High-speed magnetic levitation system parking point checking method and system

Abstract

The invention discloses a high-speed magnetic levitation system parking point checking method and system, which are corresponding schemes, in the scheme, a vehicle-mounted control subsystem is combined with line data and a train state to check parking point information, and the problems that in the prior art, the parking point information source is single, and the parking point information is not easy to check are solved. The safety risk problem that the train cannot be parked in the auxiliary parking area under the emergency situation can be caused by wrong parking point information; the overall framework of the existing high-speed maglev operation control system is not changed, the parking point checking function is added on the existing framework, the deployment cost is controllable, the safety risk that the vehicle-mounted equipment cannot be parked in the auxiliary parking area under the emergency condition when the parking point is wrong can be effectively reduced, and the overall safety control function of the high-speed maglev operation control system can be reinforced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train operation control technology, and particularly relates to a high-speed maglev system parking point checking method and system. BACKGROUND

[0002] As the core of rail transit system, train operation control system is one of the key devices to ensure train operation safety and improve train operation efficiency. The operation control system of high-speed maglev system combines central control subsystem, partition control subsystem and on-board control subsystem to realize safety protection function. Speed monitoring function is the core protection function of operation control system, which calculates the allowed speed limit according to train data and line data, directly calculates different types of safety braking curves through train traction, and takes target-distance continuous speed control mode for speed protection based on this.

[0003] Since the high-speed maglev system adopts long-stator linear motor, its traction and braking implementation mode is quite different from that of wheel-rail traffic or medium-low speed maglev. The traction and common braking of high-speed maglev system are both sent to external system (partition traction control system) by partition control subsystem to control train acceleration or braking; emergency braking is sent to partition traction control system by partition control subsystem, and train is sent by on-board control subsystem to send emergency braking command, which controls train parking in combination with eddy current braking and skid braking.

[0004] Different from the signal system in wheel-rail traffic and medium-low speed maglev, which calculates speed curve according to movement authority calculated by on-board device, the high-speed maglev operation control system mainly uses ground control. In the high-speed maglev operation control system, the partition control subsystem located on the track side determines the current position end of the train that can be operated according to the operation plan, route information, parking point information, line data, etc., which is called movement authority, and sends it to the on-board control subsystem through wireless communication; then the partition control subsystem calculates common braking according to the movement authority, train traction and braking capacity, and monitors train speed according to the speed curve, and sends common braking command to the partition traction control system when the train speed is too high or too low; at the same time, the on-board control subsystem receives the movement authority through wireless communication, calculates the emergency braking curve according to the train traction and braking capacity, and monitors the train speed according to the emergency braking curve; when the train speed is too high or too low, the partition traction control system sends traction cut-off instruction, and the on-board control subsystem applies emergency braking.

[0005] Unlike the wheel-rail traffic, in the event of an emergency, the partition control subsystem of the high-speed maglev system first starts traction removal to cut off the ground traction, and then the on-board control subsystem controls the train to apply eddy current braking and mechanical braking according to the emergency braking curve to control the train to stop. Since the high-speed maglev system of the conventional conductor type uses the on-board battery energy to realize train suspension, the ground is arranged with a plurality of regions with the ability to charge the on-board battery, which are called auxiliary parking areas. The on-board control subsystem needs to calculate the emergency braking curve according to the location of the parking point of the auxiliary parking area to ensure that the train can be parked in the auxiliary parking area in the event of an emergency, avoiding the situation that the train is parked outside the auxiliary parking area and the train cannot be suspended after the battery power is exhausted.

[0006] The speed control of the high-speed maglev system is completed by both the partition control subsystem and the on-board control subsystem, so the accuracy of the movement authority, especially the parking point information, is crucial to the safe control and efficient operation of the maglev train. In the existing high-speed maglev operation control system, the on-board control subsystem only receives the movement authority through wireless communication and calculates the speed protection curve based on the parking point information in the movement authority to perform low-speed protection. When the parking point sent by the partition control subsystem is wrong, the on-board control subsystem will also use this wrong parking point information to control the train, thereby calculating the wrong speed curve, especially the low-speed protection curve, which may cause the train to fail to park in the auxiliary parking area in the event of an emergency, resulting in a safety risk. In the wheel-rail traffic system, there are methods for checking the movement authority through heterogeneous movement authority information or line data information. To improve the safety of the high-speed maglev operation control system, it is particularly important to propose a parking point checking method. SUMMARY

[0007] The purpose of the present application is to provide a high-speed maglev system parking point checking method and system to solve the problem that the parking point information source is single in the prior art, and the wrong parking point information may cause the train to fail to park in the auxiliary parking area in the event of an emergency, thereby improving the safety of train operation through parking point checking.

[0008] The purpose of the present application is achieved by the following technical solutions: A high-speed maglev system parking point checking method, comprising: The on-board control subsystem calculates the parking point that can be parked after applying emergency braking according to the line data, the movement authority, and the current train speed and position, which is called the on-board calculated parking point, and calculates the distance between the train and the on-board calculated parking point; When the train is running in the section, the on-board control subsystem performs parking point checking according to the ground calculated parking point sent by the partition control subsystem and the distance between the train and the ground calculated parking point, in combination with the on-board calculated parking point and the distance between the train and the on-board calculated parking point; When the check fails, the vehicle-mounted control subsystem performs a safety process.

[0009] A high-speed maglev system parking point check system for implementing the foregoing method comprises: A partition control subsystem for sending a ground-calculated parking point and a distance between the train and the ground-calculated parking point to the vehicle-mounted control subsystem; The vehicle-mounted control subsystem is configured to calculate a parking point that can be stopped at after an emergency brake is applied according to the line data, the movement authorization, and the current train speed and position, referred to as a vehicle-mounted calculated parking point, and to calculate a distance between the train and the vehicle-mounted calculated parking point; and to perform a parking point check according to the ground-calculated parking point and the distance between the train and the ground-calculated parking point in combination with the vehicle-mounted calculated parking point and the distance between the train and the vehicle-mounted calculated parking point when the train is running in a section; and to perform a safety process when the check fails.

[0010] As can be seen from the technical solutions provided by the foregoing application, the vehicle-mounted control subsystem checks the parking point information in combination with the line data and the train state, thereby solving the safety risk that an incorrect parking point can cause the train to fail to stop in the auxiliary parking area, the application does not change the overall architecture of the existing high-speed maglev operation control system, the parking point check function is added to the existing architecture, the deployment cost is controllable, the safety risk that the vehicle-mounted device fails to stop in the auxiliary parking area in an emergency when the parking point is incorrect can be effectively reduced, and the application is conducive to reinforcing the overall safety control function of the high-speed maglev operation control system. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some of the embodiments of the application, and other drawings can be obtained by those of ordinary skill in the art without any creative effort.

[0012] Figure 1 A flowchart of a high-speed maglev system parking point check method provided by the embodiment of the application.

[0013] Figure 2 A high-speed maglev operation control system structure schematic diagram provided by the embodiment of the application. DETAILED DESCRIPTION

[0014] The technical solutions in the embodiments of the application will be described clearly and completely in the following with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only some of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments of the application, all other embodiments obtained by those of ordinary skill in the art without any creative effort are within the protection scope of the application.

[0015] First, the following explanations are provided for the terms that may be used in this article: The term "and / or" means that either or both can be achieved simultaneously. For example, X and / or Y means that it includes both "X" or "Y" as well as the three cases of "X and Y".

[0016] The terms "comprising," "including," "containing," "having," or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.) should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0017] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0018] The following is a detailed description of the parking point verification method and system for a high-speed maglev system provided by this invention. Contents not described in detail in the embodiments of this invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of this invention, they are performed according to conventional conditions in the art or conditions recommended by the manufacturer. Where the manufacturers of the instruments used in the embodiments of this invention are not specified, they are all conventional products that can be purchased commercially.

[0019] Example 1 This invention provides a method for verifying the stopping points of a high-speed maglev system, such as... Figure 1 As shown, it mainly includes the following steps: Step 1: The onboard control subsystem calculates the stopping point that can be stopped after applying emergency braking based on the line data, movement authorization, and the current train speed and position. This point is called the onboard calculated stopping point, and the distance between the train and the onboard calculated stopping point is calculated.

[0020] In the embodiment of the present application, after receiving the mobile authorization, the vehicle-mounted control subsystem judges whether it is consistent with the current mobile authorization, updates the mobile authorization when it is not consistent, and calculates the emergency braking protection curve according to the mobile authorization position, the line data and the train braking capacity, and performs train speed protection according to the updated emergency braking protection curve, when the train running speed exceeds the speed limited by the emergency braking protection curve, the vehicle-mounted control subsystem applies emergency braking to control the train to stop; the vehicle-mounted control subsystem calculates the train stopping position S1 after applying the maximum emergency braking according to the current train speed and position, and calculates the train stopping position S2 through sliding without applying braking, according to the emergency braking protection curve; the vehicle-mounted control subsystem queries the stopping point position between the position interval [S1, S2] in the line data, and takes the vehicle-mounted calculation stopping point as the vehicle-mounted calculation stopping point.

[0021] In the embodiment of the present application, the calculation of the distance between the train and the vehicle-mounted calculation stopping point comprises: the vehicle-mounted calculation stopping point is a set, denoted as [D1_onboard, D2_onboard, …], each item in the set represents the position of a vehicle-mounted calculation stopping point; the distance between the current train position and each stopping point position is calculated to form a distance set [D_stop1_onboard, D_stop2_onboard, …], each item in the set represents the distance between the current train position and the position of a vehicle-mounted calculation stopping point.

[0022] Step 2, when the train is running in the interval, the vehicle-mounted control subsystem performs stopping point checking according to the ground calculation stopping point sent by the partition control subsystem, and the distance between the train and the ground calculation stopping point, and in combination with the vehicle-mounted calculation stopping point and the distance between the train and the vehicle-mounted calculation stopping point.

[0023] In the embodiment of the present application, the number relationship between the vehicle-mounted calculation stopping point and the ground calculation stopping point, and the corresponding relationship between the distance between the train and the ground calculation stopping point and the distance between the train and the vehicle-mounted calculation stopping point are combined to judge whether the checking is passed; specifically: if the number of vehicle-mounted calculation stopping points and ground calculation stopping points is inconsistent, the checking is not passed; if it is consistent, whether the checking is passed is judged according to whether the distance between the train and the vehicle-mounted calculation stopping point and the distance between the train and the ground calculation stopping point satisfy the set corresponding relationship.

[0024] In this embodiment of the invention, the step of determining whether the verification is passed based on whether the distance between the train and the onboard calculated stopping point and the distance between the train and the ground calculated stopping point meet the set correspondence includes: the distance between the train and the onboard calculated stopping point and the distance between the train and the ground calculated stopping point are each a set; if the distances in the two sets correspond one-to-one and the deviation between the corresponding distances does not exceed a threshold, then the verification is passed; if the distances in the two sets correspond one-to-one and the deviation between the corresponding distances exceeds a threshold, then the verification is failed.

[0025] Step 3: If the verification fails, the vehicle control subsystem performs a safety procedure.

[0026] In this embodiment of the invention, if the verification passes, the vehicle control subsystem does not perform any processing; otherwise, it performs safety processing, including: reporting a fault text, indicating that the vehicle-calculated parking point is incorrect, and refusing to use the vehicle-calculated parking point (i.e., refusing to use all parking points in the entire set) to calculate the speed curve.

[0027] To more clearly demonstrate the technical solution and its effects provided by the present invention, the method provided by the embodiments of the present invention will be described in detail below with reference to specific examples.

[0028] Figure 2 A schematic diagram of a high-speed maglev operation control system provided by this invention is shown, illustrating the speed-distance curve of the maglev train braking process under maximum power output of the onboard eddy current brake during emergency braking. Since the traction and service braking of the maglev train are controlled by a ground-based zoned traction power supply electronic system, in an emergency, traction is first cut off. Then, the onboard equipment utilizes the energy from the onboard battery to implement eddy current braking, while simultaneously assisting with other forms of physical braking (such as skid braking, wind resistance braking, etc.) to bring the train to a stop.

[0029] In some embodiments, after the vehicle control subsystem and the zone control subsystem have established a normal communication session connection, the following steps may be included to perform parking point verification: 1. The vehicle control subsystem receives line data.

[0030] After establishing a communication session with the vehicle control subsystem for the first time, the zone control subsystem sends route data within its jurisdiction to the vehicle control subsystem, including gradient, fixed speed limits for each section, and stop information (number of stops and absolute location of each stop).

[0031] During train operation, when the zone control subsystem completes the handover, the handed-over zone control subsystem sends the line data within its jurisdiction to the onboard control subsystem.

[0032] 2. The partition control subsystem calculates and sends the movement authority to the onboard device.

[0033] During train operation, the partition control subsystem periodically calculates the movement authority according to the operation plan, route information, stopping point information, etc., to determine the terminal position that is currently allowed for train operation. When the calculated movement authority is inconsistent with the current movement authority, the partition control subsystem updates the movement authority and calculates the speed protection curve, including the normal braking protection curve and the emergency braking protection curve, according to the movement authority, slope information, and train braking capacity.

[0034] The partition control subsystem calculates the stopping points [D1_wayside, D2_wayside, …] according to the ground, and calculates the distance set [D_stop1_wayside, D_stop2_wayside, …] between the train and the ground-calculated stopping points.

[0035] In the embodiment of the present application, the ground-calculated stopping points can be calculated according to the current position of the train, in combination with the line data and the static data of the stopping points. Since the stopping points that have been passed by the train cannot be used for stopping point calculation and checking, only the stopping points in front of the train running direction need to be calculated.

[0036] The partition control subsystem periodically sends the movement authority, the ground-calculated stopping points, and the distance between the train and the ground-calculated stopping points to the onboard control subsystem.

[0037] After receiving the movement authority, the onboard control subsystem judges whether it is consistent with the current movement authority. When it is inconsistent, the movement authority is updated, and the emergency braking protection curve is calculated according to the movement authority position, slope, train braking capacity, etc.

[0038] 3. The onboard control subsystem calculates the current stopping point.

[0039] The onboard control subsystem calculates the train stopping position S1 after applying the maximum emergency braking at the current train position, and the train stopping position S2 by sliding without applying braking at the current train position, according to the current train speed and position, in combination with the emergency braking protection curve, slope information, and vehicle braking capacity.

[0040] The onboard control subsystem queries the stopping point position between the position interval [S1, S2] in the line data, and takes it as the onboard-calculated stopping point position set [D1_onboard, D2_onboard, …].

[0041] When the number of the onboard calculated stop points is more than one, the train control subsystem calculates the distance between the train and all the current stop points, specifically, the train control subsystem calculates the distance set between the train and the onboard calculated stop points [D_stop1_onboard, D_stop2_onboard, …] according to the current train position and the current stop point position.

[0042] 4. The onboard control subsystem performs stop point verification.

[0043] The onboard control subsystem determines whether the train is running in a section, and when the train is entering or leaving a station, the stop point verification is not performed. In addition, the onboard control subsystem does not perform the stop point verification when the line data is not received or the line data is incomplete.

[0044] (1) When the train is running in a section, the onboard control subsystem determines whether the number of stop points in the onboard calculated stop point position set [D1_onboard, D2_onboard, …] is consistent with the number of stop points in the wayside calculated stop point position set [D1_wayside, D2_wayside, …]. When the number of stop points is not consistent, it is considered that the verification fails, and a safety process is performed.

[0045] (2) When the number of the onboard calculated stop points is consistent with the number of the wayside calculated stop points, the onboard control subsystem determines whether the distance set between the train and the onboard calculated stop points [D_stop1_onboard, D_stop2_onboard, …] and the distance set between the train and the wayside calculated stop points [D_stop1_wayside, D_stop2_wayside, …] are one-to-one corresponding and have the same or similar values.

[0046] 2.1) When the distance set between the train and the onboard calculated stop points and the distance set between the train and the current stop points are one-to-one corresponding, and the deviation is not greater than the threshold value Threshold, the onboard control subsystem considers that the stop point verification is passed, and no processing is performed.

[0047] 2.2) When the distance set between the train and the onboard calculated stop points and the distance set between the train and the current stop points are one-to-one corresponding, and there is a deviation greater than the threshold value Threshold, the onboard control subsystem considers that the stop point verification fails, and a safety process is performed.

[0048] (3) The safety process performed by the onboard control subsystem includes reporting a fault text through a human-machine interface, sending a fault report to the partition control subsystem, prompting that the current stop point is incorrect, and refusing to use the current stop point to calculate a braking curve.

[0049] The method for checking the parking point of the high-speed maglev system does not change the overall architecture of the existing high-speed maglev operation control system, increases the parking point checking function on the existing equipment software, and has controllable deployment cost, so that the safety risk that the vehicle-mounted equipment cannot stop in the auxiliary parking area by executing emergency braking when the ground sends an error parking point can be effectively reduced, and the overall safety control function of the high-speed maglev operation control system can be strengthened. It should be noted that the contents not described in detail in the embodiments of the present application belong to the prior art known to those skilled in the art.

[0050] Through the description of the above embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or can be implemented by means of software and necessary general hardware platforms. Based on such understanding, the technical solutions of the above embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a U disk, a mobile hard disk, etc.), and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present application.

[0051] Embodiment two The embodiment of the present application provides a high-speed maglev system parking point checking system, which is mainly used for realizing the method provided by the foregoing embodiment, and mainly includes: The partition control subsystem is used for sending the ground calculated parking point and the distance between the train and the ground calculated parking point to the vehicle-mounted control subsystem. The vehicle-mounted control subsystem is used for calculating the parking point that can be stopped after emergency braking according to the line data, the movement authorization, and the current train speed and position, which is called the vehicle-mounted calculated parking point, and calculating the distance between the train and the vehicle-mounted calculated parking point, and is also used for, when the train is running in the section, checking the parking point according to the ground calculated parking point and the distance between the train and the ground calculated parking point, in combination with the vehicle-mounted calculated parking point and the distance between the train and the vehicle-mounted calculated parking point, and performing safety processing when the checking fails.

[0052] Considering that the main technical details involved in the system have been described in detail in the previous embodiments, further description is not given.

[0053] The above description is merely preferred embodiments of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions easily conceived by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims. The information disclosed in the background section of the present application is merely intended to deepen the understanding of the general background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes the prior art known to those skilled in the art.

Claims

1. A method for checking a parking point of a high-speed maglev system, characterized in that, The method comprises: The vehicle-mounted control subsystem calculates the stopping point that can be reached after applying emergency braking according to the line data, the movement authority, and the current train speed and position, referred to as the vehicle-mounted calculated stopping point, and calculates the distance between the train and the vehicle-mounted calculated stopping point; When the train is running in the section, the vehicle-mounted control subsystem performs stopping point checking according to the ground calculated stopping point sent by the sub-area control subsystem and the distance between the train and the ground calculated stopping point, in combination with the vehicle-mounted calculated stopping point and the distance between the train and the vehicle-mounted calculated stopping point; When the checking fails, the vehicle-mounted control subsystem performs safety processing.

2. The method of claim 1, wherein, The method further comprises: The sub-area control subsystem sends the line data within the jurisdiction to the vehicle-mounted control subsystem after establishing a communication session connection with the vehicle-mounted control subsystem for the first time; During train operation, the sub-area control subsystem completes handover, and the sub-area control subsystem after handover sends the line data within the jurisdiction to the vehicle-mounted control subsystem.

3. The method according to claim 1 or 2, characterized in that: The sub-area control subsystem periodically calculates the movement authority according to the operation plan, the route information, and the stopping point information to determine the terminal position currently allowed for train operation; when the calculated movement authority is inconsistent with the current movement authority, the sub-area control subsystem updates the movement authority and calculates the speed protection curve according to the movement authority, the gradient information, and the train braking capability; The sub-area control subsystem calculates the distance between the train and the ground calculated stopping point [D1_wayside, D2_wayside, …] according to the ground calculated stopping point [D1_wayside, D2_wayside, …]; The sub-area control subsystem periodically sends the movement authority, the ground calculated stopping point, and the distance between the train and the ground calculated stopping point to the vehicle-mounted control subsystem.

4. The method of claim 1, wherein, The vehicle-mounted control subsystem calculates the stopping point that can be reached after applying emergency braking according to the line data, the movement authority, and the current train speed and position, referred to as the vehicle-mounted calculated stopping point, and calculates the distance between the train and the vehicle-mounted calculated stopping point, comprising: After receiving the movement authority, the vehicle-mounted control subsystem judges whether it is consistent with the current movement authority, updates the movement authority when it is inconsistent, and calculates the emergency braking protection curve according to the movement authority position, the line data, and the train braking capability; The vehicle-mounted control subsystem calculates the train stopping position S1 after applying maximum emergency braking according to the current train speed and position in combination with the emergency braking protection curve, and calculates the train stopping position S2 by sliding without applying braking; The vehicle-mounted control subsystem queries the stopping point position between the position section [S1, S2] in the line data and takes it as the vehicle-mounted calculated stopping point.

5. The method of claim 1 or 4, wherein, The calculation of the distance between the train and the vehicle-mounted calculated stopping point comprises: The vehicle-mounted calculated stopping point is a set, denoted as [D1_onboard, D2_onboard, …], and each item in the set represents the position of a vehicle-mounted calculated stopping point. The distance between the current train position and each stop point position is calculated to form a distance set [D_stop1_onboard, D_stop2_onboard, …], each item in the set representing the distance between the current train position and a train-borne calculated stop point.

6. The method of claim 1, wherein, The stop point checking includes: The number relationship between the train-borne calculated stop point and the ground calculated stop point, and the corresponding relationship between the distance between the train and the ground calculated stop point and the distance between the train and the train-borne calculated stop point are combined to determine whether the checking is passed.

7. The method for verifying parking points in a high-speed maglev system according to claim 6, characterized in that, The number relationship between the train-borne calculated stop point and the ground calculated stop point, and the corresponding relationship between the distance between the train and the ground calculated stop point and the distance between the train and the train-borne calculated stop point are combined to determine whether the checking is passed. If the number of the train-borne calculated stop point and the ground calculated stop point is inconsistent, the checking is failed; If the number is consistent, whether the checking is passed is determined according to whether the distance between the train and the train-borne calculated stop point and the distance between the train and the ground calculated stop point satisfy a set corresponding relationship.

8. The method of claim 7, wherein, The number relationship between the train-borne calculated stop point and the ground calculated stop point, and the corresponding relationship between the distance between the train and the ground calculated stop point and the distance between the train and the train-borne calculated stop point are combined to determine whether the checking is passed. The distance between the train and the train-borne calculated stop point and the distance between the train and the ground calculated stop point are respectively a set; If the distances in the two sets are one-to-one corresponding, and the deviation between the corresponding distances does not exceed a threshold, the checking is passed; If the distances in the two sets are one-to-one corresponding, and the deviation between the corresponding distances exceeds the threshold, the checking is failed.

9. The method of claim 1, wherein, The safety processing performed by the train-borne control subsystem includes: A fault text is reported to prompt that the train-borne calculated stop point is incorrect, and the train-borne calculated stop point is refused to be used to calculate the speed curve.

10. A high speed maglev system parking point checking system, characterized in that, The method for implementing any one of claims 1-9 includes: The zone control subsystem is configured to send the ground calculated stop point and the distance between the train and the ground calculated stop point to the train-borne control subsystem; The train-borne control subsystem is configured to calculate a stop point that can be stopped after emergency braking is applied according to the line data, the movement authorization, and the current train speed and position, referred to as a train-borne calculated stop point, and to calculate the distance between the train and the train-borne calculated stop point; and to perform stop point checking according to the ground calculated stop point and the distance between the train and the ground calculated stop point in combination with the train-borne calculated stop point and the distance between the train and the train-borne calculated stop point when the train is running in a section; and to perform safety processing when the checking is failed.

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