A safety unlocking method for train passenger door and end evacuation door

Abstract

The application provides a train passenger door and end evacuation door safety unlocking method, which comprises the following steps: a vehicle-mounted signal system CC provides a first safety unlocking instruction to two side passenger doors, the first safety unlocking instruction comprises a left door parameter instruction and a right door parameter instruction, and controls unlocking or locking of the left and right doors; the vehicle-mounted signal system CC provides a second safety unlocking instruction to end evacuation doors, the second safety unlocking instruction comprises a front end evacuation door parameter instruction and a rear end evacuation door parameter instruction, and controls unlocking or locking of the two end evacuation doors; the vehicle-mounted signal system CC sets the left door parameter instruction, the right door parameter instruction, the front end evacuation door parameter instruction and the rear end evacuation door parameter instruction as high or low levels according to a train running state, generates an unlocking signal corresponding to the train running state, and controls unlocking of the passenger door or the end evacuation door. The application realizes safety unlocking of the train passenger door and the end evacuation door under normal and signal system fault conditions.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, and specifically relates to a safe unlocking method for train passenger doors and end evacuation doors. Background Technology

[0002] In urban rail transit CBTC (Communication-Based Train Control) systems, passenger doors and end evacuation doors are locked and unlocked by the vehicle system. The signaling system and vehicle system interface via hardwired connections. The vehicle system typically uses zero-speed information (ZVI) to control an electromagnet, indirectly controlling the unlocking of passenger doors and end evacuation doors. This ZVI information is provided by the signaling system. If the signaling system malfunctions and cannot provide ZVI information, especially in driverless projects, the lack of a driver on-site to handle the fault may prevent the passenger doors and end evacuation doors from opening.

[0003] Train passenger doors and end evacuation doors serve as passageways for passengers to leave the train. If they are not unlocked in a timely manner or cannot be unlocked at all, it may lead to problems in the handling of public safety incidents and cause more serious consequences. Summary of the Invention

[0004] The purpose of this invention is to overcome the safety hazard of train passenger doors and end evacuation doors being unable to open due to CBTC signal system malfunctions failing to provide zero-speed information.

[0005] To achieve the above objectives, the present invention provides a safe unlocking method for train passenger doors and end evacuation doors. The passenger doors include a left door and a right door, and the end evacuation doors include a front evacuation door and a rear evacuation door. Based on an onboard signaling system (CC), the method comprises: the onboard signaling system (CC) providing an adjustable first safe unlocking command to the passenger doors on both sides, the first safe unlocking command including a left door parameter command and a right door parameter command, respectively used to control the unlocking or locking of the left and right doors; the onboard signaling system (CC) providing an adjustable second safe unlocking command to the end evacuation doors, the second safe unlocking command including a front evacuation door parameter command and a rear evacuation door parameter command, respectively controlling the unlocking or locking of the evacuation doors at the front and rear ends of the train; the onboard signaling system (CC) setting the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command in the first and second safe unlocking commands to a high level or a low level according to the train's operating status, generating an unlocking signal corresponding to the train's operating status, and controlling the unlocking of the passenger doors or end evacuation doors.

[0006] Preferably, when the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command in the first and second safety unlock commands are at a high level, the passenger doors on both sides and the end evacuation doors are locked, and the passenger doors on both sides and the end evacuation doors are in a prohibited-opening state; when the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command in the first and second safety unlock commands are at a low level, the passenger doors on both sides and the end evacuation doors are unlocked, and the passenger doors on both sides and the end evacuation doors are in a permitted-opening state; according to the train status, different combinations of left door parameter commands, right door parameter commands, front evacuation door parameter commands, and rear evacuation door parameter commands generate corresponding unlocking signals.

[0007] Preferably, the train operating status includes the train speed sensor fault status and the axle lock status. The on-board signaling system CC determines whether the train has the speed sensor fault or the axle lock. When the train has the speed sensor fault or the axle lock, the train immediately triggers the second emergency brake. The on-board signaling system CC sends a first unlocking signal to release the passenger doors and end evacuation doors, allowing passengers to open the passenger doors and end evacuation doors.

[0008] Preferably, the first unlocking signal includes the left door parameter command and the right door parameter command being at a low level, and the front evacuation door parameter command and the rear evacuation door parameter command being at a low level, so that the left door, the right door, the front evacuation door and the rear evacuation door are unlocked and in an openable state.

[0009] Preferably, the train status also includes a filtered stop state; when the train's speed sensor is working normally and there is no axle lock, the on-board signal system CC determines whether the train is in the filtered stop state. If the train is not in the filtered stop state, a second unlocking signal is issued to keep the passenger doors on both sides and the end evacuation doors locked, so that the passenger doors on both sides and the end evacuation doors are locked.

[0010] Preferably, the second unlocking signal includes the left door parameter command and the right door parameter command being at a high level, and the front evacuation door parameter command and the rear evacuation door parameter command being at a high level, so that the left door, the right door, the front evacuation door and the rear evacuation door are locked and in a prohibited opening state.

[0011] Preferably, the train filtering stationary state refers to a stationary state in which the train remains stationary even when passengers are boarding or alighting, causing the train to shake.

[0012] Preferably, if the train is in the filtered and stationary state, the on-board signaling system CC determines whether a door enable signal has been sent to the passenger door on one side of the train; if the on-board signaling system CC sends a door enable signal, a third unlock signal is issued, which unlocks the passenger door on the side that received the door enable signal, while the passenger door on the other side and the end evacuation door remain locked, allowing passengers to evacuate the carriage in an orderly manner from the side where the passenger door is unlocked.

[0013] Preferably, the door enable signal refers to the signal output by the onboard signaling system CC to the train after the train stops at the platform and after confirming that traction has been cut off and braking has been applied, enabling the passenger doors to be opened.

[0014] Preferably, if the left door is a passenger door that receives the door enable signal, then the third unlock signal includes a low level for the left door parameter command, a high level for the right door parameter command, and a high level for the front evacuation door parameter command and the rear evacuation door parameter command, thereby unlocking the left door and putting it in an openable state, and locking the right door, the front evacuation door, and the rear evacuation door, putting them in an openable state.

[0015] Preferably, if the onboard signaling system CC does not send a door enable signal to the train passenger doors, the onboard signaling system CC determines whether the train's current safety position intersects with the evacuation platform, and sends a fourth unlocking signal to the passenger doors on the side that do not intersect with the evacuation platform, keeping the passenger doors on the side that do not intersect with the evacuation platform locked and in a prohibited-opening state; if the right door is a passenger door on the side that does not intersect with the evacuation platform, the fourth unlocking signal includes a right door parameter command at a high level, keeping the right door locked, preventing passengers from opening the passenger doors on the side that do not intersect with the evacuation platform when not needed.

[0016] Preferably, if the on-board signaling system CC does not send a door enable signal, for passenger doors and end evacuation doors that intersect with the evacuation platform, if the left door is a passenger door that intersects with the evacuation platform, the on-board signaling system CC determines whether the train is currently in the first emergency braking state. If the train is not in the first emergency braking state, the on-board signaling system CC sends a fifth unlocking signal to the passenger doors and end evacuation doors. The fifth unlocking signal includes a high level for the left door parameter command and a high level for the front evacuation door parameter command and the rear evacuation door parameter command, so that the left door and end evacuation doors remain locked, preventing passengers from opening the passenger doors or end evacuation doors that intersect with the evacuation platform when not needed.

[0017] Preferably, the first emergency braking is caused by a passenger triggering an evacuation request, which includes triggering the passenger door emergency evacuation handle or the end evacuation door request handle.

[0018] Preferably, if the train is currently in the first emergency braking state, the on-board signaling system CC determines whether the first emergency braking time exceeds the configured time; if the first emergency braking time does not exceed the configured time, a sixth unlocking signal is sent to the passenger door and end evacuation door on the side that intersects with the evacuation platform; the sixth unlocking signal includes the left door parameter command being high level and the front evacuation door parameter command and the rear evacuation door parameter command being high level, so that the passenger door and end evacuation door on the side that intersects with the evacuation platform remain locked.

[0019] Preferably, the configuration time includes the time required for all trains within and around the evacuation area to receive evacuation requests from trains within the evacuation area until the trains come to a complete stop.

[0020] Preferably, the vehicle signal system CC determines whether it receives a seventh unlocking signal from the dispatcher to keep the doors closed within the configured time period; the seventh unlocking signal includes a high level for the left door parameter command and a high level for the front evacuation door parameter command and the rear evacuation door parameter command. If the seventh unlocking signal is received, the passenger door on the side that intersects with the evacuation platform and the end evacuation door are kept locked.

[0021] Preferably, if the onboard signaling system CC receives a seventh unlocking signal from the dispatcher to keep the doors closed, and if the onboard signaling system CC determines that the first emergency braking of the train has exceeded the configured time and receives the activation information of the emergency handle again, then it sends an eighth unlocking signal to unlock the passenger doors and end evacuation doors on the side that intersect with the evacuation platform; the eighth unlocking signal includes the left door parameter command being low and the front evacuation door parameter command and the rear evacuation door parameter command being low, unlocking the passenger doors and end evacuation doors on the side that intersect with the evacuation platform.

[0022] Preferably, the vehicle signal system CC determines whether it receives a ninth unlocking signal sent by the dispatcher within the configured time period, which immediately releases the door that is kept closed; the ninth unlocking signal includes a low level for the left door parameter command and a low level for the front evacuation door parameter command and the rear evacuation door parameter command. If the ninth unlocking signal is received, the passenger door on the side that intersects with the evacuation platform and the end evacuation door are immediately unlocked.

[0023] Preferably, the onboard signaling system CC determines that the time of the train's first emergency braking has exceeded the configured time. If no dispatcher's instruction is received within the configured time, the onboard signaling system CC sends a tenth unlocking signal. The tenth unlocking signal includes a low level for the left door parameter instruction and a low level for the front evacuation door parameter instruction and the rear evacuation door parameter instruction, thereby unlocking the passenger door and end evacuation door on the side that intersects with the evacuation platform.

[0024] In summary, compared with the prior art, the safety unlocking method for train passenger doors and end evacuation doors provided by the present invention has the following beneficial effects: The method uses the onboard signaling system CC to send a first safety unlocking command (i.e., a 'keep doors closed' command) and a second safety unlocking command (i.e., a 'keep evacuation doors closed' command) to replace the zero-speed command output by the signal output, thereby achieving the safe unlocking of passenger doors and end evacuation doors. This overcomes the problem that the train passenger doors and end evacuation doors cannot be opened due to the inability to send zero-speed information after a failure of the onboard signaling system CC. Simultaneously, it supports remote manual intervention under special circumstances and is applicable to various operational scenarios, including manned and unmanned operation. Attached Figure Description

[0025] Figure 1 This is a flowchart of the safe unlocking method for train passenger doors according to the present invention;

[0026] Figure 2 This is a flowchart of the safe unlocking method for the end evacuation door of the present invention. Detailed Implementation

[0027] The following will be combined with the appendix in the embodiments of the present invention. Figure 1 ~Attached Figure 2 The technical solutions, structural features, objectives and effects achieved in the embodiments of the present invention will be described in detail.

[0028] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0029] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0030] This invention provides a safe unlocking method for train passenger doors and end evacuation doors. The method is applicable to CBTC (Communication-Based Train Control System) projects. The passenger doors include a left door and a right door, and the end evacuation doors include a front evacuation door and a rear evacuation door. Based on an onboard signaling system (CC), the method includes: the CC providing adjustable first safe unlocking commands to both passenger doors. These first commands (i.e., 'keep doors closed' commands) include left door parameter commands and right door parameter commands, used to control the unlocking of the left and right doors, respectively. Alternatively, the vehicle signaling system (CC) provides an adjustable second safety unlocking command to the end evacuation doors. This second safety unlocking command (i.e., the 'keep evacuation door closed' command) includes parameter commands for the front and rear evacuation doors, controlling the unlocking or locking of the evacuation doors at the front and rear ends of the train, respectively. The CC sets the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command in the first and second safety unlocking commands to a high or low level based on the train's operating status, generating an unlocking signal corresponding to the train's operating status to control the unlocking of passenger doors or end evacuation doors. The first and second safety unlocking commands replace the zero-speed information in the signal output to achieve safe unlocking of passenger doors and end evacuation doors.

[0031] In this embodiment, when the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command in the first and second safety unlock commands are at a high level, the left door parameter command, right door parameter command, front evacuation door parameter command, and rear evacuation door parameter command are equal to 1, that is, (left door parameter command = 1, right door parameter command = 1) and (front evacuation door parameter command = 1, rear evacuation door parameter command = 1). At this time, the passenger doors on both sides and the end evacuation doors are locked, making them in a prohibited opening state. When the left door parameter command, right door parameter command, and front and rear evacuation door parameter commands in the first and second safety unlock commands are at a low level, in this embodiment, the left door parameter command, right door parameter command, and front and rear evacuation door parameter commands are equal to 0, i.e., (left door parameter command = 0, right door parameter command = 0) and (front and rear evacuation door parameter command = 0). At this time, the passenger doors on both sides and the end evacuation doors are unlocked, putting them in an openable state. According to the train status, different combinations of left door parameter commands, right door parameter commands, and front and rear evacuation door parameter commands generate corresponding unlocking signals to realize the opening or closing of the passenger doors on both sides or the end evacuation doors. Under normal operation, the on-board signal system CC outputs ZVI information (train zero speed information) to the train to realize the safe unlocking of passenger doors and end evacuation doors. However, when the on-board signal system CC fails, it cannot output zero speed information, causing the train to be unable to unlock passenger doors or end evacuation doors. Therefore, at this time, the first safety unlock command and the second safety unlock command can be used to replace the zero-speed information of the signal output to unlock the passenger doors and end evacuation doors.

[0032] Among them, such as Figure 1 and Figure 2 As shown, the train operating status includes a train speed sensor malfunction or axle lock status. The onboard signaling system (CC) determines whether the train has a speed sensor malfunction or axle lock in order to confirm the actual operating status of the train. When the train has a speed sensor malfunction or axle lock, the onboard signaling system (CC) cannot correctly determine the train speed, and the speed collected by the onboard signaling system (CC) is not the actual train speed. At this time, the train will immediately trigger the second emergency brake, and the onboard signaling system (CC) will send the first unlocking signal to release the passenger doors and end evacuation doors, allowing passengers to open the passenger doors and end evacuation doors.

[0033] The first unlocking signal includes (left door parameter command & right door parameter command = 0 and front evacuation door parameter command & rear evacuation door parameter command = 0), which means unlocking the left door, right door, front evacuation door, and rear evacuation door, putting them in a state where passengers can open them. The purpose is to prevent passengers from being trapped inside the train, allowing them to evacuate the train carriages promptly through the side doors or end evacuation doors in the event of a speed sensor malfunction or axle lock.

[0034] Furthermore, such as Figure 1 and Figure 2 As shown, the train status also includes a filtered stop state. When the train's speed sensor is working properly and there is no axle lock, the onboard signaling system (CC) determines whether the train is in the filtered stop state. If the train is not in the filtered stop state, a second unlocking signal is issued to keep the passenger doors on both sides and the end evacuation doors locked, thus locking the passenger doors on both sides and the end evacuation doors. The second unlocking signal includes (left door parameter command & right door parameter command = 1 and front evacuation door parameter command & rear evacuation door parameter command = 1), which means locking the left door, right door, front evacuation door, and rear evacuation door, making them all prohibited from opening, effectively preventing passengers from falling onto the track area when the train is in a non-filtered stop state (i.e., the train is running).

[0035] The aforementioned "filtered stop state" refers to a train that is stationary and does not lose this state when passengers board or alight, causing the train to shake. Furthermore, the purpose of determining whether the train is in the filtered stop state is to confirm the train's stationary state using speed sensors, thus allowing passengers to disembark. Passenger disembarkation may cause train shaking, leading to erroneous data detection by the speed sensors. To prevent the unlocking condition from being mistakenly lost, a filtered stop state is used instead of the stationary state to address this issue.

[0036] Furthermore, such as Figure 1 and Figure 2 As shown, if the train is in the filtered and stationary state, the on-board signaling system (CC) determines whether a door enable signal has been sent to the passenger door on one side of the train. If the on-board signaling system (CC) sends a door enable signal, it issues a third unlock signal, which unlocks the passenger door on the side that received the door enable signal (assuming it is the left door), i.e. (left door parameter command = 0), while the passenger door on the other side and the end evacuation door remain locked, i.e. (right door parameter command = 1 and front evacuation door parameter command = 1 & rear evacuation door parameter command = 1), allowing passengers to orderly evacuate the carriage from the side where the passenger door is unlocked (i.e., the left door), ensuring the safety of passenger evacuation.

[0037] The door enable signal refers to the signal output by the onboard signaling system (CC) to the train after the train has stopped at the platform and traction has been cut off and braking has been applied, allowing passenger doors to be opened. For trains that have sent the door enable signal, since the train has already stopped at the platform, the highest evacuation efficiency can be achieved by preventing the unlocking of passenger doors and end evacuation doors on the other side to ensure passenger evacuation at the corresponding platform.

[0038] It should be noted that the purpose of determining whether the onboard signaling system (CC) has output a door enable signal to one of the passenger doors is to confirm whether the train is in a normal transfer state, thus eliminating the need for evacuation through the evacuation platform and track area, and allowing direct evacuation via the platform. The onboard signaling system (CC) providing a door enable signal to the passenger door means that the train has precisely stopped at the platform, with traction cutoff and braking applied, and is in a filtered and stable state. At this time, the train's passenger doors are aligned with the platform doors, and normal opening of the passenger doors achieves the highest evacuation efficiency, without needing to release the other passenger door or the end evacuation door.

[0039] Furthermore, such as Figure 1 and Figure 2 As shown, if the onboard signaling system (CC) does not send a door enable signal to the train passenger doors, the CC determines whether the train's current safe position intersects with the evacuation platform. It then sends a fourth unlock signal (right door parameter command = 1) to the passenger door on the side not intersecting with the evacuation platform (assuming it's the right door), keeping the right door locked (i.e., prohibited from opening). By keeping the passenger door on the side not intersecting with the evacuation platform locked, it prevents passengers from falling and being trampled during evacuation on the side without the evacuation platform. The bottom of the passenger door is some distance from the track area; passengers jumping from the train into the track area may fall and be injured. Furthermore, during emergency evacuations, passengers may crowd to leave the train quickly, increasing the probability of falls and subsequent trampling. To prevent these hazards, when a passenger door on one side of the train is not covered by the evacuation platform, that passenger door cannot be opened.

[0040] Furthermore, such as Figure 1 and Figure 2As shown, if the onboard signaling system CC does not send a door enable signal to the train passenger doors, for the passenger doors intersecting with the evacuation platform (assuming the left door in this case) and the end evacuation doors, the onboard signaling system CC determines whether the train is currently in a first emergency braking state. If the train is not in a first emergency braking state, the onboard signaling system CC sends a fifth unlocking signal to the passenger doors and end evacuation doors (left door parameter command = 1 and front evacuation door parameter command & rear evacuation door parameter command = 1), keeping the left door and end evacuation doors locked to prevent passengers from opening the passenger doors intersecting with the evacuation platform or the end evacuation doors when not needed. If the train is in a temporary stop or undergoing a second emergency braking due to other reasons, the onboard signaling system CC will not release the locks on the passenger doors and end evacuation doors. When a train is unable to continue to the next station and stops in the section, if a passenger triggers the passenger door emergency evacuation handle or the end evacuation door request handle, the train will trigger the first emergency brake and remain in the first emergency brake state until the evacuation is completed. That is, the aforementioned passenger door emergency evacuation handle or end evacuation door request handle is manually reset by the staff.

[0041] It should be noted that the first emergency braking, which determines whether the current train is in the first emergency braking state, is caused by a passenger triggering an evacuation request (such as triggering the passenger door emergency evacuation handle or the end evacuation door request handle). For the second emergency braking caused by signal system triggering or vehicle system failure, the passenger doors or end evacuation doors will not be released to prevent passengers from entering the track area at will.

[0042] Furthermore, such as Figure 1 and Figure 2 As shown, if the train is currently in a first emergency braking state, the onboard signaling system (CC) determines whether the first emergency braking time exceeds the configured time. If the first emergency braking time does not exceed the configured time, a sixth unlocking signal (left door parameter command = 1 and front evacuation door parameter command & rear evacuation door parameter command = 1) is sent to the passenger doors and end evacuation doors intersecting with the evacuation platform, keeping the passenger doors and end evacuation doors intersecting with the evacuation platform locked. The configured time includes the time required for all trains within and around the evacuation area (i.e., train movement authorization within the evacuation area) to receive evacuation request information from a train within the evacuation area until the train comes to a complete stop.

[0043] It should be noted that after the onboard signaling system CC triggers the first emergency brake and comes to a complete stop, it will request the activation of the evacuation zone from the trackside signaling system. This evacuation zone includes the section of track and platform area in both directions of the train's location. When the evacuation zone is activated, other moving trains will immediately trigger the second emergency brake. Before the configuration timeout ends, there may still be trains moving within the passenger evacuation area; therefore, the train will not release the passenger doors on both sides or the end evacuation doors, meaning the passenger doors on both sides and the end evacuation doors will be locked. After the configuration timeout ends, the train will release the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors, meaning the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors will be allowed to open.

[0044] Furthermore, such as Figure 1 and Figure 2 As shown, the onboard signaling system (CC) determines whether it receives a seventh unlocking signal (left door parameter command = 1 and front evacuation door parameter command & rear evacuation door parameter command = 1) sent by the dispatcher within the configured time period. If the seventh unlocking signal is received, the passenger door (i.e., the left door) and the end evacuation door on the side intersecting with the evacuation platform are kept locked. The meaning of the seventh unlocking signal sent by the dispatcher is: when the dispatcher believes the fault can be recovered and the train can restart to the next station, and evacuation within the section is not required, the dispatcher sends the seventh unlocking signal through the ATS sub-signaling system within the configured time period, executing the seventh unlocking signal to keep the passenger door or end evacuation door on the side intersecting with the evacuation platform locked, preventing passengers from leaving the train within the section.

[0045] If the onboard signaling system (CC) receives a seventh unlocking signal from the dispatcher to keep the doors closed, and if the CC determines that the train's emergency braking has exceeded the configured time and receives the emergency handle activation information again, then it sends an eighth unlocking signal (left door parameter command = 0, and front evacuation door parameter command & rear evacuation door parameter command = 0) to unlock the passenger doors and end evacuation doors on the side intersecting with the evacuation platform. With this eighth unlocking signal, the passenger doors and end evacuation doors on the side intersecting with the evacuation platform are allowed to be opened. In other words, after the seventh unlocking signal is executed, the CC determines that the train's first emergency braking has exceeded the configured time and receives the emergency handle activation information, unlocking the passenger doors and end evacuation doors. Therefore, the meaning of this eighth unlocking signal is: if passengers believe immediate evacuation is necessary, and the CC receives another evacuation request and ensures that other trains in the evacuation area and trains approaching the evacuation area have come to a complete stop, it can release the passenger doors or end evacuation doors to prevent passengers from being unable to leave the train in case of dispatcher error or other events requiring immediate departure.

[0046] Furthermore, such as Figure 1 and Figure 2 As shown, the onboard signaling system (CC) determines whether it receives a ninth unlocking signal (left door parameter command = 0 and front evacuation door parameter command & rear evacuation door parameter command = 0) sent by the dispatcher within the configured time. If the ninth unlocking signal is received, the passenger door and end evacuation door on the side intersecting with the evacuation platform are immediately unlocked, allowing them to be opened. The purpose of determining whether the ninth unlocking signal is received within the configured time is that when the dispatcher discovers or a passenger informs them of an emergency requiring immediate evacuation, the dispatcher can send the ninth unlocking signal through the ATS sub-signaling system to immediately allow the opening of the passenger door or end evacuation door intersecting with the evacuation platform, thus ending the countdown of the configured time ahead of schedule and achieving the effect of immediately releasing the passenger door and end evacuation door.

[0047] Furthermore, such as Figure 1 and Figure 2 As shown, the onboard signaling system CC determines that the train's first emergency braking time has exceeded the configured time. If, within the configured time and without receiving any dispatcher instructions, the onboard signaling system CC sends the tenth unlocking signal (left door parameter instruction = 0 and front evacuation door parameter instruction & rear evacuation door parameter instruction = 0), unlocking the passenger doors and end evacuation doors on the side intersecting with the evacuation platform. In other words, when the onboard signaling system CC confirms that the train within and around the evacuation zone has come to a complete stop and will not harm passengers evacuating from the track area, and without receiving other instructions from the dispatcher, it executes the tenth unlocking signal, releasing the passenger doors and end evacuation doors on the side intersecting with the evacuation platform, allowing passengers to leave the train.

[0048] In summary, compared with the prior art, the safety unlocking method for train passenger doors and end evacuation doors provided by the present invention uses the onboard signaling system CC to send a first safety unlocking command (i.e., a 'keep doors closed' command) and a second safety unlocking command (i.e., a 'keep evacuation doors closed' command) to replace the zero-speed information output by the signal output, thereby achieving the safe unlocking of passenger doors and end evacuation doors. This overcomes the problem that the train passenger doors and end evacuation doors cannot be opened due to the inability to send zero-speed information after the onboard signaling system CC fails. At the same time, it supports remote manual intervention in special circumstances and is applicable to various operating scenarios such as manned and unmanned driving.

[0049] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for safe unlocking of passenger car doors and end evacuation doors of a train, the passenger car doors comprising left and right doors, the end evacuation doors comprising a head evacuation door and a tail evacuation door, based on a car-borne signal system CC, characterized in that, The vehicle-mounted signal system CC provides controllable first safety unlocking instructions to the passenger car doors on both sides, which include left door parameter instructions and right door parameter instructions for controlling the unlocking or locking of the left and right doors, respectively. The vehicle-mounted signal system CC provides controllable second safety unlocking instructions to the end evacuation doors, which include head evacuation door parameter instructions and tail evacuation door parameter instructions for controlling the unlocking or locking of the head and tail end evacuation doors, respectively. The vehicle-mounted signal system CC sets the left door parameter instructions, right door parameter instructions, head evacuation door parameter instructions, and tail evacuation door parameter instructions in the first safety unlocking instructions and second safety unlocking instructions to high or low levels according to the train running state, generates an unlocking signal corresponding to the train running state, and controls the unlocking of the passenger car doors or end evacuation doors. The train running state includes a train speed sensor fault state and a locked axle state. The vehicle-mounted signal system CC determines whether the train has a speed sensor fault or a locked axle. When the train has a speed sensor fault or a locked axle, the train immediately triggers a second emergency brake, and the vehicle-mounted signal system CC sends a first unlocking signal to release the passenger car doors and end evacuation doors, allowing passengers to open the passenger car doors and end evacuation doors. The train state also includes a filtering stable state. When the train's speed sensor is working normally and there is no locked axle, the vehicle-mounted signal system CC determines whether the train is in the filtering stable state. If the train is not in the filtering stable state, a second unlocking signal is sent to keep the passenger car doors and end evacuation doors on both sides locked, and the passenger car doors and end evacuation doors on both sides are kept locked. The train filtering stable state refers to a state in which the train is in a stable state and does not lose the stable state when the train shakes due to passengers getting on or off. If the train is in the filtering stable state, the vehicle-mounted signal system CC determines whether a door enable signal has been sent to one side of the passenger car doors. If the vehicle-mounted signal system CC has sent a door enable signal, a third unlocking signal is sent to unlock the passenger car door on the side that received the door enable signal and keep the passenger car door on the other side and the end evacuation doors locked, allowing passengers to orderly evacuate the car from the side with the unlocked passenger car door. If the vehicle-mounted signal system CC has not sent a door enable signal, for the passenger car door and end evacuation door on the side that intersects with the evacuation platform, if the left door is the passenger car door on the side that intersects with the evacuation platform, the vehicle-mounted signal system CC determines whether the train is in a first emergency braking state. If the train is not in a first emergency braking state, a fifth unlocking signal is sent to the passenger car door and end evacuation door. The fifth unlocking signal includes left door parameter instructions at a high level and head evacuation door parameter instructions and tail evacuation door parameter instructions at a high level, keeping the left door and end evacuation door locked to prevent passengers from opening the passenger car door or end evacuation door on the side that intersects with the evacuation platform at an inappropriate time.

2. The safety unlocking method for train passenger car doors and end evacuation doors according to claim 1, characterized in that, ​ When the left door parameter instruction, the right door parameter instruction, the head evacuation door parameter instruction and the tail evacuation door parameter instruction in the first and second safety unlocking instructions are high level, the two side passenger doors and the end evacuation doors are locked, and the two side passenger doors and the end evacuation doors are in the state of being prohibited to be opened. When the left door parameter instruction, the right door parameter instruction, the head evacuation door parameter instruction and the tail evacuation door parameter instruction in the first and second safety unlocking instructions are low level, the two side passenger doors and the end evacuation doors are unlocked, and the two side passenger doors and the end evacuation doors are in the state of being allowed to be opened. According to the state of the train, different left door parameter instructions, right door parameter instructions, head evacuation door parameter instructions and tail evacuation door parameter instructions are combined to generate corresponding unlocking signals.

3. The method of claim 2, wherein, The first unlocking signal includes low level left door parameter instruction and right door parameter instruction and low level head evacuation door parameter instruction and tail evacuation door parameter instruction, so that the left door, the right door, the head evacuation door and the tail evacuation door are unlocked and in the state of being allowed to be opened.

4. The method of claim 3, wherein, The second unlocking signal includes high level left door parameter instruction and right door parameter instruction and high level head evacuation door parameter instruction and tail evacuation door parameter instruction, so that the left door, the right door, the head evacuation door and the tail evacuation door are locked and in the state of being prohibited to be opened.

5. The method of claim 1, wherein, The door enabling signal refers to a signal output by the on-board signal system CC to the train to enable the passenger doors to be opened after the train is parked on the platform and it is confirmed that the traction is removed and the brake is applied.

6. The method of claim 1, wherein, If the left door is the passenger door receiving the door enabling signal, the third unlocking signal includes low level left door parameter instruction and high level right door parameter instruction and high level head evacuation door parameter instruction and tail evacuation door parameter instruction, so that the left door is unlocked and in the state of being allowed to be opened, and the right door, the head evacuation door and the tail evacuation door are locked and in the state of being prohibited to be opened.

7. The method of claim 1, wherein, If the on-board signal system CC does not send the door enabling signal to the passenger doors of the train, the on-board signal system CC judges whether the current safety positioning of the train intersects with the evacuation platform, and sends the fourth unlocking signal to the passenger door on the side without intersection with the evacuation platform, so that the passenger door on the side without intersection with the evacuation platform is kept locked and in the state of being prohibited to be opened; if the right door is the passenger door on the side without intersection with the evacuation platform, the fourth unlocking signal includes high level right door parameter instruction, so that the right door is kept locked to prevent the passenger from opening the passenger door on the side without intersection with the evacuation platform at unnecessary time.

8. The method of claim 1, wherein, The first emergency braking is caused by the passenger triggering the evacuation request, and the evacuation request includes triggering the passenger door emergency evacuation handle or the end evacuation door request handle.

9. The method of claim 1, wherein, If the current train is in the first emergency braking state, the on-board signal system CC determines whether the time of the first emergency braking exceeds the configured time; if the time of the first emergency braking does not exceed the configured time, a sixth unlocking signal is sent to the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors; the sixth unlocking signal includes a left door parameter instruction being a high level and a head evacuation door parameter instruction and a tail evacuation door parameter instruction being high levels, so that the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors remain in a locked state; wherein the configured time includes the time required for all trains in the evacuation area and the surrounding area of the evacuation area to receive the information that a train in the evacuation area requests evacuation to the train completely stopping.

10. The method of claim 9, wherein, The on-board signal system CC determines whether a seventh unlocking signal sent by the dispatcher to keep the doors closed is received within the configured time; the seventh unlocking signal includes a left door parameter instruction being a high level and a head evacuation door parameter instruction and a tail evacuation door parameter instruction being high levels, and if the seventh unlocking signal is received, the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors remain locked.

11. The method of claim 9, wherein, If the on-board signal system CC receives the seventh unlocking signal sent by the dispatcher to keep the doors closed, if the on-board signal system CC determines that the first emergency braking of the train has exceeded the configured time, and the activation information of the emergency handle is received again, an eighth unlocking signal is sent to unlock the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors; the eighth unlocking signal includes a left door parameter instruction being a low level and a head evacuation door parameter instruction and a tail evacuation door parameter instruction being low levels, and the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors are unlocked.

12. The method of claim 9, wherein, The on-board signal system CC determines whether a ninth unlocking signal sent by the dispatcher to immediately release the keeping of the doors closed is received within the configured time; the ninth unlocking signal includes a left door parameter instruction being a low level and a head evacuation door parameter instruction and a tail evacuation door parameter instruction being low levels, and if the ninth unlocking signal is received, the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors are immediately unlocked.

13. The method of claim 9, wherein, The on-board signal system CC determines that the time of the first emergency braking of the train has exceeded the configured time, and if no instruction of the dispatcher is received within the configured time, the on-board signal system CC sends a tenth unlocking signal; the tenth unlocking signal includes a left door parameter instruction being a low level and a head evacuation door parameter instruction and a tail evacuation door parameter instruction being low levels, so that the passenger doors on the side intersecting with the evacuation platform and the end evacuation doors are unlocked.

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