JP2019013112A - Train control system and method - Google Patents

Abstract

To improve stop position accuracy without increasing a workload even when installation position information of a ground element and train diameter information are deviated from actual information.SOLUTION: A train control system includes: a train control device which controls a train based on a stop position error on-board recognition value calculated based position information on which a position of a train is detected by detection of a ground element arranged along a route, a control command of the train, route information of the train and vehicle information calculated based on the input station stop information and a stop position error on-board recognition value calculated based on the position information; and a correction information calculation device which calculates correction information for correcting a control command based on an input stop position error actual value that is an error of an actual stop position of the train to a stop target position in a station to be stopped and the calculated stop position error on-board recognition value.SELECTED DRAWING: Figure 1

Description

  Embodiments of the present invention relate to train control systems and methods.

  In recent years, automatic train operation (ATO) devices have been introduced. Train operations such as reducing the burden on the driver, reducing labor costs by switching to one-man operation, and preventing delays due to stop position correction by stably stopping the train at the platform door position regardless of the skill of the driver The purpose is to stabilize.

  By the way, the ATO corrects the deceleration information based on the deceleration estimation result and the like so as to ensure the predetermined stop position accuracy, but the stop position accuracy cannot be ensured even if the deceleration information is corrected. There is.

  This is because the on-vehicle recognition value of the train position deviates from the actual train position, and even if it stops with accuracy in recognition of ATO, a stop position error actually occurs. For example, this is because the wheel diameter is different from the value grasped by the ATO, or the installation position of the ground element is different from the design value.

JP 2001-106070 A

  In order to improve the accuracy of the control by the ATO, a burden on the worker is generated to correct the ground unit installation position information or to deploy the result of correcting the ground unit installation position information to all trains. There was also a risk of developing incorrect information.

Although it is conceivable to correct the wheel diameter information based on the distance between the two points, there is a limit even if the work amount is large and the accuracy is improved.
Therefore, an object of the present invention is to provide a train control system capable of improving stop position accuracy without increasing the work load even when the ground position information and wheel diameter information are deviated from actual ones. And providing a method.

  The train control system of the embodiment includes a train position detection unit that detects a position of a train by detecting a ground element arranged along a route and outputs position information, and at least position information, train speed information, and Based on station stop information including route information and train vehicle information, a control command calculation unit that calculates a control command for performing train drive control or braking control, and based on train route information, vehicle information, and position information A stop position calculation unit that calculates a stop position error on-vehicle recognition value that is an error of the stop position of the train with respect to the stop target position at the stop target station, a train control device mounted on the train, and a stop target Control command based on the actual stop position error value that is the error of the actual stop position of the train with respect to the stop target position at the station and the calculated stop position error on-vehicle recognition value And a correction information calculating device for calculating a correction information for correcting.

Drawing 1 is an outline lineblock diagram of a train control system of an embodiment. FIG. 2 is a schematic configuration block diagram of the ATO device according to the embodiment. FIG. 3 is a schematic process flowchart of a calculation process of various correction information. FIG. 4 is a process flowchart of a calculation process of ground element installation position correction information corresponding to the last position correction ground element. FIG. 5 is a process flowchart of the calculation process of ground element installation position correction information corresponding to the second to nth position correction ground elements from the last. FIG. 6 is a process flowchart of a calculation process of wheel diameter correction information. FIG. 7 is a process flowchart of a process for calculating correction information for the target stop position.

Next, preferred embodiments of the present invention will be described with reference to the drawings.
Drawing 1 is an outline lineblock diagram of a train control system of an embodiment.
The train control system 100 roughly communicates with the train 10 and the train 10. The train control system 100 calculates correction information related to the stop position of the train 10 based on various information described later collected from the train 10 and notifies the train 10 of the correction. And an information calculation device 11.

The train 10 constituting the train control system 100 includes a train control device 12 that controls the train 10, a master controller 13 that controls the train 10 by an operator, a train control device 12, and a master controller 13. A control transmission device 14 for transmitting a control command such as a power running command and a braking (brake) command from the motor, and a drive / control for controlling the motor 15, the brake device 16 and the like based on the control command transmitted through the control transmission device 14. A braking control device 17; a speed generator (TG) 18; a vehicle upper 19 that outputs ground element detection information; a power receiver 20 that receives an ATC signal via a rail RL that forms a track circuit; A stop position detection device 21 that detects the stop position of the train 10 and outputs a stop position error actual value, a current collector (pantograph) 22 for transmitting and receiving power to and from the overhead line LN, and correction information calculation A communication device 23 for communicating with the device 11, and a.
The train 10 travels on the rail RL by driving / braking the wheels W by the motor 15 and the brake device 16 controlled by the drive / brake control device 17.

  In the above configuration, the correction information calculation device 11 stores a storage unit 11A that stores station stop information SST, which will be described later, a correction target extraction unit 11B that extracts the station stop information SST to be corrected with reference to the storage unit 11A, and a storage Correction for calculating the installation position correction information for the ground element 25, the wheel diameter correction information, and the stop target position correction information to be described later based on the correction target station stop information SST extracted by the correction target extraction unit 11B with reference to the unit 11A An information calculation unit 11C.

  In addition, the train control device 12 includes a speed position detection unit 12A that detects the speed and traveling position of the train 10, an ATC on-board device 12B that performs automatic speed control of the train 10, and an ATO (Automatic that performs automatic operation of the train 10. (Train Operation) device 12C and a storage unit 12D that stores various information such as route information, operation information, and vehicle information such as vehicle performance.

  More specifically, the speed position detection unit 12A is configured to generate a train based on the TG pulse TP output from the speed generator (TG) 18 or the ground element detection information GD received from the ground element 25 via the vehicle upper element 19. Are detected and output as speed position information SP to the ATC on-board device 12B and the ATO device 12C.

  Further, the ATC on-board device 12 </ b> B is based on the speed position information SP from the speed position detector 12 </ b> A and the ATC signal SA transmitted from the ATC ground device 26 input via the rail RL and the power receiver 20. In order to secure the distance between the preceding train 10A and limit the traveling speed, the speed limit based on the ATC signal SA and the speed of the train 10 corresponding to the speed position information SP output from the speed position detector 12A , Compare. The ATC on-board device 12B outputs a brake command BC1 to the drive / brake control device 17 when the speed of the train 10 exceeds the speed limit. Here, the ATC ground device 26 detects the presence / absence of a train line in each block section via the rail RL constituting the track circuit, and outputs an ATC signal (signal indication) SA in each block section according to the line status. The determined ATC signal SA is transmitted to the ATC on-board device 12B via the rail RL.

FIG. 2 is a schematic configuration block diagram of the ATO device according to the embodiment.
The ATO device 12C includes an acceleration detection unit 41 that detects the acceleration of the train and, consequently, the jerk from the change in the speed of the train 10 input from the speed position detection unit 12A, and the jerk detected by the acceleration detection unit 41 (additional acceleration: A response delay adjusting unit 42 that increases a value of time constant data held in a vehicle characteristic holding unit 43 described later by a predetermined value (for example, 0.1 second) when the jerk) exceeds a predetermined threshold; Vehicle characteristics that store the set acceleration for each power running notch / brake notch, acceleration response delay information for notch change, air resistance / gradient resistance / curve resistance characteristics, electropneumatic switching start speed / end speed as vehicle characteristics CH A holding unit 43 and a travel plan calculation unit 44 that calculates the travel plan PL between stations in an updatable manner are provided.

  Further, the ATO device 12C has the speed position information SP from the speed position detection unit 12A, the route information RD read from the storage unit 12D, the operation information OP, the vehicle information TR, and the vehicle characteristic CH read from the vehicle characteristic holding unit 43. , The train behavior prediction unit 45 that predicts the speed and position of the train 10 after the transient response of acceleration, the speed position information SP from the speed position detection unit 12A, and the ATC signal SA from the ATC onboard device 12B (= Signal display), route information RD read from the storage unit 12D, operation information OP, vehicle information TR, vehicle characteristics read from the vehicle characteristic holding unit 43 of the ATO device 12C, and a travel plan calculation unit 44 of the ATO device 12C Based on the calculated travel plan PL and the train speed and position after the transient response of the acceleration predicted by the train behavior prediction unit 45 of the ATO device 12C, the train 10 Or caused to travel to follow the, and a power / brake command calculating unit 46 for calculating a power running command DC2 and brake command BC2 to or is stopped at a predetermined position of the station, the.

The ATO device 12C outputs a power running command DC2 and a brake command BC2 for causing the train 10 to travel to the next station via the control transmission device 14 to the drive / brake control device 17.
The ATO device 12C includes the speed position information SP output from the speed position detection unit 12A, the route information RD, the operation information OP, and the vehicle information TR read from the storage unit 12D, and the ATC signal received by the ATC on-board device 12B. (Signal display) Based on SA, the travel plan PL is calculated so that the train 10 arrives at a predetermined position of the next station at a predetermined time, and based on this, a power running command DC2 and a brake command BC2 are output. .

  Further, the ATO device 12C includes the speed position information SP output from the speed position detection unit 12A, the route information RD, the operation information OP, and the vehicle information TR read from the storage unit 12D, and the ATC signal ( Based on the signal indication (SA), station stop information SST is calculated and sent to the correction information calculation device 11 via the communication device 23.

In this case, the station stop information SST includes the stop position error actual value STE1, the stop position error on-vehicle recognition value STE2, the remaining distance RDS at the time of ground child position correction, the correction amount COR at the time of ground child position correction, and the sliding detection history. SLP, organization ID information OGID, and station ID information STID are included.
Here, the actual stop position error value STE1 refers to the actual stop target position when the train 10 stops at the station corresponding to the station ID information STID in the operation of the train 10 corresponding to the composition ID information OGID. It is a value corresponding to the deviation from the stop position.

  The stop position error on-vehicle recognition value STE2 is the stop target position when the train 10 stops at the station corresponding to the station ID information STID in the operation of the train 10 corresponding to the composition ID information OGID. This is a value corresponding to a deviation from the stop position recognized by the train control device 12.

Further, the remaining distance RDS at the time of ground element position correction means that the train at the time when the position information of the speed position information SP is corrected based on the ground element detection information GD received from the ground element 25 via the vehicle upper element 19. This is the distance to the stop position.
The correction amount COR at the time of ground element position correction is the magnitude of correction when the position information of the speed position information SP is corrected based on the ground element detection information GD received from the ground element 25 via the vehicle upper element 19. That's it.

The sliding detection history SLP is information representing the start position and the end position of the idling detection. As a result, it is possible to grasp the presence or absence of idling from any one of the ground element detection positions to the stop position, or from one ground element detection position to another ground element detection position.
The organization ID information OGID is information for specifying the train organization.
The station ID information STID is information for specifying a station.

The stop position detection device 21 is provided at a position facing the last position correction ground element 25 when the train 10 is at the stop target position of the station, and whenever the train 10 stops at the station, the stop position is detected. The lower part of the detection device 21 is photographed to obtain a camera image.
Subsequently, the stop position detection device 21 determines, from the acquired camera image, the distance from the image center in the train traveling direction (= detection center on the stop position detection device side) to the front end of the ground element 25 for position correction of the imaging target, The ratio of the distance from the image center in the train traveling direction to the rear end of the ground element 25 for position correction of the object to be imaged is calculated.

  Furthermore, the stop position detection device 21 detects the deviation between the center of the ground piece 25 and the center of the stop position detection device 21 from the calculated ratio and the size information of the ground piece 25 to be photographed previously stored. Calculated as the value STE1. Then, the stop position detection device 21 notifies the correction information calculation device 11 of the stop position error actual value STE1 calculated via the communication device 23.

  The storage unit 12D stores the stop target position of each station, the gradient and curve (curvature radius) of each station, speed limit information and blockage length (distance of the blockage section) of each blockage section as the route information RD. In addition, the storage unit 12D stores, as the operation information OP, a stop station for each operation type, a scheduled arrival and departure time, and a planned arrival number at each station. Further, the storage unit 12D has, as the vehicle information TR, the train length of the own train, the acceleration characteristics corresponding to the powering command and the brake command, and the time constant serving as a reference corresponding to each of the powering command, the brake command, and the train 10 operation curve. Reference time constant data, which is data, is stored in an updatable manner.

Next, a schematic configuration of the drive / braking control device 17 will be described.
The drive / brake control device 17 includes a brake command BC1 from the ATC on-board device 12B, a power running command DC2 and a brake command BC2 from the ATO device 12C, and a master controller (mascon) 13 (not shown) operated by a driver (not shown). The motor 15 is controlled on the basis of the highest command on the brake side among the power running command DC3 and the brake command BC3, and information on the amount of regenerative torque generated in the motor 15 is notified to the brake control device during braking. .

Further, the drive / brake control device 17 receives a brake command BC1 from the ATC on-board device 12B, a brake command BC2 from the ATO device 12C, or a brake command BC3 from the master controller (mascon) 13 operated by the driver. Among them, the braking force that cannot be covered only by the regenerative brake of the motor 15 based on the highest brake command on the brake side (the brake command that maximizes the braking force) and the regenerative torque generation amount information from the main circuit device. The brake device 16 is controlled to supplement (supplement).
The train 10 travels on the rail RL with the wheels W being driven or braked by the motor 15 and the brake device 16 under the control of the drive / brake control device 17.

Next, the operation of the embodiment will be described.
First, at the time of departure from the station, the travel plan calculation unit 44 of the ATO device 12C calculates a travel plan PL between stations (= plan where and how much powering, constant speed traveling, coasting, and braking are performed).

  When the driver presses the departure button of the driver's cab not shown, the power running / brake command calculation unit 46 of the ATO device 12C keeps the speed near the travel plan while keeping the speed limit until the train approaches the next station. Thus, the power running command DC2 and the brake command BC2 are calculated so that the train 10 stops near the predetermined stop position after approaching the next station.

If the deviation from the travel plan PL becomes large or the signal display information from the ATC on-board device 12B is changed during travel, the travel plan calculation unit 44 recalculates the travel plan PL.
The ATO device 12C outputs the calculated power running command DC2 and brake command BC2 to the drive / brake control device 17 as the power running command DC0 and brake command BC0 via the control transmission device 14.

  The driving / braking control device 17 outputs a tensile force or a braking force sufficient to realize the acceleration / deceleration corresponding to the received powering command DC0 and the brake command BC0 while referring to a boarding rate signal from a load device (not shown). Thus, the motor 15 and the brake device 16 are controlled.

  When the train 10 stops at the station, the ATO device 12C calculates the stop position error on-vehicle recognition value STE2, sets the composition ID information OGID, the station ID information STID, the traveling direction, and the idling detection history in the speed position detection unit 12A ( The correction information calculation device 11 is notified of the information of the idling / sliding detection start / end position) via the communication device 23. In parallel, the stop position detection device 21 detects the actual stop position error value and notifies the correction information calculation device 11 via the communication device 23.

  The storage unit 11A of the correction information calculation device 11 stores the information received from the ATO device 12C and the stop position detection device 21 of each train 10 as station stop information SST for a certain period (for example, one month).

  In this case, it is assumed that n (n: an integer equal to or greater than 2) n ground elements 25 for position correction are arranged between one station.

FIG. 3 is a schematic process flowchart of a calculation process of various correction information.
Here, as correction information, in this embodiment, it demonstrates as what calculates the 3 types of correction information of the installation position correction information of the ground element 25, wheel diameter correction information, and stop target position correction information.

First, the correction information calculation unit 11C of the correction information calculation device 11 determines whether or not the current time is the installation position correction information calculation timing of the ground unit 25 (step S11).
In this case, the calculation timing of the installation position correction information of the ground unit 25 is a fixed period before the start of the operation, and for example, a regular timing such as once a day or once a week is set. The

If it is determined in step S11 that the current time is not yet the timing for calculating the installation position correction information for the ground unit 25 (step S11; No), a standby state is entered.
If it is determined in step S11 that the current time is the installation position correction information calculation timing of the ground unit 25 (step S11; Yes), a plurality of correction information calculation units 11C of the correction information calculation device 11 are first installed between stations. The parameter i for specifying the position correction ground element 25 is set to an initial value (= 1) (step S12).

  If it is determined that the installation position information of the i-th position correction ground element 25 (position correction ground element 25 provided immediately before the stop position) from each station is shifted from the actual installation position for each station, the ground element 25 The ground element installation position correction information is calculated (step S13).

FIG. 4 is a process flowchart of the calculation process of the ground element installation position correction information corresponding to the last position correction ground element 25.
That is, FIG. 4 is a process flowchart of the calculation process of the ground unit installation position correction information when i = 1.
First, the correction target extraction unit 11B of the correction information calculation device 11 calculates the stop position error actual value (data) STE1 and the stop position error on-vehicle recognition value (data) STE2 from the station stop information SST stored in the storage unit 11A. A case where the difference is equal to or larger than a predetermined threshold and no slipping is detected between the last position correction ground element 25 (corresponding to i = 1) and the stop is extracted (step S21).

Subsequently, the correction information calculation unit 11C performs the processing of all stations for each station for each traveling direction.
First, the correction information calculation unit 11C determines whether or not there is a predetermined number or more of station stop information SST corresponding to the processing target station in the extracted station stop information (data) SST (step S22).
That is, it is determined whether or not a sufficient number of pieces of station stop information SST that can be used for calculating the installation position correction information of the last position correction ground element 25 of the processing target station have been acquired.

  In the determination of step S22, when the station stop information SST corresponding to the processing target station is less than a predetermined number in the extracted station stop information (data) SST (step S22; No), the correction information calculation unit 11C Is not suitable for calculating the installation position correction information of the ground unit 25 at the present time, and the process proceeds to step S27.

If it is determined in step S22 that there is a predetermined number or more of station stop information SST corresponding to the processing target station in the extracted station stop information (data) SST (step S22; Yes), the correction information calculation unit 11C Whether the station stop information SST corresponding to the processing target station in the extracted station stop information SST occupies a predetermined ratio or more (for example, 90% or more) with respect to all the station stop information of the processing target station. It discriminate | determines (step S23).
That is, it is determined whether or not the station stop information SST that can be used to calculate the installation position correction information of the last position correction ground element 25 of the processing target station is not exception data.

  When the station stop information SST corresponding to the processing target station in the station stop information (data) SST extracted in the determination in step S23 is less than a predetermined ratio with respect to all station stop information of the processing target station (step S23; No), the correction information calculation unit 11C shifts the process to step S27 because it is not suitable for calculating the installation position correction information of the ground unit 25 at the present time.

  When the station stop information SST corresponding to the processing target station in the station stop information SST extracted in the determination in step S23 is greater than or equal to a predetermined ratio with respect to all the station stop information of the processing target station (step S23; Yes). In the extracted station stop information SST, the correction information calculating unit 11C has a number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is equal to or greater than a predetermined ratio with respect to the total number of trains. It is determined whether or not it occupies (for example, 50% or more) (step S24).

  That is, it is determined whether or not the station stop information SST that can be used to calculate the installation position correction information of the last ground element 25 of the processing target station is not biased to that of some trains.

  In the determination of step S24, when the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information is less than a predetermined ratio with respect to the total number of trains (Step S24; No), the correction information calculation unit 11C shifts the process to Step S27 because it is not suitable for calculating the installation position correction information of the ground unit 25 at present.

  In the determination of step S24, the number of formations corresponding to the formation ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is greater than or equal to a predetermined ratio with respect to the total number of formations. In the case (step S24; Yes), the correction information calculation unit 11C includes the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST. Is determined to occupy a predetermined ratio or more (for example, 90% or more) with respect to the number of trains included in all the station stop information SST of the processing target station (step S25).

  That is, whether or not the station stop information SST that can be used for calculating the installation position correction information of the last ground element 25 of the processing target station is biased to a part of the formations that have stopped at the station. Determine.

  In the determination in step S25, the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is all the station stop information SST of the processing target station. If the ratio is less than a predetermined ratio with respect to the number of formations included in (step S25; No), the correction information calculation unit 11C calculates the installation position correction information of the last position correction ground element 25 at the present time. Since it is not suitable, the process proceeds to step S27.

  In the determination in step S25, the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is all the station stop information SST of the processing target station. When the number of formations included in the occupancy occupies a predetermined ratio or more (step S25; Yes), the correction information calculation unit 11C collects information necessary for calculating the installation position correction information of the last ground unit 25 As a result, the processing target station is selected as a calculation target of the installation position correction information of the ground unit 25 (step S26).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all stations has been completed (step S27).
If it is determined in step S27 that the processing for all stations has not been completed yet (step S27; No), the correction information calculation unit 11C proceeds to step S22 again, and performs the same processing as described above. Do.

  In the determination of step S27, when the processing of all stations is completed (step S27; Yes), the correction information calculation unit 11C calculates the stop position error actual value STE1 for each station selected as the calculation target in step S26. Then, an average value of differences from the stop position error on-vehicle recognition value STE2 is calculated (step S28).

  That is, the on-vehicle recognition value of the train position generated by the position correction based on the incorrect installation position information of the last position correction ground element 25 (the position correction ground element 25 provided immediately before the stop position). The correction amount for canceling the deviation on the train 10 is calculated.

  Then, the correction information calculation unit 11C installs the average value calculated in step S28 for the last position correction ground element 25 (the position correction ground element 25 provided immediately before the stop position) of the processing target station. As position correction information, each train is notified together with station ID information STID, traveling direction information, and ground element ID information for specifying the position correction ground element 25 (step S29).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all the stations selected as calculation targets has been completed (step S30).
If it is determined in step S30 that the processing of all stations selected as calculation targets has not been completed yet (step S30; No), the correction information calculation unit 11C moves the process to step S28 again, and has been described above. The same processing is performed.
In the determination of step S30, when the processing of all stations selected as the calculation target is completed (step S30; Yes), the processing is ended.

As a result, the speed position detection unit 12A of the train control device 12 of each train 10 corrects the train position based on the ground element detection information GD at the time of position correction at the last position correction ground element 25 of the station. Is further corrected by the installation position correction information of the ground unit 25.
Thereby, even if the installation position of the last position correction ground piece 25 deviates from the design value, the on-vehicle recognition value of the train position can be accurately corrected, and the stop position accuracy can be improved.

Returning again to FIG.
When the installation position correction information is calculated for the last position correction ground element 25 (step S13), the correction information calculation unit 11C of the correction information calculation apparatus 11 identifies the position correction ground element 25 between the stations. 1 is added to the parameter i for this purpose (step S14).
Subsequently, the correction information calculation unit 11C determines whether or not the value of the parameter i has exceeded the number n of ground units 25 installed (step S15).
If it is determined in step S15 that the value of the parameter i has not yet exceeded the number n of ground stations 25 between stations (step S15; No), the process proceeds to step S13 again, and the i-th item from the end. The installation position correction information is calculated for the ground unit 25.

FIG. 5 is a process flowchart of the calculation process of the ground element 25 installation position correction information corresponding to the second to nth position correction ground elements 25 from the last.
That is, FIG. 5 is a process flowchart of the calculation process of the ground element 25 installation position correction information when i = 2 to n.
First, the correction target extraction unit 11B of the correction information calculation device 11 has a position correction amount equal to or greater than a predetermined threshold in the (i−1) th ground element 25 from the station stop information SST stored in the storage unit 11A. Then, a case in which no idling was detected from the last detection of the i-th position correction ground element 25 to the (i-1) th position correction ground element detection is extracted (step S31). ).

  For example, in the case of i = 2, the position correction amount in the first ground element 25 from the last is equal to or more than a predetermined threshold value, and the first position correction from the last after detection of the second position correction ground element 25 from the last. The station stop information SST is extracted when no idling is detected before detecting the ground element. If i = 5, the position correction amount is equal to or greater than a predetermined threshold value in the fourth ground element 25 from the last, and the fourth position correction from the last time after detection of the fifth position correction ground element 25 from the last. The station stop information SST is extracted when no idling is detected before detecting the ground element.

Subsequently, the correction information calculation unit 11C performs the processing of all stations for each station for each traveling direction.
First, the correction information calculation unit 11C determines whether or not there is a predetermined number or more of station stop information SST corresponding to the processing target station in the extracted station stop information (data) SST (step S32).
That is, it is determined whether or not a sufficient number of pieces of station stop information SST that can be used for calculating the installation position correction information of the i-th position correction ground piece 25 from the end of the processing target station have been acquired.

  In the determination of step S32, when the station stop information corresponding to the processing target station is less than a predetermined number in the extracted station stop information (data) (step S32; No), the correction information calculation unit 11C Since it is not suitable for calculating the installation position correction information of the ground unit 25 at this time, the process proceeds to step S37.

In the determination of step S32, when there is a predetermined number or more of station stop information corresponding to the processing target station in the extracted station stop information (data) SST (step S32; Yes), the correction information calculation unit 11C It is determined whether or not the station stop information SST corresponding to the processing target station in the extracted station stop information occupies a predetermined ratio or more with respect to all the station stop information of the processing target station (step S33).
That is, it is determined whether or not the station stop information that can be used to calculate the installation position correction information of the i-th position correction ground element 25 from the end of the processing target station is not exception data.

  When the station stop information corresponding to the processing target station in the station stop information SST extracted in the determination in step S33 is less than a predetermined ratio with respect to all the station stop information of the processing target station (step S33; No) Since the correction information calculation unit 11C is not suitable for calculating the installation position correction information of the ground unit 25 at this time, the process proceeds to step S37.

  When the station stop information SST corresponding to the processing target station in the station stop information SST extracted in the determination in step S33 is greater than or equal to a predetermined ratio with respect to all station stop information of the processing target station (step S33; Yes). In the correction information calculation unit 11C, the number of formations corresponding to the formation ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST occupies a predetermined ratio or more with respect to the total number of formations. It is discriminate | determined whether it is (step S34).

  That is, it is determined whether or not the station stop information SST that can be used to calculate the installation position correction information of the i-th ground element 25 from the end of the processing target station is biased to that of some trains.

  In the determination in step S34, when the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information is less than a predetermined ratio with respect to the total number of trains. (Step S34; No), the correction information calculation unit 11C shifts the process to Step S37 because it is not suitable for calculating the installation position correction information of the ground unit 25 at the present time.

  In the determination in step S34, the number of formations corresponding to the formation ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is greater than or equal to a predetermined ratio with respect to the total number of formations. In the case (step S34; Yes), the correction information calculation unit 11C has the number of formations corresponding to the formation ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST. Is determined to occupy a predetermined ratio or more with respect to the number of trains included in all the station stop information SST of the processing target station (step S35).

  That is, whether the station stop information SST that can be used to calculate the installation position correction information of the i-th ground element 25 from the last of the processing target station is biased to that of some of the formations stopped at the station. Determine whether or not.

  In the determination of step S35, the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is all the station stop information SST of the processing target station. If the ratio is less than a predetermined ratio with respect to the number of formations included in (step S35; No), the correction information calculation unit 11C is not suitable for the calculation of the installation position correction information of the ground unit 25 at this time, so the process is performed. Control goes to step S37.

  In the determination of step S35, the number of trains corresponding to the train ID information OGID included in the station stop information SST corresponding to the processing target station in the extracted station stop information SST is all the station stop information SST of the processing target station. 11C, the correction information calculation unit 11C is necessary for calculating the installation position correction information of the i-th ground unit 25 from the end. Assuming that the information is collected, the processing target station is selected as a calculation target of the installation position correction information of the ground unit 25 (step S36).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all stations has been completed (step S37).
If it is determined in step S37 that the processing for all stations has not been completed yet (step S37; No), the correction information calculation unit 11C proceeds to step S32 again, and performs the same processing as described above. Do.

  In the determination of step S37, when the processing of all the stations is completed (step S37; Yes), the correction information calculation unit 11C performs (i-1) from the last for each station selected as the calculation target in step S36. An average value of the position correction amounts in the th ground unit 25 is calculated (step S38).

  That is, the correction amount for canceling on the train 10 the deviation of the on-vehicle recognition value of the train position generated by the position correction based on the incorrect installation position information of the i-th position correction ground piece 25 from the last is calculated. is there.

  Then, the correction information calculation unit 11C uses the average value calculated in step S38 as the installation position correction information of the i-th position correction ground piece 25 from the end of the processing target station, as station ID information STID, traveling direction information, and Each train is notified together with ground element ID information for specifying the ground element 25 for position correction (step S39).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all the stations selected as calculation targets has been completed (step S40).
If it is determined in step S40 that the processing of all stations selected as calculation targets has not been completed yet (step S40; No), the correction information calculation unit 11C shifts the process to step S38 again, and has been described above. The same processing is performed.
If it is determined in step S40 that the processing of all stations selected as the calculation target has been completed (step S40; Yes), the processing ends.

As a result, the speed position detection unit 12A of the train control device 12 of each train 10 performs the ground element detection information GD at the time of position correction at the second to nth position correction ground elements 25 from the end of the station. The train position corrected based on the above is further corrected by the installation position correction information of the ground unit 25.
Thereby, even if the installation position of the second to nth position correction ground pieces 25 deviates from the design value from the last, the on-vehicle recognition value of the train position can be corrected with high accuracy, and the stop position accuracy can be improved. Can be improved.

Returning again to FIG.
If the value of the parameter i exceeds the number n of ground units 25 in the determination in step S15 (step S15; Yes), the correction information calculation unit 11C of the correction information calculation device 11 determines that the current time is wheel diameter correction. It is determined whether or not it is the information calculation timing (step S16).
In this case, as the calculation timing of the wheel diameter correction information, for example, a regular timing such as once a day or once a week is set. Therefore, for example, it may be the same as the installation position correction information calculation timing of the ground unit 25 before the start of operation.

If it is determined in step S16 that the current time is not yet the timing for calculating the wheel diameter correction information (step S16; No), the process ends.
If it is determined in step S16 that the current time is the wheel diameter correction information calculation timing (step S16; Yes), the correction information calculation unit 11C of the correction information calculation apparatus 11 proceeds to the wheel diameter correction information calculation process. (Step S17).

FIG. 6 is a process flowchart of a calculation process of wheel diameter correction information.
First, the correction target extraction unit 11B of the correction information calculation device 11 calculates the stop position error actual value (data) STE1 and the stop position error on-vehicle recognition value (data) STE2 from the station stop information SST stored in the storage unit 11A. A case where the difference is equal to or greater than a predetermined threshold and no slipping is detected between the last position correction ground element 25 (corresponding to i = 1) and the stop is extracted (step S41).

Subsequently, the correction information calculation unit 11C performs the station stop information SST for each knitting for all the knitting.
First, the correction information calculation unit 11C determines whether or not the extracted station stop information (data) SST includes a predetermined number or more of station stop information SST corresponding to the composition to be processed (step S42).
That is, it is determined whether or not a sufficient number of pieces of station stop information SST that can be used for calculating the wheel diameter correction information of the knitting object to be processed have been acquired.

  In the determination of step S42, when the station stop information SST corresponding to the composition to be processed is less than a predetermined number in the extracted station stop information (data) (step S42; No), the correction information calculation unit 11C Is not suitable for calculating the correction information of the wheel diameter at the present time, and the process proceeds to step S47.

In the determination of step S42, when the extracted station stop information (data) includes a predetermined number or more of station stop information SST corresponding to the composition to be processed (step S42; Yes), the correction information calculation unit 11C Then, it is determined whether or not the station stop information SST corresponding to the processing target train in the extracted station stop information SST occupies a predetermined ratio or more with respect to all the station stop information SST corresponding to the processing target train ( Step S43).
That is, it is determined whether or not the station stop information SST that can be used for calculating the wheel diameter correction information of the knitting to be processed is not exceptional data.

  In the determination in step S43, when the station stop information SST corresponding to the processing target train in the extracted station stop information SST is less than a predetermined ratio with respect to all the station stop information SST corresponding to the processing target train. (Step S43; No), the correction information calculation unit 11C shifts the process to Step S47 because it is not suitable for calculating the correction information of the wheel diameter at the present time.

  When the station stop information SST corresponding to the processing target composition in the station stop information SST extracted in the determination in step S43 occupies a predetermined ratio or more with respect to all the station stop information SST corresponding to the processing target composition. (Step S43; Yes), the correction information calculation unit 11C indicates that the number of stations corresponding to the station ID information STID included in the station stop information corresponding to the processing target organization in the extracted station stop information is all stations. It is determined whether or not it occupies a predetermined ratio or more with respect to the number (by traveling direction) (step S44).

  That is, it is determined whether or not the station stop information that can be used for calculating the correction information of the wheel diameter of the processing target organization is biased to those of some stations.

  In the determination in step S44, the number of stations corresponding to the station ID information STID included in the station stop information corresponding to the processing target organization in the extracted station stop information is predetermined with respect to the total number of stations (by traveling direction). If the ratio is less than the ratio (step S44; No), the correction information calculation unit 11C shifts the process to step S47 because it is currently not suitable for calculating the correction information of the wheel diameter.

  In the determination in step S44, the number of stations corresponding to the station ID information STID included in the station stop information corresponding to the processing target organization in the extracted station stop information is predetermined with respect to the total number of stations (by traveling direction). When the ratio is equal to or greater than the ratio (step S44; Yes), the correction information calculation unit 11C includes the station ID information included in the station stop information corresponding to the processing target organization in the extracted station stop information. It is determined whether or not the number occupies a predetermined ratio or more with respect to the number of stations included in all station stop information of the processing target organization (step S45).

  That is, it is determined whether or not the station stop information that can be used for calculating the correction information of the wheel diameter of the winning organization is not biased to that of some stations among the stations where the organization stops.

  In the determination in step S45, the number of stations corresponding to the station ID information included in the station stop information corresponding to the processing target organization in the extracted station stop information is included in all the station stop information of the processing target organization. When it is less than the predetermined ratio with respect to the number of stations (step S45; No), the correction information calculation unit 11C shifts the process to step S47 because it is not suitable for calculating the correction information of the wheel diameter at the present time.

  In the determination in step S45, the number of stations corresponding to the station ID information included in the station stop information corresponding to the processing target organization in the extracted station stop information is included in all the station stop information of the processing target organization. When the number of stations occupies a predetermined ratio or more (step S45; Yes), the correction information calculation unit 11C assumes that information necessary for calculating the correction information of the wheel diameter is collected, The knitting is selected as a calculation target of the correction information of the wheel diameter (step S46).

Subsequently, the correction information calculation unit 11C determines whether or not the process of all the knitting has been completed (step S47).
In the determination in step S47, when the process of all the knitting has not been completed yet (step S47; No), the correction information calculation unit 11C shifts the process to step S42 again, and performs the same process as described above. Do.

  In the determination of step S47, when the process of all the knitting is completed (step S47; Yes), the correction information calculation unit 11C performs the correction from the ground position correction to the stop for each knitting selected as the calculation target in step S46. Actual value (the remaining distance RDS at the time of ground child position correction, the sum of the ground child 25 and the stop position error actual value STE1) and the on-vehicle recognition value from the ground child position correction to the stop (remaining distance at the time of ground child position correction) An average value of the ratio of RDS and the sum of the stop position error on-vehicle recognition value STE2) is calculated (step S48).

  That is, the correction amount for using the actual wheel diameter on the train 10 is calculated.

  And 11 C of correction information calculation parts notify the average value calculated by step S48 to the train 10 of the said organization as the wheel diameter correction information of the said organization (step S49).

Subsequently, the correction information calculation unit 11C determines whether or not the process of all the knitting selected as the calculation target has been completed (step S50).
If it is determined in step S50 that the process of all the formations selected as the calculation target has not yet been completed (step S50; No), the correction information calculation unit 11C shifts the process to step S48 again, and has been described above. The same processing is performed.
In the determination of step S50, when the process of all the compositions selected as the calculation target is completed (step S50; Yes), the process is ended.

  As a result, the speed position detection unit 12A of the train control device 12 of each train 10 can calculate the travel position of the train 10 with the wheel diameter corrected, and thus improve the accuracy of the stop position of the train 10. Can be made.

Returning again to FIG.
Subsequently, the correction information calculation unit 11C of the correction information calculation device 11 determines whether or not the current time is the correction information calculation timing of the stop target position (step S18).
In this case, the calculation timing of the correction information for the target stop position is set to a periodic timing longer than the calculation of the wheel diameter correction information, such as once a week or once a month.

If it is determined in step S18 that the current time is not yet the stop target position correction information calculation timing (step S18; No), the process ends.
If it is determined in step S18 that the current time is the stop target position correction information calculation timing (step S18; Yes), the correction information calculation unit 11C of the correction information calculation device 11 calculates the correction information of the stop target position. (Step S19).

FIG. 7 is a process flowchart of a process for calculating correction information for the target stop position.
First, the correction target extraction unit 11B of the correction information calculation apparatus 11 determines that the stop position error actual value (data) STE1 is equal to or greater than the threshold and the stop position error actual value (data) STE1 from the station stop information SST stored in the storage unit 11A. Stop position error The difference between the vehicle recognition value (data) STE2 and a predetermined threshold value is less than or equal to a predetermined threshold value, and no slipping is detected between the last detection of the position correction ground element 25 and the stop. (Step S51).

Subsequently, the correction information calculation unit 11C performs the processing of all stations for each station for each traveling direction.
First, the correction information calculation unit 11C determines whether or not there is a predetermined number or more of station stop information SST corresponding to the processing target station in the extracted station stop information (data) SST (step S52).
That is, it is determined whether or not a sufficient number of pieces of station stop information SST that can be used for calculating the correction information of the stop target position of the processing target station have been acquired.

  In the determination of step S52, when the station stop information corresponding to the processing target station is less than a predetermined number in the extracted station stop information (data) (step S22; No), the correction information calculation unit 11C Since it is not suitable for calculating correction information for the target stop position at this time, the process proceeds to step S57.

In the determination of step S52, when the extracted station stop information (data) includes a predetermined number or more of station stop information corresponding to the processing target station (step S52; Yes), the correction information calculation unit 11C extracts It is determined whether or not the station stop information SST corresponding to the processing target station in the station stop information occupies a predetermined ratio or more with respect to all the station stop information of the processing target station (step S53).
That is, it is determined whether or not the station stop information that can be used for calculating the correction information of the stop target position of the processing target station is not exception data.

  When the station stop information corresponding to the station in the station stop information SST extracted in the determination in step S53 is less than a predetermined ratio with respect to all the station stop information of the processing target stations (step S53; No), Since the correction information calculation unit 11C is not suitable for calculating correction information for the target stop position at this time, the process proceeds to step S57.

  In the determination of step S53, when the station stop information corresponding to the station in the extracted station stop information SST is greater than or equal to a predetermined ratio with respect to all the station stop information of the processing target station (step S53; Yes), In the correction information calculation unit 11C, the number of formations corresponding to the formation ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information occupies a predetermined ratio or more with respect to the total number of formations. It is determined whether or not there is (step S54).

  That is, it is determined whether or not the station stop information that can be used for calculating the correction information of the stop target position of the processing target station is biased toward a part of the train.

  In the determination in step S54, when the number of trains corresponding to the train ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information is less than a predetermined ratio with respect to the total number of trains. (Step S54; No), the correction information calculation unit 11C is not suitable for calculating the correction information of the stop target position at this time, and the process proceeds to Step S57.

  In the determination in step S54, when the number of trains corresponding to the train ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information SST is a predetermined ratio or more with respect to the total number of trains. (Step S54; Yes), the correction information calculation unit 11C processes the number of trains corresponding to the train ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information SST. It is determined whether or not it occupies a predetermined ratio or more with respect to the number of trains included in all the station stop information SST of the target station (step S55).

  That is, it is determined whether or not the station stop information that can be used for calculating the correction information of the target stop position of the target station is biased to some of the trains that stop at the station.

  In the determination in step S55, the number of trains corresponding to the train ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information SST is included in all the station stop information SST of the processing target station. If the ratio is less than the predetermined ratio with respect to the number of knitting included (step S55; No), the correction information calculation unit 11C is not suitable for calculating the correction information of the stop target position at this time, and the process proceeds to step S57. Transition.

  In the determination in step S55, the number of trains corresponding to the train ID information OGID included in the station stop information corresponding to the processing target station in the extracted station stop information SST is included in all the station stop information SST of the processing target station. If the predetermined number or more of the number of included knitting occupies (step S55; Yes), the correction information calculation unit 11C assumes that information necessary for calculating the correction information of the stop target position is collected. The processing target station is selected as a target for calculating the correction information of the stop target position (step S56).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all stations has been completed (step S57).
If it is determined in step S57 that the processing for all stations has not been completed yet (step S57; No), the correction information calculation unit 11C proceeds to step S52 again, and performs the same processing as described above. Do.

  In the determination of step S57, when the processing of all the stations is completed (step S57; Yes), the correction information calculation unit 11C performs the stop position error record at the station for each station selected as the calculation target in step S56. An average value of the values STE1 is calculated (step S58).

  That is, a correction amount for eliminating an actual stop position shift (stop position error) that occurs because the shift of the on-vehicle recognition position cannot be canceled is calculated.

  Then, the correction information calculation unit 11C notifies each train 10 of the average value calculated in step S58 as stop target position correction information of the processing target station together with the station ID information STID and the traveling direction information (step S59).

Subsequently, the correction information calculation unit 11C determines whether or not the processing of all the stations selected as calculation targets has been completed (step S60).
In the determination of step S60, when the processing of all the stations selected as the calculation target has not yet been completed (step S60; No), the correction information calculation unit 11C shifts the process to step S58 again, and has been described above. The same processing is performed.
If it is determined in step S60 that the processing of all stations selected as calculation targets has been completed (step S60; Yes), the processing ends.

As a result, the speed position detector 12A of the train control device 12 of each train 10 corrects the train stop target position by the stop target position correction information when stopping at the stop station.
Thereby, a stop position error can be reduced also about a station where the cause of the stop position error cannot be clarified.
As described above, according to the present embodiment, the actual stop position error detected by the stop position detection device and the on-vehicle recognition value of the stop position error are collected and statistically processed, thereby To provide a train control system capable of promptly correcting these information and improving stop position accuracy without burdening human systems even if the installation position information and wheel diameter information of 25 are different from actual ones. Can do.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  In the above embodiment, the stop position detection device 21 is configured to notify the correction information calculation device 11 directly via the communication device 23 of the stop position error actual value STE1, but once the stop position error actual value STE1 is obtained. It may be outputted to the ATO device 12C and notified to the correction information calculating device 11 from the ATO device 12C via the communication device 23 together with the stop position error on-vehicle recognition value STE2 and the like.

  Moreover, the detection method of stop position error performance value STE1 does not need to be restricted to the above. For example, a 1 cm-interval bar code displayed on the side of the platform may be read by a camera installed on the side of the train 10.

Further, the stop position detection device 21 may be installed not at the train 10 but at the stop target position, and the distance to the front of the train 10 may be measured by a laser, or installed on the platform. Then, the stop position error may be obtained by detecting the angle of the front surface of the train 10 from the camera image.
In this case, when the stop position detection device 21 is installed on the ground, the stop position detection device 21 may be connected to the correction information calculation device 11.

The correction information calculation device 11 of the present embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) and a RAM, an external storage device such as an HDD and a CD drive device, and a display device such as a display device. And an input device such as a keyboard and a mouse, and has a hardware configuration using a normal computer.
The program executed by the correction information calculation device 11 of the present embodiment is a file in an installable format or an executable format, and is a semiconductor memory device such as a CD-ROM or USB memory, or a computer such as a DVD (Digital Versatile Disk). It is recorded on a readable recording medium and provided.
Further, the program executed by the correction information calculation apparatus 11 of the present embodiment may be provided by being stored on a computer connected to a network such as the Internet and downloaded via the network. Further, the program executed by the correction information calculation device 11 of the present embodiment may be provided or distributed via a network such as the Internet.
Further, the program of the correction information calculation device 11 of the present embodiment may be configured to be provided by being incorporated in advance in a ROM or the like.

10 train 10A preceding train 11 correction information calculation device 11A storage unit 11B correction target extraction unit 11C correction information calculation unit 12 train control device 12A speed position detection unit 12B ATC on-board device 12C ATO device 12D storage unit 13 master controller 14 control transmission Device 15 Motor 16 Brake device 17 Drive / brake control device 19 Vehicle upper 20 Power receiver 21 Stop position detection device 22 Current collector 23 Communication device 25 Ground child 26 ATC ground device 41 Acceleration detection unit 42 Response delay adjustment unit 43 Vehicle characteristic holding Section 44 Travel plan calculation section 45 Train behavior prediction section 46 Power running / brake command calculation section 100 Train control system CH Vehicle characteristics GD Ground element detection information LN Overhead line OGID Formation ID information OP Operation information PL Travel plan RD Route information RDS Remaining distance SA ATC Traffic light SLP Detection history SP Speed position information SST Station stop information STE1 Stop position error actual value STE2 Stop position error On-vehicle recognition value STID Station ID information TR Vehicle information

Claims (9)

A train position detector that detects the position of a train by detecting a ground element arranged along a route and outputs position information; and at least the position information, the speed information of the train, route information of the route, and the train Based on the station stop information including the vehicle information of the train, based on the control command calculation unit that calculates the control command for performing the drive control or the brake control of the train, the route information of the train, the vehicle information, and the position information A stop position calculation unit that calculates a stop position error on-vehicle recognition value that is an error of the stop position of the train with respect to a stop target position at a stop target station, and a train control device mounted on the train,
In order to correct the control command based on the actual stop position error actual value that is an error of the actual stop position of the train with respect to the stop target position at the stop target station and the calculated stop position error on-vehicle recognition value A correction information calculation device for calculating the correction information of
Train control system equipped with. The correction information calculation device includes, in addition to the stop position error actual value and the stop position error on-vehicle recognition value, formation identification information for specifying the train formation, and a station for specifying the stop target station. Calculate the correction information based on the identification information and the traveling direction information for specifying the traveling direction of the train,
The train control system according to claim 1. The correction information includes ground element installation position correction information for correcting the information of the installation position of the ground element,
The correction information calculation device is configured to determine the stop position for the stop target station where a difference between the stop position error actual value and the stop position error on-vehicle recognition value is equal to or greater than a predetermined threshold regardless of train formation. Calculating the ground element installation position correction information based on the difference between the actual error value and the stop position error on-vehicle recognition value;
The train control system according to claim 2. The correction information includes installation position correction information of the ground unit,
The correction information calculation device calculates the installation position correction information corresponding to the ground element that has a position correction amount of a position correction target ground element that is equal to or greater than a predetermined threshold regardless of the train composition.
The train control system according to claim 2. The station stop information includes remaining distance information at the time of position correction,
The correction information includes wheel diameter correction information,
The correction information calculation device, for a knitting in which the difference between the stop position error actual value and the stop position error on-vehicle recognition value is a predetermined threshold or more regardless of the station, the stop position error actual value and the stop position error on-vehicle recognition value. And wheel diameter correction information based on the remaining distance information at the time of position correction,
The train control system according to claim 2. The correction information includes stop target position correction information,
The correction information calculation device has a difference between a stop position error actual value and a stop position error on-vehicle recognition value equal to or less than a predetermined threshold, and a center value of the distribution of stop position error actual values is equal to or greater than a predetermined threshold regardless of knitting. For the station, the stop target position correction information is calculated based on the distribution center value of the actual stop position error value.
The train control system according to claim 2. A stop position detector for detecting the actual stop position error value;
The train control system according to any one of claims 1 to 6. The stop position detection unit is installed in either the train or the station premises,
The train control system according to claim 7. A method executed in a correction information calculation device that calculates correction information for correcting a control command calculated by a train control device in order to perform drive control or braking control of a train,
A process of inputting a stop position error actual value that is an error of an actual stop position of the train with respect to a stop target position at a stop target station of the train;
A process of inputting a stop position error on-vehicle recognition value that is an error of a stop position detected on the train with respect to a stop target position at the stop target station;
Calculating correction information for correcting a control command for performing drive control or braking control of the train based on the stop position error actual value and the stop position error on-vehicle recognition value;
A process of notifying the train of the calculated correction information;
With a method.

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