Urban rail signal and platform door integrated system

Abstract

The invention discloses an urban rail signal and platform door integrated system comprising an integrated platform door system which comprises a central control cabinet and a plurality of platform side devices; part of subsystems of the central control cabinet are connected with the signal system through Ethernet interfaces and connected with the comprehensive monitoring system and part of platform side equipment through hard wire interfaces so as to receive control signals of all parties. Part of subsystems of the central control cabinet perform logic processing on the received control signals, and the logically processed control signals are sent to platform side equipment for controlling a platform door; and the platform side equipment for controlling the platform door responds to the control signal of the highest level according to the priority sequence and executes corresponding platform door control operation. According to the invention, network security communication is adopted to replace hard wire connection, so that intermediate control links are reduced, the linkage time is greatly shortened, the linkage efficiency is improved, the number of on-line trains is reduced, and the energy consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of rail transit communication, and in particular to an integrated system of urban rail signaling and platform screen doors. Background Technology

[0002] Urban rail transit signaling systems and platform screen door systems are both critical systems for ensuring passenger safety and efficient train operation. Each rail transit system comprises a signaling system and a platform screen door system, which work together to control and collect data from the platform screen doors, ensuring safe passenger boarding and alighting and safe train operation. Existing platform screen door systems include a PSC (Platform Control Center), a UPS (Uninterruptible Power Supply), and a DCU (Door Control Unit) located in the platform screen door control room near the end doors. The PSC is the core of the platform screen door system, consisting of two PEDC (Platform Controllers) and a monitoring device (PSA). The PEDC interfaces with signaling equipment, the Integrated Backup Panel (IBP), and the Local Control Panel (PSL), implementing priority logic and transmitting platform screen door control commands to the DCU, while also collecting safety loop status data. The DCU controls the door motors and detects the platform screen door status.

[0003] The existing subway platform screen door system uses a hard-wired interface to transmit data acquisition and driving information with the train signaling system. This results in numerous relays and cables, making maintenance difficult and limiting the amount of data transmitted. Furthermore, the lack of intelligent systems hinders construction, commissioning, and operational maintenance. Most traditional PEDC systems are not developed strictly according to EN50128 and EN50129 safety standards, leading to relatively low safety and reliability and frequent malfunctions. In addition, the platform screen door opening and closing commands are transmitted from the CC (Car Computer) to the computer interlocking system, and then from the interlocking system to the PEDC via relay circuits. This results in a complex system with many nodes, relatively dispersed logic, cumbersome processing, long transmission cycles, and delays, impacting operational efficiency (e.g., ...). Figure 1 (As shown). In terms of construction and operation and maintenance, signaling and platform screen doors require two separate systems and two separate operation and maintenance teams. Power supply, monitoring, equipment rooms, etc., are redundant and scattered, resulting in high construction and operation and maintenance costs. Therefore, the platform screen door system urgently needs to be upgraded to solve the pain points of subway users and achieve "safer, more efficient, lower cost, and easier maintenance". In addition, the existing platform screen door system also lacks intelligent equipment monitoring and maintenance methods, and lacks further intelligent means to prevent people and objects from being trapped. It is necessary to introduce relevant gap detection equipment to enhance safety protection, reduce the risk of people and objects being trapped, and improve the overall safety of the system. Summary of the Invention

[0004] The purpose of this invention is to provide an integrated urban rail signaling and platform screen door system that is both secure in communication and simple in structure.

[0005] To achieve the above objectives, this invention proposes an integrated urban rail signaling and platform screen door system, comprising:

[0006] The integrated platform screen door system includes a central control cabinet and various platform-side equipment;

[0007] Some subsystems of the central control cabinet are connected to the signal system via Ethernet interfaces, and to the integrated monitoring system and some station-side equipment via hard-wired interfaces, in order to receive control signals from all parties.

[0008] Some subsystems of the central control cabinet perform logical processing on the received control signals, and the logically processed control signals are sent to the platform-side equipment that controls the platform doors.

[0009] The platform-side equipment controlling the platform doors responds to the highest-level control signal according to priority order, executing the corresponding platform door control operation.

[0010] Optionally, the central control cabinet includes a PSDC, which connects to the interlocking subsystem and the vehicle controller via an Ethernet interface. It adopts a 2oo2 architecture and includes independent dual channels. Each channel's CPU uses an independent clock, and the dual channels periodically interact to check for clock drift.

[0011] Optionally, the PSDC includes dual CPUs with different compilers and different memory distributions.

[0012] Optionally, PSDC employs BIT self-test technology to perform power-on and normal operation tests. Power-on tests include: memory test, image file integrity test, CPU channel number and software consistency check, configuration data integrity test, and configuration data consistency test between the two systems. Normal operation tests include: task stack and interrupt stack utilization test, memory test, configuration data integrity test, slot consistency check, and power undervoltage test.

[0013] Optionally, the PSDC uses the FSFB2 / RSSP-I safe communication protocol to communicate safely with the vehicle controller via an Ethernet interface. The FSFB2 / RSSP-I safe communication protocol meets the requirements of EN50159.

[0014] Optionally, the PSDC includes a security communication board and a security driver board, which communicate securely with each other via a CAN bus and a secure CANOpen protocol.

[0015] Optionally, the central control cabinet also includes a PMM, which is connected to the PSDC, ISCS, IOM / C-MSS and power supply panel via a network interface, for obtaining power supply panel status information and sending integrated monitoring related information to the IOM / C-MSS.

[0016] Optionally, the central control cabinet also includes a PMH, which communicates with the ATS, DCU, PMM, and PSDC in a non-secure manner, and connects to the IBP, PSL, LCB, and various auxiliary circuits via hard wiring to perform non-secure drive and acquisition and to acquire non-secure working states detected by the serial port gap detection.

[0017] Optionally, the PMH includes one redundant rack-mounted main unit cage, one redundant rack-mounted drive and mining machine cage, a communication board, CPU board, input / output modules, and interface devices that interface with the fieldbus control local area network.

[0018] Optionally, the PMH's functions include: achieving alignment isolation with the ATS via a redundant network interface; communicating with the DCU via a CAN bus to acquire various real-time statuses, door opening / closing commands, and alarm messages from the DCU; exchanging various real-time statuses, alarm messages, and control command information with the gap detection host via a 485 serial port, sending DCU alarms to the gap detector, and realizing video linkage functionality when the platform door malfunctions; acquiring fault and status messages from the PSDC via a redundant network communication interface with the PSDC; ​​sending various digital and analog signals to the PMM via network communication; exchanging platform door status messages, alignment isolation messages, gap detection fault messages, and time synchronization messages with the intelligent guidance screen via network communication; and performing various logical operations.

[0019] Optionally, the platform-side equipment includes a gap detection device, which has a hard-wired interface with the PSDC and interacts with the PMH via a serial interface to exchange gap detection status.

[0020] Optionally, the gap detection equipment includes: a lidar detector, a camera, an alarm control panel, a video control panel, a video recorder, an LCD display, and connecting cables.

[0021] Optionally, each platform screen door is equipped with a door control unit (DCU). The DCU is electrically connected to the drive motor that controls the opening and closing of the platform screen door, and is used to monitor the opening and closing status of the platform screen door.

[0022] Optionally, the platform-side equipment also includes an intelligent guidance screen, which receives internal signal system information through a redundant network communication interface with the ATS, and obtains and displays alarm information from the PMH through a network interface with the PMH.

[0023] The present invention has the following beneficial effects:

[0024] PSDC is built on a 2×2oo2 architecture security platform with a security level of SIL4, meeting the security requirements of GoA4 scenarios, and ensuring stable communication through a dual redundancy design of red and blue networks.

[0025] The interface with the signaling system uses the network security communication of PSDC to replace the hard wire connection of PEDC, realizing direct connection between the vehicle and the platform screen door. Control commands are sent directly from the signal to the DCU, reducing intermediate control links, significantly shortening the linkage time, improving linkage efficiency, reducing the number of trains in operation, and reducing energy consumption.

[0026] By combining the equipment rooms for platform screen doors and signaling equipment and enabling equipment reuse, only one additional PSC cabinet is needed in the signaling equipment room, saving the cost of one platform screen door equipment room per station. Equipment and signaling are managed uniformly, and common equipment (power supply panels, switches, maintenance consoles, etc.) are shared, reducing redundant configurations. Redundant communication with the signaling network ensures secure connectivity, eliminating interface cables and relays between signaling and platform screen doors, thus reducing cabling. This significant reduction in equipment and cabling also substantially lowers labor costs for design, installation, and commissioning.

[0027] Intelligent and simplified maintenance: The system features intelligent maintenance, fault diagnosis, early warning, miniaturized, intelligent, and networked control system. It requires fewer devices but provides abundant maintenance information, reducing the intensity and difficulty of maintenance work. The intelligent DCU enables intelligent analysis and automatic adjustment of door opening and closing curve data, and possesses network communication and fault self-diagnosis capabilities. Attached Figure Description

[0028] Figure 1 A comparison of the signal transmission paths of traditional platform screen doors and the integrated platform screen door system of this invention.

[0029] Figure 2 This is a diagram of the integrated platform screen door system and its interface according to the present invention;

[0030] Figure 3 This is a diagram of the PSDC's internal architecture and interfaces.

[0031] Figure 4 This is a diagram of the PSDC 2oo2 security platform architecture;

[0032] Figure 5 A schematic diagram of the PSDC's security clock;

[0033] Figure 6 This is a schematic diagram of the secure communication protocol packet assembly for PSDC.

[0034] Figure 7 This is a schematic diagram of the CANopen protocol communication.

[0035] Figure 8 Schematic diagram of PSDC board-level hot standby;

[0036] Figure 9 This is a screenshot of the PMM interface.

[0037] Figure 10 A graph showing PMM parameters;

[0038] Figure 11 This is a diagram of the PMH's internal architecture and interfaces.

[0039] Figure 12 This is a diagram of the external interface of the DCU. Detailed Implementation

[0040] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a further detailed explanation of the integrated urban rail signaling and platform screen door system proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0041] Integrated Platform Screen Door (iPSD) system, such as Figure 2 As shown, the iPSD range is [see details]. Figure 2 The dotted box around the iPSD (Internet Protocol Device) includes subsystems located in the signal equipment room, such as the Platform Screen Door Control (PSDC), Management Host (PMH), Maintenance Monitoring (PMM), and associated circuitry, as well as subsystems located on the platform side, such as Door Control Units (DCUs), Local Control Panels (PSLs), Intelligent Guidance Displays, and Gap Detection Devices. The PSDC, PMH, and PMM subsystems together form the Central Control Cabinet (PSC), which is placed directly in the signal equipment room in a cabinet form, sharing the equipment room with the signal system. It is connected via hard-wired cables to a distribution cabinet, and then from the distribution cabinet to the DCUs, PSLs, gap detectors, and other equipment on the platform side, transmitting safety information such as door opening / closing control and equipment status. In addition to hard-wired connections, it also connects to the DCUs, intelligent guidance displays, and gap detection devices on the platform side via CAN bus, serial ports, and network cables to transmit non-safety information.

[0042] The iPSD and signaling system share the power supply panel and necessary uninterruptible power supply facilities. When designing the power supply panel for the signaling system, a power supply for the platform door is added, thus eliminating the need for a separate power supply panel for the platform door.

[0043] like Figure 2As shown, the external interfaces of iPSD include three main categories. The first category is external systems related to the signaling system, including but not limited to the onboard controller (CC), interlocking subsystem (CI), automatic train monitoring system (ATS), interlocking operation and maintenance system or centralized maintenance support system (IOM or C-MSS) and signal power supply panel; the second category is the integrated monitoring system (ISCS) in the control room, including the integrated backup panel (IBP); the third category is the gantry crane system, where the DCU is directly connected to the motor of the gantry crane system to control the opening and closing of the platform screen doors.

[0044] The PSDC is primarily responsible for the safety logic operations of platform screen door control and its own maintenance and diagnostics. As a SIL4 level safety subsystem, the PSDC achieves secure communication with devices such as CC and CI through a secure communication protocol, obtains door opening and closing control commands from the signaling system, and transmits the door opening and closing commands to the DCU via hard wire to realize the opening and closing operation of the entire station in the fully automatic signal operation mode. It also collects the status of gap detection equipment through hard wire to obtain the obstacle situation of the platform, controls the start of gap detection equipment, and transmits its own maintenance status information with PMM and PMH through non-secure network communication.

[0045] The core function of the PMH subsystem is to monitor and manage the equipment status of PSC, PSL, IBP, and gantry crane. It enables non-secure communication with ATS, DCU, PMM, and PSDC through network, CAN interface, and serial port. It monitors IBP, PSL, local control box (LCB), and other equipment and auxiliary circuits through hard-wired connection, realizes non-secure drive and acquisition, and acquires non-secure working status through serial port acquisition of gap detection.

[0046] PMM is primarily responsible for the maintenance and diagnostic support of iPSD. It enables maintenance communication with C-MSS, PSDC, PMH, and power supply panel via the network and is a user-oriented maintenance and diagnostic terminal.

[0047] The DCU is installed on the platform screen door mechanical equipment in the platform area. Based on hard-wired door opening and closing control commands from the integrated circuit, it executes door opening and closing operations, driving the motor and electromagnetic lock to complete the sliding door opening and closing. It also drives the audible and visual alarm devices to alert passengers and platform staff; collects the status of equipment such as motors, electromagnetic locks, limit switches, and gap detectors; and uploads status, alarm, and event messages to the PMH via the CAN bus.

[0048] The PSL (Platform Sliding Door Controller) is a device used by station staff to locally control the opening and closing of sliding doors on the platform. In the event of a signal system failure or a failure of the signal system and the PSC (Platform Control Center) opening / closing command interface, station staff can perform opening and closing operations on all platform doors throughout the station via the PSL.

[0049] Intelligent guidance screens are installed on the lintels of platform screen doors to provide passengers with auxiliary information. By fully utilizing the information within the signaling system, intelligent guidance screens display train operation-related information to passengers, such as arrival and departure times, and normal / fault status of the doors.

[0050] The gap detection device is a safety protection device of iPSD, responsible for the safety protection of the gap between the platform door and the train door. When there is a foreign object between the platform door and the train door, an alarm is triggered, and the relevant obstacle status is transmitted to PSDC via a hard wire connection through the distribution cabinet. PSDC then notifies the signaling system to ensure the safety of the overall system.

[0051] The back of the PSC is equipped with a junction circuit via wiring. This junction circuit is used to combine control commands from IBP, PSL, and PSDC to achieve priority processing of system-level control (e.g., commands from PSDC), platform-level control (e.g., commands from PSL), and station-level control (e.g., commands from IBP) (e.g., IBP>PSL>PSDC). The relevant circuit board is fixed on the back of the PSC cabinet.

[0052] In some optional examples, the iPSD consists of indoor signaling equipment, centered around the PSC, containing subsystems such as PSDC, PMM, and PMH; and platform-side equipment, including but not limited to DCU, PSL, gap detection, and intelligent guidance screens. These components are connected to the signaling system, including but not limited to CC, CI, ATS, IOM / C-MSS, signal power supply panels, ISCS, and door operators, via hardwired connections, network cables, CAN ports, and serial ports. Specifically, the PSDC communicates securely with the signaling system, receiving door opening / closing control commands from the signaling system's CC. After logical processing by the PSDC, the commands are output to the DCU via hardwired for station-wide door opening / closing operations. Simultaneously, control commands from PSL and IBP are input to the PSC's connection circuit via a distribution cabinet. The relays in the connection circuit perform priority logic processing, confirming the final command to be executed according to the set priority order when different levels of door opening / closing commands are received simultaneously. The PSDC also sends the current platform door safety status information to the CI via secure network communication. The PMH communicates with the ATS to transmit alignment and isolation information between the platform screen doors and train doors, enabling synchronized alignment and isolation between the train doors and platform screen doors. The PMM communicates with the IOM / C-MSS and ISCS via network for non-safety communication, and maintenance alarm information on the PMM is uploaded to the IOM / C-MSS. Integrated monitoring information for the iPSD is uploaded to the ISCS by the PMM. The IBP panel, part of the ISCS, serves as an external interface device for the iPSD and is located in the control room for backup door opening operations in emergencies such as fires. Safety control buttons on the IBP are hardwired to the PSC's connection circuit. After priority processing by the connection circuit, the output is sent to the DCU to control the opening and closing of all doors in the station. Its non-safety drive data is also hardwired to the PMH, which collects button and key operations on its panel and drives the panel lights. The DCU is connected to the motor and receives station-wide door opening and closing commands from PSD, PSL, and IBP, as well as single-door opening and closing commands from LCB (Local Control Box) and manual door opening and closing devices. It executes door opening and closing operations in priority order (manual > LCB > IBP > PSL > PSDC).

[0053] like Figure 3As shown, the PSDC of this invention, as the core of the iPSD, is responsible for the safety logic calculation of platform screen door control and the opening and closing operations of all platform screen doors during normal operation. The PSDC adopts a 2×2oo2 architecture with dual-system hot standby. The hardware of the two systems is completely identical. Each PSDC consists of an EIOCOM board (safety communication board) and a SIOM board (safety drive and acquisition board). The EIOCOM board uses redundant red and blue networks to communicate safely with the CC and CI, and obtains redundant opening and closing operation control commands from the CC. The drive and acquisition port of the SIOM board is connected to the DCU via hardwire. The safety code status acquired from the DCU is transmitted from the SIOM board to the EIOCOM board, and together with the opening and closing control commands received by the EIOCOM board from the CC, it participates in the logic calculation of opening and closing control. The final calculation result is sent to the SIOM board through the internal CAN bus, and then output to the DCU through the hardwire connection of the drive port to control the opening and closing operations of all platform screen doors in the station.

[0054] like Figure 4 As shown, the PSDC subsystem is built on a SIL4-level safety platform based on a 2oo2 architecture. The safety platform employs a dual-electronic structure: Electronic Unit A receives and performs safe calculations of vehicle-mounted safety control commands, while Electronic Unit B also receives and performs safe calculations. Output is only generated when the calculation results of Electronic Units A and B are consistent. This addresses the safety risks associated with single-electronic errors in data acquisition, calculation, and output. The safety level reaches SIL4.

[0055] like Figure 5 As shown, the 2oo2 architecture security platform upon which PSDC is based satisfies physical and functional independence between its two channels; each channel CPU has an independent dedicated clock; periodic interactive clock drift checks are performed between the two channels, thereby relying on the clock mutual calibration between the two channels to achieve a secure system clock and protect against clock drift caused by random CPU failures. Specifically, the two channel CPUs send clock count messages to each other, and at regular intervals, the deviation of the received clock count value from the other party is calculated. When the calculated deviation value exceeds the set deviation limit, the entire system enters a secure state. In addition to protecting against random failures of the secure clock, both channels of the security platform are equipped with hardware watchdogs independent of the CPU. By monitoring the periodic watchdog feeding operations of the CPU to the hardware watchdog, systemic failures of the CPU are monitored.

[0056] To further enhance the independence of the dual channels and minimize the impact of common-mode operation, the security platform on which PSDC is based employs dual CPUs with different compilers and memory distributions; furthermore, the hardware for the dual channels also partially adopts a different design. During each main cycle, PSDC performs periodic 2-for-2 comparisons of input security data, output security data, and context-critical data.

[0057] PSDC also employs BIT self-test technology, which performs comprehensive testing on the CPU, storage media, and components in the security driver and acquisition chain during device power-on and normal operation. Any abnormality will cause the module to enter a safe state. Power-on testing includes: memory testing, image file integrity (CRC32) testing, CPU channel number and software consistency checks, configuration data integrity (CRC32) testing, and configuration data consistency checks between the two systems. Normal operation testing includes: task stack and interrupt stack utilization testing, memory testing, configuration data integrity (CRC32) testing, slot consistency checks, and power undervoltage testing.

[0058] The PSDC employs a three-tiered safety cutoff mechanism—output, isolation, and fuse—in its safety driver module, significantly enhancing product safety. When the driver module fails, the isolation module disconnects the power supply; when the isolation module fails, the fuse module blows the fuse, guiding the device to a safe state. In this safe state, the platform door controller shuts down all internal and external interfaces, terminating all kernel software tasks, application software tasks, and interrupt tasks.

[0059] The PSDC uses the standard FSFB2 / RSSP-I secure communication protocol to communicate securely with the CC on-board controller via an Ethernet interface. The FSFB2 / RSSP-I secure communication protocol meets the requirements of EN50159 and can ensure the integrity, authenticity, and timeliness of data packets during transmission through security verification. Replacing the traditional hard-wired interface with a secure communication protocol not only significantly reduces interface costs but also reduces the transmission path of door opening and closing commands by directly connecting to the CC, improving door opening and closing efficiency. Furthermore, it allows for flexible configuration of the transmission code points between the signaling system and the platform screen door controller, greatly facilitating project implementation.

[0060] like Figure 6 As shown, for the security control commands received from CC, the PSDC dual-channel CPUs independently parse the CRC of the data packet information bits and perform mutual verification. Dual-channel 2oo2 checksums ensure the security of message unpacking operations. When packaging and sending secure communication data packets to CC, the dual-channel CPUs independently generate external secure communication data, and each channel independently calculates CRC (Cyclic Redundancy Check) and security codes to participate in the final data fusion. Only after the security codes calculated by both channels are combined can the final output secure message be generated, thus preventing the single-channel transmission of valid secure data and ensuring the security of outgoing data packets.

[0061] like Figure 7As shown, the EIOCOM board and SIOM board (safety drive and acquisition board) within the PSDC achieve high-performance secure communication via CAN bus and the secure CANOpen protocol. The CAN bus boasts outstanding reliability, real-time performance, and flexibility, and is widely used in industrial automation, automotive, and marine industries. The CANopen protocol, based on the CAN application layer, features real-time efficiency and flexible networking. Data transmitted via CANopen can be configured with different priorities based on its urgency. The underlying CAN bus employs a non-destructive arbitration mechanism, ensuring that high-priority CANopen communication objects are transmitted first while preventing the loss of low-priority CANopen communication objects. The secure computer platform based on the CANopen protocol uses a dual-network redundant CAN bus to connect the various modules within the system. Simultaneously, the IO control commands with the highest real-time requirements are transmitted using PDO (Process Data Object), while monitoring and maintenance information with larger data volumes is transmitted using SDO (Service Data Object), and NMT messages are used to synchronize control of each node in the network. Based on the standard CANopen protocol, the platform gate controller's safety platform uses a dual-channel fused security check code to ensure that the internal secure communication data exchange transmitted between the EIOCOM and SIOM security communication boards also meets the requirements of EN50159 for integrity, authenticity, and timeliness, thereby ensuring data security during transmission.

[0062] like Figure 8 Either system in the PSDC can independently control the platform screen doors and is unaffected by cross-system failures. For example, if all boards in system A fail, or if both the system A EIOCOM board and the system B SIOM drive / collection board fail simultaneously, the system can continue operating by connecting the system A drive / collection board to the system B EIOCOM board, thus ensuring the integrity of system-level control functions and preventing any impact on operations. Furthermore, the boards support hot-swapping for easy replacement in case of failure.

[0063] The platform screen door controller (PSDC) internally uses Boolean logic to represent the relationships between I / O code points (including code points on the driver acquisition board and security communication acquisition code points between CCs). The relevant Boolean logic design is burned into the PSDC board as a configuration file for engineering applications. This allows project designers to flexibly modify it, meaning that for changes in the logic relationships of I / O code points in different engineering applications, only the Boolean logic relationships need to be updated, and the corresponding configuration data file needs to be upgraded. This eliminates the need for repeated upgrades and releases of the platform screen door controller software for different engineering applications, significantly reducing the workload of software and system release processes.

[0064] like Figure 9 The diagram shows the PMM's display interface. The PMM is primarily responsible for the maintenance and diagnostic support of the iPSD, enabling the sending, receiving, collection, aggregation, and analysis of information within the system; it also facilitates information exchange with the station's integrated monitoring system and power supply panel, serving as a user-facing maintenance and diagnostic terminal. The PMM is installed in a cabinet and consists of a rack-mounted host and a monitor. Its main functions include: online monitoring of the operating status of each subsystem; software download, parameter modification, fault and status query on the terminal; monitoring the operational status of each control loop; monitoring the power supply panel status; and sending status and fault records to the ISCS. The PMM achieves full system electronicization, with a minimalist equipment architecture, displaying the status of each device graphically, accurate to the board code level.

[0065] Figure 10 The PMM displays parameter graphs and supports functions such as curve-based trend analysis and intelligent fault reasoning analysis. The PMM communicates with the DCU via a CAN bus to obtain various status data of the DCU. The PMM can also be used to update the DCU's program and parameter configuration (including door opening and closing time, motor speed curve parameters, door clamping force threshold, repeated closing delay time, and number of repeated closing times, etc.).

[0066] The Platform Screener Controller (PMM) performs monitoring of the entire iPSD (Internet Platform Device). The monitoring host in each station's platform screener equipment room can query all monitorable statuses, fault records, access event records, etc., for all devices in the system, and can forward data that needs to be transmitted to the integrated monitoring system. All fault information is stored in the PMM in the platform screener equipment room for no less than six months. Normal status information is stored for no less than one month. Access event records are stored for no less than six months.

[0067] The PMM and the power supply panel use a network interface to obtain the power supply panel status information. The PMM and the ISCS system also use a network interface to obtain fire alarm information and send platform door fault information.

[0068] PMH is primarily responsible for the management logic operations of platform screen door control and its own maintenance and diagnostics. It enables non-safety communication with ATS, DCU, PMM, and PSDC, monitors equipment such as IBP, PSL, and LCB, and their auxiliary circuits, and collects status data for gap detection. For example... Figure 11 The PMH mainly consists of one redundant rack-mounted main machine cage, one redundant rack-mounted drive and mining machine cage, communication boards, CPU boards, input / output modules (output boards, input boards), interface devices, and various software components that interface with the fieldbus control LAN. The PMH can monitor the operational status of important control loops, such as the PSL, signal system, IBP panel, and manually operated door opening and closing loops. It can record and store door opening and closing commands issued by the signal system, as well as feedback information to the signal system such as closing and locking, and interlock release. Damage or malfunction of the PMH (including PMH power failure) does not affect the opening / closing operations of the platform doors by the signal system, PSL, and IBP.

[0069] like Figure 2 The main functions of the PMH include: achieving alignment isolation with the ATS via a redundant network interface; communicating with the DCU via CAN bus to acquire various real-time statuses, door opening and closing commands, and alarm messages from the DCU; exchanging various real-time statuses, alarm messages, and control commands with the gap detection host via a 485 serial port, sending DCU alarms to the gap detector, and realizing video linkage function when the platform door malfunctions; acquiring fault and status messages from the PSDC via a redundant network communication interface with the PSDC; ​​sending various digital and analog signals to the PMM via network communication; exchanging platform door status messages, alignment isolation messages, gap detection fault messages, and time synchronization messages with the intelligent guidance screen via network communication; and performing various logical operations.

[0070] The PMH drive and acquisition machine cage mainly realizes various drives and acquisitions, including the acquisition of button status on the IBP, PSL, and PSC cabinet panels, and the driving of lamp positions on the IBP, PSL, and PSC cabinet panels.

[0071] The DCU (Digital Control Unit) is a monitoring device for the sliding door motor. Each sliding door unit is equipped with one DCU, which controls the movement of two sliding doors. The DCU is installed inside the top box. The external interface of the DCU is as follows: Figure 12As shown. The DCU, based on hard-wired door opening and closing control commands (from IBP, PSL, PSDC) from the PSC combined circuit, drives the motor to achieve station-wide door opening and closing operations, monitors door opening and closing status, receives and sends train operation management and platform door management information via the PMH interface, sends maintenance support information via the PMM interface, and accepts remote upgrades. In addition to station-wide door opening and closing control, the DCU also executes single-door opening and closing control commands sent by the LCB via the LCB interface, with LCB control having higher priority than system-level control commands (IBP, PSL, PSDC); collects and sends door status information and various fault information; allows online and offline software upgrades and parameter resetting via the programming / debugging interface within the DCU; correctly controls door status indicator lights; and collects the status of corresponding single-group gap detection equipment.

[0072] The gap detection subsystem is a safety protection device of the iPSD, responsible for ensuring safety of the gap between the platform screen doors and train doors. It triggers an alarm when foreign objects are present between the platform screen doors and train doors, detecting or preventing passengers or items from becoming trapped between the platform screen doors and the train. Figure 2 As shown, the gap detection system mainly consists of a lidar detector, camera, alarm host, video host, video recorder, LCD display, and connecting cables. Each platform door is equipped with one lidar detection unit and one camera. It interfaces with the DCU, PMH, and PSDC. The gap detection system is primarily responsible for the following: hard-wired interface with the PSDC, receiving gap detection start commands and sending gap detection results; interaction with the PMH via a serial interface for gap detection status; detection of foreign objects between the platform door and the train door; and its own diagnostics and alarm functions. When the gap detection device detects an obstacle, the relevant detection results are transmitted to the PSDC via the hard-wired interface, participating in the PSDC's "door opening / closing control" logic, and then transmitted to the signaling system via the PSDC. Additionally, the relevant detection results also need to be sent to the PMM via the PMH for alarm in the central / station control room. When the gap detection device malfunctions and cannot ensure accurate display of the foreign object status between the train door and the platform door, the gap foreign object status output must be cut off.

[0073] The intelligent guidance screen is a passenger guidance function device of iPSD, such as... Figure 2The intelligent guidance screen receives information from within the signaling system via a redundant network communication interface with the ATS (Automatic Train Protection System). It then displays information to passengers on its terminals, including train arrival and departure times, transfer guidance, train timetables, train formation information, next train destination, train stop / delay, passenger evacuation, carriage temperature and humidity, door status / fault information, door closing countdown, and passenger guidance. It also provides dynamic emergency evacuation prompts. When a door / sliding door malfunctions and is isolated, the intelligent guidance screen should alert passengers to detour around the corresponding sliding door. Furthermore, the intelligent guidance screen obtains and displays emergency information such as fire alarms from the PMH (Public Transportation Management Center) via a network interface to guide passengers in emergency evacuation.

[0074] Platform Sliding Door (PSL) is used for platform-level control, enabling station staff to locally open / close sliding doors. In case of signal system failure or a malfunction in the interface between the signal system and the central control panel, station staff should be able to perform door opening and closing operations on the local control panel, thus enabling PSL control of the platform doors. PSLs are installed on the platform side, with multiple PSLs possible on one platform. These PSLs are interlocked, allowing only one PSL to operate at a time for opening and closing platform doors. Their priority is higher than system-level control but lower than emergency control. The PSL panel can include several operation buttons and indicator lights, depending on user needs. It can also integrate the operation and display functions of a clearance detection device. In the absence of higher priority permission or operation, when the operator activates the operation permission switch on the PSL with a key and presses the open / close button, the PSL sends an open / close command to the PSC's (Platform Control Controller) connection circuit. Different PSL switching commands are used for different train formations and operating modes. The PSL panel can be configured with platform door opening and closing devices for different types of train formations as needed. The PSL also features an interlock release switch to perform interlock release operations. For example... Figure 2 The PSL has the following internal interfaces: an interface with the PMH (hard-wired interface) to provide PSL button status and receive PSL panel light position drive commands; an interface with the PSC central control cabinet circuit (hard-wired interface) to drive the station-level operation enable relay and output door opening / closing commands; and an interface with the PSDC (hard-wired interface) to provide interlock release status.

[0075] IBPs are used for emergency control. IBPs are installed in the duty room or operations room. In station emergencies, such as platform fires, system-level and platform-level control failures, station staff can operate the platform doors by opening and closing them via the IBP in the station control room. One IBP is installed on each side of the platform door. IBP operations have a higher priority than platform-level control but lower than local control of individual doors. Figure 2The IBP panel, as part of the ISCS, serves as the external interface device for the iPSD. Depending on user needs, the IBP may include several operation buttons and indicator lights. Without higher priority permission or operation, when the operator activates the operation permission switch on the IBP with a key and presses the open / close button, the IBP sends an open / close command to the PSC's interconnect circuitry. The IBP can be configured with platform door opening and closing devices corresponding to different types of train formations, as required. The IBP interfaces with the iPSD system in two ways: with the PMH (hard-wired interface), providing IBP button status and receiving IBP panel light position drive commands; and with the PSC central control cabinet's interconnect circuitry (hard-wired interface), driving the emergency-level operation permission relay and outputting door opening / closing commands.

[0076] This solution includes the following innovative features and beneficial effects:

[0077] Security Enhancement: The core control unit PSDC is built on a 2×2oo2 architecture security platform with a security level of SIL4, meeting the security requirements of the GoA4 scenario, and ensuring stable communication through a dual redundancy design of red and blue networks.

[0078] Efficiency Improvement: The interface with the signal uses the network security communication of PSDC to replace the hard wire connection of PEDC, realizing direct connection between the vehicle and the platform screen door. Control commands are sent directly from the signal to the DCU, reducing intermediate control links, significantly shortening the linkage time, improving linkage efficiency, reducing the number of trains in operation, and reducing energy consumption.

[0079] Reduce construction and installation costs: By combining equipment rooms for platform screen doors and signaling equipment and reusing equipment, only one additional PSC cabinet is needed in the signaling equipment room, saving the cost of one platform screen door equipment room per station. Unified management of equipment and signaling systems allows for the sharing of common equipment (power supply panels, switches, maintenance consoles, etc.), reducing redundant configurations. Redundant communication with the signaling network ensures secure connectivity, eliminating interface cables and relays between signaling and platform screen doors, thus reducing cabling. This significant reduction in equipment and cabling also substantially lowers labor costs for design, installation, and commissioning.

[0080] Reduced operation and maintenance costs: Integrated maintenance of signaling and stations. Supports online replacement of faulty boards. Shared maintenance system reduces spare parts and thus reduces the number of maintenance personnel per station.

[0081] Intelligent and simplified maintenance: The system features intelligent maintenance, fault diagnosis, early warning, miniaturized, intelligent, and networked control system. It requires fewer devices but provides abundant maintenance information, reducing the intensity and difficulty of maintenance work. The intelligent DCU enables intelligent analysis and automatic adjustment of door opening and closing curve data, and possesses network communication and fault self-diagnosis capabilities.

[0082] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0083] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0084] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0085] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0086] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. An integrated urban rail signaling and platform screen door system, characterized in that, include: The integrated platform screen door system includes a central control cabinet and various platform-side equipment; Some subsystems of the central control cabinet are connected to the signal system via Ethernet interfaces, and to the integrated monitoring system and some station-side equipment via hard-wired interfaces, in order to receive control signals from all parties. Some subsystems of the central control cabinet perform logical processing on the received control signals, and the logically processed control signals are sent to the platform-side equipment that controls the platform doors. The platform-side equipment controlling the platform doors responds to the highest-level control signal according to priority order, executing the corresponding platform door control operation.

2. The integrated urban rail signaling and platform screen door system as described in claim 1, characterized in that, The central control cabinet includes a PSDC, which connects to the interlocking subsystem and the vehicle controller via an Ethernet interface. It adopts a 2oo2 architecture and includes independent dual channels. Each channel's CPU uses an independent clock, and the dual channels periodically interact to check for clock drift.

3. The integrated urban rail signaling and platform screen door system as described in claim 2, characterized in that, The PSDC includes dual CPUs, which employ different compilers and different memory distributions.

4. The integrated urban rail signaling and platform screen door system as described in claim 2, characterized in that, The PSDC employs BIT self-test technology to perform power-on and normal operation tests. Power-on tests include: memory test, image file integrity test, CPU channel number and software consistency check, configuration data integrity test, and configuration data consistency test between the two systems. Normal operation tests include: task stack and interrupt stack utilization test, memory test, configuration data integrity test, slot consistency check, and power undervoltage test.

5. The integrated urban rail signaling and platform screen door system as described in claim 2, characterized in that, The PSDC uses the FSFB2 / RSSP-I secure communication protocol to communicate securely with the vehicle controller via an Ethernet interface. The FSFB2 / RSSP-I secure communication protocol meets the requirements of EN50159.

6. The integrated urban rail signaling and platform screen door system as described in claim 2, characterized in that, The PSDC includes a security communication board and a security driver board, which communicate securely with each other via a CAN bus and a secure CANOpen protocol.

7. The integrated urban rail signaling and platform screen door system as described in claim 2, characterized in that, The central control cabinet also includes a PMM, which is connected to the PSDC, ISCS, IOM / C-MSS and power supply panel via a network interface. It is used to obtain power supply panel status information and send comprehensive monitoring-related information to the IOM / C-MSS.

8. The integrated urban rail signaling and platform screen door system as described in claim 7, characterized in that, The central control cabinet also includes a PMH, which communicates insecurely with the ATS, DCU, PMM, and PSDC. It connects to the IBP, PSL, LCB, and various auxiliary circuits via hardwired connections to perform insecure drive and acquisition and to acquire insecure working states through serial port gap detection.

9. The integrated urban rail signaling and platform screen door system as described in claim 8, characterized in that, The PMH includes one set of redundant rack-mounted main unit cage, one set of redundant rack-mounted drive and mining machine cage, communication board, CPU board, input / output module and interface device with fieldbus control local area network interface.

10. The integrated urban rail signaling and platform screen door system as described in claim 8, characterized in that, The PMH's functions include: achieving alignment isolation with the ATS via a redundant network interface; communicating with the DCU via a CAN bus to acquire various real-time statuses, door opening / closing commands, and alarm messages from the DCU; exchanging various real-time statuses, alarm messages, and control commands with the gap detection host via a 485 serial port, sending DCU alarms to the gap detector, and realizing video linkage functionality in case of platform door failure; acquiring PSDC fault and status messages through a redundant network communication interface with the PSDC; ​​sending various digital and analog signals to the PMM via network communication; exchanging platform door status messages, alignment isolation messages, gap detection fault messages, and time synchronization messages with the intelligent guidance screen via network communication; and performing various logical operations.

11. The integrated urban rail signaling and platform screen door system as described in claim 8, characterized in that, The platform-side equipment includes a gap detection device, which has a hard-wired interface with the PSDC; ​​and interacts with the PMH via a serial port interface to exchange gap detection status.

12. The integrated urban rail signaling and platform screen door system as described in claim 11, characterized in that, The gap detection equipment includes: lidar detector, camera, alarm host, video host, video recorder, LCD display and connecting cables.

13. The integrated urban rail signaling and platform screen door system as described in claim 1, characterized in that, Each platform screen door is equipped with a DCU, which is electrically connected to the drive motor that controls the opening and closing of the platform screen door, and is also used to monitor the opening and closing status of the platform screen door.

14. The integrated urban rail signaling and platform screen door system as described in claim 1, characterized in that, The platform-side equipment also includes intelligent guidance screens, which receive internal signal system information through a redundant network communication interface with the ATS, and obtain and display alarm information from the PMH through a network interface with the PMH.

Images