JP2002240714A - Automatic train control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the reliability of an ATC(automatic train control) device of a single-step brake control method. SOLUTION: An on-board device 10 mounted on a train is provided with a security control device 21 preparing a security pattern P2 for an emergency brake control based on various information separately from an operation control device 20 preparing an operation pattern P1 for a normal brake control based on the various information. It is so constituted that, normally, a speed is checked by the operation pattern P1 and in failure of the operation control device 20, the speed is checked by the security pattern P2 and, when the train speed exceeds an allowable speed, the train is made to stop urgently.

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 (hereinafter, referred to as an ATC device) for automatically controlling the running of a succeeding train by automatically controlling the braking of the following train based on the position of the preceding train. ATC with brake control system
The present invention relates to a technique for improving the reliability of a device.

[0002]

2. Description of the Related Art An ATC device sets an allowable speed of a succeeding train according to an interval with a preceding train, and when the succeeding train exceeds the allowable speed, automatically operates a brake to decelerate.
This limits the speed of the following train. With the conventional ATC device, train detection is performed for each track circuit set for the track,
On the basis of the position of the train ahead, the permissible speed is set in advance for each track circuit behind the train ahead. For example, as shown in FIG. 4, when the front train 1 is present in the track circuit 1T in front of the own train, the allowable speed of each of the track circuits 4T to 2T in front of the own train as the succeeding train is set to AKm / h or less,
Km / h or less, CKm / h or less (where A>B> C, and each of A, B and C is a speed that can be reduced to or less than that speed in the track circuit with the set braking performance). Then, the permissible speed information (ATC signal) is transmitted to each track circuit. Then, when the own train enters the forward track circuit and receives the permissible speed information on the upper side of the vehicle, the actual train speed is compared with the received permissible speed, and the braking device is automatically adjusted so that the train speed becomes equal to or lower than the permissible speed. Activate Therefore, in the conventional ATC device, the train
A stepwise running pattern as shown in FIG.

As described above, the speed of the conventional ATC device is controlled for each track circuit, and it is necessary to reduce the speed to an allowable speed in the track circuit. For this reason, in consideration of safety, the track circuit length is determined according to the vehicle having the worst braking performance. Here, the period from when the vehicle speed falls below the permissible speed to the boundary of the track circuit ahead is called a constant speed section (actually, the driver performs acceleration / deceleration driving). Therefore, the distance from the vehicle to the permissible speed can be reduced, so that the constant speed section for each track circuit becomes longer, and the traveling time in the constant speed section, that is, the allowance time increases. Further, in addition to the above-mentioned margin time being generated for each track circuit, the multi-stage brake control method in which the brake is operated each time the track circuit enters, so the time from when the ATC signal is received to when the brake is operated, so-called, The idle running time also occurs for each track circuit. Therefore, there was much waste in the operation intervals between trains.

[0004]

In recent years, there has been a growing need for fine-grained train operation control corresponding to high-speed and high-density operation. In addition, trains with various vehicle performances run mixedly within the same line section. AT for optimal operation control
A C device is desired. Therefore, instead of the conventional multi-stage brake control system, an ATC device of a single-stage brake control system has been considered.

The one-stage brake control type ATC apparatus determines a stop target position based on distance-related information from the own train to a forward train and brake performance information of the train and the like, and sets an allowable speed at which the train can be stopped at the stop target position. Is generated on the upper side of the vehicle. Then, the train is stopped at the stop target position by comparing the created operation pattern with the actual train speed, and optimally controlling the braking force when the train speed exceeds the allowable speed of the operation pattern.

According to this ATC device, the time required for each track circuit as in the conventional device can be eliminated, and the idle running time can be reduced by one.
Because the number of turns, the brake start point can be moved far ahead (a position closer to the train ahead) than in the past. Therefore, the train operation interval can be shortened, and high-speed and high-density operation can be performed as compared with the conventional apparatus. However, in the ATC device of the single-stage brake control method, if a failure occurs in the control system or the like, there is a possibility that the train cannot be stopped to the stop target position.

SUMMARY OF THE INVENTION In view of such circumstances, an object of the present invention is to improve the reliability of an ATC device of a one-stage brake control system.

[0008]

Therefore, an automatic train control device (ATC device) of the present invention includes a receiving means for receiving distance-related information transmitted from the own train to a preceding train transmitted from the ground; Speed / position detecting means for detecting speed and position; information storing means for preliminarily storing train-specific line information and train-specific deceleration performance information; information received from the receiving means; Speed and position information from the detection means, based on the unique route information and deceleration performance information from the information storage means to create an operation pattern indicating the allowable speed from the own train position to the first stop target position, Operation control means for controlling the train speed by driving and controlling a service brake of a brake device when the own train speed exceeds the allowable speed of the operation pattern; information received by the reception means; A security pattern indicating an allowable speed from the own train position to a second stop target position ahead of the first stop target position based on the speed and position information of the position detecting means and the specific route information and the deceleration performance information. Security control means for driving and controlling the emergency brake of the braking device when the speed of the own train exceeds the allowable speed of the security pattern to emergency stop the train, provided in the on-board device mounted on the train. It is characterized by.

In this configuration, when the receiving means receives the distance-related information from the own train to the preceding train transmitted from the ground, the speed and position information of the own train detected by the speed / position detecting means is stored in the information storage means. On the basis of the stored specific route information of the train travel line section and the train-specific deceleration performance information and the information received from the receiving means, the operation control means sets the allowable distance from the own train position to the first stop target position. Create an operation pattern that indicates speed. Similarly, based on the reception information of the receiving means, the speed and position information of the own train, and the specific route information and the deceleration performance information, the security control means can determine the first stop target position from the own train position. A security pattern indicating an allowable speed up to the second stop target position ahead is created. Then, in normal times, the speed control using the operation pattern is executed by the operation control means, and when the own train speed exceeds the allowable speed of the operation pattern, the train brake is driven and controlled to control the train speed. Also,
When an abnormality occurs in the operation control means, the speed check is performed according to the security pattern of the security control means, and when the own train speed exceeds the allowable speed of the security pattern, the emergency brake of the brake device is driven and the train is emergency controlled. It will stop.

[0010] The operation control means may be, for example, as follows.
In this configuration, an operation pattern having an upper limit and a lower limit is created, and the train speed is controlled within the range of the upper and lower limits. Then, the upper limit may be created based on the information, and the lower limit may be set by subtracting a predetermined set value from the upper limit. Specifically, the distance-related information received by the receiving means is, as shown in claim 4, track circuit information on which the own train exists, forward course information on which the own train travels, and open track circuit to the forward train. The configuration includes at least numerical information.

According to a fifth aspect of the present invention, the receiving means outputs an emergency brake drive command when distance-related information from the ground cannot be received for a predetermined time. With such a configuration, when the distance-related information from the ground becomes unreceivable due to the occurrence of an abnormality in the receiving system or the like, it becomes possible to output a drive command for an emergency brake to stop the train in an emergency, Safety can be ensured.

Specifically, the speed / position detecting means determines the speed of the own train based on a pulse signal from a speed generator and a wheel diameter in proportion to the wheel rotation speed of the own train. This is a configuration for detecting a position. Further, the speed / position detecting means may be configured to correct the own train position detected based on a pulse signal from the speed generator. Specifically, as in claim 8, at a plurality of predetermined points in the train travel line section, for example, near the boundary of each track circuit as in claim 9, the absolute position information of the point is given to the passing train. It is preferable that a ground carrier for transmission is installed, and the position of the own train is corrected each time the absolute position information is received from each of the ground chassis.

[0013] In this configuration, the detection error of the train position due to idle running or sliding of the wheels is corrected every time the vehicle enters the track circuit, so that the train position can be detected with high accuracy. Further, if the speed / position detecting means is configured to output a drive command for an emergency brake when absolute position information from the ground child cannot be continuously received a predetermined number of times, as in claim 10, The risk associated with an increase in the detection error can be avoided.

In the eleventh aspect of the present invention, the receiving means includes:
The system has a function to output an emergency brake drive command when a stop signal is received from the ground. Claim 12
As described above, a stop signal from the ground is transmitted to at least one of the operation control means and the security control means via the reception means to output an emergency brake drive command.

Further, the operation control means and the security control means may be constituted by different hardware and software from each other. In such a configuration,
Since the risk of simultaneous failure of the operation control means and the security control means is extremely reduced, the reliability of the ATC device can be improved.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an ATC apparatus according to the present invention will be described below with reference to the accompanying drawings. Figure 1
The configuration of an on-board device in the ATC device of the present embodiment is shown below. In FIG. 1, A of this embodiment mounted on a train
The TC on-board device 10 includes the track circuits 1 insulated from each other.
An ATC signal input from a pair of power receivers 11 and 12 for receiving a digital ATC signal flowing through a pair of rails T, 2T,... A speed / position detection device 15 for inputting a pulse signal proportional to the wheel rotation speed from a speed generator 14 to detect a train speed and a train position; A plurality of predetermined positions of the section, for example, each track circuit 1T, 2
When the antenna 17 passes through a grounding element 16 (see FIG. 2) installed at a predetermined point near the boundary of T,.
Position receiving unit 18 for decoding the absolute position information received via the
Based on the various types of information input from the receiving device 13, speed / position detecting device 15, and data management unit 19, the allowable speed of the train is calculated to create a driving pattern P1 for regular brake control, and the actual train speed is calculated. Is the driving pattern P
The driving control device 20 outputs a drive command CB of the service brake to the brake device 22 when the value exceeds 1, and various information input from the receiving device 13, the speed / position detecting device 15, and the data management unit 19, respectively. And calculating the allowable speed of the train to create a security pattern P2 for emergency brake control, and when the actual train speed exceeds the security pattern, outputs the emergency brake drive command EB to the brake device 22. Have.

A from the ground received by the receiver 13
As the distance-related information included in the TC signal, track circuit ID information as track circuit information for notifying a track circuit on which the train is currently running, route information as forward course information on which the train is traveling, open track circuit to the preceding train The number information is, for example, information on the number of open sections ahead in which a train can enter. In addition, when a temporary speed limit is performed, such as when a worker enters the track or when the weather deteriorates, the temporary speed limit information transmitted from the ground using a transmission channel different from the normal information described above is used. Receive. The temporary speed limit information includes speed limit information, start track circuit ID information at which speed limit is started, information on the number of control sections, and the like. The receiving device 13
Error detection of ATC signal is performed by CRC test, etc. When an error of ATC signal is detected, the information is discarded. EB is output to the brake device 22. Further, the receiving device 13 has a function of outputting the emergency brake drive command EB to the brake device 22 even when a stop signal is received from the ground.
The power receiving units 11 and 12 and the receiving device 13 constitute a receiving unit.

The speed / position detecting device 15 includes a speed detecting unit 15A and a position detecting unit 15B. Speed detector 15
A detects the train speed from the number of pulses from the speed generator 14 and the wheel diameter per unit time, and outputs the detected train speed to the operation control device 20 and the security control device 21. The position detection unit 15B calculates the travel distance from the number of pulses and the wheel diameter input from the speed generator 14, calculates the train position from the track circuit length data from the data management unit 19, and calculates the train control position. 21. In addition, the position detection unit 15B corrects the train position based on the calculated traveling distance data based on the absolute position information of the absolute position receiving unit 18. Here, the speed / position detecting device 15 and the absolute position receiving unit 18 constitute a speed / position detecting means.

The absolute position receiving unit 18 is provided with
Each time absolute position information is received from the server, an error test of the information is performed by a CRC test or the like, and the received information is stored in the data management unit 1.
9 is compared with the position data of each of the ground elements 16 stored in the memory 9 to detect the missed swing of the information reception. When the missed swing is detected a predetermined number of times, for example, twice consecutively, the emergency brake drive command EB is transmitted to the brake device 22. Output to

The data management unit 1 as information storage means
Reference numeral 9 denotes specific route data (position data of each of the above-mentioned ground rails 16, track circuit length data, track gradient and curve data, route data, etc.) of train running line sections and vehicle performance data (deceleration performance) specific to the vehicle. Etc.) are stored. The operation control device 20 as operation control means includes an operation pattern creation unit 2
0A, a speed checking unit 20B, and a braking force control unit 20C.

The operation pattern creating unit 20A includes the receiving device 1
3 based on track circuit ID information, route information, information on the number of open sections, train position information from the position detection unit 15B, track circuit length data from the data management unit 19, the route data, vehicle performance data, and the like. A position X (see FIG. 2) that is a predetermined distance before the stop target position Y in the security pattern P2 is set as the first stop target position, and an allowable speed is calculated in consideration of a certain margin in the braking performance, and the operation indicating the allowable speed is performed. A pattern P1 is created. The operation pattern P1 has a lower limit value PL and an upper limit value PU and has a width as shown in FIG. 3 in which a portion surrounded by a dotted line in FIG. 2 is enlarged. Upper limit PU
Is a pattern that can be stopped at the position X when braking is performed with the normal maximum braking force, and is created based on input data. The lower limit value PL is set by subtracting a predetermined value from the created upper limit value PU. The operation pattern P1 is sequentially updated at a predetermined cycle. The speed checking unit 20B determines the operation pattern P1
And output the result of comparison with the actual train speed. The brake force control unit 20C selects and controls the service brake force based on the comparison result of the speed check unit 20B so that the train speed is reduced within the range of the upper and lower limits of the operation pattern P1, and the drive command CB of the service brake. Is output to the brake device 22. When a stop signal from the ground is input via the receiving device 13, the operation control device 20 issues an emergency brake drive command EB.
Is output to the brake device 22.

The security control device 21 as security control means
Includes a security pattern creating unit 21A and a speed checking unit 21B. The security pattern creation unit 21A includes: track circuit ID information from the receiving device 13, route information, information on the number of open sections, speed / position information of the own train from the position detection unit 15B, track circuit length data from the data management unit 19, Based on the route data, the vehicle performance data, and the like, the track circuit boundary point Y of the front train 1 ahead of the stop target position X of the driving pattern P1 (see FIG.
) As a second stop target position, calculate an allowable speed from the own train to the track circuit boundary point Y, and create a security pattern P2 indicating the allowable speed. This security pattern P
2 is also sequentially updated at a predetermined cycle similarly to the operation pattern P1. The speed checking unit 21B compares the security pattern P2 with the actual train speed, and outputs an emergency brake drive command EB when the train speed exceeds the security pattern P2. The security control device 21 also has a function of outputting an emergency brake drive command EB to the brake device 22 when a stop signal from the ground is input via the receiving device 13.

The operation control device 20 and the security control device 2
1 is provided with a microcomputer, but the hardware and software of the operation control device 20 and the hardware and software of the security control device 21 are different from each other. With this configuration, it is possible to avoid a risk that both the control devices 20 and 21 may fail at the same time.
Improves the reliability of TC devices.

Hereinafter, the operation of the on-board device 10 according to the present embodiment will be described with reference to FIGS. It is assumed that the forward train 1 exists in the track circuit 1T and the own train 2 exists in the track circuit 5T. The on-board device 10 of the own train 2 receives the digital ATC signal flowing through the track circuit 5T by the pair of power receivers 11 and 12, and inputs the digital ATC signal to the receiver 13. The receiving device 13 decodes the input digital ATC signal. At this time, the CRC
Execute the verification process etc. to verify whether the received data is normal,
If normal, it outputs to the operation control device 20 and the security control device 21.

In the speed / position detecting device 15, the speed detecting unit 15A calculates the train speed using a pulse signal input from the speed generator 14 as the train travels. The position detection unit 15B calculates the current traveling position in the track circuit 5T based on the number of input pulses and the track circuit length data of the track circuit 5T from the data management unit 19. The position information of the position detecting unit 15B is corrected by the absolute position information input from the absolute position receiving unit 18 if the absolute position information is received when the vehicle passes through the ground arm 16 installed at each track circuit entrance side. You. For this reason, the error of the position data generated by the slipping or sliding of the wheels while traveling in each track circuit is corrected every time the vehicle enters the forward track circuit, and highly accurate train position data can be obtained. The calculated train speed data and train position data are output to the operation control device 20 and the security control device 21.

In the operation control device 20 and the security control device 21, the operation pattern creation unit 20A and the security pattern creation unit 2
1A, based on the above-described ground side information input from the receiving device 13, the speed / position information of the own train input from the position detection unit 15B, and the above-mentioned on-vehicle data input from the data management unit 19, respectively. The operation pattern P1 for regular brake control and the security pattern P for emergency brake control shown in FIG. 2 so that the train can be stopped at the stop target positions X and Y.
Create 2. These patterns P1 and P2 are corrected together with the correction of the own train position information input from the position detection unit 15B when passing near the track circuit boundary.

In the state shown in FIG. 2, the track circuit ID information is the ID information of the track circuit 5T, and the open section number information is 2T to 4T.
3 sections. In addition, by providing route information (for example, passing through the main line, entering the first line, etc.) that the own train 2 is about to travel, the difference in travel distance depending on the travel route can be reflected in the pattern to be created, and high-precision driving The pattern P1 and the security pattern P2 can be created.

The speed checking unit 20B compares the created operation pattern P1 with the actual speed of the train 2, and checks the speed checking unit 2B.
1B compares the created security pattern P2 with the actual speed. If the operation control device 20 is normal, the operation pattern P
1 is performed. In this case, when the train speed exceeds the allowable speed of the operation pattern P1, the braking force is controlled according to the train speed at that time, for example, as shown in FIG. That is, the train speed is the lower limit value PL of the operation pattern P1.
At the point in time, a drive command CB for the service brake is generated from the brake force control unit 20C. There is a delay from the generation of the drive command CB to the activation of the brake device 22, and during this period, the idle running time is as shown. Thereafter, braking is performed with the selected braking force (medium). If the braking force exceeds the upper limit value PU, the braking force is increased, and if the braking force falls below the lower limit value PL, the braking force is reduced. In this way, the service brake force is optimally selected and controlled by following the train deceleration, and the operation pattern P1 is selected.
The train speed is reduced along the driving pattern within the range of the upper and lower limits, and the train is stopped at the first stop target position X. In a normal case, the train speed is limited along the operation pattern P1, so that the train speed does not reach the allowable speed of the security pattern P2.

On the other hand, if a failure occurs in the operation control device 20 and the speed check function based on the operation pattern P1 does not operate and the train speed exceeds the allowable speed of the operation pattern P1, the speed check based on the security pattern P2 is performed. Is executed. And when the train speed exceeds the security pattern P2,
It is determined that an abnormality has occurred, and the speed check unit 21B of the security control device 21 outputs an emergency brake drive command EB to the brake device 22 to make the train stop emergency.

As described above, the on-board device 10 of this embodiment
According to the ATC device using the first embodiment, the use of the single-stage brake control system makes it possible to set the brake start point of the present embodiment to be smaller than the brake start point in the case of the conventional multi-stage brake control system shown by a two-dot chain line in FIG. As shown in the figure, it is possible to delay forward (to the right in the figure) and to eliminate the margin time (time for accelerating and decelerating below the allowable speed) for each track circuit,
In addition, since the idle running time (the time from when the brake command is issued to when the brake device operates) is one, the train interval can be greatly reduced. Therefore, high-speed and high-density operation is possible, and the train operation efficiency is improved. Further, the brake control becomes smooth, and the riding comfort can be improved.

Further, since the safety pattern P2 for emergency stop is provided even when the operation control device 20 fails, the safety and reliability of the ATC device are remarkably improved as compared with the conventional device. If the operation control device 20 and the security control device 21 are configured with different hardware and the software is also configured differently, the probability that both the control devices 20 and 21 fail at the same time is extremely low, so that a redundant configuration can be achieved. , The reliability of the ATC device can be further improved. Further, the receiving apparatus 1 shown in FIG.
If the configuration from 3 to the security control device 21 is multiplexed,
The reliability of the C device can be further improved.

[0032]

As described above, according to the first to fourth and sixth aspects of the present invention, the security pattern for emergency brake control is provided separately from the operation pattern. When the checking function is disabled, the train can be emergency stopped by the security pattern. Therefore, the safety and reliability of the one-stage brake control type ATC device can be remarkably improved.

According to the invention of claim 5, according to claim 1,
In addition to the effects of the inventions of (4) and (6), the train can be emergency stopped when an abnormality occurs in the receiving system for receiving ground side information, so that the safety and reliability of the ATC device can be further improved. According to the invention of claim 7, the reliability of the train position information detected on the upper side of the vehicle can be improved, and the accuracy of the train stop position can be improved.

According to the eighth and ninth aspects of the present invention, the train position is corrected for each track circuit, so that the accuracy of the train stop position can be further improved. According to the tenth aspect of the present invention, the emergency stop of the train can be achieved even when an abnormality occurs in the communication function with the ground child, so that the safety and reliability of the ATC device can be further improved. According to the eleventh and twelfth aspects, the train can be emergency stopped by a stop signal from the ground.

According to the thirteenth aspect, the risk of simultaneous failure of the operation control means and the security control means is extremely low, so that the reliability of the ATC device can be improved.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an on-board device showing an embodiment of an ATC device according to the present invention.

FIG. 2 is a diagram showing an operation pattern and a security pattern according to the embodiment.

FIG. 3 is an enlarged view of a dotted line part in FIG. 2;

FIG. 4 is an explanatory diagram of a problem of a conventional ATC device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Forward train 2 Own train 10 On-board device 13 Receiving device 14 Speed generator 15 Speed / position detecting device 16 Ground child 18 Absolute position receiving unit 19 Data management unit 20 Operation control device 21 Security control device 22 Brake device P1 Operation pattern P2 Security pattern

Continued on the front page (72) Inventor Jiro Arai 1-13-8 Kamikizaki, Urawa-shi, Saitama Japan Signaling Corporation Yono Works (72) Inventor Kiyoto Kubota 1-1-1 Meieki Station, Nakamura-ku, Nagoya-shi, Aichi No. 4 Inside Tokai Passenger Railway Co., Ltd. (72) Inventor Shigenobu Nishida 2-29, Heian-cho, Tsurumi-ku, Yokohama-shi, Kanagawa Prefecture F-term (reference) 5H115 PA11 PC02 PG01 PI01 PU01 QE05 QN06 SE03 SF05 SF07 SF18 SL01 SL06 SL07 TB02 TB03 TD09 TD18 TD19 TO06 TU07 5H161 AA01 BB02 BB06 BB07 CC11 CC13 DD03 DD21 EE04 EE07 MM03 MM13

Claims (13)

[Claims] 1. Receiving means for receiving distance-related information from the own train to the preceding train transmitted from the ground, speed / position detecting means for detecting the speed and position of the own train, and a specific route of the train travel line section Information storage means for previously storing information and train-specific deceleration performance information; reception information from the reception means; speed and position information from the speed / position detection means; and the unique route information from the information storage means. And an operation pattern indicating an allowable speed from the own train position to the first stop target position based on the deceleration performance information and the normal brake of the brake device when the own train speed exceeds the allowable speed of the operation pattern. Operation control means for controlling the train speed by driving control; reception information of the reception means; speed and position information of the speed / position detection means; A security pattern indicating an allowable speed from the own train position to the second stop target position ahead of the first stop target position is created based on the information and the own train speed exceeds the allowable speed of the security pattern. An automatic train control device comprising a vehicle-mounted device mounted on a train, and a security control means for sometimes controlling the emergency brake of a brake device to emergency stop the train. 2. The automatic train control device according to claim 1, wherein said operation control means is configured to create an operation pattern having an upper limit value and a lower limit value and to control a train speed within a range of the upper and lower limit values. 3. The operation control means according to claim 2, wherein said upper limit value is created based on said information, and said lower limit value is set by subtracting a predetermined set value from said upper limit value. Automatic train control device as described. 4. The distance-related information received by said receiving means is:
The automatic train control device according to any one of claims 1 to 3, which includes at least track circuit information on which the own train exists, information on a forward course in which the own train travels, and information on the number of open track circuits to the forward train. 5. The automatic train control device according to claim 1, wherein said receiving means outputs an emergency brake drive command when distance-related information from the ground cannot be received for a predetermined time. . 6. The speed / position detecting means detects a speed and a position of the own train based on a pulse signal from a speed generator and a wheel diameter in proportion to a wheel rotation speed of the own train.
5. The automatic train control device according to any one of 5. 7. The automatic train control device according to claim 6, wherein said speed / position detecting means is configured to correct the own train position detected based on a pulse signal from said speed generator. 8. A method according to claim 8, wherein a plurality of predetermined points in the train track are
A grounding element for transmitting the absolute position information of the point is installed on the passing train, and the speed / position detecting means corrects the own train position every time the absolute position information is received from each of the grounding elements. The automatic train control device according to claim 7. 9. The automatic train control device according to claim 8, wherein the grounding element is installed near a boundary of each track circuit. 10. The automatic speed / position detecting means according to claim 8, wherein said speed / position detecting means outputs an emergency brake driving command when absolute position information from said ground child cannot be received continuously a predetermined number of times. Train control device. 11. The automatic train control device according to claim 1, wherein said receiving means has a function of outputting an emergency brake drive command when a stop signal is received from the ground. 12. The emergency braking system according to claim 11, wherein the stop signal from the ground is transmitted to at least one of the operation control unit and the security control unit via the reception unit to output an emergency brake drive command. Automatic train control equipment. 13. The automatic train control device according to claim 1, wherein the operation control means and the security control means are configured by different hardware and software.