JP5504127B2 - Driving arrangement support system - Google Patents

Description

  The present invention relates to a driving arrangement support system that executes a simulation of train operation in driving arrangement work.

  The operation management work that restores the operation plan when the train operation is disturbed due to bad weather or vehicle failure is not only the judgment of physical conditions such as train traveling speed and evacuation equipment at the station, but also the operation of vehicles and crew It is a very complex planning task that requires multi-purpose and global judgment that considers the entire transportation system such as rate and passenger service.

  Conventionally, a technology that simulates train operation for several hours in the future based on the train operation results acquired so far, in order to reduce the burden on the commander who manages the operation and organize and support the advancement of skills. Has been developed. Patent Document 1 discloses a technique for changing train operation plan information by transmitting train failure information and the like of its own section to other sections when operating a plurality of operation management sections by train. Patent Document 2 discloses a train operation management system that spans multiple sections.

JP 2001-287651 A JP 2002-29423 A

  However, in the above-mentioned Patent Document 1, although a configuration for merging train failure information across sections is described, it is disclosed how to calculate the future operation time of a train that operates across sections. Absent. Also, Patent Document 2 discloses a basic configuration of train operation management over a plurality of sections, but does not disclose a specific method for calculating train operation times in the sections.

  That is, conventionally, the exchange of the operation prediction information in the different line section and the operation prediction based on this have not been performed, and therefore, the accurate calculation of the own line section has not been performed. For this reason, sufficient prediction accuracy cannot be obtained, and an extra margin is required to absorb the prediction error.

  The present invention performs a train operation simulation for several hours in the future with the accuracy required for operation arrangement work in a situation where mutual entry advances, such as urban railway operations in recent years, and makes more accurate train operation predictions It provides new technology.

  The present invention is based on a database having a diagram data table for storing an operation plan, a data update unit for updating the operation plan, an actual diagram update unit for updating the actual time for the operation plan, the operation plan and the actual time. A central processing unit that includes a prediction calculation unit that executes a train operation simulation, and a station device that acquires train traveling results at each station, and in the operation organization support system that performs train operation prediction across multiple lines, the center Prediction that corrects the prediction calculation result of the line boundary station and the correction data generation unit that generates correlation data between the different line area entrance time and the advance time of the train that operates across the line area in the line area boundary station in the processing device A time correction unit, a correction data table for storing the correlation data generated by the correction data generation unit in the database, and a plurality of line sections Characterized by mutual complement the operation prediction.

  In the driving arrangement support system, the correction data generation unit is in the jurisdiction of the adjacent line section of the prediction calculation target line section, and enters the prediction calculation target line section from the adjacent line section and advances to the adjacent line section after traveling. The train ID at the time of entry and the train ID at the time of advance, the predicted entry time of the approach train determined by the prediction calculation of the prediction calculation target line area, and the predicted advance time of the advance train, Margin time calculated as the difference between the required time from entry to advance when traveling with minimum minimum travel time and stop time and the required time from entry to advance calculated by prediction calculation It is generated as correction data of the predicted time at the line boundary station.

  Further, in the operation arrangement support system, the predicted time correction unit corrects the predicted time at the boundary station of the advancing train when the advancing train is included in the prediction calculation target in the registration record of the correction data table. The margin time registered in the advance train record is subtracted from the delay time calculated as the difference between the predicted entry time registered in the advance train record of the correction data table and the predicted entry time obtained by the prediction calculation. The value is added to the value of the predicted time at the boundary station of the advancing train and is corrected.

  Further, in the operation arrangement support system, when the predicted advance time value registered in the record of the advance train is larger than the corrected predicted time value, the predicted advance time is set as a corrected value. .

  Further, in the driving arrangement support system, four processes including a process of the prediction calculation unit, a process of the correction data unit, a process of the prediction time correction unit, and a reference update access to the correction data table are It is characterized by being executed independently as parallel processing in units of sections.

  In addition, the data update unit that updates the operation plan, the actual diagram update unit that updates the actual time for the operation plan, the prediction calculation unit that executes the train operation simulation based on the operation plan and the actual time, and the boundary station A central processing unit having a correction data generating unit that generates correlation data between different line entry and departure times of a train that operates across a line and a prediction time correction unit that corrects a prediction calculation result of the line boundary station And a database having a diagram data table for storing an operation plan, a correction data table for accumulating correlation data generated by the correction data generation unit, and a station device for acquiring a running record of a train at each station. In the control method of the operation arrangement support system that performs the train operation prediction across the train, the advancing train is predicted in the registration record of the correction data table. When included in the calculation target, the correction of the predicted time at the boundary station of the advancing train is calculated based on the predicted entry time registered in the record of the advancing train in the correction data table and the predicted entry time obtained by the prediction calculation. A value obtained by subtracting the margin time registered in the record of the advancing train from the delay time calculated as the difference is added to the value of the predicted time at the boundary station of the advancing train, and is corrected.

  Furthermore, in the control method of the driving arrangement support system, when the value of the predicted advance time registered in the record of the advanced train is larger than the corrected predicted time value, the predicted advance time is set as a corrected value. Features.

  Furthermore, in the control method of the driving arrangement support system, four processes comprising the process of the prediction calculation unit, the process of the correction data unit, the process of the prediction time correction unit, and the reference update access to the correction data table Are independently executed as parallel processing in units of line sections.

  The present invention provides a central processing unit having a database for storing an operation plan, a data update unit, an actual time diagram update unit, an operation plan, and a prediction calculation unit for executing a train operation simulation, and a station device for acquiring a train operation result. Correction data for generating correlation data between different line entry and entry times of trains operating across line sections at line boundary stations in an operation support system that predicts train operations across multiple line sections A generation unit and a prediction time correction unit that corrects the prediction calculation result of the line boundary station are provided, and a correction data table that accumulates the correlation data generated by the correction data generation unit is provided to complement the operation prediction of multiple line sections. By doing so, even if there are trains that run across multiple line zones, the line boundary station is complemented by mutually complementing the prediction calculation results of the multiple line sections. Without causing inconsistency, it is possible to calculate an accurate operation prediction result.

The block diagram which shows the driving | operation arrangement | positioning assistance system of this invention Flow diagram showing the processing flow of the driving arrangement support system The diagram which shows the operation plan stored in the diagram table of this invention The diagram which shows the data which the correction data generation part of this invention makes Explanatory drawing which shows the table structure of a correction data table The diagram which shows the prediction time correction result by the prediction time correction part of this invention The diagram which shows the prediction time correction result by the prediction time correction part of this invention

Hereinafter, an embodiment according to the driving arrangement support system of the present invention will be described with reference to FIGS. In the present embodiment, the operation arrangement support system in the railway operation system will be described as an application target.
[Operation arrangement support system]
First, the structure of the driving arrangement | positioning assistance system which concerns on embodiment of this invention using FIG. 1 is demonstrated.

  The operation arrangement support system according to this embodiment has a configuration as a wide area distributed computer system, and receives a central processing unit 1100 that executes a simulation program for operation prediction, a database 1200 that stores various operation data, and input from a user. It has an input device 1300 and a display device 1400 for displaying various GUIs including a diagram. Further, a communication path between the network apparatus 1500 serving as a communication path between the central processing unit 1100 and another apparatus, a station apparatus 2100 that acquires the actual time that is an actual operation time of the train, and a communication path between the station apparatuses 2100 in the line district The wide area network apparatus 2200 is provided. The station device 2100 is provided for each station, and the wide area network device 2200 is provided for each line section.

  The database 1200 includes a diagram data table 1210 that stores schedule data of operation plans and actual times, and a correction data table 1220 that stores correction data.

  The central processing unit 1100 updates the schedule data table 1110 of the database 1200 with a diagram data update unit 1110 for updating an operation plan such as the latest schedule correction due to a vehicle failure or the like, and the schedule data table 1210 with the actual time An actual schedule update unit 1120 that performs an update, and a prediction calculation unit 1130 that performs a prediction calculation in units of line segments for a range of several hours in the future based on the operation plan and actual time.

  The central processing unit 1100 further corrects the linkage data of the entry time to the different line area and the advance time from the different line area of the train operating across the line area used for correcting the prediction calculation result at the line boundary station. A data generation unit 1140 and a prediction time correction unit 1150 that corrects the prediction calculation result of the line boundary station are included, and the above-described components of the central processing unit 1100 are configured and executed as a simulation program.

The input device 1300 is an input device such as a mouse or a keyboard, and the display device 1400 is an output device such as a display. The station device 2100 is a device provided in each station, acquires the actual time of a train that departs and arrives at the station, and transmits the actual time to the central processing unit 1100 via the wide area network device 2200 and the network device 1500. In addition, this embodiment demonstrates the driving | operation arrangement | positioning assistance system for the 2nd line area of A line area and B line area.
[Diamond prediction process across line sections]
Each step of the diamond prediction process will be described below with reference to FIGS. FIG. 2 is a flowchart showing the flow of a train operation schedule prediction process in the operation arrangement support system of this embodiment. The driving arrangement support system according to the present embodiment executes diamond prediction processing independent for each line section in parallel, and shares access to the correction data table 1220 among the prediction processing. In the present embodiment, there are two schedule prediction processes executed in parallel in the A line section and the B line section. Steps S2110 to S2150 are the line A section prediction processes, and steps S2210 to S2250 are the B line section prediction processes. It becomes.

First, in S2110, the schedule prediction process for line A is started. The start trigger can be either an event such as a diagram change or a fixed cycle timing. In S <b> 2120, the prediction calculation unit 1130 performs prediction calculation for the A line section. Prediction calculation is based on the operation plan and the actual time stored in the diagram data table 1210, while taking into account the train speed, stop time, travel interval between trains, etc. defined by the operation plan and basic data. Calculate how the delay of the train acquired as will spread after several hours in the future.
[Operating plan]
FIG. 3 is a diagram showing an operation plan in a two-dimensional coordinate system with the vertical axis representing the travel section and the horizontal axis representing time T. FIG. 3 shows a diagram of the adjacent A and B lines with X station as the boundary, and the 001a train, 002a train, and 003a train traveling on the A line area are indicated by line segments 3110, 3120, and 3130, respectively. , The 001b train, the 002b train, and the 003b train traveling in the B line section are indicated by line segments 3210, 3220, and 3230, respectively.

  The 001a train 3110 and the 001b train 3210 have a relationship across different line zones, and the traveling vehicles are the same, but have an operation plan for each line zone as two trains at the X station. Similarly, the 002a train 3120 and the 002b train 3220, and the 003a train 3130 and the 003b train 3230 have a relationship across the line sections.

  A vertical line 3310 is a current time line indicating the current time, and the train in the region on the left side of the current time line 3310 is a train that has already obtained a running record, or a running record is not obtained because a delay has occurred. Indicates that the train is one of If the 001b train 3210 straddling the current time line 3310 is based on the premise that no delay has occurred, the section located on the left side of the intersection of the line segment indicating the current time line 3310 and the train has already acquired the driving record, and the right section Indicates that no running record has been acquired.

In the present embodiment, it is assumed that the 001b train 3210 has a delay of 5 minutes at an intermediate station, and the other trains are pre-train traveling, that is, the traveling performance is not acquired. The line segment indicating the 001b train 3210 in consideration of this condition is a line segment 3320 having a slope in the horizontal direction with respect to the line segment of the operation plan, and the other five trains are the same line segments as the operation plan at the present time.
[Line A Zone Schedule Prediction Processing]
The train 001a train 3110, 002a train 3120, and 003a train 3130 in the A line section shown in FIG. 3 are trains that have not been acquired, that is, have not yet been delayed. Therefore, the predicted time of each train belonging to the A line section calculated by the prediction calculation of S2120 in FIG. 2 is the same value as the operation plan.

  In the prediction time correction in S2130, the prediction time correction unit 1150 in FIG. 1 corrects the result of the prediction calculation performed in S2120 while referring to the data stored in the correction data table 1220. Here, the description will be continued assuming that there is no data already stored in the correction data table 1220 and the process of S2130 is not performed.

  In the correction data registration of S2140, a train entering the A line from the adjacent B line based on the predicted time for the A line calculated by S2120 and S2130 by the correction data generation unit 1140 of FIG. Linkage data between the predicted entry time and the predicted advance time of the train that advances from the A line to the B line is created and stored in the correction data table 1220.

  The correction data includes the train number of the approaching train and the advancing train, the predicted approach time when the approaching train obtained by the prediction calculation of the prediction calculation target line, and the predicted advance time when entering the B line, Data for the margin time calculated as the difference between the minimum required travel time and the required time from entry to advance when traveling at the stop time and the "required time from entry to advance calculated by prediction calculation" Have an item.

  FIG. 4 is a diagram showing the correction data generated in S2140 of FIG. Assuming line A as a base point, 001b train 4210 and 003b train 4230 indicate an approach train, 002b train 4220 indicates an advancing train, and 001b train 4210 and 002b train 4220 are pairs that travel on the same vehicle in the section of line A. Yes, it will be the target train for creating correction data.

  The predicted entry time of the 001b train 4210 is set as the same value as the predicted X station time of the 001a train 4110 calculated by the prediction calculation for the A line section. In this example, the prediction calculation result for the A line section is the same as the operation plan, so the predicted entry time of the 001b train 4210 is set as 9:00. The predicted advance time of the 002b train 4220 is set as the same value as the predicted X station time of the 002a train 4120, and is set to 10:00 in this example.

The allowance time from the entry of the 001b train 4210 to the advancement of the 002b train 4220 is calculated by “predicted calculation” and “the required time from entry to advancement when traveling with the minimum travel time and stoppage time allowed for operation” It is calculated as the difference between “the required time from entry to advance”. In the present embodiment, it is assumed that a margin time of 2 minutes occurs when the vehicle travels with the stop time as the minimum time. A line segment 4410 indicates correction data of the 002a train 4120 when the vehicle travels with the stop time as the minimum time. The train 4210 has a delay of 5 minutes at the station, resulting in a line segment 4320.
[Correction data table]
FIG. 5 shows the data structure of the correction data table 1220 shown in FIG. The approach train, the train line 5110 indicating the train line that is the entry source and destination of the advance train, the entry train 5120 that indicates the train number of the approach train, the predicted entry time 5130 that indicates the predicted entry time of the approach train, and the train number of the advance train , An advance train time 5150 indicating the advance prediction time of the advance train, and a margin time 5160 from the entry of the approach train to the advance of the advance train.

The record 5210 shows correction data regarding the 001b train 4210 and the 002b train 4220 shown in FIG. 4. The train in which the 001b train 4210 and the 002 train 4220 travel on the same vehicle, 9:00 is the estimated entry time, and 10:00. The advance time is assumed, and the margin time is 2 minutes.
[B line section diagram prediction processing]
After completing the diamond prediction process for the A line section in S2150 of FIG. 2, subsequently, the diamond prediction process for the B line section is performed. The schedule prediction process for line A and the schedule prediction process for line B can be operated independently. However, in this embodiment, the process for line B is started at the timing when the process for line A is completed. to continue.

  In S2210, the diagram prediction process for the B line section is started, and in S2220, the prediction calculation for the B line section is executed.

  FIG. 6 is a diagram showing a prediction calculation result for the B line section. Since the 001b train 6210 has acquired a travel record with a delay of 5 minutes at an intermediate station, the prediction calculation result of the 001b train 6210 is indicated by a line segment 6330, and the predicted time of the X station is 9:05. Since the 002b train 6220 and the 003b train 6230 have not acquired the running results, the prediction time is the same as the operation plan, and the line segments indicating the prediction results remain the line segments 6220 and 6230.

  In S2230 of FIG. 2, the prediction time correction unit 1150 corrects the prediction result calculated in S2220 while referring to the data accumulated in the correction data table 1220. The correction target is the predicted advance time at the boundary station of the advance train 5140 in the data of the correction data table 1220 shown in FIG.

  Since the data of the record 5210 in FIG. 5 is stored in S2140, the correction target of the prediction time correction unit 1150 in FIG. 6 is the X station predicted time of the 002b train 6220 traveling in the B line section. The correction time is obtained by adding a value obtained by subtracting the margin time from the delay time of the approaching train to the predicted advance time. The delay time of the approaching train is obtained as a difference between the time indicated by the approaching predicted time 5130 in the correction data table 1220 and the predicted time at the X station of the approaching train obtained by the diamond prediction.

  In this embodiment. Because it is corrected to line segments 6320 and 6330 due to a delay at the station on the way, the predicted time of the 001b train 6210 that is the approaching train is 9:05, and the predicted approach time of the 001b train 6210 of the correction data table 1220 is 9:00, The delay time of the approaching train is calculated as 5 minutes. Since the margin time 5160 in the correction data table 1220 is 2 minutes, the X station predicted time of the corrected 002b train 6220 is 3 minutes, which is the difference between the delay time of the approaching train and the margin time, and is predicted by the 002b train 6220. It becomes 10:03 added to the time 10:00.

  Further, the corrected time is compared with the predicted advance time 5150 in the correction data table 1220. When the predicted advance time 5150 is larger, the value of the predicted advance time 5150 is adopted as the corrected time. This is for simulating the maximum delay time, that is, the maximum value of the time that may be delayed, as the delay time of the section. The corrected 002b train 6220 obtained through the above processing becomes a line segment 6340.

  When the advance prediction time correction is performed in S2230 of FIG. 2, since it is necessary to obtain a prediction calculation based on the corrected value, the process returns to S2220. In this embodiment, since the correction of the 002b train 6220 of FIG. 6 was performed in S2230, the process is returned to S2220, and the prediction calculation is performed again. In the prediction calculation at this time, the 003b train 6230, which is the train after the turn of the 002b train 6220 in FIG. 6, is dragged by the delay of the 002b train 6220 to become a line segment 6350, and a result of a delay of 3 minutes is calculated.

  Thereafter, the predicted time is corrected again in S2230, and if there is no correction target train, the process proceeds to the correction data registration in S2240. In the present embodiment, there is no correction target train in the predicted time correction of S2230 performed for the second time, and therefore the process proceeds to S2240.

  In S2240, data is stored in the correction data table 1220 based on the prediction calculation result for the B line section. The registration target in this embodiment is two pieces of data, a record 5220 in FIG. 5 in which the 001a train 6110 in FIG. 6 is an advancing train, and a record 5230 in which the 002a train 6120 is an entering train and the 003a train 6130 is an advancing train.

  In the record 5220, the data of the 001a train 6110 does not include the approach train that is the train before the return, so each data item of the correction data table 1220 in FIG. The time 5150 is registered as 9:05, which is the X station predicted time of the 001b train 6210, and the spare time is set to 0.

In the record 5230 where the 002a train 6120 is the approach train and the 003a train 6130 is the advance train, the entry prediction time 5130 is registered as the X station prediction time of the 001b train 6220, and the advance prediction time 5150 is registered as the X station prediction time of the 003b train 6230. In the present embodiment, the data is registered assuming that the margin time is zero. Next, in S2250, the prediction process for the B line section is ended as the end process.
[Correction of A line section diagram prediction processing]
At this stage, the delay is not reflected in the A line section diagram, and the operation plan remains as it is. Therefore, after the prediction process for the B line section in S2250 is completed, the prediction process for the A line section is executed again based on this result. That is, the prediction process for the A line section is started in S2110, and the prediction time calculation is executed in S2120.

  The processing of S2120, S2130, and S2140 will be described using FIG. As in the case of the diagram prediction process for the A line section described above, it is assumed that the 001a train 7110, the 002a train 7120, and the 003a train 7130 traveling in the A line area have not been acquired in S2120. The result of the calculation is the same value as the operation plan.

  In the predicted time correction process of S2130, the X station predicted times of the 001a train 7110 and the 003a train 7130 are corrected based on the records 5220 and 5230 shown in FIG. In the record 5220 shown in FIG. 5, since the approach train 5120 is not set, the correction of the 001a train 7110 is performed by comparing the predicted time of the 001a train 7110 with the predicted advance time 5150, and setting the time with a larger value as the corrected time. adopt. In this embodiment, since the value of the predicted advance time 5150 is large, the corrected X station predicted time of the 001a train 7110 is 9:05.

  In the correction of the 003a train 7130, since the delay of the approach train 002a train 7120 is 0 and the margin time of the record 5160 is also 0, the corrected X station predicted time of the 003a train 7130 is the advance of the record 5230. The predicted time 5150 and the predicted time of the 001a train 7110 are compared. In this example, since the value of the predicted advance time 5150 is large, the corrected X station predicted time of the 003a train 7130 is 11:03.

  The correction process of S2130 is thus completed, and the prediction calculation process of S2120 is executed again in order to reflect the correction result in the prediction result of the A line section. As a result, the 002a train 7120 in FIG. 7 is delayed due to the delay of the pre-turnover train 001a train 7110 and becomes a line segment indicated by a line segment 7350, and the calculation results of the 001a train 7110 and the 003a train 7130 that are correction targets are respectively Line segments 7330 and 7360 are obtained.

  As a result, the correction of the operation plan across the A-line and B-line is executed by exchanging data or mutually complementing, and an accurate operation schedule can be predicted.

1100 ··· Central processing unit 1200 · · Database 1300 · · Input device 1400 · · Display device 1500 · · Network 2100 · · Station device 2200 · · Wide area network 1110 · · Diamond data update unit 1120 · · Actual diamond update unit 1130 · -Prediction operation unit 1140-Correction data generation unit 1150-Prediction time correction unit 1210-Diamond data table 1220-Correction data table

Claims (8)

Train operation simulation based on operation plan and actual time, database with diagram data table to store operation plan, data update unit to update operation plan, actual diagram update unit to update actual time for operation plan In the operation arrangement support system that includes a central processing unit having a prediction calculation unit to be executed, and a station device that obtains train traveling results at each station, and that predicts train operation across multiple lines,
In the central processing unit, a correction data generation unit that generates correction data including a predicted time of a different line ward entry time and an advance time of a train that runs across the line ward at the line boundary station, and passes through the line boundary station And a prediction time correction unit that corrects the prediction calculation result of the different line area entry time and the advance time of the train to be operated, and the different line area of the train that operates across the line area generated by the correction data generation unit in the database A correction data table for accumulating the prediction calculation results of the approach time and the advance time is provided, and the different time zone approach time and the predicted time of the advance time of the train created by the correction data generation unit are stored in the correction data table, based on the data of the prediction data table corrects the prediction calculation result of the train operation calculated by the prediction operation unit by the prediction time correction unit, the correction of the operation prediction for multiple line section each Replanning support system and executes the exchange of train operation data of the section.   2. The driving arrangement support system according to claim 1, wherein the correction data generation unit is in the jurisdiction of the adjacent line section of the prediction calculation target line section, and enters the prediction calculation target line section from the adjacent line section and travels after traveling. For trains that advance to the adjacent line section, the train ID at the time of entry and the train ID at the time of entry, the predicted entry time of the approach train determined by the prediction calculation of the prediction calculation target line section, and the predicted advance time of the advance train, Calculated as the difference between "the required time from entry to entry when traveling with the minimum travel time and stop time allowed for operation" and "the required time from entry to entry calculated by prediction calculation" The driving arrangement support system is characterized in that the spare time is generated as correction data for the predicted time at the border station.   The operation arrangement support system according to claim 1 or 2, wherein the predicted time correction unit is a boundary station of the advancing train when the advancing train is included in a prediction calculation target in the registration record of the correction data table. Is registered in the record of the advancing train from the delay time calculated as the difference between the predicted entry time registered in the record of the advancing train in the correction data table and the estimated prediction time obtained by the prediction calculation. A driving arrangement support system, wherein a value obtained by subtracting the margin time is added to the value of the predicted time at the boundary station of the advancing train and corrected.   In the operation arrangement support system according to claim 3, when the value of the predicted advance time registered in the record of the advanced train is larger than the corrected predicted time value, the predicted predicted advance time is set as the corrected value. A driving arrangement support system characterized by that.   5. The driving arrangement support system according to claim 1, wherein the prediction calculation unit, the correction data unit, the prediction time correction unit, and the correction data table are referred to. An operation organization support system characterized in that four processes consisting of update access are executed independently as parallel processes in units of line segments. A data update unit that updates the operation plan, an actual diagram update unit that updates the actual time for the operation plan, a prediction calculation unit that executes a train operation simulation based on the operation plan and the actual time, and a line zone at the boundary station and the correction data generation unit for generating a correction data including the predicted time of the different railway section entry time and advance the time of the train that runs across, prediction of a different track section entry time and advance the time of the train passing through the line section boundary station A central processing unit having a predicted time correction unit for correcting a calculation result, a diagram data table for storing an operation plan, and a different line section entry time and advance of a train operating across the line section generated by the correction data generation unit comprising a database having a correction data table for storing the time prediction calculation result of the station device that performs travel record acquisition of the train at each station, train operation across multiple track sections A method for controlling a driving organizing assistance system for the measurement,
When an advancing train is included in the prediction calculation object in the registration record of the correction data table, the correction of the prediction time at the boundary station of the advancing train is registered in the advancing train record of the correction data table. The value obtained by subtracting the margin time registered in the record of the advancing train from the delay time calculated as the difference between the predicted time and the predicted entry time obtained by the prediction calculation is added to the predicted time value at the border station of the advancing train The control method of the driving arrangement | positioning assistance system characterized by carrying out correction | amendment.   The control method of the driving arrangement support system according to claim 6, wherein when the predicted advance time value registered in the record of the advanced train is larger than the corrected predicted time value, the predicted predicted advance time is corrected. A control method for a driving arrangement support system, characterized in that the value is a value.   The control method of the driving arrangement support system according to claim 6 or 7, wherein the process of the prediction calculation unit, the process of the correction data unit, the process of the prediction time correction unit, and the reference to the correction data table. A control method for a driving arrangement support system, wherein four processes including update access are independently executed as parallel processing in line units.

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