Alignment isolation method and device suitable for flexibly marshaled train and electronic equipment

Abstract

The invention relates to the technical field of rail transit, and provides an alignment isolation method and device suitable for flexible marshalling trains and electronic equipment, and the method comprises the steps that train basic layout parameters and current train state information are obtained; according to the marshalling mode, the number of spaced platform doors after marshalling of the two trains is determined, and the numbers of the platform doors to be isolated are determined based on the train basic layout parameters and the number of the spaced platform doors; based on the type of the coupling end, the door number sequence of the rear train is determined, and the number of to-be-isolated doors is determined according to the door number sequence, the number of spaced platform doors and the basic layout parameters of the train; an isolation control instruction is generated, and the corresponding platform door and the corresponding vehicle door are controlled to be kept in a locked state. The platform door and the train door needing to be isolated are dynamically calculated and locked by combining the train marshalling mode and the coupling end type, safe and accurate alignment of the train door and the platform door under the flexible marshalling scene is achieved, and the method has the advantages of being high in adaptability, accurate in calculation, capable of effectively eliminating potential safety hazards and the like.

Description

Alignment isolation methods, devices and electronic equipment suitable for flexible train formation Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a positioning isolation method, device, and electronic equipment suitable for flexible train formations. Background Technology

[0002] With the development of urban rail transit, flexible train formation (including mechanical and virtual formation) technology has emerged to address the uneven spatial and temporal distribution of passenger flow. However, existing door / platform door alignment and isolation technologies are mainly designed for fixed-formation trains and do not fully consider the special changes brought about by flexible formation operation scenarios.

[0003] In flexible train formation mode, both the physical spacing at the head of mechanically assembled trains and the tracking distance between trains in virtual formations alter the overall length and layout of the assembled train. This spacing not only prevents the alignment of train doors at the mid-section with platform doors but may also cause the rear doors to extend beyond the effective platform area. Current control schemes cannot identify this systemic misalignment caused by train formation spacing. If control is applied according to conventional logic, it can easily lead to the erroneous opening of doors or platform doors that should be isolated, posing a safety hazard. Summary of the Invention

[0004] This invention provides a positioning isolation method, device, and electronic equipment suitable for flexible train formations, in order to solve the defects of existing positioning isolation technologies in related technologies that cannot adapt to the misalignment of train doors and platform doors caused by changes in the spacing at the connection points or the total length of the train formation, thus leading to accidental opening and posing safety risks.

[0005] This invention provides a positioning isolation method suitable for flexible train formations, comprising: acquiring basic train layout parameters and current train status information, wherein the basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation, and the train status information includes the formation mode and coupling end type; determining the number of spaced platform doors after the two trains are formed according to the formation mode, and determining the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; determining the door numbering sequence of the following trains based on the coupling end type, and determining the door number to be isolated according to the door numbering sequence, the number of spaced platform doors, and the basic train layout parameters; generating an isolation control command to control the platform door corresponding to the door number to be isolated and the door corresponding to the door number to be isolated to remain locked.

[0006] According to the present invention, a positioning isolation method for flexible train formations is provided, wherein determining the platform door number to be isolated based on the train's basic layout parameters and the number of spaced platform doors includes: determining the maximum number of the platform door to be isolated based on the total number of platform doors on one side, the number of platform doors corresponding to a single train formation, and the number of spaced platform doors; determining the minimum number of the platform door to be isolated based on the maximum number and the number of spaced platform doors; and determining the platform door number located between the minimum number and the maximum number as the platform door number to be isolated.

[0007] According to the present invention, a positioning isolation method applicable to flexible train formation is provided. The step of determining the door numbering sequence of the following train based on the coupling end type includes: when the coupling end type is a first-end coupling, determining the door of the following train facing the platform as the first side door, and the door numbering sequence of the following train is arranged in ascending order along the train's direction of travel; when the coupling end type is a second-end coupling, determining the door of the following train facing the platform as the second side door, and the door numbering sequence of the following train is arranged in descending order along the train's direction of travel.

[0008] According to the present invention, a positioning isolation method for flexible train formations is provided. The step of determining the door number to be isolated based on the door numbering sequence, the number of platform doors at intervals, and the basic layout parameters of the train includes: determining the theoretical position number corresponding to the end of the train formation based on twice the number of platform doors corresponding to a single train formation and the sum of the number of platform doors at intervals; determining the number of doors exceeding the limit based on the difference between the theoretical position number and the total number of platform doors on the entire side; and, if the number of doors exceeding the limit is greater than zero, selecting door numbers equal to the number of doors exceeding the limit at the rear of the following train according to the door numbering sequence, and determining these as the door numbers to be isolated.

[0009] According to the present invention, a positioning isolation method applicable to flexible train formation is provided. The step of determining the number of platform screen doors after two trains are grouped together, based on the formation mode, includes: when the formation mode is virtual formation, reading a preset virtual formation spacing parameter, and determining the number of platform screen doors as a first value based on the virtual formation spacing parameter, wherein the first value is greater than or equal to one; when the formation mode is mechanical formation, reading a preset mechanical formation spacing parameter, and determining the number of platform screen doors as a second value based on the mechanical formation spacing parameter, wherein the second value is zero or less than the first value.

[0010] According to a positioning isolation method for flexible train formation provided by the present invention, the step of controlling the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated to remain locked includes: after the train has come to a complete stop at the station, controlling the car door corresponding to the number of the car door to be isolated not to perform an opening action through the on-board controller; sending a platform door locking request to the interlocking system through the on-board controller, the platform door locking request carrying the number of the platform door to be isolated, for instructing the interlocking system to control the platform door corresponding to the number of the platform door to be isolated not to perform an opening action.

[0011] According to the present invention, a positioning isolation method for flexible train formations includes, after the step of generating isolation control commands, the following steps: real-time monitoring of the status of train doors and platform doors; when a malfunction is detected in a train door other than the one to be isolated, sending the malfunctioning door information to the ground control center via the onboard communication system, and having the ground control center forward it to the platform door system to control the platform door corresponding to the malfunctioning door to remain locked; when a malfunction is detected in a platform door other than the one to be isolated, sending the malfunctioning platform door information to the ground control center via the platform door system, and having the ground control center forward it to the onboard communication system to control the door corresponding to the malfunctioning platform door to remain locked.

[0012] According to the present invention, a positioning isolation method for flexible train formation is provided, after the step of generating isolation control instructions, the method further includes: controlling the display screen above the door corresponding to the door number to be isolated to display a prompt message that the door is not open; and controlling the isolation indicator light above the platform door corresponding to the platform door number to be isolated to illuminate.

[0013] This invention also provides a positioning isolation device suitable for flexibly assembled trains, comprising: an information acquisition module for acquiring basic train layout parameters and current train status information, wherein the basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single assembled train, and the train status information includes the formation mode and coupling end type; a platform door determination module for determining the number of spaced platform doors after two trains are assembled according to the formation mode, and determining the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; a car door determination module for determining the door numbering sequence of the following trains based on the coupling end type, and determining the car door number to be isolated according to the car door numbering sequence, the number of spaced platform doors, and the basic train layout parameters; and a control execution module for generating isolation control commands to control the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated to remain locked.

[0014] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the alignment isolation method applicable to flexible train formation as described above.

[0015] 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 alignment isolation method applicable to flexible train formations as described above.

[0016] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the alignment isolation method applicable to flexible train formation as described above.

[0017] The alignment isolation method, device, and electronic equipment provided by this invention, applicable to flexible train formations, can proactively adapt to the changing operational scenarios of flexible train formations. By acquiring the train's basic layout parameters and real-time formation mode and coupling end type, it achieves dynamic reconstruction of the geometric shape of the formed train. This invention precisely quantifies the physical or logical distance between two trains based on the formation mode, i.e., the number of platform doors, and accurately identifies the door sequence logic of the following train by combining the coupling end type. Thus, it uses dynamic calculation logic to precisely lock specific doors and platform doors that are misaligned due to gaps at the connection points or that exceed the platform area due to the increase in the total length of the formation. It then generates targeted isolation commands to keep these doors locked. This dynamic calculation and precise isolation mechanism overcomes the limitations of traditional fixed formation control logic in recognizing changes in train spacing and door sequence, effectively preventing passenger accidents caused by accidental opening of doors or platform doors, and ensuring the safety of flexible train formation operations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this invention or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 is a flowchart illustrating the alignment isolation method for flexible train formations provided by the present invention; Figure 2 is a flowchart illustrating the calculation of platform door numbers to be isolated after train formation provided by the present invention; Figure 3 is a diagram illustrating the correspondence between mechanically formed train doors and platform door numbers provided by the present invention; Figure 4 is a diagram illustrating the correspondence between virtually formed train doors and platform door numbers provided by the present invention; Figure 5 is a flowchart illustrating the calculation of platform door numbers to be isolated after train formation provided by the present invention; Figure 6 is a data flow diagram illustrating platform door isolation for train door malfunctions provided by the present invention; Figure 7 is a data flow diagram illustrating platform door isolation for train door malfunctions provided by the present invention; Figure 8 is a structural diagram illustrating the alignment isolation device for flexible train formations provided by the present invention; Figure 9 is a structural diagram illustrating the electronic equipment provided by the present invention. Detailed Implementation

[0020] 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.

[0021] With the rapid development of urban rail transit, the uneven spatial and temporal distribution of passenger flow in urban rail transit networks has become increasingly prominent. To address this issue, improve operational efficiency, and reduce energy consumption, flexible train formation technology for urban rail transit has emerged. Flexible train formation technology mainly includes two methods: mechanical formation and virtual formation. Mechanical formation refers to two independent trains being coupled together via physical couplers (including mechanical, pneumatic, and electrical connections). Virtual formation, on the other hand, refers to two trains operating without physical contact, but under the coordination of a control system, the following train closely follows the preceding train, maintaining a very close distance and operating at the same speed, with synchronized acceleration and braking, logically considered as one train.

[0022] However, existing door and platform screen door alignment and isolation technologies are mainly designed for fixed-formation trains (such as fixed 6-car or 8-car trains). In fixed-formation mode, the train length is fixed, and the doors and platform screen doors can usually maintain a one-to-one correspondence. Existing isolation solutions mainly address the isolation problem when individual doors on a single train malfunction, without fully considering the special problems brought about by flexible formation operation scenarios. Specifically, in flexible formation scenarios, existing technologies have the following shortcomings: First, the alignment misalignment problem caused by the spacing at the connection point. In mechanical formation mode, after two trains are coupled, there will be a physical gap at the connection point of the locomotive due to factors such as the coupler length and the ineffective length caused by the locomotive shape; in virtual formation mode, when two trains are run in a virtual coupling manner, there is a tracking gap between the front and rear cars set for safety (for example, the theoretical maximum gap may reach several meters). This gap in the middle of the train will cause the platform screen doors in this area to not correspond to any doors, or cause the originally aligned correspondence to become misaligned.

[0023] Second, there's the issue of doors dangling due to excessive overall length. The aforementioned intermediate spacing increases the overall length of the assembled train, exceeding the effective length of the original fixed formation or platform design. This could cause the last one or more doors at the rear of the train to extend beyond the platform area (sliding off the platform). If the doors accidentally open at this point, passengers could fall onto the tracks.

[0024] Third, the limitations of existing control logic. Existing alignment and isolation schemes cannot automatically identify and handle systemic misalignments caused by flexible train spacing. The system often still controls according to the logic of fixed train groups, which can easily lead to the erroneous opening of doors or platform doors that should be isolated.

[0025] To address this issue, this invention provides a positioning isolation method suitable for flexible train formations. By introducing formation mode and coupling end type as the basis for dynamic calculation, the system can automatically and accurately calculate the platform doors and car door numbers that require constant isolation. This not only solves the safety risks caused by gaps at train connections but also effectively prevents safety hazards caused by the rear doors sliding off the platform due to increased overall train length. This invention does not require large-scale hardware modifications to existing platform facilities; it can adapt to various flexible formation requirements through logical operations alone, improving the operational safety and scheduling flexibility of the rail transit system, thereby overcoming the aforementioned shortcomings.

[0026] It should be noted that the method provided by this invention can be implemented by an onboard controller (such as VOBC) installed on a rail transit train, a ground control center (such as ATS), or an independent positioning and isolation control device. This implementing entity, as an electronic device, possesses data processing and logical operation capabilities, and can interact with the Train Management System (TCMS) and Platform Screen Door (PSD) in real time via train communication networks (such as Ethernet, MVB bus, etc.), thereby automatically achieving precise control over specific train doors and platform screen doors after the train has stopped at the station.

[0027] Furthermore, all actions involving the acquisition of signals, information, or data in this invention are carried out in accordance with the relevant data protection laws and policies of the country where the invention is located, and with the authorization granted by the owner of the relevant device.

[0028] Figure 1 is a flowchart of the alignment and isolation method for flexible train formation provided by the present invention. As shown in Figure 1, the method includes: step S10, obtaining the basic layout parameters of the train and the current train status information. The basic layout parameters of the train include the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation. The train status information includes the formation mode and coupling end type.

[0029] Specifically, during train operation, to achieve precise alignment between train doors and platform screen doors, the system first needs to establish a static basic data model and dynamic real-time status awareness. The basic train layout parameters refer to static data related to track facilities and the inherent attributes of individual trains. These parameters include at least the number of platform screen doors on an entire side (i.e., the total number of platform screen doors on a single side of the platform, usually labeled M) and the number of platform screen doors corresponding to a single train formation (i.e., the number of platform screen doors covered by a standard train formation when it is aligned and stopped, usually labeled N). These parameters are typically pre-stored in the system's database or configuration files.

[0030] Simultaneously, the system also needs to acquire train status information in real time, reflecting the train's current operational configuration. Specifically, train status information includes the train formation mode and coupling end type. The train formation mode refers to the current combined operation method of the train, mainly covering two scenarios: mechanical formation and virtual formation. The coupling end type refers to which end of the train is involved in the connection during formation (e.g., TC1 or TC2). This information is crucial for subsequently determining the physical location and numbering order of the doors.

[0031] Step S20: Based on the train formation mode, determine the number of platform doors between the two trains after formation, and determine the platform door number to be isolated based on the train basic layout parameters and the number of platform doors between the two trains.

[0032] Specifically, after obtaining the above information, the system needs to address the gap issue caused by flexible train formation. Due to the coupler length in mechanical formation or the tracking safety distance in virtual formation, a physical gap will occur between the two trains after formation. This gap will cause some platform doors on the platform to not correspond to any train doors; the number of these platform doors is the number of spaced platform doors. Based on the identified formation mode (mechanical or virtual) and the preset track data, the system can calculate the corresponding number of spaced platform doors for that mode.

[0033] Subsequently, the system uses the aforementioned basic train layout parameters (total number of platform screen doors M on the entire side, number of platform screen doors covered by a single train N) and the calculated number of spaced platform screen doors to determine, through logical operations, which platform screen doors are located in the gap area between two trains, or exceed the effective alignment range due to the extension of the train's total length. The numbers of these platform screen doors that cannot be normally opened are identified as the platform screen door numbers to be isolated, i.e., the platform screen door numbers that need to be isolated. This step achieves the mapping from physical spacing to specific platform screen door logical numbers.

[0034] Step S30: Based on the coupling end type, determine the door number sequence of the following train, and determine the door number to be isolated according to the door number sequence, the number of platform doors at intervals, and the basic layout parameters of the train.

[0035] Specifically, after determining the isolation objects on the platform side, it is also necessary to determine the isolation objects on the train side. Since trains are symmetrically designed, different coupling end types determine the parking posture of the following train (i.e., the second train in the train formation) on the platform. For example, when a train is coupled at TC1 end, its door numbers may increase from the front to the rear; conversely, if coupled at TC2 end, they may decrease. Therefore, the system first analyzes the coupling end type to clarify the door numbering order of the following train's doors relative to the platform direction.

[0036] Next, the system combines the determined number of platform doors (which reflects the degree of rearward shift of the train) with the train's basic layout parameters to calculate which doors of the rear train have slid out of the effective platform area due to the overall rearward shift of the train (i.e., the total length overflow problem). These doors that cannot be aligned with the platform doors or exceed the platform area are marked as doors to be isolated, which are the numbers of the doors that need to be isolated.

[0037] Step S40: Generate an isolation control command to control the platform door corresponding to the platform door number to be isolated and the car door corresponding to the car door number to be isolated to remain locked.

[0038] Specifically, after identifying which platform doors and train doors need to be isolated, the system generates specific isolation control instructions. These instructions are sent to the onboard door control unit and the platform door system to forcibly lock the doors corresponding to the isolation numbers when the train is entering the station and opening doors, preventing them from responding to the opening request. This prevents passengers from falling into the track area due to accidentally opening a train door, or from accidentally opening a platform door in a location where there is no corresponding train door.

[0039] The method provided by this invention can proactively adapt to the changing operational scenarios of flexible train formations. By acquiring the train's basic layout parameters and real-time formation mode and coupling end type, it achieves dynamic reconstruction of the geometric shape of the formed train. This invention accurately quantifies the physical or logical distance between two trains based on the formation mode, i.e., the number of platform doors, and accurately identifies the door sequence logic of the following train by combining the coupling end type. Thus, it uses dynamic calculation logic to precisely lock specific doors and platform doors that are misaligned due to gaps at the connection points or that exceed the platform area due to the increase in the total length of the formation. It then generates targeted isolation commands to keep these doors locked. This dynamic calculation and precise isolation mechanism overcomes the limitations of traditional fixed formation control logic in recognizing changes in train spacing and door sequence, effectively preventing passenger accidents caused by accidental opening of doors or platform doors, and ensuring the safety of flexible formation operations.

[0040] Based on the above embodiments, in step S20, determining the number of platform doors between two trains after formation according to the formation mode includes: when the formation mode is virtual formation, reading a preset virtual formation spacing parameter, and determining the number of platform doors between trains as a first value based on the virtual formation spacing parameter, wherein the first value is greater than or equal to one; when the formation mode is mechanical formation, reading a preset mechanical formation spacing parameter, and determining the number of platform doors between trains as a second value based on the mechanical formation spacing parameter, wherein the second value is zero or less than the first value.

[0041] Specifically, in actual operation, the physical gaps generated by different train formation methods vary greatly, and the system needs to call the preset parameter model to convert the physical distance into the logical number of platform doors.

[0042] Specifically, when the system detects that a train is in a virtual coupling state (i.e., the train formation mode is virtual), it means that the two trains do not have physical contact but maintain a certain tracking distance while cooperating. At this time, the system reads the preset virtual formation spacing parameter, which is a fixed value set based on the train's braking performance and safe tracking distance. For example, the theoretical maximum distance between two trains in a virtual formation when stopped can reach 4.56 meters. Based on this virtual formation spacing parameter and the width layout of the platform screen doors, the system determines the number of platform screen doors to be spaced as the first value (denoted as X1).

[0043] Since virtual train formations must maintain a non-contact safety distance, this physical distance typically corresponds to at least the width of one or more platform screen doors. Therefore, the first value is greater than or equal to one. For example, in the aforementioned scenario with a 4.56-meter spacing, the system calculates that the gap in the middle corresponds exactly to one platform screen door, so the first value is set to 1 (i.e., X1=1).

[0044] When the system detects that the trains are in a mechanically coupled state (i.e., the train formation mode is mechanical), it means that the two trains are rigidly connected by physical couplers. At this time, the system reads the preset mechanical formation spacing parameter, which is mainly determined by physical attributes such as the length of the coupler and the ineffective length caused by the shape of the train head. Based on this mechanical formation spacing parameter, the system determines the number of platform screen doors as the second value (denoted as X2).

[0045] Because the mechanical connections are very tight, and some trains may have had their locomotives reduced or optimized during the design phase, the gap after coupling is extremely small, insufficient to offset a complete platform door. Therefore, the second value can be zero or less than the first value. For example, even with the reduction in the locomotive, the platform door and train door at the coupling point can still maintain a one-to-one correspondence, and there is no unusable gap. Therefore, the system can set the second value to 0 (i.e., X2=0), meaning that there is no need to isolate the platform door due to the intermediate gap.

[0046] This invention, by differentiating between virtual and mechanical modes and setting different spacing parameters, accurately reflects the actual situation after train formation. The system can identify the necessary safety gaps in virtual formations, as well as the potential gapless or small-gap optimization effects of mechanical formations. This differentiated parameter processing logic avoids using a single standard to handle all formation scenarios, ensuring the safety of virtual formations while preventing the accidental isolation of normal doors in mechanical formation scenarios, thus maximizing platform utilization efficiency.

[0047] Based on any of the above embodiments, in step S20, determining the platform door number to be isolated based on the train's basic layout parameters and the number of spaced platform doors includes: step S21, determining the maximum number of the platform door to be isolated based on the total number of platform doors, the number of platform doors corresponding to a single train set, and the number of spaced platform doors; step S22, determining the minimum number of the platform door to be isolated based on the maximum number and the number of spaced platform doors; and step S23, determining the platform door number located between the minimum number and the maximum number as the number of the platform door to be isolated.

[0048] Specifically, Figure 2 is a flowchart of the calculation of the platform doors that need to be isolated after train formation provided by the present invention. As shown in Figure 2, the system accurately locates the platform doors that are located in the gaps between trains and cannot be used normally through a set of dynamic calculation logic.

[0049] Specifically, the system first calls pre-configured or real-time read key variables. To facilitate understanding of the calculation logic, the total number of platform screen doors on one side of the platform is set to M (i.e., the total number of platform screen doors on a single side of the platform), and the number of platform screen doors corresponding to a single train formation is set to N (i.e., the number of platform screen doors occupied when a single train formation is aligned). Meanwhile, the number of platform screen doors at intervals determined by the formation mode is uniformly labeled as X (X is X1 in the virtual formation scenario and X2 in the mechanical formation scenario).

[0050] The system uses the above parameters to calculate the upper limit boundary of the platform door to be isolated, i.e., the maximum number (denoted as NUM(MAX)). In one implementation, the formula for calculating the maximum number can be expressed as: NUM(MAX) = M - N + X.

[0051] For example, taking the forward direction of train operation as an example, assuming the first train (the leading train) aligns from platform screen door number 1, then the leading train covers the first N platform screen doors. Due to the presence of the train group gap X, the occupancy sequence of the platform screen doors is shifted. This formula combines the total platform capacity M and the single-train occupancy N, and corrects for it with the gap amount X, thereby calculating the last number in the platform screen door sequence that needs to be isolated due to the gap or the rearward movement of the entire train.

[0052] After determining the end point of the isolation zone (i.e., the maximum number), the system needs to further determine the starting point of the isolation zone, i.e., the minimum number (denoted as NUM(MIN)). This calculation aims to trace back the range of platform screen doors covered by the entire gap area. The specific calculation logic for the minimum number is: NUM(MIN) = NUM(MAX) - (X - 1). This step accurately locates the number of the first platform screen door that needs to be isolated by calculating X units backward from the maximum number (subtracting 1 because the number itself includes the beginning and end).

[0053] For example, assume the total number of platform screen doors on one side is M=40, and the number of platform screen doors corresponding to a single train formation is N=20. If the current mode is virtual formation, and the determined number of platform screen doors at intervals is X=1 (i.e., X1=1, representing a gap of one platform screen door between two trains), then the maximum number can be calculated as: NUM(MAX) = 40 - 20 + 1 = 21; the minimum number is NUM(MIN) = 21 - (1 - 1) = 21. At this point, the calculation results show that platform screen door number 21 needs to be isolated, which matches the scenario where there is a gap of one door between two trains, as shown in Figure 4.

[0054] If the system determines that the number of platform screen doors in the interval is X=2 (i.e., X1=2, representing an increased spacing involving 2 platform screen doors), then the maximum number NUM(MAX) = 40 - 20 + 2 = 22; the minimum number NUM(MIN) = 22 - (2 - 1) = 21. In this case, platform screen doors No. 21 and No. 22 are both included in the isolation range.

[0055] Finally, the system determines the set of all integer numbers within the closed interval [NUM(MIN), NUM(MAX)] as the final platform screen door numbers to be isolated. In subsequent control flows, the system will execute locking commands on all platform screen doors within this set.

[0056] The method provided in this invention achieves parameterized definition of the isolation area by establishing a dynamic calculation model of the maximum and minimum platform screen door numbers. Compared to the traditional method of manually hard-coding isolation door numbers in fixed train formation mode, this invention can automatically and in real time adjust the isolation range according to the change in the number of platform screen doors at intervals. Regardless of whether the train gap corresponds to one or multiple platform screen doors, it can accurately cover all platform screen doors in the misaligned area, avoiding accidental opening of platform screen doors due to human configuration errors, thereby improving the system's adaptability and safety to different train formation spacing scenarios.

[0057] Based on any of the above embodiments, in step S30, determining the door numbering order of the following train based on the coupling end type includes: when the coupling end type is a first-end coupling, determining the door of the following train facing the platform as the first side door, and the door numbering order of the following train is arranged in ascending order along the train running direction; when the coupling end type is a second-end coupling, determining the door of the following train facing the platform as the second side door, and the door numbering order of the following train is arranged in descending order along the train running direction.

[0058] It should be noted that, since rail transit trains are usually directional, and during train formation, the following trains may be coupled with the train in front with different front-end orientations, this difference in orientation determines which side of the train doors faces the platform and the arrangement logic of the door numbers.

[0059] Specifically, the process of determining the door numbering sequence of the following train based on the coupling end type includes two specific scenarios: The first scenario is when the coupling end type is "first-end coupling," which specifically refers to the following train connecting to the preceding train using its defined "car 1" or "TC1 end" as the front end (whether it's a mechanical connection or virtual following). In this scenario, the system first determines the door of the following train facing the platform as the first side door.

[0060] The second scenario involves a second-end coupling, where the following train connects to the preceding train using its defined "4-car end" or "TC2 end" as the front end. This typically occurs during train reversals or reverse formations. In this case, the system first identifies the door on the platform-facing side of the following train as the second-side door.

[0061] Understandably, regardless of whether it's a mechanical or virtual train formation, when the following train is moving forward with the TC1 end (car 1), according to the train's left and right side definition rules, the door facing the platform is usually defined as the A-side door (i.e., the first side door). Simultaneously, the system determines that the door numbers of the following train are arranged in ascending order along the train's direction of travel. When the following train is moving forward with the TC2 end (car 4), the door facing the platform is usually defined as the B-side door (i.e., the first side door). Again, the system determines that the door numbers of the following train are arranged in descending order along the train's direction of travel.

[0062] Figure 3 is a schematic diagram of the correspondence between the car doors and platform doors of the mechanical train provided by the present invention. As shown in Figure 3, when the rear train (i.e., the second train in the running direction after the mechanical train is assembled) is coupled with the preceding train (i.e., the first train in the running direction after the mechanical train is assembled) using car 1 (i.e., TC1 end), the door corresponding to the platform door of the rear train can be determined to be the A-side door. In combination with the running direction, the door numbering sequence of the rear train is from small to large, i.e., A11→A45. When the rear train is coupled with the preceding train using car 4 (i.e., TC2 end), the door corresponding to the platform door of the rear train can be determined to be the B-side door. In combination with the running direction, the door numbering sequence of the rear train is from large to small, i.e., B45→B11.

[0063] Figure 4 is a schematic diagram of the correspondence between the car doors and platform doors in the virtual train formation provided by the present invention. As shown in Figure 4, when the following car (i.e., the second train in the running direction after the virtual train formation is completed) is coupled with the lead car (i.e., the first train in the running direction after the virtual train formation is completed) as car 1 (i.e., TC1 end), the door corresponding to the platform door of the following car can be determined to be the A-side door. In combination with the running direction, the door number of the coupled car increases from small to large, i.e., A11→A45. When the following car is coupled with the lead car as car 4 (i.e., TC2 end), the door corresponding to the platform door of the coupled car can be determined to be the B-side door. In combination with the running direction, the door number of the coupled car decreases from large to small, i.e., B45→B11.

[0064] This invention addresses the problem of inconsistent door numbering logic in flexible train formations caused by different train head orientations by identifying the key status information of the coupling end type. In actual operation, the train's formation direction is not fixed. The system can automatically determine whether the coupling end (TC1 or TC2) is involved, thus accurately mapping whether the current platform orientation is A or B, and automatically adapting to incremental or decremental door search algorithms. This mechanism ensures that regardless of the train's formation orientation, the system can accurately lock the specific door physically located on the platform overflow, avoiding safety isolation failures caused by reversed numbering order (e.g., locking the head door when the tail door should be locked).

[0065] Based on any of the above embodiments, in step S30, determining the door number to be isolated according to the door numbering sequence, the number of platform doors at intervals, and the basic layout parameters of the train includes: step S31, determining the theoretical position number corresponding to the end of the train based on the sum of twice the number of platform doors corresponding to a single train and the number of platform doors at intervals; step S32, determining the number of doors exceeding the limit based on the difference between the theoretical position number and the total number of platform doors on the entire side; step S33, if the number of doors exceeding the limit is greater than zero, selecting door numbers at the rear of the following train with a number equal to the number of doors exceeding the limit, according to the door numbering sequence, and determining them as the door number to be isolated.

[0066] Specifically, Figure 5 is a flowchart illustrating the calculation of the door numbers that need to be isolated after train formation, provided by this invention. As shown in Figure 5, the system first calculates the theoretical total length logically occupied by the train queue after formation, with the platform door numbers as the scale. Let the number of platform doors corresponding to a single train formation be N (e.g., 20), and the number of spaced platform doors be X (e.g., 1 or 2). Since it is a two-train formation, it occupies 2N positions under normal alignment. However, because X units of gaps are added in the middle, the theoretical position number (denoted as P_end) of the end of the entire queue (i.e., the rear of the following train) in the platform door coordinate system is: P_end = 2 N + X.

[0067] Next, the system compares the calculated theoretical position number with the actual physical facility restrictions. Assuming the total number of platform doors on one side is M (e.g., 40), the system calculates the difference between the two to obtain the number of doors exceeding the limit (denoted as K): K = P_end - M. This value K intuitively reflects how many doors of the following train are actually located behind platform door M, i.e., outside the effective platform area.

[0068] When the calculated result K>0, it indicates that there is indeed a risk of door overflow. The system needs to lock the K doors at the rear of the train according to the determined door numbering order. Specifically, this includes the following two scenarios (referring to the branch flow in Figure 5): The first scenario is that the door numbers are arranged in ascending order (e.g., A11→A45), which corresponds to the first end coupling (e.g., TC1 facing forward). In this case, the door with the largest number is the physical rear door. The system will select the K doors with the largest numbers as the isolation objects. For example, in a virtual train formation scenario, if N=20, M=40, X1=1, then P_end=41, and the excess quantity K=1. For a 4-car train (assuming the rear door is A45), the system locks the door with number A45. For another example, if X1=2, then K=2. The system locks doors A45 and A44. This corresponds to the logic in the branch flow of Figure 5 for calculating the maximum number NUM(MAX)=A45 and the minimum number NUM(MIN).

[0069] The second scenario involves doors numbered in descending order (e.g., B45→B11), corresponding to the second-end coupling (e.g., TC2 facing forward). In this case, due to the inverted carriages, the door with the smallest number is physically located at the rear of the train. The system will select the K doors with the smallest numbers as the isolation targets. For example, with K=1, for a train in reverse formation (assuming the last door is B11), the system will lock the door numbered B11. Similarly, with K=2, for a train in reverse formation, the system will lock the doors numbered B11 and B12. This corresponds to the logic in the branch of Figure 5 for calculating the minimum number NUM(MIN) = B11 and the maximum number NUM(MAX).

[0070] This invention transforms the complex problem of physical space overflow into a simple numerical comparison problem by calculating the difference between the theoretical location number and the actual platform capacity. Regardless of the train's formation spacing, the system can automatically quantify the number of doors that slide off the platform. More importantly, this scheme incorporates the ascending or descending order of door numbers, achieving logical self-adaptation to the concept of the rear of the train. Whether in forward or reverse direction, it can accurately locate the door numbers that need to be isolated.

[0071] Based on any of the above embodiments, in step S40, controlling the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated to remain locked includes: step S41, after the train has come to a complete stop at the station, controlling the car door corresponding to the number of the car door to be isolated not to perform the opening action through the on-board controller; step S42, sending a platform door locking request to the interlocking system through the on-board controller, the platform door locking request carrying the number of the platform door to be isolated, for instructing the interlocking system to control the platform door corresponding to the number of the platform door to be isolated not to perform the opening action.

[0072] It should be noted that the embodiments of the present invention are a specific description of the execution level of the control and maintenance of the locked state step. This process involves the coordinated control between the train's onboard system and the ground signal system to ensure that the isolation command can be accurately executed the moment the train comes to a complete stop.

[0073] Specifically, the Vehicle Controller (VOBC), as the core of the overall vehicle control, monitors the train's speed and position in real time. Once the train enters the station and comes to a complete stop (usually meaning the speed is zero and the train is stopped within the designated parking window), the VOBC prepares to execute the door opening procedure.

[0074] At this point, VOBC reads the door number to be isolated calculated in the previous steps (e.g., A45 or B11). When sending a full-side door opening command to the train door control unit, VOBC specifically excludes or blocks opening signals for the aforementioned specific door numbers, or sends a forced locking command for these doors separately. This ensures that even when all train doors are open, the door corresponding to the door number to be isolated remains physically closed, preventing passengers from falling from the rear of the train.

[0075] At the same time, VOBC also needs to control the platform side. VOBC sends control signals to the ground interlocking system (or forwards them to the platform screen door controller via ATS) through the vehicle-to-ground wireless communication system. This signal not only contains the regular door opening permission instruction, but more importantly, it contains a platform screen door locking request (or isolation request). This request explicitly carries the platform screen door number to be isolated (e.g., door number 21) calculated in the previous steps.

[0076] Upon receiving this request, the ground interlocking system or platform screen door system will logically bypass the corresponding No. 21 platform screen door when performing the opening operation of the entire side platform screen door, so that its drive motor does not operate and remains in a closed and locked state.

[0077] The method provided in this invention constructs a dual protection mechanism for train-ground coordination. By performing precise point-to-point control of both train doors and platform doors, the synchronicity and reliability of isolation operations are ensured. Especially at the critical moment when the train has come to a complete stop, the system can automatically block door movements that are in dangerous areas (such as train gaps) or invalid areas (such as outside the platform), replacing the inefficient method of manual on-site confirmation and manual isolation, fundamentally eliminating safety hazards for passengers boarding and alighting in flexible train formation operations.

[0078] Based on any of the above embodiments, after step S40, the method further includes: real-time monitoring of the status of the vehicle doors and platform doors; when a malfunction is detected in a vehicle door other than the one to be isolated, the malfunctioning door information is sent to the ground control center through the vehicle communication system, and the ground control center forwards it to the platform door system to control the platform door corresponding to the malfunctioning door to remain locked; when a malfunction is detected in a platform door other than the one to be isolated, the malfunctioning platform door information is sent to the ground control center through the platform door system, and the ground control center forwards it to the vehicle communication system to control the door corresponding to the malfunctioning platform door to remain locked.

[0079] It should be noted that, in addition to routine alignment isolation for flexible train formation gaps and overflows, this system also has the ability to handle sudden equipment failures during train operation, achieving the integration of static alignment isolation and dynamic fault isolation.

[0080] Specifically, during train operation and station stops, the system continuously monitors the health status of each train door through the onboard TCMS (Train Control and Management System) and monitors the working status of each platform door through the platform door monitoring system.

[0081] Figure 6 is a data flow diagram of the platform screen door isolation system provided by this invention. As shown in Figure 6, when the system detects that a door that should be open normally (i.e., a door not isolated due to train group gaps) has malfunctioned and cannot be opened, in order to prevent passengers from being confused or causing congestion when facing a door that cannot be opened, the system initiates a linkage isolation process. The specific data flow is shown in Figure 6: The vehicle TCMS detects the door malfunction and sends the information to the onboard VOBC. The onboard VOBC sends the faulty door information (including the specific door number and the corresponding platform side ID) to the ground control center (such as the ATS system) through the vehicle-to-ground communication network. The central ATS schedules and forwards the received fault alarm to the platform screen door system (such as the TIAS / PSD controller) on the station side. After receiving the instruction, the platform screen door system locks the platform screen door directly opposite the faulty door, preventing it from participating in subsequent door opening operations.

[0082] Figure 7 is a data flow diagram of the platform screen door malfunction isolation door provided by the present invention. As shown in Figure 7, when a platform screen door malfunctions (such as mechanical jamming or manual isolation), the system needs to prevent the train door from opening onto a closed platform screen door to avoid passengers accidentally disembarking and hitting the door. The specific data flow is shown in Figure 7: The platform screen door system detects the door malfunction and reports the malfunctioning platform screen door information to the ground control center (ATS). The ATS forwards the status information of the platform screen door (including the malfunctioning platform screen door number) to the onboard communication system (VOBC) of the currently stopped or about to enter the station. After receiving the information, the onboard VOBC removes the corresponding door in the door opening command and controls it to remain locked.

[0083] This invention establishes a complete end-to-end interlocking mechanism. Whether it's planned isolation due to train formation structure or temporary isolation due to sudden failures, the system can achieve information synchronization through two-way communication between the train and the ground. This mechanism ensures that if the train doors are not open, the corresponding platform doors will not open; and if the platform doors are not open, the corresponding train doors will not open, achieving strict synchronization between the states of train doors and platform doors, thus improving the safety of passenger transport organization and the standardization of operational services.

[0084] Based on any of the above embodiments, the method further includes: controlling the display screen above the door corresponding to the door number to be isolated to display a prompt message that the door is not open; and controlling the isolation indicator light above the platform door corresponding to the platform door number to be isolated to illuminate.

[0085] Specifically, when it is determined that certain doors (such as doors in virtual train formation gaps or doors at the rear of the train that overflow the platform) need to be isolated, the vehicle system automatically triggers the PIS (Passenger Information System). The system controls the display screen (such as a dynamic map display screen or an LED dot matrix screen) located above the inside of the door corresponding to the door number to be isolated, displaying specific prompts, such as "Door on this side is not open," "Please proceed to the adjacent door to disembark," or displaying a red prohibition icon. This allows passengers inside the train to intuitively know that the door is unavailable before the train enters or stops at the station, thus enabling them to move to other doors in advance.

[0086] Simultaneously, on the platform side, the system controls the illumination of the isolation indicator (or fault indicator) above the platform door corresponding to the number of the platform door to be isolated. For example, a yellow or red warning light may be illuminated, or the words "Service Suspended" may be displayed on the LCD screen of the platform door. This informs waiting passengers on the platform that the platform door at that location will not open after the train arrives, guiding passengers to other waiting areas.

[0087] In this embodiment of the invention, in scenarios where flexible train formation necessitates the permanent isolation of train doors or platform doors due to physical gaps or length overflows, simple mechanical locking might cause anxiety or misinterpretation of a malfunction among unsuspecting passengers. Through two-way audio-visual prompts via in-vehicle displays and platform indicator lights, the system effectively guides and explains passenger flow, preventing passengers from lingering in front of locked doors or forcibly prying them open, ensuring smooth boarding and alighting, and enhancing the passenger experience under the flexible train formation operation mode.

[0088] The alignment isolation device for flexible train formation provided by the present invention will be described below. The alignment isolation device for flexible train formation described below can be referred to in correspondence with the alignment isolation device method for flexible train formation described above.

[0089] Based on any of the above embodiments, Figure 8 is a structural schematic diagram of the alignment isolation device for flexible train formation provided by the present invention. As shown in Figure 8, the device includes: an information acquisition module 810, used to acquire basic train layout parameters and current train status information, wherein the basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation, and the train status information includes the formation mode and coupling end type; a platform door determination module 820, used to determine the number of spaced platform doors after two trains are formed according to the formation mode, and to determine the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; a car door determination module 830, used to determine the door number sequence of the following train based on the coupling end type, and to determine the car door number to be isolated according to the car door number sequence, the number of spaced platform doors, and the basic train layout parameters; and a control execution module 840, used to generate isolation control commands to control the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated to remain locked.

[0090] The device provided in this invention can proactively adapt to the changing operational scenarios of flexible train formations. By acquiring the train's basic layout parameters and real-time formation mode and coupling end type, it achieves dynamic reconstruction of the geometric shape of the formed train. This invention accurately quantifies the physical or logical distance between two trains based on the formation mode, i.e., the number of platform doors, and accurately identifies the door sequence logic of the following train by combining the coupling end type. It then uses dynamic calculation logic to precisely lock specific doors and platform doors that are misaligned due to gaps at the connection points or that extend beyond the platform area due to increased total train length. This generates targeted isolation commands to keep them locked. This dynamic calculation and precise isolation mechanism overcomes the limitations of traditional fixed formation control logic in recognizing changes in train spacing and door sequence, effectively preventing passenger accidents caused by accidental opening of doors or platform doors, and ensuring the safety of flexible train formation operations.

[0091] Based on any of the above embodiments, the platform door determination module is specifically used to: determine the maximum number of the platform door to be isolated based on the total number of platform doors on the entire side, the number of platform doors corresponding to the single train set, and the number of spaced platform doors; determine the minimum number of the platform door to be isolated based on the maximum number and the number of spaced platform doors; and determine the platform door number located between the minimum number and the maximum number as the platform door number to be isolated.

[0092] Based on any of the above embodiments, the door determination module is specifically used to: determine the door of the rear train facing the platform as the first side door when the coupling end type is a first-end coupling, and the door numbers of the rear train are arranged in ascending order along the train running direction; and determine the door of the rear train facing the platform as the second side door when the coupling end type is a second-end coupling, and the door numbers of the rear train are arranged in descending order along the train running direction.

[0093] Based on any of the above embodiments, the door determination module is specifically used to: determine the theoretical position number corresponding to the end of the train based on twice the number of platform doors corresponding to the single train and the sum of the number of spaced platform doors; determine the number of doors exceeding the limit based on the difference between the theoretical position number and the total number of platform doors on the entire side; and, if the number of doors exceeding the limit is greater than zero, select a number of door numbers equal to the number of doors exceeding the limit at the rear of the following train according to the door numbering order, and determine them as the door numbers to be isolated.

[0094] Based on any of the above embodiments, the platform screen door determination module is specifically used for: when the grouping mode is virtual grouping, reading a preset virtual grouping spacing parameter, and determining the number of spaced platform screen doors as a first value according to the virtual grouping spacing parameter, wherein the first value is greater than or equal to one; when the grouping mode is mechanical grouping, reading a preset mechanical grouping spacing parameter, and determining the number of spaced platform screen doors as a second value according to the mechanical grouping spacing parameter, wherein the second value is zero or less than the first value.

[0095] Based on any of the above embodiments, the control execution module is specifically used to: after the train has come to a complete stop at the station, control the door corresponding to the number of the door to be isolated to not perform the opening action through the on-board controller; and send a platform door locking request to the interlocking system through the on-board controller, wherein the platform door locking request carries the number of the platform door to be isolated, and is used to instruct the interlocking system to control the platform door corresponding to the number of the platform door to be isolated to not perform the opening action.

[0096] Based on any of the above embodiments, the device further includes a fault isolation module, which is used to: monitor the status of the train doors and platform doors in real time; when a fault is detected in a train door other than the one to be isolated, send the faulty train door information to the ground control center through the vehicle communication system, and have the ground control center forward it to the platform door system to control the platform door corresponding to the faulty train door to remain locked; when a fault is detected in a platform door other than the one to be isolated, send the faulty platform door information to the ground control center through the platform door system, and have the ground control center forward it to the vehicle communication system to control the train door corresponding to the faulty platform door to remain locked.

[0097] Based on any of the above embodiments, the device further includes an isolation prompt module, which is used to: control the display screen above the door corresponding to the door number to be isolated to display a prompt message that the door is not open; and control the isolation indicator light above the platform door corresponding to the platform door number to be isolated to illuminate.

[0098] Figure 9 illustrates a schematic diagram of the physical structure of an electronic device. As shown in Figure 9, the electronic device may include: a processor 910, a communication interface 920, a memory 930, and a communication bus 940, wherein the processor 910, the communication interface 920, and the memory 930 communicate with each other through the communication bus 940. The processor 910 can call logic instructions in the memory 930 to execute a positioning isolation method suitable for flexible train formations. This method includes: acquiring basic train layout parameters and current train status information, the basic train layout parameters including the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation, the train status information including the formation mode and coupling end type; determining the number of spaced platform doors after two trains are formed according to the formation mode, and determining the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; determining the door numbering sequence of the following trains based on the coupling end type, and determining the door number to be isolated based on the door numbering sequence, the number of spaced platform doors, and the basic train layout parameters; generating an isolation control instruction to control the platform door corresponding to the door number to be isolated and the door corresponding to the door number to be isolated to remain locked.

[0099] Furthermore, the logical instructions in the aforementioned memory 930 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 related technologies, or a portion 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.

[0100] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the alignment isolation method for flexibly assembled trains provided by the above methods. The method includes: acquiring basic train layout parameters and current train status information, wherein the basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single assembled train, and the train status information includes the formation mode and coupling end type; determining the number of spaced platform doors after the two trains are assembled according to the formation mode, and determining the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; determining the door numbering sequence of the following trains based on the coupling end type, and determining the door number to be isolated according to the door numbering sequence, the number of spaced platform doors, and the basic train layout parameters; generating an isolation control command to control the platform door corresponding to the door number to be isolated and the door corresponding to the door number to be isolated to remain locked.

[0101] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the alignment isolation method for flexibly assembled trains provided by the methods described above. This method includes: acquiring basic train layout parameters and current train status information, wherein the basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single assembled train, and the train status information includes the formation mode and coupling end type; determining the number of spaced platform doors after two trains are assembled according to the formation mode, and determining the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors; determining the door numbering sequence of the following trains based on the coupling end type, and determining the door number to be isolated according to the door numbering sequence, the number of spaced platform doors, and the basic train layout parameters; generating an isolation control command to control the platform door corresponding to the door number to be isolated and the door corresponding to the door number to be isolated to remain locked.

[0102] 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.

[0103] 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 parts that contribute to the related technology, can be embodied in the form of software products. 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.

[0104] 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 positioning isolation method suitable for flexible train formations, characterized in that, include: The system acquires basic train layout parameters and current train status information. The basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation. The train status information includes the formation mode and coupling end type. Based on the formation mode, the system determines the number of platform doors between the two train formations and, based on the basic train layout parameters and the number of platform doors between them, determines the platform door number to be isolated. Based on the coupling end type, the system determines the door numbering sequence of the following trains and, based on the door numbering sequence, the number of platform doors between them, and the basic train layout parameters, determines the door number to be isolated. An isolation control command is generated to control the platform door corresponding to the door number to be isolated and the door corresponding to the door number to be isolated to remain locked.

2. The alignment and isolation method for flexible train formations according to claim 1, characterized in that, The step of determining the platform screen door number to be isolated based on the train's basic layout parameters and the number of spaced platform screen doors includes: determining the maximum number of the platform screen door to be isolated based on the total number of platform screen doors, the number of platform screen doors corresponding to a single train set, and the number of spaced platform screen doors; determining the minimum number of the platform screen door to be isolated based on the maximum number and the number of spaced platform screen doors; and determining the platform screen door number located between the minimum number and the maximum number as the number of the platform screen door to be isolated.

3. The alignment and isolation method for flexible train formations according to claim 1, characterized in that, The step of determining the door numbering sequence of the following train based on the coupling end type includes: when the coupling end type is a first-end coupling, determining the door of the following train facing the platform as the first side door, and the door numbering sequence of the following train is arranged in ascending order along the train's direction of travel; when the coupling end type is a second-end coupling, determining the door of the following train facing the platform as the second side door, and the door numbering sequence of the following train is arranged in descending order along the train's direction of travel.

4. The alignment isolation method for flexible train formations according to claim 3, characterized in that, The step of determining the door number to be isolated based on the door number sequence, the number of platform doors at intervals, and the basic layout parameters of the train includes: determining the theoretical position number corresponding to the end of the train based on the sum of twice the number of platform doors corresponding to a single train and the number of platform doors at intervals; determining the number of doors exceeding the limit based on the difference between the theoretical position number and the total number of platform doors on the entire side; and, if the number of doors exceeding the limit is greater than zero, selecting a number of doors at the rear of the following train that equals the number of doors exceeding the limit, based on the door number sequence, and determining these as the door numbers to be isolated.

5. The alignment isolation method for flexible train formations according to claim 1, characterized in that, The step of determining the number of platform doors between two trains after formation according to the formation mode includes: when the formation mode is virtual formation, reading a preset virtual formation spacing parameter, and determining the number of platform doors between trains as a first value based on the virtual formation spacing parameter, wherein the first value is greater than or equal to one; when the formation mode is mechanical formation, reading a preset mechanical formation spacing parameter, and determining the number of platform doors between trains as a second value based on the mechanical formation spacing parameter, wherein the second value is zero or less than the first value.

6. The alignment isolation method for flexible train formations according to claim 1, characterized in that, The control of keeping the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated locked includes: after the train has come to a complete stop at the station, controlling the car door corresponding to the number of the car door to be isolated not to perform an opening action via the on-board controller; and sending a platform door locking request to the interlocking system via the on-board controller, the platform door locking request carrying the number of the platform door to be isolated, to instruct the interlocking system to control the platform door corresponding to the number of the platform door to be isolated not to perform an opening action.

7. The alignment isolation method for flexible train formations according to any one of claims 1 to 6, characterized in that, Following the step of generating isolation control commands, the system further includes: real-time monitoring of the status of vehicle doors and platform doors; when a malfunction is detected in a door other than the one to be isolated, the malfunctioning door information is sent to the ground control center via the vehicle communication system, and then forwarded by the ground control center to the platform door system to keep the platform door corresponding to the malfunctioning door locked; when a malfunction is detected in a platform door other than the one to be isolated, the malfunctioning platform door information is sent to the ground control center via the platform door system, and then forwarded by the ground control center to the vehicle communication system to keep the platform door corresponding to the malfunctioning door locked.

8. The alignment isolation method for flexible train formations according to any one of claims 1 to 6, characterized in that, After the step of generating the isolation control command, the method further includes: controlling the display screen above the door corresponding to the door number to be isolated to display a prompt message that the door is not open; and controlling the isolation indicator light above the platform door corresponding to the platform door number to be isolated to light up.

9. A positioning isolation device suitable for flexibly assembled trains, characterized in that, include: The information acquisition module is used to acquire basic train layout parameters and current train status information. The basic train layout parameters include the number of platform doors on the entire side and the number of platform doors corresponding to a single train formation. The train status information includes the formation mode and coupling end type. The platform door determination module is used to determine the number of spaced platform doors after two trains are formed according to the formation mode, and to determine the platform door number to be isolated based on the basic train layout parameters and the number of spaced platform doors. The car door determination module is used to determine the door numbering sequence of the following trains based on the coupling end type, and to determine the car door number to be isolated according to the car door numbering sequence, the number of spaced platform doors, and the basic train layout parameters. The control execution module is used to generate isolation control commands to control the platform door corresponding to the number of the platform door to be isolated and the car door corresponding to the number of the car door to be isolated to remain locked.

10. 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 alignment isolation method for flexible train formation as described in any one of claims 1 to 8.

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