Rail transit operation control method and device

Abstract

The application provides a rail transit operation control method and device, and the method comprises the following steps: determining the marshalling mode of a current train; the marshalling mode of the train comprises a single marshalling mode, a mechanical marshalling mode and a virtual marshalling mode; in the case that the marshalling mode of the current train is the virtual marshalling mode, determining the target platform door and the target train door that need to be controlled after the train corresponding to the virtual marshalling mode enters a platform and stops stably; the platform door and the train door that need to be controlled are different under different marshalling modes; in the case that it is determined that the train enters the platform and stops stably, the target platform door and the target train door are controlled to be opened. The rail transit operation control method and device provided by the application realize the fine control of the platform door and the train door under different marshalling modes by determining the marshalling mode of the current train and determining the platform door and the train door that need to be controlled after the train enters the platform and stops stably according to the marshalling mode of the current train.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a rail transit operation control method and device. Background Technology

[0002] To meet the operational demands of green and low-carbon development, efficient resource utilization, and cost reduction and efficiency improvement, while also addressing the issue of uneven spatial and temporal distribution, virtual flexible train formation (hereinafter referred to as virtual formation) has become an important research direction in rail transit. Virtual formation does not rely on mechanical connection devices, but instead uses technologies such as wireless communication and automatic control to "couple" multiple trains (including two trains) at sufficiently small intervals to operate in formation. Moreover, this coupling can be dynamically "uncoupled" online as needed, thereby significantly improving the efficiency and flexibility of train formation adjustments.

[0003] The virtual train formation operation mode differs from the existing fixed train formation operation mode. As a result, the control strategies for platform doors, train doors, and train operation are very different from those for existing fixed train formations, and there is currently no relevant control solution. Summary of the Invention

[0004] This invention provides a rail transit operation control method and apparatus to solve the technical problem that there is no relevant control method for rail transit in the virtual train formation operation scenario in the prior art.

[0005] In a first aspect, the present invention provides a rail transit operation control method, characterized in that it includes:

[0006] Determine the current train formation mode; train formation modes include single formation mode, mechanical formation mode, and virtual formation mode; in the case of single formation mode, the train consists of one car body, which contains one or more carriages; in the case of mechanical formation mode, the train consists of multiple car bodies connected together, each car body containing one or more carriages; in the case of virtual formation mode, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation;

[0007] When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop. The platform doors and car doors that need to be controlled are different in different formation modes.

[0008] Once it is confirmed that the train has entered the platform and come to a complete stop, the target platform door and the target train door are opened.

[0009] In some embodiments, the determining the target platform door and the target train door to be controlled after the train corresponding to the virtual marshalling mode enters the platform and stops stably comprises:

[0010] determining the platform door and the train door that can form a pair after the train corresponding to the virtual marshalling mode enters the platform and stops stably;

[0011] determining the train door and the platform door that can form a pair as the target platform door and the target train door; the target platform door does not include the platform door that has no corresponding train door after the train enters the platform and stops stably; the target train door does not include the train door that has no corresponding platform door after the train enters the platform and stops stably.

[0012] In some embodiments, in the case that the train marshalling mode is a virtual marshalling mode, the train that advances to the station first and departs from the station first is the leading train, and the train that follows the leading train and departs from the station after entering the station is the following train.

[0013] The target platform door and the target train door include the first target platform door and the first target train door that need to be controlled after the current leading train enters the platform and stops stably, and the second target platform door and the second target train door that need to be controlled after the current following train enters the platform and stops stably.

[0014] In some embodiments, in the case that the virtual marshalling is established during the leading train and the following train enter the station, the controlling the target platform door and the target train door to be opened in the case that the train enters the platform and stops stably comprises:

[0015] controlling the first target platform door and the first target train door to be opened in the case that the leading train enters the platform and stops stably;

[0016] controlling the second target platform door and the second target train door to be opened in the case that the following train enters the platform and stops stably.

[0017] In some embodiments, in the case that the virtual marshalling is established before the leading train enters the station, the controlling the target platform door and the target train door to be opened in the case that the train enters the platform and stops stably comprises:

[0018] controlling the first target platform door, the first target train door, the second target platform door and the second target train door to be opened synchronously in the case that the leading train and the following train both enter the platform and stop stably.

[0019] In some embodiments, the method further comprises:

[0020] controlling the leading train and the following train to enter the platform together in the virtual marshalling mode in the case that it is determined that the virtual marshalling mode is not released at the platform, and the target platform door and the target train door are both closed.

[0021] In some embodiments, the method further includes:

[0022] If it is determined that the virtual train formation mode has been deactivated at the platform, and all passengers of the lead car have boarded, and both the first target platform door and the first target car door are closed, then the lead car is controlled to depart from the platform first.

[0023] Once it is confirmed that all passengers of the following vehicle have boarded and both the second target platform door and the second target vehicle door are closed, the following vehicle is controlled to depart from the platform.

[0024] Secondly, the present invention also provides a rail transit operation control device, comprising:

[0025] The first determining module is used to determine the current train formation mode. The train formation mode includes single formation mode, mechanical formation mode, and virtual formation mode. In the case of single formation mode, the train consists of one car body, which contains one or more carriages. In the case of mechanical formation mode, the train consists of multiple car bodies connected together, and each car body contains one or more carriages. In the case of virtual formation mode, the train consists of multiple car bodies forming a formation, and each car body contains one or more carriages. Each car body has power support for independent operation.

[0026] The second determining module is used to determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop when the current train formation mode is virtual formation mode; the platform doors and car doors that need to be controlled are different in different formation modes.

[0027] The control module is used to control the opening of the target platform door and the target train door when it is determined that the train has entered the platform and come to a complete stop.

[0028] Thirdly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the rail transit operation control method as described above.

[0029] Fourthly, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the rail transit operation control method as described above.

[0030] Fifthly, the present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the rail transit operation control method as described above.

[0031] The rail transit operation control method and device provided by the present invention determines the current train formation mode and determines the platform doors and car doors that need to be controlled after the train enters the platform and stops according to the current train formation mode, thereby realizing refined control of platform doors and car doors under different formation modes. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 This is a flowchart illustrating the rail transit operation control method provided by the present invention.

[0034] Figure 2 This is a schematic diagram of a single-unit train stopping at a station, provided by the present invention.

[0035] Figure 3 This is a schematic diagram of a mechanically assembled train stopping at a station, provided by the present invention.

[0036] Figure 4 This is a schematic diagram of the virtual train formation stopping at stations provided by the present invention.

[0037] Figure 5 This is a schematic diagram of the virtual train formation platform door control provided by the present invention.

[0038] Figure 6 This is a schematic diagram of the structure of the rail transit operation control device provided by the present invention.

[0039] Figure 7 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0041] Figure 1 This is a flowchart illustrating the rail transit operation control method provided by the present invention, as shown below. Figure 1 As shown, the method includes the following:

[0042] Step 101: Determine the current train formation mode. Train formation modes include single formation mode, mechanical formation mode, and virtual formation mode. In the case of a single formation mode, the train consists of one car body, which contains one or more carriages. In the case of a mechanical formation mode, the train consists of multiple connected car bodies, each of which contains one or more carriages. In the case of a virtual formation mode, the train consists of multiple car bodies forming a formation, each of which contains one or more carriages, and each car body has power support for independent operation.

[0043] Specifically, train formation modes include single formation mode, mechanical formation mode, and virtual formation mode.

[0044] For example, on a certain subway line, the existing line uses 8A-type train sets. Two new 4A-type intelligent train sets are added. These two 4A-type train sets can operate as a single 4A-type train set, consisting of one car body containing four cars. They can also be mechanically assembled into a 4+4 mechanical train set, consisting of two connected car bodies, each containing four cars. The train that enters and exits the station first is the lead car, and the cars mechanically connected to the lead car are the following cars. Alternatively, they can be virtually assembled into a 4+4 virtual train set, consisting of two car bodies forming a platoon, each car body containing four cars, and each car body having its own power support for independent operation. The train that enters and exits the station first is the lead car, and the cars following the lead car are the cars that enter and exit the station later.

[0045] Step 102: When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and stops. The platform doors and car doors that need to be controlled are different in different formation modes.

[0046] Specifically, there are different scenarios for alignment and parking at the platform depending on the type of train formation.

[0047] Figure 2 This is a schematic diagram of a single-unit train stopping at stations provided by the present invention, as shown below. Figure 2 As shown, on a certain subway line, with a single 4A train formation, the train stops centered at the platform, and all doors need to be controlled to open and / or close. Platform doors numbered 11-30 are controlled to open and / or close, while the other platform doors are normally closed.

[0048] Figure 3 This is a schematic diagram of a mechanically assembled train stopping at a station, as provided by the present invention. Figure 3As shown, on a certain subway line, when a 4+4 mechanical train stops at the platform, it behaves the same as an existing 8-car train, with one-to-one correspondence between the train doors and platform screen doors. All train doors need to be controlled to open and / or close. All platform screen doors numbered 1-40 are also controlled to open and / or close.

[0049] Figure 4 This is a schematic diagram of the virtual train formation stopping at stations provided by the present invention, as shown below. Figure 4 As shown, on a certain subway line, when a 4+4 virtual train formation stops at a platform, all doors of the lead train must be controlled to open and / or close, and the corresponding platform screen doors must be controlled to open and / or close in a coordinated manner. The last door of the following train (numbered A45 or B11) remains closed. The other train doors must also be controlled to open and / or close, and the corresponding platform screen doors must be controlled to open and / or close in a coordinated manner. After the lead and following trains come to a complete stop at the platform, a platform screen door is maintained between them. The platform screen door in the middle (numbered 21) that has no corresponding door remains closed.

[0050] Step 103: Once it is confirmed that the train has entered the platform and come to a complete stop, control the target platform door and the target train door to open.

[0051] Specifically, after determining the target platform doors and target train doors that need to be controlled after the train has entered the platform and come to a complete stop, these target platform doors and target train doors are controlled to open after the train has entered the platform and come to a complete stop.

[0052] For example, Figure 2 In a certain subway line, a single 4A train is used. When the train stops at the platform, it stops in the center. After the train enters the platform and comes to a complete stop, all the train doors are opened, including the platform doors numbered 11-30.

[0053] For example, Figure 3 In a certain subway line, when a 4+4 mechanical train stops at the platform, it behaves the same as an existing 8-car train, with each train door corresponding to a platform door. After the train enters the platform and comes to a complete stop, all train doors are opened, and platform doors numbered 1-40 are also opened.

[0054] For example, Figure 4 In a subway line, when a 4+4 virtual train formation stops at a platform, all doors of the lead train must be opened, and the corresponding platform doors (numbered 1-20) must be opened in a coordinated manner. The last door of the following train (numbered A45 or B11) must remain closed, while the other doors open, and their corresponding platform doors (numbered 22-40) must be opened in a coordinated manner. After the lead and following trains come to a complete stop at the platform, a platform door's width must be maintained between them. The platform door in the middle (numbered 21) that has no doors remains closed.

[0055] The rail transit operation control method provided by the present invention determines the current train formation mode and, based on the current train formation mode, determines the platform doors and train doors that need to be controlled after the train enters the platform and comes to a stop, thereby achieving refined control of platform doors and train doors under different train formation modes.

[0056] In some embodiments, determining the target platform door and target train door to be controlled after the train corresponding to the virtual train formation mode enters the platform and comes to a complete stop includes:

[0057] It is determined that after the train corresponding to the virtual formation mode enters the platform and comes to a complete stop, it can form a pair of platform doors and train doors;

[0058] The target platform door and the target train door are determined to be the train door and the platform door that can form a pair; the target platform door does not include platform doors that do not have a corresponding train door after the train enters the platform and comes to a stop; the target train door does not include train doors that do not have a corresponding platform door after the train enters the platform and comes to a stop.

[0059] Specifically, in this embodiment of the application, it is determined that the train can form a pair of platform doors and carriage doors after entering the platform and coming to a stop according to the current train formation mode. Then, the pair of carriage doors and platform doors that can form a pair are determined as the target platform door and the target carriage door.

[0060] The target platform doors do not include platform doors where there are no corresponding doors after the train enters the platform and comes to a complete stop, and the target train doors do not include train doors where there are no corresponding platform doors after the train enters the platform and comes to a complete stop.

[0061] For example, Figure 4 In a subway line, when a 4+4 virtual train formation stops at a platform, all doors of the lead train are paired with platform doors numbered 1-20. The doors of the following trains, except for the last door at the rear (numbered A45 or B11), are paired with platform doors numbered 22-40. Doors numbered A45 or B11 in the following trains do not have corresponding platform doors, and platform door numbered 21 also has no corresponding door; therefore, they are outside the control scope.

[0062] Figure 5 This is a schematic diagram of the virtual train platform door control provided by the present invention, as shown below. Figure 5 As shown, the downlink control commands for a single-sided platform screen door (PSD) are divided into four sub-commands: PSD1-1, PSD1-2, PSD1-3, and PSD1-4. Each sub-command controls a portion of the platform screen door.

[0063] The subcommand PSD1-1 is used to control the platform doors (numbered 1-20) corresponding to the first four trains in the 4+4 virtual train formation.

[0064] Subcommands PSD1-3 are used to control the platform doors (corresponding numbers are 22-40) of the four train sets after the 4+4 virtual train formation.

[0065] Subcommands PSD1-4 are used to control the platform doors (numbered 11-30) corresponding to the centering stop of a single 4-train group.

[0066] Subcommand PSD1-2 (corresponding platform door numbers 21-40) and subcommand PSD1-1 are combined to control the platform doors corresponding to 8-car trains or 4+4 mechanical trains.

[0067] After the train enters the station and comes to a complete stop, you only need to select the corresponding sub-command to the platform screen door system according to the current train formation mode to control the corresponding platform screen door.

[0068] The rail transit operation control method provided by this invention determines the platform doors and car doors that need to be controlled based on the platform doors and car doors that can be paired after the current train enters the platform and stops. This achieves refined control of platform doors and car doors for different train formation modes.

[0069] In some embodiments, when the train formation mode is virtual formation mode, the train that enters and exits the station first is the lead train, and the train that enters and exits the station later than the lead train is the follow train.

[0070] The target platform door and the target vehicle door include the first target platform door and the first target vehicle door that need to be controlled after the current lead vehicle enters the platform and comes to a stop, and the second target platform door and the second target vehicle door that need to be controlled after the current follow vehicle enters the platform and comes to a stop.

[0071] Specifically, in this embodiment of the application, when the current train formation mode is virtual formation mode, the target platform door and target car door include the first target platform door and the first target car door that need to be controlled after the current lead train enters the platform and stops, and the second target platform door and the second target car door that need to be controlled after the current following train enters the platform and stops.

[0072] For example, Figure 4 In a certain subway line, when a 4+4 virtual train stops at a platform, the doors that need to be controlled include all the doors of the lead train, as well as the platform doors numbered 1-20 corresponding to all the doors of the lead train, and the other doors of the following train except for the last door at the rear (numbered A45 or B11), as well as the platform doors numbered 22-40 corresponding to the other doors of the following train except for the last door at the rear.

[0073] The rail transit operation control method provided by this invention determines the platform doors and car doors that need to be controlled based on the platform doors and car doors that can be paired after the current train enters the platform and stops. This achieves refined control of platform doors and car doors for different train formation modes.

[0074] In some embodiments, when a virtual train formation is established during the entry of the lead car and following cars into the station, the step of controlling the opening of the target platform door and the target car door after determining that the train has entered the platform and come to a complete stop includes:

[0075] Once the lead car has entered the platform and come to a complete stop, control the opening of the first target platform door and the first target car door.

[0076] Once it is confirmed that the following train has entered the platform and come to a complete stop, control the opening of the second target platform door and the second target train door.

[0077] Specifically, when the current train formation mode is virtual formation, there are two ways to enter the station: First, the lead car and following cars enter the station one after the other, that is, the formation is established on the platform. Second, the lead car and following cars enter the station together in convoy, that is, the virtual formation is completed before entering the station.

[0078] For the first entry method, combined with Figure 5 The control commands in the documentation describe this inbound method as follows:

[0079] During the lead train's entry into the station, it is necessary to check that all platform screen doors are closed and locked.

[0080] The computer interlocking (CI) periodically reports the status of the entire train platform screen doors being closed and locked to the zone controller (ZC). The status of the entire train platform screen doors being closed and locked consists of the PSD1-1 status and the PSD1-2 status, which are obtained by the CI through network communication with the platform screen door system or by the two relay input / output (IO) interfaces.

[0081] ZC sends the closed and locked status of PSD1-1 and PSD1-2 to the lead vehicle.

[0082] When either of the two logic platform doors, PSD1-1 and PSD1-2, is open, the lead car is not allowed to enter the station and should immediately stop in front of the station or brake urgently to stop inside the station.

[0083] After the lead train comes to a complete stop at the station, the corresponding platform door will open.

[0084] After the lead vehicle has checked and stopped properly, the Vehicle Controller (VOBC) sends the PSD1-1 door opening command to the CI.

[0085] After receiving the door opening command, CI communicates with the platform door system network or drives the platform door corresponding to PSD1-1 through the relay IO interface to open the door.

[0086] During the process of following the train into the station, only check the closing and locking status of the rear half of the platform doors:

[0087] Both ZC and the lead vehicle send the closed and locked states of PSD1-1 and PSD1-2 to the following vehicles, where PSD1-1 is not closed and locked, and PSD1-2 is closed and locked.

[0088] When the VOBC following the train enters the station, only the closed and locked status of PSD1-2 is checked. If PSD1-2 is not closed and locked, the following train is not allowed to enter the station and should stop immediately in front of the station or stop in the station by emergency braking.

[0089] After the train pulls into the station and comes to a complete stop, open the corresponding platform door.

[0090] After the VOBC following the vehicle checks that it has come to a complete stop and is in the correct position, it sends the PSD1-3 door opening command to the CI.

[0091] After receiving the door opening command, CI communicates with the platform door system network or drives the platform door corresponding to PSD1-3 through the relay IO interface to open the door.

[0092] The rail transit operation control method provided by the present invention determines the current train formation mode and, based on the current train formation mode, determines the platform doors and train doors that need to be controlled after the train enters the platform and comes to a stop, thereby achieving refined control of platform doors and train doors under different train formation modes.

[0093] In some embodiments, where a virtual train formation has been established before the lead car enters the station, the step of controlling the opening of the target platform door and the target car door after determining that the train has entered the platform and come to a complete stop includes:

[0094] Once it is confirmed that the lead vehicle and the following vehicles have entered the platform and come to a complete stop, the first target platform door, the first target vehicle door, the second target platform door, and the second target vehicle door are opened simultaneously.

[0095] Specifically, when the current train formation mode is virtual formation, there are two ways to enter the station: First, the lead car and following cars enter the station one after the other, that is, the formation is established on the platform. Second, the lead car and following cars enter the station together in convoy, that is, the virtual formation is completed before entering the station.

[0096] Regarding the second method of entering the station, combined with Figure 5 The control commands in the documentation describe this inbound method as follows:

[0097] The CI periodically reports the status of the entire train's platform screen doors being closed and locked to the ZC. The status of the entire train's platform screen doors being closed and locked consists of the PSD1-1 status and the PSD1-2 status, which are obtained through network communication between the CI and the platform screen door system or through two relay IO interfaces.

[0098] ZC sends the closed and locked status of PSD1-1 and PSD1-2 to the virtual train formation.

[0099] When either of the two logic platform doors, PSD1-1 and PSD1-2, is open, the virtual train formation (including the lead car and the following cars) is not allowed to enter the station and should immediately stop in front of the station or brake urgently to stop inside the station.

[0100] Once the virtual train has come to a complete stop at the station, the VOBC of the lead train sends door-opening commands PSD1-1 and PSD1-3 to the CI.

[0101] After receiving the door opening / closing command, CI communicates with the platform door system network or drives the relay IO interface to drive the platform doors except for door number 21 to open synchronously.

[0102] The rail transit operation control method provided by the present invention determines the current train formation mode and, based on the current train formation mode, determines the platform doors and train doors that need to be controlled after the train enters the platform and comes to a stop, thereby achieving refined control of platform doors and train doors under different train formation modes.

[0103] In some embodiments, the method further includes:

[0104] If it is determined that the virtual train formation mode will not be deactivated at the platform, and all passengers have boarded and both the target platform door and the target train door are closed, the lead car and the following cars will be controlled to leave the platform together in virtual train formation mode.

[0105] Specifically, in this embodiment of the application, when the current train formation mode is virtual formation mode, there are two departure methods: First, the lead car and the following cars depart together in formation. Second, the lead car and the following cars depart one after the other, that is, they depart after being detached at the platform.

[0106] For the first exit method, combined with Figure 5 The control commands in the documentation explain this outbound mode as follows:

[0107] During the opening of the train doors and platform doors, the lead car and following cars establish a VOBC (Vehicle-to-Body Combination). After the VOBC is established, the lead car of the virtual VOBC sends the door-closing commands PSD1-1 and PSD1-3 to the CI (Center for Vehicles).

[0108] After receiving the closing command, CI communicates with the platform door system network or drives the platform doors corresponding to PSD1-1 and PSD1-3 through the relay IO interface to close the doors.

[0109] After the lead car of the virtual trainset checks that the closing and locking states of PSD1-1 and PSD1-2 are both valid, it controls the entire trainset to leave the station.

[0110] The rail transit operation control method provided by the present invention determines the current train formation mode and, based on the current train formation mode, determines the platform doors and train doors that need to be controlled after the train enters the platform and comes to a stop, thereby achieving refined control of platform doors and train doors under different train formation modes.

[0111] In some embodiments, the method further includes:

[0112] If it is determined that the virtual train formation mode has been deactivated at the platform, and all passengers of the lead car have boarded, and both the first target platform door and the first target car door are closed, then the lead car is controlled to depart from the platform first.

[0113] Once it is confirmed that all passengers of the following vehicle have boarded and both the second target platform door and the second target vehicle door are closed, the following vehicle is controlled to depart from the platform.

[0114] Specifically, in this embodiment of the application, when the current train formation mode is virtual formation mode, there are two departure methods: First, the lead car and the following cars depart together in formation. Second, the lead car and the following cars depart one after the other, that is, they depart after being detached at the platform.

[0115] Regarding the second exit method, combined with Figure 5 The control commands in the documentation explain this outbound mode as follows:

[0116] The lead train closes its doors and departs the station:

[0117] The lead car's VOBC closes its doors and sends a PSD1-1 platform door closing command to the CI.

[0118] After receiving the door opening / closing command, CI communicates with the platform door system network or drives the PSD1-1 platform door to close via the relay I / O interface. After PSD1-1 closes, PSD1-3 remains open. At this time, the departure signal is red and cannot be opened for the leading train to leave the station.

[0119] After the lead car's VOBC checks that PSD1-1 is closed and locked, it requests the CI to open the signal to start the car.

[0120] After receiving the departure request, CI checks that PSD1-1 is closed and the locking condition meets the open signal, and the lead car automatically departs from the station.

[0121] CI automatically shuts off the exit signal after detecting the lead car leaving the station.

[0122] Follow the train as it closes the doors and exits the station:

[0123] The VOBC following the train closes its doors and sends a PSD1-3 platform door closing command to the CI.

[0124] After receiving the opening / closing command, CI communicates with the platform door system network or drives the PSD1-3 platform doors to close via the relay IO interface. At this time, the departure signal should automatically open and the following train should automatically leave the station.

[0125] The rail transit operation control method provided by the present invention determines the current train formation mode and, based on the current train formation mode, determines the platform doors and train doors that need to be controlled after the train enters the platform and comes to a stop, thereby achieving refined control of platform doors and train doors under different train formation modes.

[0126] The rail transit operation control device provided by the present invention is described below. The rail transit operation control device described below can be referred to in correspondence with the rail transit operation control method described above.

[0127] Figure 6 This is a schematic diagram of the structure of the rail transit operation control device provided by the present invention, as shown below. Figure 6 As shown, the present invention provides a rail transit operation control device, comprising:

[0128] The first determining module 601 is used to determine the current train formation mode; the train formation mode includes single formation mode, mechanical formation mode and virtual formation mode; when the train formation mode is single formation mode, the train consists of one car body, and the car body contains one or more carriages; when the train formation mode is mechanical formation mode, the train consists of multiple car bodies connected together, and each car body contains one or more carriages; when the train formation mode is virtual formation mode, the train consists of multiple car bodies forming a formation, each car body contains one or more carriages, and each car body has power support for independent operation;

[0129] The second determining module 602 is used to determine the target platform doors and target car doors that need to be controlled after the train enters the platform and stops, when the current train formation mode is virtual formation mode; the platform doors and car doors that need to be controlled are different in different formation modes.

[0130] The control module 603 is used to control the opening of the target platform door and the target train door when it is determined that the train has entered the platform and come to a stop.

[0131] Specifically, the rail transit operation control device provided in this application embodiment can realize all the method steps implemented in the above rail transit operation control method embodiment and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiment and the beneficial effects will not be described in detail.

[0132] Figure 7 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 7 As shown, the electronic device may include: a processor 810, a communications interface 820, a memory 830, and a communication bus 840, wherein the processor 810, the communications interface 820, and the memory 830 communicate with each other via the communication bus 840. The processor 810 can call logical instructions in the memory 830 to execute a rail transit operation control method, which includes:

[0133] Determine the current train formation mode; train formation modes include single formation mode, mechanical formation mode, and virtual formation mode; in the case of single formation mode, the train consists of one car body, which contains one or more carriages; in the case of mechanical formation mode, the train consists of multiple car bodies connected together, each car body containing one or more carriages; in the case of virtual formation mode, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation;

[0134] When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop. The platform doors and car doors that need to be controlled are different in different formation modes.

[0135] Once it is confirmed that the train has entered the platform and come to a complete stop, the target platform door and the target train door are opened.

[0136] Furthermore, the logical instructions in the aforementioned memory 830 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0137] On the other hand, the present invention also provides a computer program product, the computer program product comprising a computer program that can be stored on a non-transitory computer-readable storage medium, and when the computer program is executed by a processor, the computer is able to execute the rail transit operation control method provided by the above methods, the method comprising:

[0138] Determine the current train formation mode; train formation modes include single formation mode, mechanical formation mode, and virtual formation mode; in the case of single formation mode, the train consists of one car body, which contains one or more carriages; in the case of mechanical formation mode, the train consists of multiple car bodies connected together, each car body containing one or more carriages; in the case of virtual formation mode, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation;

[0139] When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop. The platform doors and car doors that need to be controlled are different in different formation modes.

[0140] Once it is confirmed that the train has entered the platform and come to a complete stop, the target platform door and the target train door are opened.

[0141] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the rail transit operation control method provided by the methods described above, the method comprising:

[0142] Determine the current train formation mode; train formation modes include single formation mode, mechanical formation mode, and virtual formation mode; in the case of single formation mode, the train consists of one car body, which contains one or more carriages; in the case of mechanical formation mode, the train consists of multiple car bodies connected together, each car body containing one or more carriages; in the case of virtual formation mode, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation;

[0143] When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop. The platform doors and car doors that need to be controlled are different in different formation modes.

[0144] Once it is confirmed that the train has entered the platform and come to a complete stop, the target platform door and the target train door are opened.

[0145] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0146] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0147] It should also be noted that the terms "target," "first," and "second," etc., used in the embodiments of this application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that such terms can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first" and "second" are generally of the same class, and the number of objects is not limited. For example, the first object can be one or more.

[0148] In the embodiments of this application, the term "and / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0149] In this application's embodiments, "determine B based on A" means that factor A must be considered when determining B. It is not limited to "B can be determined based solely on A," but should also include: "determine B based on A and C," "determine B based on A, C, and E," "determine C based on A, and further determine B based on C," etc. Additionally, it can include using A as a condition for determining B, for example, "when A meets the first condition, determine B using the first method"; another example, "when A meets the second condition, determine B," etc.; another example, "when A meets the third condition, determine B based on the first parameter," etc. Of course, it can also be a condition where A is a factor in determining B, for example, "when A meets the first condition, determine C using the first method, and further determine B based on C," etc.

[0150] In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0151] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling the operation of rail transit, characterized in that, include: Determine the current train formation mode; train formation modes include single formation mode, mechanical formation mode, and virtual formation mode; In the case of a single-train formation, the train consists of one car body, which contains one or more carriages; in the case of a mechanical formation, the train consists of multiple connected car bodies, each containing one or more carriages; in the case of a virtual formation, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation. When the current train formation mode is virtual formation mode, determine the target platform doors and target car doors that need to be controlled after the train enters the platform and comes to a complete stop. The platform doors and car doors that need to be controlled are different in different formation modes. The target platform doors do not include platform doors that do not have corresponding car doors after the train enters the platform and comes to a complete stop. The target car doors do not include car doors that do not have corresponding platform doors after the train enters the platform and comes to a complete stop. In virtual formation mode, after the train comes to a complete stop, there is a distance of at least one platform door between the lead car and the following cars. Platform doors within this distance do not have corresponding car doors and are not included in the target platform doors. Once it is confirmed that the train has entered the platform and come to a complete stop, the target platform door and the target train door are opened.

2. The rail transit operation control method according to claim 1, characterized in that, The target platform doors and target car doors that need to be controlled after the train corresponding to the virtual train formation mode enters the platform and comes to a complete stop include: It is determined that after the train corresponding to the virtual formation mode enters the platform and comes to a complete stop, it can form a pair of platform doors and train doors; The target platform door and the target train door are determined to be the train door and the platform door that can form a pair.

3. The rail transit operation control method according to claim 1, characterized in that, When the train formation mode is virtual formation mode, the train that enters and exits the station first is the lead train, and the trains that enter and exit the station later are the follow trains. The target platform door and the target vehicle door include the first target platform door and the first target vehicle door that need to be controlled after the current lead vehicle enters the platform and comes to a stop, and the second target platform door and the second target vehicle door that need to be controlled after the current follow vehicle enters the platform and comes to a stop.

4. The rail transit operation control method according to claim 3, characterized in that, In the case of establishing a virtual train formation during the entry of the lead car and following cars into the station, the step of controlling the opening of the target platform door and the target car door after determining that the train has entered the platform and come to a complete stop includes: Once the lead car has entered the platform and come to a complete stop, control the opening of the first target platform door and the first target car door. Once it is confirmed that the following train has entered the platform and come to a complete stop, control the opening of the second target platform door and the second target train door.

5. The rail transit operation control method according to claim 3, characterized in that, When a virtual train formation has been established before the lead car enters the station, the step of controlling the opening of the target platform door and the target train door after confirming that the train has entered the platform and come to a complete stop includes: Once it is confirmed that the lead vehicle and the following vehicles have entered the platform and come to a complete stop, the first target platform door, the first target vehicle door, the second target platform door, and the second target vehicle door are opened simultaneously.

6. The rail transit operation control method according to claim 3, characterized in that, The method further includes: If it is determined that the virtual train formation mode will not be deactivated at the platform, and all passengers have boarded and both the target platform door and the target train door are closed, the lead car and the following cars will be controlled to leave the platform together in virtual train formation mode.

7. The rail transit operation control method according to claim 3, characterized in that, The method further includes: If it is determined that the virtual train formation mode has been deactivated at the platform, and all passengers of the lead car have boarded, and both the first target platform door and the first target car door are closed, then the lead car is controlled to depart from the platform first. Once it is confirmed that all passengers of the following vehicle have boarded and both the second target platform door and the second target vehicle door are closed, the following vehicle is controlled to depart from the platform.

8. A rail transit operation control device, characterized in that, include: The first determining module is used to determine the current train formation mode; the train formation mode includes single formation mode, mechanical formation mode and virtual formation mode; In the case of a single-train formation, the train consists of one car body, which contains one or more carriages; in the case of a mechanical formation, the train consists of multiple connected car bodies, each containing one or more carriages; in the case of a virtual formation, the train consists of multiple car bodies forming a formation, each car body containing one or more carriages, and each car body has power support for independent operation. The second determining module is used to determine the target platform doors and target car doors that need to be controlled after the train enters and stops at the platform, when the current train formation mode is virtual formation mode. The platform doors and car doors that need to be controlled are different in different formation modes. The target platform doors do not include platform doors that do not have corresponding car doors after the train enters and stops at the platform. The target car doors do not include car doors that do not have corresponding platform doors after the train enters and stops at the platform. In virtual formation mode, after the train stops at the platform, there is a distance of at least one platform door between the lead car and the following cars. Platform doors within the distance do not have corresponding car doors and are not included in the target platform doors. The control module is used to control the opening of the target platform door and the target train door when it is determined that the train has entered the platform and come to a complete stop.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the rail transit operation control method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the rail transit operation control method as described in any one of claims 1 to 7.

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