Alignment isolation method and device compatible with non-coupling train and coupling train and medium

Abstract

The invention discloses an alignment isolation method and device compatible with non-coupling and coupling trains and a medium, and the method comprises the steps: when a vehicle-mounted controller receives train door fault information of a train control management system, obtaining shielding door information and mechanical hook state information of a platform where the train is located; the vehicle-mounted controller judges whether the train is a coupled train or a non-coupled train according to the state information of the mechanical hook of the train, and if the train is the coupled train, the mapping relation between a coupled train door and a shielding door is established; if the train is a non-coupled train, establishing a mapping relation between a non-coupled train door and a shielding door; and the vehicle-mounted controller marks the shielding door corresponding to the fault train door as an isolation state according to the established mapping relation between the train door of the coupled train and the shielding door or the mapping relation between the train door of the non-coupled train and the shielding door, and sends an isolation instruction to an automatic train monitoring system (ATS). Compared with the prior art, accurate isolation of the non-coupling train and the coupling train is achieved, and system compatibility is improved.

Description

Technical Field

[0001] The present invention relates to an urban rail transit signal control method, and in particular to a position isolation method, equipment and medium compatible with non-coupled and coupled trains. Background Art

[0002] In urban rail transit operations, the alignment and isolation of train and platform screen doors is crucial for ensuring operational safety and efficient passenger boarding and alighting. Under normal operating conditions, when a train arrives at a station and stops, the onboard signaling system controls the synchronous opening and closing of the train doors and corresponding screen doors. If a door malfunctions, the onboard controller (VOBC) converts the fault information into a screen door isolation command, ensuring that the corresponding screen door remains closed to prevent passengers from boarding the wrong door or accidents. This process typically begins with the Train Control and Management System (TCMS) detecting door failures and reporting them to the VOBC. The VOBC then maps the faulty door information into a screen door isolation command and sends it to the Automatic Train Monitoring System (ATS). The ATS then coordinates with platform personnel to manage passenger flow.

[0003] With the dynamic changes in urban rail transit passenger flow, tandem train technology has been widely adopted due to its flexible train formation advantages. A tandem train uses a mechanical hook to connect two fixed train units. This allows for adjustments in operating scale based on peak and off-peak passenger demand, ensuring passenger volume while reducing energy consumption and maintenance costs. However, the mixed operation of tandem and non-tandem trains poses challenges to traditional alignment and isolation technology.

[0004] First, when a coupled train arrives at a station, its stopping position typically corresponds to all platform screen doors; whereas a non-coupled train may only stop at some screen doors at one end of the platform. Existing technology lacks a unified mapping rule for the differences in stopping points for different train types, resulting in misalignment of screen door isolation commands when the same platform accommodates both types of trains.

[0005] Second, the door numbering of coupled trains must consider the combination of the two train units, while traditional technology only applies to the door numbering rules of a single train. When a door on a coupled train fails, the existing system cannot automatically convert the platform screen door number corresponding to the faulty door based on parameters such as the coupling end position and the door increment direction. Manual configuration or additional hardware support is required, increasing operational complexity.

[0006] Third, when two train units are coupled, the mechanical hook occupies a certain length of platform space, requiring an offset between the doors and platform screen doors of the trailing train unit. Existing alignment and isolation methods do not account for this offset, potentially leading to incorrect isolation ranges for the platform screen doors and posing a safety hazard.

[0007] After searching, Chinese patent publication number CN117775079A discloses "Data Table-Based Door Fault Position Isolation Control Method and Apparatus," which specifically discloses a data table-based isolation solution. This invention focuses on fixed-marshaling trains. Using a pre-stored door-to-platform platform door mapping data table, it converts door fault information received by the onboard controller into corresponding platform platform door isolation instructions, which are then transmitted to the platform door system for isolation control. While this invention improves information conversion efficiency, it still has limitations, such as incompatibility with flexible marshaling and a lack of offset compensation.

[0008] Therefore, it is urgent to design a method for isolating trains that is compatible with coupled and non-coupled trains, establish a unified door-screen door mapping rule, realize the accurate conversion of faulty door information, avoid additional manpower allocation and time costs, and improve the intelligence and operational efficiency of the rail transit system. Summary of the Invention

[0009] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a method for isolating trains that is compatible with both non-coupled and coupled trains.

[0010] The purpose of the present invention can be achieved by the following technical solutions:

[0011] According to a first aspect of the present invention, a method for isolating trains compatible with both non-coupled and coupled trains is provided, the method comprising:

[0012] When the onboard controller VOBC receives the train door failure information from the train control management system TCMS, it obtains the platform screen door information and mechanical hook status information of the platform where the train is located;

[0013] The onboard controller VOBC determines whether the train is a coupled train or a non-coupled train based on the train's mechanical coupling status information. If it is a coupled train, a mapping relationship between the coupled train doors and the platform screen doors is established; if it is a non-coupled train, a mapping relationship between the non-coupled train doors and the platform screen doors is established.

[0014] The onboard controller VOBC marks the platform screen door corresponding to the faulty door as isolated according to the established mapping relationship between the doors of the coupled train and the platform screen door or the mapping relationship between the doors of the non-coupled train and the platform screen door, and sends an isolation instruction to the automatic train monitoring system ATS.

[0015] As a preferred technical solution, the screen door information includes the first screen door number P i And the direction of increasing the number of the shield door D P .

[0016] As a preferred technical solution, the platform screen door information is obtained by querying an electronic map.

[0017] As a preferred technical solution, the onboard controller VOBC obtains the running direction D of the faulty train. T , the total number of doors on the opening side n and the increasing direction of door numbers D R If it is a coupled train, the coupling end platform screen door offset d is also obtained.

[0018] As a preferred technical solution, the mechanical hook status information is obtained in real time through on-board sensors. If the mechanical hooks of the two vehicles are connected, it is determined to be a coupled train, otherwise it is a non-coupled train.

[0019] As a preferred technical solution, the door number increment direction D R Defined as increasing towards end 1 or end 2 of the train.

[0020] As a preferred technical solution, the offset d is the number of shielding doors occupied by the mechanical structure of the connecting end.

[0021] As a preferred technical solution, the mapping relationship between the doors and platform screen doors of the non-coupled train is specifically as follows:

[0022] If D T ≠D P and D T ≠D R , then the door N1 to N n Mapped to screen door P i to P i+(n-1) ;

[0023] If D T =D P and D T ≠D R , then the door N1 to N n Mapped to screen door P i to P i-(n-1) ;

[0024] If D T ≠D P and D T =D R , then the door N n N1 is mapped to the PSD P i to P i+(n-1) ;

[0025] If D T =D P and D T =D R , then the door N n N1 is mapped to the PSD P i to P i-(n-1) .

[0026] As an optimal technical solution, the mapping relationship between the doors and platform screen doors of the coupled train includes the mapping relationship between the doors and platform screen doors of the first train unit and the mapping relationship between the doors and platform screen doors of the second train unit, wherein the first train unit is the first train unit in the running direction of the coupled train, and the second train unit is the second train unit in the running direction of the coupled train.

[0027] As a preferred technical solution, the mapping relationship between the doors and platform doors of the first train unit is the same as the mapping relationship between the doors and platform doors of the non-coupled train. The mapping relationship between the doors and platform doors of the second train unit is specifically as follows:

[0028] If D T ≠D P and D T ≠D R , then the door N (n+1) to N 2n Mapped to screen door P i+n+d to P i+n+d+(n-1) ;

[0029] If D T =D P and D T ≠D R , then the door N (n+1) to N 2n Mapped to screen door P i-n-d to P i-n-d-(n-1) ;

[0030] If D T ≠D P and D T =D R , then the door N 2n to N (n+1) Mapped to screen door P i+n+d to P i+n+d+(n-1) ;

[0031] If D T =D P and D T =D R , then the door N 2n to N (n+1) Mapped to screen door P i-n-d to P i-n-d-(n-1) .

[0032] According to a second aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0033] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0034] Compared with the prior art, the present invention has the following advantages:

[0035] (1) The above technical solution proposes a positioning isolation solution that is compatible with both non-coupled and coupled trains. It can adapt to both lines with only non-coupled trains and mixed operation scenarios of coupled and non-coupled trains. It automatically identifies the train type and switches the mapping rules based on the mechanical hook status. There is no need to modify the platform screen door hardware, which avoids additional time and labor costs and effectively improves the versatility of line operations.

[0036] (2) The above technical solution automatically completes the door-to-shield door mapping relationship calculation by configuring relevant parameters and automated operation logic, eliminating the need for manual conversion of fault information, thereby improving the response efficiency and availability of the on-board signal system.

[0037] (3) The above technical solution can adapt to different platform structures such as side platforms and island platforms through multi-dimensional directional parameters and offset compensation calculations, and is compatible with the precise positioning of trains at any stop position on the platform, and has a certain degree of universality. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a schematic diagram of a non-coupled train stopping at a station according to the present invention;

[0039] Figure 2 This is a schematic diagram of a coupled train stopping at a station according to the present invention;

[0040] Figure 3 This is a specific flow chart of the alignment isolation method of the present invention. DETAILED DESCRIPTION

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0042] Example 1:

[0043] The present invention provides a position isolation method compatible with coupled trains and non-coupled trains. When the line is in normal operation, VOBC can automatically convert the door fault information informed by TCMS into door isolation information corresponding to the train type and inform ATS.

[0044] This is based on the following assumptions:

[0045] (1) The door numbering rules of a single train are fixed. For example, the door numbers from end 1 to end 2 of the train are fixed from 1 to 15.

[0046] (2) The total number of doors on all individual trains is the same;

[0047] (3) A coupled train is considered to be composed of two train units coupled together;

[0048] Different types of trains will result in different ranges of platform screen doors when they stop at stations. For coupled trains, because they are the longest, their doors must correspond to the platform screen doors of the entire platform. For non-coupled trains, the mapping relationship between their doors and platform screen doors is related to the type of project, and is different in non-coupled projects and coupled projects. For non-coupled projects, when the train stops correctly, the doors can correspond to the platform screen doors of the entire platform. For coupled projects, when the train stops correctly, it may be located at one end of the platform, or at one quarter or three quarters of the platform. The present invention regards it as any point on the platform, which can ensure that the train stops correctly at the platform, thereby being compatible with the above two situations.

[0049] For coupled trains, additional consideration needs to be given to the door numbering of the entire train set. The door numbering of each train unit can be determined based on the coupling end and door numbering rules, so as to correctly establish the mapping relationship between the doors and platform screen doors of the entire train set.

[0050] like Figure 3 As shown, the specific process of the method of the present invention includes the following steps:

[0051] When the onboard controller VOBC receives train door failure information from the train control management system TCMS, it queries and obtains the platform screen door information of the train from the electronic map, and obtains the mechanical hook status information in real time through the onboard sensor;

[0052] VOBC obtains the locomotive direction, total number of doors on the open side, and the door number increment direction of the faulty train. If it is a coupled train, the offset of the platform screen door at the coupled end is also obtained.

[0053] The onboard controller VOBC determines whether the train is a coupled train or a non-coupled train based on whether the train's mechanical hooks are engaged. If it is a non-coupled train, a mapping relationship between the non-coupled train's doors and platform screen doors is established; if it is a coupled train, a mapping relationship between the coupled train's doors and platform screen doors is established, including the mapping relationship between the doors and platform screen doors of the first train unit and the mapping relationship between the doors and platform screen doors of the second train unit.

[0054] The onboard controller VOBC marks the platform screen door corresponding to the faulty door as isolated according to the established mapping relationship between the doors of the coupled train and the platform screen door or the mapping relationship between the doors of the non-coupled train and the platform screen door, and sends an isolation instruction to the automatic train monitoring system ATS.

[0055] This invention enables automatic door-to-platform door (PSD) alignment and isolation for both non-coupled and coupled trains. By dynamically acquiring train status and platform parameters, it accurately maps faulty doors and PSDs without manual intervention. This solution is applicable to both urban rail lines with only non-coupled trains and those with a mix of non-coupled and coupled trains, greatly improving its versatility.

[0056] Example 2:

[0057] The method for isolating non-coupled trains includes the following steps:

[0058] When the onboard controller VOBC receives the train door failure information from the train control management system TCMS, it queries the electronic map to obtain the first platform screen door number P of the train. i And the direction of increasing the number of the shield door D P The train obtains the status information of the mechanical hook in real time through the onboard sensor. If the mechanical hook is not engaged, it means that the train is not coupled.

[0059] VOBC obtains the running direction D of the faulty train T , the total number of doors on the opening side n, the first door number N1 and the door number increment direction D R ;

[0060] Establish the mapping relationship between the doors and platform screen doors of non-coupled trains:

[0061] N 1..n <=>P i+[0 ,n) (D T ≠D p ,D T ≠D R )

[0062] N 1..n <=>P i-[0 ,n) (D T =D p ,D T ≠D R )

[0063] N n..1 <=>P i+[0 ,n) (D T ≠D p ,D T =D R )

[0064] N n..1 <=>P i-[0 ,n) (D T =D p ,D T =D R )

[0065] Based on the established mapping relationship between the doors and platform screen doors of non-coupled trains, VOBC marks the platform screen door corresponding to the faulty door as isolated and sends an isolation instruction to the automatic train monitoring system ATS.

[0066] The present invention can realize dynamic alignment and isolation of the doors and platform screen doors of non-coupled trains. Based on the combined logic of the locomotive direction, the platform screen door number direction and the door number direction, it automatically adapts to the train's stopping requirements at any section of the platform, ensuring the accuracy of platform screen door isolation when a single-section train fails.

[0067] by Figure 1 Taking this as an example, the steps for isolating non-coupled trains are described in detail:

[0068] VOBC receives door fault information through TCMS interface: N9 door fault;

[0069] Check the station information from the onboard electronic map: i =P9,D P = Downward;

[0070] VOBC obtains the running direction D of the faulty train T = Upward, total number of doors on the opening side n = 15, door number increasing direction D R Increasing to end 2, with D T The direction is consistent, that is, D T =D R ;

[0071] The onboard sensor reported that the mechanical hook status was not engaged, and it was determined to be a non-coupled train;

[0072] According to the mapping relationship between the doors of non-coupled trains and platform screen doors, T ≠D P and D T =D R The following mapping relationship can be established:

[0073] N 15..1 <=>P 9+[0,15) ;

[0074] The faulty door N9 corresponds to the platform screen door number P 15 ;

[0075] VOBC generates isolation instruction: Isolation screen door P 15and sent to the platform door system PSD through the ATS interface.

[0076] Example 3:

[0077] The method for isolating the coupled trains includes the following steps:

[0078] When the onboard controller VOBC receives the train door failure information from the train control management system TCMS, it queries the electronic map to obtain the first platform screen door number P of the train. i And the direction of increasing the number of the shield door D P The vehicle-mounted sensor is used to obtain the status information of the mechanical hook in real time. The mechanical hook connection indicates that the train is coupled.

[0079] VOBC obtains the running direction D of the faulty train T The total number of doors in a train unit is n, the total number of doors in a train set is 2n, and the direction corresponding to the increasing direction of the door number of the first train unit is D. R1 The direction corresponding to the increasing direction of the door number of the second train unit is D R2 .

[0080] For the first train unit in the running direction, the conditions for establishing the mapping relationship are the same as those for non-coupled trains. The mapping relationship between the doors and platform screen doors of the first train unit is established:

[0081] N 1..n <=>P i+[0 ,n) (D T ≠D p ,D T ≠D R1 )

[0082] N 1..n <=>P i-[0 ,n) (D T =D p ,D T ≠D R1 )

[0083] N n..1 <=>P i+[0 ,n) (D T ≠D p ,D T =D R1 )

[0084] N n..1 <=>P i-[0 ,n) (D T =D p ,D T =D R1 )

[0085] When establishing the mapping relationship for the second train unit, the numbering needs to continue to increase based on the first train unit. Considering the physical volume of the coupling end, which may cause one or more platform screen doors to be occupied, an offset d needs to be added or subtracted according to the actual situation. The addition or subtraction depends on the direction. The mapping relationship between the doors and platform screen doors of the second train unit is established as follows:

[0086] N (n+1)..2n <=>P i+n+d+[0 ,n) (D T ≠D p ,D T ≠D R2 )

[0087] N (n+1)..2n <=>P i-n-d-[0 ,n) 9D T =D p ,D T ≠D R2 )

[0088] N 2n..(n+1) <=>P i+n+d+[0 ,n) (D T ≠D p ,D t =D R2 )

[0089] N 2n..(n+1) <=>P i-n-d-[0 ,n) (D T =D p ,D T =D R2 )

[0090] Based on the established mapping relationship between the doors and platform screen doors of the coupled trains, VOBC marks the platform screen door corresponding to the faulty door as isolated and sends an isolation instruction to the automatic train monitoring system ATS.

[0091] The present invention can achieve offset correction and alignment isolation of the doors and platform screen doors of the coupled train. By introducing the offset parameter of the platform screen doors at the coupled end, the number of platform screen doors occupied by the mechanical hook is automatically compensated, thereby realizing coordinated isolation control of the doors and platform screen doors of the coupled train formation.

[0092] by Figure 2 Taking the example of the method for isolating coupled trains, the specific steps are as follows:

[0093] VOBC receives door fault information through TCMS interface: N 11 (Unit 1), N 21 (Unit 1) Door malfunction;

[0094] Check the station information from the onboard electronic map:i =P 31 , D P = Downward;

[0095] The onboard sensor reports that the mechanical hook state is engaged, and it is determined to be a coupled train, and the offset d=1 is obtained;

[0096] VOBC obtains the running direction D of the faulty train T = Downstream, the total number of doors of the train unit is 15, and the total number of doors of the train set is 30;

[0097] The doors of the first unit train are numbered N1-N 15 , increasing direction D R1 To increase towards the 2nd end, consider the offset d = 1, the door number of the second unit train is N 17 -N 31 , D R2 Increasing to end 2, with D T The direction is consistent, that is, D T =D R1 =D R2 ;

[0098] According to the mapping relationship between the doors of the coupled train and the platform screen doors, T =D P and D T =D R1 , train first unit N1-N 15 The following mapping relationship can be established:

[0099] N 15..1 <=>P 31-[0,15) ;

[0100] Faulty door N 11 The corresponding shield door number is P 27 ;

[0101] According to the mapping relationship between the doors of the coupled train and the platform screen doors, T =D P and D T =D R2 , considering the offset d = 1, the second unit N of the train 17 -N 31 The following mapping relationship can be established:

[0102] N 31..17 <=>P 31-15-1-[0,15) ;

[0103] Faulty door N 21 The corresponding screen door number is P5;

[0104] VOBC generates isolation instruction: Isolation screen door P 27, P5, and sent to the platform door system PSD through the ATS interface.

[0105] Example 4:

[0106] An embodiment of the present invention further provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0107] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0108] The processing unit performs the various methods and processes described above, such as the inventive method. For example, in some embodiments, the inventive method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the inventive method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive method by any other appropriate means (e.g., by means of firmware).

[0109] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0110] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0111] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0112] 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 person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for isolating trains that is compatible with both non-coupled and coupled trains, characterized in that: The method includes: When the onboard controller VOBC receives the train door failure information from the train control management system TCMS, it obtains the platform screen door information and mechanical hook status information of the platform where the train is located; The onboard controller VOBC determines whether the train is a coupled train or a non-coupled train based on the train's mechanical coupling status information. If it is a coupled train, a mapping relationship between the coupled train doors and the platform screen doors is established; if it is a non-coupled train, a mapping relationship between the non-coupled train doors and the platform screen doors is established. The onboard controller VOBC marks the platform screen door corresponding to the faulty door as isolated according to the established mapping relationship between the doors of the coupled train and the platform screen door or the mapping relationship between the doors of the non-coupled train and the platform screen door, and sends an isolation instruction to the automatic train monitoring system ATS.

2. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 1, characterized in that: The screen door information includes the first screen door number P i And the direction of increasing the number of the shield door D P .

3. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 2, characterized in that: The screen door information is obtained by querying from an electronic map.

4. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 2, characterized in that: The onboard controller VOBC obtains the running direction D of the faulty train T , the total number of doors on the opening side n and the increasing direction of door numbers D R If it is a coupled train, the coupling end platform screen door offset d is also obtained.

5. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 4, characterized in that: The mechanical hook status information is obtained in real time through on-board sensors. If the mechanical hooks of the two vehicles are connected, it is determined to be a coupled train, otherwise it is a non-coupled train.

6. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 4, characterized in that: Door number increasing direction D R Defined as increasing towards end 1 or end 2 of the train.

7. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 4, characterized in that: The offset d is the number of shielding doors occupied by the mechanical structure of the connecting end.

8. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 4, characterized in that: The mapping relationship between the doors and platform screen doors of the non-coupled train is specifically as follows: If D T ≠D P and D T ≠D R , then the door N1 to N n Mapped to screen door P i to P i+(n-1) ; If D T =D P and D T ≠D R , then the door N1 to N n Mapped to screen door P i to P i-(n-1) ; If D T ≠D P and D T =D R , then the door N n N1 is mapped to the PSD P i to P i+(n-1) ; If D T =D P and D T =D R , then the door N n N1 is mapped to the PSD P i to P i-(n-1) .

9. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 8, characterized in that: The mapping relationship between the doors and platform screen doors of the coupled train includes the mapping relationship between the doors and platform screen doors of the first train unit and the mapping relationship between the doors and platform screen doors of the second train unit, wherein the first train unit is the first train unit in the running direction of the coupled train, and the second train unit is the second train unit in the running direction of the coupled train.

10. The method for isolating trains compatible with both non-coupled and coupled trains according to claim 9, characterized in that: The mapping relationship between the doors and platform doors of the first train unit is the same as that of the non-coupled train. The mapping relationship between the doors and platform doors of the second train unit is specifically as follows: If D T ≠D P and D T ≠D R2 , then the door N (n+1) to N 2n Mapped to screen door P i+n+d to P i+n+d+(n-1) ; If D T =D P and D T ≠D R2 , then the door N (n+1) to N 2n Mapped to screen door P i-n-d to P i-n-d-(n-1) ; If D T ≠D P and D T =D R2 , then the door N 2n to N (n+1) Mapped to screen door P i+n+d to P i+n+d+(n-1) ; If D T =D P and D T =D R2 , then the door N 2n to N (n+1) Mapped to screen door P i-n-d to P i-n-d-(n-1) .

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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