Control loop and system of rail transit platform door

Abstract

The embodiment of the utility model provides a control loop and system of a rail transit platform door. The control loop comprises a safety switch which is used for being arranged on a plurality of platform doors and is provided with at least two contacts; the first safety circuit comprises a plurality of safety switch first contacts which are connected in sequence; the second safety circuit comprises a plurality of safety switch second contacts which are connected in sequence; the first safety loop is connected to the first input end of the safety controller, and the second safety loop is connected to the second input end of the safety controller. The platform door is used for achieving the effect of improving the safety of the platform door of the rail transit.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a control circuit and system for rail transit platform doors. Background Art

[0002] With the development of the field of transportation technology, the rapid development of rail transit technology has greatly facilitated people's travel and provided more choices for people's travel life.

[0003] The platform door of rail transit is an important guarantee for passenger safety and driving safety, and the safety circuit of the platform door is a very important safety function of the platform door system and a key condition for triggering driving. In the prior art, the double contacts of the limit switch of the platform door are usually formed into a single channel to control the power supply of the relay.

[0004] During the implementation process, the applicant discovered that the existing platform door control circuit design cannot meet higher safety requirements, that is, the safety circuit of the platform door in the prior art has the problem of too low safety. Utility Model Content

[0005] The embodiments of the present application provide a control loop and system for a rail transit platform door, so as to achieve the effect of improving the safety of the rail transit platform door.

[0006] In a first aspect, an embodiment of the present application provides a control loop for a rail transit platform door, the control loop comprising:

[0007] A safety switch, used to be arranged on a plurality of platform doors, the safety switch having at least two contacts;

[0008] A first safety circuit, the first safety circuit comprising a plurality of first contacts of safety switches connected in sequence;

[0009] A second safety circuit, the second safety circuit comprising second contacts of a plurality of safety switches connected in sequence;

[0010] A safety controller, a first safety loop connected to a first input terminal of the safety controller, and a second safety loop connected to a second input terminal of the safety controller.

[0011] In a possible implementation, the safety switch includes a first switch and a second switch;

[0012] The first switch is set at a preset position on the opening side of the platform door, and the second switch is set at a preset position on the closing side of the platform door;

[0013] The first switch is used to fully open or close the platform door, and the second switch is used to lock the closed platform door.

[0014] In a possible implementation, the platform door includes a left platform door and a right platform door; the first safety circuit includes:

[0015] For each platform door, the second end of the first contact of the first switch in the left platform door is connected to the first end of the first contact of the second switch in the right platform door through the first contact of the second switch in the current left platform door, and the second end of the first contact of the second switch in the right platform door is connected to the first end of the first contact of the first switch of the left platform door in the next platform door through the first contact of the first switch in the right platform door;

[0016] The first end of the first contact of the first switch in the left platform door included in the first platform door and the second end of the first contact of the first switch in the right platform door included in the last platform door serve as two ends of the first safety circuit respectively.

[0017] In a possible implementation, the platform door includes a left platform door and a right platform door; and the second safety circuit includes:

[0018] For each platform door, the second end of the second contact of the first switch in the left platform door is connected to the first end of the second contact of the second switch in the right platform door through the second contact of the second switch in the current left platform door, and the second end of the second contact of the second switch in the right platform door is connected to the first end of the second contact of the first switch of the left platform door in the next platform door through the second contact of the first switch in the right platform door;

[0019] The first end of the second contact of the first switch in the left platform door included in the first platform door and the second end of the second contact of the first switch in the right platform door included in the last platform door serve as two ends of the first safety circuit respectively.

[0020] In a possible implementation, when the platform door is in an open state, the first contact of the first switch and the second contact of the first switch are both in an open state, and the first contact of the second switch and the second contact of the second switch are both in an open state;

[0021] When the platform door is in a closed state, the first contact of the first switch and the second contact of the first switch are both in a closed state, and the first contact of the second switch and the second contact of the second switch are both in a closed state.

[0022] In a possible implementation manner, the first switch and the second switch are switches of different types;

[0023] When the first contact and the second contact of the first switch are in an open state, the first switch is in a door pressing state; when the first contact and the second contact of the first switch are in a closed state, the first switch is in a free initial state;

[0024] When the first contact and the second contact of the second switch are in an open state, the second switch is in a free initial state; when the first contact and the second contact of the second switch are in a closed state, the second switch is in a door body pressing state.

[0025] In a possible implementation manner, the control loop further includes a signal feedback loop; the signal feedback loop includes:

[0026] A first relay, a control end of the first relay is connected to a first output end of the safety controller;

[0027] a second relay, wherein a control end of the second relay is connected to a second output end of the safety controller;

[0028] The normally open contact of the first relay is connected to the normally open contact of the second relay and is used to connect to the signal system;

[0029] The normally closed contact of the first relay is connected to the normally closed contact of the second relay and is connected to the feedback input terminal of the safety controller.

[0030] In a possible implementation, when the first safety circuit and the second safety circuit are both turned on, the normally open contact of the first relay and the normally open contact of the second relay are both closed, and the normally closed contact of the first relay and the normally closed contact of the second relay are opened.

[0031] In a possible implementation manner, when any one of the first contact of the safety switch and the second contact of the safety switch is in an open state, the train is in a state of stopping entering or exiting the station.

[0032] In a second aspect, an embodiment of the present application provides a control system for a rail transit platform door, the system comprising: a control loop as described above.

[0033] The control circuit and system of the rail transit platform door provided by the embodiment of the present application include: a safety switch, which is used to be set on multiple platform doors, and the safety switch has at least two contacts; a first safety circuit, the first safety circuit includes a first contact connected in sequence by multiple safety switches; a second safety circuit, the second safety circuit includes a second contact connected in sequence by multiple safety switches; a safety controller, the first safety circuit is connected to the first input end of the safety controller, and the second safety circuit is connected to the second input end of the safety controller. Compared with the traditional technology, the present application sets a safety switch with at least two contacts, and can form a first safety circuit by connecting the first contacts of multiple safety switches in sequence, and form a second safety circuit by connecting the second contacts of multiple safety switches in sequence. In this way, the contact state of the safety switch is detected by setting multiple circuits, and the contact of the safety switch can be ensured to be in the correct open and closed state when the platform door is closed or opened, so as to improve the safety of passengers and vehicles when the platform door is opened and closed, so as to achieve the effect of improving the safety of the platform door of rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0035] Figure 1 The structure of the platform door control circuit provided by the present application is shown as follows: Figure 1 ;

[0036] Figure 2 The structure of the platform door control circuit provided by the present application is shown as follows: Figure 2 ;

[0037] Figure 3 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 1 ;

[0038] Figure 4 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 2 ;

[0039] Figure 5 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 3 ;

[0040] Figure 6 A schematic diagram of the structure of a first switch provided in this application;

[0041] Figure 7 A schematic diagram of the structure of a second switch provided in this application;

[0042] Figure 8A schematic diagram of the forced disconnection structure symbol of the limit switch provided for this application;

[0043] Fig. 9 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 4 ;

[0044] Fig.10 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 5 .

[0045] Reference numerals:

[0046] 10-safety switch; 20-first safety circuit; 30-second safety circuit; 40-safety controller; 110-first switch; 120-second switch; KA1-first relay; KA2-second relay.

[0047] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present application clearer, exemplary embodiments will be described in detail here, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the present application. On the contrary, they are merely examples of devices and implementation methods consistent with some aspects of the present application as detailed in the attached claims. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0049] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein, for example, can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a series of units, systems, products or devices are not necessarily limited to those units clearly listed, but may include units that are not clearly listed or inherent to these products or devices.

[0050] As people's demand for transportation increases, rail transit has become an important choice of transportation for people. Rail transit riding safety is a necessary guarantee for passengers' travel. The platform doors of rail transit separate passengers and trains to ensure the driving safety of trains and the safety of passengers. When the train is running, the platform doors are not allowed to be opened, that is, the train is not allowed to enter or exit the station unless the platform doors are completely closed. The safety control loop of the rail transit platform door is a very important safety function of the platform door system. The platform door being in a safe state is a key condition for triggering driving. Generally, the safety function of the safety door must meet the safety integrity level SIL2 and above. Especially in rail transit with fully automatic unmanned trains, the safety level requirements are higher.

[0051] like Figure 1 The prior art shown, Figure 1 The platform door safety circuit in the system is to simply connect the double contacts of the platform door limit switch in series to form a single-loop control circuit to control the power supply of the relay. Figure 2 In the prior art shown, the closing of the platform door is controlled by a single-contact switch.

[0052] The existing platform door control circuit design cannot meet higher safety requirements, that is, the safety circuit of the platform door in the prior art has the problem of low safety.

[0053] The control circuit of the rail transit platform door provided in the present application can form at least two safety circuits based on at least two contacts of multiple safety switches 10, and the driving conditions can be triggered only when both safety circuits detect safety, thereby improving the safety of rail transit driving and solving the technical problem of low safety of rail transit platform doors in the prior art.

[0054] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0055] Figure 3 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 1 ,like Figure 3 As shown, the control loop includes:

[0056] The safety switch 10 is used to be arranged on a plurality of platform doors, and the safety switch 10 has at least two contacts.

[0057] Among them, the safety switch 10 can be used to electrically control the platform door, and can be used to control the opening position and closing position of the platform door. For example, the safety switch 10 can be a limit switch of the platform door; the safety switch 10 can also be used to lock the platform door. For example, the safety switch 10 can be a door lock switch, and the door lock switch can be an electromagnetic locking switch. The platform door refers to the platform door of rail transit, which can be a shield door, which can be used to isolate passengers and trains when the train is running to ensure driving safety and passenger safety. Here, the contacts of the safety switch 10 refer to the connection points that can make the switch closed or disconnected. The safety switch 10 may include multiple contacts, and the closing or disconnection of the switch is achieved through multiple contacts.

[0058] Exemplarily, a rail transit platform may be provided with a plurality of platform doors, wherein each platform door position may have two platform doors, for example, each platform door position may have a left platform door and a right platform door, and the left platform door and the right platform door are opened and closed by moving in the horizontal direction. A safety switch 10 may be provided for each platform door, and the safety switch 10 has at least two contacts. In this way, the opening and closing of the safety switch 10 can be realized through a plurality of contacts, ensuring that the safety switch 10 is in the correct open state or closed state, thereby ensuring that the platform door is fully closed or fully opened.

[0059] The first safety circuit 20 includes a plurality of first contacts of the safety switches 10 connected in sequence.

[0060] The safety switch 10 has a first contact, and the safety switch 10 can be turned on or off by opening or closing the first contact.

[0061] Exemplarily, for the safety switch 10 on each platform door, the first contact of the safety switch 10 can be connected to the first contact of the previous safety switch 10, and connected to the first contact of the next safety switch 10. For example, the first end of the first contact of the current safety switch 10 can be connected to the second end of the first contact of the previous safety switch 10, and the second end of the first contact of the current safety switch 10 can be connected to the first end of the first contact of the next safety switch 10. The current safety switch 10 here can be any safety switch 10 except the safety switch 10 of the first platform door and the safety switch 10 of the last platform door, and the previous safety switch 10 and the next safety switch 10 here can be two safety switches 10 adjacent to the current safety switch 10. In the specific implementation process, each platform door includes a left platform door and a right platform door, then the previous safety switch 10 of the safety switch 10 of the left platform door can be the switch of the right platform door in the platform door to the left of the current platform door, and the next safety switch 10 of the safety switch 10 of the left platform door can be the switch of the right platform door of the current platform door.

[0062] Optionally, multiple platform doors are provided on the platform of rail transit, and can be arranged in a row of platform doors, and the first contacts of the safety switches 10 provided on the multiple safety doors of the row of platform doors are sequentially connected to form a first safety loop 20. In this way, it can be determined whether the platform door is completely closed or completely opened by the state of whether the first safety loop 20 is turned on. Further, it can be determined whether the platform door is in a safe state based on the first safety loop 20, so as to improve the safety of the platform door of rail transit.

[0063] The second safety circuit 30 includes second contacts of a plurality of safety switches 10 connected in sequence.

[0064] The safety switch 10 has a second contact, and the safety switch 10 can be turned on or off by opening or closing the second contact.

[0065] Exemplarily, the second safety circuit 30 may include second contacts of safety switches 10 provided on a plurality of platform doors arranged in sequence, and the second contacts are connected in sequence. For example, if a plurality of platform doors arranged in sequence are provided with safety switches 10, then the plurality of safety switches 10 are also arranged in sequence, and the second contacts of the plurality of safety switches 10 arranged in sequence may be connected in sequence to form the second safety circuit 30. As an example, the first end of the second contact of the current safety switch 10 may be connected to the second end of the second contact of the previous safety switch 10, and the second end of the second contact of the current safety switch 10 may be connected to the first end of the second contact of the next safety switch 10. In this way, it is also possible to determine whether the platform door is completely closed or fully opened through the second switch 120 circuit formed as described above to ensure the safety state of the platform door. For example, when both the first safety circuit 20 and the second safety circuit 30 are in conduction, it can be indicated that the platform door is completely closed, thereby improving the safety of the platform screen door of the rail transit.

[0066] The safety controller 40 , the first safety loop 20 is connected to a first input terminal of the safety controller 40 , and the second safety loop 30 is connected to a second input terminal of the safety controller 40 .

[0067] The safety controller 40 may be a controller included in a central control device of a platform door control system. The first input terminal may be an input terminal for connecting to the first safety loop 20. The second input terminal may be an input terminal for connecting to the second safety loop 30.

[0068] Exemplarily, the safety controller 40 can connect the two ends of the first contacts of the plurality of safety switches 10 connected in sequence through the first input end to achieve access to the first safety loop 20. And the safety controller 40 can connect the two ends of the second safety loop 30 formed by the second contacts of the plurality of safety switches 10 connected in sequence through the second input end to achieve access to the second safety loop 30 by the safety controller 40. In this way, through the above structure, at least two safety loops can be realized, and loop detection can be performed on each safety loop respectively to determine the state of each safety loop. Further, it can be combined with the states of multiple safety loops to determine whether the platform door is in a safe state, that is, whether the platform door is fully opened or fully closed. Furthermore, while ensuring that the platform door is in a safe state, the train driving condition can be triggered.

[0069] Specifically, the safety controller 40 can be used to perform safety detection on the first safety circuit 20 and the second safety circuit 30 to determine whether the first safety circuit 20 and the second safety circuit 30 are fully conductive. When both the first safety circuit 20 and the second safety circuit 30 are fully conductive, it can be determined that the platform door is completely closed, and driving safety can be guaranteed. Because both safety circuits need to be conductive to determine that the platform door is completely closed, compared with the traditional technology of single-circuit safety control of the platform door, the safety of the platform door can be improved. In this way, through the setting of two safety circuits, the safety performance of the rail transit platform door can be improved, and the safety integrity level of the control circuit meets SIL2 and above, ensuring driving safety.

[0070] The control circuit of the rail transit platform door provided in the embodiment of the present application can form a first safety circuit 20 by sequentially connecting the first contacts of multiple safety switches 10, and form a second safety circuit 30 by sequentially connecting the second contacts of multiple safety switches 10, by setting up multiple circuits to detect the contact status of the safety switches, so as to ensure that the contacts of the safety switches 10 are in the correct open and closed state when the platform door is closed or opened, thereby improving the safety of passengers and vehicles when opening and closing the platform door, and achieving the technical effect of improving the safety of the platform door of rail transit.

[0071] In an exemplary embodiment, Figure 4 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 2 ,like Figure 3 and Figure 4 As shown, the safety switch 10 includes a first switch 110 and a second switch 120 . Figure 3 The first switch 110 in may be Figure 4 The middle switches A1, A2, An, An+1, and the second switch 120 may be switches B1, B2, Bn, Bn+1.

[0072] The first switch 110 is set at a preset position on the opening side of the platform door, and the second switch 120 is set at a preset position on the closing side of the platform door. The first switch 110 is used to fully open or close the platform door, and the second switch 120 is used to lock the closed platform door.

[0073] Specifically, the first switch 110 may be a switch for limiting the platform door. The second switch 120 may be a switch for completely locking the closed platform door. The door opening side preset position refers to the position on the side where the platform door is located in the direction of opening. The door closing side preset position refers to the position on the side where the door is located in the direction of closing. For example, Figure 4 The working states of the first switch 110 and the second switch 120 when the platform door is closed are shown. The platform door is closed in the direction of the arrow, so the open side of the left platform door is Figure 4 The left side of the left door of the middle platform, the closed side of the left door of the platform is Figure 4 The right side of the left door on the middle platform; and the opening side of the right door on the platform is Figure 4 The right side of the right door on the middle platform, the closed side of the right door on the platform is Figure 4 The left side of the right door of the middle platform. It is understandable that the door opening side and the door closing side need to be determined according to the actual situation.

[0074] For example, the arrangement of the safety switch 10 for each platform door can be the same. The first switch 110 for fully opening or fully closing the platform door can be set at a preset position on the opening side of the platform door, so that the first switch 110 can be used to limit the platform door. The second switch 120 for locking the closed platform door can be set at a preset position on the closing side of the platform door. Such a structure can ensure that when the platform door is closed, the second switch 120 can play a role in completely locking the platform door, avoiding a reduction in safety caused by the platform door not being fully closed.

[0075] Optionally, see Figure 5 , Figure 5 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 3 , Figure 3 The first switch 110 may be Figure 5 Switches A1 and A2, the second switch 120 may be switches B1 and B2, Figure 5The state when the platform door is open is shown, and the left platform door and the right platform door are opened in opposite directions. After the platform door is opened, the first contact of the first switch 110 and the second contact of the first switch 110 can be disconnected, and the first contact of the second switch 120 and the second contact of the second switch 120 can also be disconnected. In this way, the first safety circuit 20 and the second safety circuit 30 can be disconnected, and the safety controller 40 can detect the disconnection state of the first safety circuit 20 and the second safety circuit 30, and can feedback that the platform door is in the open state, and stop the train from entering and leaving the station.

[0076] In this embodiment, by setting the first switch 110 at a preset position on the opening side of the platform door, and setting the second switch 120 at a preset position on the closing side of the platform door, it can be ensured that the first switch 110 effectively plays a role in limiting the platform door, and is beneficial for the second switch 120 to lock the platform door when the platform door is closed, ensuring that the platform door is completely closed, thereby improving the safety of the rail transit platform door, helping to improve the safety level and ensure driving safety.

[0077] Alternatively, if Figure 3 As shown, the platform door includes a left platform door and a right platform door; the first safety circuit 20 includes:

[0078] For each platform door, the second end of the first contact of the first switch 110 in the left platform door is connected to the first end of the first contact of the second switch 120 in the right platform door through the first contact of the second switch 120 in the current left platform door, and the second end of the first contact of the second switch 120 in the right platform door is connected to the first end of the first contact of the first switch 110 in the left platform door of the next platform door through the first contact of the first switch 110 in the right platform door;

[0079] The first end of the first contact of the first switch 110 in the left platform door included in the first platform door and the second end of the first contact of the first switch 110 in the right platform door included in the last platform door serve as two ends of the first safety loop 20 respectively.

[0080] in, Figure 3 In the figure, An (n=1, 2, ..., n, n+1) represents the first switch 110, and Bn (n=1, 2, ..., n, n+1) represents the second switch 120. a represents the first contact, and b represents the second contact. Each platform door position setting may have a left platform door and a right platform door, that is, the platform door may include a left platform door and a right platform door. The next platform door may be the next platform door adjacent to the current platform door among a plurality of arranged platform doors. For example, the left platform door and the right platform door may be arranged in cooperation to achieve the purpose of closing the platform door. The first platform door may be the first platform door among a plurality of arranged platform doors, such as Figure 3The platform door where the switches A1 and B1 are located can be the left platform door of the first platform door. The last platform door can be the last platform door among a plurality of arranged platform doors, such as Figure 3 The safety door where the switches An+1 and Bn+1 are located can be the right door of the last platform door. In a specific implementation, the first platform door and the last platform door are the platform doors at the edge of the platform of the rail transit. In some other examples, Figure 3 The safety door where switches An+1 and Bn+1 are located can be the first platform door. Figure 3 The platform door where the switches A1 and B1 are shown may be the last platform door.

[0081] For example, for each platform door, the platform left door and the platform right door of the platform door can be opened and closed in opposite directions in the horizontal direction, such as Figure 4 The platform doors are shown in the closed position, as shown in Figure 5 The platform door shown is in an open state. Due to the switching characteristics of the platform door, the safety switch 10 arranged on the platform door can be Figure 4 and Figure 5 As shown, for the platform door 1, A1 and A2 are both first switches 110, B1 and B2 are both second switches 120, switches A1 and B1 are safety switches 10 provided on the left platform door, and switches A2 and B2 are safety switches 10 provided on the right platform door.

[0082] The first contact of switch A1, switch B1, switch B2 and switch A2 may be connected in sequence. Specifically, the second end of the first contact of switch A1 may be connected to the first end of the first contact of switch B2 via the first contact of switch B1, the second end of the first contact of switch B2 may be connected to the second end of the first contact of switch A2, and the first end of the first contact of switch A2 may be connected to the first end of the first contact of the first switch 110 in the platform left door included in the next platform door; for example, Figure 4 As shown, if platform door n is the next platform door of platform door 1, the first end of the first contact of switch A2 can be connected to the first end of the first contact of switch An. Among them, switch An and switch An+1 set on platform door n are both first switches 110, switch Bn and switch Bn+1 are both second switches 120, switch An and switch Bn are safety switches 10 on the left platform door, switch An+1 and switch Bn+1 are safety switches 10 on the right platform door, and the connection relationship between the first contacts of switches An, Bn, Bn+1 and An+1 can be the same as the connection relationship of the first contacts of the safety switch 10 of platform door 1.

[0083] like Figure 4As shown, if platform door 1 is the first platform door, the first end of the first contact of switch A1 provided on the left platform door of platform door 1 can be used as one end of the first safety loop 20. If platform door n is the last platform door, the second end of the first contact of switch An+1 provided on the right platform door of platform door n can be used as the other end of the first safety loop 20. In this way, through the above structure, the first safety loop 20 can be formed to achieve the effect of improving the safety of the platform door.

[0084] In this embodiment, a complete first safety circuit 20 can be formed through the above structure, so that by detecting the conduction state of the first safety circuit 20, it can be determined whether the platform door is completely closed, thereby improving the safety of the platform door.

[0085] Alternatively, if Figure 3 As shown, the platform door includes a left platform door and a right platform door; the second safety circuit 30 includes:

[0086] For each platform door, the second end of the second contact of the first switch 110 in the left platform door is connected to the first end of the second contact of the second switch 120 in the right platform door through the second contact of the second switch 120 in the current left platform door, and the second end of the second contact of the second switch 120 in the right platform door is connected to the first end of the second contact of the first switch 110 in the left platform door in the next platform door through the second contact of the first switch 110 in the right platform door;

[0087] The first end of the second contact of the first switch 110 in the left platform door included in the first platform door and the second end of the second contact of the first switch 110 in the right platform door included in the last platform door serve as two ends of the first safety loop 20 respectively.

[0088] For example, for each platform door, the platform left door and the platform right door of the platform door can be opened and closed in opposite directions in the horizontal direction, and the safety switch 10 arranged on the platform door can be as follows: Figure 4 and Figure 5 As shown, A1 and A2 are both first switches 110, B1 and B2 are both second switches 120, switch A1 and switch B1 are safety switches 10 provided on the left door of the platform, and switch A2 and switch B2 are safety switches 10 provided on the right door of the platform.

[0089] The second contacts of switch A1, switch B1, switch B2, and switch A2 may be connected in sequence. Specifically, the second end of the second contact of switch A1 may be connected to the first end of the second contact of switch B2 via the second contact of switch B1, the second end of the second contact of switch B2 may be connected to the second end of the second contact of switch A2, and the first end of the second contact of switch A2 may be connected to the first end of the second contact of the first switch 110 in the left platform door included in the next platform door; for example, Figure 4 As shown, if platform door n is the next platform door of platform door 1, the first end of the second contact of switch A2 can be connected to the first end of the second contact of switch An. Among them, switch An and switch An+1 set on platform door n are both first switches 110, switch Bn and switch Bn+1 are both second switches 120, switch An and switch Bn are safety switches 10 on the left platform door, switch An+1 and switch Bn+1 are safety switches 10 on the right platform door, and the connection relationship between the second contacts of switches An, Bn, Bn+1 and An+1 can be the same as the second contact connection relationship of the safety switch 10 of the platform door 1 mentioned above.

[0090] like Figure 4 As shown, if platform door 1 is the first platform door, the first end of the second contact of switch A1 provided on the platform left door of platform door 1 can be used as one end of the second safety loop 30. If platform door n is the last platform door, the second end of the second contact of switch An+1 provided on the platform right door of platform door n can be used as the other end of the second safety loop 30. In this way, through the above structure, the second safety loop 30 can be formed to achieve the effect of improving the safety of the platform door.

[0091] In this embodiment, through the above-mentioned structure, a complete second safety loop 30 can be formed, and the first safety loop 20 and the second safety loop 30 can be used to improve the safety detection of the platform door. Through the setting of the second safety loop 30, the safety level of the platform door can be improved, thereby improving the safety of the rail transit safety door to ensure driving safety.

[0092] Optionally, when the platform door is in the open state, the first contact of the first switch 110 and the second contact of the first switch 110 are both in the disconnected state, and the first contact of the second switch 120 and the second contact of the second switch 120 are both in the disconnected state;

[0093] When the platform door is in the closed state, the first contact of the first switch 110 and the second contact of the first switch 110 are both in the closed state, and the first contact of the second switch 120 and the second contact of the second switch 120 are both in the closed state.

[0094] For example, Figure 4As shown in FIG. 1 , when the first contact and the second contact of switches A1 and B1 are both in a closed state, it indicates that the platform door is in a closed state. Figure 5 As shown, when the first contact or the second contact of any switch A1 or switch B1 is disconnected, it indicates that the platform door is open. If the platform door is in the open state, the first contact of the first switch 110 and the first contact of the second switch 120 are in the disconnected state, so the first safety circuit 20 is in a non-conductive state; and the second contact of the first switch 110 and the second contact of the second switch 120 are also in the disconnected state, indicating that the second safety circuit 30 is also in a non-conductive state. The above structure indicates that the platform door is not closed, and the safety controller 40 can detect that both the first safety circuit 20 and the second safety circuit 30 are not conductive. Furthermore, the safety controller 40 can send a signal to the signal system of the train that it cannot travel safely, and stop the train from entering and leaving the station.

[0095] If the platform door is in a closed state, the first contact of the first switch 110 and the first contact of the second switch 120 should be in a closed state, and the second contact of the first switch 110 and the second contact of the second switch 120 should also be in a closed state. Such a structure means that when the platform door is in a closed state, the first safety circuit 20 and the second safety circuit 30 are both turned on. The safety controller 40 can detect that the first safety circuit 20 and the second safety circuit 30 are both turned on, indicating that the platform door is completely closed, thereby improving the safety level of the platform door through the two safety circuits.

[0096] In this embodiment, through the state setting of the above-mentioned structure, whether the double safety circuits formed by the two sets of contacts of the first switch 110 and the second switch 120 are turned on is determined by the state of the double contacts of the first switch 110 and the second switch 120. The safety controller 40 can detect whether the two safety circuits are turned on. When any safety circuit is disconnected, the safety controller 40 will not output a safety signal to the signal system to stop the train from entering and exiting the station, thereby ensuring driving safety and improving the safety of the platform door system of rail transit.

[0097] Optionally, Figure 6 This is a schematic diagram of the structure of a first switch 110 provided in the present application. Figure 7 A schematic diagram of the structure of a second switch 120 provided in this application is shown in FIG. Figure 6 and Figure 7 As shown, the first switch 110 and the second switch 120 are switches of different types;

[0098] When the first contact and the second contact of the first switch 110 are in an open state, the first switch 110 is in a door pressing state; when the first contact and the second contact of the first switch 110 are in a closed state, the first switch 110 is in a free initial state;

[0099] When the first contact and the second contact of the second switch 120 are in an open state, the second switch 120 is in a free initial state; when the first contact and the second contact of the second switch 120 are in a closed state, the second switch 120 is in a door pressing state.

[0100] The first switch 110 may be a limit switch; the second switch 120 may be a door lock switch; the second switch 120 may be an electromagnetic lock switch. Figure 6 and Figure 7 As shown, a represents the first contact, b represents the second contact, and c represents the third contact.

[0101] Exemplarily, the first switch 110 and the switch may be different types of safety switches 10. Specifically, different types of switches may be reflected in different free initial states of the switches. When the first switch 110 is in the free initial state, the first contact of the first switch 110 and the second contact of the first switch 110 are both in the normally closed state, and the third contact of the first switch 110 is in the normally open state; when the first switch 110 is in the door body pressing state, the first contact of the first switch 110 and the second contact of the first switch 110 are disconnected, and the third contact of the first switch 110 is closed. When the second switch 120 is in the free initial state, the first contact of the second switch 120 and the second contact of the second switch 120 are in the normally open state, and the third contact of the second switch 120 is in the normally closed state; when the second switch 120 is in the door body pressing state, the first contact of the second switch 120 and the second contact of the second switch 120 are closed, and the third contact of the second switch 120 is disconnected.

[0102] In a specific implementation, when the platform door is closed, the first switch 110 should be in a free initial state, and the second switch 120 should be in a door body pressing state; when the platform door is opened, the first switch 110 should be in a door body pressing state, and the second switch 120 should be in a free initial state.

[0103] like Figure 6 The first switch 110 shown is a safety limit switch A, which can be installed at a preset position in the direction in which the platform door opens. Figure 8The symbolic diagram of the forced disconnection structure of the limit switch shown in the figure shows that the limit switch has a forced disconnection structure. When the door body of the platform door is opened, the limit switch can be triggered all the time. When the door body is open, the switch A is in a door body pressing state, and the first contact and the second contact are in a disconnected state. Since the switch A adopts a safety switch 10 with a forced disconnection structure, the contacts can be forced to disconnect under the action of an external force. During the process of opening the door body, the switch A is pressed all the time, and the first contact and the second contact are always in a disconnected state. Even if the contacts of the first switch 110 have a bonding failure, they can be reliably disconnected, thereby reliably disconnecting the first safety circuit 20 and the second safety circuit 30, so that the platform door system is in a safe state, and the safety of rail transit driving is improved.

[0104] In this embodiment, by setting different types of the first switch 110 and the second switch 120, different types of safety switches 10 are combined to form a first safety circuit 20 and a second safety circuit 30, thereby reducing the failure rate of the safety switch 10 due to common causes, further improving the safety of the safety circuit, and thus further improving the safety of the platform door.

[0105] In an exemplary embodiment, Fig. 9 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 4 , Fig.10 A schematic diagram of the control circuit of a rail transit platform door provided in this application Figure 5 ,like Fig. 9 and Fig.10 As shown, the control loop also includes a signal feedback loop; the signal feedback loop includes:

[0106] A first relay KA1, a control end of the first relay KA1 is connected to a first output end of the safety controller 40;

[0107] A second relay KA2, a control end of the second relay KA2 is connected to a second output end of the safety controller 40;

[0108] The normally open contact of the first relay KA1 is connected to the normally open contact of the second relay KA2 and is used to connect to the signal system;

[0109] The normally closed contact of the first relay KA1 is connected to the normally closed contact of the second relay KA2 , and is connected to a feedback input terminal of the safety controller 40 .

[0110] The relay may be an automatic switch element with an isolation function. The control end of the relay may be a port for controlling the contact action of the relay, or may be an end where the relay coil is located.

[0111] Exemplarily, the control end of the first relay KA1 can be connected to the first output end of the safety output of the safety controller 40, and the control end of the second relay KA2 can be connected to the second output end of the safety output of the safety controller 40. In this way, the signal of the first safety loop 20 can be received through the first relay KA1, and the signal of the second safety loop 30 can be received through the second relay KA2. For example, if the safety controller 40 detects that the first safety loop 20 is turned on, the safety controller 40 can output a control signal to the first relay KA1 so that the contact of the first relay KA1 is actuated; if the safety controller 40 detects that the second safety loop 30 is turned on, the safety controller 40 can output a control signal to the second relay KA2 so that the contact of the second relay KA2 is actuated. In this way, the signal output of the safety loop can be performed by using two forced-guided first relays KA1 and second relays KA2. When one relay fails, the safety loop signal can be cut off by the other relay, thereby improving the safety of the system.

[0112] The normally open contact of the first relay KA1 is connected to the normally open contact of the second relay KA2, and the normally open contact of the first relay KA1 and the normally open contact of the second relay KA2 are connected, and the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are connected, and the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are connected, and the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are connected, and the feedback input terminal of the safety controller 40 is connected. Fig.10 As shown, the second end of the normally open contact of the first relay KA1 can be connected to the first end of the normally open contact of the second relay KA2, and the second end of the normally open contact of the second relay KA2 and the first end of the normally open contact of the first relay KA1 can be respectively connected to a signal system, where the signal system can be a signal system for controlling rail transit operation, or a signal system for rail transit control.

[0113] Specifically, the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are connected and connected to the feedback input terminal of the safety controller 40, so that before the safety controller 40 performs a safety output, a valid feedback input signal can be maintained, that is, before the safety controller 40 performs a safety output, the feedback loop formed by the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 is conductive. When the safety controller 40 performs a safety output, the contact action of the first relay KA1 and the second relay KA2 is triggered, so that the normally open contact is closed and the normally closed contact is disconnected, so that the safety signal can be fed back to the signal system, that is, the loop connected to the signal system can be conductive, and the signal system can detect the conductive loop and determine that the platform door is in a safe state.

[0114] Specifically, the safety controller 40 performs feedback collection and detection on the normally closed contacts of the forced-guided first relay KA1 and the second relay KA2, that is, a loop detection is performed through the normally closed contacts of the first relay KA1 and the second relay KA2. When the normally open contacts of any relay are stuck, the normally closed contacts will be disconnected. At this time, the safety controller 40 can detect an invalid feedback signal, and the safety controller 40 will not output a safety loop signal to the signal system, stop the rail transit operation, and ensure the safety of the platform door system.

[0115] In this embodiment, through the above-mentioned structural setting, two forced-guided relays can be controlled respectively through the first output terminal and the second output terminal of the safety controller 40, and effective input information can be fed back before the safety output action of the safety controller 40. At the same time, when the input signal of the dual safety circuit is valid (that is, when both safety circuits are turned on), the safety output channel of the safety controller 40 will execute the output control relay. The relay has a forced-guided structural property, that is, the normally open contacts and normally closed contacts of the relay will not be closed at the same time. When adhesion occurs during the closing process of the normally open contacts of any relay, the feedback input is disconnected. At this time, even if the two safety circuits are normally turned on, the safety controller 40 will not output the safety circuit signal to the signal system, thereby further improving the safety of the platform door system of rail transit.

[0116] Optionally, when the first safety circuit 20 and the second safety circuit 30 are both turned on, the normally open contact of the first relay KA1 and the normally open contact of the second relay KA2 are both closed, and the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are opened.

[0117] For example, if the normally closed contacts of the first relay KA1 and the normally closed contacts of the second relay KA2 remain closed before the safety controller 40 outputs a safety signal, it means that the safety controller 40 has received a valid feedback signal, and the first relay KA1 and the second relay KA2 are both operating normally. When the first safety circuit 20 and the second safety circuit 30 are both turned on, the safety controller 40 can output a safety signal. At this time, the safety controller 40 controls the first relay KA1 and the second relay KA2 to perform contact action, so that the normally open contacts of the first relay KA1 and the normally open contacts of the second relay KA2 are both closed, and the circuit connected to the signal system is turned on, and the signal system can receive the safety signal output by the safety controller 40.

[0118] Specifically, as shown in Table 1 below, 0 means invalid and 1 means valid. Only when the first input terminal, the second input terminal and the feedback input are all 1 at the same time, the safety output will execute the action and feed back the safety loop signal of the platform door on one side to the signal system.

[0119] When the normally closed contact of the first relay KA1 and the normally closed contact of the second relay KA2 are both kept closed, the true value of the feedback loop is 1, otherwise it is 0; when the first safety loop 20 is turned on, the true value of the first input terminal is 1, otherwise it is 0; when the second safety loop 30 is turned on, the true value of the second input terminal is 1, otherwise it is 0. The safety controller 40 needs to detect that the true values ​​of the first input terminal, the second input terminal, and the feedback loop are all 1 before implementing the safety output, otherwise it stops the safety output, indicating that the circuit corresponding to the true value of 0 has a fault.

[0120] Table 1 Safety controller 40 input and output truth table

[0121]

[0122] In this embodiment, by setting the above-mentioned state, the safety control can effectively output a safety signal, and by setting multiple safety conditions, the safety level of the rail transit platform door can be improved, and the safety of the safety door system can be improved.

[0123] In an exemplary embodiment, when any one of the first contact of the safety switch and the second contact of the safety switch is in the disconnected state, the train is in a state of stopping entering and exiting the station. Through the above configuration, when any one of the first contact of the safety switch and the second contact of the safety switch is in the disconnected state, it means that the platform door is not completely closed or there is a fault. At this time, restricting the train from entering and exiting the station can ensure the driving safety in rail transit.

[0124] In an exemplary embodiment, the present application also provides a control system for a rail transit platform door, the system comprising: a control loop as described above.

[0125] By setting the control loop of any of the above-mentioned embodiments, the safety of the control system of the rail transit platform door can be improved, the driving safety of the rail transit system can be ensured, the safety level of the platform door can be improved, and the safety integrity level meets SIL2 and above.

[0126] Finally, it should be noted that those skilled in the art will easily think of other embodiments of the utility model after considering the specification and practicing the utility model disclosed herein. The utility model is intended to cover any variation, use or adaptation of the utility model, which follows the general principles of the utility model and includes common knowledge or conventional technical means in the technical field not disclosed by the utility model, is not limited to the precise structure described above and shown in the drawings, and can be modified and changed in various ways without departing from the scope thereof. The scope of the utility model is limited only by the appended claims.

Claims

1. A control circuit for a rail transit platform door, characterized in that: The control loop comprises: A safety switch (10) is used to be arranged on a plurality of platform doors, wherein the safety switch (10) has at least two contacts; A first safety circuit (20), the first safety circuit (20) comprising a plurality of first contacts of the safety switches (10) connected in sequence; A second safety circuit (30), the second safety circuit (30) comprising a plurality of second contacts of the safety switches (10) connected in sequence; A safety controller (40), wherein the first safety loop (20) is connected to a first input end of the safety controller (40), and the second safety loop (30) is connected to a second input end of the safety controller (40).

2. The control circuit according to claim 1, characterized in that: The safety switch (10) comprises a first switch (110) and a second switch (120); The first switch (110) is arranged at a preset position on the opening side of the platform door, and the second switch (120) is arranged at a preset position on the closing side of the platform door; The first switch (110) is used to fully open or close the platform door, and the second switch (120) is used to lock the closed platform door.

3. The control circuit according to claim 2, characterized in that: The platform door comprises a left platform door and a right platform door; the first safety circuit (20) comprises: For each of the platform doors, the second end of the first contact of the first switch (110) in the left platform door is connected to the first end of the first contact of the second switch (120) in the right platform door through the first contact of the second switch (120) in the current left platform door, and the second end of the first contact of the second switch (120) in the right platform door is connected to the first end of the first contact of the first switch (110) in the left platform door of the next platform door through the first contact of the first switch (110) in the right platform door; The first end of the first contact of the first switch (110) in the left platform door included in the first platform door, and the second end of the first contact of the first switch (110) in the right platform door included in the last platform door serve as the two ends of the first safety circuit (20).

4. The control circuit according to claim 2, characterized in that: The platform door comprises a left platform door and a right platform door; the second safety circuit (30) comprises: For each of the platform doors, the second end of the second contact of the first switch (110) in the left platform door is connected to the first end of the second contact of the second switch (120) in the right platform door through the second contact of the second switch (120) in the current left platform door, and the second end of the second contact of the second switch (120) in the right platform door is connected to the first end of the second contact of the first switch (110) in the left platform door of the next platform door through the second contact of the first switch (110) in the right platform door; The first end of the second contact of the first switch (110) in the left platform door included in the first platform door, and the second end of the second contact of the first switch (110) in the right platform door included in the last platform door serve as the two ends of the first safety circuit (20).

5. The control circuit according to any one of claims 2 to 4, characterized in that: When the platform door is in an open state, the first contact of the first switch (110) and the second contact of the first switch (110) are both in an open state, and the first contact of the second switch (120) and the second contact of the second switch (120) are both in an open state; When the platform door is in a closed state, the first contact of the first switch (110) and the second contact of the first switch (110) are both in a closed state, and the first contact of the second switch (120) and the second contact of the second switch (120) are both in a closed state.

6. The control circuit according to claim 5, characterized in that: The first switch (110) and the second switch (120) are switches of different types; When the first contact and the second contact of the first switch (110) are in an open state, the first switch (110) is in a door pressing state; when the first contact and the second contact of the first switch (110) are in a closed state, the first switch (110) is in a free initial state; When the first contact and the second contact of the second switch (120) are in an open state, the second switch (120) is in a free initial state; when the first contact and the second contact of the second switch (120) are in a closed state, the second switch (120) is in a door pressing state.

7. The control circuit according to claim 1, characterized in that: The control loop also includes a signal feedback loop; the signal feedback loop includes: A first relay (KA1), wherein a control end of the first relay (KA1) is connected to a first output end of the safety controller (40); a second relay (KA2), wherein a control end of the second relay (KA2) is connected to a second output end of the safety controller (40); The normally open contact of the first relay (KA1) is connected to the normally open contact of the second relay (KA2) and is used to be connected to a signal system; The normally closed contact of the first relay (KA1) and the normally closed contact of the second relay (KA2) are connected and connected to a feedback input terminal of the safety controller (40).

8. The control circuit according to claim 7, characterized in that: When the first safety circuit (20) and the second safety circuit (30) are both turned on, the normally open contact of the first relay (KA1) and the normally open contact of the second relay (KA2) are both closed, and the normally closed contact of the first relay (KA1) and the normally closed contact of the second relay (KA2) are opened.

9. The control circuit according to claim 1, characterized in that: When any one of the first contact of the safety switch (10) and the second contact of the safety switch (10) is in an open state, the train is in a state of stopping entering or leaving the station.

10. A control system for a rail transit platform door, characterized in that: The system comprises: a control loop as described in any one of claims 1-9.

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