Shielding door control method, device and medium for simultaneously supporting hitching and luggage compartment

Abstract

The application relates to a shielding door control method, equipment and medium supporting simultaneous hitching and luggage compartments, the method comprising the following steps: S1, calculating passenger safety boarding and alighting area data in a vehicle-mounted electronic map library according to train operation rules and train marshalling allowed to run on line; S2, combining door opening codes actually opening the same shielding door in data logic according to the train operation rules and the train marshalling allowed to run on line; S3, calculating the shielding door opening code according to the current actual train marshalling, the luggage compartment condition and the passenger safety boarding and alighting area data where the current train marshalling is located; and S4, driving the corresponding shielding door to open. Compared with the prior art, the application has the advantages of supporting different train marshalling to replace the first compartment at the head or tail of the train with a luggage compartment and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of shield door control technology for rail transit, in particular to a shield door control method, device and medium supporting both hitching and luggage carriages. BACKGROUND

[0002] With the increasingly obvious phenomenon of tidal passenger flow in urban rail transit, the demand for flexible train marshalling of urban rail transit is also increasingly urgent. During the peak passenger flow period in the morning and evening, multiple train units are enabled for long marshalling hitching operation, which can greatly improve the passenger carrying capacity. During the off-peak period, single train units are used for short marshalling operation, which can reduce operating costs and achieve the purpose of energy saving and environmental protection while meeting passenger flow. At the same time, with the increasing popularity of airport city terminals and the increasing demand for using part of the train carriages for cargo transportation during off-peak periods, replacing a carriage in train marshalling with a luggage carriage has also become a new direction of urban rail transit operation.

[0003] In the above two development directions, it is implied that when the train is performing passenger boarding and alighting operations on the platform, the shield door system needs to correctly, safely and reliably open the corresponding number of shield doors according to the actual number of carriages in the train marshalling and whether a luggage carriage is hitched. Opening the shield door at an incorrect position may cause passengers on the platform to fall onto the track and other safety problems.

[0004] After searching, Chinese Patent No. CN115788223A discloses a platform shield door control method and device for trains with different lengths of marshalling, acquires current train marshalling information, and a shield door unit controller DCU receives a control instruction for whether to open the door. Whether to perform an opening action is determined according to the collected current train marshalling information and the control instruction received by the shield door unit controller DCU. The train marshalling information is obtained by installing one or more non-contact obstacle detection sensors on the platform shield door.

[0005] However, since the opening of the shield door is a safety-related scenario application, the detection system needs to prove that it has SIL4 safety integrity and has a wide range of applications. Moreover, this scheme cannot meet the requirement that the luggage carriage does not open the corresponding shield door.

[0006] Chinese Patent No. CN203805889U discloses an arrangement structure of an automatic control system of a subway train, specifically discloses that the automatic control system at least includes a vehicle-mounted device, a trackside device and a wireless communication system, the vehicle-mounted device is arranged on the train, the trackside device is arranged on the track, the vehicle-mounted device and the trackside device form a signal connection through the wireless communication system, and the trackside device connects and controls the opening and closing of the platform shield door.

[0007] However, the patent only supports end-to-end alignment parking and cannot meet the requirements of short formation trains in different areas of the platform for passenger operation.

[0008] In the actual application case of Shanghai Line 16, a train formation only has one unique screen door opening code, which means that a train formation only supports one parking position on the same platform. This causes the train formation composed of two train units to be disassembled into two single formation trains on the platform, and only the single formation train on the outer side of the platform can directly handle passenger business. The single formation train on the inner side of the platform needs to drive to the passenger boarding area on the outer side of the platform first, and then handle the passenger boarding business. The efficiency of the train disassembled into operation is affected.

[0009] In summary, how to realize a screen door control technology that can achieve a SIL4 safety integrity level, support short formation trains to operate in different positions on the platform, and allow the mounting of luggage cars, has become a technical problem to be solved. SUMMARY

[0010] The purpose of the present application is to overcome the defects of the prior art and provide a screen door control method, device and medium that simultaneously supports the mounting of luggage cars.

[0011] The purpose of the present application can be achieved by the following technical solutions:

[0012] According to the first aspect of the present application, a screen door control method is provided, which specifically includes the following steps:

[0013] Step S1, according to the train operation rules and the train formation allowed to run on line, calculate the passenger safety boarding and alighting area data in the vehicle electronic map library, and execute step S2;

[0014] Step S2, the interlocking system combines the opening codes of the same screen door in the data logic according to the train operation rules and the train formation allowed to run on line, and executes step S3;

[0015] Step S3, the vehicle controller calculates the screen door opening code according to the current actual train formation, the luggage car condition and the passenger safety boarding and alighting area data of the current train formation, and sends it to the interlocking system, and executes step S4;

[0016] Step S4, the interlocking system drives the corresponding screen door to open according to the merging logic in step S2 and the screen door opening code received from the vehicle controller.

[0017] As a preferred technical scheme, the minimum unit of the train marshalling is a train unit, and one train marshalling is formed by one train unit or multiple train units.

[0018] As a preferred technical scheme, the passenger safety boarding and alighting area has five attributes: a starting point coordinate, a length, a matched train marshalling type, a train marshalling uplink end screen door area position and a train marshalling downlink end screen door area position.

[0019] As a preferred technical scheme, the starting point coordinate and the length constitute an area included in the passenger safety boarding and alighting area.

[0020] As a preferred technical scheme, the area is set by the project at different positions on each platform according to actual needs.

[0021] As a preferred technical scheme, the length is determined according to the length of the corresponding train marshalling and a train positioning error, and the train positioning error is calculated by the train automatic protection system according to the accuracy of the beacon arrangement and the odometer or speed sensor when the train is parked.

[0022] As a preferred technical scheme, the screen door area position is to divide the screen doors of the entire platform into several non-overlapping parts, and one screen door area is the length corresponding to one train unit.

[0023] As a preferred technical scheme, the merging of the door opening codes is specifically as follows:

[0024] The interlocking system lists all screen door opening codes that will appear during the operation of all projects according to the train operation rules description and the train marshalling scheme, and merges the screen door opening codes that actually open the screen doors completely the same as each other, as the same type of screen door opening code.

[0025] As a preferred technical scheme, the screen door opening code calculation method is consistent with the interconnection interface specification, and the filling logic of the fields is refined.

[0026] As a preferred technical scheme, the refined fields include:

[0027] Bit7, defined as the first screen door in the uplink or downlink direction from the screen door area position;

[0028] Bit5-6, defined as the screen door area position;

[0029] Bit0-Bit4, defined as the number of train cars that need to be opened in the opposite direction from the first screen door represented by Bit5-Bit7 to Bit7.

[0030] As a preferred technical scheme, the uplink or downlink direction determination method is: if there is no luggage compartment in the train formation, the direction is the direction in which the driver's cabin is pointed, otherwise the direction is the direction in which the driver's cabin of the non-luggage compartment is pointed; the screen door area position is: if there is no luggage compartment in the train formation, the screen door area position where the activated driver's cabin is located, otherwise the screen door area position where the driver's cabin of the non-luggage compartment is located; the number of train compartments is: if there is no luggage compartment in the train formation or there is a luggage compartment but the luggage compartment at the station needs to be opened, the number of compartments included in the entire train formation, otherwise the number of compartments included in the entire train formation minus 1.

[0031] As a preferred technical scheme, the luggage compartment is the first compartment or the last compartment of the entire train formation.

[0032] As a preferred technical scheme, the passenger safety boarding and alighting area data in the on-board electronic map library in step S1 is calculated offline.

[0033] As a preferred technical scheme, the screen door opening code is calculated online in step S3.

[0034] According to a second aspect of the present application, an electronic device is provided, comprising a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to realize the method.

[0035] According to a third aspect of the present application, a computer readable storage medium is provided, which stores a computer program, and the program is executed by a processor to realize the method.

[0036] Compared with the prior art, the present application has the following advantages:

[0037] 1) The present application supports different train formations, and the operation mode of replacing the first compartment at the head or tail of the train with a luggage compartment can ensure safe and correct boarding and alighting operation on the platform;

[0038] 2) The present application supports short train formations to perform boarding and alighting operations at different positions on the same platform; after a long train formation performs online uncoupling operation on the platform, the uncoupled short train formation can perform independent boarding and alighting operation at the original position, improving operation efficiency and reducing the operation complexity of dispatchers and drivers;

[0039] 3) The present application is realized based on the on-board VOBC and the trackside interlocking system, both of which and the communication protocol therebetween can achieve the safety integrity level of SIL4, and have wide practical application. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1The flow chart of the shielding door control method for simultaneously supporting the coupled train and the luggage compartment of the present application;

[0041] Figure 2 The schematic diagram of the VPEZ of the train formed by one train unit of the present application;

[0042] Figure 3 The schematic diagram of the VPEZ of the train formed by two train units of the present application;

[0043] Figure 4 The schematic diagram of the VPEZ of the train formed by three train units of the present application;

[0044] Figure 5 The schematic diagram of the train formed by one train unit and the first compartment in the downward direction being the luggage compartment of the present application;

[0045] Figure 6 The schematic diagram of the train formed by two train units and the first compartment in the downward direction being the luggage compartment of the present application;

[0046] Figure 7 The schematic diagram of the train formed by three train units and the first compartment in the downward direction being the luggage compartment of the present application. DETAILED DESCRIPTION

[0047] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work should fall within the protection scope of the present application.

[0048] The purpose of the present application is to provide a shielding door control method for simultaneously supporting the coupled train and the luggage compartment, which can more flexibly control the shielding door.

[0049] Definitions:

[0050] Train unit (TU): For the project supporting flexible marshalling, the minimum unit constituting the train formation. One train unit can be formed by one or more compartments.

[0051] Train formation (TF): For the project supporting flexible marshalling, the train formation mode allowed to be put into operation. One train formation can be formed by one train unit, or multiple train units.

[0052] The shielding door control method for simultaneously supporting the coupled train and the luggage compartment specifically includes the following three methods:

[0053] Method 1: A vehicle electronic map structure suitable for a passenger safety boarding and alighting area (hereinafter referred to as VPEZ) with multiple flexible train marshalling types of a project and a calculation method thereof:

[0054] The VPEZ has the following five attributes

[0055] 1. The starting point coordinates of the VPEZ;

[0056] 2. The length of the VPEZ;

[0057] 3. The train marshalling type matched by the VPEZ;

[0058] 4. The location of the shielded door area at the uplink end of the train marshalling in the VPEZ;

[0059] 5. The location of the shielded door area at the downlink end of the train marshalling in the VPEZ.

[0060] The starting point coordinates and the length of the VPEZ constitute the area contained in the VPEZ, which can be set at different positions on each platform according to the actual needs of the project. The same train marshalling type allows multiple VPEZs to be arranged on the same platform.

[0061] The length of the VPEZ takes into account the train length of the corresponding train marshalling, as well as the train positioning error calculated by the on-board ATP according to the beacon arrangement and the accuracy performance of the odometer or speed sensor when parking. When the safe positioning of the train marshalling is completely located within the VPEZ belonging to the train marshalling, the on-board ATP considers that the train is parked.

[0062] The shielded door area position is to divide the entire platform shielded door into several non-overlapping parts, and generally one shielded door area is the length corresponding to one TU.

[0063] The shielded door area position of the VPEZ is represented by 2 bits, i.e. at the same platform, a TF composed of a single TU can be supported to open the door at different 3 positions on the platform.

[0064] In a VPEZ, two shielded door area positions are defined. For a TF composed of multiple TUs, they are the shielded door area positions of the first and last TUs. If it is a TF composed of one TU, the two shielded door area positions are the same.

[0065] Method 2: A shielded door opening code calculation method for a vehicle VOBC to trackside interlocking system suitable for a project with multiple flexible train marshalling types, the opening code is composed of 1 byte, consistent with the interconnection specification T / CAMET 04011.2-2018, but the filling logic of the field is refined:

[0066] Bit7: Defined as uplink or downlink stop point in interconnection specification, 0 for downlink, 1 for uplink. In the present application, it actually represents whether the first screen door in the uplink direction from the screen door area position starts to open or the first screen door in the downlink direction starts to open.

[0067] Bit5-6: Defined as stop point in interconnection specification. In the present application, it is actually defined as the screen door area position of the screen door

[0068] In the present application, according to Bit5-Bit7, it can be determined which screen door from the platform starts to open.

[0069] Bit0-Bit4: Defined as the actual number of train marshalling in interconnection specification. In the present application, it is actually defined as the total number of train carriages corresponding to the screen doors to be opened from the first screen door represented by Bit5-Bit7 to the opposite direction represented by Bit7.

[0070] The calculation method of Bit7 direction is as follows:

[0071] If there is no luggage carriage in the train marshalling, the direction is the direction of the driver's room; if there is a luggage carriage in the train marshalling, the direction is the direction of the driver's room of the non-luggage carriage (in the present application, the luggage carriage needs to be the first carriage or the last carriage of the entire train marshalling).

[0072] The calculation method of Bit5-6 is as follows:

[0073] If there is no luggage carriage in the train marshalling, it is the screen door area position of the driver's room; if there is a luggage carriage in the train marshalling, it is the screen door area position of the driver's room of the non-luggage carriage.

[0074] The calculation method of Bit0-4 is as follows:

[0075] If there is no luggage carriage in the train marshalling, or there is a luggage carriage but the luggage carriage at the station also needs to be opened, the number of carriages contained in the entire train marshalling is sent, otherwise the number of carriages contained is reduced by 1.

[0076] Method 3: A method for a interlocking system to combine and process different door opening codes that may be received.

[0077] The interlocking system lists all the screen door opening codes that will appear during the project operation according to the train operation rule description of the project and the train marshalling scheme allowed to be coupled on line, and in the merging data logic, the screen door opening codes that actually need to be opened are merged as the same type of screen door opening code. That is, when the same type of screen door opening code is received from the VOBC, the same screen door opening relay interfaced with the screen door system is driven. In this way, the interface between the interlocking system and the screen door and the engineering implementation complexity are simplified.

[0078] Figure 1 For the flowchart of the present application, the VPEZ data in the on-board electronic map library and the merging calculation of the screen door opening codes in the interlocking system data logic can be calculated offline according to the train operation rules of the project and the train marshalling allowed to be coupled on line. During the train operation, the on-board VOBC calculates the corresponding screen door opening code according to the VPEZ related attributes of the actual station it stops at and its own train marshalling situation (how many carriages it is composed of, whether it contains a luggage carriage, etc.), and sends it to the interlocking system through the train-ground wireless communication. The interlocking system drives the corresponding screen door opening relay according to the received screen door opening code, and the screen door system opens the corresponding screen door accordingly.

[0079] In the following example, a train unit is composed of 3 carriages, and the black carriages shown in the figure are luggage carriages.

[0080] As Figure 2 shown, for a train marshalling composed of a single train unit, three different VPEZs can be set on the platform. The train marshalling can perform the passenger boarding and alighting operation of opening and closing the screen door in any one of VPEZ1-VPEZ3.

[0081] In Figure 2 the case where the train marshalling stops in VPEZ1 and there is no luggage carriage (all the screen doors in the range of the train marshalling need to be opened), the screen door opening code sent by the VOBC is (bit7-bit0):

[0082] 1 01 00011 (driver's room activated in the upward direction)

[0083] 0 01 00011 (driver's room activated in the downward direction)

[0084] At this time, for the interlocking system, it is necessary to identify in the data logic that both of these two opening codes represent opening all the screen doors in the screen door area position 1, and drive the same screen door opening relay.

[0085] As Figure 3As shown, for a train formation consisting of two train units, two different VPEZs can be provided on the platform. The train formation can perform passenger boarding and alighting operations by opening and closing the platform screen doors in any of VPEZ4 and VPEZ5.

[0086] In the case where the train formation is parked in VPEZ5 and there is no luggage car (all the platform screen doors in the range of the train formation need to be opened), the platform screen door opening code sent by the VOBC is (bit7-bit0): Figure 3

[0087] 1 11 00110 (driver's cab activated in the up direction)

[0088] 0 10 00110 (driver's cab activated in the down direction)

[0089] At this time, the interlocking system needs to identify in the data logic that both of the two opening codes represent opening all the platform screen doors in screen door area position 2 and screen door area position 3, and drive the same platform screen door opening relay.

[0090] As shown, for a train formation consisting of three train units, the train formation can perform passenger boarding and alighting operations by opening and closing the platform screen doors in VPEZ6. Figure 4

[0091] In the case where the train formation is parked in VPEZ6 and there is no luggage car (all the platform screen doors in the range of the train formation need to be opened), the platform screen door opening code sent by the VOBC is (bit7-bit0): Figure 4

[0092] 1 11 01001 (driver's cab activated in the up direction)

[0093] 0 01 01001 (driver's cab activated in the down direction)

[0094] At this time, the interlocking system needs to identify in the data logic that both of the two opening codes represent opening all the platform screen doors in screen door area position 1, screen door area position 2 and screen door area position 3, and drive the same platform screen door opening relay.

[0095] In the case where the train formation is parked in VPEZ1 and the first car in the down direction is a luggage car (the corresponding platform screen door does not need to be opened), the platform screen door opening code sent by the VOBC is (bit7-bit0): Figure 5

[0096] 1 01 00010 (from the first platform screen door in screen door area position 1 in the up direction, open 2 train cars in the down direction) ​​​​

[0097] exist Figure 6 When the train is stopped in VPEZ5 and the first car in the upward direction is a baggage car (the corresponding platform screen door is not open), the platform screen door opening code sent by VOBC is (bit7-bit0):

[0098] 0 10 00101 (Starting from the first platform screen door in the downward direction at position 2 of the platform screen door area, open the platform screen doors of 5 train carriages in the upward direction)

[0099] exist Figure 7 When the train is stopped in VPEZ6 and the first car in the down direction is a baggage car (the corresponding platform screen door is not open), the platform screen door opening code sent by VOBC is (bit7-bit0):

[0100] 1 11 01000 (Starting from the first platform screen door at position 3 in the platform screen door area, open the platform screen doors of 8 train carriages in the downward direction)

[0101] Based on the above explanation and analysis, it can be concluded that in the embodiments of the present invention, when a train formation composed of multiple train units is decoupled online at the platform, whether the train formation composed of three train units is decoupled into three independent train unit formations, or into one independent train unit formation and one train unit formation, the new train formations after decoupling can carry out passenger boarding and alighting operations without moving the trains.

[0102] Even if there are baggage cars in the train formation (without opening the corresponding platform screen doors), the embodiments of the present invention can still meet the above requirements.

[0103] The embodiments of the present invention improve the flexibility of coupled trains and baggage cars when carrying passengers on and off at the platform, enhance operational efficiency, and simplify the work complexity of dispatchers and drivers.

[0104] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0105] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0106] A number of components in the device are connected to the I / O interface, including: input units, such as a keyboard, a mouse, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as a magnetic disk, an optical disk, etc.; and communication units, such as a network card, a modem, a wireless communication transceiver, etc. The communication units allow the device to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunication networks.

[0107] The processing unit performs various methods and processes described above, such as the methods S1-S4. For example, in some embodiments, the methods S1-S4 can be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via the ROM and / or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the methods S1-S4 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the methods S1-S4 by any other suitable means, such as by means of firmware.

[0108] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that can be used include: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip systems (SOCs), complex programmable logic devices (CPLDs), etc.

[0109] Program code for carrying out methods of the present application can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program code, when executed by the processor or controller, causes the functions / operations specified in the flow charts and / or block diagrams to be implemented. The program code can execute entirely on a machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

[0110] In the context of the present application, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable storage medium can include, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage medium would include one or more lines of electrical wire, portable computer diskette, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the foregoing.

[0111] The above description is only specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present application, and these modifications or replacements should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling platform screen doors that simultaneously supports coupled carriages and baggage cars, characterized in that, Specifically, the following steps are included: Step S1: Calculate passenger safety boarding and alighting area data in the onboard electronic map database according to the train operation rules and the train formations allowed to run on the line, and then proceed to step S2. Step S2: The interlocking system merges the opening codes of the same platform screen door in the data logic according to the train operation rules and the train formations that are allowed to run online, and then executes step S3. Step S3: The on-board controller calculates the platform screen door opening code based on the current actual train formation, baggage car situation and passenger safe boarding and alighting area data of the current train formation, and sends it to the interlocking system, and executes step S4. In step S4, the interlocking system drives the corresponding platform screen door to open according to the merging logic in step S2 and the platform screen door opening code received from the vehicle controller. The passenger safety boarding and alighting area has five attributes: starting point coordinates, length, matching train formation type, location of the platform screen door area at the up end of the train formation, and location of the platform screen door area at the down end of the train formation. The starting point coordinates and length constitute the area included in the passenger safety boarding and alighting area. The length is determined based on the length of the corresponding train formation and the train positioning error. The train positioning error is calculated by the automatic train protection system when the train stops, based on the beacon layout and the accuracy of the odometer or speed sensor. The method for calculating the platform screen door opening code is consistent with the Interoperability Interface Specification and the logic for filling in the fields is refined. The refined fields include: Bit7, which is defined as starting from the first platform screen door in the upward or downward direction of the platform screen door area; Bit5-6, which is defined as the location of the platform screen door area; Bit0-Bit4, which is defined as the number of train carriages that need to open the corresponding platform screen door starting from the first platform screen door represented by Bit5-Bit7 and moving in the opposite direction represented by Bit7. The method for determining the up or down direction is as follows: if there is no baggage car in the train formation, the direction is the direction pointed to by the active driver's cab; otherwise, the direction is the direction pointed to by the driver's cab of a non-baggage car. The location of the platform screen door area is as follows: if there is no baggage car in the train formation, the location of the platform screen door area where the active driver's cab is located; otherwise, the location of the platform screen door area where the driver's cab of a non-baggage car is located. The number of train cars is as follows: if there is no baggage car in the train formation or there is a baggage car but the baggage car at this station needs to open its door, the number of cars included in the entire train formation is used; otherwise, the number of cars included in the entire train formation is reduced by 1.

2. The platform screen door control method according to claim 1, which simultaneously supports coupled and baggage cars, is characterized in that, The smallest unit of a train formation is a train unit, and a train formation is composed of one or more train units coupled together.

3. The platform screen door control method according to claim 1, which simultaneously supports coupled and baggage cars, is characterized in that, The areas are set up by the project at different locations on each platform according to actual needs.

4. The platform screen door control method according to claim 1, which simultaneously supports coupled and baggage cars, is characterized in that, The platform screen door area is defined as dividing the entire platform into several non-overlapping sections, with each platform screen door area corresponding to the length of one train unit.

5. A method for controlling platform screen doors that simultaneously supports coupled carriages and baggage cars, as described in claim 1, characterized in that, The merging of the access codes specifically refers to: The interlocking system, based on the train operation rules and train coupling scheme, lists all platform screen door opening codes that will appear during the operation of all projects. It then merges the opening codes that are exactly the same when the platform screen doors are actually opened, and uses them as the same type of platform screen door opening code.

6. A method for controlling platform screen doors that simultaneously supports coupled carriages and baggage cars, as described in claim 1, is characterized in that... The baggage car mentioned is either the first or last car in the entire train formation.

7. A method for controlling platform screen doors that simultaneously supports coupled carriages and baggage cars, as described in claim 1, characterized in that, In step S1, passenger safety boarding and alighting area data in the vehicle electronic map database are calculated offline.

8. A method for controlling platform screen doors that simultaneously supports coupled carriages and baggage cars, as described in claim 1, characterized in that, In step S3, the door opening code of the shielded door is calculated online.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 8.

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