Train station entering and exiting identification method based on platform door

Abstract

The invention provides a train entry and exit identification method based on a platform door, and relates to the technical field of platform safety, and the method comprises the following steps: obtaining an initial energy value A1 of an inductor receiving electromagnetic wave reflection; if the electromagnetic wave reflection energy value in front of the sensor becomes A2, the train enters the station; if the electromagnetic wave reflection energy value in front of the sensor becomes A3, the train opens the door; if the electromagnetic wave reflection energy value in front of the sensor is equal to A2 again, the train is closed; if the electromagnetic wave reflection energy value in front of the sensor is equal to A1 again, the train leaves the station, and train entering and exiting identification is completed. The electromagnetic wave radar is directly arranged on the stand column of the safety door, electromagnetic wave echoes are received after electromagnetic waves are emitted, train station entering and exiting and door opening and closing are effectively recognized according to echo energy values of the train in different states, and the train state is accurately recognized by effectively utilizing the Faraday cage characteristic formed by the material of the train during recognition. The safety door can be effectively matched with the train to be opened and closed, and train entering and exiting safety is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of platform safety technology, and in particular, to a method for identifying train entry and exit from a platform screen door. Background Technology

[0002] With urban development, the demand for rail vehicles to serve transportation functions between urban areas and suburbs is increasing. As different regions develop in diverse ways, the actual needs for rail vehicles vary greatly, including urban subways (including underground railways and surface light rail), and trains between cities (including bullet trains, high-speed trains, and regular trains), etc., all of which are collectively referred to as rail transit vehicles.

[0003] These rail transit platforms experience high passenger flow and operate at high speeds, necessitating the installation of platform screen doors to separate platform personnel from the rail vehicles and prevent accidental falls. Furthermore, to accommodate varying passenger volumes, trains are typically designed with different formations, such as two-car or three-car trains. To accommodate different train formations and meet the boarding and alighting needs of different platforms, a single line may have multiple platforms with different formations. This means that the opening positions of the train doors may differ, potentially causing a mismatch between the platform screen doors and the train doors, resulting in significant inconvenience for passengers boarding and alighting.

[0004] Therefore, conventional subway swing doors (sliding doors) cannot achieve the goal of "one platform screen door area corresponding to multiple types of trains". Now, there are platform screen doors with a large opening formed by setting a long pull rope between two gate posts. In this way, the width of the gate post accounts for a small proportion of the total width of the platform screen door. The opening position of each type of train can also be controlled by the length of the pull rope. For example, Chinese invention patent CN116517427A provides a smart platform screen door structure for rail transit, which relates to the field of rail transit technology. It includes fixed columns and movable columns. The fixed columns are provided with telescopic grooves, and limit sliding columns are provided in the telescopic grooves. The movable columns include a main plate, a lead screw and a slider. The upper part of the main plate is provided with a rotating roller and a conveyor belt. The lead screw is provided with a first connector and a second connector. The end of the conveyor belt away from the first connector is connected to the slider. The slider is provided with a hook. There are at least two fixed columns and movable columns, so that the movable columns on the two fixed columns are connected by a pull rope whose end is fixed to the hook. The invention is simple to set up. It uses a pull-rope platform screen door to extend the distance between the screen door columns. One screen door area can correspond to the doors of multiple types of trains, which is suitable for different trains with different door opening positions. It is convenient for passengers to get on and off. Moreover, the two-stage lifting structure of the pull rope is stable. When the pull rope is lowered, it can effectively prevent people from falling off the platform, which is highly safe.

[0005] However, the aforementioned platform screen door structure still has the following drawbacks: the entire platform is very long. In the past, without platform screen doors, passengers could board and alight simply by opening and closing the doors after the train entered the station. However, with platform screen doors, they need to be closed normally to prevent passengers from entering the tracks and causing danger. If the platform screen doors are not open after the train enters the station, passengers cannot board or alight normally. Therefore, the platform screen doors must open and close synchronously with the train. The core problem here is that, according to the implementation of high-speed rail safety management, no electronic equipment or even mechanical structures can be installed on high-speed trains. Therefore, the opening and closing of the train doors cannot actively send signals, nor can they interact with the platform screen doors. There cannot even be any protruding structures that can make any kind of contact with the platform screen doors. The train's entry and exit and the opening and closing of the doors can only be detected by other equipment on the platform. After the platform screen doors are installed, the equipment set up in other locations on the platform cannot accurately identify the train status. The design can only be done on the structure of the platform screen doors themselves, but there is no solution for identifying the train status on the existing platform screen doors.

[0006] Therefore, in order to solve the above problems, it is necessary for us to design a train entry and exit recognition method based on platform screen doors. Summary of the Invention

[0007] The purpose of this invention is to provide a train entry and exit identification method based on platform screen doors. An electromagnetic wave radar is directly installed on the safety door pillar. After emitting electromagnetic waves, the radar receives the electromagnetic wave echoes. The method effectively identifies the train's entry and exit and the opening and closing of the doors based on the echo energy values ​​of the train under different conditions. Furthermore, the method effectively utilizes the Faraday cage characteristics formed by the train's own material to accurately identify the train's status, enabling the safety doors to effectively cooperate with the train in opening and closing, thus ensuring the safety of trains entering and exiting the station.

[0008] To achieve the above objectives, the present invention employs the following technical solution:

[0009] A train entry and exit identification method based on platform screen doors is used for a train entry and exit identification structure based on platform screen doors. The structure includes several columns installed on the platform and a safety door formed by a liftable pull rope installed between two adjacent columns. The columns are equipped with sensors extending toward the edge of the platform. The sensors are electromagnetic wave radars.

[0010] The method includes the following steps:

[0011] S1: Obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column;

[0012] S2: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time and whether the changed energy value is not less than the first preset energy value; if so, the train enters the station, records the current electromagnetic wave reflection energy value A2 of the sensor, and executes step S3; otherwise, no operation is performed.

[0013] S3: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time and the energy change value is not less than the second preset energy value; if so, the train door opens, the current electromagnetic wave reflection energy value A3 of the sensor is recorded, and step S4 is executed; otherwise, no operation is executed.

[0014] S4: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time and the changed energy value is equal to A2; if so, the train doors close and step S5 is executed; otherwise, no operation is executed.

[0015] S5: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time and the changed energy value is equal to A1; if so, the train leaves the station and the train entry and exit identification is completed; otherwise, no operation is performed.

[0016] As a preferred embodiment of the present invention, the position of the column is calibrated before performing step S1.

[0017] As a preferred embodiment of the present invention, the sensor is a microwave radar, and the intensity of the microwave emitted by the sensor remains constant;

[0018] When performing step S1, after receiving information that there is no train in front of the platform, the sensor on the column is activated. The sensor emits microwaves and receives the reflected microwave signals to obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column.

[0019] As a preferred embodiment of the present invention, step S2 is specifically performed as follows:

[0020] S21: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time; if yes, proceed to step S22; otherwise, do not perform the operation.

[0021] S22: Determine whether the current electromagnetic wave reflection energy value A2 of the sensor is not less than the first preset energy value; if so, the train enters the station, records the current electromagnetic wave reflection energy value A2 of the sensor, and executes step S3; otherwise, no operation is performed.

[0022] As a preferred embodiment of the present invention, before performing step S22, a first preset energy value is set, and the first preset energy value is greater than the initial energy value A1;

[0023] If a train is entering the station when step S22 is executed, the pull rope is driven to rise and the safety door is opened.

[0024] As a preferred embodiment of the present invention, step S3 is specifically performed as follows:

[0025] S31: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time; if yes, proceed to step S32; otherwise, do not perform the operation.

[0026] S22: Determine whether the difference between the current sensor electromagnetic wave reflection energy value A3 and the energy value A2 recorded in step S2 is not less than the second preset energy value; if so, the train door opens, the current sensor electromagnetic wave reflection energy value A3 is recorded, and step S4 is executed; otherwise, no operation is executed.

[0027] As a preferred embodiment of the present invention, a second preset energy value is set before performing step S32.

[0028] When step S32 is executed, the energy value A3 is greater than the initial energy value A1 and less than the energy value A2.

[0029] As a preferred embodiment of the present invention, step S4 is specifically performed as follows:

[0030] S41: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time; if yes, proceed to step S42; otherwise, do not perform the operation.

[0031] S42: Determine whether the current electromagnetic wave reflection energy value of the sensor is equal to the energy value A2; if yes, the train doors close and step S5 is executed; otherwise, no operation is executed.

[0032] As a preferred embodiment of the present invention, if the train door is closing during step S42, the pull rope is driven down to close the safety door.

[0033] As a preferred embodiment of the present invention, step S5 is specifically performed as follows:

[0034] S51: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time; if yes, proceed to step S52; otherwise, do not perform the operation.

[0035] S52: Determine whether the current electromagnetic wave reflection energy value of the sensor is equal to the initial energy value A1; if so, the train leaves the station, completing the train entry and exit identification; otherwise, no operation is performed.

[0036] This invention also provides a pull-rope lifting and opening method for platform screen doors based on a train entry and exit identification method, the method specifically including:

[0037] S1: Obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column;

[0038] S2: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time and whether the changed energy value is not less than the first preset energy value; if so, the train enters the station and stops, the drive rope is raised, the safety door is opened, the current electromagnetic wave reflection energy value A2 of the sensor is recorded, and step S3 is executed; otherwise, no operation is executed.

[0039] S3: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time and the energy change value is not less than the second preset energy value; if so, the train door opens and the safety door remains open; record the current electromagnetic wave reflection energy value A3 of the sensor and execute step S4; otherwise, do not execute the operation.

[0040] S4: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time and the changed energy value is equal to A2; if so, the train doors close, the drive rope is lowered, the safety door is closed, and step S5 is executed; otherwise, no operation is executed.

[0041] S5: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time and the changed energy value is equal to A1; if so, the train leaves the station, the train entry and exit identification is completed, and the safety door is kept closed; otherwise, no operation is performed.

[0042] The beneficial effects of the train entry and exit identification method based on platform screen doors of the present invention are as follows: an electromagnetic wave radar is directly installed on the safety door column, which emits electromagnetic waves and receives electromagnetic wave echoes. The train's entry and exit and door opening and closing are effectively identified based on the echo energy value of the train under different conditions. Moreover, the Faraday cage characteristics formed by the train's own material are effectively utilized to accurately identify the train's state, so that the safety door can effectively cooperate with the train to open and close, ensuring the safety of trains entering and leaving the station. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of a train entry and exit identification method based on platform screen doors according to the present invention;

[0044] Figure 2 This is a top view of the platform structure to which the train entry and exit identification method based on platform screen doors of the present invention is applicable. Detailed Implementation

[0045] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0046] In the following description, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The following description provides multiple embodiments of this application, which can be substituted or combined with each other. Therefore, this application can also be considered to include all possible combinations of the same and / or different embodiments described. Thus, if one embodiment includes features A, B, and C, and another embodiment includes features B and D, then this application should also be considered to include embodiments containing one or more other possible combinations of A, B, C, and D, even if such embodiments are not explicitly described in the following text.

[0047] The following description provides examples and does not limit the scope, applicability, or examples set forth in the claims. Changes may be made to the function and arrangement of the described elements without departing from the scope of this application. Various processes or components may be appropriately omitted, substituted, or added to the examples. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Furthermore, features described with respect to some examples may be combined into other examples.

[0048] Example 1: As Figures 1 to 2 As shown, Figure 1 This is a schematic diagram of a train entry and exit identification method based on platform screen doors according to the present invention. It is only one embodiment of the present invention. A train entry and exit identification method based on platform screen doors is used for a train entry and exit identification structure based on platform screen doors. The structure includes several columns installed on the platform and a safety door formed by a liftable pull rope installed between two adjacent columns. Sensors extending towards the edge of the platform are installed on the columns. The sensors are electromagnetic wave radars.

[0049] The method includes the following steps:

[0050] S1: Obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column;

[0051] In this invention, the sensor is a microwave radar with a wavelength no greater than millimeters. It utilizes electromagnetic waves in the microwave band for radar detection and measurement, with a frequency range of no less than 30 GHz. The millimeter-level microwaves emitted by the radar are reflected after hitting an obstacle. The microwave radar receives this reflected microwave signal and can then obtain the distance between the microwave radar and the obstacle. However, in this invention, the distance is not measured based on the echo, but rather by directly obtaining the total energy value of the reflected microwaves.

[0052] In this invention, the intensity of the microwave emitted by the sensor remains constant, meaning that the total energy value of the reflected microwaves remains constant when the obstacle remains unchanged; or, in other words, once the total energy value of the reflected microwaves (hereinafter referred to as the energy value) changes, it indicates that the obstacle in front of the microwave radar has changed or shifted.

[0053] When performing step S1, after the platform safety gate is installed, there is no train on the track in front of the platform. At this time, a calibration signal is sent to the safety gate. The safety gate is equivalent to receiving the information that there is no train in front of the platform, and the sensor on the column is activated. The sensor emits microwaves and receives the reflected microwave signals, and obtains the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column.

[0054] In other words, when there is no train in front of the sensor of the platform safety door, under the constant microwave intensity emitted by the sensor, the total energy value of the reflected microwave is the initial energy value A1.

[0055] Of course, before performing step S1, the positions of the columns need to be marked. There are many columns on the platform, and the position of each column is different. The position of each column needs to be marked, such as the first column, the tenth column, etc. This is to facilitate the accurate opening and closing of the safety doors when the train enters or leaves the station, and to issue a danger signal in time when danger occurs and to clearly identify the location of the danger.

[0056] S2: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time and whether the changed energy value is not less than the first preset energy value; if so, the train enters the station, records the current electromagnetic wave reflection energy value A2 of the sensor, and executes step S3; otherwise, no operation is performed.

[0057] After the column is installed and the sensor has been calibrated to the initial energy value A1 of the reflected electromagnetic wave echo in the absence of a train, the energy value received by the sensor will change once a train enters the station; or it can be understood that once the energy value received by the sensor changes, the train can be identified to enter the station.

[0058] Therefore, when executing step S2, the specific steps are as follows:

[0059] S21: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time; if yes, proceed to step S22; otherwise, do not perform the operation.

[0060] In fact, a change in the energy value received by the sensor does not necessarily mean that a train is entering the station, and further judgment and identification are required. Conversely, if the energy value received by the sensor does not change, then there is definitely no train entering the station, or that there is no train entering the station in front of the current platform. The entry of a train from another platform on the other side of the distance has little impact on the change in the echo energy value, and may even be almost undetectable.

[0061] S22: Determine whether the current electromagnetic wave reflection energy value A2 of the sensor is stable and not less than the first preset energy value; if so, the train enters the station, the current electromagnetic wave reflection energy value A2 of the sensor is recorded, and step S3 is executed; otherwise, no operation is executed.

[0062] If the reflected energy value received by the sensor changes, there are three possibilities: First, there may be abnormal shielding in front of the sensor; second, the train may not stop when entering the station; third, the train may stop when entering the station.

[0063] In fact, when executing step S22, it should be determined whether the current electromagnetic wave reflection energy value of the sensor is stable. At the same time, the stable reflection energy value is not less than the first preset energy value and not greater than the third preset energy value. If so, the train enters the station and stops, and the train status is further identified. Otherwise, the train does not enter the station and stops, and no further identification is required.

[0064] If the current electromagnetic wave reflection energy value of the sensor is stable, it means that the obstacle in front has not moved, and the second possibility of the train entering the station without stopping can be ruled out. This is because if the train enters the station without stopping, the train is not a smooth cylinder. There are connecting points between the carriages, and the electromagnetic wave reflection energy value of the sensor will inevitably change continuously during the train's movement.

[0065] Furthermore, if the stabilized reflected energy value is not greater than the third preset energy value, the first possibility of abnormal shielding in front of the sensor can be ruled out. This is because if someone were to abnormally block or shield the sensor, they would inevitably block a very small area in front of the sensor, at which point the reflected energy value would be much greater than the third preset energy value.

[0066] If the electromagnetic wave reflection energy value of the current sensor is stable, and the stable reflection energy value is not less than the first preset energy value and not greater than the third preset energy value, then the train must be entering the station and stopping, and is in a stable state.

[0067] Of course, before executing step S22, a first preset energy value is set, and the first preset energy value is greater than the initial energy value A1. In fact, although there are many trains stopping at each platform, there are only a few types of trains in total (except for special large stations). It is only necessary to simulate the reflected energy values ​​received by the sensor under the condition that several different types of trains stop, obtain several simulated reflected energy values ​​of trains entering the station, and set the smallest simulated reflected energy value as the first preset energy value. Considering that there are multiple tracks in front of a platform, and that the farther the train is from the sensor, the lower its reflected energy value, it has been verified that if the train stops on the second track in front of the current platform door, its reflected energy value is much lower than the reflected energy value when the train stops on the first track closest to the current platform door. Therefore, it is only necessary to simulate the reflected energy values ​​received by the sensor under the condition that several different types of trains stop on the first track in front of the platform door.

[0068] To be precise: the first preset energy value is the minimum simulated reflected energy value among the reflected energy values ​​received by the sensor when different types of trains are stopped on the first track in front of the platform door.

[0069] In other words, whenever any train enters the station and stops on the first track in front of the current safety door, the reflected energy value will be stable and not less than the first preset energy value. At this time, it is necessary to record the stable electromagnetic wave reflected energy value A2 received by the current sensor, which is the reflected energy value in the closed state after the current train enters the station and stops.

[0070] Similarly, before executing step S22, a third preset energy value is set. The third preset energy value is greater than the first preset energy value, and the third preset energy value is the electromagnetic wave reflection energy value under the lowest abnormal shielding, that is, the minimum reflection energy value that is theoretically abnormally shielded. In other words, once the reflection energy value received by the sensor is greater than the third preset energy value, it will inevitably be abnormally shielded.

[0071] Furthermore, when performing step S22, if the train is entering and stopping at the station, the drive rope will be raised to open the safety door; that is to say, the safety door will only open when the train has entered and stopped at the station and is completely stationary.

[0072] S3: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time and the energy change value is not less than the second preset energy value; if so, the train door opens, the current electromagnetic wave reflection energy value A3 of the sensor is recorded, and step S4 is executed; otherwise, no operation is executed.

[0073] After the train comes to a complete stop at the station, it will inevitably be in the initial state of closed doors. The sensor has already been calibrated to receive the reflected energy value A2 of the electromagnetic wave echo when the train is stopped. Once the train opens the doors, the energy value received by the sensor will change; or it can be understood that once the energy value received by the sensor changes again, the train door opening can be detected.

[0074] Therefore, when executing step S3, the specific steps are as follows:

[0075] S31: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time; if yes, proceed to step S32; otherwise, do not perform the operation.

[0076] After the train is stationary and receives the reflected energy value A2 of the electromagnetic wave echo, the electromagnetic wave reflected energy value in front of the sensor will change a second time during the train door opening process, thus initiating the next step of the train door opening operation. Conversely, if the electromagnetic wave reflected energy value in front of the sensor does not change a second time, it indicates that the train is stopped but the doors are not open, possibly due to a special mission, and no further identification is required.

[0077] S32: Determine whether the current electromagnetic wave reflection energy value of the sensor is stable and whether the difference between it and the energy value A2 recorded in step S2 is not less than the second preset energy value; if so, the train door is opened, the current electromagnetic wave reflection energy value of the sensor is recorded as A3, and step S4 is executed; otherwise, no operation is executed.

[0078] Here's a key characteristic: when the train doors are closed, a Faraday cage-like structure is formed. Because a Faraday cage has a strong ability to reflect incoming electromagnetic waves, opening the train doors disrupts this structure, causing a decrease in the energy received by the microwave radar. It's important to note that the reflection performance of the Faraday cage is highly dependent on the structural integrity and the conductivity of the materials. Any opening will reduce the shielding effectiveness, and the degree of reduction depends on the relative ratio of the opening size to the electromagnetic wave wavelength, regardless of the opening's location. In other words, even if the train door is located precisely between the two pillars, at a distance of more than 5 meters, the Faraday cage structure will still be disrupted, resulting in a decrease in the energy received by the microwave radar.

[0079] Furthermore, the opening of the train door is a slow process. During this process, the opening size changes, and the degree of damage to the Faraday cage also changes. Therefore, the electromagnetic wave reflection energy value of the current sensor needs to stabilize before the door opening can be considered complete. Moreover, since the echo energy value received by the sensor in the closed state of different train models is different, the echo energy value after the train door is opened is not a fixed value. In fact, the echo energy value of the A model train in the open state is greater than that of the C model train in the closed state, which is greater than the first preset energy value. Therefore, we cannot compare the constant energy value with the stabilized reflection energy value here, but only the difference, that is, the change value of the reflection energy value after the Faraday cage is damaged. That is, the difference between the stable reflection energy value of the sensor and the energy value A2 recorded in step S2 is not less than the second preset energy value, which indicates that the train door is open. Record the electromagnetic wave reflection energy value A3 of the sensor at this time, which is the reflection energy value in the open state after the train enters the station and stops.

[0080] Of course, before executing step S32, a second preset energy value is set. The second preset energy value is the minimum change in reflected energy value when the Faraday cage is completely destroyed (the train door is fully open). It can also be understood as multiple changes in the Faraday cage when different train models are opened. The smallest change is marked as the second preset energy value. This means that once the reflected energy value of the train is greater than the second preset energy value when the door is closed, the train door opening phenomenon will inevitably occur.

[0081] Of course, when executing step S32, the energy value A3 is greater than the initial energy value A1 and less than the energy value A2; the reflected energy value A3 when the train door is open is definitely less than the reflected energy value A2 when the train door is closed and a Faraday cage is formed; however, since there is an obstacle in front of the sensor, the reflected energy value A3 when the train door is open must be greater than the initial energy value A1 when there is no train in front of the sensor.

[0082] S4: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time and the changed energy value is equal to A2; if so, the train doors close and step S5 is executed; otherwise, no operation is executed.

[0083] After the train doors open, and the sensor has already calibrated the reflected energy value A3 of the electromagnetic wave echo received when the train doors are open, the energy value received by the sensor will change once the train doors close; or it can be understood that once the energy value received by the sensor changes for the third time, the train doors can be identified as closed.

[0084] Therefore, when executing step S4, the specific steps are as follows:

[0085] S41: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time; if yes, proceed to step S42; otherwise, do not perform the operation.

[0086] S42: Determine whether the current electromagnetic wave reflection energy value of the sensor is stable and equal to the energy value A2; if so, the train doors close and step S5 is executed; otherwise, no operation is executed.

[0087] The process is simple: after the train doors close and before they reopen, the electromagnetic wave reflection energy value of the current sensor will stably equal the energy value A2. This indicates that the train doors have closed and the Faraday cage structure has been restored to its original, undamaged state.

[0088] Of course, if the train doors are closing when step S42 is executed, the drive rope will be lowered to close the safety door.

[0089] S5: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time and the changed energy value is equal to A1; if so, the train leaves the station and the train entry and exit identification is completed; otherwise, no operation is performed.

[0090] After the train doors close, and the sensor has already calibrated the reflected energy value A2 of the electromagnetic wave echo received when the train doors are closed, the energy value received by the sensor will change once the train moves again; or it can be understood that once the energy value received by the sensor changes for the fourth time, the train can be identified as leaving the station.

[0091] Therefore, when executing step S5, the specific steps are as follows:

[0092] S51: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time; if yes, proceed to step S52; otherwise, do not perform the operation.

[0093] S52: Determine whether the current electromagnetic wave reflection energy value of the sensor is stable and equal to the initial energy value A1; if so, the train leaves the station, completing the train entry and exit identification; otherwise, no operation is performed.

[0094] Similar to step S4, after the train doors close, it needs to leave the platform. After the train leaves, the current electromagnetic wave reflection energy value of the sensor will be stably equal to the initial energy value A1, indicating that the train has completely left.

[0095] This invention discloses a train entry and exit identification method based on platform screen doors. An electromagnetic wave radar is directly installed on the safety door pillar. After emitting electromagnetic waves, the radar receives the electromagnetic wave echoes. The method effectively identifies the train's entry and exit and the opening and closing of the doors based on the echo energy values ​​of the train under different conditions. Furthermore, the method effectively utilizes the Faraday cage characteristics formed by the train's own material to accurately identify the train's status, enabling the safety doors to effectively cooperate with the train in opening and closing, thus ensuring the safety of trains entering and exiting the station.

[0096] Example 2, still as Figures 1 to 2 The illustration shown is merely one embodiment of the present invention. Based on Embodiment 1, the following points should be noted regarding the train entry and exit identification method based on platform screen doors of the present invention:

[0097] In the execution steps S1 to S5, the position of each column is different. Some columns have signs or columns in front of them, so the initial energy value A1 of the sensor receiving the echo is different for each column. Even the first preset energy value, the second preset energy value, the energy value A2, and the energy value A3 of each sensor are different. In this invention, each sensor is an independent identification process, and train identification is performed based on its own initial energy value A1, the first preset energy value, the second preset energy value, the energy value A2, and the energy value A3.

[0098] Furthermore, during step S21, since the sensor is mounted on the column and the power supply on the column is effective, the detection range of the sensor can be further set, or a sensor with a small detection range can be selected, so that the sensor can only detect obstacles in a very small distance in front, generally not exceeding 8 meters, which can just cover the track range between this platform and the next platform in front, and identify the entry and exit of trains within this range. Only the entry and exit of trains or the opening and closing of doors within this range can cause a change in the echo energy value of the sensor; then the entry and exit of trains further ahead of the next platform will not cause a change in the echo energy value of the sensor of this platform.

[0099] Furthermore, when performing step S22, if the train stops at the station, the pull rope is not driven to rise directly, but waits for a preset time, or it is determined that the received echo energy value changes again, that is, the train opens the door. At the same time as the train opens the door, the pull rope is driven to rise and the safety door is opened, so that the door can be opened synchronously with the train.

[0100] Similarly, when performing step S42, if the train doors are closing, the pull rope is lowered immediately upon the doors closing to close the safety door.

[0101] Furthermore, the interval between trains entering a station on a typical platform is half an hour or even longer (except for special large stations). Therefore, the sensor can be set as a sleep-enabled device. After completing step S1, the sensor enters a sleep state and is woken up one minute before the train enters the station to execute steps S2 to S5. After completing step S5 to complete the train entry and exit identification, the sensor enters a sleep state again.

[0102] Finally, during the train's entry and exit from the station, the safety doors can also have other reminder settings. For example, during step S2, before the train comes to a complete stop, the screen on the safety door pillar will indicate that a train is approaching, reminding passengers to be careful and not to climb over the safety door, and also reminding passengers on the platform to hurry up and prepare to board. Another example is before step S3, after the train has come to a complete stop but before the doors open, the train model can be identified based on the echo energy value, and the arriving train number and carriage number can be displayed on the screen on the safety door pillar, reminding passengers not to board the wrong train or enter the wrong carriage. Yet another example is before step S4, the screen on the safety door pillar will issue an audible and visual alarm the moment the train doors close, reminding passengers to close the doors, and even closing the platform doors in advance to prevent passengers from forcibly boarding and getting stuck at the doors, causing safety hazards. Even after step S5, the screen on the pillar will display information such as the arrival time of the next train.

[0103] Example 2, still as Figures 1 to 2 The above illustration is merely one embodiment of the present invention. Based on any of the above embodiments, the present invention also provides a pull-rope lifting and opening door method for train entry and exit identification based on platform screen doors. The method specifically includes:

[0104] S1: Obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column;

[0105] S2: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time and whether the changed energy value is not less than the first preset energy value; if so, the train enters the station and stops, the drive rope is raised, the safety door is opened, the current electromagnetic wave reflection energy value A2 of the sensor is recorded, and step S3 is executed; otherwise, no operation is executed.

[0106] S3: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time and the energy change value is not less than the second preset energy value; if so, the train door opens and the safety door remains open; record the current electromagnetic wave reflection energy value A3 of the sensor and execute step S4; otherwise, do not execute the operation.

[0107] S4: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time and the changed energy value is equal to A2; if so, the train doors close, the drive rope is lowered, the safety door is closed, and step S5 is executed; otherwise, no operation is executed.

[0108] S5: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time and the changed energy value is equal to A1; if so, the train leaves the station, the train entry and exit identification is completed, and the safety door is kept closed; otherwise, no operation is performed.

[0109] During step S1, the rope drive motor is charged to ensure that there is sufficient power to drive the rope lifting and lowering during steps S2 to S5.

[0110] After performing step S5, the rope drive motor is charged.

[0111] It is important to note that when performing step S5, after the train leaves the station, the safety gate is in the closed state. At this time, it is even more important to prevent passengers from climbing over the rope safety gate. Therefore, while keeping the safety gate closed, the anti-climbing method on the safety gate must also be activated. When someone tries to climb over the rope, they will inevitably press down on one of the ropes. At this time, the rope will be driven to rise appropriately to stop the person climbing over the rope and prevent them from crossing the rope safety gate.

[0112] This invention discloses a train entry and exit identification method based on platform screen doors. An electromagnetic wave radar is directly installed on the safety door pillar. After emitting electromagnetic waves, the radar receives the electromagnetic wave echoes. The method effectively identifies the train's entry and exit and the opening and closing of the doors based on the echo energy values ​​of the train under different conditions. Furthermore, the method effectively utilizes the Faraday cage characteristics formed by the train's own material to accurately identify the train's status, enabling the safety doors to effectively cooperate with the train in opening and closing, thus ensuring the safety of trains entering and exiting the station.

[0113] This invention is not limited to the specific embodiments described above, and various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made to the above embodiments based on the technical essence of this invention should be included within the scope of protection of this invention.

Claims

1. A train entry and exit identification method based on platform screen doors, characterized in that: A train entry and exit identification structure based on platform screen doors includes several columns installed on the platform and a safety door formed by a liftable pull rope installed between two adjacent columns. The columns are equipped with sensors extending toward the edge of the platform, and the sensors are electromagnetic wave radars. The method includes the following steps: S1: Obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column; S2: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time and whether the changed energy value is not less than the first preset energy value; if so, the train enters the station, records the current electromagnetic wave reflection energy value A2 of the sensor, and executes step S3; otherwise, no operation is performed. S3: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time and the energy change value is not less than the second preset energy value; if so, the train door opens, the current electromagnetic wave reflection energy value A3 of the sensor is recorded, and step S4 is executed; otherwise, no operation is executed. S4: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time and the changed energy value is equal to A2; if so, the train doors close and step S5 is executed; otherwise, no operation is executed. S5: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time and the changed energy value is equal to A1; if so, the train leaves the station and the train entry and exit identification is completed; otherwise, no operation is performed.

2. The train entry and exit identification method based on platform screen doors according to claim 1, characterized in that: Before performing step S1, the position of the column is calibrated.

3. The train entry and exit identification method based on platform screen doors according to claim 1, characterized in that: The sensor is a microwave radar, and the intensity of the microwave emitted by the sensor remains constant. When performing step S1, after receiving information that there is no train in front of the platform, the sensor on the column is activated. The sensor emits microwaves and receives the reflected microwave signals to obtain the initial energy value A1 of the electromagnetic wave reflected in front of the sensor on the column.

4. The train entry and exit identification method based on platform screen doors according to claim 3, characterized in that: When performing step S2, the specific steps are as follows: S21: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the first time; if yes, proceed to step S22; otherwise, do not perform the operation. S22: Determine whether the current electromagnetic wave reflection energy value A2 of the sensor is not less than the first preset energy value; if so, the train enters the station, records the current electromagnetic wave reflection energy value A2 of the sensor, and executes step S3; otherwise, no operation is performed.

5. The train entry and exit identification method based on platform screen doors according to claim 4, characterized in that: Before executing step S22, a first preset energy value is set, and the first preset energy value is greater than the initial energy value A1; If a train is entering the station when step S22 is executed, the pull rope is driven to rise and the safety door is opened.

6. The train entry and exit identification method based on platform screen doors according to claim 3, characterized in that: When performing step S3, the specific steps are as follows: S31: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the second time; if yes, proceed to step S32; otherwise, do not perform the operation. S32: Determine whether the difference between the current electromagnetic wave reflection energy value A3 of the sensor and the energy value A2 recorded in step S2 is not less than the second preset energy value; if so, the train door is opened, the current electromagnetic wave reflection energy value A3 of the sensor is recorded, and step S4 is executed; otherwise, no operation is executed.

7. The train entry and exit identification method based on platform screen doors according to claim 6, characterized in that: Before performing step S32, set a second preset energy value. When step S32 is executed, the energy value A3 is greater than the initial energy value A1 and less than the energy value A2.

8. The train entry and exit identification method based on platform screen doors according to claim 3, characterized in that: When performing step S4, the specific steps are as follows: S41: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the third time; if yes, proceed to step S42; otherwise, do not perform the operation. S42: Determine whether the current electromagnetic wave reflection energy value of the sensor is equal to the energy value A2; if yes, the train doors close and step S5 is executed; otherwise, no operation is executed.

9. A train entry / exit identification method based on platform screen doors according to claim 8, characterized in that: If the train doors are closing during step S42, the drive rope will be lowered to close the safety door.

10. A train entry / exit identification method based on platform screen doors according to claim 3, characterized in that: When performing step S5, the specific steps are as follows: S51: Determine whether the electromagnetic wave reflection energy value in front of the sensor has changed for the fourth time; if yes, proceed to step S52; otherwise, do not perform the operation. S52: Determine whether the current electromagnetic wave reflection energy value of the sensor is equal to the initial energy value A1; if so, the train leaves the station, completing the train entry and exit identification; otherwise, no operation is performed.

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