JP4832457B2 - Automatic train control system - Google Patents

Description

  The present invention relates to an automatic train control system for controlling a train.

  In the railway signal, the railway vehicle generally detects the speed of its own train using a speed generator or the like, and determines whether or not the brake control is necessary by comparing with the speed limit given from the ground control device. In addition, the ground unit directly under the departure signal of the ATS (Automatic Train Stop) device is configured to oscillate a predetermined frequency signal corresponding to the red signal so as to immediately stop if the train departs erroneously when the signal is red. The train is equipped with a control device that performs brake control when the frequency signal is received.

  When using the position of the train for control, together with the method of integrating the speed of the own train, the position information is retained in the ground element, and the position information is received when the train passes the ground element. The method used for control is used. For example, Patent Document 2 describes that the position information of the ground element through which the vehicle has passed is sent to the ground control device, and the ground control device sends the travel permission information corresponding to the position information to the vehicle. Patent Document 3 describes that a ground unit database is held in a ground device, and position information of the ground unit is sent to the vehicle when the vehicle passes the ground unit.

  For maintenance vehicles or the like, for example, a tag having an ID is set on the travel permission range boundary of the vehicle, the ID is set for the vehicle, and the vehicle is at the boundary position when the ID is received while the vehicle is traveling. Patent Document 1 describes a method for recognizing.

JP 2004-149028 A JP 2003-95104 A JP 2002-225708 A

  In the background art ATS and ATC (Automatic Train Control), and in Patent Documents 1, 2 and 3, the train or the vehicle itself recognizes the current speed and position, and holds the ID of the tag at the position where the brake control should be started. These information is used to determine whether or not brake control is necessary. The determination calculates whether or not the current speed is equal to or less than the speed limit, and whether or not the current position is a permitted position. For example, if the ID information of the tag is not correctly held, there is a possibility of erroneous calculation. In order to prevent this error, for example, it is necessary to take a countermeasure such as setting the apparatus to have a multiplex system configuration or using parts that do not easily fail, and the cost of the apparatus for performing this determination increases.

  An object of the present invention is to simplify the device configuration by reducing the processing contents performed by a control device mounted on a train or a vehicle, and to reduce the cost of these control devices.

In order to achieve the above object, the present invention has a ground control device and an on-board control device, and in an automatic train control system that performs train control, the on-board control device retains a unique code arranged near the track. The train track end information received from the ground control device is received in the vicinity of the ground control device, receiving the unique code held by the ground control device, obtaining the train position according to the received unique code, transmitting the train position to the ground control device The ground control device obtains the train route end information as the train route end according to the train position received from the onboard control device, and determines the train route end information according to the train position received from the on-board control device. It transmits the route termination information to the on-train control unit, if a failure occurs in the on-train control unit and the ground train control unit, equipped with the car starts processing auxiliary control device and the ground auxiliary control unit, the vehicle accessory Controller is a ground coil near to retain the unique signs placed into orbit near to receive the unique code held by the ground element, and transmits the received specific code to the ground auxiliary control unit, from the ground auxiliary control unit The ground auxiliary control device performs brake control based on the received brake control necessity determination result, and the ground auxiliary control device responds to the unique code transmitted from the on-vehicle auxiliary control device and the movement permission range information relating to the vehicle held in advance. The child unique code is collated, the necessity of brake control is determined for the vehicle based on the collation result, and the brake control necessity determination result is transmitted to the on-vehicle auxiliary control device.

  The present invention can reduce the contents of processing performed by a control device mounted on a train or a vehicle, simplify the device configuration, and reduce the cost of these control devices.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. An embodiment of an automatic train control system according to the present invention is shown in FIG. This is a configuration in which an auxiliary control device on the ground and on the vehicle according to the present invention is added to the conventional device configuration for controlling the brake of the train with the control device on the ground and on the vehicle.

  When the train 1 having the on-vehicle control device 9 and the on-vehicle auxiliary control device 8 travels on the track 2, the unique code held by the ground device 11 near the ground device 11 installed in the vicinity of the track 2. 21 is received from the ground detector 4. The ground detector 4 sends the unique code 21 to the on-board controller 9 and the on-board transceiver 3. The speed detection device 5 detects the speed of the train 1 and sends it to the on-board control device 9. The on-board controller 9 holds the speed detected by the speed detector 5 in the train speed manager 62 and sends it to the train position manager 63. The train position management unit 63 is a ground unit data holding unit in which the relationship between the speed held by the train speed management unit 62, the unique code 21 received by the ground unit detection device 4, the position of the ground unit, and the unique code is held. The position information of the train 1 is created and held using the ground element data 68, and the position information is sent to the on-vehicle transmission / reception device 3 and the train speed limit management unit 64. The train speed limit management unit 64 receives the train position information from the train position management unit 63 and the route setting information from the ground control device 42 via the on-vehicle transmission / reception device 3, and uses route data 66 and vehicle data 67. The speed limit information is created and held, and the speed limit information is sent to the speed checking unit 65. The speed checking unit 65 receives the speed information of the train 1 from the train speed management unit 62 and compares the speed limit information from the train speed limit management unit 64 to determine whether or not the brake control is necessary. The data is output to the control device 6 and the display device 7. The failure detection unit 61 detects the presence or absence of a failure of the on-board control device 9 and sends the detection result to the on-vehicle transmission / reception device 3 and the on-vehicle control switching unit 51 of the on-vehicle auxiliary control device 8.

  The on-vehicle auxiliary control device 8 performs control according to an instruction from the on-vehicle control switching unit 51. The brake command output unit 52 receives brake control necessity determination information from the ground auxiliary control device 41 via the on-vehicle transmission / reception device 3 and outputs the information to the brake control device 6 and the display device 7.

  The transmission means 31 performs information transmission / reception between the on-vehicle transmission / reception device 3 and the ground transmission / reception device 43.

  The ground control device 42 holds the train position information of the train position management unit 63 received by the ground train position management unit 74 via the ground transmission / reception device 43 and sends it to the train route setting unit 72. The train route setting unit 72 creates route setting information of the train 1 and sends the route setting information to the train speed limit management unit 64 via the ground transmission / reception device 43. The on-vehicle control device failure detection unit 71 receives the failure state of the on-vehicle control device 9 via the ground transmission / reception device 43 and sends the detection result to the ground control switching unit 55 of the ground auxiliary control device 41.

  The ground auxiliary control device 41 performs control according to instructions from the ground control switching unit 55. The train movement permission range management unit 54 creates and holds movement permission range information for the train 1 using the previously stored train movement range setting information of the train movement range setting unit 57 and the ground element data 68, and holds the brake. The data is sent to the control determination unit 53. From the train movement range setting unit 57, the brake control determination unit 53 is based on the movement permission range information for the train 1 and the unique code 21 received by the ground unit detection device 4 received via the ground transmission / reception device 43. Brake control necessity determination information for the train 1 is created and sent to the brake command output unit 52.

  The processing content when the train 1 passes the ground element and receives the unique code is shown using FIG. The train 1 passes through the ground element 11 at the train position 111 at a train speed 121 and receives a code string “00100001” as the unique code 21. At this time, it is assumed that the train route end 101 is given as the end of the route of the train 1 from the train route setting unit 72. In the allowable speed pattern 102 corresponding to the train route end 101, the speed limit at the train position 111 is a train speed limit 131.

  In addition, information transmission procedures of the on-ground transmission information 32 and the on-vehicle transmission information 33 via the transmission means 31 between the on-vehicle transmission / reception device 3 and the ground transmission / reception device 43 are performed at regular time intervals. It is assumed that periodic transmission is performed. Periodic transmission is a technique generally used as an information transmission technique. Here, it is assumed that the train 1 has received the unique code 21 at the transmission / reception timing at the predetermined time interval. At each transmission / reception timing, the on-board control device 9, the on-vehicle auxiliary control device 8, the ground control device 42, and the ground auxiliary control device 41 perform processing.

  A processing procedure of the on-board controller 9 is shown in FIG. From the control start 201, the failure detection unit 61 first performs failure detection 202. If there is no failure, the train speed management unit 62 next holds the speed information 203. Next, ground element detection 204 based on the presence or absence of the unique code from the ground element detection device 4 is performed. If detected, position correction 205 is performed from the ground data. Here, since the unique code 21 is received from the ground unit 11, the train position management unit 63 next performs a position determination 205 for obtaining the train position 111 from the unique code 21 and the ground unit data 68. The terrestrial data 68 has a unique code of each terrestrial element, a route name where the terrestrial element is installed, an up and down direction, and a kilometer from the start point, and can uniquely associate a position with the unique code. It is data. An example of the ground data 68 is shown in FIG. The ground element having the unique code corresponding to the code string “00100001” of the unique code 21 is the ground element 11, and its position information is “1.0 km on the A line going down the road”. The position at the time of receiving can be obtained as “1.0 km on the A line down the kilometer”. Then, position correction calculation 206 based on the train speed 121 is performed. Depending on the train speed 121 during the deviation time when the reception of the unique code 21 and the control start 201 are different, or during the fixed time interval of the periodic transmission when the ground detection 204 is not detected. The train position 111 is corrected by obtaining the distance to move. Here, since there is no shift time, the correction calculation is not performed. Next, a process 207 for transmitting the train position 111 to the ground control device 42 from the train position management unit 63 via the on-vehicle transmission / reception device 3 is performed. And the process 208 which receives the said route setting information from the said ground control apparatus 42 via the said on-vehicle transmission / reception apparatus 3 to the said train speed limit management part 64 is performed. Here, since the train route end 101 is given as the end of the route of the train 1, the train route end 101 is given to the train speed limit management unit 64 as the route setting information. Next, the train speed limit management unit 64 performs a process 209 for creating an allowable speed pattern 102 using the route data 66 and the vehicle data 67 for the train end point 101 received. The route data 66 has a speed limit range, a speed limit value, and a station stop position associated with the slope and curve of the route. An example of the route data 66 is shown in FIG. The vehicle data 67 has information on the length and weight of the train, the maximum speed and the deceleration. An example of the vehicle data 67 is shown in FIG. The speed checking unit 65 performs a comparison process 210 between the train speed 121 held by the train speed management unit 62 and the train speed limit 131 created by the train speed limit management unit 64. When the train speed 121 is greater than the train speed limit 131, a brake operation command 212 for instructing the brake control device 6 to perform a brake operation and displaying the brake operation on the display device 7 is performed. The display device 7 may be a display on a display, voice transmission by a speaker, or an alarm. When the train speed 121 is smaller than the train speed limit 131, a brake non-operation command 211 for instructing the brake control device 6 to perform a brake non-operation and displaying the brake non-operation on the display device 7 is performed. This is the end of control 213, and the processing is again performed from the control start 201 at the next transmission / reception timing.

  When a failure occurs in the failure detection 202, the failure detection unit 61 performs a failure notification process 221 to the ground control device 42, and then performs a control switch 222 to the on-vehicle auxiliary control device 8 to stop control 223. Stop the operation with.

  The processing procedure of the ground control device 42 is shown in FIG. From the control start 401, the on-vehicle controller failure detection unit 71 first performs failure detection 402. If there is no failure, the ground train position management unit 74 then performs a reception process 403 of the train position 111 from the train position management unit 63 of the train 1. Next, the train route setting unit 72 performs a train route information creation process 404 using the train position 111. Here, the train route end 101 is created as the end of the route of the train 1. Then, the process 405 for transmitting the train route terminal 101 from the ground transmitting / receiving device 43 to the train 1 is performed, and the control end 406 is reached. Repeating this procedure at each transmission / reception timing is the same as the processing of the on-vehicle transmission / reception device 3.

  When a failure is detected by the failure detection 402, the onboard control device failure detection unit 71 performs control switching 411 to the ground auxiliary control device 41 and stops operation at a control stop 412.

  Here, when a failure occurs in the on-board control device 9, the on-board control device 9 performs control switching to the on-vehicle auxiliary control device 8 in the procedure 222. The ground control device 42 performs control switching to the ground auxiliary control device 41 in the procedure 411. Hereinafter, the on-board controller 9 and the ground auxiliary controller 41 when the failure occurs will be described.

  The on-vehicle auxiliary control device 8 receives the procedure 222 of the on-vehicle control device 9 in FIG. 7 and starts processing. A processing procedure of the on-vehicle auxiliary control device 8 is shown in FIG. From the control start 301, the ground detection 302 based on the presence or absence of the unique code from the ground detection device 4 is performed. If it is detected, a process 303 for sending the received unique code from the on-vehicle transceiver device 3 to the ground auxiliary control device 41 is performed. Here, the code string “00100001” of the unique code 21 is transmitted. And the process 304 which receives the said brake control necessity judgment information from the said ground auxiliary control apparatus 41 is performed. The brake command output unit 52 instructs the brake control device 6 to perform a brake operation and displays the brake operation on the display device 7 when the brake control necessity determination information is a brake operation command. Output 306 is performed. The display device 7 may be a display on a display, voice transmission by a speaker, or an alarm. If the brake control necessity determination information is not a brake operation command, a brake non-operation output 307 for instructing the brake control device 6 to perform brake non-operation and displaying the brake non-operation on the display device 7 is performed. Then, the control end 308 is reached. Repeating this procedure at each transmission / reception timing is the same as the processing of the on-vehicle transmission / reception device 3 and the ground control device 42.

  The ground auxiliary control device 41 receives the procedure 411 of the ground control device 42 in FIG. 10 and starts processing. The processing procedure of the ground auxiliary control device 41 is shown in FIG. From the control start 501, the presence / absence determination 502 of the unique code is performed from the on-vehicle transceiver device 3. If the unique code is not received, the control ends 509. When the unique code is received, the train movement range setting unit 57 performs a train movement permission range creation process 503 for setting the movement permission range for the train 1. The train movement permission range is managed by route, direction, and kilometer, and for example, it is assumed that it is “range of 1.5 km in the downward direction of the A line”. Next, the train movement permission range management unit 54 performs a unique code creation process 504 corresponding to the train movement permission range using the ground element data 56.

  Since the train movement permission range is “a range of about 1.5 km in the downward direction of the A line”, each ground element of the ground element data 56 shown in FIG. 3 is within the range of the train movement permission range. Or whether it is out of range or located at the boundary. FIG. 6 shows the relationship of the unique codes corresponding to the train movement permission range “range of about 1.5 km in the downward direction of the A line”.

  Next, the brake control determination unit 53 performs collation 505 between the unique code corresponding to the train movement permission range shown in FIG. 6 and the received unique code. When the received unique code is within the train movement permission range, processing 506 for setting the brake command to non-operation is performed. If the received unique code is not within the train movement permission range, a process 507 for setting a brake command to operation is performed. Here, since the train 1 has received the unique code 21, the received unique code “00100001” is collated with the unique code corresponding to the train movement permission range shown in FIG. Since “00100001” is a unique code corresponding to the train movement permission range shown in FIG. 6 and is “within range”, processing 506 for setting the brake command to non-operation is performed. Then, the brake control determination unit 53 performs a process 508 for transmitting the created brake command to the on-vehicle auxiliary control device 8, and the control ends 509.

  The content of the unique code is the same among the ground elements provided in the range of the movement permission range information.

  As a result, the ground auxiliary control device 8 makes the above-mentioned train movement permission range “range of about 1.5 km in the downward direction of line A” for the unique code “00100001” received by the train 1. The non-operation is transmitted to the on-vehicle auxiliary control device 8 as the brake command. The on-vehicle auxiliary control device 8 that has received non-operation as the brake command instructs the brake control device 6 to perform brake non-operation as processing corresponding to non-operation from the processing 304 of the procedure described above, and A brake non-operation output 307 for displaying brake non-operation on the display device 7 is performed.

  Therefore, even when the on-board controller 9 breaks down, it is possible to continue the brake control of the train 1 using the on-board auxiliary controller 8 and the ground controller 42. The on-vehicle auxiliary control device 8 does not have any data on the ground element data 68, the route data 66, and the vehicle data 67, and manages the position of the train as compared with the on-vehicle control device 9. Complex processing such as the management unit 63, the train speed limit management unit 64 that creates the speed limit of the train, and the speed check unit 65 that compares the train speed 121 and the train speed limit 131 may be performed. In addition, since the brake is controlled by the brake command output unit 52 in accordance with the brake command of the ground auxiliary control device 41, the required processing content can be reduced. Therefore, the on-vehicle auxiliary control device 8 can be realized with a simple device configuration.

  In addition, since periodic transmission is used in the information transmission procedure of the on-vehicle transmission information 32 and the on-vehicle transmission information 33, for example, the on-vehicle transmission / reception device 3 fails and the on-ground transmission information 32 is transmitted. When it is not possible, the ground control device 42 or the ground auxiliary control device 41 that receives the on-ground transmission information 32 receives the on-vehicle control device 9 or the on-vehicle auxiliary control device 8 of the train 1 from the absence of reception. And control to stop the on-vehicle transmission information 33 for the train 1 is performed. As a result, the onboard control device 9 or the onboard auxiliary control device 8 of the train 1 determines that the ground control device 42 or the aboveground auxiliary control device 41 is out of order because the ground onboard transmission information 33 stops. Thus, brake control can be performed for the safety of the train 1. Brake control for safety using this periodic transmission is a commonly used technique.

  Next, as another example, a case where control is performed using only the auxiliary control device on the ground and on the vehicle according to the present invention will be described with reference to FIG. In the conventional device configuration in which the brake of the train is controlled by the control device on the ground and the vehicle, the control is performed only by the auxiliary control device on the ground and the vehicle according to the present invention.

  When the train 1 having the on-board auxiliary control device 8 travels on the track 2, the unique code 21 held by the ground unit 11 near the ground unit 11 installed in the vicinity of the track 2. Is received from the ground detector 4. The ground element detection device 4 sends the unique code 21 to the on-vehicle transmission / reception device 3. The brake command output unit 52 of the on-vehicle auxiliary control device 8 receives brake control necessity determination information from the ground auxiliary control device 41 via the on-vehicle transmission / reception device 3, and the brake control device 6 or the display device 7 receives the information. Output.

  The transmission means 31 performs information transmission / reception between the on-vehicle transmission / reception device 3 and the ground transmission / reception device 43.

  The train movement permission range management unit 54 of the ground auxiliary control device 41 creates movement permission range information for the train 1 using the train movement range setting information of the train movement range setting unit 57 and the ground element data 68. And send it to the brake control determination unit 53. From the train movement range setting unit 57, the brake control determination unit 53 is based on the movement permission range information for the train 1 and the unique code 21 received by the ground unit detection device 4 received via the ground transmission / reception device 43. Brake control necessity determination information for the train 1 is created and sent to the brake command output unit 52.

  The processing of the on-vehicle auxiliary control device 8 is as described in steps 301 to 308 described above with reference to FIG. Moreover, the process of the ground auxiliary control apparatus 41 is as the procedures 501-509 demonstrated previously using FIG.

  Even in this case, it is possible to perform brake control of the train 1 using the on-vehicle auxiliary control device 8 and the ground control device 42. The on-vehicle auxiliary control device 8 does not have any data, and the brake command output unit 52 controls the brake according to the brake command of the ground auxiliary control device 41, so that the required processing content can be reduced. Therefore, the on-vehicle auxiliary control device 8 can be realized with a simple device configuration.

  In the movement permission range performed by the train movement range setting unit 57, the ground element whose state is always the same whether it is within the train movement permission range described above, outside the range, or at the boundary. The unique code held by each ground unit may be common. For example, when the train movement permission range is “a range of about 1.5 km in the downward direction of the A line”, the ground elements 13 and 14 are both out of the range from FIG. 6. Here, when the ground elements 13 and 14 hold the same unique code, the train 1 determines that the ground element 13 and the ground element 13 and the unique code received by the ground auxiliary control device 41 as the on-ground ground transmission information 32 from the train 1. It is impossible to determine which of 14 has passed. However, since the output of the brake control determination unit 53 for the train 1 is a brake operation command corresponding to out of range from FIG. 6 regardless of which of the ground elements 13 and 14 passes, There is no need to make a distinction. For this reason, in the movement permission range performed by the train movement range setting unit 57, whether the ground elements 13 and 14 are within the above-described train movement permission range, out of the range, or located at the boundary. Is always the same, the brake control for the train 1 can be performed correctly even if the unique codes of the ground elements 13 and 14 are shared.

  The ground auxiliary control device 41 searches for the position of the ground child corresponding to the unique code received from the on-vehicle auxiliary control device 8 in order to maintain the correspondence between the unique code and position information of the ground child shown in FIG. Thus, the position of the train 1 can be grasped.

  The train 1 described so far corresponds to a train having the on-board control device 9 that travels at least on the track 2 and has the ground element detection device 4, the brake control device 6, and the on-vehicle transmission / reception device 3. . For this reason, maintenance vehicles including trains, locomotives, trams, and track-and-rail vehicles having the on-board control device 9 are applicable. The ground unit 11 only needs to be able to hold the unique code 21 and transmit it to the train 1, and not only the ground unit that has been used in railway control so far, but also a radio tag such as an RFID tag. good.

It is the figure which showed one Example of the automatic train control apparatus which concerns on this invention. It is the figure which showed the relationship between the speed when a train passed the ground with the automatic train control apparatus of this invention, and a position. It is the figure which showed the content of the ground child data with the automatic train control apparatus of this invention. It is the figure which showed the content of route data with the automatic train control apparatus of this invention. It is the figure which showed the content of the vehicle data with the automatic train control apparatus of this invention. It is the figure which showed the movement permission range information which a train movement range setting part gives to a train movement permission range management part with the automatic train control apparatus of this invention. It is the figure which showed the process sequence of the on-board controller by the automatic train controller of this invention. It is the figure which showed the process sequence of the on-board auxiliary control apparatus by the automatic train control apparatus of this invention. It is the figure which showed one Example which does not have an on-vehicle control apparatus and ground control apparatus of the automatic train control apparatus which concerns on this invention. It is the figure which showed the process sequence of the ground control apparatus by the automatic train control apparatus of this invention. It is the figure which showed the process sequence of the ground auxiliary control apparatus by the automatic train control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Train 2 Track 3 On-board transmission / reception apparatus 4 Ground element detection apparatus 5 Speed detection apparatus 6 Brake control apparatus 7 Display apparatus 8 On-vehicle auxiliary control apparatus 9 On-board control apparatuses 11-14 Ground elements 21-24 Unique code 31 Transmission means 32 On-ground transmission information 33 On-ground transmission information 41 Ground auxiliary control device 42 Ground control device 43 Ground transmission / reception device 51 On-vehicle control switching unit 52 Brake command output unit 53 Brake control determination unit 54 Train movement permission range management unit 55 Ground control Switching unit 57 Train movement range setting unit 61 Failure detection unit 62 Train speed management unit 63 Train position management unit 64 Train speed limit management unit 65 Speed check unit 66 Route data 67 Vehicle data 68 Ground child data 71 On-board controller failure detection unit 72 Train route setting unit 74 Ground train position management unit 101 Train route end point 102 Allowable speed pattern 103 Train movement permission range Range 111, 112 Train position 121, 122 Train speed 131, 132 Train speed limit

Claims (7)

In an automatic train control system that has a ground control device and an on-vehicle control device and performs train control,
The on-vehicle controller is
In the vicinity of the ground element holding the unique code arranged in the vicinity of the track, the unique code held by the ground element is received, the train position is obtained according to the received unique code, and the train position is controlled by the ground control. To the device,
Obtain an allowable speed pattern according to the train route end information received from the ground control device, perform brake control based on the allowable speed pattern,
The ground control device is:
According to the train position received from the on-board control device, the train route end information is obtained as a route end of the train, the train route end information is transmitted to the on-board control device,
When a failure occurs in the on-vehicle control device and the ground control device, the vehicle includes an on-vehicle auxiliary control device and a ground auxiliary control device that start processing,
The on-vehicle auxiliary control device includes:
In the vicinity of the ground element holding the unique code arranged in the vicinity of the orbit, the unique code held by the ground element is received, and the received unique code is transmitted to the ground auxiliary control device,
Perform brake control based on the brake control necessity determination result received from the ground auxiliary control device,
The ground auxiliary control device is
The unique code transmitted from the on-vehicle auxiliary control device and the unique code of the ground unit corresponding to the movement permission range information related to the vehicle held in advance are collated, and the vehicle is determined based on the collation result. An automatic train control system that determines whether or not brake control is necessary and transmits a brake control necessity determination result to the on-vehicle auxiliary control device. In the automatic train control system according to claim 1,
The ground auxiliary control device is an automatic train control system having a ground element data holding unit in which a relation between a position of the ground element and a unique code is held. In the automatic train control system according to claim 2,
The ground auxiliary control device includes a train movement permission range management unit that generates train movement permission range information based on train movement setting information held in advance and a unique code held in the ground child data holding unit. the movement permission range information on the basis of the unique code received from the onboard auxiliary control unit determines the necessity of the brake control on the vehicle, on the results brake control necessity determination the vehicle auxiliary control unit A brake control determination unit for transmitting to the automatic train control system. In the automatic train control system according to claim 3,
The train movement setting information is an automatic train control system that is information that can determine whether the ground child is located within the train movement permission range, located at the boundary, or located outside the range. In the automatic train control system according to any one of claims 2 to 4,
An automatic train control system for obtaining a train position based on information held in the ground unit data holding unit and the unique code received from the on-vehicle auxiliary control device. In the automatic train control system according to any one of claims 2 to 5,
The above-mentioned ground child data holding unit is an automatic train control system in which a unique code of each ground child, a name of a route on which the ground child is installed, an up / down direction, and a kilometer from the starting point are held. In the automatic train control system according to any one of claims 1 to 6,
The automatic train control system in which the content of the unique code is the same among the ground elements provided in the range of the movement permission range information.

Images