Shielding door arrangement design and control method for rail transit interconnection and interoperation operation mode

Abstract

The application discloses a shield door arrangement design and control method for rail transit interconnection and interoperation operation mode, which arranges the shield door according to the projection position of the train door in the station area; when the train enters the station, the system identifies the train type and marshalling to obtain the vehicle basic data, and the PSC system confirms the opening mode of the shield door according to the vehicle basic data; after the train speed is zero, the PSC system issues the opening instruction to the door control unit of the sliding door corresponding to the train door according to the train door position, and the door control unit controls the sliding door to open according to the instruction; when the train door starts to close, the PSC system issues the shield door closing instruction to the door control unit, after the sliding doors on the whole side of the station are closed and locked, the door control unit feeds back the closing signal to the signal system through the PSC system, and finally the train leaves the station. The application can meet the requirements of metro passenger organization under the rail transit interconnection and interoperation operation mode, and the opening of the sliding door is one-to-one opposite to the train door position after the trains with different types and marshalling enter the station.

Description

Technical Field

[0001] This invention relates to the field of subway platform screen door technology, and more specifically to a platform screen door layout design and control method for use in the interconnected operation mode of rail transit. Background Technology

[0002] To build urban agglomerations and metropolitan areas with rail transit, the integration of urban rail transit networks, suburban railway networks, intercity railway networks, and trunk railway networks is steadily advancing. Under the public transport operation model, there are mainly three passenger transport modes: cross-line operation, shared-line operation, and hub transfer. Different train models and different train coupling formations will share platforms. Platform screen doors, as safety equipment installed at the edge of subway platforms, must also adapt to different train models and different train coupling formations, addressing the issue of train doors and platform screen doors facing each other.

[0003] Currently, most subway lines use standardized train models, and the platform screen doors are arranged in a fixed layout based on the specific train model and door positions. Please refer to the instruction manual for details. Figure 1 As shown. However, under the interconnected operation mode, when trains of different models and configurations stop at the same platform, the conventional subway platform screen door layout design will have the problem of the train doors being obstructed to varying degrees by the screen doors. Refer to the attached manual. Figure 2 As shown, it cannot meet the requirements for subway passenger transport organization. Summary of the Invention

[0004] To address the problems and deficiencies in the existing technologies, this invention proposes a method for the design and control of platform screen door layout in the interconnected operation mode of rail transit.

[0005] To achieve the above-mentioned objectives, the technical solution of the present invention is as follows:

[0006] A method for designing and controlling the layout of platform screen doors in an interconnected operation mode of rail transit, the method comprising the following:

[0007] Different types and formations of trains that need to stop at the platform are aligned with the same parking sign. The train doors are projected onto the platform area. Sliding doors are installed at the locations where the doors are projected, and fixed doors are installed at the locations where there are no doors. End doors are installed at the ends of the platform. The platform screen doors are arranged in a double-layered staggered continuous arrangement. Each sliding door can move left and right by one door width.

[0008] When a train enters the station, the first laser ranging radar in the direction of entry scans the train. The vehicle identification system identifies the type and formation of the train through digital modeling, thereby obtaining the basic vehicle data of the train. The PSC system confirms the opening degree of the platform screen doors based on the basic vehicle data of the train.

[0009] When the speed measuring radar in the platform area detects that the speed of the train entering the station is zero, the PSC system confirms the position of the train door based on the basic vehicle data of the stopped train, and issues an opening command to the door control unit of the sliding door corresponding to each door of the train. The door control unit controls the corresponding sliding door to open the door according to the specified opening degree.

[0010] When the second laser ranging radar in the platform area detects that the doors of the stopped train are beginning to close, the PSC system issues a platform screen door closing command to the sliding door drive control unit. After all the sliding doors on the platform are closed and locked, the second ranging radar sends the closing signal back to the PSC system via the same set of hard-wired signals. The PSC system then sends the signal back to the signaling system. After the signaling system confirms that all the platform screen doors on the platform are closed and locked, the train departs from the platform.

[0011] Furthermore, as a preferred embodiment of the present invention, the step of aligning different types of trains and different train formations that need to stop at the platform with reference to the same parking sign and projecting the train doors onto the platform area includes: using the platform as a coordinate axis, projecting the door positions of all types of trains and train formations onto the coordinate axis, thereby obtaining the distribution positions of the train doors within the platform area.

[0012] Furthermore, as a preferred embodiment of the present invention, the transmission device of the sliding door is arranged in two rows on both sides on the door operator beam of the shielding door.

[0013] Furthermore, as a preferred embodiment of the present invention, the transmission device of the sliding door is arranged in three rows on one side of the door operator beam of the shielding door.

[0014] Furthermore, in a preferred embodiment of the present invention, the maximum width of the sliding door is L. max =L d / 4; where L d Take the minimum distance between the centers of two adjacent doors among all types and train formations stopping in the platform area.

[0015] Furthermore, in a preferred embodiment of the present invention, the minimum width of the sliding door is L. min = (2X+Y+600) / 3; where X is the maximum door opening of all types and train formations stopping at the platform area; Y is the maximum misalignment width of the door projection position among all types and train formations stopping at the platform area. If the maximum misalignment width is the overlap of the door projection, then Y is negative; if the maximum misalignment width is the complete misalignment of the door projection, then Y is positive.

[0016] Furthermore, in a preferred embodiment of the present invention, the vehicle basic data includes the net length of each carriage, the length of the connecting area between each carriage, the position of each door, and the net opening of the doors.

[0017] In this invention, the sliding door and the fixed door in the shielding door are arranged in a hybrid double-layer staggered structure. The beneficial effects of this invention are:

[0018] 1. The sliding doors and fixed doors in the platform screen doors of this invention are arranged in a hybrid double-layer staggered structure. Each sliding door can slide one position to the left or right and is adjustable between the original position and the farthest position. Furthermore, the signal system transmits the control signals for opening and closing the platform screen doors through a hard-wired interface, which can meet the requirements of subway passenger transport organization under the interconnected operation mode.

[0019] 2. In this invention, the upper and lower sets of lidars installed on the entrance gate simultaneously and independently collect data. The data from both sets are mutually confirmed, which increases the accuracy of the data. Furthermore, if one lidar fails, the other can continue to work without affecting the overall operation of the equipment, thus improving the reliability of the equipment.

[0020] 3. The transmission device of the sliding door of the present invention is fixed on the door machine beam of the platform door in a double-sided double-layer double-row or single-sided triple-row arrangement. The sliding door can move freely left and right, which can solve the problem that the doors and sliding doors cannot be aligned one by one under different vehicle models and different train formations in the interconnected operation mode. Attached Figure Description

[0021] The foregoing and hereinafter detailed description of the invention becomes clearer when read in conjunction with the following drawings, in which:

[0022] Figure 1 A diagram showing the layout and opening effect of traditional subway platform screen doors for fixed train models in existing station areas;

[0023] Figure 2 Schematic diagram of the traditional subway platform screen door layout and opening effect when two or more types of trains stop at the existing platform area;

[0024] Figure 3 This is a schematic diagram of the double-layer staggered arrangement structure of the shielding door under the interconnected operation mode of the present invention;

[0025] Figure 4 This is a schematic diagram of the hard-wired signal transmission of the shielding door according to the present invention;

[0026] Figure 5 This is a schematic cross-sectional view of the radar installation location of the present invention;

[0027] Figure 6 This is a schematic diagram of the double-sided, double-layer arrangement of the transmission device of the present invention;

[0028] Figure 7 This is a schematic diagram of a three-layer arrangement on one side of the transmission device of the present invention;

[0029] Figure 8This is a schematic diagram analyzing the maximum width of the sliding door body of the present invention;

[0030] Figure 9 This is a schematic diagram illustrating the minimum width of the sliding door body according to the present invention. Detailed Implementation

[0031] To enable those skilled in the art to better understand the technical solutions of this invention, several specific embodiments will be used to further illustrate the technical solutions for achieving the objectives of this invention. It should be noted that the technical solutions claimed by this invention include, but are not limited to, the following embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort should fall within the scope of protection of this invention.

[0032] The technical solutions for achieving the objectives of this invention will be further illustrated below through specific embodiments. It should be noted that the technical solutions claimed by this invention include, but are not limited to, the following embodiments.

[0033] The industry standard "CJ / T 236 2022" for platform screen doors in urban rail transit stations states:

[0034] 1) The control and monitoring functions of the platform screen doors should be set up independently. Control commands and important status information should be transmitted via hard wiring, while status and fault information should be transmitted via bus. Based on the relevant requirements for subway building clearance, the building clearance of the platform screen doors is 1780mm, meaning that the platform screen doors must be installed close to the edge of the platform.

[0035] 2) The Metro Design Code requires that the stopping error of metro trains be ±300mm.

[0036] Currently, the door width of common subway train models is 1400mm, with 4 passenger doors per car. Subway trains are characterized by equidistant and densely packed doors. According to research, common subway door spacing is 4580mm, 4560mm, 4880mm, etc. If two cars are coupled together, the door position parameters become even more diverse.

[0037] To build urban agglomerations and metropolitan areas with rail transit, the integration of urban rail transit networks, suburban railway networks, intercity railway networks, and trunk railway networks is steadily advancing. Under the public transport operation model, there are mainly three passenger transport modes: cross-line operation, shared-line operation, and hub transfer. Different train models and different train coupling formations will share platforms. Platform screen doors, as safety equipment installed at the edge of subway platforms, must also adapt to different train models and different train coupling formations, addressing the issue of train doors and platform screen doors facing each other.

[0038] Currently, most subway lines use standardized train models, and the platform screen doors are arranged in a fixed layout based on the door positions of each train model. Please refer to the instruction manual. Figure 1As shown. However, under the interconnected operation mode, when different train models and train formations stop, the existing conventional subway platform screen door layout and control methods will have problems where the train doors are obstructed to varying degrees by the platform screen doors. Refer to the attached manual. Figure 2 As shown, this does not meet the requirements for subway passenger transport organization. For example, taking Qingdao Metro as an example, after the lines are interconnected, the platform screen doors must ensure that the doors and sliding doors face each other in different coupling configurations of fixed 6-car trains, 3-car A-type trains, and 3-car B-type trains, so that passengers can get on and off the train without obstruction.

[0039] Furthermore, under the interconnected operation mode, there are technical challenges to the compatibility of train control and signaling systems for metro, intercity, urban, and trunk railways. At the same time, when the signaling system malfunctions, the information of the trains entering the station is unclear, and station staff cannot directly operate the PSL to open or close the doors (Metro platform door mode: when the signaling system malfunctions, because there is only one type of train, station staff operate the PSL device to control the entire sliding door on one side to be fully open / closed).

[0040] Based on this, embodiments of the present invention propose a platform screen door layout design and control method for use in the interconnected operation mode of rail transit. The sliding doors and fixed doors in the platform screen door of the present invention are a hybrid double-layer staggered layout structure. Each sliding door can slide one door body to the left and right. The signal system realizes the transmission of platform screen door opening and closing control signals through hard-wired interfaces, which can meet the requirements of subway passenger transport organization in the interconnected operation mode.

[0041] This embodiment discloses a design and control method for the layout of subway platform screen doors in an interconnected rail transit operation mode. The method specifically includes the following:

[0042] (1) Layout design of platform screen doors:

[0043] Analysis of the projection diagrams of subway train door positions under different train models and coupling configurations reveals a high degree of dispersion in door positions. Traditional subway platform screen doors, requiring fixed doors, always present obstructions. Therefore, this invention proposes a hybrid double-layered staggered arrangement of sliding and fixed doors, as detailed in the appendix to the specification. Figure 3 As shown. The specific layout design method is as follows:

[0044] By aligning trains of different models and formations that need to stop at this station with reference to the same stop sign, and using the platform as a coordinate axis, the door positions of all train models and formations are projected onto the coordinate axis to obtain the distribution of train doors within the platform area. Sliding doors are installed at the locations where doors are projected within the platform area, and fixed doors are installed at locations where no doors are present. Corresponding end doors are installed at both ends of the platform. The platform screen doors are arranged in a double-layered, staggered, continuous arrangement. Each sliding door can slide left and right by a distance equal to the width of the door body, and is adjustable between its original position and its furthest position. The sliding doors can be continuously arranged along the platform.

[0045] In this invention, the platform screen doors installed on the platform have a staggered structure, meaning that adjacent doors are staggered to form two rows of staggered screen doors in the platform area. All doors are arranged along the platform direction; when the platform doors are closed, adjacent doors are arranged in different rows, while doors spaced apart are arranged in the same row.

[0046] It should be noted that the end gate is part of the platform screen doors, consisting of an emergency door and a fixed door, mainly used for train drivers to enter and exit. The stop sign is usually located at the exit end of the platform, but does not extend to the end gate position at the exit end of the platform.

[0047] In the described embodiment, each sliding door of the shielded door is equipped with an independent drive unit, transmission unit, door control unit (DCU), power supply unit, and locking device, which do not interfere with each other. The drive unit, transmission unit, and locking device of the sliding door are all connected to the door control unit, and the power supply unit is also connected to the door control unit. The transmission unit of the sliding door generally consists of a belt, driven pulley, belt tensioning device, and push plate, while the drive mechanism mainly consists of a motor and a driver.

[0048] (2) Method for controlling the opening and closing of the platform screen door

[0049] The first step involves installing a first lidar on the top box of the end gate at the platform entrance. When a train enters the station, the first lidar scans the outline of the train and transmits the collected data to the vehicle identification system. The data processing module in the vehicle identification system reconstructs the vehicle body model through digital modeling. Furthermore, the storage module inside the vehicle identification system stores theoretical data for different vehicle bodies. The vehicle identification system matches the reconstructed vehicle body model data with the theoretical data of different vehicle bodies stored inside to identify and determine the type and formation of the train entering the station. This further obtains the basic vehicle data of the entering train, which is then transmitted to the PSC system. The PSC system uses the basic vehicle data of the entering train to determine the opening degree and position of the platform screen doors.

[0050] In the embodiments described in this invention, the basic vehicle data includes data such as the net length of each carriage, the length of the connecting area between each carriage, the position of each door, and the width of each door.

[0051] In this invention, two sets of first laser ranging radars are typically installed on the end gate at the entrance. These two sets operate independently, but collect identical data. Each set uploads its data to the data processing module of the vehicle recognition system. The data interacts and confirms each other. If the data matches and is compatible with the theoretical vehicle data stored in the vehicle recognition system's storage module, both radars are functioning correctly. If both radars collect data, but one radar's data does not match the other's, but the data from one radar matches the theoretical vehicle data in the vehicle recognition system's storage module, then this radar's data is used to formulate the gate opening strategy. Simultaneously, the vehicle recognition system reports a malfunction in the other radar and requests repair. If neither radar's data matches the theoretical vehicle data in the vehicle recognition system's storage module, both radars are considered faulty, and the vehicle recognition system reports malfunctions in both radars and requests emergency repair. When both radars fail, station staff need to manually select the corresponding door opening button on the PSL in the platform area based on the actual train type and train formation of the arriving train.

[0052] In this invention, it should be noted that the vehicle identification system can be implemented by using existing technology in the field to reconstruct the vehicle body model based on the train outline scanned by the laser ranging radar and through digital modeling. For details, please refer to the paper "Hu Qiang. Research on Automatic Recognition System of Laser Radar for Vehicle Models [J]. Traffic World, 2017(34):2.DOI:CNKI:SUN:JTSJ.0.2017-34-006.", which will not be elaborated on here.

[0053] Furthermore, in the embodiments described in this invention, the radar collects data in real time. Therefore, the distance measured by the radar when no train is entering the station can be set to zero. When the distance measurement data changes, it means that a train has entered the station. When the distance measured by the radar becomes zero again, it means that the radar has completed the data collection work and collected the vehicle body data related to the entering train. Finally, the system can automatically build a simplified model of the vehicle body based on the changes in the distance measurement data.

[0054] The second step involves installing two sets of speed-measuring radars at least 0.5 meters back from the stop marker. One set serves as the primary radar and the other as a backup. These radars monitor train speed to confirm whether the train has come to a complete stop and transmit the signal to the PSC system via the vehicle identification system. When the PSC system receives a signal from the speed-measuring radar indicating zero train speed, it signals the doors to open. Upon receiving this signal, the PSC precisely opens the doors based on the basic parameters of the stopped train. The PCS system then determines the opening position and degree of the platform screen doors based on the door position and clear opening degree of the stopped train. Finally, it issues the corresponding opening command to the DCU (Door Control Unit) of the sliding door at the desired opening position. The DCU controls the corresponding sliding door to open according to the specified opening degree in the opening command.

[0055] In the embodiments described in this invention, when the platform screen doors open, the two sliding doors directly opposite the train doors typically execute the opening command by opening in opposite directions. Therefore, when the PCS system issues the opening command, it directly issues it to the DCU of each of the two sliding doors corresponding to each door of the stopped train. The DCU includes two main modules: a controller and a driver. The DCU controller forwards the door opening position and action command to the DCU driver. The DCU driver drives the motor to operate according to the DCU control command according to the predetermined speed curve, which in turn drives the transmission device of the sliding door to operate, and the transmission device ultimately drives the sliding door to open.

[0056] In this invention, the opening position of the platform screen doors and the opening degree of the two sliding doors after they open are matched and set according to the position of the train doors and the clear opening degree of the doors. When the PCS system identifies the type of train entering the station, it can know the clear opening degree of the doors corresponding to that type of train and use this to confirm the opening degree of the platform screen doors, ensuring a consistent match. Then, after the train stops, the opening position of the platform screen doors is determined based on the position of the train doors, and the two sliding doors corresponding to the opening position open at a set distance. Therefore, after different train models enter the station, the opening position and opening degree of the platform screen doors are different, and the moving distance of the sliding doors is also different, avoiding situations where the opening position and opening degree of the platform screen doors do not correspond to the position and clear opening degree of the train doors, resulting in significant misalignment.

[0057] Refer to the instruction manual appendix Figure 3 As shown, after the Type A train stops at the platform, the Type A train's door 1 corresponds to sliding doors 2 and 3 of the platform screen doors. Therefore, when the platform screen doors are open, sliding doors 2 and 3 open in opposite directions. The Type A train's door 2 corresponds to sliding doors 6 and 7, so when the platform screen doors are open, sliding doors 6 and 7 open in opposite directions, and so on.

[0058] For example, after a Type B train stops at the platform, the No. 1 door of the Type B train corresponds to the No. 2-3 sliding doors in the platform area. When the doors open, the No. 2-3 sliding doors open in opposite directions. Furthermore, the No. 6-7 sliding doors corresponding to the No. 2 door of the Type B train open in opposite directions, and so on.

[0059] The third step involves installing two sets of second laser ranging radars on the top box of the platform screen door near the stop sign. These two sets of radars are used to collect data on the opening and closing status of the train doors. After passengers have completed their journeys, the two ranging radars monitor the door status in real time and transmit the signals to the PSC system via the vehicle identification system. When the closing of a door is detected, the ranging radar transmits a signal to the PSC system via the vehicle identification system. The PSC system then issues a platform screen door closing command to the DCU of the open sliding door, which controls its corresponding sliding door to close. After all sliding doors on one side are closed and locked, the DCU of the sliding door feeds back the closing signal to the PSC system via the same set of hard-wired signals. The PSC then feeds back the signal to the signaling system. Once the signaling system confirms that all platform screen doors are closed and locked, the train departs from the platform.

[0060] In this invention, the locking signal is fed back to the DCU by the limit switch and electromagnetic lock in the sliding door locking device. The limit switch can detect whether the sliding door has been closed to the position, and the engagement state of the electromagnetic lock can determine whether the sliding door has been locked. The DCU then feeds back to the PSC system that the sliding door has been closed and locked.

[0061] In this invention, considering economic reasons, since the train doors open and close uniformly, it is generally only necessary to monitor the closing status of the doors near the stop marker. If one door is closed, theoretically the entire side of doors is also closed. Of course, to improve reliability, it is also possible to monitor 2-3 doors near the stop marker to prevent the platform door closing command from failing due to a malfunction of one door near the stop marker.

[0062] In the embodiments described in this invention, the radar is preferably installed inside the rear cover of the top box of the door, which has the functions of dustproof, waterproof and anti-falling.

[0063] Furthermore, in the embodiments described in this invention, to enable the sliding door to move left and right by one door width, the transmission device of the platform area sliding door needs to adopt a double-sided, double-row transmission structure design, that is, arranged on both sides in a double layer on the door operator beam of the platform door, as shown in the appendix to the specification. Figure 6As shown, since the platform screen doors of this invention are arranged in a double-layered, staggered, continuous configuration, the sliding doors closer to the platform area can be called platform area sliding doors, while the sliding doors closer to the track side can be called track area sliding doors. The transmission devices for the platform area sliding doors are located on one side of the platform area, and the transmission devices for the track area sliding doors are located on one side of the track area. The transmission devices are distributed on both sides of the platform edge. Furthermore, to ensure reliable operation of the sliding doors, the transmission devices on the same side are designed to be arranged in two rows, where the transmission devices of any two adjacent sliding doors on the same side are located in different rows. In other words, those skilled in the art should understand that the transmission devices of any two adjacent sliding doors on the same side are staggered. This ultimately forms a double-sided, double-row arrangement of the sliding door transmission devices in the platform area. Based on this arrangement, equipment maintenance can be carried out separately in the platform area and the track area.

[0064] Furthermore, as another possible embodiment of the present invention, if the platform screen doors are installed flush against the platform edge, then equipment maintenance can only be performed on the platform side. In this case, the sliding door's transmission mechanism tends to be fixed to the gantry crane beam using a single-sided three-row arrangement. Specifically, refer to the appendix to the specification. Figure 7 As shown, the drive mechanisms of the sliding doors are all arranged on one side of the track area and are designed to be distributed in three rows. The drive mechanisms of any three adjacent sliding doors are located in different rows. In other words, those skilled in the art should understand that the drive mechanisms of any three adjacent sliding doors are staggered front and back, ultimately forming a single-side three-row arrangement structure of the sliding door drive mechanisms on one side of the track area.

[0065] (3) Shielding door width design

[0066] Calculation of the maximum width of a sliding door:

[0067] Assuming the subway platform accommodates train types A, B, and C, and the center-to-center distance between two adjacent doors of a type A train is L. a The center-to-center distance between two adjacent doors of model B is L. b The center-to-center distance between two adjacent doors of model C is L. c Given that La > Lb > Lc, to satisfy the requirement that each door in the three vehicle models corresponds to two sliding doors opening in opposite directions, refer to the instruction manual. Figure 8 As shown, the maximum width L that a sliding door can be designed for is... max =Lc / 4, meaning that when the width of the sliding door is greater than Lc / 4, positional interference will occur when the sliding door is opened.

[0068] Therefore, in this invention, the formula for calculating the maximum width of the sliding door is L. max =L d / 4; where L dTake the minimum distance between the centers of two adjacent doors among all types and train formations stopping in the platform area.

[0069] Calculation of minimum width of sliding door:

[0070] Project the door positions onto the platform for different car models and train formations, identify the areas with the largest misalignments in the door projection positions, and analyze them, referring to the appendix of the instruction manual. Figure 9 As shown, Y is the maximum misalignment width of the projected car door position.

[0071] exist Figure 8 In operating conditions, the sliding door must be aligned with the vehicle door under a parking error of ±300mm. Therefore, the minimum width L of the sliding door is... min = (2X + Y + 600) / 3; where X is the maximum net door opening of all types and train formations stopping at the platform area; Y is the maximum misalignment width of the door projection positions of all types and train formations stopping at the platform area. If the maximum misalignment width occurs when the door projections partially overlap, Y is negative; if the maximum misalignment width occurs when the door projections are completely misaligned, Y is positive.

[0072] Therefore, in this invention, the design width of the shielding door must meet the following requirements. If, under special vehicle conditions, (2X+Y+600) / 3 may be greater than Lc / 4, then the only solution is to control and reduce the range of parking error.

[0073] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A method for designing and controlling the layout of platform screen doors in an interconnected operation mode for rail transit, characterized in that, include: Different types and formations of trains needing to stop at the platform are aligned with the same stop sign. Train doors are projected onto the platform area. Sliding doors are installed where door projections exist, and fixed doors are installed where no doors are present. The platform screen doors are arranged in a double-layered, staggered, continuous pattern. Each sliding door can move left or right by one door width. The maximum width of each sliding door is L. max = L d / 4; where L d Take the minimum distance between the centers of two adjacent doors among all types and train formations stopping in the platform area; The minimum width of the sliding door is L. min = (2X + Y + 600) / 3; where X is the maximum door opening of all types and train formations stopping at the platform area; Y is the maximum misalignment width of the door projection position among all types and train formations stopping at the platform area. If the maximum misalignment width is the overlap of the door projection, then Y is negative; if the maximum misalignment width is the complete misalignment of the door projection, then Y is positive. When a train enters the station, the first laser ranging radar in the direction of entry scans the train. The vehicle identification system identifies the type and formation of the train through digital modeling, thereby obtaining the basic vehicle data of the train. The PSC system confirms the opening degree of the platform screen doors based on the basic vehicle data of the train. When the speed measuring radar in the platform area detects that the speed of the train entering the station is zero, the PSC system confirms the position of the train door based on the basic vehicle data of the stopped train, and issues an opening command to the door control unit of the sliding door corresponding to each door of the train. The door control unit controls the corresponding sliding door to open the door according to the specified opening degree. When the second laser ranging radar in the platform area detects that the doors of the stopped train are beginning to close, the PSC system issues a platform screen door closing command to the sliding door drive control unit. After all the sliding doors on the platform are closed and locked, the second ranging radar sends the closing signal back to the PSC system via the same set of hard-wired signals. The PSC system then sends the signal back to the signaling system. After the signaling system confirms that all the platform screen doors on the platform are closed and locked, the train departs from the platform.

2. The platform screen door layout design and control method for interoperable rail transit operation mode according to claim 1, characterized in that, The step of aligning different train models and train formations that need to stop at the platform with reference to the same parking sign and projecting the train doors onto the platform area includes: using the platform as a coordinate axis, projecting the door positions of all train models and train formations onto the coordinate axis, thereby obtaining the distribution positions of the train doors within the platform area.

3. The platform screen door layout design and control method for interoperable rail transit operation mode according to claim 1, characterized in that, The transmission device of the sliding door is arranged in two rows on both sides of the door machine beam of the shielding door.

4. The platform screen door layout design and control method for interoperable rail transit operation mode according to claim 1, characterized in that, The transmission device of the sliding door is arranged in three rows on one side of the door machine beam of the shielding door.

5. The platform screen door layout design and control method for interoperable rail transit operation mode according to claim 1, characterized in that, The vehicle's basic data includes the net length of each carriage, the length of the connecting area between carriages, the position of each door, and the net opening of the doors.

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