CN110435720B - Method for determining train position by ground equipment based on topology and time sequence - Google Patents
Method for determining train position by ground equipment based on topology and time sequence Download PDFInfo
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- CN110435720B CN110435720B CN201910813305.7A CN201910813305A CN110435720B CN 110435720 B CN110435720 B CN 110435720B CN 201910813305 A CN201910813305 A CN 201910813305A CN 110435720 B CN110435720 B CN 110435720B
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- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
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Abstract
The invention provides a method for determining a train position by ground equipment based on topology and time sequence and a train operation control system. Under the condition that the ground equipment does not calculate the train running path, the method comprises the following steps: receiving a plurality of location reports from the on-board train device, the plurality of location reports including an initial location report; determining whether the initial position of the train reported by the initial position report results in ambiguity; if not, determining whether the reported positions of any two consecutive position reports of the plurality of position reports cross the switch; in response to the position crossing switch, determining whether the switch position changes during two position reports; if the position of the turnout is not changed, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and setting the train position as unknown if the switch position changes.
Description
Technical Field
The invention relates to the field of train operation control, in particular to a method for determining a train position based on topology and time sequence.
Background
Train operation control systems typically include two sections, vehicle-mounted and ground-based, wherein the vehicle-mounted equipment is mounted on the train and the ground-based equipment is mounted trackside and/or in a ground-based machine room. Both sides of the ground machine room equipment and the train-mounted equipment are in wireless communication and act together to finally realize safe and stable operation of the train.
One fundamental problem in train control is the determination of the train location. Fig. 1 shows one solution that is currently widely used:
(1) as shown in fig. 1, the ground is divided into several sections, and each section can identify whether there is a train in the section through an electrical interface (defining that the train is in an "occupied" state when there is a train, and the train is in an "idle" state when there is no train);
(2) setting a beacon at intervals on the ground;
(3) when the train runs through the beacon, the train can obtain the beacon mark;
(4) the train takes the beacon mark as a starting point and sends the beacon mark and the distance of the train relative to the beacon to the ground equipment through wireless communication;
(5) the ground equipment inquires the beacon identification in the electronic map, determines the beacon position of the train, and then determines the accurate position of the train by combining the distance between the train and the beacon.
However, this solution still presents a problem in railway line deployment and in practical applications, i.e. railway line deployment comprising switch devices, which are devices having at least two directions of travel. For ease of illustration, switches having two running directions are described herein. As shown in fig. 2, there are two possibilities for points to be "positioned" and "inverted".
Thus, in combination with the scheme of fig. 1, the above-described "beacon" + offset scheme may have ambiguity in the presence of a switch, as shown in fig. 3.
When the train passes through the beacon 2, the train runs for a certain distance, but does not pass through the next beacon, at the moment, the train-mounted train sends the beacon mark and the relative distance to the ground equipment, the ground equipment can determine the beacon position according to an electronic map, but finds that the train passes through the turnout position after calculating the relative distance, and the turnout has two possibilities of positioning and reversing, namely, the train cannot be determined to be in the positioning direction or the reversing direction.
Second, if the train begins reporting positions at a relative distance directly after "beacon 2," the ground-based equipment cannot determine whether the train is in the "positioning" direction, or the "reversing" direction.
Finally, determining the train position by the train position report means that the train position report content is completely accepted, that is, if the train reports a wrong position, the ground cannot recognize the mistake, and the ground determines the train position according to the position report, and then sends a train control command. Although the train as a safety device should not send a wrong position report, the ground should adopt a stricter checking means for the input which may generate the safety risk, and avoid any safety risk. Meanwhile, the section state of the ground can reflect the position of the train to a certain extent, and the information fusion is carried out on the ground, so that the possibility is provided for safety check.
In summary, in the current scheme, firstly, the turnout may result in that the train cannot be accurately positioned, secondly, mutual checking is not performed through information fusion, and further, due to the above-mentioned problem which is difficult to overcome, the following is caused:
(1) when the line is designed, areas such as level conversion and the like cannot be designed in a turnout area, otherwise, the train positioning failure is caused, and the level conversion failure is further caused; and
(2) under the condition of abnormal vehicle-mounted and ground communication, the train positioning of ground equipment is lost, the train operation cannot be normally controlled, and the train can only be degraded.
Disclosure of Invention
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
The invention aims to solve the problem that the train position cannot be judged and determined when the train passes through the turnout. Through the improvement of the invention, the problems can be overcome without adjusting the system structure and equipment deployment, on one hand, the limitation of line design is reduced, on the other hand, the system control capability can be quickly recovered under the condition of abnormal vehicle-mounted and ground communication, and meanwhile, the safety of the system can be improved through information fusion.
According to an embodiment of the present invention, there is provided a method performed by a ground device for determining a position of a train, wherein the ground device does not calculate a train running path, the method including:
receiving a plurality of location reports from a train-mounted device, the plurality of location reports including an initial location report;
determining whether the initial position of the train reported by the initial position report results in ambiguity;
if the train initial position does not lead to ambiguity, determining whether the reported positions of any two consecutive position reports in the plurality of position reports cross the turnout;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during both position reports, the train location is set to unknown.
According to a further embodiment of the invention, the method further comprises recording the time of the change of the turnout state, and
the determining whether the switch position has changed during the two position reports further includes determining whether there are any switch state changes at times during the two position reports.
According to a further embodiment of the invention, the method further comprises:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the train position as unknown.
According to a further embodiment of the invention, the method further comprises:
if the initial position of the train causes ambiguity, searching the section state in each direction behind the turnout by taking the turnout as a starting point;
judging whether only one direction occupies a section or not in all directions behind the turnout;
if only one direction has an occupied zone, determining the direction of the occupied zone as the running direction of the train, and determining the position of the train according to the determined direction; and
if there is not only one direction occupied zone, the train position is set as unknown.
According to another embodiment of the present invention, there is provided a method performed by a ground device for determining a location of a train, wherein the ground device has calculated a train travel path and the train travel path covers a switch, the method comprising:
receiving a plurality of location reports from a train-mounted device;
determining whether the reported positions of any two consecutive position reports of the plurality of position reports cross a switch;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during the two position reports, the train location is set to unknown and the train is immediately notified of the emergency braking.
According to a further embodiment of the invention, the method further comprises recording the time of the change of the turnout state, and
the determining whether the switch position has changed during the two position reports further includes determining whether there are any switch state changes at times during the two position reports.
According to a further embodiment of the invention, the method further comprises:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the position of the train to be unknown, and immediately informing the train of emergency braking.
According to still another embodiment of the present invention, there is provided a train operation control system, wherein the train operation control system includes:
an on-board device installed on a train, the on-board device configured to send a plurality of location reports to a ground-based device, the location reports including an initial location report; and
a ground device that does not calculate a train movement path, the ground device configured to:
receiving a plurality of location reports from the in-vehicle device, the plurality of location reports including an initial location report
A location report;
determining whether the initial position of the train reported by the initial position report results in ambiguity;
determining any two of the plurality of location reports if the train initial position does not lead to ambiguity
Continuous position reporting whether the reported position crosses a switch;
determining two positions in response to any two consecutive position reports reporting a position crossing a switch
Reporting whether the position of the turnout changes during the period;
if the position of the switch is not changed during the two position reports, the direction of the switch in the period is determined as the running direction of the train passing through the switch, and the position of the train is determined according to the determined direction
Placing; and
if the switch location changes during both position reports, the train location is set to unknown.
According to still another embodiment of the present invention, there is provided a train operation control system, wherein the train operation control system includes:
an onboard device installed on a train, the onboard device configured to send a plurality of location reports to a ground device; and
a ground device that has calculated a train travel path and that covers a switch, wherein the ground device is configured to:
receiving a plurality of location reports from a train-mounted device;
determining whether the reported positions of any two consecutive position reports of the plurality of position reports cross a switch;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during the two position reports, the train location is set to unknown and the train is immediately notified of the emergency braking.
According to a further embodiment of the invention, the surface device is further configured to:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the position of the train to be unknown, and immediately informing the train of emergency braking.
These and other features and advantages will become apparent upon reading the following detailed description and upon reference to the accompanying drawings. It is to be understood that both the foregoing general description and the following detailed description are explanatory only and are not restrictive of aspects as claimed.
Drawings
So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only some typical aspects of this invention and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects.
Fig. 1 is a schematic diagram of a train position determination scheme widely used in the prior art.
Figure 2 is a schematic view of a switch.
Figure 3 illustrates the train position ambiguity problem present in the scheme of figure 1.
Fig. 4A-4B are flow diagrams of a method of determining train position based on topology and timing according to one embodiment of the invention.
Fig. 5 is a flow chart of a method of determining train position based on topology and timing according to another embodiment of the present invention.
Detailed Description
The present invention will be described in detail below with reference to the attached drawings, and the features of the present invention will be further apparent from the following detailed description.
In the presence of a switch condition, the current switch state does not indicate the orientation of the train as it enters the switch zone, as it is possible that the switch orientation changes after the train passes after the train enters the switch zone. That is, the previous direction of travel of the train cannot be determined based on the current switch state. However, switch states may be recorded and the train path and train position at the switch inferred based on the switch states in combination with topology and timing.
As mentioned earlier, on the one hand, the on-board device of the train will typically constantly send location reports (beacon identification + relative distance) to the ground devices periodically, and on the other hand, the ground devices will also monitor the location of the train via ground sensors. These two modes work independently of each other and thus can provide mutual verification. In addition, the ground device notifies the train of the driving path through a wireless communication mode when the driving path of the train is calculated, for example, the ground device locks related resources (including switch positions) on the premise of determining the position of the train, in this case, the train travels according to the notified driving path, so the running direction is clear, and no switch ambiguity exists.
In the case where the ground equipment does not calculate the travel path of the train, it is unclear which orientation the train will travel at the switch location, and therefore additional means are required to determine the actual heading of the train, such as the topology and timing based method of determining the train location of the present invention described in detail below. In the case of being informed of the driving path of the train, if the driving path covers the switch position, the ground device is informed of which orientation the train will travel at the switch position, and in this case, it is still possible to check whether the actual travel of the train coincides with the informed driving path by the method of the present invention to ensure safety.
Fig. 4A-4B depict a flow diagram of a method of determining train position based on topology and timing in the event that a ground device does not calculate a train travel path, in accordance with one embodiment of the present invention.
The ground equipment may be configured to maintain a time axis with reference to the time T0 at which the process for determining train position begins, record in real time the relative time TDx of each change in the acquired switch status, record in real time the time TPx of each on-board reported position, and process according to the following process:
referring first to FIG. 4A, at block 402, it is determined whether a location in an initial location report received from an in-vehicle device results in an ambiguity. As in the previously described example of fig. 3, if the reported position is "beacon 2+ relative distance" and the position has crossed a turnout, it is currently possible for the train to be at either of the two potential positions shown in fig. 3. If the position in the first report after the method has started is ambiguous, then reconsidering that the real-time status of the switch that has passed has not been of practical significance in this case requires additional information to be incorporated in which case the process proceeds to block 404.
At block 404, starting at the switch, the sector states within the relative distance range in each direction after the switch are searched. Taking fig. 3 as an example, the section where the switch is located is section 3, and the next sections in the two directions after the switch are section 4 and section 5, respectively. Based on the relative distance in the report and the setting of the section, the search range includes at least section 3, and possibly also one or both of sections 4 and 5. For example, when the relative distance is short, the train may just have just traveled to the aisle intersection and thus may still stay in zone 3, where only zone 3 is within the relative distance, thus only searching for the status of zone 3. When the relative distance is longer, the train may have traveled away from zone 3 and into one of zone 4 or zone 5, and then zone 3 and one or both of zone 4 and zone 5 are included in the relative distance range (the start points of zone 4 and zone 5 are not necessarily located at the same distance from beacon 2). Flow then proceeds to block 406
At block 406, a determination is made as to whether there is only one direction for the "occupied" sector. As mentioned earlier, the train may be in one of zone 3, zone 4, or zone 5, so normally the status of only one of these three zones is "occupied" and the remaining zone status should be "free". At this point, there may be a case where the current state of zone 3 is occupied, and the states of zone 4 and zone 5 are idle, and it can be considered that there are "occupied" zones in both directions, the flow proceeds to block 408, and the train position is set as unknown, because it cannot be determined in which direction the train is traveling. Subsequently, the flow ends.
The other case is that the status of zone 4 or zone 5 is occupied and the status of the remaining zones is idle. This condition satisfies that there is only one direction for the "occupied" section, so flow proceeds to block 410. At block 410, since there is only one direction in which there is an "occupied" zone and the other directions are all "free" zones, it can be determined that the train must be in this direction, and thus the position of the train can be accurately calculated based on the beacon identification + relative distance. Subsequently, the flow ends.
Returning to block 402, another situation is where the location in the initial location report received from the in-vehicle device does not lead to ambiguity. For example, in the example described in connection with fig. 3, the location of the train has not crossed a switch, or is already behind beacon 3 or beacon 4, then the flow will proceed to the subsequent process in fig. 4B.
Turning to FIG. 4B, following FIG. 4A, when the location in the initial location report received from the in-vehicle device does not lead to ambiguity, flow proceeds to block 412. At block 412, it is determined whether the vehicle-mounted device has two consecutive reported positions crossing a switch. As mentioned previously, the on-board device periodically and continuously sends location reports to the surface device. Although there is no ambiguity in the train position in the current position report, there is a possibility that the train crosses the turnout at the next position report. For example, in the example of fig. 3, the current reported position is before the turnout, and the next reported position falls after the turnout. If it is determined that the location reported twice in succession by the on-board unit does not cross the switch, the process proceeds to block 414, where it is determined that there is no ambiguity in location and the train location is calculated, with the process terminating thereafter. Conversely, if the in-vehicle device has two consecutive reported positions crossing a switch, flow proceeds to block 416.
Assuming that the current location report issued at time TPn-1 indicates that a switch has not been crossed and the next location report issued at time TPn indicates that a switch has been crossed, at block 416, it is determined whether a change in switch location occurred during the two location reports (i.e., [ TPn-1, TPn ]). According to one example, determining whether a change has occurred in switch location during the reporting period (i.e., [ TPn-1, TPn ]) may be accomplished by determining whether the time TDx at which any of the switch state changes recorded exists falls between [ TPn-1, TPn ]. If so, it indicates that the switch state has changed during the period.
If the switch state changes within the time of [ TPn-1, TPn ], it is difficult to determine whether the change occurs before or after the train passes through the switch, and thus the actual traveling direction of the train cannot be easily determined. Accordingly, the flow proceeds to block 418 where the train position is set to unknown.
If the turnout state is not changed within the time of [ TPn-1, TPn ], the turnout state is stable when the train passes through the turnout, and therefore the turnout points point to which direction, and the train is driven to which direction. To further determine the switch direction, flow proceeds to block 420.
At block 420, it is determined whether the switch state continues in a certain direction. More specifically, the states of the turnout states at TPn-1 and TPn can be respectively obtained, and if the turnout states at two times are 'location-location' or 'inversion-inversion', the turnout direction can be determined accordingly. On the contrary, if the switch states at two times are "positioning-reversing" or "reversing-positioning" or one or two of the switch states in which the two time periods are missing, the situation may be that a certain link in the monitoring, recording or transmission of the switch states has a fault. At this point, for safety reasons, the previous or subsequent state cannot simply be used as the actual direction of travel of the train, and the process should jump to block 418 to set the train position as unknown.
If at block 420 it is determined that the switch state continues in a certain direction (one of orientation or inversion), then flow proceeds to block 422. At block 422, the train location is calculated based on the determined switch direction and the process ends.
Fig. 5 depicts a flow diagram of a method of determining train position based on topology and timing with ground devices having calculated a train travel path according to one embodiment of the invention. Unlike the case described in fig. 4, in this embodiment, the ground device has calculated and notified the on-board device of the travel path of the train. As previously mentioned, this indicates that the surface has locked the relevant resource (e.g., line locking has been performed by the interlock device). Assuming that the driving path covers the switch location (if not, there is no possibility of location ambiguity), the ground device may execute the flow of fig. 5 to check whether the actual train running is consistent with the notified driving path, so as to implement driving safety protection.
At block 502, it is determined whether the vehicle-mounted device has two consecutive reported positions crossing a switch. As mentioned previously, the on-board device periodically and continuously sends location reports to the surface device. If it is determined that the positions reported twice in succession by the in-vehicle apparatus do not cross the switch, the flow proceeds to block 504, it is determined that there is no situation where the actual running of the train does not coincide with the notified running path at this time, and the train position is calculated, and then the flow ends. Conversely, if the on-board device has two consecutive reported positions crossing a switch, flow proceeds to block 506.
Assuming that the current location report issued at time TPn-1 indicates that a switch has not been crossed and the next location report issued at time TPn indicates that a switch has been crossed, at block 506, a determination is made as to whether a change in switch location occurred during the two location reports (i.e., [ TPn-1, TPn ]). According to one example, determining whether a change has occurred in switch location during the reporting period (i.e., [ TPn-1, TPn ]) may be accomplished by determining whether the time TDx at which any of the switch state changes recorded exists falls between [ TPn-1, TPn ]. If so, it indicates that the switch state has changed during the period.
In this embodiment, since the ground equipment has informed the driving path and locked the relevant resources, normally, the switch state should not change when the train has driven into the section where the switch is located. Thus, if the switch state changes during the time of TPn-1, TPn, an unknown condition may occur, at which point the flow proceeds to block 508, setting the train location as unknown, and immediately notifying the train of emergency braking.
If the switch state does not change within the time of TPn-1, TPn, it indicates that the switch state is stable when the train passes through the switch, which is also expected. So that the switch points in which direction and the train is heading in which direction. Flow proceeds to block 510.
At block 510, it is determined whether the switch state continues in a certain direction. More specifically, the states of the turnout states at TPn-1 and TPn can be respectively obtained, and if the turnout states at two times are 'location-location' or 'inversion-inversion', the turnout direction can be determined accordingly. On the contrary, if the switch states at two times are "positioning-reversing" or "reversing-positioning" or one or two of the switch states in which the two time periods are missing, the situation may be that a certain link in the monitoring, recording or transmission of the switch states has a fault. At this point, for safety reasons, the flow jumps to block 508, sets the train position as unknown, and immediately notifies the train of emergency braking. It will be appreciated that in this embodiment the direction of the turnout is known in practice (covered by the notified travel path), and therefore the operation of block 510 serves primarily to check and ensure safety, whilst also being consistent with the embodiment of figure 4 from the point of view of computer program control.
If at block 510 it is determined that the switch state continues in a certain direction (one of orientation or inversion), then flow proceeds to block 512. Optionally, the method may further add the step of determining whether the switch is consistent with the switch status in the notified travel path. However, those skilled in the art will appreciate that this step is not necessary because the ground has locked the switch when the train path is announced and no switch change or other anomaly has occurred, then the switch direction should be consistent with the announced train path. At block 512, the train location is calculated based on the determined switch direction and the process ends.
The topology and timing based train position processing method of the present invention is described above. Compared with the scheme in the prior art, the scheme of the invention can overcome the problems in the prior art without adjusting the system structure and equipment deployment. On one hand, the limitation of line design is reduced, and on the other hand, the system control capability can be quickly recovered under the condition of abnormal vehicle-mounted and ground communication.
What has been described above includes examples of aspects of the claimed subject matter. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the claimed subject matter, but one of ordinary skill in the art may recognize that many further combinations and permutations of the claimed subject matter are possible. Accordingly, the disclosed subject matter is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims.
Claims (10)
1. A method performed by a ground device for determining a location of a train, wherein the ground device does not calculate a train movement path, the method comprising:
receiving a plurality of location reports from a train-mounted device, the plurality of location reports including an initial location report;
determining whether the initial position of the train reported by the initial position report results in ambiguity;
if the train initial position does not lead to ambiguity, determining whether the reported positions of any two consecutive position reports in the plurality of position reports cross the turnout;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during both position reports, the train location is set to unknown.
2. The method of claim 1, further comprising recording the time of the change in switch state, and wherein the method further comprises recording the time of the change in switch state, and wherein
The determining whether the switch position has changed during the two position reports further includes determining whether there are any switch state changes at times during the two position reports.
3. The method of claim 1 or 2, wherein the method further comprises:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the train position as unknown.
4. The method of claim 1, wherein the method further comprises:
if the initial position of the train causes ambiguity, searching the section state in each direction behind the turnout by taking the turnout as a starting point;
judging whether only one direction occupies a section or not in all directions behind the turnout;
if only one direction has an occupied zone, determining the direction of the occupied zone as the running direction of the train, and determining the position of the train according to the determined direction; and
if there is not only one direction occupied zone, the train position is set as unknown.
5. A method performed by a ground device for determining a location of a train, wherein the ground device has calculated a train travel path and the train travel path covers a switch, the method comprising:
receiving a plurality of location reports from a train-mounted device;
determining whether the reported positions of any two consecutive position reports of the plurality of position reports cross a switch;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during the two position reports, the train location is set to unknown and the train is immediately notified of the emergency braking.
6. The method of claim 5, further comprising recording the time of the change in switch state, and wherein
The determining whether the switch position has changed during the two position reports further includes determining whether there are any switch state changes at times during the two position reports.
7. The method of claim 5 or 6, further comprising:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the position of the train to be unknown, and immediately informing the train of emergency braking.
8. A train operation control system, characterized by comprising:
an on-board device installed on a train, the on-board device configured to send a plurality of location reports to a ground-based device, the location reports including an initial location report; and
a ground device that does not calculate a train movement path, the ground device configured to:
receiving a plurality of location reports from the vehicle-mounted device, the plurality of location reports including an initial location report;
determining whether the initial position of the train reported by the initial position report results in ambiguity;
if the train initial position does not lead to ambiguity, determining whether the reported positions of any two consecutive position reports in the plurality of position reports cross the turnout;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during both position reports, the train location is set to unknown.
9. A train operation control system, characterized by comprising:
an onboard device installed on a train, the onboard device configured to send a plurality of location reports to a ground device; and
a ground device that has calculated a train travel path and that covers a switch, wherein the ground device is configured to:
receiving a plurality of location reports from a train-mounted device;
determining whether the reported positions of any two consecutive position reports of the plurality of position reports cross a switch;
determining whether the switch location has changed during two location reports in response to any two consecutive location reports reporting a location crossing the switch;
if the position of the turnout is not changed during the two position reports, determining the direction of the turnout in the period as the running direction of the train passing the turnout, and determining the position of the train according to the determined direction; and
if the switch location changes during the two position reports, the train location is set to unknown and the train is immediately notified of the emergency braking.
10. The system of claim 9, wherein the surface device is further configured to:
in response to the fact that the positions of the turnouts are not changed in the two position reporting periods, acquiring the states of the turnouts before and after the two position reporting periods;
if the states of the turnout are consistent, determining the states as the running directions of the train passing through the turnout; and is
And if the states of the turnouts are inconsistent, setting the position of the train to be unknown, and immediately informing the train of emergency braking.
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