Multi-train cooperative cruise control method and system considering communication distance

Abstract

The invention discloses a multi-train cooperative cruise control method and system considering a communication distance, and the method comprises the steps: obtaining the operation information of each train in a communication range in real time, calculating the distance and speed difference between each train and a train adjacent to the train in communication, and obtaining the maximum communication distance of the trains; obtaining a distance control variable of each train by utilizing the negative gradient of the potential function of the train and the adjacent communication train; wherein the potential function is a segmented potential function for introducing the maximum communication distance and / or a communication coefficient which is introduced into a distance control variable and represents the communication quality between the trains, and the communication coefficient is a segmented coefficient for introducing the maximum communication distance; and acting the distance control variable on a traction braking system of the train to generate traction force or braking force. According to the technical scheme, the influence of the communication distance is fully considered, and the train tracking interval is optimized according to the actual train speed on the premise that safe operation of the train is guaranteed through the brand new technical scheme, so that the overall operation efficiency of the railway is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of train operation control, and in particular relates to a multi-train cooperative cruise control method and system taking into account communication distance. Background Art

[0002] The multi-train cooperative control method based on artificial potential function can improve the interval cruising performance of trains and has achieved rich research results. For example, the multi-train cooperative cruise control method and system based on potential function with application number 2022104273125, which designs artificial potential function to control the distance between high-speed trains within a safe range, and the distance between trains will be dynamically adjusted according to the real-time operating status of the trains.

[0003] However, the potential functions proposed by most studies lack flexibility, do not consider the communication range, and cannot accurately determine the potential communication interruption and emergency braking trend between trains. Therefore, when communication is abnormal, the system is controlled in a control mode without communication connection, which makes accidents more likely to occur. At the same time, due to the limited wireless transmission power, the communication distance is limited, and the communication topology between trains should be dynamically adjusted as the tracking distance changes. Therefore, it is necessary to incorporate the communication distance into the multi-train cooperative cruise control system. Summary of the invention

[0004] The purpose of the present invention is to incorporate the communication distance into the multi-train cooperative cruise control system, provide a new way to define the potential function and / or control variables, so as to fully consider the influence of the communication distance, and then provide a multi-train cooperative cruise control method and system considering the communication distance. Among them, the method proposes an adaptive piecewise potential function considering the communication range, which can make full use of the distance and speed between trains to adjust the potential field force in real time, thereby reducing the adverse effects of speed changes and communication changes on multi-train cooperative control, and designs an adjustable communication coefficient that describes the change of communication topology weights. Under the premise of ensuring the safe operation of the train, the train tracking interval is optimized following the actual speed of the train to improve the overall operation efficiency of the railway.

[0005] To this end, the present invention provides the following technical solutions:

[0006] On the one hand, the present invention provides a multi-train cooperative cruise control method considering communication distance, comprising the following steps:

[0007] Step 1: Acquire the running information of each train within the communication range in real time, wherein the real-time running information includes speed information and position information;

[0008] Step 2: Calculate the distance and speed difference between each train and its adjacent train, and obtain the maximum communication distance of the train;

[0009] Step 3: Use the artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and then use the negative gradient of the potential function between the train and the communicating adjacent train to obtain the distance control variable of each train;

[0010] Wherein, the potential function is a piecewise potential function introducing the maximum communication distance and / or the piecewise coefficient introducing the maximum communication distance is set in the distance control variable as a communication coefficient representing the communication quality between trains;

[0011] Step 4: Applying the distance control variable to the traction braking system of the train to generate traction force or braking force.

[0012] Preferably, the piecewise potential function is a piecewise asymmetric artificial potential function based on the maximum communication range, the minimum braking distance and the expected safety distance, which is as follows:

[0013]

[0014] In the formula, is the potential function between train i and train j, x ij is the distance deviation between train i and train j, d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, r min is the minimum braking distance of the train itself; the above potential function is an asymmetric artificial potential function that takes into account the communication distance and the minimum braking distance, v i 、v j is the actual speed of train i and train j, || || is the absolute value symbol, and e is the natural base.

[0015] Preferably, in the communication enhancement area, the closer the distance between trains is, the larger the communication coefficient is, and when the distance between trains approaches 0, the communication coefficient approaches infinity; in the communication attenuation area, the farther the distance between trains is, the smaller the communication coefficient is, and the distance between trains approaches the maximum communication range, and the communication coefficient approaches 0.

[0016] Preferably, the function of the communication coefficient is expressed as:

[0017]

[0018] In the formula, the communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance. The actual communication distance is the actual distance x between the two trains. ij; A is the adjacency matrix coefficient when the tracking distance curve converges to the expected distance (A can be determined according to environmental factors. If the communication environment is good, A is set larger. If the environment is bad, A is set smaller. The specific value is not limited in the present invention and is set or adjusted according to actual needs and environment). ω>0 and η>0 are both adjustment parameters; d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, x ij is the distance deviation between train i and train j, ‖ ‖ is the absolute value sign.

[0019] Preferably, the relationship between the communication coefficient and the distance control variable is expressed as follows:

[0020]

[0021] In the formula, u i1 is the negative feedback of train i, i.e., the distance control variable; n is the total number of trains in the multi-train system, x i represents the position of train i, is the gradient sign; communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance. is the potential function between train i and train j, x ij is the distance deviation between train i and train j.

[0022] Preferably, the method is further provided with a speed control variable based on the speed deviation between trains, for controlling the train speed to track the desired speed, expressed as:

[0023]

[0024] Among them, u i1 is the speed control variable of train i based on speed deviation, m i is the mass of train i, v i 、v j is the actual speed of train i and train j, v r is the expected speed of train i, α>0 is a positive coefficient, n is the total number of trains in the multi-train system; the communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance.

[0025] Preferably, the method is applied to a single train or multiple train cooperative control system of a multiple train cooperative control system.

[0026] In a second aspect, the present invention also provides a control system based on the above method, which is applied to a multi-train system and at least includes: an operation information collection subsystem, a train communication subsystem and a control subsystem;

[0027] The operation information collection subsystem is composed of onboard equipment and / or trackside equipment of each train, and is used to collect real-time operation information of each train;

[0028] The train communication subsystem is composed of the communication modules of each train and / or the radio block center, and is used to establish communication connections between trains and realize information transmission between adjacent trains;

[0029] The control subsystem is composed of controllers of each train, which is used to obtain or acquire the control variables of each train according to steps 2 to 4, and act on the traction and braking system of the train to generate traction or braking force, thereby controlling the acceleration change of the train.

[0030] In a third aspect, the present invention further provides an electronic terminal, comprising: one or more processors; and a memory storing one or more computer programs;

[0031] Wherein, the processor calls the computer program to implement: a multi-train cooperative cruise control method considering communication distance.

[0032] In a fourth aspect, the present invention also provides a readable storage medium storing a computer program, wherein the computer program is called by a processor to implement: steps of a multi-train cooperative cruise control method considering communication distance.

[0033] Beneficial Effects

[0034] 1. The present invention provides a multi-train cooperative cruise control method that takes communication distance into consideration. It is the first time that the factor of communication distance is included in the multi-train cooperative cruise control system. It fully considers that if the communication range is not considered, communication interruption and emergency braking trend will have an impact on the cooperative control system, and the communication topology between trains should also be dynamically adjusted with the change of tracking distance, thereby providing a new technical idea / means to realize multi-train cooperative cruise control. Among them, on the one hand, an adaptive piecewise potential function that takes into account the communication range is proposed, and the speed difference between the two trains is also considered at the same time. Even if the distance is consistent, the speed is inconsistent, there will be potential field forces. The distance and speed between the trains can be fully utilized to adjust the size of the potential field force in real time, thereby reducing the adverse effects of speed changes and communication changes on multi-train cooperative control. On the other hand, an adjustable communication coefficient that describes the change of communication topology weight is proposed, that is, it is dynamically adjusted according to the actual distance, which is more in line with the application situation and further ensures smooth and orderly control between trains.

[0035] 2. The present invention uses an artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and constructs an asymmetric potential function based on the communication distance and the minimum braking distance. When the actual tracking distance of the train is greater than the expected safety distance and is within the communication range, the artificial potential field based on the potential function generates an attractive force, causing the rear vehicle to accelerate, thereby reducing the distance between the rear vehicle and the front vehicle; when the actual tracking distance of the train is less than the expected safety distance, the artificial potential field based on the potential function generates a large repulsive force, causing the rear vehicle to decelerate rapidly, thereby increasing the distance between the rear vehicle and the front vehicle. The closer to the minimum braking distance, the greater the repulsive force, so the minimum braking distance will not be exceeded. Therefore, the strategy proposed in the present invention can converge to the expected safety distance based on limiting the scope of train coordination and effectively reducing the situation of violating the minimum braking distance, while ensuring the safety of train operation, and the potential field only exists within the communication range, not the entire space.

[0036] 3. In the preferred embodiment of the present invention, the communication coefficient is optimized and set to an adaptive coefficient a according to the actual distance change. ij , the communication matrix can be automatically adjusted in real time according to the actual operation situation to better meet the needs of practical applications. At the same time, the performance indicators (such as comfort, energy saving, convergence speed, etc.) can be optimized by appropriately selecting the adjustment parameters ω and η. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] 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 some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0038] Figure 1 It is a flow chart of a multi-high-speed train cooperative cruise control method based on communication distance potential function provided by the present invention;

[0039] Figure 2 It is a schematic diagram of cooperative control principle based on communication distance potential function of the present invention;

[0040] Figure 3 It is a schematic diagram of the communication coefficient. DETAILED DESCRIPTION

[0041] The present invention provides a multi-train cooperative cruise control method that takes communication distance into consideration, which is applied to a single train or multi-train cooperative control system of a multi-train cooperative control system. Its core optimization lies in the introduction of the communication range, that is, the communication factor of the train is taken into consideration. Among them, the preferred potential function is a piecewise potential function that introduces the maximum communication distance, and / or a piecewise coefficient that introduces the maximum communication distance is set in the distance control variable as a communication coefficient that represents the communication quality between trains. The technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0042] Embodiment 1:

[0043] An embodiment of the present invention provides a multi-train cooperative cruise control method considering communication distance, comprising the following steps:

[0044] Step 1: Acquire the running information of each train within the communication range in real time, and the real-time running information includes speed information and position information.

[0045] This embodiment is explained by taking the application of the control method in a train control system as an example. The control system at least includes an operation information collection subsystem, a train communication subsystem and a control subsystem; wherein the operation information collection subsystem is composed of the on-board equipment and / or trackside equipment of each train, and is used to collect the real-time operation information of each train. The train communication subsystem is composed of the communication module and / or the wireless block center of each train, and is used to establish a communication connection between trains and realize information transmission between adjacent trains; the control subsystem is composed of the controller of each train, and is used to obtain or acquire the control variables of each train, and act on the traction and braking system of the train to generate traction or braking force, thereby controlling the acceleration change of the train.

[0046] Step 2: Calculate the distance and speed difference between each train and its adjacent communicating trains, and obtain the maximum communication distance of the trains.

[0047] Step 3: Use the artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and then use the negative gradient of the potential function between the train and the communicating adjacent train to obtain the distance control variable of each train.

[0048] In the embodiment, the piecewise potential function is preferably a piecewise function based on the maximum communication range, the minimum braking distance and the expected safety distance, as follows:

[0049]

[0050] In the formula, is the potential function between train i and train j, x ij is the distance deviation between train i and train j, d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, r min is the minimum braking distance of the train itself. The above potential function is an asymmetric artificial potential function that takes into account the communication distance and the minimum braking distance. i 、v j is the actual speed of train i and train j, || || is the distance sign or difference sign, and e is the natural base.

[0051] Based on the above potential function, the distance control variable is determined as follows:

[0052]

[0053] Among them, u i1 is the negative feedback of train i, i.e., the distance control variable; n is the total number of trains in the multi-train system, x i represents the position of train i, is the gradient sign, the communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance.

[0054] In this embodiment, the preferred communication coefficient a ij The function is expressed as:

[0055]

[0056] In the formula, the communication coefficient a ij represents the communication quality between train i and train j, which is related to the actual communication distance; A is the adjacency matrix coefficient when the tracking distance curve converges to the expected distance, ω>0 and η>0 are both adjustment parameters; d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, x ij is the distance deviation between train i and train j.

[0057] like Figure 3 As shown, different parameters are selected to draw the curve of the function. It can be seen from the figure that a ij The changes have the following characteristics:

[0058] 1. When the distance between any two adjacent trains in the fleet is distributed in the communication enhancement area, the closer the distance, the larger the value. j (t)-x i (t)||→0, there exists a ij→+∞,i,j∈[1,n].

[0059] 2. When the distance between train i and train j converges to the expected distance dr, a ij →A.

[0060] 3. When the distance between any two adjacent trains in the fleet is distributed in the communication attenuation area, the farther the distance, the smaller the value. j (t)-x i (t)||→r max When there is a ij →0.

[0061] It should be noted that, in this embodiment, the potential function and the above-mentioned communication coefficient are preferably optimized, and the communication coefficient is incorporated into the control equation; in other feasible embodiments, selecting to optimize one of the potential function or the communication coefficient can also be regarded as meeting the technical requirements of the present invention, but the effect is not as good as the preferred scheme of this embodiment, such as selecting the potential function of a multi-train collaborative cruise control method and system based on a potential function of the prior art 2022104273125, but selecting the communication coefficient of this embodiment for optimization.

[0062] It should be understood that the control variable in this embodiment is the control input, that is, the acceleration of the train, which informs the traction and braking system of the acceleration to generate a corresponding traction or braking force. In addition, this embodiment only constrains the train distance control variable to be considered in the control variable, and does not constrain other components of the control variable. Therefore, the constructed control variable can set parameters based on other requirements of the train system control. In this embodiment, u i2 As part of the control variables, the following are:

[0063]

[0064] Among them, u i2 is the speed control variable of train i based on speed deviation, m i is the mass of train i, v i 、v j is the actual speed of train i and train j, v r is the expected speed of train i, α>0 is a positive coefficient, and n is the total number of trains in the multi-train system.

[0065] Step 4: Apply the distance control variable to the traction and braking system of the train to generate traction or braking force. Therefore, repeat the above steps 1 to 4 until all trains run at a common desired speed and maintain a stable safe distance from adjacent trains. It should be understood that in other feasible embodiments, if there are other control variables, the final control variable is obtained by weighting the various control variables and applied to the traction and braking system of the train to generate traction or braking force.

[0066] It should be noted that the above control method can also be applied to a single train in a multi-train system, that is, the single train receives instructions from the control subsystem for control or receives information from other adjacent trains, and generates control variables according to the above method to achieve braking control.

[0067] Embodiment 2:

[0068] An embodiment of the present invention provides an electronic terminal, comprising: one or more processors; and a memory storing one or more computer programs;

[0069] The processor calls the computer program to implement: a multi-train cooperative cruise control method considering communication distance. Specifically, the following steps are performed:

[0070] Step 1: Acquire the running information of each train within the communication range in real time, wherein the real-time running information includes speed information and position information.

[0071] Step 2: Calculate the distance and speed difference between each train and its adjacent communicating trains, and obtain the maximum communication distance of the trains.

[0072] Step 3: Use the artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and then use the negative gradient of the potential function between the train and the communicating adjacent train to obtain the distance control variable of each train.

[0073] Step 4: Applying the distance control variable to the traction braking system of the train to generate traction force or braking force.

[0074] For the specific implementation process of each step, please refer to the description of the above method.

[0075] It should be understood that in the embodiments of the present invention, the processor may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The memory may include a read-only memory and a random access memory, and provide instructions and data to the processor. A portion of the memory may also include a non-volatile random access memory. For example, the memory may also store information about the type of device.

[0076] Embodiment 3:

[0077] An embodiment of the present invention provides a readable storage medium storing a computer program, wherein the computer program is called by a processor to implement: steps of a multi-train cooperative cruise control method considering communication distance.

[0078] Specific implementation:

[0079] Step 1: Acquire the running information of each train within the communication range in real time, wherein the real-time running information includes speed information and position information.

[0080] Step 2: Calculate the distance and speed difference between each train and its adjacent communicating trains, and obtain the maximum communication distance of the trains.

[0081] Step 3: Use the artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and then use the negative gradient of the potential function between the train and the communicating adjacent train to obtain the distance control variable of each train.

[0082] Step 4: Applying the distance control variable to the traction braking system of the train to generate traction force or braking force.

[0083] For the specific implementation process of each step, please refer to the description of the above method.

[0084] The readable storage medium is a computer-readable storage medium, which may be an internal storage unit of the software and hardware device described in any of the aforementioned embodiments, such as a hard disk or memory of a controller. The readable storage medium may also be an external storage device of the controller, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the controller. Furthermore, the readable storage medium may also include both an internal storage unit of the controller and an external storage device. The readable storage medium is used to store the computer program and other programs and data required by the controller. The readable storage medium may also be used to temporarily store data that has been output or is to be output.

[0085] Based on this understanding, the technical solution of the present invention, in essence or in other words, 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, which is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned readable storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., various media that can store program codes.

[0086] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The present application is a device for realizing the function specified in one flow or multiple flows of the flow chart and / or one or multiple blocks of the block diagram with reference to the instructions executed by the processor according to the method, device (system) and computer program product of the embodiment of the present application. These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction device, which realizes the function specified in one flow or multiple flows of the flow chart and / or one or multiple blocks of the block diagram. These computer program instructions may also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, whereby the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0087] It should be emphasized that the examples described in the present invention are illustrative rather than restrictive, and therefore the present invention is not limited to the examples described in the specific embodiments. Any other embodiments derived by those skilled in the art based on the technical solution of the present invention that do not depart from the purpose and scope of the present invention, whether modified or replaced, also fall within the scope of protection of the present invention.

Claims

1. A multi-train cooperative cruise control method considering communication distance, characterized in that: The following steps are involved: Step 1: Acquire the running information of each train within the communication range in real time, wherein the real-time running information includes speed information and position information; Step 2: Calculate the distance and speed difference between each train and its adjacent train, and obtain the maximum communication distance of the train; Step 3: Use the artificial potential field to characterize the deviation between the actual tracking distance of the train and the expected safety distance, and then use the negative gradient of the potential function between the train and the communicating adjacent train to obtain the distance control variable of each train; Wherein, the potential function is a piecewise potential function that introduces the maximum communication distance and / or the piecewise coefficient that introduces the maximum communication distance is set in the distance control variable as a communication coefficient representing the communication quality between trains; Step 4: Applying the distance control variable to the traction braking system of the train to generate traction force or braking force.

2. The method according to claim 1, characterized in that: The piecewise potential function is a piecewise asymmetric artificial potential function based on the maximum communication range, the minimum braking distance and the expected safety distance, which is as follows: In the formula, is the potential function between train i and train j, x ij is the distance deviation between train i and train j, d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, r min is the minimum braking distance of the train itself; v i 、v j is the actual speed of train i and train j, || || is the absolute value symbol, and e is the natural base.

3. The method according to claim 1, characterized in that: In the communication enhancement area, the closer the distance between trains is, the larger the communication coefficient is, and when the distance between trains approaches 0, the communication coefficient approaches infinity; in the communication attenuation area, the farther the distance between trains is, the smaller the communication coefficient is, and when the distance between trains approaches the maximum communication range, the communication coefficient approaches 0.

4. The method according to claim 1, characterized in that: The function of the communication coefficient is expressed as: In the formula, the communication coefficient a ij represents the communication quality between train i and train j, which is related to the actual communication distance; A is the adjacency matrix coefficient when the tracking distance curve converges to the expected distance, ω>0 and η>0 are both adjustment parameters; d r is the expected safety distance, r max is the maximum communication distance centered on the train itself, x ij is the distance deviation between train i and train j, and || || is the absolute value sign.

5. The method according to any one of claims 3 or 4, characterized in that: The relationship between the communication coefficient and the distance control variable is expressed as follows: Among them, u i1 is the negative feedback of train i, i.e., the distance control variable; n is the total number of trains in the multi-train system, x i represents the position of train i, is the gradient sign; communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance. is the potential function between train i and train j, x ij is the distance deviation between train i and train j.

6. The method according to any one of claims 3 or 4, characterized in that: There is also a speed control variable based on the speed deviation between trains, which is used to control the train speed to track the desired speed, expressed as: Among them, u i2 is the speed control variable of train i based on the speed deviation, m i is the mass of train i, v i 、v j is the actual speed of train i and train j, v r is the expected speed of train i, α>0 is a positive coefficient, n is the total number of trains in the multi-train system; the communication coefficient a ij It represents the communication quality between train i and train j, which is related to the actual communication distance.

7. The method according to claim 1, characterized in that: The method is applied to a single train or multiple train cooperative control system of a multiple train cooperative control system.

8. A control system based on the method according to any one of claims 1 to 7, applied to a multi-train system, characterized in that: At least: Operation information collection subsystem, train communication subsystem and control subsystem; The operation information collection subsystem is composed of onboard equipment and / or trackside equipment of each train, and is used to collect real-time operation information of each train; The train communication subsystem is composed of the communication modules of each train and / or the radio block center, and is used to establish communication connections between trains and realize information transmission between adjacent trains; The control subsystem is composed of controllers of each train, which is used to obtain or acquire the control variables of each train according to steps 2 to 4, and act on the traction and braking system of the train to generate traction or braking force, thereby controlling the acceleration change of the train.

9. An electronic terminal, characterized in that: include: one or more processors; a memory storing one or more computer programs; The processor calls the computer program to implement: The steps of the multi-train cooperative cruise control method as described in any one of claims 1-7.

10. A readable storage medium, characterized in that: A computer program is stored, which is called by a processor to implement: The steps of the multi-train cooperative cruise control method as described in any one of claims 1-7.

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