CN120697819A - Rail transit load balancing method and device - Google Patents
Rail transit load balancing method and deviceInfo
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Abstract
本说明书实施例提供轨道交通负载均衡方法及装置，其中所述轨道交通负载均衡方法包括：获取历史交互窗口，并基于所述历史交互窗口获取参考轨道交通交互信息；接收当前轨道交通请求信息，并根据所述参考轨道交通交互信息获取系统当前状态；在所述系统当前状态为第一状态的情况下，在所述参考轨道交通交互信息中确定所述当前轨道交通请求信息对应的当前请求答复信息；在所述系统当前状态为第二状态的情况下，根据所述当前轨道交通请求信息，生成所述当前轨道交通请求信息对应的当前请求答复信息。通过在非运营期间智能减少计算量，从而降低轨道交通系统能耗并延长硬件使用寿命，进而确保在不影响系统安全性和实时性的前提下，实现节能优化。
The embodiments of this specification provide a rail transit load balancing method and apparatus, wherein the rail transit load balancing method includes: obtaining a historical interaction window and obtaining reference rail transit interaction information based on the historical interaction window; receiving current rail transit request information and obtaining the current state of the system based on the reference rail transit interaction information; when the current state of the system is a first state, determining the current request reply information corresponding to the current rail transit request information in the reference rail transit interaction information; when the current state of the system is a second state, generating the current request reply information corresponding to the current rail transit request information based on the current rail transit request information. By intelligently reducing the amount of calculation during non-operation periods, the energy consumption of the rail transit system is reduced and the service life of the hardware is extended, thereby ensuring energy-saving optimization without affecting the safety and real-time performance of the system.
Description
Technical Field
The embodiment of the specification relates to the technical field of computers, in particular to a rail transit load balancing method.
Background
With the continuous development of train control system technology, highly intelligent control equipment is realized, and reliable guarantee is provided for safe and efficient operation of trains. However, these systems require handling a large number of complex computational tasks during operation, especially in uninterrupted operation for 7 x 24 hours, with significant increases in power consumption of the system. This is mainly due to the frequent internal circuit activity, the switching of a large number of transistors resulting in an accumulation of heat and an increase in current demand.
At present, a train control system relies on a periodically operated program to perform continuous high-frequency calculation on information such as train states, trackside equipment, signal lamps, logic sections and the like, so that the real-time performance and the safety of the system are ensured. But not only is the energy consumption high, but it also presents challenges for the lifetime of the hardware devices, since the system remains highly computationally loaded during periods of non-operation. Therefore, in order to solve the above-mentioned problems, a rail traffic load balancing method is required.
Disclosure of Invention
In view of this, the embodiments of the present disclosure provide a rail traffic load balancing method. One or more embodiments of the present specification also relate to a rail transit load balancing apparatus, a computing device, a computer-readable storage medium, and a computer program product that address the technical shortcomings of the prior art.
According to a first aspect of embodiments of the present disclosure, there is provided a rail traffic load balancing method, including:
Acquiring a history interaction window and acquiring reference rail transit interaction information based on the history interaction window;
Receiving current track traffic request information, and acquiring the current state of a system according to the reference track traffic interaction information;
Under the condition that the current state of the system is a first state, determining current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information;
and under the condition that the current state of the system is the second state, generating current request reply information corresponding to the current track traffic request information according to the current track traffic request information.
According to a second aspect of embodiments of the present specification, there is provided a rail traffic load balancing apparatus, comprising:
the acquisition module is configured to acquire a history interaction window and acquire reference rail traffic interaction information based on the history interaction window;
the receiving module is configured to receive the current track traffic request information and acquire the current state of the system according to the reference track traffic interaction information;
The first reply module is configured to determine current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information under the condition that the current state of the system is a first state;
And the second reply module is configured to generate current request reply information corresponding to the current track traffic request information according to the current track traffic request information under the condition that the current state of the system is a second state.
According to a third aspect of embodiments of the present specification, there is provided a computing device comprising:
a memory and a processor;
the memory is configured to store computer-executable instructions that, when executed by the processor, implement the steps of the rail transit load balancing method described above.
According to a fourth aspect of embodiments of the present description, there is provided a computer-readable storage medium storing computer-executable instructions which, when executed by a processor, implement the steps of the rail traffic load balancing method described above.
According to a fifth aspect of embodiments of the present description, there is provided a computer program product comprising computer programs/instructions which, when executed by a processor, implement the steps of the rail traffic load balancing method described above.
According to one embodiment of the specification, a history interaction window is obtained, reference track traffic interaction information is obtained based on the history interaction window, current track traffic request information is received, the current state of a system is obtained according to the reference track traffic interaction information, current request reply information corresponding to the current track traffic request information is determined in the reference track traffic interaction information when the current state of the system is a first state, and current request reply information corresponding to the current track traffic request information is generated according to the current track traffic request information when the current state of the system is a second state.
By applying the scheme of the embodiment of the specification, on the premise of not influencing the operation and the safety of the system, the calculation load of the system in the non-operation period can be effectively reduced by an intelligent means, and the purposes of reducing the energy consumption and prolonging the service life of hardware equipment are achieved. Therefore, the safety of the train in the rail transit system can be ensured, the overall efficiency of the system can be effectively improved, and the service life of the system can be prolonged. Meanwhile, the applicability of the method is not only limited to a train control system, but also can be popularized and applied to other similar systems, such as an interlocking system and the like, and powerful support is provided for energy conservation of an intelligent control system.
Drawings
Fig. 1 is a flowchart of a track traffic load balancing method according to an embodiment of the present disclosure;
FIG. 2 is a process flow diagram of a load balancing method for a line control system according to one embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a rail transit load balancing device according to an embodiment of the present disclosure;
FIG. 4 is a block diagram of a computing device provided in one embodiment of the present description.
Detailed Description
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present description. This description may be embodied in many other forms than described herein and similarly generalized by those skilled in the art to whom this disclosure pertains without departing from the spirit of the disclosure and, therefore, this disclosure is not limited by the specific implementations disclosed below.
The terminology used in the one or more embodiments of the specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the one or more embodiments of the specification. As used in this specification, one or more embodiments and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used in one or more embodiments of the present specification refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that, although the terms first, second, etc. may be used in one or more embodiments of this specification to describe various information, these information should not be limited by these terms. These terms are only used to distinguish one type of information from another. For example, a first may also be referred to as a second, and similarly, a second may also be referred to as a first, without departing from the scope of one or more embodiments of the present description. The term "if" as used herein may be interpreted as "at..once" or "when..once" or "in response to a determination", depending on the context.
Furthermore, it should be noted that, user information (including, but not limited to, user equipment information, user personal information, etc.) and data (including, but not limited to, data for analysis, stored data, presented data, etc.) according to one or more embodiments of the present disclosure are information and data authorized by a user or sufficiently authorized by each party, and the collection, use, and processing of relevant data is required to comply with relevant laws and regulations and standards of relevant countries and regions, and is provided with corresponding operation entries for the user to select authorization or denial.
First, terms related to one or more embodiments of the present specification will be explained.
The central processing unit (Central Processing Unit, CPU) is a core component of the computer hardware, and is responsible for executing program instructions and processing data operations. It controls the overall operation of the computer by receiving input signals, performing arithmetic and logical operations, and outputting the results to other components.
Movement authorization (Mobile authorization, MA) is to provide authority to a train traveling in a particular direction so that it can enter or pass through a section of track ahead.
An automatic train control system (Automatic Train Control, ATC) is a system for railway and urban rail transit that aims to improve the safety and efficiency of train operation. The system ensures that the train operates according to a predetermined schedule and safety intervals by automatically controlling the speed and stopping of the train. The ATC system can reduce human errors, optimize train dispatching, reduce operation cost and improve comfort of passengers.
The automatic train protection (Automatic Train Protection, ATP) is a vehicle-mounted subsystem for directly ensuring the safety of the train, and realizes the complete protection of the safety of the train. ATP will be installed at the locomotive and the tail of every train, realizes independently locating through speed sensor, speed measuring radar and odometer to correct with the position and the speed information of transponder to the train, obtain the Movement Authorization (MA) of train through radio communication (or variable data transponder), calculate the control speed curve of generating the train to protect the position and the speed of train, guarantee driving safety.
The train automatic monitoring system (Automatic Train Supervision, ATS) is a set of distributed real-time supervision and control system integrated with modern data communications, computers, networking and signaling technologies. The system is used as an important component of an ATC (Automatic Train Control ) system, and is cooperated with other subsystems in the ATC system to jointly complete management and control of subway operation trains and signal equipment. The core equipment of the ATS system is positioned at the central layer of the signal system and used for realizing the automatic management and scheduling of urban rail transit transportation, thereby being a comprehensive driving command and scheduling control system.
In the present specification, a rail traffic load balancing method is provided, and the present specification relates to a rail traffic load balancing apparatus, a computing device, and a computer readable storage medium, a computer program product, which are described in detail in the following embodiments one by one.
When a CPU (Central Processing Unit) processes a complex computing task, its internal circuit activity increases, resulting in an increase in power consumption. This is because more transistors switch between switch states, generating more heat, requiring more current to sustain these operations. Therefore, when the calculation amount is large, the power consumption of the CPU is surely increased.
It should be noted that each line control system is a "two-by-two" (a redundancy strategy architecture for improving reliability and fault tolerance of the system, the system is divided into two systems, each system has two sets of CPUs for independent calculation and finally voting), in which, in brief, one line control system has 4 main control boards (each main control board is respectively running an application program of the line control system), and each line has multiple line control systems, i.e. multiple sets of CPUs participate in calculation;
The line control system is a program which repeatedly operates in a period of 400ms, the line control system equipment needs to meet the requirement of uninterrupted operation for 7 x 24h in real operation, and the line control system equipment does not need to sleep like a train after the operation is finished, namely the line control system needs to continuously perform periodic high-complexity calculation for 7 x 24h, the line control system can maintain train information, all track side states in a controlled interlocking area, occupied states of a metering section in a periodic calculation area, occupied states of a logic section, on-off states of a signal lamp, MA (Mobile authorization ) and other very much information, in sum, the line control system can continuously perform quite large calculation amount for 7 x 24h, quite consume electricity, and the system can save electricity appropriately on the premise of not affecting the operation, so that the line control system needs to be lifted.
Referring to fig. 1, fig. 1 shows a flowchart of a rail traffic load balancing method according to an embodiment of the present disclosure, which specifically includes the following steps.
Step 102, acquiring a history interaction window and acquiring reference rail transit interaction information based on the history interaction window.
In practical application, the history interaction window refers to a time interval for providing basic data for current state judgment and system response through interaction information recorded by a system in a previous period of time, and the reference track traffic interaction information refers to history interaction information extracted from the history interaction window and used for referring to the current system state and helping to make decisions.
A history interaction window may be understood as track traffic system interaction data collected and stored over a period of time. Such data typically includes all request information, response information, and changes in the status of the device that the system processes at a particular time. This information provides an efficient review of system load and operating conditions, which can be used as a basis for analyzing system behavior and predicting current system demands. For example, if the system does not have large variation or abnormality in the past period of time, the system can enter a low-energy consumption mode according to the historical data, so that the calculation task is reduced, and the energy is saved.
The reference track traffic interaction information may be understood as key information extracted from the history interaction window for judging the current system state and generating a response. The information comprises the track traffic request, the response thereof, the equipment state and the like which occur in the previous interaction process, and is used for presuming the processing mode of the current request. For example, when the system judges whether to enter a low-energy mode, a reasonable basis can be provided for the system by referring to the historical data in the rail transit interaction information. If the history interaction information indicates that the system is stable in operation and has no important state change, the system can choose to enter a low-energy consumption mode, and if the external input changes (such as train registration, signal change and the like) exist, the reference track traffic interaction information can trigger the system to exit the low-energy consumption mode, and normal calculation and state monitoring are restored.
It should be noted that, the specific manner of acquiring the history interaction window may be to determine the time length of one operation period of the system as the time length of the history interaction window, which means that the interaction information in each period may be used to analyze the system state and process the request, or set a fixed time period (such as one hour or one day) as the history interaction window, to ensure that enough history data is collected in the time period to perform system analysis, or dynamically adjust the window length, and automatically adjust the time range of the history interaction window according to the system load or the change of the demand, so as to more flexibly respond to different operation situations, etc., which is not limited in the present specification.
The historical interaction window and the reference rail transit interaction information are core components of optimizing load and energy efficiency of the system, and can provide necessary data support for the system, and the close matching of the historical interaction window and the reference rail transit interaction information enables the system to dynamically adjust the use of resources according to past experience and current requirements, and particularly in a non-high-load period, the system can reduce unnecessary calculation amount, reduce energy consumption and simultaneously maintain the response capability to important events.
Considering that the track traffic system is in a state of higher calculation accuracy when the track is in the peak time, the method further comprises, before acquiring the history interaction window:
acquiring running time period information and current time point information;
Acquiring a history interaction window and acquiring reference rail traffic interaction information based on the history interaction window under the condition that the current time point information is not in the running time period information;
and determining that the current state of the system is a second state under the condition that the current time point information is in the running time period information.
In practical application, the running time period information is the setting for describing the formal running time of the rail transit system, and is generally configured according to the practical running arrangement, and the current time point information is the instant data for representing the current system time, and can reflect the relation between the current time and the set time period. Under the action of the running time period information, the system can judge whether to enter a high-efficiency running or low-energy consumption mode according to the current time point, and then the accuracy and the response mechanism of the system calculation are adjusted.
The operation time zone information may be understood as a setting in the rail transit system, and is generally used to define an operation time zone and a non-operation time zone of the train. This information is typically represented by a specific time frame, such as the operating period of the train (e.g., from 7 am to 10 pm). The system can adjust the allocation of resources and the calculation accuracy of the system in different time periods through accurately identifying the time periods, so that higher calculation capacity is ensured in the peak period, and the system can enter a low-energy consumption mode in the off-peak period, thereby reducing the resource consumption.
The current time point information can be understood as current time data acquired by the system in real time, and is the basis for judging the state of the system. The current time point information helps the system determine whether it is in an active operation period by comparing with the operation period information. By monitoring the current time in real time, the system can make adjustments based on whether it is in an operational period, such as during an operational period where the system may maintain high computational accuracy to handle high density requests, and during a non-operational period where the computational accuracy may be reduced or a low energy consumption state may be entered. For example, if the current time is 6 a.m. and the known operation time period starts from 7 a, the system will determine and make a corresponding decision according to the current time information.
Considering that the rail transit system of the designated area needs to be in a state with higher calculation accuracy at any time, before the history interaction window is acquired, the method further comprises:
Acquiring state transition configuration information;
acquiring running time period information and current time point information under the condition that the state transition configuration information is opened, and/or acquiring a history interaction window and acquiring reference rail traffic interaction information based on the history interaction window;
and under the condition that the state transition configuration information is closed, determining the current state of the system as a second state.
In practical application, the state transition configuration information is configuration data for controlling the state transition of the rail transit system, and is generally used for adjusting the running modes of the system in different time periods or under different conditions, and the information is generally read through a configuration file when the system is started and is enabled or disabled according to specific requirements. The state transition configuration information is used to help the system determine whether to enter a particular operating state, thereby deciding whether to perform certain calculations or enable particular functions to accommodate different workloads and energy conservation requirements.
The state transition configuration information may be understood as a configuration item that determines the system operation mode. It decides whether the system should make state transition according to the set policy by judging whether it is in the on state. For example, in the on state, the system may automatically adjust the calculation accuracy or enter the energy saving mode according to the real-time point information and the operation time period information, and in the off state, the system may maintain a relatively stable working state without frequent state transition. By flexibly controlling state transitions, the system is able to optimize performance and resource consumption, especially switching between peak and low peak periods.
In one embodiment provided in the present disclosure, if the state transition configuration information is on, the system can automatically identify and respond to the changing workload and time period, so as to improve the operation efficiency, while in the off state, the system may maintain a simple working mode, avoid unnecessary switching and complex computation, and reduce the energy consumption.
This configuration mechanism provides the necessary flexibility, especially in complex multi-mode operating environments.
And 104, receiving current track traffic request information and acquiring the current state of the system according to the reference track traffic interaction information.
In practical application, the track traffic request information is the data content received by the system and related to train operation and related requests, and the current track traffic request information is the practical request information received by the system at the current moment, and generally relates to the train operation state, schedule change, possible operation commands and the like. The current state of the system is the working mode or state of the rail transit system at a given moment, and the working mode or state comprises a first state and a second state.
The track traffic request information can be understood as various instructions or requests received by the system in the operation process. These requests typically relate to aspects of train operation scheduling, signal control, speed adjustment, and the like. For example, when a train requests a change in speed, the system may generate corresponding rail traffic request information to adjust the signal lights and associated operations. Each request generation needs to be compared with the historical interaction information to ensure that the request conforms to the current system state. The request message is not just a single instruction, but may be a collection of multiple interactive requests, typically including multiple levels of train status, operating parameters, passenger demand, etc.
The current track traffic request information may be understood as the actual request received by the system about the train or other transportation facility at any time. For example, when a train enters a new control area or adjusts the running speed, the system may determine the current status according to the new request information, thereby determining whether the control strategy needs to be changed. For example, when a train requests a stop at a particular location, the system will determine whether the request should be immediately processed or may be deferred until an off-peak period based on the current operating conditions and the aforementioned history information. The processing of these request messages directly affects the overall energy efficiency and response speed of the system.
The current state of the system can be understood as the working state of the rail transit system at a specific moment. The status is typically determined by a number of factors, including but not limited to train operating conditions, external instructions, time period information, and the like. For example, the system may be in a low power mode, meaning that it only performs the most basic operations at this time, avoiding unnecessary power consumption, or in a normal operating mode, the system may adjust various control parameters according to the request information and the operation command. According to the current state of the system, the system selects different processing modes, if the system is in a low-energy consumption mode, unnecessary calculation tasks can be reduced, so that energy is saved, and when the system is in a normal mode, the system can execute more calculation tasks to ensure the safety and the efficiency of the train.
It should be noted that, according to the current state of the reference track traffic interaction information obtaining system, it may be understood that the running state of the track traffic system is determined by analyzing the history and the real-time interaction data. The method comprises the steps of analyzing reference rail transit interaction information to obtain vehicle operation information, combining historical interaction data and the reference information to determine the current system state when no operation vehicle exists, monitoring the vehicle operation information in real time, directly judging the current system state to be in a non-low energy consumption mode (a second state) when the operation vehicle exists, comprehensively analyzing various interaction information, evaluating the overall load and external environment change of the system, dynamically adjusting the system state and response strategy and the like, and is not limited in the specification.
By judging the information of the history interaction window and the current state of the system, the calculation task of the rail transit system can be better managed, particularly in a low-energy consumption mode, unnecessary calculation and energy consumption are reduced, and the system can respond to timely requests while saving energy.
Further, according to the current state of the reference rail transit interaction information acquisition system, the method comprises the following steps:
analyzing the reference rail transit interaction information to obtain vehicle running information;
acquiring historical track traffic interaction information under the condition that the vehicle running information is that no running vehicle exists, and acquiring the current state of a system based on the historical track traffic interaction information and the reference track traffic interaction information;
And determining that the current state of the system is a second state when the vehicle running information is that the running vehicle exists.
In practical application, the vehicle running information is key data indicating running states of various vehicles in the rail transit system and generally comprises information such as train position, speed, running direction and the like, and the historical rail transit interaction information is data exchange record between the rail transit system and other systems in a past period and generally comprises information such as system input and output, instructions, feedback and the like, so that references can be provided for the current system state.
The vehicle running information can be understood as important data reflecting real-time dynamic state of the train in the rail transit system, and comprises information such as the current position, running speed, running direction and the like of the train. The information is usually from a monitoring system of rail transit, and the specific running condition of the train can be reflected through real-time data acquisition and analysis. For example, the vehicle running information may be used to determine whether the train arrives at a predetermined location on time, whether an overspeed or shutdown problem occurs, and further determine a response measure of the rail transit system. The accuracy of this information is critical to ensuring safe and efficient operation of the rail transit system.
Historical rail transit interaction information can be understood as data exchange records made by rail transit systems and related modules such as ATS (Automatic Train Supervision, train automatic monitoring system), ATP (Automatic Train Protection, train automatic protection), line control systems, etc. over time. By analyzing the historical data, the system can obtain the input and output states of the previous period and infer the current system state based on the input and output states. For example, the historical rail transit interaction information can be used for judging whether the system stably operates in the last period and whether the system abnormally inputs or outputs data, so that an important reference is provided for judging the current state of the system. These histories not only help the system predict and determine the current operating conditions, but also optimize the performance and fault diagnostic capabilities of the system.
And further determining the current state of the system according to the historical track traffic interaction information under the condition that no running vehicle exists in the reference track traffic interaction information.
Further, obtaining historical rail transit interaction information includes:
Determining the time length information of the interactive window according to the history interactive window;
And acquiring historical track traffic interaction information based on the interaction window time length information.
In practical applications, the time length information of the interaction window is a time period for describing interaction of the rail transit system with other systems or modules within a certain time range. The interactive window time length information may be understood as determining the duration of time that the rail transit system interacts with other systems within a particular period. This information is typically used to define the effective time frame of the data exchange and can reflect the frequency and timeliness of the interaction. For example, in a rail transit system, the length of the interactive window time may be used to determine the data update period of the system and external devices (e.g., ATS, ATP, etc.). If the interaction window is longer, meaning that the system may remain consistent with the external device for a longer period of time, the opposite may indicate that more frequent interactions are needed to update the state.
It should be noted that, the time length information of the interaction time window may be understood as acquiring interaction data of the track traffic system by determining a time period of the historical interaction, so as to analyze the current state of the system. The specific mode of the interactive time window can be used for determining the length of the time window by recording the time stamp of each interaction and calculating the duration of the interaction, the interactive window can be defined by setting a fixed time period (such as each hour and each operation cycle), the interactive time can be flexibly set according to the system load or the data updating frequency by dynamically adjusting the time window, the timeliness and the accuracy of information are ensured, and the like, and the specification is not limited in any way.
The historical track traffic interaction information is compared with the change of the historical interaction information and the current state, and the system can further enable the accurate current situation of the system to be adjusted to the first state or not through the difference between the interaction information in the period and the interaction information in the previous period.
Considering that when the request information in the period of the system changes, the accuracy of the system is required to be high, so that the reference rail traffic interaction information comprises at least one reference rail traffic request information;
Further, based on the historical rail traffic interaction information and the reference rail traffic interaction information, obtaining the current state of the system includes:
Analyzing the historical track traffic interaction information to obtain at least one historical track traffic request message;
determining that the current state of the system is a first state under the condition that the reference rail transit request information which is not matched with the historical rail transit request information does not exist in the reference rail transit request information;
And determining the current state of the system as a second state when the reference rail transit request information which is not matched with the historical rail transit request information exists in the reference rail transit request information.
In practical application, the reference track traffic request information is request information in the current period of the system and is used for comparing and analyzing with the historical request information, and the historical track traffic request information is request information in the previous period or the past time period and reflects the state and the behavior of the track traffic system in a specific period.
References to track traffic request information may be understood as a record and a representation of request information from various subsystems or components (e.g., LC, ATS, ATP, etc.) within the current period in a track traffic system. These requests may relate to speed limits, switch status, train operating conditions, etc., reflecting the immediate needs of the system. By comparing the request information of the current period with the history information, the system can evaluate whether the operating state thereof meets expectations. For example, if the ATS system requests a temporary speed limit and the ATP system requests the train to pass through a section of track, the reference track traffic request information will contain those requests for later analysis and decision making.
Historical track traffic request information may be understood as all request information of the track traffic system over a past period or a specific period of time is recorded. These request data provide a basis for comparison for subsequent analysis, typically including requests for operation of the train, requests for status of the signaling system, and status updates of other related subsystems. For example, if a train requests registration and acquires MA in a certain area in the last cycle, the history track traffic request information stores these events.
By comparing the reference rail transit request information with the historical rail transit request information, whether the system state changes or not can be effectively identified, and whether the current operation meets the expectations or not can be judged. The comparison mechanism can provide a comparison basis, so that abnormal or inconsistent requests can be timely found in the running process of the system, and the stability and the safety of the rail transit system are ensured. By comparing the historical data with the current request information, the change trend of the rail transit system can be effectively tracked, and data support is provided for subsequent optimization adjustment.
Considering that the accuracy of the system is required under the condition that the information of the newly added system is not existed, after the current state of the system is obtained according to the reference rail transit interaction information, the method further comprises the following steps:
analyzing the reference rail transit interaction information to obtain reference rail transit request information;
determining the current state of the system as a first state under the condition that the reference rail transit request information matched with the current rail transit request information exists in the reference rail transit request information;
and determining the current state of the system as a second state under the condition that the reference rail transit request information matched with the current rail transit request information does not exist in the reference rail transit request information.
In practical applications, since the newly added information may include content that has not been processed before, if the information is not strictly matched and verified, the system may misjudge or may not accurately reflect the current state. The reference track traffic request information is acquired by analyzing the reference track traffic interaction information, so that the current track traffic request information can be effectively compared, and the system can be ensured to make correct state judgment under the complex condition. The step ensures that the system can identify the difference between the newly-added information and the historical data, and avoids wrong or inconsistent state judgment, thereby improving the accuracy and the robustness of the system.
The specific implementation process is that firstly, the system analyzes the reference track traffic interaction information, extracts the request information therein, and compares the request information with the current track traffic request information. If an item matching the current request information is found in the reference rail transit request information, the system determines the current state as a first state, indicating that the system is operating in a normal expected state, and if no matching request information is found, determines the system state as a second state, generally indicating that an abnormal or new condition exists, and the system needs to adjust a response strategy according to the new condition.
By confirming whether the reference rail transit request information matched with the current rail transit request information exists in the reference rail transit request information, the system is ensured to dynamically respond according to the change of the real-time request information. By accurately determining whether there is matching request information, the system can decide whether mode switching is required or other actions are required according to different states. This is critical to improving the stability, adaptability and efficiency of the system. For example, the switching of LC low power modes mentioned in the reference paragraph is based on this accurate state determination mechanism to ensure that the system enters the low power mode at the most appropriate time, reducing unnecessary computation and resource consumption, and thus optimizing the overall performance of the rail transit system.
And step 106, under the condition that the current state of the system is the first state, determining current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information.
In practical application, the first state refers to a stage that the system is in a specific working mode or state, and the current request reply information is a response or reply of the system to an external request under the specific state.
The first state is understood to mean that during operation of the system, different modes of operation may be entered depending on different operating conditions or configurations. For example, the system may enter a first state (in a low power mode) according to a predetermined condition. This mode is typically intended to reduce power consumption, extend the lifetime of the device, or reduce computational complexity when the load is lighter. Taking the rail transit system as an example, when the system is in the first state (low power mode), all non-critical tasks may be delayed, and the system computation may be reduced to ensure that a lower power consumption level is maintained in the absence of urgent tasks.
The current request reply information may be understood as that in the rail transit system, when the system receives external request information, the system needs to respond or reply according to its current state. In the first state, the system may not perform the complete process, but rather quickly generate a reply message based on the historical interaction information and the current state. For example, the system may choose to respond quickly to a request according to a pre-set rule, a pre-determined reply template, or based on past interaction records. Taking a rail transit system in a low energy consumption mode as an example, when a new request (such as a train operation adjustment request) is received, the system may provide a reply only according to the system state and a preset rule, without performing complex calculation or data processing, thereby avoiding additional energy consumption.
By determining the current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information in the first state, the calculation burden of the system in the low-energy mode can be effectively reduced. The method can quickly respond to the request by utilizing the existing interaction data without additional complex calculation, thereby saving system resources and improving response efficiency. In addition, the processing mode ensures that the system can still keep high-efficiency operation when in a low-energy consumption mode, avoids unnecessary power consumption waste, and simultaneously ensures the stability and the reliability of the system.
The reply information corresponding to the current request information can be directly determined in the content processed in the prior mode under the low energy consumption mode, so that the reference track traffic interaction information comprises at least one reference track traffic request information and request reply information corresponding to each reference track traffic request information;
further, determining current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information includes:
Determining target track traffic request information corresponding to the current track traffic request information in each piece of reference track traffic request information;
Acquiring target request reply information corresponding to the target track traffic request information;
And determining the target request reply information as current request reply information corresponding to the current track traffic request information.
In practical application, the request reply information is feedback content responding to the track traffic request information, and the request reply information is generally aimed at the request behavior in the track traffic system and provides relevant feedback information for determining whether the current state is consistent with the historical condition. The request reply information may be understood as a response result of the system to the specific request information, and is generally associated with the current track traffic request information. In the rail transit system, when a certain device or module initiates a request, the system returns a corresponding reply message indicating the processing result of the request or the related state information. These reply messages help the system determine whether the request was processed correctly and thus determine the next operation of the system. For example, in an LC system, when a device sends out request information, the system determines reply information of the request according to historical rail traffic interaction information, so as to ensure that the system does not repeatedly process the same input, thereby improving the operation efficiency.
By way of example, in the low power consumption mode, by directly determining reply information corresponding to the current request information from the previously processed contents, the calculation amount can be significantly reduced and the response speed of the system can be improved. In the low-energy consumption mode, the system does not need to perform complete calculation every time the request is processed, but depends on the request information and the reply information which are processed by history, so that the resource consumption can be greatly reduced while the accuracy of the system is ensured. This mechanism is particularly useful in track traffic systems where efficient response and computational resource savings are required.
The method is realized by firstly, the system collects and stores historical rail traffic interaction information, wherein the information comprises reference rail traffic request information and corresponding request reply information. The historical data is taken as a reference, and when the current request arrives, the system can search for matched target track traffic request information by comparing the current request information with the historical request information. After finding the matching target request information, the system can directly acquire the reply information corresponding to the target request information without recalculating. This process enables efficient and quick reply to be given, avoiding repeated calculation steps.
In the implementation process, the main function of this method in the low-energy mode is to save computing resources. When the system detects that the input is consistent with the previous state, the stored results can be directly output instead of recalculating the reply information for each request. This not only reduces processing time, but also effectively reduces system power consumption, ensuring that the system can enter a low power mode without sacrificing performance. In a rail transit system, the processing mode can effectively improve the processing efficiency of the system, particularly reduce the occupation of computing resources when the system is busy or needs to run for a long time, and simultaneously maintain the high-efficiency service quality.
And step 108, generating current request reply information corresponding to the current track traffic request information according to the current track traffic request information under the condition that the current state of the system is the second state.
In practical application, the second state refers to an operation state of the rail transit system in a non-low-energy consumption mode, and the second state can be understood as a state when the system works in a normal calculation mode in the rail transit load balancing device. In this state, the system can continuously process the rail traffic request information, perform real-time calculation and decision, and ensure that the system can cope with various requirements in actual operation. Compared with the first state, the system in the second state does not perform energy consumption optimization, is in an active state, and can respond to real-time operation requirements such as train operation, signal change and the like. For example, when the rail transit system is under high load, the system enters a second state, ensuring timely response and processing of real-time traffic requests.
It should be noted that, generating the current request reply information corresponding to the current track traffic request information according to the current track traffic request information may be understood as generating a reply by analyzing the relationship between the current request information and the historical interaction data, specifically, the method may process the request information in real time based on the data monitored in real time to generate the corresponding reply information, may also determine the reply content by querying the existing track traffic database according to the rules and algorithms preset by the system, and may also generate a dynamic reply by comprehensively analyzing various information in combination with the input of the multiparty system. The present specification does not set any limit to this.
When the system is in the second state, the system can ensure that the track traffic system makes flexible decisions according to the current real-time conditions and the historical data under the condition of responding to different requests, the accuracy and the efficiency of the response are improved, and meanwhile, the system can process various requests rapidly and accurately.
By applying the scheme of the embodiment of the specification, the intelligent state judgment and response mechanism is introduced into the system, so that the energy efficiency performance of the system during non-operation can be optimized under the condition that the safe operation of the train is not affected. Specifically, the system can intelligently judge whether to enter a low-energy consumption mode according to the current time point and the historical interaction information, so that unnecessary calculation burden is reduced. Especially when the vehicle is not in a running state, the system can automatically adjust the calculation frequency and quickly respond when the demand changes, so that long-time unnecessary power consumption and equipment pressure are effectively avoided. The intelligent treatment can not only reduce the energy consumption, but also reduce the abrasion of hardware equipment and obviously prolong the service life of the hardware equipment. Meanwhile, the system ensures the high efficiency and the safety of the operation through the accurate matching of the reference of the historical data and the real-time request information. The scheme is not only suitable for the rail transit control system, but also can be popularized and applied to other similar intelligent control systems, provides a more efficient and energy-saving solution, and promotes the wide application of the intelligent control technology in a plurality of fields.
The track traffic load balancing method provided in the present specification is further described below with reference to fig. 2 by taking an application of the track traffic load balancing method in load balancing of a line control system as an example. Fig. 2 is a flowchart of a processing procedure of a load balancing method of a line control system according to an embodiment of the present disclosure, which specifically includes the following steps.
Step 202, judging whether to allow the line control system to enter the low energy consumption mode based on the low energy consumption mode configuration information, if yes, executing step 204, and if not, executing step 212.
Step 204, obtaining the current time point information of the line control system, and judging whether the current time point information is not in the running time period information, if yes, executing step 206, and if not, executing step 212.
Step 206, analyzing the reference track traffic interaction information in the time window to obtain the vehicle running information, judging whether the running vehicle does not exist in the vehicle running information, if so, executing step 208, and if not, executing step 212.
Step 208, judging whether the request information from the interlocking system, the train automatic monitoring system and the adjacent line control system is the same as the historical track traffic request information of the previous period, if so, executing step 210, and if not, executing step 212.
Step 210, receiving the current request information, and determining reply information corresponding to the request information according to the reference track traffic interaction information corresponding to the history period.
Step 212, receiving the current request information and calling a computing device in the system to calculate the reply information corresponding to the current request.
By applying the scheme of the embodiment of the specification, through reference and analysis of the historical rail transit interaction information, the calculation load of a line control system can be effectively reduced in a non-operation period, and the real-time response capability of the system is maintained while invalid calculation is avoided. The intelligent low-energy-consumption mode control mechanism can intelligently adjust the execution mode of the calculation task according to the current system state and operation requirements, and reduces unnecessary energy consumption to the maximum extent. When the system is in a period of non-high demand, intelligent matching can be performed according to the previous interaction information, and the generation of new calculation tasks is reduced, so that the aim of saving energy is fulfilled. Through the intelligent control flow, the safety and the high efficiency of the rail transit system in the normal operation state are guaranteed, the service life of system hardware is effectively prolonged, and the overall operation efficiency of the system is improved.
Corresponding to the method embodiment, the present disclosure further provides an embodiment of a rail traffic load balancing device, and fig. 3 shows a schematic structural diagram of the rail traffic load balancing device according to one embodiment of the present disclosure. As shown in fig. 3, the apparatus includes:
An acquisition module 302 configured to acquire a history interaction window and acquire reference rail traffic interaction information based on the history interaction window;
The receiving module 304 is configured to receive the current rail traffic request information and obtain the current state of the system according to the reference rail traffic interaction information;
A first reply module 306 configured to determine current request reply information corresponding to the current track traffic request information in the reference track traffic interaction information, in a case that the current state of the system is a first state;
and a second reply module 308 configured to generate current request reply information corresponding to the current track traffic request information according to the current track traffic request information when the current state of the system is the second state.
Optionally, the receiving module 304 is further configured to:
analyzing the reference rail transit interaction information to obtain vehicle running information;
acquiring historical track traffic interaction information under the condition that the vehicle running information is that no running vehicle exists, and acquiring the current state of a system based on the historical track traffic interaction information and the reference track traffic interaction information;
And determining that the current state of the system is a second state when the vehicle running information is that the running vehicle exists.
Optionally, the receiving module 304 is further configured to:
Determining the time length information of the interactive window according to the history interactive window;
And acquiring historical track traffic interaction information based on the interaction window time length information.
Optionally, the reference rail traffic interaction information includes at least one reference rail traffic request information;
the receiving module 304 is further configured to:
Analyzing the historical track traffic interaction information to obtain at least one historical track traffic request message;
determining that the current state of the system is a first state under the condition that the reference rail transit request information which is not matched with the historical rail transit request information does not exist in the reference rail transit request information;
And determining the current state of the system as a second state when the reference rail transit request information which is not matched with the historical rail transit request information exists in the reference rail transit request information.
Optionally, the reference track traffic interaction information includes at least one reference track traffic request information and request reply information corresponding to each reference track traffic request information;
optionally, the first reply module 306 is further configured to:
Determining target track traffic request information corresponding to the current track traffic request information in each piece of reference track traffic request information;
Acquiring target request reply information corresponding to the target track traffic request information;
And determining the target request reply information as current request reply information corresponding to the current track traffic request information.
Optionally, the track traffic load balancing device further includes a time period configuration module configured to:
acquiring running time period information and current time point information;
Acquiring a history interaction window and acquiring reference rail traffic interaction information based on the history interaction window under the condition that the current time point information is not in the running time period information;
and determining that the current state of the system is a second state under the condition that the current time point information is in the running time period information.
Optionally, the rail traffic load balancing device further includes a status supervision module configured to:
analyzing the reference rail transit interaction information to obtain reference rail transit request information;
determining the current state of the system as a first state under the condition that the reference rail transit request information matched with the current rail transit request information exists in the reference rail transit request information;
and determining the current state of the system as a second state under the condition that the reference rail transit request information matched with the current rail transit request information does not exist in the reference rail transit request information.
By applying the scheme of the embodiment of the specification, the track traffic load balancing device can intelligently identify the current working state of the system through accurate state detection and historical data analysis, so that the allocation and the use of computing resources are optimized. Unnecessary computing tasks are reduced while ensuring that the system continues to operate efficiently, particularly under non-high load conditions, avoiding excessive computation and unnecessary energy consumption of the system. The device intelligently judges whether a real-time request to be processed exists or not by analyzing the historical interaction data and the vehicle running information, so that calculation and automatic adjustment according to needs are realized. During off-peak hours, the system can automatically enter a low-energy consumption state, and energy efficiency maximization is ensured. The technology not only effectively prolongs the service life of system equipment and reduces the hardware burden, but also improves the overall operation efficiency. In addition, the design of the device has stronger adaptability, can be popularized and applied to other similar automatic control systems, such as a train signal system and an interlocking control system, and provides a new solution for energy saving optimization in the intelligent traffic field.
The above is a schematic scheme of a track traffic load balancing device of the present embodiment. It should be noted that, the technical solution of the track traffic load balancing device and the technical solution of the track traffic load balancing method belong to the same concept, and details of the technical solution of the track traffic load balancing device which are not described in detail can be referred to the description of the technical solution of the track traffic load balancing method.
Fig. 4 illustrates a block diagram of a computing device 400 provided in accordance with one embodiment of the present description. The components of the computing device 400 include, but are not limited to, a memory 410 and a processor 420. Processor 420 is coupled to memory 410 via bus 430 and database 450 is used to hold data.
Computing device 400 also includes access device 440, access device 440 enabling computing device 400 to communicate via one or more networks 460. Examples of such networks include public switched telephone networks (PSTN, public Switched Telephone Network), local area networks (LAN, local Area Network), wide area networks (WAN, wide Area Network), personal area networks (PAN, personal Area Network), or combinations of communication networks such as the internet. The access device 440 may include one or more of any type of network interface, wired or wireless, such as a network interface card (NIC, network interface controller), such as an IEEE802.11 wireless local area network (WLAN, wireless Local Area Network) wireless interface, a worldwide interoperability for microwave access (Wi-MAX, worldwide Interoperability for Microwave Access) interface, an ethernet interface, a universal serial bus (USB, universal Serial Bus) interface, a cellular network interface, a bluetooth interface, near Field Communication (NFC).
In one embodiment of the present description, the above-described components of computing device 400, as well as other components not shown in FIG. 4, may also be connected to each other, such as by a bus. It should be understood that the block diagram of the computing device shown in FIG. 4 is for exemplary purposes only and is not intended to limit the scope of the present description. Those skilled in the art may add or replace other components as desired.
Computing device 400 may be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., tablet, personal digital assistant, laptop, notebook, netbook, etc.), mobile phone (e.g., smart phone), wearable computing device (e.g., smart watch, smart glasses, etc.), or other type of mobile device, or a stationary computing device such as a desktop computer or personal computer (PC, personal Computer). Computing device 400 may also be a mobile or stationary server.
The processor 420 is configured to execute computer-executable instructions that, when executed by the processor, implement the steps of the rail traffic load balancing method described above.
The foregoing is a schematic illustration of a computing device of this embodiment. It should be noted that, the technical solution of the computing device and the technical solution of the track traffic load balancing method belong to the same concept, and details of the technical solution of the computing device, which are not described in detail, can be referred to the description of the technical solution of the track traffic load balancing method.
An embodiment of the present disclosure also provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of the rail transit load balancing method described above.
The above is an exemplary version of a computer-readable storage medium of the present embodiment. It should be noted that, the technical solution of the storage medium and the technical solution of the track traffic load balancing method belong to the same concept, and details of the technical solution of the storage medium which are not described in detail can be referred to the description of the technical solution of the track traffic load balancing method.
An embodiment of the present disclosure also provides a computer program product comprising computer programs/instructions which, when executed by a processor, implement the steps of the rail traffic load balancing method described above.
The above is an exemplary version of a computer program of the present embodiment. It should be noted that, the technical solution of the computer program and the technical solution of the rail traffic load balancing method belong to the same concept, and details of the technical solution of the computer program, which are not described in detail, can be referred to the description of the technical solution of the rail traffic load balancing method.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
The computer instructions include computer program code that may be in source code form, object code form, executable file or some intermediate form, etc. The computer readable medium may include any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable medium can be increased or decreased appropriately according to the requirements of the patent practice, for example, in some areas, according to the patent practice, the computer readable medium does not include an electric carrier signal and a telecommunication signal.
It should be noted that, for simplicity of description, the foregoing method embodiments are all expressed as a series of combinations of actions, but it should be understood by those skilled in the art that the embodiments are not limited by the order of actions described, as some steps may be performed in other order or simultaneously according to the embodiments of the present disclosure. Further, those skilled in the art will appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily all required for the embodiments described in the specification.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to the related descriptions of other embodiments.
The preferred embodiments of the present specification disclosed above are merely used to help clarify the present specification. Alternative embodiments are not intended to be exhaustive or to limit the invention to the precise form disclosed. Obviously, many modifications and variations are possible in light of the teaching of the embodiments. The embodiments were chosen and described in order to best explain the principles of the embodiments and the practical application, to thereby enable others skilled in the art to best understand and utilize the invention. This specification is to be limited only by the claims and the full scope and equivalents thereof.
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