A train quantity control method, device, electronic equipment and medium

Abstract

The present invention discloses a method, device, electronic device and medium for controlling the number of trains, which relates to the field of train control. The main control train in any traction section can obtain the current working power of each working train in the current traction section, and calculate the current total working power, and then judge whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section. After the new train enters the current traction section, the above steps are repeated until it is judged that the new train does not need to enter the current traction section. The number control process of this scheme is executed by the main control train in any traction section, that is, the vehicle-to-vehicle communication method is adopted, and there is no need to exchange information with the ground operation control system, which greatly reduces communication delays and reduces the probability of train failures; in addition, this scheme can ensure that new trains can enter the current traction section to the greatest extent, avoiding most of the power in the traction section from being wasted.

Description

Technical Field

[0001] The present invention relates to the field of train control, and in particular to a method, device, electronic equipment and medium for controlling the number of trains. Background Art

[0002] With the development of science and technology, maglev trains are more widely used. When a maglev train runs on the track, its power supply is supplied by the ground traction partition. If the ground traction partition fails or loses power, the maglev train will lose power and stop.

[0003] At present, when multiple maglev trains are running on the track, the maximum power that can be output by each traction section on the track is limited, so each traction section needs to control the number of cars entering the traction section. The existing technology adopts the method of using the ground operation control system to control the number of cars running in the traction section, and calculates the maximum number of maglev trains that a traction section can carry by the rated maximum power of the maglev train and the method of reserving a certain power, and then generates a fixed value. If the ground operation control system finds that the number of trains in the traction section is equal to the calculated fixed value, that is, it is determined that the traction section is full of maglev trains, it will not send authorized route data to the subsequent maglev trains, that is, it will not control the subsequent maglev trains to enter the traction section, so the subsequent maglev trains stop outside the traction section until waiting for the notification of the ground operation control system. In this way, since the ground operation control system uses the maximum power of the maglev train and the method of reserving a certain power to calculate how many trains can run in a traction section, this method causes a traction section to have a large amount of power surplus, and the ground operation control system is used to retrieve the train position, and then calculate and notify each train. This leads to increased communication delay. When the interval between two maglev trains is very small, the maglev train behind is notified that it is not allowed to enter the previous section. The train must perform emergency braking, resulting in an accident and running out of control into the traction section, causing the traction section to be overloaded and malfunction, which in turn causes all maglev trains in the section to lose power. Summary of the invention

[0004] The purpose of the present invention is to provide a method, device, electronic equipment and medium for controlling the number of trains. The number control process of this scheme is executed by a master control train in any traction section, that is, a vehicle-to-vehicle communication method is adopted, and there is no need to exchange information with a ground operation control system, which greatly reduces communication delays and reduces the probability of train failures. In addition, this scheme can ensure that new trains can enter the current traction section to the greatest extent, avoiding most of the power in the traction section from being wasted.

[0005] In order to solve the above technical problems, the present invention provides a train quantity control method, which is applied to a master control train in any traction section, and the method comprises:

[0006] Obtaining the current working power of the master control train and other working trains in the current traction section;

[0007] Calculating the current total working power of each working train according to each current working power;

[0008] Based on the current total working power and the rated total power of the current traction section, determining whether it is necessary to control a new train to enter the current traction section;

[0009] If it is determined based on the current total working power and the rated total power of the current traction section that a new train needs to be controlled to enter the current traction section, the new train is controlled to enter the current traction section, and the process jumps to the step of obtaining the current working power of the master control train and several other working trains in the current traction section until it is determined based on the current total working power and the rated total power of the current traction section that a new train does not need to be controlled to enter the current traction section.

[0010] Optionally, judging whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section includes:

[0011] Determine the difference between the rated total power and the current working total power to obtain a first power difference;

[0012] Determining whether the first power difference is greater than a preset power warning threshold;

[0013] If the first power difference is greater than the preset power warning threshold, it is determined that a new train needs to be controlled to enter the current traction section.

[0014] Optionally, after determining that a new train needs to be controlled to enter the current traction section based on the current total operating power and the rated total power of the current traction section, the method further includes:

[0015] Obtaining the current positions of several new trains outside the current traction section;

[0016] Determine a minimum distance value between each of the current positions and the current traction partition;

[0017] Accordingly, the new train is controlled to enter the current traction section;

[0018] Control the new train corresponding to the minimum distance value to enter the current traction section.

[0019] Optionally, after determining that it is not necessary to control a new train to enter the current traction section based on the current total operating power and the rated total power of the current traction section, the method further includes:

[0020] Obtaining the current speed corresponding to each of the working trains and each of the new trains;

[0021] Obtaining the current operating power of each of the new trains;

[0022] Calculating the new current total working power corresponding to each of the working trains and each of the new trains according to the current working power of each of the new trains and the current total working power;

[0023] The current speeds are adjusted based on the new current total operating power and the rated total power.

[0024] Optionally, adjusting each current speed based on the new current total operating power and the rated total power includes:

[0025] Determine the difference between the rated total power and the new current operating total power to obtain a second power difference;

[0026] The current speeds are adjusted based on the second power difference and a preset power warning threshold.

[0027] Optionally, the adjusting each of the current speeds based on the second power difference and a preset power warning threshold includes:

[0028] Determining whether the second power difference is less than the preset power warning threshold;

[0029] If the second power difference is less than the preset power warning threshold, the speed change corresponding to each of the working trains and each of the new trains is determined based on the second power difference and the corresponding relationship between power and speed, and the signals corresponding to each of the speed changes are respectively transmitted to each of the working trains and each of the new trains, and the process jumps to the step of obtaining the current speed corresponding to each of the working trains and each of the new trains until the second power difference is equal to the preset power warning threshold.

[0030] In order to solve the above technical problems, the present invention also provides a train quantity control device, which is applied to a master control train in any traction section, and the device comprises:

[0031] A working power acquisition module is used to acquire the current working power of the master control train and other working trains in the current traction section;

[0032] A total working power calculation module, used for calculating the current total working power of each working train according to each current working power;

[0033] A judgment module, used for judging whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section;

[0034] A train control module is used to control the new train to enter the current traction section when it is judged that the new train needs to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section, and jump to the step of obtaining the current working power of the main control train and several other working trains in the current traction section until it is judged that the new train does not need to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section.

[0035] Optionally, also include:

[0036] A speed acquisition unit, used to acquire the current speed corresponding to each of the working trains and each of the new trains;

[0037] A working power acquisition unit, used to acquire the current working power of each of the new trains;

[0038] A working total power calculation unit, used for calculating the new current working total power corresponding to each of the working trains and each of the new trains according to the current working power of each of the new trains and the current working total power;

[0039] The speed adjustment unit is used to adjust each current speed based on the new current working total power and the rated total power.

[0040] In order to solve the above technical problems, the present invention further provides an electronic device, comprising:

[0041] Memory for storing computer programs;

[0042] A processor is used to implement the steps of the train quantity control method as described above when executing the computer program.

[0043] In order to solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the train quantity control method as described above are implemented.

[0044] The purpose of the present invention is to provide a method, device, electronic device and medium for controlling the number of trains, in which the main control train in any traction section can obtain the current working power of each working train in the current traction section, and calculate the current total working power, and then judge whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section. After controlling the new train to enter the current traction section, repeat the above steps until it is judged that the new train does not need to enter the current traction section. The number control process of this scheme is executed by the main control train in any traction section, that is, the vehicle-to-vehicle communication method is adopted, and there is no need to exchange information with the ground operation control system, which greatly reduces communication delays and reduces the probability of train failures; in addition, this scheme can ensure that new trains can enter the current traction section to the greatest extent, avoiding most of the power in the traction section from being wasted. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0046] Figure 1 A process flow chart of a train quantity control method provided by the present invention;

[0047] Figure 2 A schematic diagram of the structure of a vehicle-to-vehicle communication system provided by the present invention;

[0048] Figure 3 A schematic diagram of a train speed adjustment method provided by the present invention;

[0049] Figure 4 A schematic diagram of the structure of a train quantity control device provided by the present invention;

[0050] Figure 5 The present invention provides a schematic structural diagram of an electronic device. DETAILED DESCRIPTION

[0051] The core of the present invention is to provide a train quantity control method, device, electronic equipment and medium. The quantity control process of this scheme is executed by the master control train in any traction section, that is, the vehicle-to-vehicle communication method is adopted, and there is no need to exchange information with the ground operation control system, which greatly reduces communication delays and reduces the probability of train failures; in addition, this scheme can ensure that new trains can enter the current traction section to the greatest extent, avoiding most of the power in the traction section from being wasted.

[0052] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0053] Please refer to Figure 1 , Figure 1 The process flow chart of a train quantity control method provided by the present invention. The train quantity control method is applied to a master control train in any traction section, and the method comprises:

[0054] S11: obtaining the current working power of the main control train and other working trains in the current traction section;

[0055] S12: Calculating the current total working power of each working train according to each current working power;

[0056] S13: judging whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section;

[0057] S14: If it is determined based on the current total working power and the rated total power of the current traction section that a new train needs to be controlled to enter the current traction section, the new train is controlled to enter the current traction section, and the process jumps to the step of obtaining the current working power of the main control train and several other working trains in the current traction section, until it is determined based on the current total working power and the rated total power of the current traction section that a new train does not need to be controlled to enter the current traction section.

[0058] In the present invention, in order to solve the problem of communication delay and increased probability of train failure caused by information interaction with the ground transportation control system in the prior art, this solution establishes a vehicle-to-vehicle communication network, that is, the number of vehicles in the current traction section is controlled by a master control train in a traction section. The master control train needs to first obtain the current working power of itself and several other working trains in the current traction section, and calculate the corresponding current working total power, and then judge whether it is necessary to control a new train to enter the current traction section based on the current working total power and the rated total power of the current traction section. If it is judged that a new train needs to be controlled to enter the current traction section, the master control train will control The new train enters the current traction section and jumps to the step of obtaining the current working power of the main control train and several other working trains in the current traction section, and repeats the above steps until it is determined that the new train does not need to be controlled to enter the current traction section. This control method can ensure that the new train can enter the current traction section to the greatest extent, avoiding most of the power in the traction section from being wasted; in addition, because this solution uses train autonomous operation and calculates the working power of the train, the number of trains in the traction section is adjusted in real time, the number of trains in the traction section is increased to the maximum, the utilization rate of the traction section is improved, the range of the traction section is expanded, and the number of track traction sections is reduced. The cost of trackside equipment is reduced, while the distance of vehicle tracking is shortened and the train carrying capacity is increased.

[0059] It should be noted that in the prior art, the power supply of the maglev train is powered by the ground traction partition, so the total power that can be provided by a traction partition limits the number of trains that can run within the partition, so it is necessary to use the partition resources as much as possible. Figure 2 As shown, when each train is running in the traction zone, the first train to enter the traction zone can be used as the main control train. Then the main control train sends a broadcast message through the on-board wireless device, notifying all trains receiving the wireless signal to return their own train position, train speed, train power, etc. within the radiation range of the on-board wireless device. The range radius that can be covered by the wireless device of each train is a traction zone. Then the last train in each traction zone (for example Figure 2 The last train in traction partition 2) inherits the requirements of the master train and also broadcasts information. When the master train of another traction partition (for example, traction partition 1) receives the broadcast information, it feeds back the train status of its own traction partition to the previous traction partition (for example, traction partition 2). In this way, the master train of each traction partition obtains all train conditions of this partition (for example, traction partition 2) and all train conditions of the next traction partition (for example, traction partition 1).

[0060] It should also be noted that the master control train of the present application operates autonomously and calculates the working power of the train in real time, and communicates with other trains in the section through the vehicle-to-vehicle communication network to obtain the working power of the train, and at the same time numbers the trains in the traction section. Finally, the master control train calculates and monitors the total power of all trains in the traction section, and determines whether it is within the total power range of the traction section. If the power warning threshold is not reached, the nearest train will continue to be notified to enter the traction section. The functions of minimizing the train tracking distance, maximizing the utilization of the traction section, and dynamically adjusting the number of trains have been achieved. When the master control train in the traction section leaves the traction section, the master control right will be inherited to the next train.

[0061] It should also be noted that this solution uses the train to operate autonomously and calculate the working power of the train, and communicate with other trains in the section through the vehicle-to-vehicle communication network to obtain the working power of the train. Finally, the master control train calculates and monitors the total power of all cars in the traction section, and determines whether it is within the total power range of the traction section. If the power warning threshold is not reached, the nearest train will continue to be notified to enter the traction section, which has achieved the function of minimizing the train tracking distance, maximizing the utilization rate of the traction section, and adjusting the number of dynamic trains. In addition, when one or several maglev trains in the traction section are abnormal. The master control train in the traction section calculates the total power value and sends commands to control the train to reduce the speed in turn, reduce power consumption, and ensure the dynamic balance of power in the traction section. Until the abnormal train leaves the main line, and the train autonomously authorizes the route and enters the maintenance station; the wireless communication of the train adopts centralized communication combined with the relay extension function, the vehicle-to-vehicle communication adopts direct communication between vehicles, and adopts a master-slave structure, broadcasts and outputs messages through the on-board wireless equipment, and the single-point feedback method shortens the information feedback time and improves the feedback efficiency.

[0062] It should also be noted that, in actual applications, each train can send broadcast messages through on-board wireless devices, and can also send messages to each other in the form of a bus.

[0063] This embodiment provides a method for controlling the number of trains. The master train in any traction section can obtain the current working power of each working train in the current traction section, and calculate the current total working power. Then, based on the current total working power and the rated total power of the current traction section, it is determined whether it is necessary to control a new train to enter the current traction section. After the new train is controlled to enter the current traction section, the above steps are repeated until it is determined that a new train is not required to enter the current traction section. The number control process of this scheme is executed by the master train in any traction section, that is, the vehicle-to-vehicle communication method is adopted, and there is no need to interact with the ground operation control system for information, which greatly reduces communication delays and reduces the probability of train failures. In addition, this scheme can ensure that new trains can enter the current traction section to the greatest extent possible, avoiding most of the power in the traction section from being wasted.

[0064] Based on the above embodiments:

[0065] As an optional embodiment, judging whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section includes:

[0066] Determine the difference between the rated total power and the current working total power to obtain a first power difference;

[0067] Determining whether the first power difference is greater than a preset power warning threshold;

[0068] If the first power difference is greater than the preset power warning threshold, it is determined that the new train needs to be controlled to enter the current traction section.

[0069] In the present invention, the specific process of judging whether it is necessary to control a new train to enter the current traction section based on the current working total power and the rated total power of the current traction section is as follows: considering that most of the power in the traction section cannot be wasted, it is necessary to ensure that the difference between the rated total power of the current traction section and the current working total power of the train is as small as possible, that is, to ensure that the difference between the rated total power and the current working total power is not greater than the preset power warning threshold. Once the difference between the rated total power and the current working total power is greater than the preset power warning threshold, it is necessary to control the new train to enter the current traction section, thereby increasing the power utilization rate of the current traction section, ensuring that the new train can enter the current traction section to the greatest extent, and avoiding most of the power in the traction section from being wasted.

[0070] As an optional embodiment, after it is determined that the new train needs to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section, the method further includes:

[0071] Get the current positions of several new trains outside the current traction zone;

[0072] Determine the minimum distance between each current position and the current traction partition;

[0073] Accordingly, the new train is controlled to enter the current traction section;

[0074] Control the new train corresponding to the minimum distance value to enter the current traction section.

[0075] In the present invention, after determining that a new train needs to be controlled to enter the current traction partition, in order to reduce the power consumption of the train, this scheme obtains the current positions of several new trains outside the current traction partition, and determines the minimum distance value between each train and the current traction partition. Therefore, this scheme actually controls the new train to enter the current traction partition by controlling the new train corresponding to the minimum distance value to enter the current traction partition, that is, ensuring that the distance between the new train and the current traction partition is minimized, thereby reducing the power consumption of the train control process.

[0076] As an optional embodiment, after it is determined that there is no need to control the new train to enter the current traction section based on the current total working power and the rated total power of the current traction section, the method further includes:

[0077] Get the current speed of each working train and each new train;

[0078] Obtain the current operating power of each new train;

[0079] Calculate the new current total working power corresponding to each working train and each new train according to the current working power and the current total working power of each new train;

[0080] The current speeds are adjusted based on the new current operating total power and rated total power.

[0081] In the present invention, under the current technology, a ground operation control system is used to monitor a fixed number of trains running in a traction section. If one or several maglev trains are abnormal, causing the power consumption of the maglev train to increase instantly, the ground operation control system will not take any measures at this time, and the traction section will be overloaded and fail, thereby causing all maglev trains in the section to lose power. After considering the above problems, this scheme determines that there is no need to control the new train to enter the current traction section. Although it is guaranteed that new trains can enter the current traction section to the greatest extent at this time, after several new trains are added, whether the rated total power of the current traction section can still match the current power of all trains in the current traction section also needs to be considered. Therefore, this scheme first obtains the current speed corresponding to each working train and each new train, and obtains the current working power of each new train, and then adjusts the current speed according to the new current working total power and rated total power of the new train and the original train, so that the current working total power of each train after the speed adjustment can match the rated total power of the current traction section, ensuring the dynamic balance of power in the traction section and improving the reliability of the scheme; in addition, after adopting this scheme, when one or several trains in the traction section have abnormal power consumption, it will not cause the entire traction section to fail and paralyze the line, so that the line operation can continue, reducing the operating cost and rescue cost of the line.

[0082] It should be noted that when the train is running in the traction section, the speed of the train is adjusted in real time to reduce the power consumption of the train and achieve the purpose of dynamic balance. When the total power of all trains in the traction section reaches the balance with the total power of the traction section, no new trains will be added. At this time, the master control train collects the power of all trains in the traction section in real time, which are P1 (V, K), P2 (V, K), P3 (V, K), etc. and calculates the total power P of all trains. 总 , and the measured Pi(V,K) (i =1, 2…, n) obeys the positive distribution. Among them, the calculation formula of the total working power of the train is: The power difference is calculated as: P △ =P s -P 总 , where P △ is the power difference, P s is the rated total power of the traction partition, P 总 is the total working power of the train in the traction section, P 阈 To preset the power warning threshold, in the traction zone, the master train monitors and adjusts the total power in the zone in real time. △ and P 阈 For example, when the power difference P between the rated total power of the traction partition and the total power of the train is △ Less than the power threshold P 阈 When P△ =P s -P 总 <P 阈 When the power difference P is reached, the master train uses the power threshold and the power-speed curve to calculate and obtain the speed value that needs to be reduced, distributes the speed value, and sends a command to the trains in the traction section. The fastest train is given priority to slow down, and at the same time, real-time adjustments are made through power feedback. △ Greater than the power threshold P 阈 When P △ =P s -P 总 >P 阈 When the main control train notifies the adjacent traction section train to accelerate and enter the traction section for replenishment.

[0083] It should also be noted that in actual applications, when one or more maglev trains in the traction section are abnormal, the main control train in the traction section calculates the total power value and sends commands to control the trains to reduce speed and power consumption in turn to ensure the dynamic balance of power in the traction section until the abnormal train leaves the main line and the train autonomously authorizes the route and enters the maintenance station. The principle diagram of speed adjustment is as follows Figure 3 shown.

[0084] As an optional embodiment, adjusting each current speed based on the new current total working power and the rated total power includes:

[0085] Determine the difference between the rated total power and the new current operating total power to obtain a second power difference;

[0086] Each current speed is adjusted based on the second power difference and the preset power warning threshold.

[0087] In the present invention, since the speed of the train is positively correlated with the power of the train, the power of the train needs to be adjusted in order to adjust the speed of the train. This part of the power that needs to be adjusted is related to the second power difference between the rated total power and the new current working total power. Therefore, it is necessary to first determine the second power difference between the rated total power and the new current working total power, and then adjust each current speed based on the second power difference and the preset power warning threshold. By adjusting the speed of the train in the current traction section, the dynamic balance of power in the traction section is ensured, thereby improving the reliability of the solution.

[0088] As an optional embodiment, adjusting each current speed based on the second power difference and the preset power warning threshold includes:

[0089] Determining whether the second power difference is less than a preset power warning threshold;

[0090] If the second power difference is less than the preset power warning threshold, the speed change corresponding to each working train and each new train is determined based on the second power difference and the corresponding relationship between power and speed, and the signal corresponding to each speed change is transmitted to each working train and each new train respectively, and jumps to the step of obtaining the current speed corresponding to each working train and each new train until the second power difference is equal to the preset power warning threshold.

[0091] In the present invention, the specific process of adjusting each current speed based on the second power difference and the preset power warning threshold is: determine whether the second power difference is less than the preset power warning threshold. If the second power difference is less than the preset power warning threshold, it proves that the speed of the train in the current traction section needs to be adjusted. Therefore, it is necessary to determine the speed change corresponding to each working train and each new train based on the second power difference and the corresponding relationship between power and speed, and transmit the signal corresponding to each speed change to each working train and each new train respectively. After receiving the speed change signal, the speed of each train in the traction section will change. After sending the speed change signal, the master control train will repeat the above steps until the second power difference is equal to the preset power warning threshold. At this time, the power of the traction section and each train is dynamically balanced, which improves the reliability of the solution.

[0092] Please refer to Figure 4 , Figure 4 The present invention provides a structural schematic diagram of a train quantity control device. The train quantity control device is applied to a master control train in any traction section, and the device includes:

[0093] The working power acquisition module 11 is used to obtain the current working power of the main control train and other working trains in the current traction section;

[0094] A working total power calculation module 12 is used to calculate the current working total power of each working train according to each current working power;

[0095] A judgment module 13 is used to judge whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section;

[0096] The train control module 14 is used to control the new train to enter the current traction section when it is judged that the new train needs to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section, and jump to the step of obtaining the current working power of the main control train and several other working trains in the current traction section until it is judged that the new train does not need to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section.

[0097] As an optional embodiment, it also includes:

[0098] A speed acquisition unit, used to acquire the current speed of each working train and each new train;

[0099] A working power acquisition unit, used to acquire the current working power of each new train;

[0100] A working total power calculation unit, used for calculating the new current working total power corresponding to each working train and each new train according to the current working power and the current working total power of each new train;

[0101] The speed adjustment unit is used to adjust each current speed based on the new current working total power and the rated total power.

[0102] The train quantity control device provided in this embodiment corresponds to the above method, and therefore has the same beneficial effects as the above method. Therefore, for the embodiments of the train quantity control device part, please refer to the description of the embodiments of the method part, which will not be repeated here.

[0103] Please refer to Figure 5 , Figure 5 The present invention provides a schematic diagram of the structure of an electronic device. The electronic device includes:

[0104] A memory 20, used for storing computer programs;

[0105] The processor 21 is used to implement the steps of the above-mentioned train quantity control method when executing the computer program.

[0106] The electronic device provided in this embodiment may include but is not limited to a smart phone, a tablet computer, a laptop computer or a desktop computer.

[0107] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0108] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the train quantity control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. Data 203 may include but is not limited to the train quantity control method, etc.

[0109] In some embodiments, the electronic device may further include a display screen 22 , an input / output interface 23 , a communication interface 24 , a power source 25 , and a communication bus 26 .

[0110] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure.

[0111] The purpose of this embodiment is to provide an electronic device, in which the memory 20 is used to store computer programs, and the processor 21 is used to implement the steps of the above-mentioned train quantity control method when executing the computer program, so as to make the control process more efficient and accurate.

[0112] The present invention also provides an embodiment corresponding to a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above-mentioned train quantity control method are implemented.

[0113] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium to execute all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program codes.

[0114] The computer-readable storage medium provided in this embodiment corresponds to the above method, and therefore has the same beneficial effects as the above method. Therefore, for the embodiments of the computer-readable storage medium part, please refer to the description of the embodiments of the method part, which will not be repeated here.

[0115] It should be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0116] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling the number of trains, characterized in that: Applied to the master control train in any traction section, the method comprises: Obtaining the current working power of the master control train and other working trains in the current traction section; Calculating the current total working power of each working train according to each current working power; Based on the current total working power and the rated total power of the current traction section, determining whether it is necessary to control a new train to enter the current traction section; If it is determined based on the current total working power and the rated total power of the current traction section that a new train needs to be controlled to enter the current traction section, the new train is controlled to enter the current traction section, and the process jumps to the step of obtaining the current working power of the master control train and other working trains in the current traction section, until it is determined based on the current total working power and the rated total power of the current traction section that a new train does not need to be controlled to enter the current traction section; The determining whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section includes: Determine the difference between the rated total power and the current working total power to obtain a first power difference; Determining whether the first power difference is greater than a preset power warning threshold; If the first power difference is greater than the preset power warning threshold, it is determined that a new train needs to be controlled to enter the current traction section.

2. The train quantity control method according to claim 1, characterized in that: After it is determined that a new train needs to be controlled to enter the current traction section based on the current total working power and the rated total power of the current traction section, the method further includes: Obtaining the current positions of several new trains outside the current traction section; Determine a minimum distance value between each of the current positions and the current traction partition; Accordingly, the new train is controlled to enter the current traction section; Control the new train corresponding to the minimum distance value to enter the current traction section.

3. The train quantity control method according to claim 1 or 2, characterized in that: After determining that it is not necessary to control a new train to enter the current traction section based on the current total operating power and the rated total power of the current traction section, the method further includes: Obtaining the current speed corresponding to each of the working trains and each of the new trains; Obtaining the current operating power of each of the new trains; Calculating the new current total working power corresponding to each of the working trains and each of the new trains according to the current working power of each of the new trains and the current total working power; The current speeds are adjusted based on the new current total operating power and the rated total power.

4. The train quantity control method according to claim 3, characterized in that: The adjusting each current speed based on the new current total working power and the rated total power comprises: Determine the difference between the rated total power and the new current operating total power to obtain a second power difference; The current speeds are adjusted based on the second power difference and a preset power warning threshold.

5. The train quantity control method according to claim 4, characterized in that: The adjusting each of the current speeds based on the second power difference and a preset power warning threshold comprises: Determining whether the second power difference is less than the preset power warning threshold; If the second power difference is less than the preset power warning threshold, the speed change corresponding to each of the working trains and each of the new trains is determined based on the second power difference and the corresponding relationship between power and speed, and the signals corresponding to each of the speed changes are respectively transmitted to each of the working trains and each of the new trains, and the process jumps to the step of obtaining the current speed corresponding to each of the working trains and each of the new trains until the second power difference is equal to the preset power warning threshold.

6. A train quantity control device, characterized in that: Applicable to the master control train in any traction section, the device includes: A working power acquisition module is used to acquire the current working power of the master control train and other working trains in the current traction section; A total working power calculation module, used for calculating the current total working power of each working train according to each current working power; A judgment module, used for judging whether it is necessary to control a new train to enter the current traction section based on the current total working power and the rated total power of the current traction section; A train control module, for controlling a new train to enter the current traction section when it is determined based on the current total working power and the rated total power of the current traction section that a new train needs to be controlled to enter the current traction section, and jumping to the step of obtaining the current working power of the master control train and other working trains in the current traction section, until it is determined based on the current total working power and the rated total power of the current traction section that a new train does not need to be controlled to enter the current traction section; The judgment module is specifically used for: Determine the difference between the rated total power and the current working total power to obtain a first power difference; Determining whether the first power difference is greater than a preset power warning threshold; If the first power difference is greater than the preset power warning threshold, it is determined that a new train needs to be controlled to enter the current traction section.

7. The train quantity control device according to claim 6, characterized in that: Also includes: A speed acquisition unit, used to acquire the current speed corresponding to each of the working trains and each of the new trains; A working power acquisition unit, used to acquire the current working power of each of the new trains; A working total power calculation unit, used for calculating the new current working total power corresponding to each of the working trains and each of the new trains according to the current working power of each of the new trains and the current working total power; The speed adjustment unit is used to adjust each current speed based on the new current working total power and the rated total power.

8. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the train quantity control method as claimed in any one of claims 1 to 5 when executing the computer program.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the train quantity control method according to any one of claims 1 to 5.

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