JP7198651B2 - TRAIN POSITION STOP CONTROL DEVICE AND TRAIN POSITION STOP CONTROL METHOD - Google Patents

Description

TECHNICAL FIELD The present invention relates to a train fixed-position stop control device and a train fixed-position stop control method, and is preferably applied to a train fixed-position stop control device and a train fixed-position stop control method for controlling running of a train to stop the train at a fixed position. It is.

2. Description of the Related Art In recent years, the burden on train crews has increased due to the congestion of train operation schedules and stricter train stop positions due to the installation of platform doors. For the purpose of reducing the burden on the crew and reducing labor costs, etc., the introduction of an automatic train control (ATO) device is being promoted. Among the ATO devices, the Train Automatic Stop Control (TASC) device, which stops trains by accurately aligning the vehicle door position with the platform door position, is becoming increasingly popular as platform doors are installed at stations on existing lines. Along with this, it is currently being introduced to many routes.

Here, as a conventional technology of a train fixed-position stop control device, for example, Patent Document 1 describes "a signal from a point receiver that receives a point signal generated by an installed ground signal generator and the rotation of the wheels of the train. The train speed signal from the speed detection unit that detects the train speed signal and the automatic train operation device that automatically runs between stations based on those signals. A point detection error is detected by constantly comparing the total traveled distance and the distance of the point where the point signal is generated, and when the point detection error is detected, control is performed as if the point was received based on the accumulated traveled distance information, An automatic train operation device characterized by preventing overrunning of trains and smoothly performing fixed-position stop control.

Further, for example, Patent Document 2 discloses that "a speed and position calculation means for calculating the speed and current position of a train, and a relative distance calculation means for calculating the relative distance between an object and the train installed in the station premises, and the speed - A train fixed-position stop control device in which the position calculation means calculates the current position of the train from the relative distance information input from the relative distance calculation means and the position information of the object.

JP-A-5-328506 JP 2018-019470 A

However, the technique disclosed in Patent Literature 1 requires a ground coil as an in-line facility in principle. In general, the cost of installing railroad equipment varies greatly depending on whether the equipment is on-track or off-track. When installing equipment on the track, advanced safety measures are required to avoid contact with the train, and the cost is higher than when installing outside the track such as the platform. Therefore, if an attempt is made to introduce a train fixed-position stop control device using the technique described in Patent Document 1, the problem is that it costs a lot of money. In addition, since the ground coils are installed only discretely in consideration of the stop position of the train, there is also a problem that the current position cannot be continuously corrected.

On the other hand, Patent Document 2 has been made in consideration of the above problem, and proposes a train fixed-position stop control device that determines the current position of its own train using off-track equipment. According to the technology disclosed in Patent Document 2, it is possible to introduce a train fixed-position stop control device at a low cost because it eliminates the need for equipment on the track and also eliminates the need for an on-board coil. . Further, since the correction of the current position is changed from the discrete one by the conventional ground coil to the continuous one, the accuracy of the current position is improved. However, in the case of a curved station, the technology disclosed in Patent Literature 2 detects a plurality of off-track facilities at some points, and there is a risk of erroneously recognizing an incorrect current position.

The present invention has been made in consideration of the above points, and is a train scheduler capable of suppressing misrecognition even at curved stations and calculating the current position of the own train with high accuracy using off-track equipment. A position stop control device and a train fixed position stop control method are proposed.

In order to solve such problems, the present invention provides a train fixed-position stop control device for outputting a braking signal for stopping a train at a predetermined target stop position, wherein each of a plurality of objects installed outside the railroad track. and a relative distance between the recognized object and the train when at least one of the plurality of objects is recognized. A relative distance calculation unit that calculates a relative distance, a speed/position calculation unit that calculates the train speed and current position of the train for each predetermined calculation cycle, and the train speed and the current position calculated by the speed/position calculation unit. and a control command calculator for calculating and outputting the braking signal. In this train fixed-position stop control device, when the relative distance calculation unit recognizes two or more objects among the plurality of objects in a certain calculation period, the speed/position calculation unit calculates the calculating the train speed based on a speed signal indicating the rotational speed of the wheels of the train , selecting one of the two or more objects recognized by the relative distance calculating unit, and selecting one closer to the target stop position; the current position based on the relative distance calculated by the relative distance calculator for the selected object and the position information about the object stored in the object position storage unit; is calculated.

Further, in order to solve such problems, the present invention provides the following train fixed-position stop control method by a train fixed-position stop control device that outputs a braking signal for stopping a train at a predetermined target stop position. In the train fixed position stop control device, position information indicating the distance from the target stop position for each of a plurality of objects installed outside the railroad track is stored in advance in the first storage unit. The position stop control method includes, when at least one of the plurality of objects is recognized, a relative distance calculation step of calculating a relative distance between the recognized object and the train; and a control command calculating step of calculating and outputting the braking signal based on the train speed and the current position calculated in the speed/position calculating step for each predetermined calculation cycle . and when two or more objects among the plurality of objects are recognized in the relative distance calculation step in a certain calculation cycle, in the speed/position calculation step in the calculation cycle, calculating the train speed based on a speed signal indicating the rotational speed , selecting one of the two or more objects recognized in the relative distance calculating step, and selecting one closer to the target stop position; calculating the current position based on the relative distance to the object calculated in the relative distance calculating step and the position information of the object stored in the first storage unit; It is.

According to the present invention, in the train fixed-position stop control device and the train fixed-position stop control method, it is possible to calculate the current position of the own train with high accuracy while using off-track facilities.

1 is a block diagram showing the configuration of a train fixed-position stop control device (TASC device) included in a general automatic train operation device (ATO device); FIG. 1 is a block diagram showing the configuration of a train fixed-position stop control device (TASC device) according to this embodiment; FIG. FIG. 3 is a diagram for explaining an image of information stored in an object position DB; FIG. It is a figure for demonstrating the image of the information stored in target object priority DB. It is a flowchart which shows the processing procedure example of a train speed and present position calculation process.

An embodiment of the present invention will be described in detail below with reference to the drawings. Each unit shown in the drawings is a device configured by any one of a processor, a storage medium, a program, or a combination thereof. For example, the processor reads programs stored in a storage medium and implements various functions.

(1) Configuration of general train fixed-position stop control device First, an outline of a conventional general train fixed-position stop control device 910 will be described.

FIG. 1 is a block diagram showing the configuration of a train fixed-position stop control device (TASC device) included in a general automatic train operation device (ATO device).

A conventional general train fixed-position stop control device 910 shown in FIG. 1 is a device for calculating and outputting a braking command for stopping a train (vehicle) at a fixed position. - It is composed of a position calculator 911 and a control command calculator 912 that calculates a braking command.

The speed/position calculator 911 can acquire a speed signal from a speed generator 920 installed on the wheel axle and calculate the train speed based on this speed signal. Also, the speed/position calculator 911 acquires position information from the on-board coil 940 communicating with the ground coil 930 . Then, the speed/position calculator 911 calculates the current position from the position information of the departure station and the integrated value of the train speed. However, since an integral error occurs in the integrated value of the train speed, the current position is corrected to the information from the beacon 930 when the position information from the beacon 930 is received. When the vehicle is between the ground coils 930, the current position is calculated using the integrated value of the train speed.

The control command calculation unit 912 calculates a braking command based on the speed signal (train speed) and position information (current position) detected and calculated by the speed/position calculation unit 911, and transmits the calculated braking command to the vehicle information control device 950. and the braking/driving control device 960 .

More specifically, the control command calculator 912 includes a planning section (not shown) having a planning function and a following section (not shown) having a following function. The planning function is a function of calculating a target speed by comparing the current vehicle position with the braking speed up to the station stop position held in advance. The follow-up function is a function of inputting the speed deviation between the target speed and the current train speed and calculating the braking force to be output.

As described above, the train fixed position stop control device 910 includes the braking force calculated by the control command calculation unit 912 (planning unit, follow-up unit) in the braking command, and the vehicle information control device 950 and the braking/drive control device Output to 960. The braking command specifically includes a brake notch command, a torque command, and the like.

The vehicle information control device 950 is a device that manages on-board information transmission, and upon receiving a braking command from the train fixed position stop control device 910 , outputs the received braking command to the braking/drive control device 960 . When the vehicle information control device 950 receives a braking/driving command for running/stopping the train from the master computer 970 , the vehicle information control device 950 outputs the received braking/driving command to the braking/driving control device 960 . The master controller 970 is a device (master controller) that remotely controls the braking/driving of the vehicle, and outputs a braking/driving command to the braking/driving control device 960 via the vehicle information control device 950 . The braking/driving control device 960 controls the running of the train based on the received braking command (or braking/driving command).

(2) Configuration of train fixed-position stop control device according to the present embodiment An outline of the train fixed-position stop control device 110 according to the present embodiment will be described.

FIG. 2 is a block diagram showing the configuration of a train fixed-position stop control device (TASC device) according to this embodiment. In FIG. 2, the components having functions common to those in FIG. 1 exemplifying a conventional general train fixed-position stop control device 910 are denoted by the same reference numerals, and repeated description thereof will be omitted. The train fixed-position stop control device 110 shown in FIG. 2 can be incorporated into an automatic train operation system (ATO device) in the same way as the train fixed-position stop control device 910 shown in FIG. The train fixed-position stop control device 110 may be incorporated in a train operation device that is not equipped with an ATO device.

In this example, train fixed position stop control for calculating the current position of the own train from the object 121 installed in the station premises (platform 120) and serving as a reference for position correction, and the relative distance between the object 121 and the own train. Device 110 will be described.

As shown in FIG. 2, the train fixed-position stop control device 110 calculates a braking command for stopping the train (vehicle) at a fixed position, and transmits the calculated braking command to the vehicle information control device 950. A device that outputs to the control device 960, and includes a speed/position calculation unit 111, a relative distance calculation unit 112, an object position database (DB) 113, an object priority order database (DB) 114, and a control command calculation unit 115. configured with. One of the differences from the conventional general train fixed-position stop control device 910 shown in FIG. and does not require an on-board child.

The speed/position calculator 111 acquires a speed signal, which is the rotational speed of the axle, from a tachometer 920 installed on the axle. Then, the speed/position calculation unit 111 calculates the speed signal obtained from the speed generator 920, the circumference length of the wheel, and the position information of the departure station (the means for obtaining these information is not limited, but for example, the vehicle information control device 950, (which can be obtained from the master computer 970), the current position of the own train (first current position) is calculated.

The above speed signal corresponds to a pulse signal (voltage) output from a speed generator 920 attached to the axle. This speed signal has a narrow pulse width and large amplitude when the axle speed is high (i.e. train speed is high), and when the axle speed is low (i.e. train speed is low), The pulse width widens and the amplitude decreases. The speed/position calculation unit 111 can calculate a highly reliable train speed by setting a predetermined threshold in advance for the amplitude of such a speed signal and counting the number of times the amplitude exceeds the threshold.

In addition, the speed/position calculation unit 111 obtains the relative distance from the relative distance calculation unit 112 and the object position from the object position DB 113, and calculates the current position of the own train based on the obtained relative distance and object position. (second current position) can be calculated.

Details will be described later with reference to FIG. The train speed and current position are calculated and transmitted to the control command calculator 115 . In this train speed/current position calculation process, the speed/position calculation unit 111 calculates a second current position that is more accurate than the first current position when the relative distance within the proper range is acquired. Then, this second current position is transmitted to the control command calculator 115 as the current position of the own train (steps S9 to S11 in FIG. 5). In the following description, "current position of own train" may be simply referred to as "current position".

The relative distance calculator 112 calculates the relative distance between the own train and an object 121 installed outside the track (for example, the platform 120 in FIG. 2) and serving as a reference point for position correction. At least one target object 121 may be installed in the vicinity of one target stop position. However, considering the possibility that the relative distance calculation unit 112 cannot recognize the object 121 due to obstacles, weather conditions, etc., multiple objects 121 are installed outside the track (on the platform 120) for one target stop position. preferably. Note that the relative distance calculation unit 112 can specifically calculate the relative distance by performing image recognition on an image of an object captured by an imaging device such as a camera. The method for calculating the relative distance is not limited to the above method as long as the relative distance calculating unit 112 can calculate the distance between the own train and the object 121 outside the track. For example, a radar or the like can be used instead of an imaging device such as a camera.

In addition, when the current position has advanced beyond the position of the currently recognized target object, or when the relative distance is equal to or less than a predetermined threshold value, the relative distance calculation unit 112 moves the target object 121 to be recognized in the direction of travel. Switching to the next object 121 above, the relative distance between the next object 121 and the own train is calculated.

In addition, it is assumed that the camera (relative distance calculation unit 112) recognizes a plurality of objects 121 at a curved station or in a situation where visibility is good. Select one object 121 with the highest priority from among the plurality of objects 121 for which the relative distance calculation unit 112 has calculated the relative distance, according to the priority (priority) registered in the object priority DB 114. Then, the current position is calculated using the relative distance calculated by the relative distance calculation unit 112 with respect to the selected object 121 . Alternatively, in the above case, the relative distance calculation unit 112 refers to the object priority DB 114, selects one object 121 with the highest priority, and calculates the relative distance to the selected object 121. may be output to the velocity/position calculation unit 111.

In this embodiment, the object 121 may be installed exclusively for the purpose of use by the train fixed position stop control device 110, or may be installed for other purposes such as a stop target position display board. Equipment already installed outside the track (provided that the equipment does not move) may be used. Also, the shape, color, number of installations, etc. of the target object 121 are not limited.

FIG. 3 is a diagram for explaining an image of information stored in the object position DB. As illustrated in FIG. 3, the object position DB 113 registers a combination of an object 1131 indicating the shape of each object 121 and an object position 1132 indicating the distance from the target stop position. . The object 1131 can be used, for example, in image processing to identify which object is the object 121 recognized by the camera (relative distance calculation unit 112). In FIG. 3, the object position 1132 shows the distance to the object 121 when the target stop position is the distance "0". You may make it represent with a number etc. (for example, the absolute distance etc. from a departure station).

FIG. 4 is a diagram for explaining an image of information stored in the object priority DB. As illustrated in FIG. 4, the object priority DB 114 stores objects 1141 indicating the shape of each object 121 (similar to the object 1131 in the object position DB 113) and priority 1142 indicating the degree of priority. A combination of is registered. In the case of FIG. 4, the priority 1142 means that the smaller the numerical value, the higher the priority.

In the present embodiment, it is preferable to assign a higher priority to the priority order 1142 as it is closer to the target stop position, and assign a lower priority to the farther from the target stop position. This is because when the relative distance calculation unit 112 erroneously detects an object other than the object 121 located near the own train as the object 121 for some reason, the train fixed-position stop control device 110 calculates This is because it is dangerous to mistakenly think that there is a delay to the target stop position based on the calculated relative distance. Therefore, by setting the object 121 close to the target stop position as a recognition object with a high priority, even if another object is erroneously detected as the object 121, the distance to the target stop position is calculated excessively. It is possible to prevent the accident and secure the safety and operability of the train.

The control command calculation unit 115 receives the train speed and the current position calculated by the speed/position calculation unit 111, and calculates a braking command from the speed deviation between the train speed of the own train and the TASC pattern speed at the current position. A braking command is output to the vehicle information control device 950 and the braking/drive control device 960 .

(3) Train Speed/Current Position Calculation Processing FIG. 5 is a flow chart showing an example of the processing procedure of the train speed/current position calculation processing. As described above, the "train speed/current position calculation process" is a process executed by the speed/position calculation unit 111 at predetermined calculation intervals, and calculates the train speed and current position of the own train, and outputs a control command. It is transmitted to the calculation unit 115 . Of the data calculated in the train speed/current position calculation process in the past calculation cycle, at least the current position calculated in the previous calculation cycle (the current position transmitted to the control command calculation unit 115) is unknown. It is held in the illustrated storage unit and can be acquired from the speed/position calculation unit 111 .

According to FIG. 5 , first, in step S<b>1 , the speed/position calculator 111 acquires a speed signal from the speed generator 920 .

Next, in step S2, the speed/position calculator 111 calculates the train speed based on the speed signal, the wheel circumference length, and the position information of the departure station.

Next, in step S3, the velocity/position calculator 111 acquires the current position (previous current position) calculated in the previous calculation cycle.

現在位置が自列車の進行方向に昇順の場合、式１が適用され、現在位置が自列車の進行方向に降順の場合、式２が適用される。 Next, in S4, the speed/position calculator 111 calculates the current position (first current position) of the own train using the previous current position obtained in step S3 and the train speed calculated in step S2. Specifically, the first current position can be calculated from Equation 1 or Equation 2 below.

If the current position is in ascending order in the traveling direction of the own train, Equation 1 is applied, and if the current position is in descending order in the traveling direction of the own train, Equation 2 is applied.

After the process of step S4 is completed, the process proceeds to step S5, and the speed/position calculation unit 111 confirms whether or not the relative distance is input from the relative distance calculation unit 112 or not. If there is a relative distance input (YES in step S5), the speed/position calculator 111 acquires the relative distance from the relative distance calculator 112 (step S6), and proceeds to step S7. If there is no relative distance input (NO in step S5), the process proceeds to step S11.

In step S7, the velocity/position calculator 111 refers to the object position DB 113 and acquires the object position 1132 of the object 121 whose relative distance has been acquired in step S6. Specifically, when a plurality of objects 121 are recognized by the relative distance calculation unit 112 with respect to the first current position calculated in step S4, the speed/position calculation unit 111 calculates the object priority DB 114. A target object 121 (target object 1141) having a high priority (priority 1142) is searched from among the plurality of recognized target objects 121. FIG. Next, the speed/position calculator 111 refers to the target object position DB 113 and obtains the target object position 1132 corresponding to the high priority target object 1141 (object 1131) retrieved from the target object priority DB 114 . Note that if there is only one object 121 recognized by the relative distance calculation unit 112 with respect to the first current position calculated in step S4, the speed/position calculation unit 111 uses the object priority DB 114 as The object position 1132 of the object 121 may be obtained from the object position DB 113 without referring to it.

なお、式１，式２の場合と同様に、現在位置が自列車の進行方向に昇順の場合、式３が適用され、現在位置が自列車の進行方向に降順の場合、式４が適用される。 After the process of step S7 is completed, the process proceeds to step S8, and the speed/position calculator 111 calculates the relative distance for test. The testing relative distance is a value calculated to test whether the relative distance acquired from the relative distance calculating unit 112 in step S6 is appropriate or not. Specifically, the test relative distance can be calculated from Equation 3 or Equation 4 below using the first current position calculated in step S4 and the object position acquired in step S7.

As in the cases of formulas 1 and 2, when the current position is in ascending order in the direction of travel of the own train, formula 3 is applied, and when the current position is in descending order in the direction of travel of the own train, formula 4 is applied. be.

In the next step S9, the velocity/position calculator 111 calculates the difference (absolute value) between the relative distance obtained in step S6 and the relative distance for verification calculated in step S8. It is determined whether or not it is equal to or less than the threshold. By performing this determination, the soundness of the relative distance can be confirmed, and if an abnormal relative distance is input for some reason, the relative distance is excluded from the calculation of the current position, so that the braking command based on the misidentification is not issued. The decision can be prevented to ensure train safety.

If it is determined in step S9 that the difference is equal to or less than the predetermined threshold (YES in step S9), it means that the relative distance acquired in step S6 is appropriate, so the process proceeds to step S10, and the relative distance is calculated. is used to calculate a more accurate current position (second current position). On the other hand, if it is determined that the difference is not equal to or less than the predetermined threshold value, that is, is greater than the predetermined threshold value (NO in step S9), it means that the relative distance acquired in step S6 is not appropriate. , the process proceeds to step S11.

式１～式４と同様に、現在位置が自列車の進行方向に昇順の場合、式５が適用され、現在位置が自列車の進行方向に降順の場合、式６が適用される。 In step S10, the speed/position calculator 111 uses the relative distance acquired in step S6 to calculate the current position (second current position) of the own train that is more accurate than the first current position. Specifically, the second current position can be calculated from Equation 5 or Equation 6 below.

As with formulas 1 to 4, formula 5 is applied when the current position is in ascending order in the direction of travel of the own train, and formula 6 is applied when the current position is in descending order in the direction of travel of the own train.

In step S<b>11 , the speed/position calculator 111 transmits the train speed and current position calculated in the current calculation cycle to the control command calculator 115 . The current position transmitted in step S11 is the second current position when step S10 is passed through, and the second current position is used when step S10 is not passed (if NO is determined in step S5, or If NO in S9), the first current position is used.

When the processing of step S11 is finished, the speed/position calculation unit 111 stores the transmitted train speed and current position in a storage unit (not shown), and terminates the train speed/current position calculation processing in the current calculation cycle.

As described above, according to the train fixed-position stop control device 110 according to the present embodiment, the speed/position calculation unit 111 performs the train speed/current position calculation process, thereby using the ground coil and the on-board coil. Instead, it is possible to accurately calculate the train speed and current position of the own train using equipment outside the track (for example, the object 121 on the platform 120), so the control command calculation unit 115 calculates these calculation results. can be used to output a braking command to stop the train at the target stop position with high accuracy. In particular, unlike position detection using ground coils, by using a plurality of objects 121, it is possible to calculate the current position while continuously correcting it, so that the accuracy of the current position can be improved.

Further, in the train fixed-position stop control device 110 according to the present embodiment, as shown in steps S6 to S10 in FIG. Regarding whether to calculate the current position (second current position) using the relative distance calculated by the relative distance calculation unit 112 and the train speed based on the speed signal from the highly reliable speed generator 920 The relative distance calculated by the relative distance calculator 112 by comparing the relative distance for testing calculated from the calculated current position (first current position) and the target object position 1132 registered in the target object position DB 113. You can check the soundness of Only when the soundness is confirmed, the current position (second current position) calculated using the relative distance is used as the current position, so that the current position output to the control command calculation unit 115 is changed. Reliability can be improved. Thus, even when a plurality of objects 121 are detected (recognized) at a curved station or the like, control processing based on erroneous recognition can be prevented.

In addition, in the train fixed-position stop control device 110 according to the present embodiment, even when the relative distance calculation unit 112 detects a plurality of off-track equipment (for example, the target object 121 on the platform 120), the target object priority DB 114 By predetermining the priority of the detection target, the speed/position calculation unit 111 can appropriately select the target object 121 to be used for calculating the current position. can be calculated.

In addition, the present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. Moreover, it is possible to add, delete, or replace part of the configuration of the embodiment with another configuration. Specifically, for example, the train fixed-position stop control device 110 shown in FIG. . When configured in this manner, the train speed and current position can be visually recognized in real time within the train.

Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them using an integrated circuit. Moreover, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, and files that implement each function can be stored in a recording device such as a memory, a hard disk, an SSD (Solid State Drive), or a storage medium such as an IC card, SD card, or DVD.

Further, in the drawings, control lines and information lines are shown as necessary for explanation, and not all control lines and information lines are necessarily shown on the product. In practice, it may be considered that almost all configurations are interconnected.

110 Train Fixed Position Stop Control Device 111 Speed/Position Calculator 112 Relative Distance Calculator 113 Object Position Database (DB)
114 Object Priority Database (DB)
115 control command calculator 120 platform 121 target object 910 train fixed position stop control device 911 speed/position calculator 912 control command calculator 920 speed generator 930 ground coil 940 onboard coil 950 vehicle information control device 960 braking and driving control device 970 Mascon (master controller)

Claims (6)

A train fixed position stop control device that outputs a braking signal for stopping a train at a predetermined target stop position,
an object position storage unit that stores position information indicating the distance from the target stop position for each of a plurality of objects installed outside the railroad track;
a relative distance calculation unit that, when at least one of the plurality of objects is recognized, calculates a relative distance between the recognized object and the train;
a speed/position calculation unit that calculates the train speed and current position of the train for each predetermined calculation cycle ;
a control command calculation unit that calculates and outputs the braking signal based on the train speed and the current position calculated by the speed/position calculation unit;
with
When the relative distance calculation unit recognizes two or more objects among the plurality of objects in a certain calculation cycle,
In the calculation period, the speed/position calculation unit
calculating the train speed based on a speed signal indicating the rotational speed of the wheels of the train;
selecting one of the two or more objects recognized by the relative distance calculation unit that is close to the target stop position, and determining the relative distance calculated by the relative distance calculation unit from the selected object; , the current position of the object is calculated based on the position information of the object stored in the object position storage unit. In each calculation cycle, the speed/position calculation unit
calculating the train speed based on a speed signal indicating the rotational speed of the wheels of the train;
calculating a first current position based on the train speed and the current position calculated in the previous calculation cycle;
calculating a second current position based on the relative distance calculated by the relative distance calculation unit and the position information of the object stored in the object position storage unit;
The soundness of the relative distance used to calculate the second current position is tested, and when it is determined that the relative distance is sound, the second current position is calculated as the current position, and The train fixed-position stop control device according to claim 1, wherein the first current position is calculated as the current position when it is determined that the relative distance is not sound. In testing the soundness of the relative distance, a difference between the calculated first current position and the position information of the object used to calculate the second current position is compared, and the difference is a predetermined value. 3. The train fixed-position stop control device according to claim 2 , wherein the relative distance is determined to be sound when the distance is equal to or less than a threshold value of . A train fixed-position stop control method by a train fixed-position stop control device that outputs a braking signal for stopping a train at a predetermined target stop position,
In the train fixed position stop control device, position information indicating a distance from the target stop position for each of a plurality of objects installed outside the railroad track is stored in advance in a first storage unit,
a relative distance calculation step of calculating a relative distance between the recognized object and the train when at least one of the plurality of objects is recognized;
a speed/position calculation step of calculating the train speed and current position of the train for each predetermined calculation cycle ;
a control command calculating step of calculating and outputting the braking signal based on the train speed and the current position calculated in the speed/position calculating step;
with
When two or more objects among the plurality of objects are recognized in the relative distance calculation step in a certain calculation cycle,
In the speed/position calculation step in the calculation cycle ,
calculating the train speed based on a speed signal indicating the rotational speed of the wheels of the train;
Selecting one of the two or more objects recognized in the relative distance calculation step that is closer to the target stop position, and calculating the relative distance to the selected object in the relative distance calculation step. and the position information of the target object stored in the first storage unit, the current position is calculated. In the speed/position calculation step of each calculation cycle,
calculating the train speed based on a speed signal indicating the rotational speed of the wheels of the train;
calculating a first current position based on the train speed and the current position calculated in the previous calculation cycle;
calculating a second current position based on the relative distance calculated in the relative distance calculating step and the position information of the object stored in the first storage unit;
testing the soundness of the relative distance used to calculate the second current position;
If the test determines that the relative distance is sound, the second current position is calculated as the current position, and if it is determined that the relative distance is not sound, the first position is calculated. 5. The train fixed-position stop control method according to claim 4 , wherein the current position of is calculated as the current position. In testing the soundness of the relative distance, a difference between the calculated first current position and the position information of the object used to calculate the second current position is compared, and the difference is a predetermined value. 6. The train fixed-position stop control method according to claim 5 , wherein the relative distance is determined to be sound when the distance is equal to or less than a threshold value of .

Images