediately before. Subsequently, the speed control at the block number T _{n + 4} is decelerated by the same operation as in the first reference example, and the deceleration is completed immediately before the block number T _{n + 5} where the preceding train exists,
Stop. In this manner, in the present reference example, the following train can safely approach the preceding train by smooth deceleration control based on the distance from the present change point to the deceleration completion point and the present speed difference, and the step control continuous guidance Using the permissible speed signal from the ATC system, the speed control of the train that completes deceleration from the present change point to the lower present blockage section immediately before the blockage boundary section where the preceding train exists is performed. Driving intervals can be further reduced. In the present embodiment, the deceleration completion target point is a block section two blocks before the block where the preceding train exists, but may be a block section before any block.

FIG. 5 shows an embodiment of the present invention, and shows a configuration of an automatic train control device for executing the speed control of pattern 1. As shown in FIG. The present embodiment is characterized in that the first reference example is used in combination with the speed control based on information from the point control type signal transmission device described in the prior art. Further, the point control signal transmission device is provided for each closed boundary, and measures the traveling distance of the train from the closed boundary. In FIG. 5, reference numeral 8 denotes a transponder receiving unit, and 9 denotes a logic unit. The same symbols as those in FIG. 2 indicate the same objects. The transponder receiving unit 8 transmits a train speed signal, a permissible speed signal, a distance from a currently changing point of the block boundary section to a deceleration completion point, and a current signal from the transponder of the point control type signal transmission device laid immediately before each block boundary. Various kinds of reception data 21 of the change speed difference are received and output to the logic unit 9, and
The deceleration completion point calculation unit 5 receives the trigger signal 25 for measuring the traveling distance of the train for each transponder of each point control type signal transmission device, and outputs the signal to the deceleration completion point calculation unit 5. Upon receiving the trigger signal 25, the deceleration completion point calculation unit 5 measures, for each transponder of each point-controlled signal transmission device, the running distance of the train with respect to the transponder as a reference point.
The logic unit 9 includes a speed signal 11 from the speed generator 1 and a ATC receiver 2 which form a step-controlled continuous induction ATC system.
, The distance 16 between the present change point and the deceleration completion point from the deceleration completion point calculation unit 5 and the present change speed difference 17 are input, and these data and the reception data from the transponder reception unit 8 are input. Compare with 21 and check for rationality. Then, as a result of the rationality check, when the rationality check is normal, the deceleration completion point distance 23 and the present change speed difference 24 of the received data 21 are output to the speed control calculation unit 6. 22 is output.

The operation of this embodiment will be described below with reference to FIG. FIG. 6 shows the transponder and the pattern 1
2 shows details of the speed control curve of FIG. Now, when the train passes through the transponder P _{n + 1} of the point control type signal transmission device, the transponder receiving unit 8 sets the speed signal of the train received from the transponder P _{n + 1} , the allowable speed signal (170), Distance L 'from the current change point of the section to the deceleration completion point
_{n + 1} (= L _{n + 1} −α), the present change speed difference ΔV (220-1
It outputs various reception data 21 of 70 Km / h) to the logic unit 9. The various received data 21 is input to the logic unit 9,
In the logic unit 9, the speed signal 11 from the speed generator 1, A
The permissible speed signal 12 from the TC receiver 2, the distance 16 from the present change point to the deceleration completion point from the deceleration completion point calculation unit 5 and the present change speed difference 17 are compared, collated, and checked for rationality. , When it is normal, the deceleration completion point distance 23 and the present change speed difference 24 of the received data 21 are output to the speed control calculation unit 6. The speed control calculation unit 6 performs the same operation as that of the first reference example based on the deceleration completion point distance 23 and the present change speed difference 24 in the received data 21. Here, the deceleration completion point calculation unit 5 receives the trigger signal 25 for each transponder of each point-controlled signal transmission device, and measures the running distance of the train based on the transponder. In this case, the travel distance of the train is compared with the travel distance 1 of the train from the reference point measured in the first reference example, and the point control signal transmission device provided for each closed boundary is used to transmit the train from the closed boundary. Since the traveling distance is measured, the accuracy of measuring the traveling distance is improved, and the closed boundary section α can be set small, so that the deceleration completion point can be closer to the closed boundary.

On the other hand, when the rationality check is abnormal, a system switching command 22 is output to the speed control calculation unit 6, and the speed control calculation unit 6 changes the speed control by the point control signal transmission device to the step control continuous induction type ATC. Switching to speed control by the system is performed, and the same operation as in the first reference example is performed. Here, a case where a reception failure occurs in the transponder P _{n + 1} of the point control signal transmission device as an abnormality of the rationality check will be described. In FIG. 6, when the transponder of each point control type signal transmission device is laid by a distance L _p before each closed boundary, and when reception failure occurs in the transponder P _{n + 1} , the deceleration completion point calculation unit 5 Transponder P _{n + 1}
It is determined that some trouble has occurred in the transponder P _{n + 1} on condition that the trigger signal 25 from the transponder P _{n + 1} is not received, and the traveling from the transponder P _{n of the} point control type signal transmission device which has been normally measured before that. Using distance l ', l'
If <L _p + L _n , the block number T _n , and if l ′ ≧ L _p + L _n , the block number and the block number are determined as the block number T _{n +1} . Train travel distance l 'is l'<
An L _p + L _n ie occlusion number T _n, ATC receiver 2
When the permissible speed signal 12 is given to the deceleration completion point calculation unit 5, the deceleration completion point calculation unit 5 stores the block section distance data 14 of the lower present blockage (block number T _{n + 1} ) from the data storage unit 4.
(L n _{+ 1)} reads to determine the distance _{16 (L 'n + 1 =} L n + 1 -α) up to the deceleration completion point from the current示変of points, also closed from the data storage unit 4 No. T _n And the signal development data 15 (220 and 170) of T _{n + 1} are read, and the present change speed difference 1
7 (ΔV = 220-170 km / h) is calculated. Thereafter, in the same manner as in the first embodiment, the deceleration is completed just before the next blockage (blockage number T _{n + 1} ) as shown in Pattern 1 by the speed control of the step control continuous induction type ATC system. In addition, if the traveling distance l ′ of the train is l ′ ≧ L _p + L _n, that is, the closing number T
_{When n + 1} , the deceleration completion point calculation unit 5 reads the block section distance data 14 (L _{n + 2} ) of the lower present block (block number T _{n + 2} ) from the data storage unit 4 and changes the current change. The distance 16 from the point to the deceleration completion point (L ′ _{n + 2} = L _{n + 2} −α) is determined, and the signal development data 15 of the block numbers T _{n + 1} and T _{n + 2} are stored in the data storage unit 4. (170 and 120) are read, and the present change speed difference 17 (ΔV = 170−120 km / h) is calculated. Similarly, the deceleration is completed just before the next blockage (blockage number T _{n + 2} ) as in pattern 1. As described above, in the present embodiment, when there is a failure in the point control type signal transmission device, the system is switched to the step control continuous induction type ATC system and the same speed control as in the first reference example is performed. High-speed train speed control can be performed, and the minimum train operation interval can be shortened. When switching to stair control as in the past, the minimum operation interval increases and a high-density schedule cannot be maintained. Problem can be solved. Further, the logic unit 9 checks various data generated by the point control signal transmission device and the step control continuous induction type ATC system to confirm the rationality, thereby further improving the reliability and safety of the speed control. .

[0018]

As described above, according to the present invention, the deceleration can be completed at a deceleration distance close to the boundary with the next blockage using the allowable speed signal from the step control continuous guidance type ATC system. Since speed control for stopping immediately before the blockage of the train can be performed, speed control suitable for high-speed and high-density trains can be performed as compared with conventional staircase control. In addition, a point control type signal transmission device is used in combination with the step control continuous induction type ATC system, and the data of both are collated and checked for rationality. High-density operation can be performed. In addition, the point control type signal transmission device is used in combination with the step control continuous guidance type ATC system to measure the mileage of the train from the block boundary, so that the measurement accuracy of the mileage is improved,
The blockage boundary section can be set small, so that the deceleration completion point can be close to the blockage boundary, and the speed and density of the train can be increased.

[Brief description of the drawings]

FIG. 1 shows a speed control curve according to the invention.

FIG. 2 shows a configuration of an automatic train control device for executing speed control of pattern 1 according to a first reference example of the present invention.

FIG. 3 shows details of a speed control curve of Pattern 1 according to the first reference example of the present invention.

FIG. 4 shows details of a speed control curve of Pattern 2 according to a second reference example of the present invention.

FIG. 5 shows a configuration of an automatic train control device for executing speed control of pattern 1 according to one embodiment of the present invention.

FIG. 6 shows details of the speed control curve of the transponder and the pattern 1;

[Explanation of symbols]

 Reference Signs List 1 speed generator 2 ATC receiver 3 door closed circuit 4 data storage unit 5 deceleration completion point calculation unit 6 speed control calculation unit 7 notch command circuit 8 transponder reception unit 9 logic unit

Continuation of front page (56) References JP-A-50-59908 (JP, A) JP-A-4-308402 (JP, A) JP-A-4-150705 (JP, A) JP-A-57-125409 (JP) JP-A-6-70402 (JP, A) JP-A-1-298906 (JP, A) JP-A-57-143804 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB Name) B60L 15/40 B61L 3/08 B61L 23/16

Claims (3)

(57) [Claims] 1. A staircase control continuous guidance ATC system for providing a closed section in which a track circuit is divided every predetermined distance, and controlling so as to reduce an allowable speed signal of each closed block transmitted to a vehicle as approaching a preceding train. Means for storing in advance the section distance data and signal development data of the total blockage in which the train travels on the car, means for measuring the train travel distance, and when the train enters the next blockage and the permissible speed signal is displayed. When a lower order change is detected, a deceleration completion distance and a signal present speed difference from the present change point to the deceleration completion point immediately before the next blockage of the next blockage by the train using the previously stored data and the travel distance. And a means for controlling the speed of the train based on the difference between the deceleration completion distance and the signal-presenting speed, and a point-controlled signal transmission device is provided at the block boundary point, and usually the point System The speed control is performed based on the difference between the signal deceleration speed and the deceleration completion distance from the present change point indicated by the control signal transmission device to the deceleration completion point immediately before the next blockage that the train has entered, and the speed control is performed. When a malfunction occurs in the control-type signal transmission device, it is switched to the staircase control continuous induction type ATC system, and the present change point calculated based on the mileage from the point control-type signal transmission device which was normally measured before that. An automatic train control device for performing speed control based on a difference between a signal deceleration speed and a deceleration completion distance from a vehicle to a deceleration completion point immediately before the next blockage after a train enters. 2. The system according to claim 1, wherein, among various data generated by the staircase control continuous guidance type ATC system and the point control type signal transmission device, at least immediately before the next blockage after the next blockage when the train enters from the present change point. An automatic train control device comprising means for checking a deceleration completion distance to a deceleration completion point and a signal present speed difference to check rationality. 3. A staircase control continuous induction type ATC system in which a closed section in which a track circuit is divided at a predetermined distance is provided, and an allowable speed signal of each closed block transmitted to a vehicle is decreased as approaching a preceding train. Means for storing in advance the section distance data and signal development data of the total blockage in which the train travels on the car, means for measuring the train travel distance, and when the train enters the next blockage and the permissible speed signal is displayed. When a lower-order change is detected, the deceleration completion target distance from the present change point to the deceleration completion target point immediately before the predetermined blockage before the blockage where the preceding train is present and the signal current are used, using the previously stored data and the travel distance. A block section for dividing the track circuit for each predetermined distance, comprising: means for calculating the indicated speed difference; and means for controlling the speed of the train based on the deceleration completion target distance and the signal present speed difference. Set a closed boundary section at the boundary of
The deceleration completion point immediately before the next blockage of the next blockage that the train entered from the present change point, or the deceleration completion target point immediately before the predetermined blockage before the blockage where the preceding train exists from the present change point, respectively, the blockage boundary section An automatic train control device, characterized in that: