Railway electromechanical equipment management method and system based on 1 + N mode

Abstract

The invention relates to the technical field of railway electromechanical equipment management, and relates to a railway electromechanical equipment management method and system based on a 1 + N mode, and the method comprises the steps: obtaining first information and second information, the first information comprises the three-dimensional structure information of each sub-station, and the second information comprises the human traffic information of each sub-station; the first information and the second information are sent to an intermediate station to be processed, third information is obtained, and the third information comprises a first layout scheme of the iron horse fence corresponding to each substation; sending the third information to each sub-station to obtain fourth information; optimizing the first layout scheme according to the fourth information to obtain a second layout scheme of the iron horse fence; according to the method, different sub-station information is concentrated in the intermediate station to be processed, so that the control strategy of each sub-station is realized, energy consumption facilities and electromechanical systems of each sub-station can efficiently and cooperatively work, energy is saved, consumption is reduced, cost is reduced, and efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of railway electromechanical equipment management, in particular to a railway electromechanical equipment management method and system based on 1+N mode. BACKGROUND

[0002] Under the background of rapid development of railway industry in China today, many small and medium-sized stations play an indispensable role in the railway transportation network. From the functional point of view, these small and medium-sized stations have complete passenger service functions and can provide passengers with a relatively perfect travel experience. However, each small and medium-sized station usually uses an independent building automation system (BAS system), energy management system and intelligent lighting system to control various types of electromechanical equipment in the station. There is a lack of effective information exchange and data sharing between stations, which cannot effectively meet the needs of the "big station leading small station" overall management of the operation unit, and cannot conduct horizontal comparison and assessment of equipment operation and energy consumption. At the same time, the BAS system control strategy is usually a regular schedule start-stop control, and the automation level of electromechanical equipment is not high, and the energy utilization efficiency is low. SUMMARY

[0003] The purpose of the present application is to provide a railway electromechanical equipment management method and system based on 1+N mode to improve the above problems.

[0004] In order to achieve the above purpose, the present application provides the following technical solutions: On the one hand, the present application provides a railway electromechanical equipment management method based on 1+N mode, which comprises the following steps: obtaining first information and second information, wherein the first information comprises three-dimensional structure information of each sub-station, and the second information comprises passenger flow information of each sub-station; sending the first information and the second information to an intermediate station for processing to obtain third information, wherein the third information comprises a first layout scheme of a bicycle fence corresponding to each sub-station; sending the third information to each sub-station to obtain fourth information, wherein the fourth information comprises a design scheme of a ventilation and air conditioning system of each sub-station; optimizing the first layout scheme according to the fourth information to obtain a second layout scheme of the bicycle fence; determining a control strategy of the ventilation and air conditioning system according to the second layout scheme.

[0005] On the other hand, the present application provides a railway electromechanical equipment management system based on 1+N mode, which comprises the following steps: a first obtaining module for obtaining first information and second information, wherein the first information comprises three-dimensional structure information of each sub-station, and the second information comprises passenger flow information of each sub-station; The first processing module is used to send the first information and the second information to the intermediate station for processing to obtain the third information, which includes the first layout scheme of the iron horse fence corresponding to each sub-station. The second acquisition module is used to send the third information to each sub-station to acquire the fourth information, the fourth information including the design scheme of the ventilation and air conditioning system of each sub-station; The second processing module is used to optimize the first layout scheme according to the fourth information to obtain a second layout scheme for the iron horse fence. The third processing module is used to determine the control strategy of the ventilation and air conditioning system based on the second layout scheme.

[0006] Thirdly, embodiments of this application provide a railway electromechanical equipment management device based on a 1+N model, the device including a memory and a processor. The memory is used to store a computer program; the processor is used to execute the computer program to implement the steps of the above-described railway electromechanical equipment management method based on the 1+N model.

[0007] Fourthly, embodiments of this application provide a readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the railway electromechanical equipment management method based on the 1+N model described above.

[0008] The beneficial effects of this invention are as follows: This invention has three main aspects: First, it constructs a 1+N architecture for an electromechanical equipment management system and an energy management system adapted to the actual operation of small and medium-sized railway stations. The electromechanical equipment in the station building can achieve multiple flexible control methods such as station control, remote control, and main control, meeting the operational needs of centralized management and comparative assessment. Second, it optimizes the operation and control strategy of electromechanical equipment based on the scale and passenger capacity of each sub-station, improving the level of automated operation of the equipment. Third, based on the passenger flow entering and leaving the station, a first layout scheme of generating barricades for each sub-station is proposed, which allows people to move in an orderly manner according to the flow line and improves the efficiency of natural ventilation. Then, based on the design scheme of the ventilation and air conditioning system of each sub-station, the first layout scheme is optimized to obtain a second layout scheme. This allows the barricade layout and the ventilation and air conditioning system to cooperate with each other, helping the ventilation and air conditioning system to play a more precise role, avoiding the waste of ventilation resources, and improving energy utilization efficiency.

[0009] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a schematic diagram of the railway electromechanical equipment management method based on the 1+N model described in this embodiment of the invention.

[0012] Figure 2 This is a schematic diagram of the railway electromechanical equipment management system based on the 1+N model as described in an embodiment of the present invention.

[0013] Figure 3 This is a schematic diagram of the railway electromechanical equipment management equipment structure based on the 1+N mode as described in an embodiment of the present invention.

[0014] Figure 4 This is a network architecture diagram for the 1+N model.

[0015] The diagram is labeled as follows: 800, Railway electromechanical equipment management equipment based on the 1+N model; 801, Processor; 802, Memory; 803, Multimedia component; 804, I / O interface; 805, Communication component; 901, First acquisition module; 902, First processing module; 903, Second acquisition module; 904, Second processing module; 905, Third processing module. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0017] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0018] Example 1: This embodiment provides a railway electromechanical equipment management method based on the 1+N model. It can be understood that in this embodiment, a scenario can be set up, for example: selecting a large station in the section as the intermediate station, which is the 1 in the 1+N model, and the other multiple small and medium-sized stations as sub-stations, which is the N in the 1+N model, and uploading the data information of each small and medium-sized station to the intermediate station for centralized management.

[0019] See Figure 1 The figure shows that the method includes steps S1, S2, S3, S4 and S5.

[0020] Step S1: Obtain first information and second information. The first information includes the three-dimensional structure information of each sub-station, and the second information includes the passenger flow information of each sub-station. Step S2: Send the first information and the second information to the intermediate station for processing to obtain the third information, which includes the first layout scheme of the iron horse fence corresponding to each sub-station; A central master station is set up at major stations along the line, and station-level substations are set up at other stations. Data communication between stations is achieved through the railway office network. Figure 4 As shown, in this step, the first and second information from each substation are sent to the intermediate station for centralized processing. This allows information from different substations to be shared at the intermediate station, effectively improving operation and maintenance efficiency. Before step S2, there are steps S21, S22, and S23, which specifically include: Step S21: Obtain preset threshold information based on the three-dimensional structural information of the sub-station; Step S22: Determine whether the second information is greater than the preset threshold information, and obtain the determination result; Step S23: When the judgment result is that the second information is greater than the preset threshold information, the first information and the second information are sent to the intermediate station for processing.

[0021] In this embodiment, since the passenger capacity of each sub-station varies with its size, it is first necessary to determine its passenger capacity based on the three-dimensional structural information of each sub-station. Then, it is necessary to determine whether the passenger flow exceeds its capacity based on its passenger flow information. When the passenger flow exceeds its capacity, it is determined that the passenger flow of the sub-station is too large and it is in a congested state. If the ventilation and air conditioning system in the station operates at maximum energy consumption at this time, it will undoubtedly cause a huge waste of energy. Therefore, it is necessary to send it to the intermediate station for further processing and adjust the electromechanical equipment management strategy of the sub-station according to the actual needs of each sub-station.

[0022] Step S2 further includes steps S24, S25, S26, and S27, which specifically include: Step S24: Determine the exit of each sub-station based on the first information; Step S25: Determine the evacuation trajectory of passengers based on the passenger flow information and the exits of each sub-station; In this step, pedestrian flow simulation software can be used to simulate the flow of people in the station under various actual conditions, using the three-dimensional structural model of the sub-station and pedestrian flow data as input. Based on the flow, the evacuation trajectory of passengers can be determined. This invention does not limit the pedestrian flow simulation software.

[0023] Step S26: Determine the congestion points based on the evacuation trajectory; In this step, the evacuation trajectory can be used to determine where congestion will occur during passenger evacuation, thus providing a design basis for the subsequent design of the first layout scheme of the metal barricades.

[0024] Step S27: Determine the first layout scheme of the iron barricade based on the congestion points.

[0025] In this step, congestion points are identified based on evacuation routes, and then targeted barriers are deployed. Setting up barriers in densely populated areas, such as transfer corridors and stairwells, effectively controls the speed and direction of pedestrian flow, ensuring orderly movement and preventing chaos. It also creates a dynamic airflow circulation within the station, promoting air mixing and circulation. Furthermore, restricting passenger paths with barriers concentrates their movement, allowing the ventilation and air conditioning systems in these areas to operate closer to their design load, resulting in higher energy efficiency and reduced energy consumption per unit area.

[0026] Step S3: Send the third information to each sub-station to obtain the fourth information, the fourth information including the design scheme of the ventilation and air conditioning system of each sub-station; Step S4: Optimize the first layout scheme according to the fourth information to obtain the second layout scheme of the iron horse fence; Step S4 further includes steps S41, S42, and S43, which specifically include: Step S41: Determine the characteristic information of the ventilation and air conditioning system based on the fourth information. The characteristic information includes the air volume, air direction, and coverage of each air outlet of the ventilation and air conditioning system. Step S42: Determine the ventilation effect of each area in the sub-station based on the feature information; Step S43: Optimize the first layout scheme based on the ventilation effect described for each area.

[0027] Step S43 further includes steps S431, S432, S433, and S434, which specifically include: Step S431: Evaluate the ventilation level of each area of ​​the substation based on the ventilation effect described for each area, and obtain ventilation level information; In this step, ventilation level information includes poor, fair, and good.

[0028] Step S432: Divide each area of ​​the sub-station according to the ventilation level information to obtain the divided station areas; Step S433: Determine evacuation points based on the defined station areas; It is understandable that evacuation points are areas with good ventilation.

[0029] Step S434: Optimize the first layout scheme according to the evacuation points to obtain the second layout scheme of the iron horse fence.

[0030] In this embodiment, station areas are divided by assessing ventilation level information, and evacuation points are determined based on these divisions. Evacuation points are located closer to areas with good ventilation or fresh air intake, ensuring passengers are in a relatively good air environment during evacuation, especially in emergencies such as fires, thus increasing their chances of survival. Furthermore, optimizing the first layout of the metal barricades based on the evacuation points allows for a closer integration of evacuation routes with ventilation conditions. The optimized layout ensures better coverage of densely populated areas by the ventilation and air conditioning system, avoiding ventilation dead zones. Determining the control strategy for the ventilation and air conditioning system based on the optimized layout enables precise operation, avoiding unnecessary energy consumption. This achieves energy conservation and cost reduction while meeting passenger comfort requirements, thereby lowering station operating costs.

[0031] Step S5: Determine the control strategy for the ventilation and air conditioning system based on the second layout scheme.

[0032] Small and medium-sized railway passenger stations have diverse electrical loads, with information and communication loads accounting for approximately 15% of the total load, and other remaining loads making up the remaining 15%. This portion of the load is relatively small, mostly consisting of railway-specific equipment that is used only when needed, or is too dispersed and subject to variable usage, limiting its potential for energy conservation. Ventilation and air conditioning loads account for the largest share, approximately 40-50%. Therefore, this step optimizes the control strategy of the ventilation and air conditioning system through the second layout scheme to further explore its energy-saving potential, which can significantly reduce energy consumption.

[0033] Step S5 further includes steps S51, S52, S53, and S54, which specifically include: Step S51: Obtain video information of evacuation points from the second layout scheme information; Step S52: Determine the number of passengers at the evacuation point based on the video information; In this step, the number of people per unit area can be determined based on the video information, and then the number of passengers at the evacuation point can be calculated based on the area corresponding to the evacuation point.

[0034] Step S53: Determine the crowd heat load information based on the number of passengers; It is understandable that the formula for calculating the heat load information of the crowd is: number of passengers × human body heat dissipation rate, where the human body heat dissipation rate is 140-200W / person. In the station, passengers are usually standing or walking slowly, so a moderate value of 170W / person is selected to improve the accuracy of heat load calculation.

[0035] Step S54: Determine the control strategy of the ventilation and air conditioning system based on the population heat load information.

[0036] Step S54 further includes steps S541, S542, S543, S544, and S545, which specifically include: Step S541: Calculate the sensible heat load of the population based on the population heat load information; In this step, the specific calculation process for the sensible heat load of the population is as follows: ; In the above formula, Indicates the sensible heat load of the population. Indicates population heat load information, The percentage of sensible heat should be noted. It's important to understand that heat dissipation from the human body includes both sensible heat (heat transferred through conduction, convection, and radiation, which raises the ambient air temperature) and latent heat (heat transferred through the evaporation of sweat, which increases air humidity). The ratio of sensible heat to latent heat varies depending on the activity level. Therefore, in this embodiment, to more closely approximate the actual conditions at the station, the sensible heat percentage is set to 40% for calculation.

[0037] Step S542: Obtain the preset target temperature and the current indoor temperature; Step S543: Determine temperature deviation information based on the preset target temperature and the current temperature of the evacuation point; Step S544: Calculate the opening degree of the refrigerant valve output in the ventilation and air conditioning system based on the temperature deviation information and the sensible heat load of the population to obtain the opening degree information; In this step, the specific calculation process for determining the opening degree of the refrigerant valve in the air conditioning system based on temperature deviation information and the sensible heat load of the population is as follows: ; In the above formula, Indicates opening information; , as well as These represent the proportional coefficient, used to adjust the control quantity according to the current temperature deviation; the integral coefficient, used to eliminate the steady-state error of the system; and the derivative coefficient, used to adjust the control quantity in advance according to the rate of change of the temperature deviation. This indicates the temperature deviation information at the current moment; This indicates the temperature deviation information from the previous moment; This indicates the temperature deviation information at the previous time step; This represents the correlation coefficient between heat load and the adjustment amount of the refrigerant valve opening. This refers to the sensible heat load generated by the concentration of people. It should be noted that due to the installation of barricades, people are concentrated at evacuation points, and the concentrated crowd is also a heat source. Existing technologies often ignore the impact of this factor on temperature. Therefore, this step not only considers the impact of temperature deviation and its rate of change on the opening of the output refrigerant valve, but also directly incorporates the adjustment requirements of the valve opening due to the heat load generated by the concentration of people. This allows the controller to adjust the refrigerant flow more accurately according to the actual heat load, thereby more effectively maintaining the stability of the indoor temperature.

[0038] Step S545: Adjust the control strategy of the ventilation and air conditioning system according to the opening information.

[0039] Understandably, by concentrating crowds in the area where the ventilation and air conditioning system is located using barricades, the system does not need to cool or heat large open areas, thus effectively reducing its operating load and energy consumption. However, excessive crowd concentration may increase the heat emitted by the crowds themselves, leading to a rise in the heat load of the area and reducing passenger comfort. Therefore, in this embodiment, the impact of crowds as a heat source on indoor temperature can be more accurately considered. The ventilation and air conditioning system can dynamically adjust the opening of the refrigerant valve according to actual heat demand, so that the indoor temperature can be maintained more stably near the target temperature, avoiding excessively high or low temperatures due to changes in crowd density. This achieves the goal of energy-saving and optimized control, reducing energy consumption and improving energy efficiency while ensuring passenger comfort.

[0040] Example 2: like Figure 2 As shown, this embodiment provides a railway electromechanical equipment management system based on a 1+N model. The system includes a first acquisition module 901, a first processing module 902, a second acquisition module 903, a second processing module 904, and a third processing module 905, specifically including: The first acquisition module 901 is used to acquire first information and second information. The first information includes the three-dimensional structure information of each sub-station, and the second information includes the passenger flow information of each sub-station. The first processing module 902 is used to send the first information and the second information to the intermediate station for processing to obtain the third information, the third information including the first layout scheme of the iron horse fence corresponding to each sub-station; The second acquisition module 903 is used to send the third information to each sub-station to acquire the fourth information, the fourth information including the design scheme of the ventilation and air conditioning system of each sub-station; The second processing module 904 is used to optimize the first layout scheme according to the fourth information to obtain a second layout scheme for the iron horse fence. The third processing module 905 is used to determine the control strategy of the ventilation and air conditioning system according to the second layout scheme.

[0041] In one specific embodiment of this disclosure, the first processing module further includes a first processing unit, a second processing unit, a third processing unit, and a fourth processing unit, specifically including: The first processing unit is used to determine the exit of each sub-station based on the first information; The second processing unit is used to determine the evacuation trajectory of passengers based on the passenger flow information and the exits of each sub-station; The third processing unit is used to determine congestion points based on the evacuation trajectory; The fourth processing unit is used to determine the first layout scheme of the metal barricade based on the congestion point.

[0042] In one specific embodiment of this disclosure, the first processing module further includes an acquisition unit, a judgment unit, and a fifth processing unit, specifically including: The acquisition unit is used to acquire preset threshold information based on the three-dimensional structural information of the sub-station; The judgment unit is used to determine whether the second information is greater than the preset threshold information, and to obtain a judgment result; The fifth processing unit is used to send the first information and the second information to the intermediate station for processing when the judgment result is that the second information is greater than the preset threshold information.

[0043] It should be noted that the specific methods by which each module performs operations in the system described in the above embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0044] Example 3: Corresponding to the above method embodiments, this embodiment also provides a railway electromechanical equipment management device based on the 1+N mode. The railway electromechanical equipment management device based on the 1+N mode described below and the railway electromechanical equipment management method based on the 1+N mode described above can be referred to each other.

[0045] Figure 3 This is a block diagram illustrating a railway electromechanical equipment management device 800 based on a 1+N mode, according to an exemplary embodiment. Figure 3 As shown, the railway electromechanical equipment management device 800 based on the 1+N model may include: a processor 801 and a memory 802. The railway electromechanical equipment management device 800 based on the 1+N model may also include one or more of the following: a multimedia component 803, an I / O interface 804, and a communication component 805.

[0046] The processor 801 controls the overall operation of the 1+N mode-based railway electromechanical equipment management device 800 to complete all or part of the steps in the 1+N mode-based railway electromechanical equipment management method described above. The memory 802 stores various types of data to support the operation of the 1+N mode-based railway electromechanical equipment management device 800. This data may include, for example, instructions for any application or method operating on the 1+N mode-based railway electromechanical equipment management device 800, as well as application-related data, such as contact data, sent and received messages, images, audio, video, etc. The memory 802 can be implemented using any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 803 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 802 or transmitted via the communication component 805. The audio component also includes at least one speaker for outputting audio signals. I / O interface 804 provides an interface between processor 801 and other interface modules, such as keyboards, mice, and buttons. These buttons can be virtual or physical. Communication component 805 is used for wired or wireless communication between the 1+N mode-based railway electromechanical equipment management device 800 and other devices. Wireless communication methods include Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination thereof. Therefore, the corresponding communication component 805 may include a Wi-Fi module, a Bluetooth module, and an NFC module.

[0047] In an exemplary embodiment, the railway electromechanical equipment management device 800 based on the 1+N mode can be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the railway electromechanical equipment management method based on the 1+N mode described above.

[0048] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided. When executed by a processor, these program instructions implement the steps of the 1+N mode-based railway electromechanical equipment management method described above. For example, the computer-readable storage medium may be the memory 802 including the program instructions described above. These program instructions may be executed by the processor 801 of the 1+N mode-based railway electromechanical equipment management device 800 to complete the 1+N mode-based railway electromechanical equipment management method described above.

[0049] Example 4: Corresponding to the above method embodiments, this embodiment also provides a readable storage medium. The readable storage medium described below can be referred to in conjunction with the railway electromechanical equipment management method based on the 1+N mode described above.

[0050] A readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the railway electromechanical equipment management method based on the 1+N mode described in the above method embodiments.

[0051] Specifically, the readable storage medium can be a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or any other readable storage medium capable of storing program code.

[0052] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0053] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A railway electromechanical equipment management method based on 1+N mode, characterized in that, The method comprises the following steps: obtaining first information and second information, the first information comprising three-dimensional structure information of each sub-station, and the second information comprising passenger flow information of each sub-station; sending the first information and the second information to an intermediate station for processing to obtain third information, the third information comprising a first layout scheme of a bicycle fence corresponding to each sub-station; sending the third information to each sub-station to obtain fourth information, the fourth information comprising a design scheme of a ventilation and air conditioning system of each sub-station; optimizing the first layout scheme according to the fourth information to obtain a second layout scheme of the bicycle fence; determining a control strategy of the ventilation and air conditioning system according to the second layout scheme.

2. Railway electromechanical equipment management method based on 1+N mode according to claim 1, characterized in that, sending the first information and the second information to an intermediate station for processing to obtain third information, comprising the following steps: determining an exit of each sub-station according to the first information; determining a passenger evacuation trajectory according to the passenger flow information and the exit of each sub-station; determining a congestion point according to the evacuation trajectory; determining a first layout scheme of a bicycle fence according to the congestion point.

3. The 1 + N mode based railway electro-pneumatic equipment management method according to claim 1, characterized in that, Before sending the first information and the second information to an intermediate station for processing to obtain third information, the method further comprises the following steps: obtaining preset threshold information according to the three-dimensional structure information of the sub-station; determining whether the second information is greater than the preset threshold information to obtain a determination result; when the determination result is that the second information is greater than the preset threshold information, sending the first information and the second information to an intermediate station for processing.

4. The 1 + N mode based railway electro-pneumatic equipment management method according to claim 1, characterized in that, optimizing the first layout scheme according to the fourth information, comprising the following steps: determining characteristic information of the ventilation and air conditioning system according to the fourth information, the characteristic information comprising air volume, air direction and coverage range of each air outlet of the ventilation and air conditioning system; determining a ventilation effect of each area in the sub-station according to the characteristic information; optimizing the first layout scheme according to the ventilation effect of each area.

5. The 1 + N mode based management method of railway electro-mechanical equipment as claimed in claim 4 wherein, optimizing the first layout scheme according to the ventilation effect of each area, comprising the following steps: evaluating a ventilation level of each area in the sub-station according to the ventilation effect of each area to obtain ventilation level information; dividing each area of the sub-station according to the ventilation level information to obtain divided station areas; determining an evacuation point according to the divided station areas; optimizing the first layout scheme according to the evacuation point to obtain a second layout scheme of the bicycle fence.

6. The 1 + N mode based railway electro-pneumatic equipment management method according to claim 1, characterized in that, determining a control strategy of the ventilation and air conditioning system according to the second layout scheme, comprising the following steps: obtaining video information of the evacuation point in the second layout scheme information; determining a passenger quantity of the evacuation point according to the video information; determining crowd heat load information according to the passenger quantity; determining a control strategy of the ventilation and air conditioning system according to the crowd heat load information.

7. The 1 + N mode based management method of railway electro-mechanical equipment as claimed in claim 6 wherein, determining a control strategy of the ventilation and air conditioning system according to the crowd heat load information, comprising the following steps: calculating a crowd sensible heat load according to the crowd heat load information; obtaining a preset target temperature and a current indoor temperature; determining temperature deviation information according to the preset target temperature and the current temperature of the evacuation point; According to the temperature deviation information and the sensible heat load of the crowd, an opening degree of an output refrigerant valve in a ventilation and air conditioning system is calculated to obtain opening degree information; According to the opening degree information, a control strategy of the ventilation and air conditioning system is adjusted.

8. A railway electromechanical equipment management system based on 1+N mode, characterized in that, Comprise: A first acquisition module is configured to acquire first information and second information, wherein the first information comprises three-dimensional structure information of each sub-station, and the second information comprises passenger flow information of each sub-station; A first processing module is configured to send the first information and the second information to an intermediate station for processing to obtain third information, wherein the third information comprises a first layout scheme of a corresponding bicycle fence of each sub-station; A second acquisition module is configured to send the third information to each sub-station to acquire fourth information, wherein the fourth information comprises a design scheme of a ventilation and air conditioning system of each sub-station; A second processing module is configured to optimize the first layout scheme according to the fourth information to obtain a second layout scheme of the bicycle fence; A third processing module is configured to determine a control strategy of the ventilation and air conditioning system according to the second layout scheme.

9. The 1 + N mode based railway electro-pneumatic equipment management system as claimed in claim 8, wherein, The first processing module comprises: A first processing unit is configured to determine an exit of each sub-station according to the first information; A second processing unit is configured to determine an evacuation trajectory of a passenger according to the passenger flow information and the exit of each sub-station; A third processing unit is configured to determine a congestion point according to the evacuation trajectory; A fourth processing unit is configured to determine the first layout scheme of the bicycle fence according to the congestion point.

10. The 1 + N mode based railway electro-pneumatic equipment management system as claimed in claim 8, wherein, Before the first processing module, further comprising: An acquisition unit is configured to acquire preset threshold information according to the three-dimensional structure information of the sub-station; A judgment unit is configured to determine whether the second information is greater than the preset threshold information to obtain a judgment result; A fifth processing unit is configured to send the first information and the second information to the intermediate station for processing when the judgment result is that the second information is greater than the preset threshold information.

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