Control method and system for group running of electric multiple units

Abstract

The present disclosure relates to the technical field of rail transit, and in particular to a control method and system for group running of electric multiple units. According to the present disclosure, trains autonomously network during running by means of a communication ad hoc networking technology, without providing a management center on the ground. According to the present disclosure, by means of communication Ad Hoc networking-based train-to-train communication, network coverage is carried out only in a station to obtain a schedule, rather than carrying out continuous wireless network coverage on the ground. In a train network, communication connection with a specified train does not require a command provided by the ground, and all trains meeting conditions are automatically added to the network. A train group autonomously manages the position of each train in the group, and the first train or an independently running train obtains a current movement authorization on the basis of track circuit information, rather than wirelessly providing authorization for the first train or the independently running train by a ground center. The present disclosure has low train inspection cost, simple system, high reliability, flexible networking and low maintenance cost.

Description

A control method and system for EMU group operation Technical Field

[0001] The present disclosure relates to the field of rail transportation technology, and in particular to a method and system for controlling the operation of a group of EMUs. Background Art

[0002] Despite rapid development, rapid construction, and rapid capacity expansion, high-speed rail still cannot fully meet people's growing travel needs. This is particularly evident in the difficulty in obtaining tickets during peak commuting periods and holidays in economically developed regions such as the Yangtze River Delta, Pearl River Delta, and the Beijing-Tianjin-Hebei region. Furthermore, the average passenger journey distance is long, and trains primarily operate through direct routes, resulting in a high number of cross-line trains and long journey distances. This, in turn, leads to multiple station access directions, large station lines, and complex bottlenecks, hindering the improvement of station capacity.

[0003] Summary of the Invention

[0004] In response to the above problems, the present disclosure provides a control method and system for the operation of EMU groups. By analyzing the operation needs of the EMUs, the high-speed rail EMUs are operated in a dynamic grouping and disassembly mode, and the EMU grouping mode is adjusted according to the travel destinations of the passengers, so as to achieve efficient utilization of resources such as vehicles and accurate matching of passenger flow and vehicle flow. It is an important means to achieve energy conservation, carbon reduction and efficiency improvement in high-speed rail operation and an important support for increasing the proportion of high-speed rail transportation travel, providing better quality transportation services and providing a development direction for high-speed rail train operation control technology.

[0005] In a first aspect, the present disclosure provides a method for controlling the operation of a group of EMUs, the method comprising:

[0006] Through the self-organizing network vehicle communication radio, the trains provide their own position coordinates to other trains in the group in real time through self-organizing network communication. Each train determines the distance and relative position to other trains based on its own position coordinates.

[0007] The radar tracking device is used to obtain the real-time distance between the train and the preceding train, so as to maintain a safe distance;

[0008] The onboard ATP equipment obtains group train operation information through the self-organizing network vehicle-to-vehicle communication radio and radar tracking equipment, and controls the operation of its own train.

[0009] Furthermore, through the self-organizing network vehicle-to-vehicle communication radio, the trains provide their own position coordinates to other trains in the group in real time through self-organizing network communication, including:

[0010] The trains in the group complete the real-time networking of communication between each train through self-organizing network vehicle communication radios, and the trains send their respective position coordinates to other trains in the group through real-time networking of communication.

[0011] Furthermore, each train determines the distance and relative position to other trains based on its own position coordinates, including:

[0012] Each train obtains the position coordinates sent by all trains in the group, and combines it with its own position coordinates to obtain the number of trains in the group;

[0013] When a train determines that it is the first train in the group based on its position coordinates, the first train moves according to the driving permission provided by the ground through the track circuit or by wireless;

[0014] When a train determines that it is not the first train in the group based on its position coordinates, it calculates the safe distance from the preceding train based on its position coordinates and follows the preceding train.

[0015] Furthermore, the distance between the train and the preceding train is obtained in real time through radar tracking equipment, including:

[0016] The radar device is used to obtain the distance to the vehicle in front, the speed and acceleration of the vehicle in front in real time, and receive the response information from the radar of the vehicle in front.

[0017] Furthermore, radar tracking equipment is used to obtain the real-time distance between the train and the preceding train to maintain a safe distance, including:

[0018] Trains other than the first in the group obtain the real-time distance to the preceding vehicle through radar tracking equipment; obtain the position coordinates of the preceding vehicle through the self-organizing network vehicle-to-vehicle communication radio, and calculate the safe distance to the preceding vehicle based on the position coordinates; and maintain the real-time distance to the preceding vehicle within the safe distance range.

[0019] Furthermore, it also includes:

[0020] When a train enters a station, it obtains the train driving plan through the onboard ATO equipment and sends the train driving plan to all trains in the group through the self-organizing network vehicle-to-vehicle communication radio.

[0021] Furthermore, the onboard ATP device obtains group train operation information through the ad hoc network vehicle communication radio and radar tracking equipment, and controls the operation of the train itself, including:

[0022] ATP combines the train driving plan and group train operation information forwarded by the self-organizing network vehicle communication radio, the preceding vehicle information obtained by the radar tracking equipment, and the operation information of the train itself to form a train control command to control the operation of the train itself.

[0023] In a second aspect, the present disclosure provides a control system for the operation of a group of EMUs, comprising: an ad hoc network vehicle-to-vehicle communication radio, a radar tracking device, and an onboard ATP device;

[0024] The self-organizing network vehicle-to-vehicle communication radio is used to provide the position coordinates of each train to other trains in the group in real time through self-organizing network communication. Each train determines the distance and relative position to other trains based on its own position coordinates;

[0025] Radar tracking equipment is used to obtain the real-time distance between the train and the preceding train to maintain a safe distance;

[0026] The on-board ATP equipment is used to obtain group train operation information through the self-organizing network vehicle communication radio and radar tracking equipment, and control the operation of this train.

[0027] In a third aspect, the present disclosure provides an electronic device, comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0028] a memory storing a computer program;

[0029] The processor is used to implement the above-mentioned control method for the operation of the EMU group when executing the computer program stored in the memory.

[0030] In a fourth aspect, the present disclosure provides a computer-readable storage medium storing a computer program, which implements the above-mentioned control method for the operation of an EMU group when executed by a processor.

[0031] The present disclosure has at least the following beneficial effects:

[0032] The present disclosure adopts communication self-organizing network technology, which does not require the establishment of a management center on the ground. The trains form networks by themselves during operation. The present disclosure relies on vehicle-to-vehicle communication through communication self-organizing networks. There is no need for continuous wireless network coverage on the ground. Network coverage only at stations is required to obtain plans. Train networking does not require commands from the ground to communicate with designated trains, and all qualified trains automatically join the network. The train group manages the position of each train in the group by itself, and there is no need for the ground center to provide authorization to the first train or a single train through wireless means. Instead, the first train or a single train obtains the current movement authorization based on the track circuit information. The present disclosure has low inspection costs, a simple system, high reliability, flexible networking, and low maintenance costs.

[0033] Other features and advantages of the present disclosure will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present disclosure. The purpose and other advantages of the present disclosure can be achieved and obtained through the structures indicated in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0035] FIG1 is a flow chart of a control method according to an embodiment of the present disclosure;

[0036] Figure 2 is a schematic diagram of safety distance;

[0037] Figure 3 is a schematic diagram of the communication mode of the group train self-organizing network;

[0038] Figure 4 is a schematic diagram of the dynamic marshaling of a group train;

[0039] FIG5 is a schematic diagram of the control system structure of an embodiment of the present disclosure;

[0040] FIG6 is a schematic diagram of the structure of an electronic device;

[0041] Figure 7 is a schematic diagram of the group system structure;

[0042] Figure 8 is a schematic diagram of a point-to-point communication mode;

[0043] FIG9 is a schematic diagram of vehicle-ground-vehicle communication mode. DETAILED DESCRIPTION

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure more clear, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present disclosure without making any creative efforts shall fall within the scope of protection of the present disclosure.

[0045] The present invention uses active detection technology and self-organizing network communication technology to achieve safe operation of trains in a virtual coupling mode, thereby shortening the train spacing and increasing the train running density. At the same time, since short-length EMUs can be used for group operation, EMUs with the same starting station can be assembled and dispatched, and EMUs at different arrival stations can be disassembled during operation, which can solve the problem of short-distance train arrival and shorten the long-distance EMU time.

[0046] As shown in FIG1 , the present disclosure provides a method for controlling the operation of an EMU group, the method comprising:

[0047] S101: Trains provide their respective position coordinates to other trains in the group in real time via self-organizing network vehicle-to-vehicle communication radios. Each train determines its distance and relative position to other trains based on its own position coordinates.

[0048] S102: The distance between the train and the preceding train is obtained in real time through radar tracking equipment to maintain a safe distance.

[0049] S103, the onboard ATP equipment obtains the group train operation information through the self-organizing network vehicle communication radio and radar tracking equipment, and controls the operation of the train.

[0050] In specific implementation, as shown in Figure 2, block systems are divided into semi-automatic, automatic station-to-station, three-display automatic block, four-display automatic block, quasi-moving block, moving block, and virtual coupling. Trains operating in these modes all have target stops. Virtually coupled trains, on the other hand, only use the safe distance L between them and the preceding train as their target control object, maintaining this distance in real time. They do not have a target stop. The distance between trains can be obtained by taking the difference between the preceding and following train coordinates. In this disclosure, all trains provide their respective position coordinates to other trains in the group in real time via ad hoc network communication. Each train determines the distance and relative position to other trains based on its own position coordinates, and then determines the actual value used to control the target L according to system requirements.

[0051] As shown in Figure 3, Car A receives the position coordinates sent by Cars B, C, and D. Combined with its own position coordinates, it determines that there are four trains in the group and that it is the first train. Car A then proceeds according to the driving permit provided by the ground track circuit or wirelessly. Car B receives the position coordinates sent by Cars A, C, and D. Combined with its own position coordinates, it determines that it is the second train in the group and that Car A is the first train. It then calculates the value of L1 and follows Car A. Car C receives the position coordinates sent by Cars A, B, and D. Combined with its own position coordinates, it determines that it is the third train in the group and that Car B is the second train. It then calculates the value of L2 and follows Car C. Car D follows Car B, the second train. The same applies to Car D.

[0052] As shown in FIG4 , the present disclosure relies on communication ad hoc network technology to realize dynamic formation, dynamic disorganization, and virtual coupling operation of EMUs.

[0053] In one embodiment, a train provides its position coordinates to other trains in the group in real time via an ad hoc network vehicle-to-vehicle communication radio, including:

[0054] The trains in the group complete the real-time networking of communication between each train through self-organizing network vehicle communication radios, and the trains send their respective position coordinates to other trains in the group through real-time networking of communication.

[0055] In one embodiment, each train determines the distance and relative position to other trains based on its own position coordinates, including:

[0056] Each train obtains the position coordinates sent by all trains in the group, and combines it with its own position coordinates to obtain the number of trains in the group;

[0057] When a train determines that it is the first train in the group based on its position coordinates, the first train moves according to the driving permission provided by the ground through the track circuit or by wireless;

[0058] When a train determines that it is not the first train in the group based on its position coordinates, it calculates the safe distance from the preceding train based on its position coordinates and follows the preceding train.

[0059] In one embodiment, obtaining the distance between the train and the preceding train in real time by a radar tracking device includes:

[0060] The radar device is used to obtain the distance to the vehicle in front, the speed and acceleration of the vehicle in front in real time, and receive the response information from the radar of the vehicle in front.

[0061] In one embodiment, a radar tracking device is used to obtain the distance between the train and the preceding train in real time to maintain a safe distance, including:

[0062] Trains other than the first in the group obtain the real-time distance to the preceding vehicle through radar tracking equipment; obtain the position coordinates of the preceding vehicle through the self-organizing network vehicle-to-vehicle communication radio, and calculate the safe distance to the preceding vehicle based on the position coordinates; and maintain the real-time distance to the preceding vehicle within the safe distance range.

[0063] In one embodiment, it further includes:

[0064] When a train enters a station, it obtains the train driving plan through the onboard ATO equipment and sends the train driving plan to all trains in the group through the self-organizing network vehicle-to-vehicle communication radio.

[0065] In one embodiment, the onboard ATP device obtains group train operation information through the ad hoc network vehicle-to-vehicle communication radio and radar tracking equipment, and controls the operation of the train, including:

[0066] ATP combines the train driving plan and group train operation information forwarded by the self-organizing network vehicle communication radio, the preceding vehicle information obtained by the radar tracking equipment, and the operation information of the train itself to form a train control command to control the operation of the train itself.

[0067] As shown in FIG5 , the present disclosure provides a control system for the operation of an EMU group, including: an ad hoc network vehicle-to-vehicle communication radio 501 , a radar tracking device 502 , and an onboard ATP device 503 ;

[0068] The ad hoc network vehicle-to-vehicle communication radio 501 is used to provide the position coordinates of each train to other trains in the group in real time through ad hoc network communication. Each train determines the distance and relative position to other trains based on its own position coordinates;

[0069] Radar tracking equipment 502, used to obtain the distance between the train and the preceding train in real time to maintain a safe distance;

[0070] The onboard ATP device 503 is used to obtain group train operation information through the ad hoc network vehicle-to-vehicle communication radio and radar tracking equipment, and control the operation of this train.

[0071] As shown in FIG6 , the present disclosure provides an electronic device, including a processor 601 , a communication interface 602 , a memory 603 , and a communication bus 604 , wherein the processor 601 , the communication interface 602 , and the memory 603 communicate with each other via the communication bus 604 ;

[0072] Memory 603, storing computer programs;

[0073] The processor 601 is configured to implement the above method when executing the computer program stored in the memory 603 .

[0074] The present disclosure provides a computer-readable storage medium storing a computer program, which implements the above method when executed by a processor.

[0075] The computer-readable storage medium may be included in the device / apparatus described in the above embodiments, or may exist independently without being incorporated into the device / apparatus. The computer-readable storage medium carries one or more programs, which, when executed, implement the method according to the embodiments of the present disclosure.

[0076] According to an embodiment of the present disclosure, a computer-readable storage medium may be a non-volatile computer-readable storage medium, such as, but not limited to, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0077] In order to enable those skilled in the art to better understand the present disclosure, the principles of the present disclosure are described as follows with reference to the accompanying drawings:

[0078] The following are the definitions of terms used in this disclosure:

[0079] ATP: Train Control Onboard Equipment

[0080] CBI: Computer Interlocking

[0081] CTCS: China Train Control System

[0082] FSK: Frequency Shift Keying

[0083] GSM-R: Railway integrated digital mobile communication system

[0084] TCR: Track Circuit Information Reader

[0085] TSR: Temporary Speed ​​Restriction

[0086] TSRS: Temporarily Speed-Limited Server

[0087] ZPW-2000: Non-insulated frequency shift track circuit

[0088] Dynamic marshaling: Dynamic marshaling refers to the process of integrating two or more physical trains into a virtual coupled train by gradually shortening the normal tracking distance between the physical trains to the maximum distance between two adjacent physical trains when running in virtual coupling during the normal block operation, and then continuing to run in a virtual coupling mode.

[0089] Dynamic demarshalling: Dynamic demarshalling refers to the process of demarcating a virtual coupled train (consisting of two or more physical trains) into two or more physical trains during normal operation by gradually widening the distance between the physical trains to outside the minimum spacing distance of the normal tracking distance of two or more physical trains, and changing the process of each physical train tracking and running according to the normal block system.

[0090] Through the analysis of EMU operation needs, this disclosure operates high-speed rail EMUs in a dynamic marshaling and disassembling mode, and adjusts the EMU marshaling mode according to the passengers' travel destinations, which can achieve efficient utilization of resources such as vehicles and precise matching of passenger flow and vehicle flow. It is an important means to achieve energy conservation, carbon reduction and efficiency improvement in high-speed rail operation and an important support for increasing the proportion of high-speed rail transportation. It can provide better transportation services and is the development direction of high-speed rail train operation control technology.

[0091] To ensure safety and avoid collisions with the train ahead, a train must maintain a certain safety distance, L, from the train ahead. Different block systems have different requirements for the value of L, meaning the value of L is related to the block system.

[0092] Block systems are divided into semi-automatic, automatic station-to-station, three-display automatic block, four-display automatic block, quasi-moving block, moving block, virtual coupling, etc. Among them, when trains run under semi-automatic, automatic station-to-station, three-display automatic block, four-display automatic block, quasi-moving block, and moving block systems, they all have target stopping points. For virtually coupled trains, only the safety distance L between them and the preceding vehicle is used as the target control object, and L only needs to be maintained in real time. There is no target stopping point.

[0093] The distance between trains can be determined by taking the difference between the leading and trailing train coordinates. In this disclosure, all trains communicate their position coordinates to other trains in the group in real time via ad hoc networking. Each train determines its distance and relative position to other trains based on its own position coordinates, and then determines the actual value used to control the target L based on system requirements.

[0094] Car A receives the position coordinates sent by Cars B, C, and D. Combined with its own position coordinates, it determines that there are four trains in the group and that it is the first train. Car A then proceeds according to the driving permit provided by the ground track circuit or wirelessly. Car B receives the position coordinates sent by Cars A, C, and D. Combined with its own position coordinates, it determines that it is the second train in the group and that Car A is the first train. It then calculates the value of L1 and follows the first train, Car A. Car C receives the position coordinates sent by Cars A, B, and D. Combined with its own position coordinates, it determines that it is the third train in the group and that Car B is the second train. It then calculates the value of L2 and follows the second train, Car B. The same applies to Car D.

[0095] As shown in Figure 7, the station interlocking equipment (CBI)

[0096] The interlocking device provides the route information to the station data server and tracking control server, and determines whether to unlock the route based on the tracking control server.

[0097] Station data server

[0098] Receive interlocking route information and TSRS temporary speed limit information, generate messages corresponding to the interlocking route, and provide the messages to the tracking control server and wireless devices.

[0099] Tracking control server

[0100] The system receives the train plan from the CTC station machine, route information from the interlocking system, message information from the station data server, and train information from the train. Based on the route information provided by the interlocking system, it determines whether the train plan and train status meet the requirements and notifies the interlocking system whether the route can be unlocked. Based on the route information provided by the interlocking system, it notifies the train whether the position of the preceding train is available.

[0101] ATO equipment

[0102] The tracking control server provides the planning information, provides the train control information to the on-board ATP device, and provides the execution results to the tracking control server.

[0103] On-board ATP equipment

[0104] ATP receives and forwards information from the station data server, tracking control server, preceding train ATP, disaster detection equipment, radar tracking equipment, integrated train tail, BTM, track circuit, ATO, etc., which is received by the wireless ad hoc network radio station, forms a train control command, and provides it to the train.

[0105] Ad hoc vehicle-to-vehicle communication radio

[0106] The self-organizing network vehicle-to-vehicle communication radio is responsible for completing the real-time communication networking between each train and the communication channel with the ground communication radio.

[0107] Radar tracking equipment

[0108] The integrated radar equipment provides real-time information on the distance to the vehicle in front, the speed of the vehicle in front, acceleration, etc., and receives response information from the radar of the vehicle in front.

[0109] The present invention utilizes active detection and wireless ad hoc network vehicle-to-vehicle communication technology to realize a virtual coupling system. The data between trains is transmitted between trains without passing through a ground base station.

[0110] Point-to-point train-to-train communication or train-to-ground-to-train communication, train formations operate according to their respective movement authorizations.

[0111] Point-to-point communication

[0112] As shown in Figure 8, Car A receives a command from the ground control center and needs to establish point-to-point communication with Car B. Car A then establishes a point-to-point communication connection with Car B. Car A provides its speed and position coordinates to Car B. Car B then combines the information received from Car A with its own position and speed information to generate a control curve for Car B to control the train's operation. Similarly, Cars C and D also generate their own control curves to control their respective train operations.

[0113] This method relies on ground-based central equipment. Each train must first receive control commands from the train it is communicating with before establishing a communication connection. This prevents the train from forming a formation on its own. A train cannot directly determine the number of trains in the group or its position. Each train must calculate its own movement authorization in real time.

[0114] Vehicle-to-ground communication

[0115] As shown in Figure 9, Cars A and B communicate point-to-point via a ground base station. Car A provides its speed and location coordinates to the base station, which then forwards this information to Car B. Car B then combines the information received from Car A with its own location and speed information to generate a control curve for the train. Similarly, Cars C and D also generate their own control curves to control their respective train operations.

[0116] In this method, each train must first communicate with the target train through a central ground control device. Only then can a communication connection with the target train be established through a ground base station. Each train must calculate its own movement authorization in real time. Wireless coverage is required for the entire line. A central device is required to manage the location and status of all trains.

[0117] Existing technology requires a ground-based train management center. Each train must communicate with a designated train based on commands from the ground. Each train must calculate its own movement authorization curve in real time. Ground-based central equipment is required to manage the position of each train. The first train in a marshaled train and independently operating trains all require the ground-based central equipment to provide movement authorization endpoints. This makes autonomous train management and networking impossible. If the ground-based center fails, normal operation will cease. Construction costs are high, the system is complex, reliability is low, and maintenance costs are high.

[0118] Although the present disclosure has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A method for controlling the operation of a group of EMUs, characterized in that: The method comprises: Through the self-organizing network vehicle communication radio, the trains provide their own position coordinates to other trains in the group in real time through self-organizing network communication. Each train determines the distance and relative position to other trains based on its own position coordinates. The radar tracking device is used to obtain the real-time distance between the train and the preceding train, so as to maintain a safe distance; The onboard ATP equipment obtains group train operation information through the self-organizing network vehicle-to-vehicle communication radio and radar tracking equipment, and controls the operation of its own train.

2. The method for controlling the operation of a group of trains according to claim 1, characterized in that: Through the self-organizing network vehicle communication radio, trains provide their own position coordinates to other trains in the group in real time through self-organizing network communication, including: The trains in the group complete the real-time networking of communication between each train through self-organizing network vehicle communication radios, and the trains send their respective position coordinates to other trains in the group through real-time networking of communication.

3. The method for controlling the operation of a group of trains according to claim 1, characterized in that: Each train determines the distance and relative position to other trains based on its own position coordinates, including: Each train obtains the position coordinates sent by all trains in the group, and combines it with its own position coordinates to obtain the number of trains in the group; When a train determines that it is the first train in the group based on its position coordinates, the first train moves according to the driving permission provided by the ground through the track circuit or by wireless; When a train determines that it is not the first train in the group based on its position coordinates, it calculates the safe distance from the preceding train based on its position coordinates and follows the preceding train.

4. The method for controlling the operation of a train group according to claim 1, characterized in that: The radar tracking device is used to obtain the real-time distance between the train and the preceding train, including: The radar device is used to obtain the distance to the vehicle in front, the speed and acceleration of the vehicle in front in real time, and receive the response information from the radar of the vehicle in front.

5. The method for controlling the operation of a group of EMUs according to claim 1, characterized in that: The radar tracking device is used to obtain the real-time distance between the train and the preceding train to maintain a safe distance, including: Trains other than the first in the group obtain the real-time distance to the preceding vehicle through radar tracking equipment; obtain the position coordinates of the preceding vehicle through the self-organizing network vehicle-to-vehicle communication radio, and calculate the safe distance to the preceding vehicle based on the position coordinates; and maintain the real-time distance to the preceding vehicle within the safe distance range.

6. The method for controlling the operation of a train group according to claim 1, characterized in that: Also includes: When a train enters a station, it obtains the train driving plan through the onboard ATO equipment and sends the train driving plan to all trains in the group through the self-organizing network vehicle-to-vehicle communication radio.

7. The method for controlling the operation of a train group according to claim 1, characterized in that: The onboard ATP equipment obtains group train operation information through the ad hoc network vehicle communication radio and radar tracking equipment, and controls the operation of the train itself, including: ATP combines the train driving plan and group train operation information forwarded by the self-organizing network vehicle communication radio, the preceding vehicle information obtained by the radar tracking equipment, and the operation information of the train itself to form a train control command to control the operation of the train itself.

8. A control system for the operation of a group of EMUs, characterized in that: include: Ad hoc vehicle-to-vehicle communication radio, radar tracking equipment and vehicle-mounted ATP equipment; The self-organizing network vehicle-to-vehicle communication radio is used to provide the position coordinates of each train to other trains in the group in real time through self-organizing network communication. Each train determines the distance and relative position to other trains based on its own position coordinates; Radar tracking equipment is used to obtain the real-time distance between the train and the preceding train to maintain a safe distance; The on-board ATP equipment is used to obtain group train operation information through the self-organizing network vehicle communication radio and radar tracking equipment, and control the operation of this train.

9. An electronic device, characterized in that: The processor, the communication interface, the memory and the communication bus are connected to each other via the communication bus. a memory storing a computer program; The processor is configured to implement the method for controlling the operation of an EMU group according to any one of claims 1 to 7 when executing a computer program stored in a memory.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for controlling the operation of an EMU group according to any one of claims 1 to 7 is implemented.

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