Method, device, control system, equipment and medium for generating train control instructions

Abstract

Embodiments of the present application disclose a method, device, control system, equipment and medium for generating train control instructions. The method comprises: determining a first passing path of a first train in a predetermined area with a loop track; determining a second passing path of a second train in the predetermined area; determining an overlapping path of the first passing path and the second passing path; and generating train control instructions, wherein the train control instructions are adapted to control the first train and the second train to perform a marshalling process in the overlapping path first to make the first train and the second train in a connected state, and then perform an unmarshalling process. The method reduces the difficulty of transfer, and saves the cost of building a transfer station.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to methods, apparatus, control systems, equipment and media for generating train control commands. Background Technology

[0002] Common rail transit systems typically include traditional railways (ordinary railways, high-speed railways, intercity railways, and urban railways), subways, light rail, and trams, as well as new types of rail transit such as maglev rail systems and monorail systems.

[0003] In current rail transit systems, traditional passenger transfers are conducted on fixed platforms. This means that passengers need to repeatedly move between platforms to reach their destination, increasing travel time and easily leading to platform congestion during peak hours. Moreover, platform construction also involves cost issues. Summary of the Invention

[0004] The present invention provides a method, apparatus, control system, equipment, and medium for generating train control commands.

[0005] A method for generating train control commands includes:

[0006] Determine the first route taken by the first train within a predetermined area with a circular track;

[0007] Determine the second route taken by the second train within the predetermined area;

[0008] Determine the overlapping path between the first route and the second route;

[0009] Generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to put the first train and the second train in a connected state, and then perform a de-formation process.

[0010] Therefore, in the overlapping path of the first and second trains on the circular track, controlling the first and second trains to perform a train formation process keeps them connected, facilitating rapid transfers between the two trains, thus saving transfer time and reducing transfer difficulty. Furthermore, eliminating the need for fixed transfer stations also reduces costs.

[0011] In one implementation, the generation of train control commands includes:

[0012] When the length of the overlapping path is greater than or equal to a preset first length threshold, a first train control command is generated to control the first train and the second train to first perform a dynamic formation process and then a dynamic de-formation process in the overlapping path.

[0013] Therefore, when the length of the overlapping path is large, the train speed can be guaranteed through dynamic grouping and dynamic ungrouping.

[0014] In one implementation, the generation of train control commands includes:

[0015] When the length of the overlapping path is greater than or equal to a preset second length threshold and less than the first length threshold, a second train control command is generated to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path, or a third train control command is generated to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

[0016] Therefore, when the length of the overlapping path is moderate, it is possible to balance the train's travel speed with smooth transfers within the overlapping path.

[0017] In one implementation, the generation of train control commands includes:

[0018] When the length of the overlapping path is less than the second length threshold, a fourth train control command is generated to control the first train and the second train to first perform a static formation process and then a static de-formation process in the overlapping path.

[0019] Therefore, when the length of the overlapping path is small, static grouping and static ungrouping can ensure smooth transfers within the overlapping path.

[0020] In one implementation, it includes:

[0021] Determine the duration of the grouping state;

[0022] The train control command is adapted to control the first train and the second train to first perform a formation process in the overlapping path, then maintain the formation state during the formation state duration, and perform a de-formation process after the formation state duration ends.

[0023] The determination of the duration includes:

[0024] Determine the number of passengers transferring between the first train and the second train; based on the number of passengers transferring, determine the duration of the train formation, wherein the length of the duration is in ascending order of the number of passengers transferring; or

[0025] The duration of the grouping state is determined based on a preset value.

[0026] Therefore, determining the duration of the grouping state through multiple methods improves applicability.

[0027] An apparatus for generating train control commands, comprising:

[0028] The first determining module is used to determine the first route of the first train in a predetermined area with a circular track;

[0029] The second determining module is used to determine the second route taken by the second train in the predetermined area;

[0030] The third determining module is used to determine the overlapping path between the first path and the second path;

[0031] A generation module is used to generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to put the first train and the second train in a connected state, and then perform a de-formation process.

[0032] Therefore, in the overlapping path of the first and second trains on the circular track, controlling the first and second trains to perform a train formation process keeps them connected, facilitating rapid transfers between the two trains, thus saving transfer time and reducing transfer difficulty. Furthermore, eliminating the need for fixed transfer stations also reduces costs.

[0033] In one embodiment, the generation module is used to generate a first train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a dynamic de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset first length threshold.

[0034] Therefore, when the length of the overlapping path is large, the train speed can be guaranteed through dynamic grouping and dynamic ungrouping.

[0035] In one embodiment, the generation module is configured to generate a second train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset second length threshold and less than the first length threshold; or to generate a third train control command adapted to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

[0036] Therefore, when the length of the overlapping path is moderate, it is possible to balance the train's travel speed with smooth transfers within the overlapping path.

[0037] In one embodiment, the generation module is used to generate a fourth train control command adapted to control the first train and the second train to first perform a static formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is less than the second length threshold.

[0038] Therefore, when the length of the overlapping path is small, static grouping and static ungrouping can ensure smooth transfers within the overlapping path.

[0039] A train control system, comprising:

[0040] An automatic train monitoring system is used to determine a first path of a first train in a predetermined area with a circular track; determine a second path of a second train in the predetermined area; determine an overlapping path between the first and second paths; generate train control commands, wherein the train control commands are adapted to control the first and second trains to first perform a formation process in the overlapping path to bring the first and second trains into a connected state, and then perform a de-formation process; and send the train control commands to the first and second trains.

[0041] A trackside control unit is used to lock the overlapping path during the execution of the train control command.

[0042] Therefore, in the overlapping path of the first and second trains on the circular track, controlling the first and second trains to perform a formation process keeps them connected, facilitating rapid transfers for passengers and saving transfer time and reducing transfer difficulty. Furthermore, passenger transfers can be achieved without the need for fixed transfer stations, further reducing costs. Additionally, locking the overlapping path during the execution of train control commands improves safety.

[0043] An electronic device, comprising:

[0044] processor;

[0045] Memory for storing the executable instructions of the processor;

[0046] The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method for generating train control instructions as described in any of the preceding claims.

[0047] A computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, perform a method for generating train control instructions as described in any of the preceding claims.

[0048] A computer program product includes a computer program that, when executed by a processor, implements the method for generating train control instructions as described in any of the preceding claims. Attached Figure Description

[0049] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which will make the above and other features and advantages of the present invention more apparent to those skilled in the art. In the drawings:

[0050] Figure 1 This is a schematic diagram of passenger transfer in existing technology.

[0051] Figure 2 This is a flowchart of a method for generating train control commands according to an embodiment of the present invention.

[0052] Figure 3 This is a schematic diagram of passenger transfer according to an embodiment of the present invention.

[0053] Figure 4A This is a schematic diagram of the first train and the second train before they are assembled according to an embodiment of the present invention.

[0054] Figure 4B This is a first schematic diagram illustrating the formation of a train and a second train according to an embodiment of the present invention.

[0055] Figure 4C This is a second schematic diagram showing the first train and the second train in a formation according to an embodiment of the present invention.

[0056] Figure 4D This is a schematic diagram of the first train and the second train in a decoupling state according to an embodiment of the present invention.

[0057] Figure 5 This is a structural diagram of a train control system according to an embodiment of the present invention.

[0058] Figure 6This is a structural diagram of a device for generating train control commands according to an embodiment of the present invention.

[0059] Figure 7 This is a structural diagram of an electronic device according to an embodiment of the present invention.

[0060] The reference numerals in the attached figures are as follows:

[0061]

[0062] Detailed Implementation

[0063] To make the objectives, technical solutions, and advantages of the present invention clearer, the following embodiments are provided to further illustrate the present invention in detail.

[0064] For the sake of brevity and intuitiveness, the following description uses several representative embodiments to illustrate the solution of the present invention. Numerous details in the embodiments are only used to aid in understanding the solution of the present invention. However, it is obvious that the technical solution of the present invention can be implemented without being limited to these details. To avoid unnecessarily obscuring the solution of the present invention, some embodiments are not described in detail, but only a framework is given. In the following text, "comprising" means "including but not limited to," and "according to..." means "at least according to..., but not limited to only according to...". Due to Chinese language habits, unless the quantity of a component is specifically indicated below, it means that the component can be one or more, or can be understood as at least one.

[0065] In current rail transit systems, traditional passenger transfers are conducted at fixed platforms. Figure 1 This is a schematic diagram of passenger transfer in existing technology.

[0066] exist Figure 1 In this diagram: Stations 41 and 42 are stations on Line 60; stations 44 and 45 are stations on Line 70; transfer station 43 is located at the intersection of Line 60 and Line 70. Passenger 30 is in the first train on Line 60. The first train travels in the direction indicated by the arrow on Line 60, from station 41 to station 42 via transfer station 43.

[0067] When passenger 30 wishes to travel from station 41 to station 45: Passenger 30 first takes the first train along the first line 60 from station 41 to platform P of transfer station 43. Then, the passenger walks from platform P to platform K of transfer station 43. Next, passenger 30 takes the second train on the second line 70, which travels from station 44 via transfer station 43 to station 45, from platform K of transfer station 43. When the second train arrives at station 45 along the second line 70, passenger 30 has successfully reached their destination.

[0068] It is evident that passenger 30 needs to shuttle between different platforms at transfer station 43, increasing travel time. In particular, when there are many transfer passengers (such as during peak hours), transfer platform 43 is prone to congestion. Furthermore, the construction of transfer platform 43 also involves cost issues.

[0069] The present invention proposes a novel train control method that can reduce transfer time and enable passenger transfers without the need for fixed platforms.

[0070] Figure 2 This is a flowchart of a method for generating train control commands according to an embodiment of the present invention. This method can be executed by an Automatic Train Control (ATC) system. For example, it can be executed by an Automatic Train Supervision (ATS) system, which is a subsystem of the ATC system.

[0071] like Figure 2 As shown, the method includes:

[0072] Step 101: Determine the first route of the first train in the predetermined area with a circular track.

[0073] Here, a circular track refers to a closed loop guide rail. For example, a circular track can be composed of a combination of linear guide rails and curved guide rails, or it can be called a circular arc guide rail. Specifically, a circular track can be implemented as a circular track, an elliptical track, a combination of linear and curved guide rails, and so on.

[0074] The first train has a predetermined travel path that passes through a predetermined area with a circular track. The first path taken by the first train within the circular track can be determined based on a comparison between the travel path and the circular track.

[0075] Step 102: Determine the second route of the second train within the predetermined area.

[0076] The second train also has a predetermined travel path that passes through a predetermined area with a circular track. A second route for the second train within the circular track can be determined based on a comparison between the second train's travel path and the circular track.

[0077] Step 103: Determine the overlapping path between the first and second routes.

[0078] Here, the overlapping path between the first and second routes is determined. Train formation and de-formation processes can be performed along this overlapping path, facilitating passenger transfers without affecting the train's normal operating route.

[0079] Step 104: Generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to make the first train and the second train connected, and then perform a de-formation process.

[0080] Once a train control command is generated, it is sent to the first and second trains. The first and second trains then coordinate to execute the command, controlling the first and second trains to first form a train and establish connectivity along the overlapping path, before finally unforming the train. When the first and second trains are connected, passengers in the first train can move to the second train, and vice versa.

[0081] Therefore, in the overlapping path of the first and second trains on the circular track, by controlling the formation process of the first and second trains to keep them connected, passengers can quickly transfer between the two trains, thus saving transfer time and reducing the difficulty of transfer. Moreover, passenger transfers can be realized without the need to build fixed transfer stations, which also reduces costs.

[0082] Preferably, the first train and the second train coordinately execute train control commands to sequentially perform the following processes in the overlapping path:

[0083] (1) Grouping process;

[0084] During train formation, the first and second trains are coupled together via mechanical coupling or other means to establish a connection between them. Based on this connection, passengers in the first train can move to the second train, and vice versa.

[0085] (2) Grouping and maintenance process:

[0086] During the train formation process, the first and second trains remain connected. The duration of the formation can be a predetermined empirical value or an adjustable value based on the train operating environment. For example, when there are many transfer passengers, the formation duration can be longer.

[0087] (3) Degrouping process

[0088] During the decoupling process, the first and second trains are decoupled via mechanical uncoupling or other means, thus ending the connection between them. For example, the decoupling process is executed after passenger transfers are confirmed. After the decoupling process is completed, the first and second trains continue their respective routes.

[0089] In one implementation, step 104 specifically includes:

[0090] (1): When the length of the overlapping path is greater than or equal to the preset first length threshold, a first train control command is generated to control the first train and the second train to first perform a dynamic grouping process and then a dynamic ungrouping process in the overlapping path.

[0091] Here, dynamic formation means that the first moving train and the second moving train are formed together. Dynamic de-formation means that the first moving train and the second moving train are de-formed together.

[0092] Therefore, when the length of the overlapping path is large, the train speed can be guaranteed by dynamically grouping and ungrouping the trains.

[0093] (2): When the length of the overlapping path is greater than or equal to the preset second length threshold and less than the first length threshold, a second train control command is generated to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path, or a third train control command is generated to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

[0094] Here, the second train control command is adapted to control the first and second trains so that: the moving first train and the moving second train perform a dynamic formation process in the overlapping path; then, the formed first train and the second train reduce their speed together and stop; then, the stationary first train and the stationary second train de-form.

[0095] Here, the third train control command is adapted to control the first and second trains so that: the stationary first train and the rear-end second train slowly approach each other until they come to a stop, and perform a static formation process in the overlapping path; then, the first and second trains, after being formed, start to move together; then, the moving first and second trains are deformed.

[0096] Therefore, when the length of the overlapping path is moderate, it is possible to balance the train's travel speed with smooth transfers within the overlapping path.

[0097] (3): When the length of the overlapping path is less than the second length threshold, a fourth train control command is generated to control the first train and the second train to first perform a static grouping process and then a static degrouping process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

[0098] Here, the fourth train control command is adapted to control the first and second trains so that: the stationary first train and the stationary second train perform a static formation process in the overlapping path; then, the stationary first train and the stationary second train de-formation.

[0099] Therefore, when the length of the overlapping path is small, static grouping and static ungrouping can ensure smooth transfers within the overlapping path.

[0100] The first and second length thresholds can be determined based on train operation experience. Furthermore, the first and second length thresholds are preferably adjustable.

[0101] In one implementation, the method includes: determining the duration of the train formation state; wherein the train control command is adapted to control the first train and the second train to first perform a train formation process in an overlapping path, then maintain the train formation state during the duration of the train formation state, and perform a train de-forming process after the duration of the train formation state ends; wherein determining the duration of the train formation state includes:

[0102] (1) Determine the number of passengers transferring between the first and second trains; based on the number of passengers transferring...

[0103] The purpose is to determine the duration of the grouping state, where the duration of the grouping state is in an increasing relationship with the number of transfer passengers;

[0104] (2) Determine the duration of the grouping state based on the preset value.

[0105] Therefore, determining the duration of the grouping state through multiple methods improves applicability.

[0106] Figure 3 This is a schematic diagram of passenger transfer according to an embodiment of the present invention.

[0107] exist Figure 3 In this diagram: Stations 41 and 42 are stations on the first line 60; stations 44 and 45 are stations on the second line 70. A predetermined area 46 is located at the intersection of the first line 60 and the second line 70, or in the common adjacent area of ​​the first line 60 and the second line 70. A circular track 47 is arranged in the predetermined area 46. The circular track 47 has intersection points A and C with the first line 60. The circular track 47 also has intersection points B and D with the second line 70. Figure 3 The circular track 47 shown runs counterclockwise. Accordingly, the circular track 47 includes: path AB from intersection point A and intersection point B; path BC from intersection point B and intersection point C; path CD from intersection point C and intersection point D; and path DA from intersection point D and intersection point A. Similarly, the circular track 47 can also run clockwise.

[0108] Passenger 30 is in the first train on line 60. Passenger 30 expects to travel from station 41 to station 45.

[0109] The first train in the first line 60 runs in the direction indicated by the arrow of the first line 60. The planned path of the first line 60 is as follows: it starts moving from station 41, enters the circular track 47 through the junction point A, then passes through path AB and path BC, and then exits the circular track 47 through the junction point C and heads towards station 42.

[0110] The second train in the second line 70 runs in the direction indicated by the arrow in the second line 70. The planned path of the second line 70 is as follows: it starts moving from station 44, enters the circular track 47 through the junction point B, passes through path BC and path CD, and exits the circular track 47 through the junction point D, heading towards station 45.

[0111] It can be seen that the first path of the first train in the circular track 47 includes path AB and path BC. The second path of the second train in the circular track 47 includes path BC and path CD. Therefore, the overlapping path between the first and second paths is path BC.

[0112] Therefore, the ATS generates train control instructions, which are adapted to control the first and second trains to first perform a formation process in path BC to connect them, and then perform a de-formation process. The ATS sends the train control instructions to the first and second trains. The first and second trains then coordinate to execute the train control instructions.

[0113] For example, when the length of path BC is shorter, the train that arrives at path BC earlier will stop and wait for another train to arrive before jointly performing a static formation process to connect the first and second trains, allowing passenger 30 to move from the first train to the second. Then, the first and second trains are separated, and the second train can continue from path BC to path CD, exiting the circular track 47 via the junction point D, and then proceeding to station 45. Thus, passenger 30 in the second train achieves a convenient transfer. Similarly, passengers in the second train can also conveniently transfer to the first route 60.

[0114] For example, when path BC is long, the train that arrives at path BC earlier will continue moving and wait for another train to arrive. Then, a dynamic formation process is performed to connect the first and second trains, allowing passenger 30 to move from the first train to the second. The first and second trains then disassemble during the move, allowing the second train to continue from path BC to path CD, exit the circular track 47 via the junction point D, and then proceed to station 45. Thus, passenger 30 in the second train achieves a convenient transfer. Similarly, passengers in the second train can also conveniently transfer to the first route 60.

[0115] Figure 4A This is a schematic diagram of the first and second trains before they are assembled according to an embodiment of the present invention. Figure 4A In this train, the first train 10 includes carriages 11 to 13, and the second train 20 includes carriages 21 to 23. Passengers are located in carriage 23 of the second train 20.

[0116] Figure 4B This is a first schematic diagram illustrating the formation of a train and a second train according to an embodiment of the present invention.

[0117] It is evident that the first train 10 and the second train 20 are establishing a train formation. After the formation is established, the first train 10 and the second train 20 are connected. Passengers in the first train 10 can move to the second train 20. Furthermore, passengers in the second train 20 can move to the first train 10.

[0118] Figure 4C This is a second schematic diagram showing the first train and the second train in a formation according to an embodiment of the present invention.

[0119] When the formation process is completed and the first train and the second train are connected, passenger 30 moves from the second train 20 to the first train 10.

[0120] Figure 4D This is a schematic diagram of the first train and the second train in a decoupling state according to an embodiment of the present invention.

[0121] It is evident that the first train 10 is no longer separated from the second train 20, and passenger 30 is already in the first train 10, thus achieving the transfer.

[0122] Figure 5 This is a structural diagram of a train control system according to an embodiment of the present invention. Figure 5 As shown, the train control system includes:

[0123] ATS 501 is used to determine a first path for a first train 502 within a predetermined area with a circular track; determine a second path for a second train 503 within the predetermined area; determine an overlapping path between the first and second paths; generate train control commands, wherein the train control commands are adapted to control the first train 502 and the second train 503 to first perform a formation process in the overlapping path to bring them into contact, and then perform a de-formation process; and send the train control commands to the first train 502 and the second train 503. A trackside control unit 504 is used to lock the overlapping path during the execution of the train control commands. Once the overlapping path is locked, other trains are not allowed to enter the overlapping path. Furthermore, the trackside control unit 504 is used to unlock the overlapping path after the train control commands are executed. After the overlapping path is unlocked, other trains can also enter the overlapping area. Therefore, locking the overlapping path during the execution of the train control commands also improves safety.

[0124] Figure 6 This is a structural diagram of a device for generating train control commands according to an embodiment of the present invention. Figure 6 As shown, the device 600 for generating train control commands includes:

[0125] The first determining module 601 is used to determine the first route of the first train in a predetermined area with a circular track;

[0126] The second determining module 602 is used to determine the second route of the second train in the predetermined area;

[0127] The third determining module 603 is used to determine the overlapping path between the first path and the second path;

[0128] The generation module 604 is used to generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in an overlapping path to make the first train and the second train connected, and then perform a de-formation process.

[0129] In one embodiment, the generation module 604 is used to generate a first train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a dynamic de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset first length threshold.

[0130] In one embodiment, the generation module 604 is used to generate a second train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset second length threshold and less than a first length threshold; or to generate a third train control command adapted to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

[0131] In one embodiment, the generation module 604 is used to generate a fourth train control command adapted to control the first train and the second train to first perform a static formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is less than a first length threshold.

[0132] In one embodiment, the generation module 604 is used to determine the duration; wherein the train control command is adapted to control the first train and the second train to first perform a formation process in the overlapping path, then maintain the formation state during the duration, and perform a de-formation process after the duration ends; wherein determining the duration includes: determining the number of passengers transferring between the first train and the second train; determining the duration based on the number of passengers transferring, wherein the length of the duration has an increasing relationship with the number of passengers transferring; or determining the duration based on a preset value.

[0133] The present invention also proposes an electronic device with a processor-memory architecture. Figure 7 This is a structural diagram of an electronic device according to an embodiment of the present invention. Figure 7 As shown, the electronic device 600 includes a processor 701, a memory 702, and a computer program stored in the memory 702 and executable on the processor 701. When executed by the processor 701, the computer program implements the method for generating train control instructions as described above. Specifically, the memory 702 can be implemented as various storage media such as electrically erasable programmable read-only memory (EEPROM), flash memory, and programmable programmable read-only memory (PROM). The processor 701 can be implemented as including one or more central processing units (CPUs) or one or more field-programmable gate arrays (FPGAs), wherein the FPGA integrates one or more CPU cores. Specifically, the CPU or CPU core can be implemented as a CPU, MCU, or DSP, etc.

[0134] It should be noted that not all steps and modules in the above processes and structural diagrams are mandatory; some steps or modules can be omitted as needed. The execution order of the steps is not fixed and can be adjusted as required. The division of modules is merely for the convenience of description and functional division. In actual implementation, a module can be implemented by multiple modules, and the functions of multiple modules can also be implemented by the same module. These modules can be located in the same device or in different devices.

[0135] The hardware modules in each embodiment can be implemented mechanically or electronically. For example, a hardware module may include specially designed permanent circuitry or logic devices (such as dedicated processors, such as FPGAs or ASICs) to perform specific operations. A hardware module may also include programmable logic devices or circuitry (such as general-purpose processors or other programmable processors) temporarily configured by software to perform specific operations. The choice between mechanical implementation, dedicated permanent circuitry, or temporarily configured circuitry (such as software-configured circuitry) can be made based on cost and time considerations.

[0136] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for generating train control commands, characterized in that, include: Determine the first route taken by the first train within a predetermined area with a circular track; Determine the second route taken by the second train within the predetermined area; Determine the overlapping path between the first route and the second route; Generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to put the first train and the second train in a connected state, and then perform a de-formation process; During the train formation process, the first and second trains are coupled together by mechanical coupling to establish a connection between them. Based on this connection, passengers in the first train can move to the second train, and passengers in the second train can also move to the first train.

2. The method according to claim 1, characterized in that, The generated train control commands include: When the length of the overlapping path is greater than or equal to a preset first length threshold, a first train control command is generated to control the first train and the second train to first perform a dynamic formation process and then a dynamic de-formation process in the overlapping path.

3. The method according to claim 2, characterized in that, The generated train control commands include: When the length of the overlapping path is greater than or equal to a preset second length threshold and less than the first length threshold, a second train control command is generated to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path, or a third train control command is generated to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

4. The method according to claim 3, characterized in that, The generated train control commands include: When the length of the overlapping path is less than the second length threshold, a fourth train control command is generated to control the first train and the second train to first perform a static formation process and then a static de-formation process in the overlapping path.

5. The method according to any one of claims 1-4, characterized in that, include: Determine the duration of the grouping state; The train control command is adapted to control the first train and the second train to first perform a formation process in the overlapping path, then maintain the formation state during the formation state duration, and perform a de-formation process after the formation state duration ends. The duration of the determined grouping state includes: Determine the number of passengers transferring between the first train and the second train; The duration of the grouping state is determined based on the number of transfer passengers, wherein the length of the grouping state duration increases with the number of transfer passengers; or The duration of the grouping state is determined based on a preset value.

6. A device for generating train control commands, characterized in that, include: The first determining module is used to determine the first route of the first train in a predetermined area with a circular track; The second determining module is used to determine the second route taken by the second train in the predetermined area; The third determining module is used to determine the overlapping path between the first path and the second path; A generation module is used to generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to make the first train and the second train connected, and then perform a de-formation process. During the train formation process, the first and second trains are coupled together by mechanical coupling to establish a connection between them. Based on this connection, passengers in the first train can move to the second train, and passengers in the second train can also move to the first train.

7. The apparatus according to claim 6, characterized in that, The generation module is used to generate a first train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a dynamic de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset first length threshold.

8. The apparatus according to claim 7, characterized in that, The generation module is configured to generate a second train control command adapted to control the first train and the second train to first perform a dynamic formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is greater than or equal to a preset second length threshold and less than the first length threshold; or to generate a third train control command adapted to control the first train and the second train to first perform a static formation process and then a dynamic de-formation process in the overlapping path; wherein the first length threshold is greater than the second length threshold.

9. The apparatus according to claim 8, characterized in that, The generation module is used to generate a fourth train control command that is adapted to control the first train and the second train to first perform a static formation process and then a static de-formation process in the overlapping path when the length of the overlapping path is less than the second length threshold.

10. A train control system, characterized in that, include: Automatic train monitoring system for determining the first path of a first train in a predetermined area with a circular track; Determine the second route of the second train within the predetermined area; determine the overlapping path between the first route and the second route; Generate train control instructions, wherein the train control instructions are adapted to control the first train and the second train to first perform a formation process in the overlapping path to put the first train and the second train in a connected state, and then perform a de-formation process; send the train control instructions to the first train and the second train; A trackside control unit is used to lock the overlapping path during the execution of the train control command; During the train formation process, the first and second trains are coupled together by mechanical coupling to establish a connection between them. Based on this connection, passengers in the first train can move to the second train, and passengers in the second train can also move to the first train.

11. An electronic device, characterized in that, include: processor; Memory for storing the executable instructions of the processor; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method for generating train control instructions according to any one of claims 1-5.

12. A computer-readable storage medium storing computer instructions thereon, characterized in that, When the computer instructions are executed by the processor, they implement the method for generating train control instructions as described in any one of claims 1-5.

13. A computer program product, characterized in that, The method includes a computer program that, when executed by a processor, implements the method for generating train control instructions as described in any one of claims 1-5.

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