CN110891845B

CN110891845B - Train control device and train control method

Info

Publication number: CN110891845B
Application number: CN201780079132.XA
Authority: CN
Inventors: 前岛祐三; 小野秀
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2017-01-23
Filing date: 2017-11-01
Publication date: 2021-11-19
Anticipated expiration: 2037-11-01
Also published as: JPWO2018135083A1; JP6690022B2; WO2018135083A1; CN110891845A

Abstract

In order to solve the problem that when the train automatically travels on a loop line or a delta line when the number of kilometers is specified in a direction uniquely determined by a route on which the train travels, the number of kilometers and a driving direction of the train cannot be appropriately obtained, at least one of a ground device and an on-board device holds: track identification code information in which an identification code unique to each of a plurality of logical blocks into which a track is divided and a direction are assigned; for a path formed by the logic blocks, path information represented by an identification code of the logic block forming the path, a driving direction of the train relative to the direction of the logic block and an opening direction of a fork existing in the path; and creating train control information based on the track identification code information, the route information, and the on-track position information, based on the train position information, created from the identification code of the logical block located at the head position in the traveling direction of the train and the driving direction of the train with respect to the direction of the logical block.

Description

Train control device and train control method

Technical Field

The present invention relates to a train control device and a train control method provided with a ground device and an onboard device.

Background

When the kilometer number is defined by a direction uniquely determined in the route, such as a start point side/end point side, an L direction/R direction, or the like, in order to control the travel of the train, there is a problem that the kilometer number and the driving direction of the train cannot be appropriately obtained when the train travels on a loop line or a delta line.

In the past, when a train is traveling on a loop line or a delta line, a train driver has taken a car in the train and performed visual driving. In addition to a method in which a train driver takes a train and drives the train visually, a method in which the train driver automatically travels on a loop is also conceivable.

For example, patent document 1 discloses the following method: when direction setting information indicating a forward direction or a reverse direction transmitted from a ground side is input to a position near a turnout which branches in a forward direction and a reverse direction of a track when a train is on a loop, a terminal control station device of the train is set to a forward direction mode or a reverse direction mode.

Documents of the prior art

Patent document

Patent document 1: JP 2005-47348 (Japanese unexamined patent application)

Disclosure of Invention

Problems to be solved by the invention

In the travel control of a train, when the kilometer number is defined by a direction uniquely determined by a route on which the train travels, such as a start point side/end point side, an L direction/R direction, and the like, there is a problem that the kilometer number and the driving direction of the train cannot be appropriately obtained when the train automatically travels on a loop line or a delta line. The above-mentioned patent document 1 does not mention the running of the delta line.

Means for solving the problems

The train control device according to the present invention is characterized by comprising: an onboard device mounted on a train running on a track; and a ground device that transmits and receives information to and from the on-vehicle device, at least one of the ground device and the on-vehicle device including: track identification code information in which an identification code unique to each of a plurality of logical blocks into which a track is divided and a direction are assigned; for a path formed by the logic blocks, path information represented by an identification code of the logic block forming the path, a driving direction of the train relative to the direction of the logic block and an opening direction of a fork existing in the path; and on-track position information created from the identification code of the logical block located at the head position in the traveling direction of the train and the driving direction of the train with respect to the direction of the logical block based on the position information of the train, wherein at least one of the ground device and the on-vehicle device creates control information of the train based on the track identification code information, the route information, and the on-vehicle device controls the traveling of the train based on the control information.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, the train can automatically travel even in various track route patterns including a loop line and a delta line.

Drawings

Fig. 1 is a schematic diagram showing a configuration of a train control device according to an embodiment of the present invention.

Fig. 2 is a diagram illustrating the definition of a logical block.

Fig. 3 is a diagram illustrating transition from a track to a logical block.

Fig. 4 is a diagram showing pattern 1 of on-rail position information of a train.

Fig. 5 is a diagram showing pattern 2 of on-track position information of a train.

Fig. 6 is a diagram showing pattern 3 of on-track position information of a train.

Fig. 7 is a diagram showing pattern 4 of train on-track position information.

Fig. 8 is a diagram of pattern 5 showing on-track position information of a train.

Fig. 9 is a diagram showing pattern 6 of the on-rail position information of the train.

Fig. 10 is a diagram showing a path on a track in relation to a logical block.

Fig. 11 is a diagram showing an example of the trajectory of the delta line.

Fig. 12 is a diagram showing an example in which delta lines are divided into logical blocks and a plurality of paths are designated.

Fig. 13 is a diagram showing an example of the trajectory of the loop line.

Fig. 14 is a diagram showing an example of dividing a loop into logical blocks and designating a plurality of paths.

Fig. 15 is a diagram illustrating stop limit positions in the train control information.

Fig. 16 is a flowchart showing a train position information update process when a train single block is on track.

Fig. 17 is a flowchart showing a train position information update process when a train is on track in a plurality of blocks.

Fig. 18 is a flowchart showing train control information creation processing.

Detailed Description

An embodiment of a train control device according to the present invention will be described below with reference to the drawings.

The following examples are specific examples of the embodiments of the present invention, but the present invention is not limited to the examples described below, and various changes and modifications can be made by those skilled in the art within the scope of the technical idea disclosed in the present specification. In the drawings for describing the embodiments, elements having the same function are denoted by the same reference numerals, and redundant description thereof may be omitted.

Examples

The train 100 traveling on a given track 103 is controlled by an on-board device 102 mounted on the train 100.

The track 103 is divided by logical blocks 104.

The ground device 101 holds track identification code information to which a direction 108 and a unique identification code are assigned for each logical block 104 of the divided track 103.

The ground device 101 holds on-track position information, which is created from train position information 105 received from the on-board device 103 of the train 100, by the identification code of the logical block at the head position in the traveling direction of the train 100, and the driving direction (forward direction/reverse direction) of the train 100 with respect to the direction 108 of the logical block 104. The train position information is not limited to being acquired by the on-board device, and may be acquired by the ground device.

The ground device 101 creates a stop limit position 110 in accordance with the occurrence of the obstacle factor 109 in the route, and transmits the stop limit position as the train control information 106 to the on-board device 102. The function of which will be described later using fig. 15. The on-board device 102 then controls the travel of the train 100 based on the train control information 106.

The track identification code information, the on-track position information, and the train control information may be stored and created not on the ground but on the on-vehicle device side, and may be cooperatively performed by both devices. In this case, the track identification code information, the on-track position information, and the train control information are transmitted and received between the two devices as appropriate.

Fig. 2 is a diagram illustrating the definition of the logic block 104.

As described above, the ground device 102 stores track identification code information in which the direction 108 and a unique identification code are assigned to each logical block 104 of the divided track 103.

Here, the arrow side (end side) of the direction 108 is defined as an x-terminal 112, the opposite side (start side) is defined as a y-terminal 113, and for each logical block 104, the x-terminal 112 at the position within the block is set to 0 (0 [ m ] in fig. 2), and the y-terminal 113 is set to the block length (L [ m ] in fig. 2).

As described above, the on-track of the train can be specified regardless of the route form of the track 103.

Fig. 3 is a diagram illustrating transition from the track 103 to the logical block 104.

In fig. 3, the track 103 shown in (a) and the logical block 104 shown in (b) are divided, and the direction 108 and the unique track identification code are assigned to the logical block 104 as described above.

When the fork 107 exists on the track 103, the logical block is divided into a plurality of logical blocks 104 according to the number of branches. For example, the logical block 104 containing the fork number 1 becomes 2 logical blocks, 4b and 5 b. In addition, the logical block 104 including the splitter No. 2 becomes 2 logical blocks of 10b and 11 b. The y-side of the logic block 104 represents the position of the x-side 112 or the y-side 113 of the adjacent logic block according to the defined direction of the logic block 104. That is, 1 point of the position can be defined multiply. Thus, in fig. 3, the x-side 112 of logic block 3b is the y-side 113 of logic block 4b and is also the y-side 113 of logic block 5 b.

Next, the type of the on-track position information of the train 100 will be described with reference to fig. 4 to 8. Hereinafter, the leading position of the train in the traveling direction of the train is referred to as "leading train position", the rear end position of the train is referred to as "rear train position", the distance from the x end to the leading train position in the logical block is referred to as "a [ m ], and the train length is referred to as" b [ m ].

In the embodiment according to the present invention, the remaining distance in the logical block and the train rear end position are represented by using the identification code of the logical block and the driving direction (forward direction/reverse direction) of the train with respect to the direction of the logical block as the on-rail position information. Here, the remaining distance in the logical block indicates a distance remaining as a non-running portion of the train head position of the running train in the logical block, and it is possible to determine whether one logical block on which the train is running is one or more than one logical block on which the train is running, based on the remaining distance in the logical block, the train length, and the logical block length. The train rear end position indicates a distance from the x-end of the logical block to the train rear end position, and can be used for determination of presence or absence of an obstacle to a rear train.

Fig. 4 is a diagram showing pattern 1 of on-rail position information of a train. The pattern 1 is a case where the train 100 is driven in the positive direction in the track/train direction in the 1 logical block. In pattern 1, as shown in fig. 4, the remaining distance in the logical block is a (the same value as the train head position), the train rear end position is a + b (the value obtained by adding the train length to the train head position), the logical block is 1b, and the driving direction is the positive direction. In addition, the logical block length of the logical block 1b is set to L₁。

Fig. 5 is a diagram showing pattern 2 of on-track position information of a train. The pattern 2 is a case where the train 100 has a track and a train running direction in the opposite direction in the 1 logical block. In the type 2, as shown in fig. 5, the remaining distance in the logical block becomes L₁A (from logical block length L)₁Subtracting the value of the train head position a), the train rear end position becomes a-b (the value of subtracting the train length b from the train head position a), the on-track logical block becomes 1b, and the driving direction becomes the reverse direction.

Fig. 6 is a diagram showing pattern 3 of on-track position information of a train. In this pattern 3, the train 100 is on-track across a plurality of logical blocks, and the driving direction of the train with respect to the head-end on-track logical block is a positive direction, and the driving direction of the train with respect to the rear-end on-track logical block is also a positive direction. In pattern 3, as shown in fig. 6, the remaining distance in the logical block is a (the same value as the train head position as in fig. 4), and the train rear end position is the remaining train length existing in the rear end on-track logical block, and therefore b- (L)₁-a) the on-track logical block is 1b for the remaining distance within the logical block and 2b for the rear end position of the train, the driving direction becomes positive in both logical blocks. The logical block length of the logical block 2b is set to L₂。

Fig. 7 is a diagram showing pattern 4 of train on-track position information. In the pattern 4, the train 100 is on-track across a plurality of logical blocks, and the driving direction of the train with respect to the head-end on-track logical block is a forward direction, and the driving direction of the train with respect to the rear-end on-track logical block is a reverse direction. In the pattern 4, as shown in fig. 7, the remaining distance in the logical block is a (the same value as the head of the train as in fig. 4), and the rear end position of the train is the logical block length L of the on-track logical block 2b from the rear end₂The value L of the remaining train length of the logical block 2b existing behind is subtracted₂-(b-(L₁-a)), the on-track logical block has a remaining distance of 1b for the logical block, and has a rear end position of 2b for the train, and the driving direction is a positive direction for the logical block 1b and a negative direction for the logical block 2 b.

Fig. 8 is a diagram of pattern 5 showing on-track position information of a train. In this pattern 5, the train 100 is on-track across a plurality of logical blocks, the driving direction of the train with respect to the head-of-line logical block is a reverse direction, and the driving direction of the train with respect to the rear-end on-track logical block is a forward direction. Under type 5, as shown in FIG. 8, the remaining distance in the logic block is L₁A (from head of rank on track logical block length L as in FIG. 5)₁Minus the value of the train head position a), the train rear end position is b-a (subtracting the train length b from the train length b)The value of the car head position a), the remaining distance in the track logical block for the logical block becomes 1b, the rear end position of the train becomes 2b, the driving direction becomes a reverse direction for the logical block 1b, and the driving direction becomes a forward direction for the logical block 2 b.

Fig. 9 is a diagram showing pattern 6 of the on-rail position information of the train. In this pattern 6, the train 100 is on-track across a plurality of logical blocks, the driving direction of the train for the head-end on-track logical block is in the opposite direction, and the driving direction of the train for the rear-end on-track logical block is also in the opposite direction. Under the pattern 6, as shown in fig. 9, the remaining distance within the logical block is L₁A (from logical block length L as in FIG. 5)₁Minus the value of the train head position a), the train rear end position is the on-track logical block length L from the rear end as in fig. 7₂Subtracting the value L of the remaining train length present in the back end on-track logic block₂- (b-a), the remaining distance in the track logical block is 1b for the logical block, and 2b for the rear end position of the train, and the driving direction is in the opposite direction in both logical blocks.

Fig. 10 is a diagram showing a path on a track in relation to a logical block.

The route in the present invention is a concept for clarifying the stopping limit position 110 and the route summary in the middle thereof shown in fig. 1 when the train 100 is given a travel permission.

The route is assigned a unique identification number in the ground device 101, and the logic block 104 is designated in the order of connection with respect to the driving direction.

Adjacent paths are defined by sharing a part of the logical blocks between one end portion and the other start portion of the paths, and repeating them by 1 logical block or more.

The driving direction of the train 100 is defined for each logical block constituting the route. Here, the driving direction is not always constant within the route according to the route form of the track 103, and the driving direction may be changed when the logical block 104 is changed.

In addition, in the case where the fork 107 is present in the path, the opening direction (positioning/inversion) of the fork 107 is defined.

The following table of fig. 10 is a table showing the designation of logical blocks in the routes and the opening direction of the forks for each route 1 to 4, and the parenthesis of the designated logical block indicates the driving direction in the direction 108 of each logical block 104 in the positive or negative direction.

From the above, the route information can be defined regardless of the route form of the track 103. The route information is stored in at least one of the ground device 101 and the onboard device 102.

Next, as one of the route forms of the track 103, the logical block 104 and the route information when the track 103 of the delta line travels will be described.

Fig. 11 is a diagram showing delta lines formed by using 3 forks nos. 1 to 3 as an example of the track 103 of the delta lines.

Fig. 12 is a diagram showing an example in which delta lines are divided into logic blocks 104 and a plurality of paths are designated. In this example, 4 paths 1 to 4 are formed as shown in the drawing, and the designation of logical blocks in the paths and the opening directions of the forks present in the paths are shown below the paths 1 to 4.

Next, as one of the route forms of the track 103, the logical block 104 and the route information when the track 103 on the loop travels will be described.

Fig. 13 is a diagram showing a loop formed using a fork No. 1 as an example of the loop track 103.

Fig. 14 is a diagram showing an example in which a loop line is divided into logical blocks 104 and a plurality of paths are designated. In this example, 6 paths 1 to 6 are formed as shown in the drawing, and the designation of logical blocks in the paths and the opening directions of the forks present in the paths are shown below the paths 1 to 6.

When the distance from the route start end of the previous value of the train is longer than the distance from the route start end of the current time to the track position (that is, the distance from the route start end of the train becomes shorter due to the passage of time) based on the route information and the on-track position information while the train is traveling on the loop, it is determined that the train is moving backward, and the ground device or the on-vehicle device may create train control information in which setting is made to stop the train promptly.

Fig. 15 is a diagram illustrating the stop limit position 110 in the train control information 106.

The ground device 101 detects the presence or absence of the occurrence of the obstacle factor 109 in the route based on the track identification code information, the on-track position information, and the route information. When there is an obstacle (an obstacle factor has occurred), the train control information 106 is created in which a stop limit position 110 is set, which is obtained by subtracting a safety margin distance 111 including a margin for operation from a point of the obstacle factor 109 in the route. The ground device 101 transmits the train control information 106 to the on-board device 102. The train control information may be generated from the on-vehicle device side, or may be generated by cooperation between the ground device side and the on-vehicle device side.

Next, the update process of the train position information will be described. Fig. 16 and 17 are diagrams showing a flowchart of the train position information update process, fig. 16 is a flowchart of a case where a train is in a single logical block on a track, and fig. 17 is a flowchart of a case where a train is in a track across multiple logical blocks.

Here, the update processing of the train position information shown in fig. 16 and 17 may be executed by the ground device 101 or the on-vehicle device 102, or may be executed by both devices in cooperation. The update process including the steps described below will be described mainly with respect to the ground surface apparatus 101. Actually, the processing is executed by a CPU (not shown) provided in the ground device 101 based on the program.

First, the update process of the train-position information will be described with reference to a flowchart shown in fig. 16.

In step S001, the ground device 101 starts the process of updating the train position information.

In step S002, the ground device 101 acquires the train position information 105 from at least one of the reception from the on-board device 102 and the ground device 101 itself, and calculates the logical block remaining distance.

In step S003, the ground device 101 determines whether or not the number of logical blocks on which the train 100 is running is 1 based on the logical block remaining distance. Specifically, it is determined whether the number of logical blocks 104 on which the train 100 is running is 1 according to the remaining distance in the logical blocks, the train length, and the logical block length.

If it is determined at step S003 that the number of logical blocks on which the train 100 is traveling is 1 (yes), the ground device 101 determines at step S004 whether or not the driving direction is the forward direction.

If it is determined in step S004 that the driving direction is the forward direction (yes), the ground device 101 sets pattern 1 as the on-track position information of the train in step S006, and ends the update process in step S008. Specifically, as in fig. 4, the remaining distance in the logical block is the head position of the train, and the value obtained by adding the train length to the head position of the train is the rear end position of the train.

If it is determined in step S004 that the driving direction is the reverse direction (no), the ground device 101 sets the standard pattern 2 for the train rail position in step S007, and ends the update process in step S008. Specifically, as in fig. 5, the logical block length is subtracted by the remaining distance in the logical block to obtain the head position of the train, and the head position of the train is subtracted by the train length to obtain the rear end position of the train.

If it is determined at step S003 that the number of logical blocks on which the train 100 is running is not 1 (no), the ground device 101 executes a process of updating train position information when multiple logical blocks are running on the track at step S005 (a flowchart shown in fig. 17 described later). When the update process in this case is completed, the ground device 101 ends the update process of the train position information in step S008.

Next, the process of updating the train position information when the train 100 is on track in a plurality of logical blocks will be described with reference to the flowchart shown in fig. 17.

In step S101, the ground device 101 starts the process of updating the train position information when the multi-logical block is in the track.

In step S102, the floor device 101 determines whether the driving direction for the logical block of the head row on the track is the positive direction.

If it is determined in step S102 that the driving direction for the logical block of the head on track is the positive direction (yes), the floor device 101 determines in step S103 whether the driving direction for the logical block of the rear end on track is the positive direction.

If it is determined in step S103 that the driving direction for the rear end on-track logical block is the positive direction (yes), the ground device 101 sets the standard formula 3 for the train on-track position in step S105, and ends the update process in step S109. Specifically, as in fig. 6, the remaining distance in the logical block is the train head position, and the remaining train length is the train rear end position.

If it is determined in step S103 that the driving direction for the rear end on-track logical block is not the forward direction (reverse direction) (no), the ground device 101 sets the standard formula 4 for the train on-track position in step S106, and ends the update process in step S109. Specifically, as in fig. 7, the remaining distance in the logical block is the train head position, and the value obtained by subtracting the remaining train length from the rear end on-track logical block length is the train rear end position.

If it is determined at step S102 that the driving direction for the logical block of the head row on the track is not the positive direction (negative direction) (no), at step S104, the floor device 101 determines whether the driving direction for the logical block of the rear end on the track is the positive direction.

If it is determined in step S104 that the driving direction for the rear end on-track logical block is the positive direction (yes), the ground device 101 sets the standard formula 5 for the train on-track position in step S107, and ends the update process in step S109. Specifically, as in fig. 8, the value obtained by subtracting the logical block remaining distance from the head-of-track logical block length is the head-of-train position, and the remaining train length is the rear-end train position.

If it is determined in step S104 that the driving direction for the rear end on-track logical block is not the forward direction (reverse direction) (no), the ground device 101 sets the standard pattern 6 for the train on-track position in step S108, and ends the update process in step S109. Specifically, as in fig. 9, the value obtained by subtracting the remaining distance in the logical block from the head-end on-rail logical block length is the train head position, and the value obtained by subtracting the remaining train length from the rear-end on-rail logical block length is the train rear end position.

Next, the generation process of the train control information will be described. Fig. 18 is a flowchart showing train control information creation processing. Here, the process of generating the train control information may be executed by each of the ground device 101 and the on-vehicle device 102, or may be executed by cooperation of both devices, as in the update process of the train position information. The following steps will be described mainly with reference to the floor system 101. Actually, the following processing is executed by a CPU (not shown) provided in the ground device 101 based on a program.

In step S201, the ground device 101 starts the process of creating train control information.

In step S202, the ground device 101 determines whether the train 100 is not on the track in the obstacle section.

If it is determined in step S202 that the train 100 is not on the track in the obstacle section (yes), the ground device 101 determines in step S203 whether or not there is no obstacle factor 109 in the route.

If it is determined in step S203 that there is no obstacle factor 109 in the route (yes), the ground device 101 sets a point obtained by subtracting the safety margin distance 111 from the route end as the stop limit position 110 in step S205, and ends the creation process in step S207.

If it is determined in step S202 that the train 100 is on the track in the obstacle section (no), the ground device 101 sets the stop limit position to be not possible in step S204, sets an emergency immediate stop for the train, and ends the creation process in step S207.

If it is determined in step S203 that there is an obstacle factor 109 in the route (no), the floor device 101 sets a point obtained by subtracting the safety margin distance 111 from the point of the obstacle factor as the stop limit position 110 in step S206, and ends the creation process in step S207.

The embodiments described above are specific examples of the embodiments of the present invention, and the present invention is not limited to the embodiments, and various changes and modifications can be made by those skilled in the art within the scope of the technical idea disclosed in the present specification.

Description of reference numerals

100 train

101 floor installation

102 vehicle-mounted device

103 track

104 logic block

105 train position information

106 train control information

107 bifurcation device

108 direction

109 causes of disorder

110 stop limit position

111 safe margin distance

112 logical block x side

113 logic block y.

Claims

1. A train control device is characterized by comprising:

an onboard device mounted on a train running on a track; and

a ground device for transmitting and receiving information to and from the on-vehicle device,

at least one of the ground device and the onboard device is provided with:

track identification code information in which an identification code unique to each of the logical blocks and a direction are assigned to the logical block into which the track is divided; for a route formed by the logic blocks, route information represented by an identification code of the logic block forming the route, a driving direction of the train relative to the direction of the logic block, and an opening direction of a fork existing in the route; and on-track position information of the train represented by a remaining distance within the logical block and a rear end position of the train calculated from an identification code of the logical block located at a head position in a traveling direction of the train and a driving direction of the train with respect to a direction of the logical block based on the position information of the train,

and at least one of the ground device and the on-vehicle device creates control information of the train based on the track identification code information, the route information, and the on-track position information,

the on-board device controls travel of the train based on the control information,

when the train is on the track in a single logical block, at least one of the ground device and the on-board device sets a pattern of the on-track position information of the train based on the driving direction of the train with respect to the direction of the logical block and executes the update processing of the on-track position information of the train, and when the train is on the track across multiple logical blocks, sets a pattern of the on-track position information of the train based on the driving direction of the train with respect to the direction of the row head on-track logical block and the driving direction of the train with respect to the direction of the rear end on-track logical block and executes the update processing of the on-track position information of the train.

2. The train control device of claim 1,

when an obstacle occurs in the route, at least one of the ground device and the on-vehicle device creates a stop limit position obtained by subtracting a safe margin distance from a point where the obstacle occurs, as the control information.

3. The train control device of claim 2,

the safe surplus distance comprises the application margin.

4. The train control device of claim 1,

when the track is a loop, if the distance from the start of the route of the train becomes shorter with time based on the route information and the on-track position information, it is determined that the train is moving backward, and the control information sets an emergency immediate stop of the train.

5. A train control method is characterized in that,

the following information is used: assigning, to a logical block obtained by dividing a track on which a train travels into a plurality of logical blocks, identification code information for identifying the logical block and a unique direction for each logical block; and path information representing a path formed by the logical blocks, the identification code of the logical block forming the path, the driving direction of the train relative to the direction of the logical block, and the opening direction of a bifurcation existing in the path,

the train control method comprises the following steps:

a step 1 of calculating a remaining distance in the logical block and a rear end position of the train from an identification code of the logical block located at a head position in a traveling direction of the train and a driving direction of the train with respect to a direction of the logical block based on the position information of the train, and creating on-track position information of the train;

a step 2 of creating control information of the train based on the track identification code information, the route information, and the on-track position information; and

a 3 rd step of controlling the travel of the train based on the control information,

when the train is on the track in a single logical block, the pattern of the on-track position information of the train is set based on the driving direction of the train relative to the direction of the logical block, and the updating processing of the on-track position information of the train is executed.

6. The train control method according to claim 5,

in the step 2, when an obstacle occurs in the route, the control information is created in which a stop limit position is set in which a safe margin distance is subtracted from a point where the obstacle occurs.

7. The train control method according to claim 6,

the safe margin distance includes a margin for use.

8. The train control method according to claim 5,

in the step 2, when the track is a loop, if the distance from the route start end of the train becomes shorter with time based on the route information and the on-track position information, it is determined that the train is moving backward, and the control information in which the emergency immediate stop of the train is set is created.