A high-speed maglev train door control system and method

Abstract

The present disclosure relates to the field of rail transit technology, and particularly relates to a high-speed maglev train door control system and method. The door control system comprises a vehicle-mounted operation control system VCS, a ground partition operation control system DCS and a central operation control system CCS; the vehicle-mounted operation control system VCS comprises a wireless communication unit, a processing unit, an IO unit and a low-speed speed measurement unit. The present disclosure divides the door control mode into three modes: full-automatic mode, semi-automatic mode and driver door control mode. In the full-automatic mode, the ground DCS command is executed and the safe door linkage is realized; in the semi-automatic mode, the driver operation is responded and the system performs safety protection; and in the driver door control mode, the pure manual operation under the hardware isolation is realized. In the safety protection logic, the porch bridge alignment locking state, the parking brake and the landing gear state are included in the necessary conditions of the door opening permission and the whole process monitoring object, and the emergency brake is triggered in the abnormal state. The present disclosure takes into account the automation efficiency of the maglev train control system and the multiple degradation operation demand, and significantly improves the safety and reliability of the door opening and closing function.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit technology, and in particular to a high-speed maglev train gate control system and method. Background Technology

[0002] With the rapid development of maglev transportation, high-speed maglev has entered a new stage. The speed of high-speed maglev trains is significantly higher than that of wheel-rail trains, and the train control technology differs greatly from that of wheel-rail and low-speed maglev. Currently, one control method for high-speed maglev places the train's traction and braking system on the ground, and the main functions and equipment of the train signaling system for speed and distance measurement are also located on the ground. Following this approach, different design modes have emerged for the control of train doors by the signaling system. Some signaling systems do not control the train doors, requiring manual operation of door opening and closing after the train has come to a complete stop; others place the door control function within the ground system, which automatically controls door opening.

[0003] In existing technologies, manual control, requiring human intervention, is prone to errors and safety risks. Similarly, complete ground-based control of the doors without onboard safety mechanisms also poses a risk. Both control methods have inherent imperfections and inherent risks.

[0004] In summary, there is an urgent need to address the issues of grounding the control architecture for high-speed maglev trains and the insufficient safety of existing gating methods. Summary of the Invention

[0005] To address the aforementioned issues, this disclosure provides a high-speed maglev train gate control system and method.

[0006] Firstly, a high-speed maglev train gate control system includes: Vehicle-mounted motion control system (VCS), ground-based zoned motion control system (DCS), and central motion control system (CCS); The ground-based DCS (Distributed Control System) is used to control the speed and distance measurement system and the traction and braking system to perform positioning, speed measurement and traction control of the train, complete the train operation control on the ground, and obtain information on the alignment and locking of the boarding bridge from the boarding bridge control system, and send control commands to the on-board VCS (Vehicle Control System); among them, the boarding bridge control system is used for boarding bridge alignment and locking after the train enters the station and stops. The Central Control System (CCS) is used for train management and monitoring, and sends control commands to the Onboard Control System (VCS). The onboard control system (VCS) is responsible for executing control commands from the ground-based regional control system (DCS) and the central control system (CCS), monitoring the status of the train and other related equipment on board, and uploading the status to the ground-based regional control system (DCS) and the central control system (CCS). The vehicle-mounted motion control system (VCS) includes a processing unit, and a wireless communication unit, an I / O unit, and a low-speed measurement unit, which are respectively connected to the processing unit. The wireless communication unit is used to communicate with the ground-based DCS and the central CCS to receive gate control commands, train stop information and boarding bridge status information. The processing unit is used to integrate gate control commands, speed information, bridge status information, status signals and operation instructions, execute gate control logic, and perform safety monitoring of the gate control process; The I / O unit is used to collect train status signals and driver operation commands, and output door control signals; The low-speed measurement unit is used to collect the speed information of the auxiliary wheels when the train is running at low speed and the landing gear is down.

[0007] Furthermore, the gate control logic includes fully automatic gate control mode, semi-automatic gate control mode, and driver gate control mode; The decision to execute a DCS gating command or a manual gating command is determined by analyzing the current train operation mode, communication status, and gating mode. The fully automatic gating mode includes the processing unit executing the gating command sent by the ground zone operation control system DCS when the train is in the fully automatic operation mode AM and communication with the ground zone operation control system DCS is normal; The semi-automatic gate control mode includes a process unit that responds to the driver's manual operation commands when the train is in the non-fully automatic operation mode AM or when communication with the ground zone operation control system DCS is interrupted, and performs safety condition verification before execution. The driver door control mode includes a process unit that stops outputting door control signals when a door control isolation signal is detected to be valid, and door control is completely transferred to the driver.

[0008] Furthermore, the fully automatic door control mode includes door opening control, including: The vehicle-mounted motion control system (VCS) receives the stopping and stabilization information sent by the ground-based zone motion control system (DCS) and performs dual stopping and stabilization verification by combining the speed information collected by the low-speed speed measurement unit. Once both verifications confirm that the train has come to a complete stop, the gate permission command sent by the DCS ground control system is received. The IO unit collects the parking brake feedback signal and the landing gear lowering and locking signal of the train. If both are valid, the IO unit outputs the door permission command on the corresponding side and collects the door permission output feedback to confirm reliable output. Receive the door opening command sent by the DCS (Distributed Control System) and determine whether the side of the door opening command is consistent with the output allowed side of the door; If they match, the corresponding door opening command is output, and the door opening action is sent to the ground zone operation control system DCS via wireless communication to realize the safety door linkage operation. The system continuously monitors safety during the door opening process. If any abnormality occurs, it will output an emergency stop and cancel the door permission and door opening command.

[0009] Furthermore, the fully automatic door control mode includes door closing control, including: The vehicle-mounted motion control system (VCS) receives a door-closing command from the ground-based zone motion control system (DCS). Based on the door closing command, the corresponding door closing command is output to the train, and the door closing command output feedback is collected to confirm that the command is reliably output; Simultaneously, the door closing action is transmitted wirelessly to the ground-based zone control system (DCS) to achieve coordinated operation of the safety doors; After a preset delay, the status signal of the corresponding side door is collected to determine whether the door is closed; If the door is not closed, a door malfunction is determined, and the malfunction status is sent to the DCS (Distributed Control System) and CCS (Central Control System). Safety monitoring is continuously performed during the door closing process, and an emergency brake is activated if any abnormality occurs.

[0010] Furthermore, the fully automatic door control mode also includes: Real-time monitoring of train operation mode and wireless communication status between onboard control system (VCS) and ground-based regional control system (DCS); When the train is detected to be in fully automatic operation mode AM and the wireless communication with the ground zone operation control system DCS is normal, determine whether the current gate control mode selection button is in fully automatic gate control mode; If the door is not in fully automatic door control mode AA, the driver will be prompted via HMI to switch the door control mode to fully automatic door control mode AA. When the gate control mode is switched to the fully automatic gate control mode AA, the gate control commands sent by the ground zone operation and control system DCS are executed first.

[0011] Furthermore, the semi-automatic door opening control includes: The vehicle control system (VCS) receives the door selection switch signal operated by the driver and selects the door opening side; Collect the signal from the driver pressing the forced door allow button and verify it based on the communication status: If communication is normal, double verification is performed by combining the stopping and stabilization information sent by the ground-based DCS and the stopping and stabilization information from the vehicle-mounted low-speed measurement unit. If communication is interrupted, verification will be performed solely based on the stationary information from the onboard low-speed measurement unit. When it is determined that the train has come to a complete stop, and the collected parking brake feedback and landing gear down and locking signals are valid, the corresponding door permission command is output according to the door selection switch. Collect the signal of the corresponding side door opening button pressed by the driver, and determine whether the door opening side is consistent with the door's allowed side. If they match, output the corresponding door opening command; if they do not match, cancel the door enable output and display an error on the HMI. The system continuously monitors safety during the door opening process. If any abnormality occurs, it will output an emergency stop and cancel the door permission and door opening command.

[0012] Furthermore, the semi-automatic door closing control includes: The vehicle control system (VCS) acquires the door selection switch signal operated by the driver and confirms the door side that needs to be operated. Collect the signal of the corresponding side door closing button pressed by the driver, and determine whether the closing side matches the door selection side; If they match, the corresponding door closing command is sent to the train, and feedback on the door closing command output is collected; if they do not match, the command is not executed and an error message is output to the HMI. After a preset delay, the status signal of the corresponding side door is collected to determine whether the door is closed. If it is not closed, a door malfunction is determined and displayed on the HMI. Safety monitoring is continuously performed during the door closing process, and an emergency brake is activated if any abnormality occurs.

[0013] Furthermore, the semi-automatic door control mode also includes: Real-time monitoring of train operation mode and wireless communication status between onboard control system (VCS) and ground-based regional control system (DCS); When the train is detected to be in non-fully automatic operation mode AM, or when the wireless communication with the ground zone operation control system DCS is interrupted, determine whether the current gate control mode selection button is in semi-automatic gate control mode MM. If the door is not in semi-automatic door control mode (MM), the driver will be prompted via HMI to switch the door control mode to semi-automatic door control mode (MM). When the gate control mode is switched to semi-automatic gate control mode (MM), the system prioritizes responding to the driver's manual gate control commands, while simultaneously providing safety protection for manual operations.

[0014] Furthermore, the driver's door control mode includes door opening control, including: When the gate control system is hardware isolated, the vehicle motion control system (VCS) stops all software logic output of door permission, opening, closing and emergency braking signals; Obtain the door selection switch signal operated by the driver and select the door opening side; Collect signals from the driver pressing the forced door allow button more than a preset threshold, and enable the corresponding side door of the vehicle to be allowed. Collect the signal of the corresponding side door opening button pressed by the driver, and control the train to open the corresponding side door; The platform safety doors are opened manually by the driver; the door control system does not participate in safety protection.

[0015] Furthermore, the door closing control in driver door control mode includes: When the door control system is hardware isolated, the door selection switch signal operated by the driver is obtained to confirm the door side that needs to be operated. Collect the signal of the corresponding side door closing button pressed by the driver, and determine whether the closing side matches the door selection side; If they match, the train will be directly controlled to close the corresponding side door; if they do not match, the door closing operation will not be performed. The platform safety doors are closed manually by the driver; the door control system does not participate in safety protection.

[0016] Furthermore, the driver door control mode also includes: Real-time monitoring of the status of the gate isolation button; When the door control isolation button is detected to be in the effective position, the door control system’s door permission signal, door opening signal, door closing signal and emergency brake signal output are isolated by hardware. The vehicle control system (VCS) stops controlling the output of the IO unit and only sends gating system isolation information to the HMI for display. If the wireless communication with the ground-based DCS is normal at this time, the isolation information will also be sent to the ground-based DCS and the central control system (CCS). The system enters driver door control mode, transferring complete control of the doors and safety doors to the driver.

[0017] Furthermore, safety condition checks include determining whether the train has come to a complete stop, whether the parking brake has been applied, whether the landing gear is locked, and whether the boarding bridge is aligned and locked.

[0018] Furthermore, the processing unit is also used to perform output retrieval: After outputting the door enable signal, door open signal, or door close signal, the corresponding output feedback signal is acquired through the IO unit; If the corresponding output feedback signal is not collected within the preset time, it is determined to be an output fault, triggering emergency braking and stopping the gate control operation.

[0019] Furthermore, safety monitoring includes real-time monitoring of train and boarding bridge status. If any of the following situations occur during door control operation or when the door is open, the processing unit will output an emergency braking command and cancel the current door control output: The stopping and stabilization information sent by the ground-based zonal control system (DCS) and the stopping and stabilization information collected by the low-speed velocity measurement unit are judged to be not stopped; The parking brake feedback signal collected by the IO unit has failed; The landing gear has been lowered and the locking signal has failed, as detected by the IO unit. Received information from the ground-based zone control system (DCS) indicating a fault in the bridge system or that the bridge was not properly aligned and locked.

[0020] Furthermore, the train status signals collected by the IO unit include the status of the left and right doors, the status of the parking brake, the status of the landing gear locking, the door control mode selection signal, and the door control isolation signal. The door control signals output by the IO unit include left and right door permission commands, left and right door opening commands, left and right door closing commands, and emergency braking commands.

[0021] Secondly, a high-speed maglev train gate control method, based on the aforementioned high-speed maglev train gate control system, includes: The system receives stop and stabilize information and gate control commands from the ground-based zonal operation and control system (DCS) via a wireless communication unit. Speed ​​information of the train at low speeds is collected by a low-speed speed measurement unit. The processing unit performs dual verification based on the station stability information and speed information to determine whether the train meets the station stability conditions. If the stopping conditions are met and a gate control command is received, the gate control operation will be performed based on the train's braking status and the status of the boarding bridge. During the gate control operation, the train status and the status of the boarding bridge are monitored in real time, and emergency braking is applied if any abnormality occurs.

[0022] Furthermore, a dual verification is performed based on both stopping and speed information, including: Determine whether the stop information sent by the ground-based DCS (Distributed Control System) indicates that the train has come to a complete stop; Determine whether the speed information collected by the low-speed speed measurement unit is lower than a preset threshold; The train is deemed to have met the stopping conditions only when both conditions are determined to be at a complete stop.

[0023] Furthermore, it also includes gating mode switching: Real-time monitoring of train operation mode and vehicle-to-ground wireless communication status; When the train is detected to be in fully automatic operation mode AM and wireless communication is normal, a prompt will appear indicating that the train should enter fully automatic gate control mode. When the train is detected to be in a non-fully automatic operation mode (AM) or when wireless communication is interrupted, a prompt will appear indicating that the train should enter semi-automatic gate control mode. When a valid physical isolation signal is detected, the driver is forced into gate control mode.

[0024] This disclosure includes at least the following beneficial effects: This disclosure executes ground DCS commands and implements safety door linkage in fully automatic mode; in semi-automatic mode, it responds to driver operations and provides safety protection through the system; the driver door control mode is a purely manual operation under hardware isolation. In terms of safety protection logic, the system uses both ground DCS stationary information and onboard low-speed measurement information to verify the train's stationary status, and incorporates the boarding bridge alignment and locking status, parking brake, and landing gear status into the necessary conditions for door opening permission and as monitoring targets throughout the process, triggering emergency braking in case of abnormalities. This disclosure not only satisfies the execution of ground door control commands but also adds corresponding logical protection to ensure safety, and can also meet the requirements of human-controlled door operation based on control instructions. This disclosure balances the automation efficiency of the maglev train control system with multiple degraded operation requirements, significantly improving the safety and reliability of door opening and closing functions.

[0025] Other features and advantages of this disclosure will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the disclosure. The objects and other advantages of this disclosure may be realized and obtained by means of the structures pointed out in the description and the accompanying drawings. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the gate control system architecture according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram illustrating the logic for determining the source of gate commands in an embodiment of this disclosure; Figure 3 This is a schematic diagram of the fully automatic door opening strategy process according to an embodiment of the present disclosure; Figure 4 This is a schematic diagram of the fully automatic door closing strategy process according to an embodiment of the present disclosure; Figure 5 This is a schematic diagram of the semi-automatic door opening strategy process according to an embodiment of the present disclosure; Figure 6 This is a schematic diagram of the semi-automatic door closing strategy process according to an embodiment of the present disclosure; Figure 7 This is a schematic diagram of the driver door control mode door opening strategy process according to an embodiment of this disclosure; Figure 8 This is a schematic diagram of the door closing strategy process in the driver door control mode according to an embodiment of this disclosure. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0029] This publication defines the following terms: CCSC Centralized Control System; DCSD centralized control system; VCSVehicle Control System; MAMovement Authority (MAMovement Authorization); RMRestricted train operating mode (restricted driving mode); AAAuto Open Auto Close: Automatic door opening and closing; MMMan Open Man Close (Manual opening and closing of doors); AMAuto Mode is a fully automatic operating mode. SBStandby Mode (Standby Mode); HMI (Human Machine Interface) IOInput / Output Interface.

[0030] Firstly, a high-speed maglev train gate control system includes: Vehicle-mounted motion control system (VCS), ground-based zoned motion control system (DCS), and central motion control system (CCS); The ground-based DCS (Distributed Control System) is used to control the speed and distance measurement system and the traction and braking system to perform positioning, speed measurement and traction control of the train, complete the train operation control on the ground, and obtain information on the alignment and locking of the boarding bridge from the boarding bridge control system, and send control commands to the vehicle-mounted VCS (Vehicle Control System). The Central Control System (CCS) is used for train management and monitoring, and sends control commands to the Onboard Control System (VCS). The boardwalk control system is used to align and lock the boardwalk after the train enters the station and stops. The onboard control system (VCS) is responsible for executing control commands from the ground-based regional control system (DCS) and the central control system (CCS), monitoring the status of the train and other related equipment on board, and uploading the status to the ground-based regional control system (DCS) and the central control system (CCS). The vehicle-mounted motion control system (VCS) includes a processing unit, and a wireless communication unit, an I / O unit, and a low-speed measurement unit, which are respectively connected to the processing unit. The wireless communication unit is used to communicate with the ground-based zone control system (DCS) and the central control system (CCS) to receive gate control commands, train stop information, and bridge status information. The processing unit is used to integrate gate control commands, speed information, bridge status information, status signals and operation instructions, execute gate control logic, and perform safety monitoring of the gate control process; The I / O unit is used to collect train status signals and driver operation commands, and output door control signals; The low-speed measurement unit is used to collect the speed information of the auxiliary wheels when the train is running at low speed and the landing gear is down.

[0031] In practice: This disclosure enables the execution of ground-based door control commands via wireless connection to a ground-based DCS. It also collects relevant train status data to ensure the safety of door control command execution, thus improving the security of door opening and closing functions. Furthermore, it incorporates control logic and functions for manual door operation, meeting the needs of various special scenarios in actual operation. During train operation, the door control system also performs door monitoring.

[0032] The onboard control system (VCS) executes operational commands from the ground-based control system (CCS) and distribution system (DCS), monitors the status of the train and other related equipment, and uploads the status data to the DCS and CCS. Unlike traditional onboard systems, it does not possess functions such as speed and distance measurement, positioning, dynamic range (MA) calculation, or gating. The functions of the onboard VCS differ significantly from traditional onboard ATP (Automatic Train Protection) systems. The ground-based DCS system controls the speed and distance measurement system and traction and braking system to perform positioning, speed measurement, and traction control of the train, completing train operation control on the ground and sending relevant control commands to the onboard VCS. The CCS is responsible for train management and monitoring, and also has the function of sending control commands to the onboard VCS. The boarding bridge control system is responsible for the alignment and locking of the boarding bridge after the train enters the station and stops, providing a reliable guarantee for door opening after stopping.

[0033] The onboard control system (VCS) receives control commands and planning information from the central control system (CCS) and the regional control systems (DCS) via a vehicle-to-ground wireless communication system to perform safety protection for the high-speed maglev train. The onboard VCS typically has the following functions: parameter configuration, vehicle-to-ground wireless communication, communication with onboard electrical equipment, emergency braking output, landing gear control, carrier signal generator control, clock synchronization, mode management, fault management, and log recording.

[0034] like Figure 1 As shown, the train control system of a high-speed maglev train is divided into an onboard VCS system, a ground DCS system, and a central CCS system. Other components, such as the speed measurement and positioning system, traction and braking system, and boarding bridge control system, provide support for the realization of system functions. The train door control system disclosed herein belongs to the functional module component of the onboard VCS of the train signaling system. This system device obtains door control commands from the ground DCS system via the train-to-ground wireless network, and simultaneously collects the train's braking status and low-speed information to comprehensively execute the door control operation logic. When executing door opening and closing actions, the system achieves door and safety door linkage operations via wireless communication with the DCS. The execution results are reported to the ground DCS and CCS systems via the wireless network. Simultaneously, the door control system device can also be switched to a manual door control state. When manual door opening and closing is required, the system can switch to this state for the driver to perform the door opening and closing operations, with the driver responsible for the safety door linkage operations. When train-to-ground communication is lost or the door control system malfunctions, the door control system device can be isolated via a disconnect switch to achieve completely manual door opening and closing operations.

[0035] The high-speed maglev train door control system mainly consists of the following modules (or other functional modules of the onboard VCS provide functional support): wireless communication unit, IO unit, low-speed measurement unit, and processing unit. The ground-based DCS cooperates to complete the relevant functional logic, such as: train stopping accuracy and stability judgment, door permission judgment, door opening judgment, door opening timing judgment (fully automatic door control), door closing timing judgment (fully automatic door control), and whether the corridor bridge is aligned and locked, etc., which are supporting functions of this disclosure.

[0036] The main functional modules of the high-speed maglev train door control system are described below: Wireless Communication Unit: The main function of this unit is to receive commands from the VCS system, establish wireless communication connections with the ground-based DCS and CCS, obtain stopping and stabilization information, bridge alignment and locking information, and door control commands (including door permission commands and door opening / closing commands) from the DCS, and report the command execution results to the DCS and CCS. When door safety door linkage is required, the wireless communication module sends the door opening action to the DCS to achieve the safety door linkage operation. The wireless communication unit reports the wireless communication status with each system to the processing unit in real time.

[0037] Processing Unit: The main logic processing unit of the high-speed maglev train door control system. It processes DCS-related safety information and door control commands obtained from the wireless communication unit; processes IO input information obtained from the train's IO; processes train speed information obtained from the low-speed speed measurement unit; and processes other information obtained from the onboard VCS, such as train mode information. It also comprehensively determines whether the current door control is an execution of a ground DCS door control command or a driver's manual command. Simultaneously, it outputs IO information to the train actuators to control the opening and closing of the doors and door permission commands. It determines whether the door opening and closing commands have been correctly executed and provides the results to the wireless communication unit for transmission to the DCS and CCS.

[0038] IO Unit: The IO unit is responsible for acquiring train-related input IO values ​​and door-related button input IO values. It also executes IO output signal commands from the door control system processing unit.

[0039] Input I / O quantities include: left door status, right door status, parking brake feedback, left door open command feedback, right door open command feedback, left door close command feedback, right door close command feedback, door bypass button, forced door allow button, left door open button, right door open button, left door close button, right door close button, door control mode AA, door control mode MM, left door select, right door select, left door allow command feedback, right door allow command feedback, landing gear down and locked, landing gear retracted and locked, and door control isolation button.

[0040] The output I / O quantities include: left door enable command (with indicator light), right door enable command (with indicator light), left door open command (with indicator light), right door open command (with indicator light), and emergency brake command (with indicator light).

[0041] Low-speed speed measurement unit: When the high-speed maglev train operates at low speed, after the landing gear is lowered, auxiliary rubber wheels contact the ground and slide. Photoelectric sensors installed on the rubber wheel axles can measure the speed information of the maglev train at low speeds. Since the door opening action occurs during the train's complete stop, this system collects this speed information to provide safety protection for the door opening action. When the DCS issues door permission and door opening / closing control commands, it needs to determine whether the train has truly come to a complete stop.

[0042] The above four functional units can be individual hardware and software modules, or they can be embedded into the VCS system as functional modules of the vehicle-mounted VCS. The hardware structure should not affect the function and method of the gate control system. The HMI is a device of the vehicle-mounted VCS and can also be used to display relevant information of the gate control system.

[0043] The processing unit sends the collected IO information and the speed information from the low-speed speed measurement unit to the DCS; the processing unit also sends the currently accepted gating command source (i.e., fully automatic gating, semi-automatic gating, driver gating) to the DCS (under normal communication conditions); if the processing unit receives the gating command from the DCS, it reports the execution result of the gating command to the DCS and CCS (not executed (including the reason for not executing), executing, executing failed (including the reason for failure), executing successfully).

[0044] like Figure 2 As shown, the gate control system's gate commands primarily originate from the ground-based DCS system and manual driver control. The gate control system determines whether to execute a DCS gate command or a manual gate command by considering the current train operating mode (AM, non-AM), I / O quantities (gate control mode AA and gate control mode MM), and network status. The method for distinguishing the source of the gate command execution is determined by... Figure 2 Provide an illustrative description.

[0045] (1) When the wireless network with DCS fails, the door control system prompts the driver to select the door control mode button to MM mode through HMI to adopt semi-automatic door control mode because it cannot receive door control commands from DCS.

[0046] (2) When the wireless network with DCS is normal, if the high-speed maglev train is in AM mode, the DCS gate control command (fully automatic gate control) will be used first. If the driver does not select AA on the gate control mode button, the manual gate control command (semi-automatic gate control) will be used. However, the gate control system will prompt the driver through HMI to select AA mode on the gate control mode button.

[0047] (3) When the wireless network with DCS is normal, if the high-speed maglev train is in non-AM mode, manual gate control command (semi-automatic gate control) will be used first. If the driver does not select MM on the gate control mode button, the gate control system will prompt the driver to select MM mode on the gate control mode button through HMI.

[0048] (4) If the door control system detects that the door isolation button is valid, then the door control system is isolated in hardware and the software door control function is also isolated. The door control system will not output any door permission or door opening / closing commands. The door opening and closing operation is entirely the responsibility of the driver. The door control system displays "door isolation information" through the HMI. If the wireless communication is good, this information will also be sent to the DCS and CCS systems.

[0049] (5) To achieve driverless operation, the door control mode selection button must be in AA mode, AM mode must be used throughout, and wireless communication with the DCS must be reliable. If a malfunction occurs midway, the driver must board the vehicle and follow the instructions. Figure 2 Only by following the procedure to select the door control method can the door opening and closing operation be realized.

[0050] Based on the above design, different design strategies were implemented for the source information of the door control commands. When the door control command uses the DCS command, the door control strategy does not require driver intervention, achieving fully autonomous door control protection and safety door linkage operation. This type of protection is named fully automatic door control. When a driver-controlled door control strategy is adopted, the door control system partially participates in door control protection, maintaining the flexibility of human operation while also providing safety protection to prevent driver error. In this case, the safety door linkage operation is manually completed by the driver. This type of protection is named semi-automatic door control. When the door control system is completely isolated, the door control system does not participate in door control protection, and the driver fully autonomously controls the doors and safety doors. This method is called driver-controlled door control. The following will describe the methods and strategies of these door control methods.

[0051] The control strategy for fully automatic gate control mode is as follows: Figure 3 and Figure 4 As shown. When the train control mode is AM, and wireless communication and information exchange with the ground DCS are normal, the ground DCS gate control command is used. At this time, the gate control mode AA on the train should be set to active. If the gate control mode AA is inactive and MM is active instead, the gate control system will not execute the DCS gate control command, but will wait for the driver's gate control command. At this time, the HMI will prompt the driver to select the gate control mode AA, thus entering the fully automatic gate control mode. The fully automatic gate control mode is divided into door opening control and door closing control, which are described separately.

[0052] like Figure 3As shown, the door opening control is as follows: After the high-speed maglev train enters the station and stops, the stopping accuracy and stability information is determined by the ground-based DCS (the DCS makes this judgment based on information from the ground speed measurement and positioning system and electronic maps). The DCS sends the stopping accuracy and stability information to the door control system on the high-speed maglev train. The door control system then uses its own low-speed speed measurement system to calculate the train's speed and comprehensively determine whether the train has truly come to a complete stop. Simultaneously, the DCS obtains information on the completion and locking of the boarding bridge alignment from the boarding bridge control system. When the DCS determines that permission can be issued for the corresponding door, it wirelessly sends a corresponding side door permission command to the onboard door control system (the door permission side is given by the ground DCS based on the electronic map and operational requirements). After receiving the door permission command from the DCS, the onboard door control system checks the train's stopping information and simultaneously collects feedback from the train's I / O regarding the parking brake and whether the landing gear is effectively lowered and locked. If valid, it outputs the corresponding side door permission command to the train interface via I / O. After the door permission command is output, it collects feedback on the output of the corresponding side door permission command to ensure reliable command output. Simultaneously, it reports the door permission output status to the DCS and CCS via wireless communication. If the door control system determines that the train has not stopped, or the parking brake feedback is invalid, or the corresponding side door permission command has not been effectively output, it reports the door permission failure fault information to the DCS and CCS and applies an emergency braking command. Once the onboard door control system reliably outputs the door permission command, the DCS issues an opening command based on the electronic map and operational requirements. The command to open the corresponding side door is given wirelessly. Upon receiving a command to open the corresponding side door, the onboard door control system first checks if the opening side matches the given permitted door side. If they do not match, the command is not executed, and a fault status report is sent to the DCS and CCS, along with an emergency braking command. When the permitted door side and the opening side match, the onboard door control system outputs the corresponding side door opening command to the train via I / O, and uses the feedback I / O from the corresponding side door opening command to determine if the opening command was correctly output. Simultaneously, it sends the door opening command information to the DCS to complete the safety door linkage function. If the door is determined to be open after a certain threshold time has elapsed since the door opening command was applied, the output of the door opening command stops. If the door status I / O input does not change to the open state after a certain time threshold time has elapsed since the door opening command was applied, the door opening is considered a failure, and a fault information report is sent to the DCS and CCS. Throughout the entire door opening process, the onboard door control system continuously monitors whether the train has come to a complete stop (the stopping information comes from two sources: one is the stopping information sent by the DCS, and the other is the speed information given by its own low-speed speed measurement system; both must simultaneously indicate that the train has come to a complete stop for it to be considered stopped; otherwise, it is considered not to have come to a complete stop). If the system determines that the train has not come to a complete stop during the door opening process, the onboard door control system outputs an emergency braking command, cancels the door permission and door opening commands, and the door remains in its existing state. If the parking brake feedback from the train's I / O is invalid or the landing gear is deployed and locking is invalid during the door opening process, an emergency braking command is output, the door permission and door opening commands are canceled, and the door remains in its existing state. At the same time, emergency braking information and fault information are sent to the DCS and CCS.The fully automatic door opening control strategy for high-speed maglev trains is as follows. Figure 3 The process is shown below.

[0053] like Figure 4 As shown, door closing control: After the high-speed maglev train completes the door opening action at the platform in AM mode, it needs to close the door and depart. When the DCS determines that the door closing operation can be performed, it wirelessly sends a door closing command to the onboard door control system. After receiving the door closing command from the DCS, the onboard door control system outputs the door closing command to the corresponding side of the train's IO, and judges whether the door closing command has been output to the vehicle based on the feedback of the door closing command from the corresponding door side. At the same time, it sends the door closing action to the DCS on the ground to realize the safety door linkage function. After a certain delay, the door control system judges whether the door is closed by the status of the corresponding side door. If it is closed, the command is executed successfully. If the door is not closed, it is determined that the door is faulty and the fault status is sent to the DCS and CCS. Throughout the entire process of the doors opening and closing, the door control system monitors the train's stationary state (a station is only considered complete when the ground DCS reports a stationary position and its own low-speed speed measurement system reports a stationary position); it also monitors the parking brake and the lowering and locking of the landing gear; if the train changes from stationary to not stationary, or the parking brake fails, or the landing gear lowers and fails to lock, it outputs emergency braking. The system then reports the fault to the DCS and CCS. The fully automatic door closing control strategy for high-speed maglev trains is as follows: Figure 4 The process is shown below.

[0054] The control strategy for semi-automatic gating mode is as follows: Figure 5 and Figure 6 As shown. When the train control mode is not AM mode (RM or SB mode), or when the wireless communication link with the ground DCS is lost, the driver's door control command is used. At this time, the door control mode MM on the train should be set to active. If the door control mode MM is inactive and AA is active, the door control system will not execute the driver's door control command. In this case, the HMI will prompt the driver to select door control mode MM, thus entering the semi-automatic door control mode. The semi-automatic door control mode is divided into door opening control and door closing control, which are described separately.

[0055] like Figure 5As shown, for door opening control: In semi-automatic door control mode, the door control system may have normal wireless communication with the ground DCS (e.g., in RM or SB mode with normal communication). When communication is normal, the ground DCS system can continuously provide the onboard door control system with information on whether the train has come to a complete stop. Therefore, the door control system can combine the stop information from the DCS to determine whether the train has come to a complete stop. When the DCS stop information is available, the door control system combines the stop information from its own low-speed speed measurement system to determine whether the train has come to a complete stop. Only after both provide stop information will the door control system determine that the train has come to a complete stop. When communication between the DCS and the door control system is lost, the DCS cannot provide stop information to the door control system. Therefore, the door control system can only determine the stop based on its own low-speed speed measurement system. Only after the speed measurement system provides stop information will the door control system determine that the train has come to a complete stop. At the same time, it collects the parking brake feedback from the train's I / O and whether the landing gear is effectively lowered and locked. Since the ground-based DCS in non-AM mode cannot provide door permission and opening commands, after the train enters the station and comes to a complete stop, the driver determines whether the door opening operation can proceed based on whether the train is aligned with the stop marker and whether the DCS provides (when communication with the DCS is normal) alignment and locking information from the boarding bridge control system. When the driver determines that the door can be opened, they first use the door selection switch (left door selection, right door selection) to select the opening side, and then press the forced door permission button for a period exceeding a certain threshold. After the door control system collects the forced door permission IO information, if it determines that the train has come to a complete stop, and simultaneously collects the parking brake feedback from the train IO and the landing gear being lowered and locked effectively, it outputs left door permission, right door permission, or both side door permission to the vehicle based on the door selection side of the door selection switch input IO. After the door permission command is output, it collects the corresponding side door permission command output feedback to ensure the reliable output of the command. If the door control system determines that the train has not come to a complete stop, or the parking brake feedback is invalid, or the corresponding side door permission command is not output effectively, it applies an emergency braking command. After the onboard door control system reliably outputs a door permission command, the driver presses the corresponding door opening button (left door button, right door button) according to operational needs. The onboard door control system obtains the information of the pressed door opening button via I / O. First, it checks if the door opening side matches the door permission side selected by the driver. If they do not match, the command is not executed, and the original door permission I / O output is canceled, displaying the error status on the HMI. When the door permission side and the door opening side match, the onboard door control system outputs the corresponding side door opening command to the train via I / O, and uses the feedback I / O of the corresponding side door opening command to determine if the door opening command was correctly output. The driver is responsible for opening the safety door. If the door is determined to be open after a certain threshold time has elapsed since the door opening command was applied, the door opening command output stops. If the door status I / O input does not change to open after a certain time threshold time has elapsed since the door opening command was applied, the door opening is considered a failure, the fault information is displayed on the HMI, and the corresponding door permission and door opening commands are canceled. Once the door is open, the door control system cancels the door permission and door opening I / O outputs.Throughout the entire door opening process, the onboard door control system monitors whether the train has come to a complete stop. If the train is not completely stopped during the opening process, the onboard door control system outputs an emergency braking command, cancels the door permission and opening commands, and the door remains in its existing state. If the system detects parking brake feedback from the train's I / O or if the landing gear is deployed but the locking is ineffective during the door opening process, it outputs an emergency braking command, cancels the door permission and opening commands, and the door remains in its existing state. Simultaneously, the emergency braking information and fault information are displayed on the HMI. This is the semi-automatic door opening control strategy for high-speed maglev trains. Figure 5 The process is shown below. Note 1: If the DCS and the vehicle gate control system do not communicate, this information will not be available; the system will only rely on its own low-speed measurement system's stopping information to determine the status.

[0056] like Figure 6 As shown, the door closing control is as follows: After the high-speed maglev train completes the semi-automatic door opening operation of the door control system, a door closing and departure operation is required. When the driver performs the door closing operation according to operational requirements, he first confirms that the door selection switch is on the corresponding door side (left door selection, right door selection), and then presses the corresponding door closing button. After the onboard door control system IO collects the door closing button pressed by the driver, if it matches the door selection side, it outputs a door closing command to the corresponding side of the train's IO. If it does not match the door selection side, the door closing command is not executed, and an error message is output to the HMI. After the IO outputs the door closing command, it determines whether the door closing command has been output to the vehicle based on the feedback of the door closing command on the corresponding door side. The closing of the safety door is performed by the driver according to operational requirements. After a certain delay, the door control system determines whether the door is closed by checking the status of the corresponding side door. If it is closed, the command is executed successfully; if the door is not closed, a door malfunction is determined, and the malfunction status is displayed on the HMI. Throughout the entire process of the doors opening and closing, the door control system monitors the train's stationary state; it also monitors the parking brake and the lowering and locking of the landing gear; if the train changes from stationary to not stationary, or the parking brake fails, or the landing gear lowers and fails to lock, it outputs an emergency brake and displays a fault report on the HMI. The semi-automatic door closing strategy of the high-speed maglev train is as follows: Figure 6 The process is shown below. Note 1: If the DCS and the vehicle gate control system do not communicate, this information will not be available; the system will only rely on its own low-speed measurement system's stopping information to determine the status.

[0057] The control strategy for driver gate mode is as follows: Figure 7 and Figure 8As shown. This method can be used when the door control system malfunctions or when the driver is required to have full control of the doors according to operational needs. The driver moves the door control isolation button to the active position. At this time, the door permission signal, door opening signal, door closing signal, and emergency braking signal output by the door control system are isolated from the hardware. The door control system software is also not designed to output I / O in this mode, but only sends door control system isolation information to the HMI for display. The opening and closing of the doors and safety doors of the high-speed maglev train are all operated by the driver. The driver door control mode is described separately for door opening control and door closing control.

[0058] like Figure 7 As shown, door opening control: When the driver discovers a malfunction in the door control system or the door control system displays a malfunction message on the HMI and cannot be quickly resolved, the driver can switch the door control isolation button to the isolation position to isolate the door control system and then manually control the door opening. The driver first uses the door selection switch (left door selection, right door selection) to select the opening side, and then presses the forced door permission button for a period exceeding a certain threshold; the corresponding side door is then allowed to open. The driver presses the corresponding side's door opening button (left door button, right door button), and the train will open the corresponding side door. The opening of the safety doors also requires manual operation by the driver. The door opening strategy for the high-speed maglev train driver door control mode is as follows: Figure 7 The process is shown below.

[0059] like Figure 8 As shown, door closing control: When in driver door control mode, if the driver needs to close the door, first confirm that the door selection switch is on the side of the door to be operated (left door selection, right door selection), and then press the corresponding door closing button. If the door closing button side matches the door selection side, the train door will close; if it does not match, the door closing command will not be executed, and the safety door will be closed by the driver according to operational requirements. The high-speed maglev train driver door control closing strategy is as follows: Figure 8 The process is shown below.

[0060] Key design considerations and troubleshooting methods for high-speed maglev train gate control systems: (1) The IO output of the door control system needs to be designed with signal output feedback to ensure that the output can be reliably output to the vehicle. If no output feedback is collected when the door control system outputs door allow, open, or close information, it indicates an output fault. The door control system will output emergency braking and display the door control system fault on the HMI. At this time, the driver can use the driver door control mode to open and close the train doors.

[0061] (2) The low-speed speed measurement system requires multiple pulse signals to acquire the speed of the auxiliary rubber wheel in order to ensure the reliability of the signal.

[0062] (3) The wireless communication system between the gate control system and the ground DCS and CCS needs to adopt a certain secure communication protocol, such as the RSSP-II communication protocol, to ensure the reliability of wireless communication. The communication mechanism adopts a periodic communication method. If no wireless information is received from the DCS and CCS within a certain period of time, the communication is considered to be interrupted.

[0063] (4) The door control system monitors the train's stationary status, the effectiveness of the parking brake, and the effectiveness of the landing gear lowering and locking signals during the door opening process, the door opening state, and the door closing process. If the train moves, the parking brake fails, or the landing gear falls and the locking fails, the door control system outputs emergency braking and cancels the door allow, door opening, and door closing IO outputs.

[0064] (5) If the door status is found to be open during the train's movement, output emergency braking to stop.

[0065] (6) During the process of controlling the door, the DCS system continuously monitors the status of the corridor control system and the corridor status. If a system failure or abnormal corridor status occurs, an emergency braking message is sent to the door control system on the vehicle. Upon receiving the message, the door control system on the vehicle immediately outputs emergency braking and cancels the current door control operation (door allowed, door open output, door close output).

[0066] This disclosure innovatively proposes a design scheme for a gating system or gating method tailored to the control characteristics of high-speed maglev trains. The scheme employs a vehicle-to-ground gating approach, ensuring both automation and efficiency in gating control, while also providing different gating methods for various application and fault scenarios, thus maximizing the satisfaction of diverse operational needs.

[0067] This disclosure categorizes door control methods into fully automatic door control, semi-automatic door control, and driver-controlled door control based on their level of automation. It also provides a detailed analysis of the design characteristics and requirements of each method. Taking into account both the unique characteristics of high-speed maglev control and the versatility of conventional subway train door control, it demonstrates excellent innovation and compatibility.

[0068] In the design of the gate control system for high-speed maglev trains, this disclosure takes into account the special characteristics of high-speed maglev operation and incorporates the status of the boarding bridge control system and the boarding bridge status into the monitoring objects of the gate control system, thereby improving the reliability and safety of the system.

[0069] This disclosure discloses a low-speed speed measurement system designed during the low-speed operation of a high-speed train when it is entering a station or stopping. This system is used to determine whether the train has come to a complete stop, thereby increasing the safety of the train door control system. It is an intentional innovation and attempt.

[0070] This disclosure provides a gate control method for high-speed maglev trains, based on the aforementioned high-speed maglev train gate control system, including: The system receives stop and stabilize information and gate control commands from the ground-based zonal operation and control system (DCS) via a wireless communication unit. Speed ​​information of the train at low speeds is collected by a low-speed speed measurement unit. The processing unit performs dual verification based on the station stability information and speed information to determine whether the train meets the station stability conditions. If the stopping conditions are met and a gate control command is received, the gate control operation will be performed based on the train's braking status and the status of the boarding bridge. During the gate control operation, the train status and the status of the boarding bridge are monitored in real time, and emergency braking is applied if any abnormality occurs.

[0071] In practice: This disclosure divides the gate control mode into three modes: fully automatic, semi-automatic, and driver-controlled. In fully automatic mode, the system executes ground DCS commands and achieves safety door linkage. In semi-automatic mode, the system responds to driver operations and provides safety protection. Driver-controlled mode is a purely manual operation under hardware isolation. In terms of safety protection logic, the system uses both ground DCS stationary information and onboard low-speed measurement information to verify the train's stationary status. It also incorporates the boarding bridge alignment and locking status, parking brake, and landing gear status as necessary conditions for door opening permission and as monitoring targets throughout the process, triggering emergency braking in case of abnormalities. This disclosure balances the automation efficiency of the maglev train control system with multiple degraded operation requirements, significantly improving the safety and reliability of the door opening and closing function.

[0072] This disclosure employs a dual-verification system to prevent malfunctions, overcoming the potential for misjudgments from a single information source. It utilizes a dual-verification mechanism combining ground-based DCS stop stability information and onboard low-speed speed measurement unit stop stability information, completely eliminating the possibility of "door opening before complete stop" accidents caused by communication delays, packet loss, or ground system misjudgments. This disclosure provides real-time safety protection throughout the entire lifecycle of door opening, door maintenance, and closing, continuously monitoring the train's stop stability, parking brake effectiveness, and landing gear locking status. Any abnormality triggers emergency braking and cancels door control output, achieving fault-oriented safety. This disclosure also features closed-loop output feedback confirmation, comparing and back-collecting key IO output signals such as door permission and door opening / closing to ensure that control commands are reliably delivered to the actuators, avoiding the risk of false outputs due to hardware failures in the output channel.

[0073] This design employs a three-tiered control architecture encompassing fully automatic, semi-automatic, and driver-gated modes, providing the system with exceptional flexibility under varying operating conditions. To ensure uninterrupted operation, in the event of a train-to-ground wireless communication failure, the system can degrade to semi-automatic mode, allowing driver operation while the system provides backup. Conversely, in the event of a failure in the gate control system itself, hardware isolation can be used to degrade the system to driver-gated mode. This multi-level degradation strategy avoids the problem of a single fault causing train "paralysis" and operational inoperability, maximizing operational efficiency.

[0074] Addressing the challenges of measuring speed during the low-speed taxiing phase of maglev trains, which lack wheel speed signals while levitating, and the difficulty of measuring speed during station entry, this system cleverly utilizes photoelectric sensors mounted on the lowered landing gear auxiliary rubber wheels to acquire low-speed information. This solves the industry pain point of determining low / zero speed before maglev train doors open. By using the unique "corridor alignment and locking status" of high-speed maglev stations as a necessary prerequisite and monitoring object for door control, a system-level safety closed loop of "train-corridor-door" is achieved, meeting the safety requirements of the special architectural structure of maglev stations.

[0075] The fully automatic mode improves efficiency, achieving fully autonomous gate control and safety door linkage under AM mode and normal communication conditions, requiring no manual intervention and meeting the high-efficiency operation requirements of future autonomous driving (GoA4). The semi-automatic mode prevents errors; when manual intervention is needed, the system still acts as a "safety gatekeeper," logically intercepting driver operations (such as incorrect door selection or forcibly opening the door before it has come to a complete stop). This retains the flexibility of manual operation while effectively preventing safety risks caused by human error.

[0076] The gate control system not only executes commands but also reports the command execution results (reasons for non-execution, execution in progress, reasons for failure, and success) and its own isolation status to the ground DCS and CCS in real time via wireless communication, and displays them on the vehicle's HMI. Through feedback mechanisms and fault prompts (such as inconsistent gate sides, lost output feedback, and communication interruptions), the driver can quickly take countermeasures, and maintenance personnel can also accurately locate and maintain faults afterward.

[0077] This disclosure proposes three levels of gate control: fully automatic gate control, semi-automatic gate control, and driver-controlled gate control, maximizing the system's automation and safety. The gate control system design considers the correlation between the boarding bridge and gate control during high-speed maglev train operation, incorporating the boarding bridge's state into the gate control strategy. The gate control system strategy can be implemented as a single hardware and software component, or as software embedded into an existing system, demonstrating strong feasibility and flexibility.

[0078] Although the present disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A high-speed maglev train gate control system, characterized in that, include: Vehicle-mounted motion control system (VCS), ground-based zoned motion control system (DCS), and central motion control system (CCS); The ground-based DCS (Distributed Control System) is used to control the speed and distance measurement system and the traction and braking system to perform positioning, speed measurement and traction control of the train, complete the train operation control on the ground, and obtain information on the alignment and locking of the boarding bridge from the boarding bridge control system, and send control commands to the on-board VCS (Vehicle Control System); among them, the boarding bridge control system is used for boarding bridge alignment and locking after the train enters the station and stops. The Central Control System (CCS) is used for train management and monitoring, and sends control commands to the Onboard Control System (VCS). The onboard control system (VCS) is responsible for executing control commands from the ground-based regional control system (DCS) and the central control system (CCS), monitoring the status of the train and other related equipment on board, and uploading the status to the ground-based regional control system (DCS) and the central control system (CCS). The vehicle-mounted motion control system (VCS) includes a processing unit, and a wireless communication unit, an I / O unit, and a low-speed measurement unit, which are respectively connected to the processing unit. The wireless communication unit is used to communicate with the ground-based zone control system (DCS) and the central control system (CCS) to receive gate control commands, train stop information, and bridge status information. The processing unit is used to integrate gate control commands, speed information, bridge status information, status signals and operation instructions, execute gate control logic, and perform safety monitoring of the gate control process; The I / O unit is used to collect train status signals and driver operation commands, and output door control signals; The low-speed measurement unit is used to collect the speed information of the auxiliary wheels when the train is running at low speed and the landing gear is down.

2. The high-speed maglev train gate control system according to claim 1, characterized in that, The gate control logic includes fully automatic gate control mode, semi-automatic gate control mode, and driver gate control mode; The decision to execute a DCS gating command or a manual gating command is determined by analyzing the current train operation mode, communication status, and gating mode. The fully automatic gating mode includes the processing unit executing the gating command sent by the ground zone operation control system DCS when the train is in the fully automatic operation mode AM and communication with the ground zone operation control system DCS is normal; The semi-automatic gate control mode includes a process unit that responds to the driver's manual operation commands when the train is in the non-fully automatic operation mode AM or when communication with the ground zone operation control system DCS is interrupted, and performs safety condition verification before execution. The driver door control mode includes a process unit that stops outputting door control signals when a valid door control isolation signal is detected, and door control is completely transferred to the driver.

3. The high-speed maglev train gate control system according to claim 2, characterized in that, The fully automatic door control mode includes door opening control, including: The vehicle-mounted motion control system (VCS) receives the stopping and stabilization information sent by the ground-based zone motion control system (DCS) and performs dual stopping and stabilization verification by combining the speed information collected by the low-speed speed measurement unit. Once both verifications confirm that the train has come to a complete stop, the gate permission command sent by the DCS ground control system is received. The IO unit collects the parking brake feedback signal and the landing gear lowering and locking signal of the train. If both are valid, the IO unit outputs the door permission command on the corresponding side and collects the door permission output feedback to confirm reliable output. Receive the door opening command sent by the DCS (Distributed Control System) and determine whether the side of the door opening command is consistent with the output allowed side of the door; If they match, the corresponding door opening command is output, and the door opening action is sent to the ground zone operation control system DCS via wireless communication to realize the safety door linkage operation. The system continuously monitors safety during the door opening process. If any abnormality occurs, it will output an emergency stop and cancel the door permission and door opening command.

4. The high-speed maglev train gate control system according to claim 2, characterized in that, The fully automatic door control mode includes door closing control, including: The vehicle-mounted motion control system (VCS) receives a door-closing command from the ground-based zone motion control system (DCS). Based on the door closing command, the corresponding door closing command is output to the train, and the door closing command output feedback is collected to confirm that the command is reliably output; Simultaneously, the door closing action is transmitted wirelessly to the ground-based zone control system (DCS) to achieve coordinated operation of the safety doors; After a preset delay, the status signal of the corresponding side door is collected to determine whether the door is closed; If the door is not closed, a door malfunction is determined, and the malfunction status is sent to the DCS (Distributed Control System) and CCS (Central Control System). Safety monitoring is continuously performed during the door closing process, and an emergency brake is activated if any abnormality occurs.

5. A high-speed maglev train gate control system according to claim 2, characterized in that, The fully automatic door control mode also includes: Real-time monitoring of train operation mode and wireless communication status between onboard control system (VCS) and ground-based regional control system (DCS); When the train is detected to be in fully automatic operation mode AM and the wireless communication with the ground zone operation control system DCS is normal, determine whether the current gate control mode selection button is in fully automatic gate control mode; If the door is not in fully automatic door control mode AA, the driver will be prompted via HMI to switch the door control mode to fully automatic door control mode AA. When the gate control mode is switched to the fully automatic gate control mode AA, the gate control commands sent by the ground zone operation and control system DCS are executed first.

6. A high-speed maglev train gate control system according to claim 2, characterized in that, The semi-automatic door control mode includes: The vehicle control system (VCS) receives the door selection switch signal operated by the driver and selects the door opening side; Collect the signal from the driver pressing the forced door allow button and verify it based on the communication status: If communication is normal, double verification is performed by combining the stopping and stabilization information sent by the ground-based DCS and the stopping and stabilization information from the vehicle-mounted low-speed measurement unit. If communication is interrupted, verification will be performed solely based on the stationary information from the onboard low-speed measurement unit. When it is determined that the train has come to a complete stop, and the collected parking brake feedback and landing gear down and locking signals are valid, the corresponding door permission command is output according to the door selection switch. Collect the signal of the corresponding side door opening button pressed by the driver, and determine whether the door opening side is consistent with the door's allowed side. If they match, output the corresponding door opening command; if they do not match, cancel the door enable output and display an error on the HMI. The system continuously monitors safety during the door opening process. If any abnormality occurs, it will output an emergency stop and cancel the door permission and door opening command.

7. A high-speed maglev train gate control system according to claim 2, characterized in that, The semi-automatic door closing control includes: The vehicle control system (VCS) acquires the door selection switch signal operated by the driver and confirms the door side that needs to be operated. Collect the signal of the corresponding side door closing button pressed by the driver, and determine whether the closing side matches the door selection side; If they match, the corresponding door closing command is sent to the train, and feedback on the door closing command output is collected; if they do not match, the command is not executed and an error message is output to the HMI. After a preset delay, the status signal of the corresponding side door is collected to determine whether the door is closed. If it is not closed, a door malfunction is determined and displayed on the HMI. Safety monitoring is continuously performed during the door closing process, and an emergency brake is activated if any abnormality occurs.

8. A high-speed maglev train gate control system according to claim 2, characterized in that, The semi-automatic door control mode also includes: Real-time monitoring of train operation mode and wireless communication status between onboard control system (VCS) and ground-based regional control system (DCS); When the train is detected to be in non-fully automatic operation mode AM, or when the wireless communication with the ground zone operation control system DCS is interrupted, determine whether the current gate control mode selection button is in semi-automatic gate control mode MM. If the door is not in semi-automatic door control mode (MM), the driver will be prompted via HMI to switch the door control mode to semi-automatic door control mode (MM). When the gate control mode is switched to semi-automatic gate control mode (MM), the system prioritizes responding to the driver's manual gate control commands, while simultaneously providing safety protection for manual operations.

9. A high-speed maglev train gate control system according to claim 2, characterized in that, The door opening control in driver door control mode includes: When the gate control system is hardware isolated, the vehicle motion control system (VCS) stops all software logic output of door permission, opening, closing and emergency braking signals; Obtain the door selection switch signal operated by the driver and select the door opening side; Collect signals from the driver pressing the forced door allow button more than a preset threshold, and enable the corresponding side door of the vehicle to be allowed. Collect the signal of the corresponding side door opening button pressed by the driver, and control the train to open the corresponding side door; The platform safety doors are opened manually by the driver; the door control system does not participate in safety protection.

10. A high-speed maglev train gate control system according to claim 2, characterized in that, The door closing control in driver door control mode includes: When the door control system is hardware isolated, the door selection switch signal operated by the driver is obtained to confirm the door side that needs to be operated. Collect the signal of the corresponding side door closing button pressed by the driver, and determine whether the closing side matches the door selection side; If they match, the train will be directly controlled to close the corresponding side door; if they do not match, the door closing operation will not be performed. The platform safety doors are closed manually by the driver; the door control system does not participate in safety protection.

11. A high-speed maglev train gate control system according to claim 2, characterized in that, Driver access control mode also includes: Real-time monitoring of the status of the gate isolation button; When the door control isolation button is detected to be in the valid position, the door control system’s door permission signal, door opening signal, door closing signal and emergency brake signal output are isolated by hardware. The vehicle motion control system (VCS) stops controlling the output of the IO unit and only sends gating system isolation information to the HMI for display. If the wireless communication with the ground-based DCS is normal at this time, the isolation information will also be sent to the ground-based DCS and the central control system (CCS). The system enters driver door control mode, transferring complete control of the doors and safety doors to the driver.

12. A high-speed maglev train gate control system according to claim 2, characterized in that, Safety condition checks include determining whether the train has come to a complete stop, whether the parking brake has been applied, whether the landing gear is locked, and whether the boarding bridge is aligned and locked.

13. A high-speed maglev train gate control system according to claim 1, characterized in that, The processing unit is also used to perform output retrieval: After outputting the door enable signal, door open signal, or door close signal, the corresponding output feedback signal is acquired through the IO unit; If the corresponding output feedback signal is not collected within the preset time, it is determined to be an output fault, triggering emergency braking and stopping the gate control operation.

14. A high-speed maglev train gate control system according to claim 1, characterized in that, Safety monitoring includes real-time monitoring of train and boarding bridge status. If any of the following situations occur during door control operation or when the door is open, the processing unit will output an emergency braking command and cancel the current door control output: The stopping and stabilization information sent by the ground-based zonal control system (DCS) and the stopping and stabilization information collected by the low-speed velocity measurement unit are judged to be not stopped; The parking brake feedback signal collected by the IO unit has failed; The landing gear has been lowered and the locking signal has failed, as detected by the IO unit. Received information from the ground-based zone control system (DCS) indicating a fault in the bridge system or that the bridge was not properly aligned and locked.

15. A high-speed maglev train gate control system according to claim 1, characterized in that, The train status signals collected by the IO unit include the status of the left and right doors, the status of the parking brake, the status of the landing gear locking, the door control mode selection signal, and the door control isolation signal. The door control signals output by the IO unit include left and right door permission commands, left and right door opening commands, left and right door closing commands, and emergency braking commands.

16. A gate control method for a high-speed maglev train, characterized in that, A high-speed maglev train gate control system according to any one of claims 1-15 includes: The system receives stop and stabilize information and gate control commands from the ground-based zonal operation and control system (DCS) via a wireless communication unit. Speed ​​information of the train at low speeds is collected by a low-speed speed measurement unit. The processing unit performs dual verification based on the station stability information and speed information to determine whether the train meets the station stability conditions. If the stopping conditions are met and a gate control command is received, the gate control operation will be performed based on the train's braking status and the status of the boarding bridge. During the gate control operation, the train status and the status of the boarding bridge are monitored in real time, and emergency braking is applied if any abnormality occurs.

17. A high-speed maglev train gate control method according to claim 16, characterized in that, Dual verification is performed based on both stopping and speed information, including: Determine whether the stop information sent by the ground-based DCS (Distributed Control System) indicates that the train has come to a complete stop; Determine whether the speed information collected by the low-speed speed measurement unit is lower than a preset threshold; The train is deemed to have met the stopping conditions only when both conditions are determined to be at a complete stop.

18. A high-speed maglev train gate control method according to claim 16, characterized in that, It also includes gating mode switching: Real-time monitoring of train operation mode and vehicle-to-ground wireless communication status; When the train is detected to be in fully automatic operation mode AM and wireless communication is normal, a prompt will appear indicating that the train should enter fully automatic gate control mode. When the train is detected to be in a non-fully automatic operation mode (AM) or when wireless communication is interrupted, a prompt will appear indicating that the train should enter semi-automatic gate control mode. When a valid physical isolation signal is detected, the driver gate control mode is entered.

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