A method and system for calculating train operation permits in an ad hoc network
By using a self-organizing network train operation permit calculation method and system, real-time communication and two-dimensional control between trains within a train group were achieved, solving the problem of low operational efficiency caused by excessive train tracking distance and improving the line's transportation capacity.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CRSC RESEARCH & DESIGN INSTITUTE GROUP CO LTD
- Filing Date
- 2023-01-05
- Publication Date
- 2026-07-31
AI Technical Summary
In fixed block and moving block systems, excessively large train tracking distances lead to low line operating efficiency.
The system adopts a self-organizing network control system. Through real-time communication between trains and the self-organizing network train operation permission calculation method, trains operate in groups and use the real-time speed and position of the preceding train for two-dimensional control, thereby shortening the train tracking distance.
Under the self-organizing network system, train tracking intervals are closer, improving line transport capacity and operational efficiency.
Smart Images
Figure CN116233756B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail transit control technology, and in particular to a method and system for calculating train operation permits in an ad hoc network. Background Technology
[0002] Currently, under the fixed block system, train occupancy is mainly checked on the ground. When two trains are tracking each other, the onboard equipment of the following train calculates the driving permission based on the track section information described by the ground track circuit information and track data. When two trains are tracking each other, information is released sequentially backwards using the preceding train as a reference point.
[0003] Therefore, the following vehicle needs to adjust its speed according to the track signals:
[0004] like Figure 1 It can be seen that the train on the left is the following train, and the train on the right is the preceding train. The first signal closest to the following train is green, the second signal is yellow, and the third signal is red. The signal near the preceding train is also red. When the preceding train brakes and stops according to the fourth signal, the following train changes its speed according to the signals on the line ahead. Between the current position of the following train and the second signal, the following train is allowed to reduce its speed from 80 km / h to 60 km / h. Between the second and third signals, the following train is allowed to reduce its speed from 60 km / h to 0 (brake and stop). That is, the current permitted end point of the following train is at the third signal. The permitted end point of the following train is still some distance from the rear of the preceding train, which can easily lead to a large gap between the following and preceding trains, resulting in low line operating efficiency.
[0005] In a moving block system, train clearance is generated by the radio block center. The radio block center calculates the clearance for the following train based on the track equipment status information, section status information, turnout locking status information provided by the interlocking equipment, and the position information sent by the preceding train, ensuring a safe distance between the following and preceding trains. Figure 2 As shown, the train on the left is the following train, and the train on the right is the preceding train. The permitted speed of the following train from its current position to the rear of the preceding train is reduced from 80 to 0 (braking stop). That is, the permitted end point of the following train's operation is the rear position of the preceding train, which can easily lead to low line operating efficiency.
[0006] To address the problem of low line operation efficiency caused by excessive train tracking distances in existing technologies, this solution proposes a method for calculating the permitted destination of following trains using an ad hoc network control system. The train ad hoc network high-density automatic operation control system (hereinafter referred to as the ad hoc network control system) breaks through the control methods of traditional control systems, adopting two-dimensional control based on the real-time speed and position of the preceding train to determine the target distance and speed. Relying on communication equipment, the ad hoc network control system achieves real-time communication between trains. Trains operate in groups, and trains within a group use corresponding safety control models for tracking, relatively shortening the tracking distance between trains within the group and improving the line's transport capacity to a certain extent. Summary of the Invention
[0007] The purpose of this invention is to provide a method and system for calculating train operation permits in an ad hoc network. In the ad hoc network system, the following train tracks the position and speed of the preceding train, and the endpoint of the following train's operation permit can cross the rear position of the preceding train, with a closer tracking interval, which can effectively improve operating efficiency.
[0008] To achieve the above objectives, the present invention provides a method for calculating train operation permits in an ad hoc network, comprising:
[0009] The communication status between the preceding and following vehicles is obtained through the vehicle's onboard ATP.
[0010] The driving permit destination of the following vehicle is calculated based on the communication status results and the data information sent by the preceding vehicle.
[0011] Furthermore, the acquisition of the communication status results between the preceding vehicle and the following vehicle through the onboard ATP of the following vehicle includes,
[0012] The communication status between the following vehicle and the vehicle is determined and obtained by checking whether the vehicle's onboard ATP continuously receives data from the preceding vehicle within a predetermined time.
[0013] The communication status results include: uninterrupted communication between the leading vehicle and the following vehicle, and interrupted communication between the leading vehicle and the following vehicle.
[0014] Furthermore, before obtaining the communication status results between the leading and following vehicles, the leading and following vehicles have already formed an ad hoc network to complete the group.
[0015] Furthermore, the calculation of the driving permit endpoint for the following vehicle includes,
[0016] If communication between the vehicle in front and the vehicle following is not interrupted:
[0017] The vehicle in front calculates the position of the first rear of the vehicle after it has come to an emergency stop and sends it to the following vehicles;
[0018] When the following vehicle receives the position and speed of the preceding vehicle from the vehicle in front, and calculates the position and speed of the following vehicle relative to the preceding vehicle, the first stopping point after braking to a stop is often used.
[0019] If the following vehicle receives a danger point in a special control message sent by the group control center, the following vehicle's onboard ATP compares the first rear position, the first stopping point, and the danger point, and selects the position closest to the front position of the following vehicle as the end position of the following vehicle's driving permission.
[0020] Furthermore, calculate the position of the first rear of the vehicle after the preceding vehicle has braked to a stop, including...
[0021] The preceding train calculates the position of the first rear of the train after the preceding train has come to an emergency stop, based on its own train formation, track conditions, and the train operation permission sent by the group control center, combined with its current speed.
[0022] Furthermore, the following vehicle calculates the first stopping point after emergency braking, including:
[0023] After receiving the speed and position of the preceding vehicle from the vehicle in front, the following vehicle calculates the first stopping point after braking when it is in the position and speed of the preceding vehicle, based on its own formation and empty vehicle curve algorithm.
[0024] Furthermore, the calculation of the driving permit endpoint for the following vehicle includes,
[0025] If communication between the leading vehicle and the following vehicle is interrupted, and the following vehicle is outside the control of the group control center:
[0026] In the last cycle before the communication between the leading and following vehicles is interrupted, the following vehicle receives the second rear position of the vehicle after the leading vehicle has stopped due to emergency braking, which is calculated and sent by the leading vehicle.
[0027] The following vehicle records the position of the station entry signal in the received line data;
[0028] The onboard ATP of the following vehicle calculates and obtains the permitted end position of the track code based on the track code and the route data from the group control center;
[0029] The onboard ATP of the following vehicle selects a location as the end point of the following vehicle's driving permission based on the position of the second rear vehicle, the position of the station entry signal, and the permitted end point position of the track code.
[0030] Furthermore, calculate the position of the second vehicle's rear end after the preceding vehicle has braked to a stop, including...
[0031] In the last cycle before the communication between the leading vehicle and the following vehicle is interrupted, the leading vehicle calculates the position of the second rear of the vehicle after the leading vehicle has braked to a stop at the current moment based on its own situation data, and sends it to the following vehicle. The following vehicle's onboard ATP records the received position of the second rear of the vehicle.
[0032] The data on the train itself includes: the train formation of the preceding train, the track conditions of the preceding train, the train operation permit sent from the group control center to the preceding train, and the current speed of the preceding train.
[0033] Furthermore, the following vehicle records the location of the station entry signal in the received line data, including...
[0034] If the following vehicle receives route data containing absolute signals, and the absolute signal is classified as an entry signal, then the following vehicle records the position of the entry signal.
[0035] Furthermore, selecting a location point as the endpoint of the following vehicle's driving permission includes,
[0036] The onboard ATP of the following vehicle compares the position of the second rear of the vehicle with the allowed end position of the track code, and selects a position point that is farther away from the front of the following vehicle.
[0037] The onboard ATP of the following vehicle compares the position of the location farther from the front of the following vehicle with the position of the station entry signal, and selects the position closer to the front of the following vehicle as the end point of the following vehicle's driving permission.
[0038] This invention also provides a self-organizing network train operation permit calculation system, including a lead train and a following train.
[0039] The onboard ATP of the following vehicle is used to obtain the communication status results between the preceding vehicle and the following vehicle;
[0040] The following vehicle is used to calculate the driving permission destination of the following vehicle based on the communication status results and the data information sent by the preceding vehicle.
[0041] Furthermore, if the communication status result obtained by the onboard ATP of the following vehicle indicates that the communication between the preceding vehicle and the following vehicle is uninterrupted:
[0042] The leading vehicle calculates the position of the first rear of the vehicle after emergency braking and stops at the current moment, and sends it to the following vehicle. The following vehicle receives the position of the first rear of the vehicle sent by the leading vehicle.
[0043] The following vehicle is used to receive the position and speed of the vehicle in front from the vehicle in front. When calculating the position and speed of the following vehicle, the first stopping point after emergency braking is often used.
[0044] The following vehicle is used to receive dangerous points in special control messages sent by the group control center;
[0045] The onboard ATP of the following vehicle is used to compare the first rear position, the first stopping point, and the danger point, and select the position closest to the front position of the following vehicle as the end point of the following vehicle's driving permission.
[0046] Furthermore, if the communication status result obtained by the onboard ATP of the following vehicle indicates that communication between the leading vehicle and the following vehicle is interrupted, and the following vehicle is outside the control of the group control center:
[0047] The following vehicle is used to receive the second rear position of the preceding vehicle after it has come to an emergency stop, calculated and sent by the preceding vehicle in the last cycle before the communication between the preceding and following vehicles is interrupted.
[0048] The following vehicle is used to record the position of the station entry signal in the received line data;
[0049] The onboard ATP of the following vehicle is used to calculate and obtain the permitted end position of the track code based on the track code and the route data from the group control center;
[0050] The onboard ATP of the following vehicle is used to select a location as the end point of the following vehicle's driving permission based on the second rear position, the station entry signal position, and the track code's permitted end point position.
[0051] The technical effects and advantages of this invention are as follows: 1. This invention uses an ad hoc network control system to calculate train operation permits. The train ad hoc network high-density automatic operation control system (hereinafter referred to as the ad hoc network control system) breaks through the control method of traditional control systems and adopts two-dimensional control based on the real-time speed and real-time position of the preceding train to determine the target distance and target speed. The ad hoc network control system relies on communication equipment to realize real-time communication between trains. Trains operate in groups, and trains within a group use corresponding safety control models for tracking, which relatively shortens the tracking distance between trains within the group and improves the line's transportation capacity to a certain extent.
[0052] 2. In the self-organizing network system, the following vehicle can calculate its driving permission based on the position and speed of the preceding vehicle and the formation of the following vehicle itself, without having to look at the track code; and the end point of the following vehicle's driving permission can cross the rear of the preceding vehicle, with a closer tracking interval, which can effectively improve operating efficiency.
[0053] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description
[0054] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0055] Figure 1 This is a diagram illustrating train operation permitting under a fixed block system in the existing technology.
[0056] Figure 2 This is a diagram illustrating train operation permitting under a moving block system in the existing technology.
[0057] Figure 3 This is a flowchart of the self-organizing network train operation permit calculation method in an embodiment of the present invention;
[0058] Figure 4 This is a schematic diagram of the structure of the self-organizing network train operation permit calculation system in an embodiment of the present invention. Detailed Implementation
[0059] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0060] To address the shortcomings of existing technologies, this invention provides a method for calculating train operation permits in ad hoc networks, such as... Figure 3 As shown, it includes the following steps:
[0061] The communication status between the preceding and following vehicles is obtained through the vehicle's onboard ATP.
[0062] The driving permit destination of the following vehicle is calculated based on the communication status results and the data information sent by the preceding vehicle.
[0063] Specifically, it includes:
[0064] Before obtaining the communication status results between the leading and following vehicles, the leading and following vehicles have completed the formation of an ad hoc network and completed the group.
[0065] The communication status between the following vehicle and its onboard ATP system is determined by whether the following vehicle continuously receives data from the preceding vehicle within a predetermined time. The communication status results include: uninterrupted communication between the preceding and following vehicles and interrupted communication between the preceding and following vehicles.
[0066] Under the ad hoc network control system, after the leading vehicle and the following vehicle form a group, if communication is still established between the leading vehicle and the following vehicle and the communication has not been interrupted, the onboard ATP of the following vehicle calculates the driving permission endpoint of the following vehicle, including:
[0067] The leading vehicle calculates the first rear position of the vehicle after emergency braking to a stop at the current moment and sends it to the following vehicle. The following vehicle receives the position and speed of the leading vehicle from the leading vehicle and calculates the first stopping point after braking to the position and speed of the leading vehicle. If the following vehicle receives a danger point in a special control message sent by the group control center, the on-board ATP of the following vehicle compares the first rear position, the first stopping point and the danger point, and selects the position closest to the front position of the following vehicle as the end position of the following vehicle's driving permission.
[0068] Specifically, it includes:
[0069] The leading vehicle calculates the position of the first rear of the train after it comes to an emergency stop based on its own situation data and the current speed of the leading vehicle, and sends it to the onboard ATP of the following vehicle. The onboard ATP of the following vehicle records the position of the first rear of the train as P1. The situation data of the leading vehicle includes the train formation, track conditions, and the driving permission sent by the group control center.
[0070] The following vehicle's onboard ATP receives the position and speed of the preceding vehicle from the preceding vehicle, calculates the first stopping point after the following vehicle stops using its service brake when it is at the position and speed of the preceding vehicle, and records the first stopping point as P2; where the first stopping point after the following vehicle stops using its service brake is the front position of the following vehicle after it stops using its service brake.
[0071] Since the following vehicle communicates with the group control center in real time, if the following vehicle's onboard ATP receives a danger point in a special control message sent by the group control center, the danger point will be recorded as P3.
[0072] The onboard ATP of the following vehicle compares the first rear position P1, the first stopping point P2, and the danger point P3, and selects the position closest to the front of the following vehicle as the end point of the following vehicle's driving permission.
[0073] Under an ad hoc network control system, after a following vehicle completes grouping with the preceding vehicle, if communication between the preceding and following vehicles is interrupted, and the following vehicle is outside the control of the group control center, the following vehicle's onboard ATP calculates the following vehicle's permitted travel endpoint, including:
[0074] In the last cycle before the communication between the leading and following vehicles is interrupted, the following vehicle receives the second rear position calculated by the leading vehicle after the leading vehicle has stopped due to emergency braking; the following vehicle records the position of the station entry signal in the received track data; the following vehicle's onboard ATP calculates and obtains the permitted end position of the track code based on the track code and the track data from the group control center; the following vehicle's onboard ATP selects a position as the end position for the following vehicle's driving permission from the second rear position, the position of the station entry signal, and the permitted end position of the track code.
[0075] Specifically, it includes:
[0076] In the last cycle before the communication between the following train and the preceding train is interrupted, the preceding train calculates the position of the second rear of the train after the preceding train has stopped due to emergency braking based on its own situation data, and sends the position of the second rear of the train to the following train's onboard ATP; the following train's onboard ATP receives the position of the second rear of the train sent by the preceding train and records it as P4; the situation data of the preceding train includes train formation, track conditions, and train operation permission sent by the group control center.
[0077] If the onboard ATP of the following vehicle contains an absolute signal in the line data received, and the absolute signal is classified as an entry signal, then the onboard ATP of the following vehicle records the position of the entry signal as P5.
[0078] The onboard ATP of the following vehicle calculates and obtains the allowed end position of the track code based on the track code and the route data from the group control center. The onboard ATP of the following vehicle records the allowed end position of the track code as P6.
[0079] The onboard ATP of the following vehicle first compares the second rear position P4 with the permitted end position of the track code, and selects the position that is farther from the front position of the following vehicle. The onboard ATP of the following vehicle then compares the position that is farther from the front position of the following vehicle with the position obtained from the station entry signal, and selects the position that is closer to the front position of the following vehicle as the end position of the following vehicle's driving permission.
[0080] This invention also provides a self-organizing network train operation permit calculation system, such as... Figure 4 As shown, this includes the vehicle in front and the following vehicle.
[0081] The following vehicle's onboard ATP is used to obtain the communication status results between the preceding and following vehicles; the following vehicle uses the communication status results and the data information sent by the preceding vehicle to calculate and obtain the driving permission destination of the following vehicle.
[0082] Specifically:
[0083] If the communication status result obtained by the onboard ATP of the following vehicle indicates that the communication between the leading vehicle and the following vehicle is uninterrupted:
[0084] The leading vehicle calculates the position of the first rear of the vehicle after emergency braking and stops at the current moment, and sends it to the following vehicle. The following vehicle receives the position of the first rear of the vehicle sent by the leading vehicle.
[0085] The following vehicle is used to receive the position and speed of the preceding vehicle from the preceding vehicle. When calculating the position and speed of the following vehicle, the first stopping point after braking to a stop is often used.
[0086] The following vehicle is used to receive dangerous points in special control messages sent by the group control center;
[0087] The onboard ATP of the following vehicle is used to compare the first rear position, the first stopping point, and the danger point, and select the position closest to the front position of the following vehicle as the end point of the following vehicle's driving permission.
[0088] If the communication status result obtained by the onboard ATP of the following vehicle indicates that communication between the leading vehicle and the following vehicle is interrupted, and the following vehicle is outside the control of the group control center:
[0089] The following vehicle is used to receive the second rear position of the preceding vehicle after it has come to an emergency stop, calculated and sent by the preceding vehicle in the last cycle before the communication between the preceding and following vehicles is interrupted.
[0090] The following vehicle is used to record the position of the station entry signal in the received line data;
[0091] The onboard ATP of the following vehicle is used to calculate and obtain the permitted end position of the track code based on the track code and the route data from the group control center;
[0092] The onboard ATP of the following vehicle is used to select a location as the end point of the following vehicle's driving permission based on the second rear position, the station entry signal position, and the track code's permitted end point position.
[0093] Regarding the systems in the above embodiments, the specific ways in which each unit module or device performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.
[0094] Using the above-mentioned driving permit calculation method and system, under the premise of ensuring safety, the driving permit endpoint of the following vehicle can cross the rear of the preceding vehicle, making the tracking interval between the preceding and following vehicles closer.
[0095] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A method for calculating train operation permits in an ad hoc network, characterized in that, include: The communication status between the preceding and following vehicles is obtained through the vehicle's onboard ATP. The driving permit destination of the following vehicle is calculated based on the communication status results and the data information sent by the preceding vehicle. Specifically, the driving permit endpoint of the following vehicle is calculated based on the communication status results and the data information sent by the preceding vehicle, including: If communication between the vehicle in front and the vehicle following is not interrupted: The vehicle in front calculates the position of the first rear of the vehicle after it has come to an emergency stop and sends it to the following vehicles; When the following vehicle receives the position and speed of the preceding vehicle from the vehicle in front, and calculates the position and speed of the following vehicle relative to the preceding vehicle, the first stopping point after braking to a stop is often used. If the following vehicle receives a danger point in a special control message sent by the group control center, the following vehicle's onboard ATP compares the first rear position, the first stopping point, and the danger point, and selects the position closest to the front position of the following vehicle as the end position of the following vehicle's driving permission.
2. The method for calculating train operation permits in a self-organizing network according to claim 1, characterized in that, The communication status results between the preceding and following vehicles are obtained through the vehicle's onboard ATP. include, The communication status between the following vehicle and the vehicle is determined and obtained by checking whether the vehicle's onboard ATP continuously receives data from the preceding vehicle within a predetermined time. The communication status results include: uninterrupted communication between the leading vehicle and the following vehicle, and interrupted communication between the leading vehicle and the following vehicle.
3. The method for calculating train operation permits in a self-organizing network according to claim 1 or 2, characterized in that, Before obtaining the communication status results between the leading and following vehicles, the leading and following vehicles have already formed an ad hoc network and completed the group.
4. The method for calculating train operation permits in a self-organizing network according to claim 1, characterized in that, Calculate the position of the first rear of the vehicle after the preceding vehicle has braked to a stop, including: The preceding train calculates the position of the first rear of the train after the preceding train has come to an emergency stop, based on its own train formation, track conditions, and the train operation permission sent by the group control center, combined with its current speed.
5. The method for calculating train operation permits in a self-organizing network according to claim 1, characterized in that, The following vehicle calculates its first stopping point after emergency braking, including: After receiving the speed and position of the preceding vehicle from the vehicle in front, the following vehicle calculates the first stopping point after braking when it is in the position and speed of the preceding vehicle, based on its own formation and empty vehicle curve algorithm.
6. A method for calculating train operation permits in an ad hoc network according to claim 1 or 5, characterized in that, The calculation of the driving permit endpoint for the following vehicle includes, If communication between the leading vehicle and the following vehicle is interrupted, and the following vehicle is outside the control of the group control center: In the last cycle before the communication between the leading and following vehicles is interrupted, the following vehicle receives the second rear position of the vehicle after the leading vehicle has stopped due to emergency braking, which is calculated and sent by the leading vehicle. The following vehicle records the position of the station entry signal in the received line data; The onboard ATP of the following vehicle calculates and obtains the permitted end position of the track code based on the track code and the route data from the group control center; The onboard ATP of the following vehicle selects a location as the end point of the following vehicle's driving permission based on the position of the second rear vehicle, the position of the station entry signal, and the permitted end point position of the track code.
7. The method for calculating train operation permits in a self-organizing network according to claim 6, characterized in that, Calculate the position of the second vehicle's rear end after the vehicle in front has braked to a stop. include, In the last cycle before the communication between the leading vehicle and the following vehicle is interrupted, the leading vehicle calculates the position of the second rear of the vehicle after the leading vehicle has braked to a stop at the current moment based on its own situation data, and sends it to the following vehicle. The following vehicle's onboard ATP records the received position of the second rear of the vehicle. The data on the train itself includes: the train formation of the preceding train, the track conditions of the preceding train, the train operation permit sent from the group control center to the preceding train, and the current speed of the preceding train.
8. The method for calculating train operation permits in a self-organizing network according to claim 6, characterized in that, The following vehicle records the position of the station entry signal in the received line data, including: If the following vehicle receives route data containing absolute signals, and the absolute signal is classified as an entry signal, then the following vehicle records the position of the entry signal.
9. A method for calculating train operation permits in a self-organizing network according to claim 7 or 8, characterized in that, Selecting a location point as the endpoint of the following vehicle's driving permit includes, The onboard ATP of the following vehicle compares the position of the second rear of the vehicle with the allowed end position of the track code, and selects a position point that is farther away from the front of the following vehicle. The onboard ATP of the following vehicle compares the position of the location farther from the front of the following vehicle with the position of the station entry signal, and selects the position closer to the front of the following vehicle as the end point of the following vehicle's driving permission.
10. A self-organizing network train operation permit calculation system, characterized in that, The driving permit calculation system uses the driving permit calculation method according to any one of claims 1 to 9, and the driving permit calculation system includes a leading vehicle and a following vehicle. The onboard ATP of the following vehicle is used to obtain the communication status results between the preceding vehicle and the following vehicle; The following vehicle is used to calculate the driving permission destination of the following vehicle based on the communication status results and the data information sent by the preceding vehicle.
11. The self-organizing network train operation permit calculation system according to claim 10, characterized in that, If the communication status result obtained by the onboard ATP of the following vehicle indicates that the communication between the leading vehicle and the following vehicle is uninterrupted: The leading vehicle calculates the position of the first rear of the vehicle after emergency braking and stops at the current moment, and sends it to the following vehicle. The following vehicle receives the position of the first rear of the vehicle sent by the leading vehicle. The following vehicle is used to receive the position and speed of the vehicle in front from the vehicle in front. When calculating the position and speed of the following vehicle, the first stopping point after emergency braking is often used. The following vehicle is used to receive dangerous points in special control messages sent by the group control center; The onboard ATP of the following vehicle is used to compare the first rear position, the first stopping point, and the danger point, and select the position closest to the front position of the following vehicle as the end point of the following vehicle's driving permission.
12. The self-organizing network train operation permit calculation system according to claim 10, characterized in that, If the communication status result obtained by the onboard ATP of the following vehicle indicates that communication between the leading vehicle and the following vehicle is interrupted, and the following vehicle is outside the control of the group control center: The following vehicle is used to receive the second rear position of the preceding vehicle after it has come to an emergency stop, calculated and sent by the preceding vehicle in the last cycle before the communication between the preceding and following vehicles is interrupted. The following vehicle is used to record the position of the station entry signal in the received line data; The onboard ATP of the following vehicle is used to calculate and obtain the permitted end position of the track code based on the track code and the route data from the group control center; The onboard ATP of the following vehicle is used to select a location as the end point of the following vehicle's driving permission based on the second rear position, the station entry signal position, and the track code's permitted end point position.