Full-intelligent adaptive linkage control method of multi-unit lifting platform door suitable for multi-mode vehicle

Abstract

The application discloses a multi-unit lifting platform door full-intelligent adaptive linkage control method suitable for multi-mode vehicles. The platform door comprises a door leaf body, a shielding door lifting system, a protective height compensation telescopic system, a shielding door unit combined connection mechanism, a shielding door protection system and a linkage control unit. The method realizes intelligent alignment opening and closing of the platform door unit through information interaction between a vehicle-mounted device and a platform door control system, and comprises five steps of vehicle-approaching monitoring and preparation, station-entry mode identification and positioning feedback, station-entry parking, opening of the platform door for passenger getting on and off and vehicle driving away. Multi-source data fusion is adopted to identify the vehicle mode, a vehicle door position matching algorithm is used to determine the unit door to be lowered, the door leaf descending displacement and synchronization deviation are monitored in real time, foreign matters in the gap region are dynamically detected, and the platform door is controlled to be safely reset. The application can solve the problem of single and fixed applicability of the platform shielding door in the interconnection of multi-mode railway vehicles.

Description

Technical Field

[0001] This invention relates to the field of rail transit platform screen door systems and intelligent control, specifically to a fully intelligent adaptive linkage control method for multi-unit lifting platform screen doors adapted to multiple vehicle types. Background Technology

[0002] Currently, my country has entered a new stage of promoting new urbanization with urban agglomerations and metropolitan areas as the main body. It requires promoting the integrated development of trunk railways, intercity railways, suburban railways and urban rail transit, building a high-quality railway network and comprehensive transportation hubs, promoting the transportation integration of urban agglomerations and metropolitan areas, accelerating the construction of intercity railways and suburban railways, orderly promoting the development of urban rail transit, and building a multi-level rail transit system based on the integration of the four networks.

[0003] Platform screen doors (PSM) are continuous barriers installed at the edge of the platform, separating the passenger waiting area from the train operating area. They correspond to train doors and can be controlled in multiple stages to open and close sliding doors. They are generally classified as full-height, half-height, enclosed, and non-enclosed, and are simply called platform screen doors or station doors. When trains arrive and depart, the screen doors automatically open and close, mechanically separating the train operating space from the passenger waiting space, creating a safe and comfortable waiting environment for passengers. In the context of multi-level rail transit integration, due to the large number of train models and the different door arrangements for different models, existing platform screen doors with fixed opening positions are insufficient to meet the needs of various train types. Furthermore, the lack of PSMs on most high-speed and intercity railway platforms poses certain safety hazards.

[0004] Chinese invention patent CN111547071B discloses a high-speed railway platform door with adjustable opening position, comprising several fixed door frames connected to each other along the platform edge and length, with several movable units within each fixed door frame. This patented technology can only solve the problem of adjusting the opening position for different train models within a certain error range; it still cannot solve the problem of trains stopping at pillar positions for boarding and alighting. Furthermore, the movable door switches between movement and stable fixation within the unit pillar range, resulting in insufficient installation stability and practicality.

[0005] Chinese invention patent CN111775965B discloses a bottom-driven staggered high-speed railway platform screen door, comprising several movable door units continuously arranged along the platform direction. This patented technology employs a staggered opening method, which suffers from inconsistent space widths at each platform screen door section, hindering passenger boarding and alighting and posing certain safety hazards. Furthermore, the staggered drive method using multiple belt drive systems on the lower side occupies a large space, and the distance between the belt drive systems for the outermost platform screen door units is considerable, significantly reducing operational stability, sensitivity, and accuracy.

[0006] Chinese invention patent application CN104176067A discloses a platform safety door structure that adapts to different vehicle models by installing two sets of sliding door components in a staggered manner on the same column. However, since the left / right sliding stroke is fixed, this method still has limitations in adaptability to different vehicle models and cannot adjust the door opening position according to different vehicle models.

[0007] Chinese invention patent application CN111762204A discloses a liftable and folding platform safety device adaptable to various vehicle types, including a liftable and folding platform door, columns, and end doors. This type of vertical liftable platform door has folding panels positioned above the platform door, posing a safety hazard of injury to passengers if they fall. Furthermore, due to the inherent limitations of the folding structure, the maximum opening of the platform surface is always restricted.

[0008] Chinese patent application CN206844928U discloses a half-height safety door with an upper-mounted drive mechanism, comprising a door structure, a drive mechanism, and a support structure. This patented technology uses two sets of drive units to drive two adjacent sliding doors to open and close the platform screen door. The drive mechanism is complex, and the platform screen door assembly is quite thick. Furthermore, the platform screen door opening degree and opening position are fixed, making it difficult to adapt to the needs of different vehicle models and door positions.

[0009] In summary, existing technologies for platform screen doors adaptable to multiple vehicle types all have various technical problems and shortcomings. There is an urgent need for a fully intelligent, adaptive, and coordinated control method that enables platform screen door units to intelligently align and open / close when multiple vehicle types stop at any position on the platform. Summary of the Invention

[0010] To better promote the integration of urban rail transit in city clusters and metropolitan areas, construct a multi-level rail transit system based on the convergence of four networks, and achieve the practical goals of integrated operation, management, and service, this invention addresses the technical problems of limited applicability and poor compatibility of platform screen door systems in the interconnection of multi-mode railway vehicles under the background of multi-level rail transit integration, including traditional high-speed railways, intercity railways, suburban railways, and urban rail transit. This invention proposes a fully intelligent adaptive linkage control method for multi-unit lifting platform screen doors adapted to multiple vehicle types. To achieve the above technical objectives, this invention adopts the following technical solution: A fully intelligent adaptive linkage control method for multi-unit lifting platform screen doors adapted to multiple types of vehicles. The method takes a multi-unit lifting platform screen door suitable for multiple types of railway vehicles to meet passenger boarding and alighting as the control object. The multi-unit lifting platform screen door mainly includes a door leaf body (1), a platform screen door lifting system, a protective height compensation telescopic system, a platform screen door unit combination connection mechanism, a platform screen door protection system (39), and a linkage control unit. The linkage control unit includes multi-type vehicle on-board equipment, trackside integrated train control equipment, vehicle-to-ground safety communication control system, and station platform screen door control system. The method realizes the intelligent alignment opening and closing of the platform screen door unit when multiple types of vehicles stop at any position on the platform through information interaction between the multi-type vehicle on-board equipment and the station platform screen door control system. Specifically, the fully intelligent adaptive linkage control method for multi-unit lifting platform screen doors adapted to multiple types of vehicles includes the following steps: 1) Monitoring the status of multi-unit lifting platform screen doors during the waiting period and preparing for vehicle arrival: 11) The platform screen door control system monitors the working status of each unit door of the multi-unit lifting platform screen door in real time. The working status includes the lifting protection working position and the lowering boarding working position. The system obtains the real-time position information of each door leaf (1) through the door leaf position sensor installed on each unit door. The platform screen door control system also obtains the locking status information of the upper fixed electric lock (34) and the lower fixed electric lock (35) through the electric lock status monitoring module installed on each unit door, and calculates the comprehensive status judgment value of each unit door according to the following formula: Z j = α·S j + β·L j + γ·G j In the formula, Z j S is the comprehensive state determination value of the j-th unit gate. j L represents the position state value of the door leaf (1). j G represents the locking status value of the upper fixed electric lock (34) and the lower fixed electric lock (35). j The values ​​for the expansion and contraction of the glass plate (21) are α, β, and γ, which are weighting coefficients and α+β+γ=1; 12) The station platform screen door control system obtains the train operation diagram information issued by the dispatching center through the trackside integrated train control equipment. The train operation diagram information includes at least the estimated arrival time of the train that is about to enter the station, the train formation information, and the train stopping track information. 13) The platform screen door control system pre-configures the waiting status of the multi-unit lifting platform screen doors on this platform according to the train operation diagram information. When it is determined that the train arrival time is less than the preset time threshold Tp, the platform screen door system waiting preparation program is started, and the door leaf body (1) of each unit door is controlled to maintain the lifting protection working position, and the door position recognition monitoring system is activated; the platform screen door control system calculates the holding force safety margin of each unit door in the waiting status according to the following formula: F j = H j - W j - M j In the formula, F j H is the safety margin for the holding force of the j-th unit door. j W is the maximum static holding force of the door leaf body (1) when it is in the lifting and protective working position. j M is the equivalent load acting on the door leaf (1) under the current ambient wind speed. j The equivalent load is the self-weight of the door leaf (1) and the glass panel (21); when F j An abnormal status warning is issued when the value is less than a preset safety threshold; the value of Tp ranges from 30s to 120s. 2) Interoperability and feedback of multi-mode vehicle entry mode identification and parking location information at this station: 21) During the entry of multi-type vehicles into the station, the door position recognition and monitoring system set at the edge of the platform collects image information and lidar point cloud data of the vehicles entering the station, and identifies the vehicle type, vehicle length, number of doors and position parameters of each door of the current vehicle entering the station. 22) The door position recognition and monitoring system compares and matches the identified vehicle type information with a pre-stored multi-type vehicle parameter database in the station platform screen door control system. This multi-type vehicle parameter database includes at least the vehicle clearance, overall aerodynamic dimensions, and door position technical parameters for CRH series cars, CR400 series cars, urban rail trains, and metro trains. The station platform screen door control system calculates the matching degree between the recognition result and each vehicle type in the database using the following formula: Mk = w1·δ(Lr, Lk) + w2·δ(Nr, Nk) + w3·Σ i δ(dr i dk iIn the formula, Mk represents the matching degree between the identified vehicle and the k-th vehicle type, Lr represents the length of the identified vehicle, Lk represents the length of the k-th vehicle type, Nr represents the number of identified doors, Nk represents the number of doors of the k-th vehicle type, and dr represents the number of doors. i To identify the position of the i-th door, dk i Let δ(·) be the position of the i-th door of the k-th car model, δ(·) be the similarity function δ(x,y)=1-|xy| / (x+y), and w1, w2, w3 be the weight coefficients and their sum is 1; 23) The station platform screen door control system sends a system information verification request to the multi-system vehicle on-board equipment through the vehicle-to-ground safety communication control system. In response to the verification request, the multi-system vehicle on-board equipment feeds back the basic parameter information stored in the on-board controller, including the train model, external geometric dimensions and door position, to the station platform screen door control system. 24) The station platform screen door control system performs consistency verification between the vehicle type information collected by the door position recognition and monitoring system and the basic parameter information fed back by the on-board equipment of multi-type vehicles. If the verification is consistent, the current vehicle type recognition result is confirmed. If the verification is inconsistent, the information fed back by the on-board equipment shall prevail and the vehicle parameter record in the station platform screen door control system shall be updated. 3) Multi-mode vehicles entering and stopping at this platform: 31) During the parking process of multi-mode vehicles entering the station, the station platform screen door control system obtains the distance D(t) between the front of the vehicle and the platform reference point in real time through distance measuring sensors installed at the platform end, and calculates the real-time stopping position deviation of the vehicle according to the following formula: ΔD(t) = D(t) - D0, where ΔD(t) is the real-time position deviation of the vehicle's head from the platform reference point at time t, D(t) is the distance measured by the distance sensor at time t, and D0 is the theoretical distance of the preset standard parking position. 32) Based on the vehicle type information confirmed in step 2), the station platform screen door control system retrieves the current vehicle length Lv and the theoretical distance set {d} of each door from the multi-type vehicle parameter database. i}, and calculate the theoretical projection position of each door along the length of the platform according to the following formula: P i = P0 + d i + ΔDs, where P i Let P0 be the theoretical projected position of the i-th door, and d be the coordinates of the platform reference point. i ΔDs represents the theoretical distance between the i-th door and the front of the vehicle, and ΔDs represents the final position deviation after the vehicle comes to a complete stop. 33) The platform screen door control system of the station is based on the theoretical projection position P of each train door. iThe platform length coverage area of ​​each unit door of the multi-unit lifting platform screen door [E] j E j+1 The matching calculation is performed, and the target unit door number corresponding to each car door is determined according to the following formula: j i = argmin j |P i - (E j + E j+1 ) / 2|, and must satisfy E j ≤ P i ≤ E j+1 In the formula, j i E is the target unit door number corresponding to the i-th door. j Let E be the starting coordinate of the j-th unit door along the length of the platform. j+1 Let be the termination coordinate of the j-th unit door along the platform length; determine the number of unit doors that need to be lowered according to the following formula: N = max({j i}) - min({j i}) + 1, where N is the total number of unit doors that need to be switched from the lifting protection working position to the lowering passenger working position; 4) Multi-mode vehicles and compatible multi-unit platform doors open for passenger boarding and alighting: 41) The station platform screen door control system determines the set of door numbers to be lowered, J={j, based on step 33). i}, respectively send a descent command to the lifting system of the corresponding target unit door, control the corresponding door leaf (1) to switch from the lifting protection working position to the descent boarding working position by the left support slide (3) and right support slide (4) under the linkage drive of the left drive motor (5) and the right drive motor (6) through the left V belt (11) and right V belt (12); at the same time, send a holding command to the other unit doors not included in the set J, so that the corresponding door leaf (1) maintains the lifting protection working position, and is locked by the upper fixed electric control lock tongue (34A) of the upper fixed electric control lock (34) and the upper electric control lock locking hole (14C) of the door leaf convex slide (14) of the adjacent platform screen door, and the lower fixed electric control lock tongue (35A) of the lower fixed electric control lock (35) and the lower electric control lock locking hole (14C) of the door leaf convex slide (14) of the adjacent platform screen door; 42) During the descent of the door body (1), the station platform screen door control system monitors the descent displacement h(t) of the door body (1) in real time through the door position sensor, and determines whether it has reached the descent boarding position according to the following formula: h(t) ≥ H – δh, where h(t) is the downward displacement of the door body (1) at time t, H is the total height of the door body (1), and δh is the allowable error for the door to be lowered into position. The value of δh ranges from 0 to 5 mm. The platform screen door control system of the station also calculates the synchronization deviation on the left and right sides according to the following formula: Δh(t) = |hL(t) - hR(t)|, where Δh(t) is the synchronous deviation of the downward displacement of the left and right sides of the door body (1), hL(t) is the downward displacement of the left side of the door body (1), and hR(t) is the downward displacement of the right side of the door body (1); when Δh(t) exceeds the preset threshold, the station platform screen door control system sends a synchronous adjustment command to the left drive motor (5) and the right drive motor (6); 43) After the door panel (1) reaches the lowering boarding position, the station platform screen door control system sends a protective plate retraction command to the protective height compensation telescopic system, controls the built-in micro motor (15) to drive the right primary linkage (16) and left primary linkage (17) to rotate, thereby driving the left secondary linkage (18) and right secondary linkage (19) to move, so that the glass mounting groove (20) slides along the horizontal slide groove (20A) of the glass mounting groove, and drives the glass plate (21) to retract into the inner cavity (1A) of the door panel; the station platform screen door control system judges whether the glass plate (21) has retracted to the correct position according to the following formula: hg(t) ≥ Hg – δg, where hg(t) is the retraction displacement of the glass plate (21) at time t, Hg is the maximum extension height of the glass plate (21), δg is the allowable error of retraction, and the value of δg ranges from 0 to 10.5 mm. 44) The station platform screen door control system sends a platform door opening completion signal to the on-board equipment of multi-mode vehicles through the vehicle-to-ground safety communication control system, and at the same time receives the train door opening status signal. After confirming that both the train door and the platform door have been opened, it sends boarding and alighting permission information to passengers through the platform broadcasting system and / or electronic display screen. 45) During passenger boarding and alighting, the station platform screen door control system monitors the gap between the platform screen doors and the train in real time through a video surveillance system and a lidar foreign object detection system installed at the edge of the platform, and calculates the safety status judgment value according to the following formula: S = Sv ∪ Sr, where S is the safety status determination result, Sv is the detection result of the video surveillance system, and Sr is the detection result of the lidar detection system. When S determines that there is a foreign object, the station platform screen door control system issues an audible and visual alarm signal and sends a stop departure command to the on-board equipment of the multi-mode vehicle through the vehicle-to-ground safety communication control system. 5) Vehicles of various types depart: 51) The station platform screen door control system obtains the train door closing status signal through the multi-system vehicle on-board equipment, and confirms through the door position sensor that each door body (1) is in the lowered boarding working position and the glass plate (21) is in the retracted state. 52) After the station platform screen door control system confirms that the train doors are closed and there are no abnormalities in the gap area, it sends a platform door preparation signal to the multi-mode vehicle on-board equipment and sends a departure permission signal to the train control system through the trackside integrated train control equipment. 53) After the train departs from the platform, the station platform screen door control system confirms that the train has completely left the platform area through the distance measuring sensor. Then, it sends a lifting and reset command to each unit door, controlling each door panel (1) to switch from the descending boarding position to the lifting and protective position under the linkage drive of the left drive motor (5) and the right drive motor (6). At the same time, it sends a protective plate extension command to the protective height compensation telescopic system, controlling the built-in micro motor (15) to drive the right primary linkage (16) and the left primary linkage (17) to rotate, driving the left secondary linkage (18) and the right secondary linkage (19) to move, so that The glass mounting trough (20) slides along the horizontal slide rail (20A) of the glass mounting trough, causing the glass plate (21) to extend to the lifting protection working position. At the same time, the upper fixed electric control lock tongue (34A) of the upper fixed electric control lock (34) is positioned and locked with the upper electric control lock locking hole (14C) of the door leaf convex slide body (14) of the adjacent platform screen door, and the lower fixed electric control lock tongue (35A) of the lower fixed electric control lock (35) is positioned and locked with the lower electric control lock locking hole (14C) of the door leaf convex slide body (14) of the adjacent platform screen door, so that the multi-unit lifting platform door is restored to the normal protection working position.

[0011] Preferably, the vehicle preparation start time threshold Tp in step 13) is dynamically calculated and determined according to the following formula: Tp = max(Tmin, v × ks + Tm), where Tmin is the preset minimum waiting time for a train, ranging from 30s to 60s; v is the real-time running speed of the currently arriving train; ks is the safety time coefficient, ranging from 0.5 to 2.0s / m; and Tm is the preset time redundancy, ranging from 5s to 15s.

[0012] Preferably, the multi-model vehicle parameter database in step 22) uses a vehicle model feature vector matching method, and calculates the matching degree between the identified vehicle and each model in the database according to the following formula: Mk = w1·δ(Lr, Lk) + w2·δ(Nr, Nk) + w3·Σ i δ(dr i dk i) + w4·δ(Hr,Hk), where Mk is the matching degree between the identified vehicle and the k-th vehicle type, Lr is the length of the identified vehicle, Lk is the length of the k-th vehicle type, Nr is the number of identified doors, Nk is the number of doors of the k-th vehicle type, and dr i To identify the position of the i-th door, dk i Let Hr be the position of the i-th door of the k-th vehicle type, Hk be the height of the identified vehicle, δ(·) be the similarity function δ(x,y)=1-|xy| / (x+y), and w1, w2, w3, w4 be the weight coefficients and their sum is 1.

[0013] Preferably, the ranging sensor in step 31) is a lidar ranging sensor or an ultrasonic ranging sensor, with a ranging sampling frequency of not less than 50Hz and a ranging accuracy of not less than ±10mm; when the vehicle speed v is lower than the preset stopping judgment speed threshold vs and the duration ts exceeds the preset stopping judgment time threshold Ts, it is determined that the vehicle has stopped and the final position deviation ΔDs at the current moment is recorded; where the value range of vs is 0.1~0.5m / s and the value range of Ts is 1~3s.

[0014] Preferably, in step 33), when the length of the continuous unit door coverage area corresponding to the number of unit doors N to be lowered is less than the total door width Wd of the current vehicle, the number of unit doors to be lowered is corrected according to the following formula: Na = N + ceil((Wd - Σ j ∈ᴶ (E j+1 - E j ) + δa) / Wu), where Na is the corrected number of door units to be lowered, and Wd is the total width of the current vehicle doors, and Wd=Σ i w i w i Let represent the width of the i-th door, Wu represent the width of a single unit door, δa represent the preset cumulative alignment allowable deviation, and ceil(·) represent the round-up function.

[0015] Preferably, the downward displacement h(t) of the door body (1) in step 42) is obtained by a displacement sensor or encoder installed on the door body (1), and the displacement measurement accuracy is not less than ±1mm; during the descent, the station platform screen door control system determines whether the door body (1) is tilted by monitoring the speed difference Δω(t)=|ωL(t)-ωR(t)| between the left drive motor (5) and the right drive motor (6). When Δω(t)≥ωq, the station platform screen door control system sends a speed adjustment command to the left drive motor (5) and the right drive motor (6) to keep the door body (1) descending horizontally; where ωL(t) is the real-time speed of the left drive motor (5) at time t, ωR(t) is the real-time speed of the right drive motor (6) at time t, and ωq is the preset allowable speed difference threshold. The value range of ωq is 1.5%~7.4% of the rated speed.

[0016] Preferably, in step 45), the video surveillance system calculates the gap area occupancy rate by means of the following formula: Ro = Ao / Ag × 100%, where Ro is the occupancy rate of the gap area, Ao is the area occupied by foreign objects or people in the gap area, and Ag is the total gap area between the platform screen door and the train; when Ro ≥ Rq, it is determined that there are foreign objects, the station platform screen door control system issues an audible and visual alarm signal and suspends the departure process, where Rq is the preset occupancy rate alarm threshold, and the value range of Rq is 14.5%~18.5%.

[0017] Preferably, the determination condition for the train leaving the platform in step 53) is: the distance D(t) between the head of the vehicle and the platform reference point measured by the distance measuring sensor is greater than the preset departure determination distance Dd, and the duration Td exceeds the preset departure determination time threshold Tq; where Dd=Lv+Ds, Ds is the preset safe departure distance margin, and the value range of Ds is 4~28m; the value range of Tq is 2.5~5.5s.

[0018] The beneficial effects of this invention are as follows: This fully intelligent adaptive linkage control method for multi-unit lifting platform screen doors, adaptable to multiple vehicle types, effectively solves the technical problems of limited applicability and poor compatibility of platform screen door systems in the interconnection of multiple railway vehicle types under the background of multi-network integration. Through information interaction between the on-board equipment of multiple vehicle types and the station platform screen door control system, the intelligent alignment and opening / closing of platform screen door units is realized when multiple vehicle types stop at any position on the platform, completely avoiding the problem of fixed and singular opening positions for boarding and alighting in traditional platform screen door systems. This method can flexibly meet the boarding and alighting needs of passengers arriving in any type of vehicle, while also meeting the technical requirements for the design and renovation of platform screen doors in large-scale high-speed railways, intercity railways, suburban railways, and urban rail transit in China. It has high adaptability to renovation conditions, requires less renovation work, and has low investment costs, effectively meeting the intelligent alignment and opening / closing needs of platform screen doors for passengers arriving in different positions and with different size limitations under the background of multi-network integration. Attached Figure Description

[0019] Figure 1 The flowchart of the fully intelligent adaptation and linkage control method of the multi-unit lifting platform door adapted to multiple vehicle types of the present invention is shown below. Figure 2 This is a three-dimensional structural diagram of the multi-unit lifting platform door assembly in the lifting working state of the present invention. Figure 3 A three-dimensional structural diagram of the multi-unit lifting platform door of the present invention in its lowering working state. Figure 4 This is a partial enlarged view of the multi-unit lifting platform door unit combination connection mechanism of the present invention; Figure 5 This is a schematic diagram of the multi-unit lifting platform door protective height compensation telescopic system of the present invention; Figure 6 This is a diagram showing the structure and layout of the multi-unit lifting platform screen door protection system of the present invention. Figure 7 This is a schematic diagram of the layout scheme of the linkage control unit system of the present invention.

[0020] In the diagram: Door leaf body 1; Door leaf inner cavity 1A; Glass panel telescopic slide 1B; Left support slide 1C1; Right support slide 1C2; Left support slide opening 1D1; Right support slide opening 1D2; Door leaf body glass panel opening 1E; ​​Rear cover plate connecting hole 1F; Convex slide fixing hole 1G; Rear cover plate 2; Cover plate fixing plate 2A; Cover plate glass panel opening 2B; Left support slide plate 3; Right support slide plate 4; Left drive motor 5; Right drive motor 6; Drive motor output shaft 5A; Left drive wheel 7; Left driven wheel 8; Right... 9. Driven wheel; 10. Right driven wheel; 11. Left V-belt; 12. Right V-belt; 13. Door leaf concave slide body; 13A. Door leaf concave slide body groove; 14. Door leaf convex slide body; 14A. Support platform for convex slide body; 14B. Rolling groove of support platform; 14C. Electric lock locking hole; 14D. Mounting hole for convex slide body; 15. Built-in micro motor; 16. Right primary linkage; 17. Left primary linkage; 18. Left secondary linkage; 19. Right secondary linkage; 19A. Linkage lifting shaft; 19B. Linkage connecting shaft; 20. Glass mounting groove; Horizontal glass mounting groove. 20A slide rail; 20B glass plate mounting groove; 21 glass plate; 22 left support slide plate positioning pressure plate; 23 right support slide plate positioning pressure plate; 24 drive wheel connecting key; 25 motor anchor bolt; 26 driven wheel shaft; 27 driven wheel shaft retaining ring; 28 driven wheel cotter pin; 29 upper clamping pressure plate; 29A pressure plate retaining teeth; 30 lower fixed pressure plate; 31 vibration damping rubber body; 31A rubber body mounting hole; 32 door leaf lifting roller; 33A right roller fixing plate; 33B left roller fixing plate; 33A upper fixed electric lock. 4; Upper fixed electric lock tongue 34A; Lower fixed electric lock 35; Lower fixed electric lock tongue 35A; Pressure plate connecting bolt group 36; Connecting rod cotter pin 37; Glass mounting tank horizontal rotating slide shaft 38; Shielding door protection system 39; Protection plate 39A; Protection plate left connecting ear plate 39B; Protection plate middle connecting ear plate 39C; Protection plate left connecting ear plate 39D; Protection plate rotating connecting rod 40; Connecting rod fixing base 41; Electro-hydraulic push rod 42; Platform ZT; Linkage control unit (not shown in the figure). Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings: like Figure 1As shown, a fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple types of vehicles is described. The method takes multi-unit lifting platform doors suitable for multiple types of railway vehicles to meet passenger boarding and alighting as the control object. The multi-unit lifting platform door mainly includes a door leaf body (1), a platform door lifting system, a protective height compensation telescopic system, a platform door unit combination connection mechanism, a platform door protection system (39), and a linkage control unit. The lifting system of the shielding door includes a drive lifting mechanism, a clamping connection mechanism, and a lifting limit mechanism arranged symmetrically on the left and right sides of the door body (1). The drive lifting mechanism consists of a left support plate (3), a right support plate (4), a left drive motor (5), a right drive motor (6), and corresponding clamping connection mechanisms and V-belt transmission systems arranged symmetrically from the lower left and lower right sides upwards. The left support plate (3) and the right support plate (4) are L-shaped plate structures that penetrate the lower side of the door body (1) and slide up and down in the left and right side frames of the door body (1) and the left support slide groove (1C1) and right support slide groove (1C2) defined by the left support plate positioning plate (22) and the right support plate positioning plate (23) respectively.

[0022] The V-belt drive system includes a left drive wheel (7) and a right drive wheel (9) connected by a key to the output shafts (5A) of the left drive motor (5) and the right drive motor (6) at the bottom of the platform screen door, respectively, and a left driven wheel (8) and a right driven wheel (10) connected by a left V-belt (11) and a right V-belt (12), respectively. The left driven wheel (8) and the right driven wheel (10) are rotatably connected to the driven wheel shaft (26) fixed on the upper part of the left support slide plate (3) and the right support slide plate (4), respectively. The left and right drive motors are linked synchronous drive motors, and their driving directions are opposite when working. The corresponding V-belt drive system moves in opposite directions, so as to realize the synchronous descent and lifting of the door body (1).

[0023] The clamping connection mechanism is fixedly connected to the V-belt in the V-belt transmission system, including an upper clamping pressure plate (29) and a lower fixing pressure plate (30) arranged correspondingly above and below. The lower fixing pressure plate (30) is fixedly connected to the left and right sidewalls of the inner cavity (1A) of the door leaf body (1) by bolts. The inner side of the upper clamping pressure plate (29) is provided with several pressure plate teeth (29A), and is fixedly clamped to the lower fixing pressure plate (30) on the V-belt by the middle pressure plate connecting bolt group (36).

[0024] The protective height compensation telescopic system is a protective glass plate telescopic device built into the inner cavity (1A) of the door leaf body (1), including a built-in micro motor (15), a primary and secondary intermediate linkage mechanism, a glass plate (21), and a glass mounting groove (20). The primary and secondary intermediate linkage mechanisms are respectively a left primary linkage (17), a right primary linkage (16), a left secondary linkage (18), and a right secondary linkage (19) symmetrically connected between the built-in micro motor (15) and the glass mounting groove (20). The glass mounting groove (20) is a slotted strip structure, with a horizontal sliding groove (20A) for slidingly mounting a horizontal rotating shaft (38) of the glass mounting groove at the bottom, and a glass plate mounting groove (20B) for fixedly connecting the glass plate (21) at the top.

[0025] The platform screen door unit combination connection mechanism is a sliding locking system correspondingly installed on both sides of a single platform screen door, mainly including two parts: a door leaf concave slide body (13) installed on the left side of the door leaf body (1) and a door leaf convex slide body (14) correspondingly installed on the right side. The door leaf concave slide body (13) is a U-shaped groove structure with a door leaf concave slide body groove (13A) inside, which is fixedly connected to the door leaf body (1) by the bottom bolt of the groove. The left and right sides of the bottom of the door leaf concave slide body groove (13A) are respectively fixedly installed with a roller left fixing plate (33B) and a roller right fixing plate (33A) for rotating and connecting the door leaf lifting roller (32); the upper fixed electric control lock (34) and the lower fixed electric control lock (35) are respectively installed near the upper and lower edges of the door leaf concave slide body groove (13A). The door leaf convex slide body (14) is an inner nested support structure with a convex slide body support platform (14A) in the middle corresponding to the door leaf concave slide body (13). The convex slide body support platform (14A) has a support platform rolling groove (14B) in the middle longitudinally for limiting the rolling of the door leaf lifting roller (32). The support platform rolling groove (14B) has electric lock locking holes (14C) for the upper fixed electric lock (34) and the lower fixed electric lock (35) respectively.

[0026] The platform screen door protection system (39) is installed at the edge of the platform (ZT) to protect people from stepping on the platform screen door when it is in the lowered position. It mainly includes a protection plate (39A), a protection plate rotation linkage (40), and an electro-hydraulic push rod (42). The protection plate (39A) is a rectangular plate structure, the length of which corresponds to the width of a single platform screen door, and the width covers the upper part of the platform screen door in the lowered position.

[0027] The linkage control unit includes multi-mode vehicle-mounted equipment, trackside integrated train control equipment, vehicle-to-ground safety communication control system, and station platform screen door control system. The station platform screen door control system is connected to the trackside integrated train control equipment, which is connected to the vehicle-to-ground safety communication control system and the platform screen door linkage drive system. The vehicle-to-ground safety communication control system is connected to the multi-mode vehicle-mounted equipment.

[0028] The fully intelligent adaptive and linkage control method for multi-unit lifting platform doors, which is applicable to vehicles of various types, has the following workflow: Step 1) Monitoring the status of multi-unit lifting platform screen doors during the waiting period and preparing for vehicle arrival: The platform screen door control system monitors the working status of each unit door of the multi-unit lifting platform screen door in real time. It obtains the real-time position information of each door body (1) through the door leaf position sensor, and at the same time obtains the locking status information of the upper fixed electric lock (34) and the lower fixed electric lock (35) through the electric lock status monitoring module, and calculates the locking status information according to the formula Z. j =α·S j +β·L j +γ·G j Calculate the comprehensive status judgment value of each unit door. The station platform screen door control system obtains the train operation diagram information issued by the dispatch center through the trackside integrated train control equipment. When the train arrival time is determined to be less than the preset time threshold Tp, the platform door system waiting preparation program is started, the door leaf body (1) of each unit door is controlled to maintain the lifting protection working position, and the door position recognition monitoring system is activated. At the same time, according to the formula F j =H j -W j -M j Calculate the safety margin of the holding force of each unit door when it is in the waiting state for a vehicle to arrive.

[0029] Step 2) Interoperability and feedback of multi-mode vehicle entry mode identification and parking location information at this station: During the entry of multi-type vehicles into the station, the door position recognition and monitoring system collects image information and LiDAR point cloud data of the entering vehicles to identify the vehicle type, length, number of doors, and position parameters of each door. The system then compares and matches the identified vehicle type information with the multi-type vehicle parameter database pre-stored in the station's platform screen door control system, according to the formula Mk=w1·δ(Lr, Lk)+w2·δ(Nr, Nk)+w3·Σ i δ(dr i dk iThe matching degree is calculated. The station platform screen door control system sends a system information verification request to the on-board equipment of multi-system vehicles through the vehicle-to-ground safety communication control system. The on-board equipment responds and feeds back basic parameter information. The station platform screen door control system performs a consistency check to confirm the system identification result of the current entering vehicle.

[0030] Step 3) Multi-mode vehicles enter and stop at this platform: During the parking process of multi-mode vehicles, the station platform screen door control system obtains the distance D(t) between the front of the vehicle and the platform reference point in real time through distance measuring sensors, and calculates the real-time stopping position deviation according to the formula ΔD(t)=D(t)-D0. The station platform screen door control system retrieves the vehicle length Lv of the current vehicle and the set of theoretical distances {d} from each door to the front of the vehicle from the multi-mode vehicle parameter database. i According to formula P i =P0+d i +ΔDs calculates the theoretical projection position of each train door along the length of the platform. The station platform screen door control system uses the theoretical projection position P of each train door as the basis for its calculation. i The platform length coverage area of ​​each unit door of the multi-unit lifting platform screen door [E] j E j+1 Perform matching calculations according to formula j i =argmin j |P i -(E j +E j+1 ) / 2| Determine the target unit door number corresponding to each car door, according to the formula N=max({j i})-min({j i})+1 determines the number of unit doors that need to be lowered.

[0031] Step 4) Multi-mode vehicles and compatible multi-unit platform doors open to allow passengers to board and alight: The platform screen door control system sends a descent command to the corresponding target unit door, controlling the door leaf (1) to switch from the lifting protection working position to the descending boarding working position under the linkage drive of the left drive motor (5) and the right drive motor (6). During the descent of the door leaf (1), the platform screen door control system monitors the descent displacement h(t) in real time, and determines whether it has reached the descending boarding working position according to the formula h(t)≥H-δh. At the same time, it calculates the synchronization deviation on the left and right sides according to the formula Δh(t)=|hL(t)-hR(t)|. When the deviation exceeds the preset threshold, it sends a synchronization adjustment command. After the door leaf (1) reaches the descending boarding working position, it controls the built-in micro motor (15) to drive the linkage mechanism to move, so that the glass plate (21) retracts into the inner cavity (1A) of the door leaf. It determines whether the retraction is in place according to the formula hg(t)≥Hg-δg. The station's platform screen door control system sends a signal indicating that the platform screen doors have opened to the onboard equipment of the multi-mode vehicles. After confirming that both the train doors and platform screen doors are open, it sends boarding and alighting permission information to passengers. During passenger boarding and alighting, the station's platform screen door control system monitors the gap area in real time through a video surveillance system and a lidar foreign object detection system. It calculates the safety status judgment value according to the formula S=Sv∪Sr. When a foreign object is detected, it issues an audible and visual alarm signal and sends a train departure suspension command.

[0032] Step 5) Multi-mode vehicles depart: The station platform screen door control system receives the train door closing status signal and confirms that each door panel (1) is in the lowered boarding position and the glass panel (21) is in the retracted state. After confirming that the train doors are closed and there are no abnormalities in the gap area, it sends a platform door preparation signal to the multi-mode vehicle on-board equipment and sends a departure permission signal to the train control system through the trackside integrated train control equipment. After the train leaves the platform, the station platform screen door control system confirms that the vehicle has completely left the platform area through the distance measuring sensor, and then sends a lifting and reset command to each unit door, controlling each door panel (1) to switch from the lowered boarding position to the lifting and protection position, while controlling the glass panel (21) to extend to the lifting and protection position, and locking it through the upper fixed electric lock (34) and the lower fixed electric lock (35), so that the multi-unit lifting platform door returns to the normal protection position.

[0033] It should be noted that the terms "left," "right," "front," "back," "inner," "outer," "up," and "down" mentioned in this document, which indicate the orientation or positional relationship, are based on the positional relationship shown in the accompanying drawings. They are only for the convenience of describing this technical solution and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed or operated in a specific orientation. Therefore, they should not be construed as a limitation on the technical solution. The connection relationship mentioned can refer to a direct connection relationship or an indirect connection relationship.

[0034] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types, characterized in that: The method takes a multi-unit lifting platform screen door suitable for multiple types of railway vehicles to meet passenger boarding and alighting needs as the control object. The multi-unit lifting platform screen door mainly includes a door leaf body (1), a platform screen door lifting system, a protective height compensation telescopic system, a platform screen door unit combination connection mechanism, a platform screen door protection system (39), and a linkage control unit. The linkage control unit includes multi-type vehicle on-board equipment, trackside integrated train control equipment, vehicle-to-ground safety communication control system, and station platform screen door control system. The method realizes the intelligent alignment opening and closing of the platform screen door unit when multiple types of vehicles stop at any position on the platform through information interaction between the multi-type vehicle on-board equipment and the station platform screen door control system. Specifically, the fully intelligent adaptation linkage control method for multi-type vehicles' multi-unit lifting platform screen door includes the following steps: 1) Monitoring the status of multi-unit lifting platform screen doors during waiting periods and preparing for vehicle arrival: 11) The platform screen door control system monitors the working status of each unit door of the multi-unit lifting platform screen door in real time. The working status includes the lifting protection working position and the lowering boarding working position. The system obtains the real-time position information of each door leaf (1) through the door leaf position sensor installed on each unit door. The platform screen door control system also obtains the locking status information of the upper fixed electric lock (34) and the lower fixed electric lock (35) through the electric lock status monitoring module installed on each unit door, and calculates the comprehensive status judgment value of each unit door according to the following formula: Z j = α·S j + β·L j + γ·G j In the formula, Z j S is the comprehensive state determination value of the j-th unit gate. j L represents the position state value of the door leaf (1). j G represents the locking status value of the upper fixed electric lock (34) and the lower fixed electric lock (35). j The values ​​for the expansion and contraction of the glass plate (21) are α, β, and γ, which are weighting coefficients and α+β+γ=1; 12) The station platform screen door control system obtains the train operation diagram information issued by the dispatching center through the trackside integrated train control equipment. The train operation diagram information includes at least the estimated arrival time of the train that is about to enter the station, the train formation information, and the train stopping track information. 13) The platform screen door control system pre-configures the waiting status of the multi-unit lifting platform screen doors on this platform according to the train operation diagram information. When it is determined that the train arrival time is less than the preset time threshold Tp, the platform screen door system waiting preparation program is started, and the door leaf body (1) of each unit door is controlled to maintain the lifting protection working position, and the door position recognition monitoring system is activated; the platform screen door control system calculates the holding force safety margin of each unit door in the waiting status according to the following formula: F j = H j - W j - M j In the formula, F j H is the safety margin for the holding force of the j-th unit door. j W is the maximum static holding force of the door leaf body (1) when it is in the lifting and protective working position. j M is the equivalent load acting on the door leaf (1) under the current ambient wind speed. j The equivalent load is the self-weight of the door leaf (1) and the glass panel (21); when F j When the value is less than a preset safety threshold, an abnormal status warning is issued; the value of Tp ranges from 30s to 120s. 2) Interoperability and feedback of multi-mode vehicle entry mode identification and parking location information at this station: 21) During the entry of multi-type vehicles into the station, the door position recognition and monitoring system set at the edge of the platform collects image information and lidar point cloud data of the vehicles entering the station, and identifies the vehicle type, vehicle length, number of doors and position parameters of each door of the current vehicle entering the station. 22) The door position recognition and monitoring system compares and matches the identified vehicle type information with a pre-stored multi-type vehicle parameter database in the station platform screen door control system. This multi-type vehicle parameter database includes at least the vehicle clearance, overall aerodynamic dimensions, and door position technical parameters for CRH series cars, CR400 series cars, urban rail trains, and metro trains. The station platform screen door control system calculates the matching degree between the recognition result and each vehicle type in the database using the following formula: Mk = w1·δ(Lr, Lk) + w2·δ(Nr, Nk) + w3·Σ i δ(dr i dk i In the formula, Mk represents the matching degree between the identified vehicle and the k-th vehicle type, Lr represents the length of the identified vehicle, Lk represents the length of the k-th vehicle type, Nr represents the number of identified doors, Nk represents the number of doors of the k-th vehicle type, and dr represents the number of doors. i To identify the position of the i-th door, dk i Let δ(·) be the position of the i-th door of the k-th type of vehicle, δ(·) be the similarity function δ(x,y)=1-|xy| / (x+y), and w1, w2, w3 be the weight coefficients and their sum is 1; 23) The station platform screen door control system sends a system information verification request to the multi-system vehicle on-board equipment through the vehicle-to-ground safety communication control system. In response to the verification request, the multi-system vehicle on-board equipment feeds back the basic parameter information stored in the on-board controller, including the train model, external geometric dimensions and door position, to the station platform screen door control system. 24) The station platform screen door control system performs consistency verification between the vehicle type information collected by the door position recognition and monitoring system and the basic parameter information fed back by the on-board equipment of multi-type vehicles. If the verification is consistent, the current vehicle type recognition result is confirmed. If the verification is inconsistent, the information fed back by the on-board equipment shall prevail and the vehicle parameter record in the station platform screen door control system shall be updated. 3) Multi-mode vehicles will enter and stop at this platform: 31) During the parking process of multi-mode vehicles entering the station, the station platform screen door control system obtains the distance D(t) between the front of the vehicle and the platform reference point in real time through distance measuring sensors installed at the platform end, and calculates the real-time stopping position deviation of the vehicle according to the following formula: ΔD(t) = D(t) - D0, where ΔD(t) is the real-time position deviation of the vehicle's head from the platform reference point at time t, D(t) is the distance measured by the distance sensor at time t, and D0 is the theoretical distance of the preset standard parking position. 32) Based on the vehicle type information confirmed in step 2), the station platform screen door control system retrieves the current vehicle length Lv and the theoretical distance set {d} of each door from the multi-type vehicle parameter database. i }, and calculate the theoretical projection position of each door along the length of the platform according to the following formula: P i = P0 + d i + ΔDs, where P i Let P0 be the theoretical projected position of the i-th door, and d be the coordinates of the platform reference point. i ΔDs represents the theoretical distance between the i-th door and the front of the vehicle, and ΔDs represents the final position deviation after the vehicle comes to a complete stop. 33) The platform screen door control system of the station is based on the theoretical projection position P of each train door. i The platform length coverage area of ​​each unit door of the multi-unit lifting platform screen door [E] j E j+1 The matching calculation is performed, and the target unit door number corresponding to each car door is determined according to the following formula: j i = argmin j |P i - (E j + E j+1 ) / 2|, and must satisfy E j ≤ P i ≤ E j+1 In the formula, j i E is the target unit door number corresponding to the i-th door. j Let E be the starting coordinate of the j-th unit door along the length of the platform. j+1 Let be the termination coordinate of the j-th unit door along the platform length direction; The number of unit gates that need to be lowered is determined by the following formula: N = max({j i }) - min({j i }) + 1, where N is the total number of unit doors that need to be switched from the lifting protection working position to the lowering passenger working position; 4) Multi-mode vehicles and compatible multi-unit platform doors open for passenger boarding and alighting: 41) The station platform screen door control system determines the set of door numbers to be lowered, J={j, based on step 33). i }, respectively send a descent command to the lifting system of the corresponding target unit door, control the corresponding door leaf (1) to switch from the lifting protection working position to the descent boarding working position by the left support slide (3) and right support slide (4) under the linkage drive of the left drive motor (5) and the right drive motor (6) through the left V belt (11) and right V belt (12); at the same time, send a holding command to the other unit doors not included in the set J, so that the corresponding door leaf (1) maintains the lifting protection working position, and is locked by the upper fixed electric control lock tongue (34A) of the upper fixed electric control lock (34) and the upper electric control lock locking hole (14C) of the door leaf convex slide (14) of the adjacent platform screen door, and the lower fixed electric control lock tongue (35A) of the lower fixed electric control lock (35) and the lower electric control lock locking hole (14C) of the door leaf convex slide (14) of the adjacent platform screen door; 42) During the descent of the door body (1), the station platform screen door control system monitors the descent displacement h(t) of the door body (1) in real time through the door position sensor, and determines whether it has reached the descent boarding position according to the following formula: h(t) ≥ H – δh, where h(t) is the downward displacement of the door body (1) at time t, H is the total height of the door body (1), and δh is the allowable error for the door to be lowered into position. The value of δh ranges from 0 to 5 mm. The platform screen door control system of the station also calculates the synchronization deviation on the left and right sides according to the following formula: Δh(t) = |hL(t) - hR(t)|, where Δh(t) is the synchronous deviation of the downward displacement of the left and right sides of the door body (1), hL(t) is the downward displacement of the left side of the door body (1), and hR(t) is the downward displacement of the right side of the door body (1); when Δh(t) exceeds the preset threshold, the station platform screen door control system sends a synchronous adjustment command to the left drive motor (5) and the right drive motor (6); 43) After the door panel (1) reaches the lowering boarding position, the station platform screen door control system sends a protective plate retraction command to the protective height compensation telescopic system, controls the built-in micro motor (15) to drive the right primary linkage (16) and left primary linkage (17) to rotate, thereby driving the left secondary linkage (18) and right secondary linkage (19) to move, so that the glass mounting groove (20) slides along the horizontal slide groove (20A) of the glass mounting groove, and drives the glass plate (21) to retract into the inner cavity (1A) of the door panel; the station platform screen door control system judges whether the glass plate (21) has retracted to the correct position according to the following formula: hg(t) ≥ Hg – δg, where hg(t) is the retraction displacement of the glass plate (21) at time t, Hg is the maximum extension height of the glass plate (21), δg is the allowable error of retraction, and the value of δg ranges from 0 to 10.5 mm. 44) The station platform screen door control system sends a platform door opening completion signal to the on-board equipment of multi-mode vehicles through the vehicle-to-ground safety communication control system, and at the same time receives the train door opening status signal. After confirming that both the train door and the platform door have been opened, it sends boarding and alighting permission information to passengers through the platform broadcasting system and / or electronic display screen. 45) During passenger boarding and alighting, the station platform screen door control system monitors the gap between the platform screen doors and the train in real time through a video surveillance system and a lidar foreign object detection system installed at the edge of the platform, and calculates the safety status judgment value according to the following formula: S = Sv ∪ Sr, where S is the safety status determination result, Sv is the detection result of the video surveillance system, and Sr is the detection result of the lidar detection system. When S determines that there is a foreign object, the station platform screen door control system issues an audible and visual alarm signal and sends a stop departure command to the on-board equipment of the multi-mode vehicle through the vehicle-to-ground safety communication control system. 5) Vehicles of various types depart: 51) The station platform screen door control system obtains the train door closing status signal through the multi-system vehicle on-board equipment, and confirms through the door position sensor that each door body (1) is in the lowered boarding working position and the glass plate (21) is in the retracted state. 52) After the station platform screen door control system confirms that the train doors are closed and there are no abnormalities in the gap area, it sends a platform door preparation signal to the multi-mode vehicle on-board equipment and sends a departure permission signal to the train control system through the trackside integrated train control equipment. 53) After the train departs from the platform, the station platform screen door control system confirms that the train has completely left the platform area through the distance measuring sensor. Then, it sends a lifting and reset command to each unit door, controlling each door panel (1) to switch from the descending boarding position to the lifting and protective position under the linkage drive of the left drive motor (5) and the right drive motor (6). At the same time, it sends a protective plate extension command to the protective height compensation telescopic system, controlling the built-in micro motor (15) to drive the right primary linkage (16) and the left primary linkage (17) to rotate, driving the left secondary linkage (18) and the right secondary linkage (19) to move, so that The glass mounting trough (20) slides along the horizontal slide rail (20A) of the glass mounting trough, causing the glass plate (21) to extend to the lifting protection working position. At the same time, the upper fixed electric control lock tongue (34A) of the upper fixed electric control lock (34) is positioned and locked with the upper electric control lock locking hole (14C) of the door leaf convex slide body (14) of the adjacent platform screen door, and the lower fixed electric control lock tongue (35A) of the lower fixed electric control lock (35) is positioned and locked with the lower electric control lock locking hole (14C) of the door leaf convex slide body (14) of the adjacent platform screen door, so that the multi-unit lifting platform door is restored to the normal protection working position.

2. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: The vehicle preparation start time threshold Tp mentioned in step 13) is dynamically calculated and determined according to the following formula: Tp = max(Tmin, v×ks+Tm), where Tmin is the preset minimum waiting time for a train, ranging from 20s to 60s; v is the real-time running speed of the currently arriving train; ks is the safety time coefficient, ranging from 0.5 to 2.5s / m; and Tm is the preset time redundancy, ranging from 5s to 15s.

3. The fully intelligent adaptation and linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: The multi-model vehicle parameter database mentioned in step 22) uses a vehicle model feature vector matching method to calculate the matching degree between the identified vehicle and each model in the database according to the following formula: Mk = w1·δ(Lr, Lk) + w2·δ(Nr, Nk) + w3·Σ i δ(dr i dk i ) + w4·δ(Hr, Hk), where Mk is the matching degree between the identified vehicle and the k-th vehicle type, Lr is the length of the identified vehicle, Lk is the length of the k-th vehicle type, Nr is the number of identified doors, Nk is the number of doors of the k-th vehicle type, and dr i To identify the position of the i-th door, dk i Let Hr be the position of the i-th door of the k-th vehicle type, Hk be the height of the identified vehicle, δ(·) be the similarity function δ(x,y)=1-|xy| / (x+y), and w1, w2, w3, w4 be the weight coefficients and their sum is 1.

4. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: The ranging sensor mentioned in step 31) is a lidar ranging sensor or an ultrasonic ranging sensor, with a ranging sampling frequency of not less than 50Hz and a ranging accuracy of not less than ±10mm; when the vehicle speed v is lower than the preset stopping judgment speed threshold vs and the duration ts exceeds the preset stopping judgment time threshold Ts, it is determined that the vehicle has stopped and the final position deviation ΔDs at the current moment is recorded. The value of vs ranges from 0.1 to 0.5 m / s, and the value of Ts ranges from 1 to 3 s.

5. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: In step 33), when the length of the continuous unit door coverage area corresponding to the number of unit doors N to be lowered is less than the total door width Wd of the current vehicle, the number of unit doors to be lowered is corrected according to the following formula: Na = N + ceil((Wd - Σ j ∈ᴶ (E j+1 - E j ) + δa) / Wu), where Na is the corrected number of door units to be lowered, and Wd is the total width of the current vehicle doors, and Wd=Σ i w i w i Wu represents the width of the i-th door, Wu represents the width of a single unit door, δa represents the preset cumulative alignment allowable deviation, and ceil(·) is the round-up function.

6. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: In step 42), the downward displacement h(t) of the door body (1) is obtained by a displacement sensor or encoder installed on the door body (1), and the displacement measurement accuracy is not less than ±1mm. During the descent, the station platform screen door control system monitors the speed difference Δω(t)=|ωL(t)-ωR(t)| between the left drive motor (5) and the right drive motor (6) to determine whether the door body (1) is tilted. When Δω(t)≥ωq, the station platform screen door control system sends a speed adjustment command to the left drive motor (5) and the right drive motor (6) to keep the door body (1) descending horizontally. Wherein ωL(t) is the real-time speed of the left drive motor (5) at time t, ωR(t) is the real-time speed of the right drive motor (6) at time t, and ωq is the preset allowable speed difference threshold. The value range of ωq is 1.5%~7.4% of the rated speed.

7. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: In step 45), the video surveillance system calculates the gap area occupancy rate by using the following formula: Ro = Ao / Ag × 100%, where Ro is the occupancy rate of the gap area, Ao is the area occupied by foreign objects or people in the gap area, and Ag is the total gap area between the platform screen door and the train; when Ro ≥ Rq, it is determined that there are foreign objects, the station platform screen door control system issues an audible and visual alarm signal and suspends the departure process, where Rq is the preset occupancy rate alarm threshold, and the value range of Rq is 14.5%~18.5%.

8. The fully intelligent adaptive linkage control method for multi-unit lifting platform doors adapted to multiple vehicle types as described in claim 1, characterized in that: The determination condition for the train to leave the platform in step 53) is: the distance D(t) between the head of the vehicle and the platform reference point measured by the distance sensor is greater than the preset departure determination distance Dd, and the duration Td exceeds the preset departure determination time threshold Tq. Where Dd = Lv + Ds, Ds is the preset safe distance margin for leaving the station, and the value of Ds ranges from 4 to 28m; the value of Tq ranges from 2.5 to 5.5s.

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