Train emergency rescue method and device based on vehicle-to-vehicle communication

Abstract

The application provides a degraded train emergency rescue method and device based on vehicle-to-vehicle communication. The method comprises the following steps: acquiring the communication state of a train and a ground system and a communication private network of a front vehicle and a rear vehicle; judging whether the train communication private network is faulty according to the communication state; if the private network is faulty, the train brake is applied on the main line, and a vehicle-mounted private network switch is restarted, if the private network is successfully recovered, the train brake is released and the train is put into operation again; if the private network is still not recovered, a vehicle-mounted public network switch is started, a public network communication between the train and the front vehicle and the rear vehicle is established, and emergency rescue is performed through the public network. The emergency rescue method can automatically restart the private network switch when the communication private network is faulty, if the private network cannot be recovered by restarting the switch, the standby public network is started to perform autonomous rescue, and the purpose of quickly completing the rescue is achieved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a degraded train emergency rescue method and system based on vehicle-to-vehicle communication. Background Technology

[0002] Traditionally, the rail transit industry uses dedicated networks to ensure system safety and redundant designs to improve system reliability. However, signaling system failures caused by network faults remain a difficult problem to solve in the rail transit industry.

[0003] The inventors discovered that existing technologies generally employ a fusion of private and public networks to achieve communication interoperability between the public network dispatching system and the LTE-R private network train dispatching system. However, with the increasing intelligence of train signaling systems and the emergence of fully automated, driverless trains, when a private network failure occurs, rescue personnel must travel from the platform to the fault location, incurring significant manpower, material, and financial costs. Furthermore, passengers remaining at the fault location for extended periods can cause disturbances. Fault rescue is a crucial consideration, and minimizing the impact of faults is an urgent problem to be solved. Summary of the Invention

[0004] The purpose of this invention is to provide a method and device for emergency rescue of degraded trains based on vehicle-to-vehicle communication. This emergency rescue method can automatically restart the private network switch when the private network fails. If restarting the switch fails to restore the network, it will start the backup public network for autonomous rescue, thereby achieving the goal of quickly completing the rescue.

[0005] To achieve the above objectives, a first aspect of the present invention provides a degraded train emergency rescue method based on vehicle-to-vehicle communication, comprising:

[0006] Acquire the communication status between the train and the ground system, as well as the dedicated communication networks between the train and the preceding and following vehicles;

[0007] Determine whether the train's dedicated communication network has malfunctioned based on the communication status;

[0008] If the communication private network is determined to be faulty, restart the onboard private network switch of the train;

[0009] Determine whether the communication private network is restored after the vehicle-mounted private network switch is restarted;

[0010] If it is determined that the onboard private network has not been restored, the onboard public network switch of the train is activated to establish public network communication between the train and the preceding and following trains.

[0011] Emergency rescue operations are performed via the aforementioned public communication network.

[0012] The second aspect of the present application provides a degraded train emergency rescue device based on train-to-train communication, comprising:

[0013] a memory for storing a computer program;

[0014] a processor for executing the computer program to implement the following steps:

[0015] acquiring a communication state of a communication private network of a train with a ground system and a train with a preceding train and a following train;

[0016] determining whether the communication private network of the train fails according to the communication state;

[0017] if it is determined that the communication private network fails, restarting an onboard private network switch of the train;

[0018] determining whether the communication private network is restored after the onboard private network switch of the train is restarted;

[0019] if it is determined that the onboard private network is not restored, enabling an onboard public network switch of the train to establish public network communication between the train and the preceding train and the following train;

[0020] performing an emergency rescue operation through the public network. The device relies on the installation of a private network and a public network on an onboard device, and under the premise of ensuring system safety, the automatic restart of the private network, the integration of the private network and the public network, and the improvement of the availability of the system enable the system to be put into operation as soon as possible after a failure occurs.

[0021] In another aspect, the present application provides a machine-readable storage medium having instructions stored thereon for causing a machine to perform the degraded train emergency rescue method based on train-to-train communication.

[0022] Through the above technical solution, the train can quickly obtain rescue after the private network communication fails, the failed train automatically runs to a platform, and rescue personnel can rescue at the platform, thereby reducing the rescue cost.

[0023] Other features and advantages of the embodiments of the present application will be described in detail in the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings are included to provide a further understanding of the embodiments of the present application, and constitute a part of the specification, and are used together with the following detailed description to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. In the drawings:

[0025] Figure 1 is a flowchart of a degraded train emergency rescue method based on train-to-train communication provided by an embodiment of the present application;

[0026] Figure 2 is a block diagram of a degraded train emergency rescue system based on vehicle-vehicle communication provided by an embodiment of the present application;

[0027] Figure 3 is a specific flowchart of a degraded train emergency rescue method based on vehicle-vehicle communication provided by an embodiment of the present application. DETAILED DESCRIPTION

[0028] The specific embodiments of the present application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application.

[0029] The train involved in the present application needs to be able to provide both a private network and a public network. In some embodiments, the private network can be an LTE-U or LTE-M private network, which is used for train-ground and train-vehicle communication under normal circumstances; the public network can be a commonly used mobile network, such as a 4G or 5G network, which is only used for temporary communication when the private network fails. In other embodiments, the private network can also be a 5G private network, etc. The present application is described in detail taking the LTE-U or LTE-M private network as an example.

[0030] Figure 1 is a flowchart of a degraded train emergency rescue method based on vehicle-vehicle communication provided by an embodiment of the present application. As shown in Figure 1 , the method comprises:

[0031] acquiring the communication state of the private network for communication between the train and the ground system, and between the train and the front and rear vehicles;

[0032] determining whether the private network of the train fails according to the communication state;

[0033] if it is determined that the private network fails, restarting the on-board private network switch of the train;

[0034] determining whether the private network is restored after the on-board private network switch of the train is restarted;

[0035] if it is determined that the private network is not restored, enabling the on-board public network switch of the train, and establishing public network communication between the train and the front and rear vehicles;

[0036] performing an emergency rescue operation through the public network.

[0037] If the communication private network is recovered after the private network switch of the vehicle is restarted, the train releases the braking and resumes operation. During the operation of the train, the train communicates with the ground system and the front and rear trains through the private network according to a communication cycle. In the communication cycle, the train stores information of the front and rear trains in the current communication cycle, which includes the identification of the front and rear trains, the positions of the front and rear trains, and the current communication time node. If the communication between the train and the ground system and the front and rear trains is interrupted, the private network fails. At this time, the vehicle is braked on the main line due to the communication failure. After detecting the failure of the private network, the private network switch is automatically restarted. If the private network is recovered after the restart, the train releases the braking and resumes operation. Otherwise, the public network is started to perform emergency rescue through the public network.

[0038] In some embodiments, the number of restarts of the private network switch can be set. When the number of restarts is reached and the network is still not recovered, it is determined that the network cannot be recovered, and the public network is started to perform emergency rescue.

[0039] In some embodiments, the establishment of the public network communication between the train and the front and rear trains performs an emergency rescue operation through the communication public network of the train, including:

[0040] The front and rear trains of the train are called through the information of the front and rear trains saved by the train history, and the public network communication between the train and the front and rear trains is established. The information of the front and rear trains includes the identification of the front and rear trains, which is similar to the vehicle identity ID and is globally unique. The vehicles call each other through the vehicle identity ID.

[0041] In some embodiments, the emergency rescue operation is performed through the public network, including:

[0042] The failure information of the train is transmitted to the front and rear trains, and the front and rear trains are requested to report the failure information of the train to the control center through the communication private network of the front and rear trains.

[0043] When the train vehicle and the train ground special network communication fails, the train brake is on the main line, the train cannot communicate with the center or other trains through the special network, the public network is opened to enable the train to communicate with other trains through the public network for a short time, and the other trains are requested to report the fault information to the center through the special network, so that the fault information can be reported in time. In any case, the center receives the train fault information and will make an emergency schedule for the trains on the same track to avoid safety accidents, and the special network communication failure is no exception. In the present application, the front train and the rear train will immediately report the fault information to the center after receiving the forwarding request, and the center will quickly respond after receiving the fault information forwarded by the front train and the rear train, and coordinate the scheduling of other trains that need to pass through the fault train brake area. Artificial intervention is prohibited to enter the fault area, and the train running safety is ensured. At the same time, the communication between the center and the train is still carried out through the special network, which ensures the data security of the center.

[0044] In the present embodiment, the fault information includes position information of the train brake on the main line and communication special network fault information of the train. The network fault information is LTE-U / M special network fault information. The position information of the train brake on the main line can be used to lock the area that needs to be controlled for safety by the center to avoid safety accidents, and the train communication special network fault information can facilitate the center to obtain vehicle abnormalities and arrange maintenance, rescue and passenger boarding and alighting operations.

[0045] In other embodiments, after the train brake is on the main line, the last acquired front train position before the communication interruption is used as a dangerous point for protection. After the communication failure, the communication between the train and other trains is interrupted, and the running information of other trains cannot be transmitted to the fault train. However, after the fault is reported, the center will make a schedule, and the fault train uses the last acquired front train position as a dangerous point to ensure the running safety between the fault train and the adjacent train.

[0046] In other embodiments, the emergency rescue operation performed through the public network includes:

[0047] According to the position information of the train brake on the main line and the electronic map stored in the on-board system of the train, the position of the nearest platform in front of the train running is searched;

[0048] According to the last acquired front train position of the train before the communication special network communication interruption, it is judged whether there is a front train running in the same direction between the position of the train brake on the main line and the nearest platform in front of the train running:

[0049] If exists, judge whether the distance between the front car and the train meets the virtual hitching condition, that is, whether the distance is less than a car length; if yes, send a virtual hitching application to the front car to hitch the train and the front car to form a virtual marshalling train, and release the hitching after the virtual marshalling train drives to the nearest platform in front; if no, start the radar detector of the train, and control the train to run at a limited speed to the nearest platform in front;

[0050] If not, start the radar detector of the train, and control the train to run at a limited speed to the nearest platform in front. After releasing the hitching, the faulty train carries out rescue at the nearest platform, and the front car continues to operate according to the plan.

[0051] The distance often refers to the straight line between two points, but the railway track construction needs to consider the terrain and other factors, and is not necessarily a straight line, so when judging whether there is a front car operating in the same direction, the railway track map, the position of the train brake on the main line, the position of the nearest platform in front, and the last position of the front car obtained by the train are used to calculate the distance. Then, whether there is a front car operating in the same direction in front is determined by the distance between the train and the front car and the distance between the train and the nearest platform in front.

[0052] Specifically, it comprises:

[0053] Determine a first distance according to the position of the train brake on the main line and the position of the nearest platform in front, the first distance representing the track distance between the train and the nearest platform in front;

[0054] Determine a second distance according to the position of the train brake on the main line and the last position of the front car obtained by the train, the second distance representing the track distance between the train and the front car;

[0055] Compare the first distance and the second distance:

[0056] If the first distance is greater than the second distance, there is a front car operating in the same direction between the position of the train brake on the main line and the nearest platform in front of the train;

[0057] If the first distance is less than or equal to the second distance, there is no front car operating in the same direction between the position of the train brake on the main line and the nearest platform in front of the train.

[0058] It should be noted that the specific calculation method of the distance is a prior art, for example, the distance calculation method in map navigation, which is not described in detail in the present application.

[0059] The fault train itself determines the position of the nearest station in front, determines whether there is a train operating in the same direction, performs virtual coupling under the condition of virtual coupling with a train operating in the same direction and meeting the virtual coupling condition, travels to the nearest station in front, or autonomously limits speed to travel to the nearest station in front to perform rescue, without the need to wait for the center to dispatch a rescue vehicle from the station to the fault position of the train, thereby shortening the rescue time, and the fault train will not brake on the main line for too long time, thereby avoiding causing passenger panic and anxiety.

[0060] Specifically, the virtual coupling application to the front vehicle is initiated to couple the train with the front vehicle to form a virtual marshalling train, including:

[0061] After the virtual coupling application to the front vehicle is initiated, whether the virtual coupling requirement is met is determined by the front vehicle, and a virtual coupling request is initiated by the front vehicle to the control center under the condition that the virtual coupling requirement is met;

[0062] According to the virtual coupling confirmation information received from the control center, the train is coupled with the front vehicle to form a virtual marshalling train; wherein the front vehicle calculates the envelope information of the virtual marshalling train according to the envelope information of the front vehicle, the distance between the front vehicle and the train and the envelope information of the train, and reports the train position of the train to the control center according to the envelope information of the virtual marshalling train, and communicates with the front vehicle and the rear vehicle of the virtual marshalling train;

[0063] The front vehicle in the virtual marshalling train periodically shares control information with the train.

[0064] In the embodiment, the control information includes traction and braking instructions, forward and backward instructions, and control vehicle gear information. The fault train and the front vehicle perform virtual coupling, can share control information, make the running conditions of the two trains in the virtual marshalling consistent, and the front vehicle as the eyes of the entire virtual marshalling train obtains traction and braking instructions, forward and backward instructions, and control vehicle gear information from train-to-train and train-to-ground communication, and protects the safety of the system.

[0065] During the entire rescue process, the front vehicle and the center communicate through a dedicated network, and the fault train and the front vehicle communicate through a public network, in order to ensure the correctness of public network data transmission, the train-to-train communication protocol needs to use a secure communication protocol.

[0066] In actual operation, for example, Figure 3As shown, after the positive line operation vehicle suddenly has the private network fault and brakes on the positive line, first, the on-board private network switch is restarted, if the network is successfully recovered after the restart, the brake is relieved and re-put into operation, if the network recovery fails, the public network is enabled, the fault train establishes a link with the front and rear trains through the public network, sends the position report and the fault information of the train to the front and rear trains, and the front and rear trains report the fault information to the center. After the fault is reported, the fault train searches for the nearest platform in front and the distance from the front train, judges whether there is an operation vehicle in the nearest platform interval in front, if there is, further judges whether the distance between the front train and the fault train is within the virtual coupling range, if it is within the virtual coupling range, the virtual coupling function is enabled, and the front train is virtually coupled as a same virtual formation train, the control information is shared, and the train is safely operated to the platform, and after arriving at the platform, the train is uncoupled, the front train continues to be put into operation, and the fault train is rescued at the platform, if there is no operation vehicle in the nearest platform interval in front, or the train is not within the virtual coupling range, the fault train is operated at a limited speed to the nearest platform to wait for rescue.

[0067] Figure 2 The device is based on the vehicle-to-vehicle communication-based degraded train emergency rescue device block diagram provided by an embodiment of the application. Figure 2 As shown, the device comprises:

[0068] a memory for storing a computer program;

[0069] a processor for executing the computer program to implement the following steps:

[0070] acquiring the communication state of the private network communication between the train and the ground system and the private network communication between the train and the front and rear trains;

[0071] judging whether the private network of the train has a fault according to the communication state;

[0072] if it is determined that the private network has a fault, restarting the on-board private network switch of the train;

[0073] judging whether the private network is recovered after the on-board private network switch is restarted;

[0074] if it is determined that the private network is not recovered, enabling the on-board public network switch of the train, and establishing the public network communication between the train and the front and rear trains;

[0075] performing an emergency rescue operation through the public network. The device relies on the private network and the public network installed on the on-board equipment, improves the availability of the communication system by using the automatic restart of the private network and the fusion of the private network and the public network under the premise of ensuring the safety of the train, and can be put into operation as soon as possible after the private network communication system fails.

[0076] In some embodiments, the establishing the public network communication between the train and the front and rear vehicles performs an emergency rescue operation through the communication public network of the train, including:

[0077] The front and rear vehicles of the train are called through the information of the front and rear vehicles saved by the train history, and the public network communication between the train and the front and rear vehicles is established. The information of the front and rear vehicles includes the front and rear vehicle identifiers, which are similar to the vehicle identity ID, global unique, and the calling between vehicles through the vehicle identity ID.

[0078] In some embodiments, the emergency rescue operation is performed through the public network, including:

[0079] The failure information of the train is transmitted to the front and rear vehicles, and the front and rear vehicles are requested to report the failure information of the train to the control center through the communication private network of the front and rear vehicles.

[0080] After the train vehicle-to-vehicle and vehicle-to-ground private network communication fails, the train brake is on the main line, and the train cannot communicate with the center or other trains through the private network. The public network is started to enable the train to communicate with other trains through the public network for a short time, and other trains are requested to report the failure information to the center through the private network, so that the failure information can be reported in time. In any case, the center receives the train failure information and performs emergency scheduling on the trains on the same track line to avoid safety accidents. The private network communication failure is not exceptional, and in the present application, the front and rear vehicles receive the forwarding request and immediately report the failure information to the center. After the center receives the failure information forwarded by the front and rear vehicles, it can quickly respond and coordinate the scheduling of other trains that need to pass through the failure train braking area, manually intervene to prohibit other vehicles from entering the failure area, and ensure train safety. At the same time, the communication between the center and the vehicle is still through the private network, which ensures the data security of the center.

[0081] In the present embodiment, the failure information includes the position information of the train brake on the main line and the communication private network failure information of the train. The network failure information is the LTE-U / M private network failure information. The position information of the train brake on the main line can be used to lock the area that needs to be controlled for safety by the center to avoid safety accidents. The communication private network failure information of the train can facilitate the center to obtain vehicle abnormalities and arrange maintenance, rescue, and passenger boarding and alighting operations.

[0082] In some other embodiments, the train brake is protected according to the last acquired front vehicle position before the communication interruption as a dangerous point after the train brake is on the main line. After the communication failure, the communication between the train and other trains is interrupted, and the running information of the other trains cannot be transmitted to the failure train. However, after the failure is reported, the center will schedule, and the failure train takes the last acquired front vehicle position as the dangerous point, which can ensure the running safety between the failure train and the adjacent train.

[0083] In some other embodiments, the emergency rescue operation performed through the public network includes:

[0084] According to the position information of the train brake on the main line and the electronic map stored in the on-board system of the train, the position of the nearest platform in front of the train running is searched;

[0085] According to the last acquired front vehicle position of the train before the communication interruption of the communication private network, it is judged whether there is a front vehicle running in the same direction between the position of the train brake on the main line and the nearest platform in front of the train running:

[0086] If there is, it is judged whether the distance between the front vehicle and the train meets the virtual coupling condition, that is, whether the distance is less than one train length; if it meets, a virtual coupling application is initiated to the front vehicle to couple the train with the front vehicle to form a virtual marshalling train, and the coupling is released after the virtual marshalling train runs to the nearest platform in front; if it does not meet, the radar detector of the train is turned on, and the train is controlled to run at a limited speed to the nearest platform in front;

[0087] If there is not, the radar detector of the train is turned on, and the train is controlled to run at a limited speed to the nearest platform in front. After the coupling is released, the failure train performs a rescue WeChat at the nearest platform, and the front vehicle continues to operate according to the plan.

[0088] The distance often refers to the straight line between two points, but the railway track construction needs to consider the terrain and other factors, and it is not necessarily a straight line, so when judging whether there is a front vehicle running in the same direction, the railway track map, the position of the train brake on the main line, the position of the nearest platform in front, and the last acquired front vehicle position of the train are used to calculate the distance. Then, whether there is a front vehicle running in the same direction is determined by the distance between the train and the front vehicle and the distance between the train and the nearest platform in front.

[0089] Specifically, it includes:

[0090] According to the position of the train brake on the main line and the position of the nearest platform in front, a first distance is determined, which represents the track distance between the train and the nearest platform in front;

[0091] determine a second distance according to the position of the train brake on the main line and the last acquired position of the front train, the second distance representing a track distance between the train and the front train;

[0092] compare the first distance and the second distance:

[0093] if the first distance is greater than the second distance, there is a front train in the same direction of operation between the position of the train brake on the main line and the nearest station in front of the train operation;

[0094] if the first distance is less than or equal to the second distance, there is no front train in the same direction of operation between the position of the train brake on the main line and the nearest station in front of the train operation.

[0095] It should be noted that the specific calculation method of the distance is the prior art, for example, the distance calculation method in map navigation, which will not be described herein.

[0096] The fault train itself determines the position of the nearest station in front, determines whether there is a train in the same direction of operation, performs virtual coupling in the case of a train in the same direction of operation and meeting the virtual coupling condition, travels to the nearest station in front, otherwise autonomously limits the speed to travel to the nearest station in front to perform rescue, without waiting for the center to dispatch a rescue vehicle from the station to the train fault position, shortening the rescue time, and the fault train will not brake on the main line for too long time, avoiding causing passenger panic and anxiety.

[0097] Specifically, the virtual coupling application to the front train to couple the train with the front train to form a virtual marshalling train, comprising:

[0098] After the virtual coupling application to the front train, it is judged by the front train whether the virtual coupling requirement is met, and in the case of meeting the virtual coupling requirement, the front train initiates a virtual coupling request to the control center;

[0099] According to the virtual coupling confirmation information received from the control center, the train and the front train are coupled to form a virtual marshalling train; wherein the front train calculates the envelope information of the virtual marshalling train according to the envelope information of the front train, the distance between the front train and the train and the envelope information of the train, and reports the train position of the train to the control center according to the envelope information of the virtual marshalling train, and communicates with the front train and the rear train of the virtual marshalling train;

[0100] The front train in the virtual marshalling train periodically shares control information with the train.

[0101] In the embodiment, the control information includes traction braking instructions, forward and backward instructions and vehicle control level information. The faulty train and the front train are virtually connected, and can share the control information, so that the operation conditions of the two trains in the virtual train consist are consistent, the front train as the eyes of the whole virtual train consist obtains the traction braking instructions, forward and backward instructions and vehicle control level information from the train-to-train and train-to-ground communication, and the safety of the protection system is ensured.

[0102] In another aspect, the application provides a machine readable storage medium, which stores instructions for causing a machine to execute the train emergency rescue method based on train-to-train communication.

[0103] Those skilled in the art can understand that all or part of the steps of the method for implementing the above-mentioned embodiments can be completed by programs instructing relevant hardware, the programs are stored in a storage medium, and the programs include a plurality of instructions for causing a single-chip microcomputer, a chip or a processor to execute all or part of the steps of the method described in each embodiment of the application. The foregoing storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk and various storage medium capable of storing program codes.

[0104] The optional embodiments of the application are described in detail above in combination with the drawings, but the embodiments of the application are not limited to the specific details in the above-mentioned embodiments, and various simple modifications can be made to the technical solutions of the embodiments of the application within the technical concept of the embodiments of the application, and the simple modifications all belong to the protection scope of the embodiments of the application. In addition, it should be noted that each specific technical feature described in the above-mentioned specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the embodiments of the application will not be described again for various possible combinations.

[0105] In addition, various different embodiments of the application can also be combined in any appropriate manner, as long as it does not deviate from the idea of the embodiments of the application, and it should be considered as the disclosed content of the embodiments of the application.

Claims

1. A method for degraded train emergency rescue based on vehicle-to-vehicle communication, characterized in that, The method comprises the following steps: acquiring the communication state of the train-ground system and the train-lead and trail train communication private network; judging whether the train communication private network is faulty according to the communication state; if the train communication private network is determined to be faulty, restarting the train on-board private network switch; judging whether the train communication private network is recovered after the on-board private network switch is restarted; if the train communication private network is determined not to be recovered, enabling the train on-board public network switch to establish the public network communication between the train and the lead and trail trains; performing emergency rescue operation through the public network, which comprises the following steps: searching for the location of the nearest station in front of the train operation according to the location information of the train braking on the main line and the electronic map stored in the train on-board system; judging whether there is a lead train running in the same direction between the location of the train braking on the main line and the nearest station in front of the train operation according to the last acquired location of the lead train by the train before the communication of the train communication private network is interrupted; if there is, judging whether the distance between the lead train and the train meets the virtual coupling condition; if yes, initiating a virtual coupling application to the lead train to couple the train with the lead train to form a virtual marshalling train, and uncoupling the train from the lead train after the virtual marshalling train travels to the nearest station in front, so that the lead train continues to be put into operation and the train performs rescue operation at the station; if no, starting the radar detector of the train and controlling the train to run at a limited speed to the nearest station in front; if no, starting the radar detector of the train and controlling the train to run at a limited speed to the nearest station in front.

2. The method of claim 1, wherein, The establishment of the public network communication between the train and the lead and trail trains comprises the following steps: calling the lead and trail trains of the train through the information of the lead and trail trains saved by the train history to establish the public network communication between the train and the lead and trail trains.

3. The method of claim 2, wherein, The emergency rescue operation performed through the public network comprises the following steps: transmitting the fault information of the train to the lead and trail trains, and requesting the lead and trail trains to report the fault information of the train to the control center through the communication private network of the lead and trail trains; the fault information comprises the location information of the train braking on the main line and the communication private network fault information of the train.

4. The method of claim 1, wherein, The judgment of whether there is a lead train running in the same direction between the location of the train braking on the main line and the nearest station in front of the train operation comprises the following steps: determining a first distance according to the location of the train braking on the main line and the location of the nearest station in front, the first distance representing the track distance between the train and the nearest station in front; determining a second distance according to the location of the train braking on the main line and the last acquired location of the lead train by the train, the second distance representing the track distance between the train and the lead train; comparing the first distance and the second distance: if the first distance is greater than the second distance, there is a lead train running in the same direction between the location of the train braking on the main line and the nearest station in front of the train operation; if the first distance is less than or equal to the second distance, there is no lead train running in the same direction between the location of the train braking on the main line and the nearest station in front of the train operation.

5. The method of claim 4, wherein, The virtual coupling application to the front vehicle is initiated to couple the train with the front vehicle to form a virtual marshalling train, comprising: After the virtual coupling application to the front vehicle is initiated, whether the virtual coupling requirement is met is determined by the front vehicle, and the virtual coupling request is initiated by the front vehicle to the control center if the virtual coupling requirement is met; In response to the virtual coupling confirmation information of the control center, the train is coupled with the front vehicle to form a virtual marshalling train; wherein the envelope information of the virtual marshalling train is calculated according to the envelope information of the front vehicle, the distance between the front vehicle and the train, and the envelope information of the train, and the train position of the train is reported to the control center according to the envelope information of the virtual marshalling train, and the front vehicle and the rear vehicle of the virtual marshalling train are communicated; The front vehicle in the virtual marshalling train periodically shares control information with the train; The control information includes traction and braking instructions, forward and reverse instructions, and control level information.

6. A degraded train emergency rescue device based on vehicle-to-vehicle communication, characterized in that, Comprise: Memory: for storing computer programs; Processor: for executing the computer programs to realize the following steps: Obtain the communication state of the train with the ground system and the communication private network of the train with the front and rear vehicles; Determine whether the communication private network of the train fails according to the communication state; If it is determined that the communication private network fails, restart the on-board private network switch of the train; Determine whether the communication private network is restored after the on-board private network switch is restarted; If it is determined that the on-board private network is not restored, enable the on-board public network switch of the train to establish public network communication between the train and the front and rear vehicles; Perform emergency rescue operation through the public network, comprising: According to the position information of the train braking on the main line and the electronic map stored in the on-board system of the train, search for the position of the nearest platform in front of the train running; According to the last front vehicle position obtained by the train before the communication private network communication is interrupted, determine whether there is a front vehicle operating in the same direction between the position of the train braking on the main line and the nearest platform in front of the train running: If there is, determine whether the distance between the front vehicle and the train meets the virtual coupling condition; if it does, initiate a virtual coupling application to the front vehicle to couple the train with the front vehicle to form a virtual marshalling train, and uncouple after the virtual marshalling train drives to the nearest platform in front; the front vehicle continues to operate, and the train performs rescue on the platform; if not, turn on the radar detector of the train and control the train to run at a limited speed to the nearest platform in front; If not, turn on the radar detector of the train and control the train to run at a limited speed to the nearest platform in front.

7. The apparatus of claim 6, wherein, The establishment of public network communication between the train and the front and rear vehicles comprises: Call the front and rear vehicles of the train through the historical front and rear vehicle information of the train to establish public network communication between the train and the front and rear vehicles.

8. The apparatus of claim 7, wherein, Through the public network, the emergency rescue operation comprises: Transmit the fault information of the train to the front and rear trains, and request the front and rear trains to report the fault information of the train to the control center through a communication private network of the front and rear trains. The fault information includes position information of the train brake on the main line and communication private network fault information of the train. 9.A machine readable storage medium having stored thereon instructions for causing a machine to perform the train emergency rescue method based on train-to-train communication according to any one of claims 1 to 5.

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