A flexible control method, device and medium for train emergency brake handle effectiveness

Abstract

The present application relates to a kind of train emergency brake handle effect flexible control method, equipment and medium, the method includes the following steps: step S1, design signal system and the transmission information between vehicle system, by distinguishing the different regions of emergency brake handle effect, reach signal system for train emergency handle effect Flexible control;Step S2, design evacuation area, for when signal system detects that train needs to be evacuated, will create corresponding evacuation protection area for train;Step S3, calculate platform effective distance, the platform effective distance can ensure that when train leaves platform triggers emergency brake handle, at least one part of the area of train is still left on platform after train completely stops from train takes emergency brake under the most adverse conditions.The present application has the advantages of more accurate and reasonable control compared with prior art.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a flexible control method, device, and medium for activating the emergency brake handle of a fully automatic train. Background Technology

[0002] With the rapid pace of urbanization in my country, urban rail transit, characterized by its convenience, efficiency, and safety, has been widely adopted in major cities across the country. Currently, newly built lines in China typically employ fully automated operation (UTO level) CBTC signaling systems, which play a crucial protective role in automatic train operation and monitoring. However, during daily train operations, unforeseen circumstances can arise, such as situations where people or objects are trapped between train doors and platform doors, requiring the train to remain stationary, or sudden emergencies requiring passenger evacuation. In these situations, the emergency brake handle inside the train carriages plays a vital role. Passengers can activate the train signaling system's protective functions before the danger is detected by train staff or platform attendants, maximizing the safety of passengers' lives and property.

[0003] A search of Chinese Patent Publication No. CN115257862A reveals a fully automated safe evacuation method. This method, when a public safety incident occurs on an unattended, fully automated train, can intelligently select the optimal evacuation strategy based on the train's real-time location and automatically activate the corresponding core system's evacuation protection commands according to the selected strategy. This overcomes the evacuation delays and personnel injuries caused by untimely processing or sending incorrect commands in traditional CBTC systems or ordinary fully automated systems after a public safety incident. However, this existing patent does not address the flexible control of the train's emergency brake lever activation. Therefore, designing a method to achieve flexible control of the signal system's emergency brake lever activation becomes a technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art and provide a more precise and reasonable flexible control method, device and medium for controlling the activation of the train emergency brake handle.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] According to a first aspect of the present invention, a flexible control method for activating a train emergency brake handle is provided, the method comprising the following steps:

[0007] Step S1: Design the information transmission between the signal system and the vehicle system. By distinguishing the different areas where the emergency brake lever is active, the signal system can flexibly control the activation of the train's emergency brake lever.

[0008] Step S2: Design evacuation areas, which will create corresponding evacuation protection areas for trains when the signal system detects that the train needs to be evacuated.

[0009] Step S3: Calculate the effective platform distance. This effective platform distance ensures that when the train leaves the platform and triggers the emergency brake handle, under the most unfavorable conditions, from the time the train applies the emergency brake until the train comes to a complete stop, at least a portion of the train will remain on the platform.

[0010] As a preferred technical solution, the transmission information in step S1 includes information sent from the vehicle system to the signal system and information sent from the signal system to the vehicle system;

[0011] The information sent from the vehicle system to the signal system includes Emergency Door Unlock Request (EHS), Door Lock Status (TDL), and Door Closed Status (TDC).

[0012] The information sent by the signal system to the vehicle system includes keeping the left door closed (HDCL) and keeping the right door closed (HDCR).

[0013] As a preferred technical solution, the specific design process for the door locked state TDL and the door closed state TDC is as follows:

[0014] a1) When the train is running in the effective area of ​​the platform after stopping at the station, if the door lock status is lost, the train will immediately trigger emergency braking to stop, taking into account the interaction of passengers in the platform area.

[0015] b1) When the train is running outside the effective area of ​​the platform, if the door lock status is lost, the train will continue to run to the next station since the door closure status is not lost. If it is a fully automatic operation mode train, it will trigger the automatic depot at the next station and the train will not depart automatically.

[0016] c1) When the train is running in any area of ​​the main line section, if the doors are lost to be closed, the train will immediately trigger emergency braking to stop.

[0017] As a preferred technical solution, the specific design process for the Emergency Door Unlock Request (EHS), Keep Left Door Closed (HDCL), and Keep Right Door Closed (HDCR) is as follows:

[0018] a2) When the train is running in the effective area of ​​the platform after stopping at the station, if a passenger triggers the emergency handle to request / unlock the position, that is, triggers the emergency unlock request of the train door, the train will immediately trigger the emergency brake to stop. After the train stops, the evacuation area will be automatically triggered, the ATS interface will issue a pop-up alarm, and the evacuation side door HDC will enter a delayed release countdown. The train dispatcher can choose to accept or refuse to unlock the door within the countdown.

[0019] b2) When the train is running outside the effective area of ​​the platform, if a passenger triggers the emergency door handle, the train will continue to run until the next station and then trigger emergency braking and automatically open the doors. If it is a fully automatic operation mode train, it will also trigger automatic derailment.

[0020] c2) When the train stops in the section, if a passenger triggers the emergency door handle, the train will trigger emergency braking and automatically trigger the evacuation area. The ATS interface will issue a pop-up alarm, and the train dispatcher can choose to accept or refuse to unlock the door within the countdown.

[0021] d2) When the train stops precisely at the platform, the signaling system will send a door enable message on the platform side to authorize the door to unlock, while the doors on the non-platform side remain closed. If a passenger triggers the emergency door unlock handle at this time, the signaling system will trigger emergency braking and send an alarm to the ATS interface.

[0022] As a preferred technical solution, in a2),

[0023] a21) If the passenger accidentally triggers the emergency door unlocking request, the dispatcher may refuse the passenger's request, and the signal system will transmit the message that both doors should remain closed to the vehicle system.

[0024] a211) If the train dispatcher fails to manually reset the emergency unlock request through the control center's signal train monitoring interface:

[0025] If a passenger triggers the emergency handle again before the countdown ends, the refusal command set by the dispatcher will be invalid, but the refusal or permission to open the door can still be set before the countdown ends.

[0026] After the countdown ends, taking into account the priority of passenger evacuation, if the passenger triggers the emergency handle again, the signal system will allow the doors to open and send out a door unlocking message on the platform side, ensuring that passengers can evacuate from the doors left on the platform.

[0027] a212) If the dispatcher manually resets the emergency unlock request on the ATS operation interface in the control center, the emergency unlock request will be initialized.

[0028] a22) If there is a genuine emergency requiring evacuation, the dispatcher may allow the doors to be released or no action to be taken. After the countdown ends, the signal system will issue a message indicating that the doors on the evacuation platform side are unlocked.

[0029] As a preferred technical solution, in c2),

[0030] c21) If the passenger accidentally triggers the emergency door unlocking request, the dispatcher may refuse the passenger's request, and the signal system will transmit the message that both doors remain closed to the vehicle system.

[0031] c211) If the dispatcher fails to manually reset the emergency unlock request on the ATS interface, the refusal command set by the dispatcher will be invalidated if the passenger triggers the emergency handle again before the countdown ends. However, the dispatcher can still set a refusal or allow door opening command before the countdown ends. After the countdown ends, considering the priority of passenger evacuation, if the passenger triggers the emergency handle again, the signal system will allow the door to open and issue a door unlocking message on the side with the evacuation platform to ensure that the passenger evacuates from the evacuation platform.

[0032] c212) If the dispatcher manually resets the emergency unlock request on the ATS operation interface in the control center, the emergency unlock request will be initialized.

[0033] c22) If there is a genuine emergency requiring evacuation, the dispatcher may allow the doors to be released or no action to be taken. After the countdown ends, the signal system will issue a message indicating that the doors on the evacuation platform side are unlocked.

[0034] As a preferred technical solution, step S2, designing the evacuation area, specifically includes:

[0035] a3) Determine whether the train needs to depart from the evacuation area;

[0036] b3) Design the evacuation request area (Req) and the protection zone (Sec);

[0037] c3) Cancellation of evacuation protection: After the evacuation is completed, the train dispatcher resets the emergency unlock handle on the ATS interface, and then manually cancels the safety evacuation protection area on the ATS interface.

[0038] As a preferred technical solution, in the aforementioned a3),

[0039] a31) When the train emergency unlocking handle is activated, the signaling system will not trigger the evacuation zone in the following situations:

[0040] The train did not stop on the section.

[0041] Precise train stopping at the platform;

[0042] The train is located within the depot, on the main line storage track, and on the entry and exit tracks.

[0043] a32) When the train emergency unlocking handle is activated, the signal system triggers the evacuation zone in the following situations:

[0044] Train stops within the section;

[0045] The train station is located within the effective area of ​​the platform.

[0046] As a preferred technical solution, the evacuation request area Req in b3) is divided as follows:

[0047] Platform area: To avoid affecting normal train arrivals, no evacuation areas will be set up on the up and down platforms;

[0048] Interval Area: Considering that people may travel between up and down directions, both up and down sections with and without crossovers are set as a single request area.

[0049] As a preferred technical solution, the protection area Sec in b3) refers to the protection range generated by the signal system when a train requests activation of evacuation protection in the requested area. That is, the protection area is also composed of the set of activated areas.

[0050] As a preferred technical solution, in step S3, if the effective distance to the platform is exceeded, the signal system will not be able to guarantee that the train has the conditions for evacuation at the platform. The system will not immediately trigger emergency braking. The train will continue to run until it stops precisely at the next station, after which it will trigger emergency braking and automatically open the doors. If it is a fully automatic operation mode train, it will also trigger automatic derailment.

[0051] As a preferred technical solution, the effective distance of the platform in step S3 is specifically calculated as follows:

[0052] Step 1, D 有效 =D 车长 -D 车体 -D 紧制 (1)

[0053] Where: D 有效 This represents the effective distance at which a passenger can trigger the emergency brake handle, i.e., the platform effective distance. It is the maximum distance from when the train stops at the platform until it starts moving, and then until the passenger pulls the emergency brake handle, at which point the emergency brake can be triggered. 紧制 D represents the maximum distance the train travels after triggering emergency braking. 车体 D represents the length of the train body remaining in the effective area of ​​the platform; 车长 Represents the train conductor;

[0054] Step 2,

[0055]

[0056] Step 3, in equations (2) and (3), a represents the maximum traction acceleration of the train; a′ represents the combined acceleration of gravity and gradient at the train's location, where uphill is negative and downhill is positive; a EB t represents the braking rate under the most unfavorable conditions for the train; t represents the time from when the train starts to leave the station to when the passengers on board trigger the emergency brake handle; t1 represents the delay from when the train receives the emergency braking command to when the train traction is cut off; t2 represents the delay from when the train receives the emergency braking command to when the brakes are fully applied.

[0057] Step 4: Using the above three formulas, t can be calculated, and then the furthest distance D authorized by the signal system corresponding to activating the emergency brake handle for immediate braking can be determined. 有效 That is, when the emergency brake handle is triggered, the train travels a certain distance after leaving the platform stopping point, and the distance does not exceed D. 有效 At that time, the train will trigger emergency braking.

[0058] As a preferred technical solution, the D 车体 The specific calculations are as follows:

[0059] Ensure that at least one door is within the effective area of ​​the platform when the passenger emergency brake lever is activated;

[0060] D 车体 = Length from the vehicle body surface to the end of the vehicle + Distance from the edge of the first door.

[0061] As a preferred technical solution, the D 车体 The specific calculations are as follows:

[0062] Ensure that at least one door is within the effective area of ​​the platform door when the passenger emergency brake lever is activated;

[0063] D 车体 = 2 * (vehicle structure surface + distance from the end of the vehicle to the center line of the door).

[0064] As a preferred technical solution, the D 车体 The specific calculations are as follows:

[0065] Ensure that at least one car is within the effective area of ​​the platform screen doors when the passenger emergency brake handle is activated;

[0066] D 车体 = Vehicle surface area + length of one carriage.

[0067] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0068] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0069] Compared with the prior art, the present invention has the following advantages:

[0070] 1. This invention innovatively designs a flexible control method for the activation of the emergency brake handle of a fully automatic train. It innovatively adopts information such as door request, door status, and door closure information. By logically controlling the status information transmitted between the signal system and the vehicle system and by distinguishing different areas where the emergency brake handle is activated, the signal system achieves flexible control of the activation of the train's emergency brake handle.

[0071] 2. Compared with traditional manned driving schemes, this invention considers fully automated operation scenarios and innovatively designs evacuation zones. When the signal system detects that the train needs to be evacuated, it will create a corresponding evacuation protection zone for the train. The purpose of designing this evacuation protection zone is to prevent other fully automated or manned trains from entering the zone, so as to avoid colliding with passengers who are being evacuated from the track area.

[0072] 3. The platform effective area is designed separately, providing three evacuation design methods to ensure that the train body remains on the platform in different ranges after the train triggers emergency braking and stops. Compared with the traditional line that only provides a fixed mode of evacuation design, the platform effective area design of this invention can be selected by the rail transit operator as needed according to passenger flow and station type.

[0073] 4. Compared to traditional older lines, where there is only one message indicating that the doors are closed and locked (TDCL), and the signaling system will adopt the same response mechanism when the door closure or locking status is lost, this invention innovatively designs two messages: lost door locking status (TDL) and lost door closing status (TDC). This allows for more precise and reasonable control of trains traveling in different areas and with different door statuses in emergency situations. Attached Figure Description

[0074] Figure 1 A schematic diagram for designing the door lock state TDL and the door close state TDC;

[0075] Figure 2 This diagram illustrates the train's operation within the effective platform area and outside the effective platform area after it stops and departs from the station.

[0076] Figure 3 A diagram illustrating train stopping in a section of track and precise stopping at a platform;

[0077] Figure 4 A schematic diagram of the evacuation request area and the protected area;

[0078] Figure 5 This is a schematic diagram illustrating the calculation process for the effective area of ​​the platform.

[0079] Figure 6(a) is a schematic diagram of the first method for calculating the effective distance of the platform;

[0080] Figure 6(b) is a partial schematic diagram of Figure 6(a);

[0081] Figure 7(a) is a schematic diagram of the second method for calculating the effective distance of the platform;

[0082] Figure 7(b) is a partial schematic diagram of Figure 7(a);

[0083] Figure 8(a) is a schematic diagram of the third method for calculating the effective distance of the platform.

[0084] Figure 8(b) is a partial schematic diagram of Figure 8(a). Detailed Implementation

[0085] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0086] This invention designs a flexible control method for the activation of the emergency brake handle on a fully automatic train. The method involves the vehicle system sending three transmission messages to the signaling system: Emergency Door Unlock Request (EHS), Door Lock Status (TDL), and Door Closed Status (TDC). It also involves the signaling system sending two transmission messages to the vehicle system: Keep Left Door Closed (HDCL) and Keep Right Door Closed (HDCR). By differentiating the activation areas of the emergency brake handle, such as whether the train is operating within the effective platform area, stopping in a section, or precisely stopping at the platform, the method achieves flexible control of the emergency brake handle activation by the signaling system.

[0087] The platform effective area is designed separately. The loss of emergency door unlocking request (EHS) and door locking status (TDL) within the platform effective area is designed to trigger the emergency brake handle and the signaling system to trigger the train emergency braking. It provides three design methods: when the train triggers emergency braking and stops, the signaling system can ensure that at least one door is in the platform effective area, the platform door effective area, or one car is in the platform door effective area. The rail transit operators can choose the appropriate method according to passenger flow and station type.

[0088] A separate evacuation zone is designed so that when the signaling system detects that a train needs to be evacuated, a corresponding evacuation protection zone will be created for the train. The purpose of designing this evacuation protection zone is to prevent other CBTC trains from entering the area and colliding with passengers who are being evacuated from the track area.

[0089] The present invention provides a flexible control method for the activation of the emergency brake handle on a fully automatic train. The specific process is as follows: 1) The information transmission between the signaling system and the vehicle system is designed as follows:

[0090] a) The information sent from the vehicle system to the signaling system is as follows:

[0091] i.EHS: Emergency door unlocking request (0: at least one door requested, 1: no request);

[0092] ii.TDL: Door lock status (0: at least one door is unlocked, 1: all doors are locked);

[0093] iii.TDC: Door closed status (0: at least one door is not closed, 1: all doors are closed).

[0094] b) The signal system sends the following information to the vehicle system:

[0095] i.HDCL: Keep the left door closed (0: Authorize to open, 1: Keep closed);

[0096] ii.HDCR: Keep the right door closed (0: Authorize to open, 1: Keep closed).

[0097] 2) Design the vehicle system to send door lock status (TDL) and door close status (TDC) to the signal system.

[0098] Two signals, see details Figure 1 .

[0099] a) When the train stops and departs and is running within the effective area of ​​the platform, if the door lock status is lost (TDL=0), considering that there is passenger interaction in the platform area and there may be complex situations such as "people or objects being caught", the train will immediately trigger emergency braking to stop.

[0100] b) When the train is running outside the effective area of ​​the platform, if the door lock status is lost (TDL=0), since the door closing status is not lost, and considering that platform evacuation is safer and more reliable than evacuation in the section, the train will continue to run to the next station. If it is a fully automatic operation mode train, it will trigger automatic detaining at the next station, and the train will not depart automatically.

[0101] c) When the train is running in any area of ​​the main line section, if the door closing status is lost (TDC=0), the train will immediately trigger emergency braking to stop.

[0102] 3) The design involves the vehicle system sending an Emergency Door Unlock Request (EHS) signal to the signaling system, and the signaling system sending two transmission messages to the vehicle system: Keep Left Door Closed (HDCL) and Keep Right Door Closed (HDCR). The emergency door unlock handle is designed with two positions: initial position (reset) and request / unlock position (unlock), where the request / unlock position is self-resetting.

[0103] a) When the train is running within the effective platform area after stopping at the station, if a passenger triggers the emergency handle to request / unlock, i.e., triggers an emergency door unlocking request (EHS=0), the train will immediately trigger emergency braking to stop. After the train stops, the evacuation zone will be automatically activated, and a pop-up alarm will be issued on the ATS interface. The evacuation-side door HDC will enter a delayed release countdown, which is generally about 1 minute. The purpose is to ensure that the CBTC train in the evacuation protection zone can stop to ensure evacuation safety. The train dispatcher can choose to accept or refuse to unlock the door within the countdown. See details. Figure 2 :

[0104] i. If the emergency door unlocking request is accidentally triggered by a passenger, the dispatcher may refuse the passenger's request (EHS=0), and the signal system will transmit the message that both doors remain closed (HDCL=HDCR=1) to the vehicle.

[0105] If the dispatcher is unable to manually reset the emergency unlock request through the Traffic Signal Monitoring System (ATS) interface at the control center:

[0106] • If a passenger triggers the emergency handle again before the countdown ends, the refusal command set by the dispatcher will be invalid, but the refusal or permission command to open the door can still be set before the countdown ends.

[0107] • After the countdown ends, taking into account the priority of passenger evacuation, if a passenger triggers the emergency handle again, the signal system will allow the doors to open and issue a door unlocking message on the platform side (HDCL / R=0), ensuring that passengers can evacuate from the doors left on the platform.

[0108] If the dispatcher manually resets the emergency unlock request through the ATS operation interface in the control center:

[0109] An emergency unlock request will be initialized.

[0110] ii. If there is a genuine emergency requiring evacuation, the dispatcher may allow the doors to be released or no action to be taken. After the countdown ends, the signal system will issue a door unlocking message (HDCL / R=0) on the side with the evacuation platform.

[0111] b) When the train is running outside the effective platform area, if a passenger triggers the emergency door handle, the train will continue running until the next station, where it will stop precisely, trigger emergency braking, and automatically open the doors. If the train is in fully automatic operation mode, automatic decoupling will also be triggered, and the train will not depart automatically. See details. Figure 2 .

[0112] c) When the train is stopped in a section, if a passenger triggers the emergency door handle, the train will apply emergency braking and automatically activate the evacuation zone. A pop-up alarm will appear on the ATS interface. The train dispatcher can choose to accept or refuse to unlock the doors within a countdown timer. See details. Figure 3 .

[0113] i. If the emergency door unlocking request is accidentally triggered by a passenger, the dispatcher may refuse the passenger's request (EHS=0), and the signal system will transmit the message that both doors remain closed (HDCL=HDCR=1) to the vehicle.

[0114] If the dispatcher fails to manually reset the emergency unlock request through the ATS interface:

[0115] • If a passenger triggers the emergency handle again before the countdown ends, the refusal command set by the dispatcher will be invalid, but the refusal or permission command to open the door can still be set before the countdown ends.

[0116] • After the countdown ends, taking passenger evacuation priority into account, if a passenger triggers the emergency handle again, the signal system will allow the doors to open and issue a door unlock message (HDCL / R=0) on the side with the evacuation platform, ensuring that passengers can evacuate from the evacuation platform.

[0117] If the dispatcher manually resets the emergency unlock request through the ATS operation interface in the control center:

[0118] An emergency unlock request will be initialized.

[0119] ii. If there is a genuine emergency requiring evacuation, and the dispatcher authorizes the release of the doors or refrains from taking any action, the signal system will issue a door unlock message (HDCL / R=0) after the countdown ends.

[0120] d) When the train comes to a precise stop at the platform: The signaling system will issue a door enable message on the platform side (HDCL / R = 0), authorizing the doors to unlock, while the doors on the non-platform side remain closed (HDCL / R = 1). If a passenger triggers the emergency door unlock handle at this time, the signaling system will trigger emergency braking and send an alarm to the ATS interface. Since passengers can evacuate directly from the platform after a precise stop, the evacuation zone will not be triggered. See details. Figure 3 .

[0121] 4) Evacuation area design

[0122] a) Criteria for determining whether a train needs to be evacuated:

[0123] i. When the train emergency unlocking handle is activated, the signaling system will not trigger the evacuation zone:

[0124] The train did not stop on the section.

[0125] Precise train stopping at the platform;

[0126] The train is located within the depot, on the main line storage track, and on the entry and exit tracks.

[0127] ii. When the train's emergency unlocking handle is activated, the signal system triggers an evacuation zone:

[0128] Train stops within the section;

[0129] The train station is located within the effective area of ​​the platform.

[0130] b) Design the evacuation request area (Req area) and the protection area (Sec area), see details. Figure 4 .

[0131] The i.Req region is generally divided into:

[0132] Platform area: To avoid affecting normal train arrivals, no evacuation areas will be set up on the up and down platforms;

[0133] Interval Area: Considering that people may travel between up and down directions, both up and down sections with and without crossovers are set as a single request area.

[0134] ii. Protected area: refers to the protection range generated by the signal system when a train requests activation of evacuation protection in the requested area. The protected area is also a collection of activated areas.

[0135] c) Cancellation of evacuation protection: After the evacuation is completed, the train dispatcher resets the emergency unlock handle on the ATS interface, and then manually cancels the safety evacuation protection area on the ATS interface.

[0136] 5) Software calculation method for effective platform distance

[0137] a) Calculation principles

[0138] This invention defines an effective platform area in the signaling system. When a passenger triggers the emergency handle, and the distance between the platform stopping point and the train leaving the platform is less than this effective distance, the train will trigger emergency braking to ensure that passengers can evacuate after the train stops.

[0139] The effective platform distance ensures that, even in the worst-case scenario, when a passenger triggers the emergency handle and the train applies emergency braking, a portion of the platform area remains, allowing passengers to evacuate. If a passenger triggers the emergency handle outside the effective platform area while the train is in motion, the signaling system considers the evacuation conditions insufficient and will not trigger emergency braking; the train will continue running and stop at the next station.

[0140] The effective platform distance ensures that, under the worst-case scenario, after a train leaves the platform and triggers the emergency brake, at least a portion of the train remains on the platform until it comes to a complete stop, guaranteeing safe evacuation. If this distance is exceeded, the signaling system cannot guarantee that the train has the necessary escape conditions on the platform. The system will not immediately trigger emergency braking; instead, the train will continue running until it precisely stops at the next station, where it will then trigger emergency braking and automatically open the doors. In fully automated operation mode, automatic derailment will also be triggered. For details on the calculation process of the effective platform area, please refer to [link to relevant documentation]. Figure 5 .

[0141] b) Three calculation methods

[0142] Urban rail transit operators place great importance on passenger evacuation after passengers pull the emergency brake lever in emergency situations. This requires the signaling system to respond promptly to passenger emergency brake lever activation even under the most unfavorable conditions, such as maximum downhill slopes and minimum braking rates, ensuring that a portion of the train remains on the platform. This invention specifically employs three calculation methods, detailed below:

[0143] Method 1: The design ensures that, under the worst-case scenario, after a passenger triggers the emergency brake handle and the fully automated train stops due to a signal-triggered emergency brake, at least one door remains within the effective platform area, allowing passengers to evacuate from the driver's boarding platform. Detailed calculations are available in [link to calculation]. Figure 6(a) and 6(b) At this point, passengers manually rotate the emergency stop handle unlocking knob inside the train to the request position. The train dispatcher receives an emergency stop handle unlocking pop-up alarm. Simultaneously, the in-car video monitoring system automatically links to the triggered emergency stop handle location in the corresponding car and contacts the passengers remotely. After confirming the need for evacuation, the train dispatcher selects to unlock the door control and informs the passengers in the car. Passengers then rotate the emergency stop handle back to the unlock position, manually open the doors, and evacuate sequentially from the driver's boarding platform. This method design needs to consider the following issues:

[0144] When passengers disembark from the driver's boarding platform, they are actually exposed to the track area. If there are no clear signs or the track area is poorly lit, passengers are very likely to mistakenly walk into the tunnel section. If the track area is powered by a "three-rail" system, if a passenger accidentally touches the "three rails", the DC high voltage will cause serious injury to the passenger.

[0145] In general, fully automated subway lines use access control to separate the driver's boarding platform from the passenger boarding and alighting platform area. Before releasing the access control, the platform operator must first press a personnel safety switch to ensure that other trains within the protection range of the switch have come to a safe stop. After the personnel safety switch is pressed, there is a certain delay before the access control can be unlocked. Therefore, evacuation from the driver's boarding platform may cause congestion and affect the timeliness of evacuation.

[0146] General subway operation standards allow trains to reverse a certain distance. Fully automated trains allow the driver to board and proceed with the reversed train to the platform for passenger evacuation. However, fully automated permitted trains typically require a multi-functional train operator to confirm with the central control center, open the driver's cab cover, and verify the safety behind the tracks before reversing. This process still carries the risk of delays in evacuation. Furthermore, in special circumstances, such as when people or objects are trapped between the train doors and platform doors...

[0147] Train reversal operations cannot be performed.

[0148] Although this method has the problem of delayed evacuation, the length D of the vehicle body remaining in the effective area of ​​the platform is [not specified]. 车体 Shortest, according to Figure 5 Formula (1) gives the effective distance D for the passenger to trigger the emergency brake lever. 有效 It is relatively long, and the signal system has a large protection range, allowing for emergency braking measures to be taken at the maximum distance.

[0149] ii. Method Two: The design ensures that, under the worst-case scenario, after a passenger triggers the emergency brake, at least one train door remains within the effective platform screen door area after the fully automated train stops due to an emergency brake triggered by a signal. This means passengers can evacuate from the last train door and the first platform screen door. Detailed calculations are available in [link to calculation]. Figure 7(a) and 7(b)At this point, passengers manually rotate the emergency stop handle unlocking knob inside the train to the request position. The train dispatcher receives an emergency stop handle unlocking pop-up alarm. Simultaneously, the in-car video surveillance system automatically links to the triggered emergency stop handle position in the corresponding car and contacts the passenger remotely. After confirming the need for evacuation, the train dispatcher selects to unlock the door control and informs the passengers in the car. The passengers then rotate the emergency stop handle back to the unlock position to manually open the door. At the same time, the platform staff must manually open the corresponding platform door, and passengers evacuate in sequence. This method is designed to facilitate passenger evacuation, and passengers are directly in the platform area after evacuation, which provides better passenger safety. However, since it can only ensure that one train door is aligned with the platform door, the efficiency of passenger evacuation is relatively low.

[0150] Compared to Method 1, the length D of the vehicle body remaining in the effective area of ​​the platform... 车体 Increasing the distance D increases the effective distance for the passenger to trigger the emergency brake lever. 有效 The platform will be shortened, and the range of signal system intervention at the platform will be reduced accordingly.

[0151] iii. Method 3: When a passenger triggers the emergency brake handle, assuming the most unfavorable conditions, after the fully automated train stops due to an emergency brake triggered by a signal, ensure that at least one entire carriage remains within the platform screen door area. See [link to detailed calculation method] for details. Figure 8(a) and 8(b) Generally, each carriage has 4 to 5 doors. If the carriage doors and platform doors are perfectly aligned, with an alignment error within 0.5 meters, passengers can quickly evacuate through these doors. If the carriage doors and platform doors are not aligned, the multi-functional train conductor can confirm with the central dispatcher, open the driver's cover, manually align the carriage to the platform door, and then proceed with evacuation. Additionally, each carriage has one emergency door corresponding to the platform door area, usually located between two platform doors. If the carriage doors and platform doors are not aligned, the station staff can open the emergency door to evacuate passengers.

[0152] This method is the most convenient for passenger evacuation in the platform area, but it requires the train body to remain within the effective platform area D. 车体 It is also the largest, according to Figure 5 Formula (1), effective distance D of passenger emergency brake lever 有效 The shortest distance will be reached, and the signaling system's intervention range at the platform will also be minimized, meaning the area where emergency braking measures can be taken will be minimized.

[0153] c) Applicable situations

[0154] Based on the comparative analysis of the three methods above, Method 1 provides the longest effective range for the signal system to intervene on the platform, giving passengers more time to pull the emergency brake handle. However, in the worst-case scenario, it can only guarantee that one train door is within the effective platform area, resulting in a higher risk of passenger evacuation and the lowest efficiency. Method 3 provides the shortest time for passengers to pull the emergency brake handle, but in the worst-case scenario, it can guarantee that one carriage is within the effective platform area, resulting in the highest passenger evacuation efficiency. Method 2 offers a moderate balance between the effective range of the signal system intervention and passenger evacuation efficiency. Each city can compare and select the method based on its operational management and specific station type, taking into account the characteristics of each method.

[0155] like Figure 4 As shown, the specific process is as follows:

[0156] Step 1: After the train comes to a complete stop due to EHS=0, the signaling system automatically activates REQ;

[0157] Step 2: Train T1 stops in the section. When REQ_2 is activated, SEC_1 merges the sections where REQ_1 and REQ_2 are located to form an evacuation area.

[0158] Step 3, similarly, T2 train departs from platform T2 and heads towards SEC_2. Within the effective distance of the platform, when REQ_4 is activated, SEC_2 will merge the sections where REQ_3, REQ_4 and REQ_5 are located to form an evacuation area.

[0159] like Figure 5 As shown, the effective distance of the platform is calculated as follows:

[0160] Step 1, D 有效 =D 车长 -D 车体 -D 紧制 (1)

[0161] Where: D 有效 This represents the effective distance at which a passenger can trigger the emergency brake handle, i.e., the platform effective distance. It is the maximum distance from when the train stops at the platform until it starts moving, and then until the passenger pulls the emergency brake handle, at which point the emergency brake can be triggered. 紧制 D represents the maximum distance the train travels after triggering emergency braking. 车体 D represents the length of the train body remaining in the effective area of ​​the platform; 车长 Represents the train conductor;

[0162] Step 2,

[0163]

[0164] Step 3, in equations (2) and (3), a represents the maximum traction acceleration of the train; a′ represents the combined acceleration of gravity and gradient at the train's location, where uphill is negative and downhill is positive; a EB t represents the braking rate under the most unfavorable conditions for the train; t represents the time from when the train starts to leave the station to when the passengers on board trigger the emergency brake handle; t1 represents the delay from when the train receives the emergency braking command to when the train traction is cut off; t2 represents the delay from when the train receives the emergency braking command to when the brakes are fully applied.

[0165] Step 4: Using the above three formulas, t can be calculated, and then the furthest distance D authorized by the signal system corresponding to activating the emergency brake handle for immediate braking can be determined. 有效 That is, when the emergency brake handle is triggered, the train travels a certain distance after leaving the platform stopping point, and the distance does not exceed D. 有效 At that time, the train will trigger emergency braking.

[0166] like Figure 6(a) and 6(b) As shown, the specific steps are as follows:

[0167] Step 1: Ensure that at least one door is within the effective area of ​​the platform when the passenger emergency brake lever is activated.

[0168] Step 2, D 车体 = Length from the vehicle body surface to the end of the vehicle + Distance from the edge of the first door.

[0169] like Figure 7(a) and 7(b) As shown, the specific steps are as follows:

[0170] Step 1: Ensure that when the passenger emergency brake handle is activated, at least one door is within the effective area of ​​the platform doors (i.e., the area between the two ends of the platform, excluding the driver's boarding area).

[0171] Step 2, D 车体 = 2 * (vehicle structure surface + distance from the end of the vehicle to the center line of the door).

[0172] like Figure 8(a) and 8(b) As shown, the specific steps are as follows:

[0173] Step 1: Ensure that at least one carriage is within the effective area of ​​the platform door when the passenger emergency brake handle is activated.

[0174] Step 2, D 车体 = Vehicle surface area + length of one carriage.

[0175] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0176] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0177] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0178] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0179] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0180] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0181] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0182] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A flexible control method for activating the emergency brake handle of a train, characterized in that, The method includes the following steps: Step S1: Design the information transmission between the signal system and the vehicle system. By distinguishing the different areas where the emergency brake handle is active, the signal system can flexibly control the activation of the train's emergency brake handle. Step S2: Design evacuation areas, which will create corresponding evacuation protection areas for trains when the signal system detects that the train needs to be evacuated. Step S3: Calculate the effective platform distance. This effective platform distance ensures that when the train leaves the platform and triggers the emergency brake handle, under the most unfavorable conditions of the maximum downhill section or the lowest braking rate, from the time the train takes emergency braking until the train comes to a complete stop, at least a part of the train will remain on the platform. The platform area corresponding to the effective platform distance is the effective platform area. The transmitted information in step S1 includes information sent from the vehicle system to the signal system and information sent from the signal system to the vehicle system; The information sent from the vehicle system to the signal system includes Emergency Door Unlock Request (EHS), Door Lock Status (TDL), and Door Closed Status (TDC). The information sent by the signal system to the vehicle system includes keeping the left door closed (HDCL) and keeping the right door closed (HDCR); The effective distance of the platform in step S3 is calculated as follows: Step 1, D 有效 =D 车长 -D 车体 -D 紧制 (1) Where: D 有效 This represents the effective distance at which a passenger can trigger the emergency brake handle, i.e., the platform effective distance. It is the maximum distance from when the train stops at the platform until it starts moving, and then until the passenger pulls the emergency brake handle, at which point the emergency brake can be triggered. 紧制 D represents the maximum distance the train travels after triggering emergency braking. 车体 D represents the length of the train body remaining in the effective area of ​​the platform; 车长 Represents the train conductor; Step 2, D 有效 = (2) D 紧制 = （3） Step 3, in equations (2) and (3), Represents the train's maximum traction acceleration; This represents the combined acceleration of gravity and gradient at the train's location, with negative values ​​for uphill and positive values ​​for downhill. The braking rate represents the train's braking under the most unfavorable conditions; This represents the time from when the train starts moving from the platform and departs the station until passengers on board trigger the emergency brake handle. This represents the time delay between the train receiving an emergency braking order and the train's traction being cut off. The time from when the train receives an emergency braking command to when the brakes are fully applied; Step 4: From the above three formulas, we can calculate... Then, the effective distance D of the platform can be calculated. 有效 That is, when the emergency brake handle is triggered, the train travels a certain distance after leaving the platform stopping point, and the distance does not exceed D. 有效 At that time, the train will trigger emergency braking.

2. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, The specific design process for the door locked state TDL and door closed state TDC is as follows: a1) When the train stops and departs and is running within the effective area of ​​the platform, if the door lock status is lost, the train will immediately trigger emergency braking to stop, taking into account that there is passenger interaction within the effective area of ​​the platform. b1) When the train is running outside the effective area of ​​the platform, if the door lock status is lost, the train will continue to run to the next station since the door closure status is not lost. If it is a fully automatic operation mode train, it will trigger the automatic depot at the next station and the train will not depart automatically. c1) When the train is running in any area of ​​the main line section, if the doors are lost to be closed, the train will immediately trigger emergency braking to stop.

3. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, The specific design process for the Emergency Door Unlock Request (EHS), Keep Left Door Closed (HDCL), and Keep Right Door Closed (HDCR) is as follows: a2) When the train is running in the effective area of ​​the platform after stopping at the station, if a passenger triggers the emergency handle request / unlock position, that is, triggers the emergency unlock request of the train door, the train will immediately trigger emergency braking to stop. After the train stops, the evacuation area will be automatically triggered, and the ATS interface will issue a pop-up alarm. The door to be unlocked on the corresponding side will enter a delayed release countdown. The train dispatcher can choose to accept or refuse to unlock the door within the countdown. b2) When the train is running outside the effective area of ​​the platform, if a passenger triggers the emergency door handle, the train will continue to run until the next station and then trigger emergency braking and automatically open the doors. If it is a fully automatic operation mode train, it will also trigger automatic derailment. c2) When the train stops in the section, if a passenger triggers the emergency door handle, the train will trigger emergency braking and automatically trigger the evacuation area. The ATS interface will issue a pop-up alarm, and the train dispatcher can choose to accept or refuse to unlock the door within the countdown. d2) When the train stops precisely at the platform, the signaling system will send a door enable message on the platform side, setting the HDCL or HDCR on the platform side to the authorized open state, authorizing the door to unlock. The HDCL or HDCR on the non-platform side will remain closed. If a passenger triggers the emergency door unlock handle at this time, the signaling system will trigger emergency braking and send an alarm to the ATS interface.

4. The flexible control method for activating the emergency brake handle of a train according to claim 3, characterized in that, In a2), a21) If the passenger accidentally triggers the emergency door unlocking request, the dispatcher may refuse the passenger's request, and the signal system will transmit the message that both doors should remain closed to the vehicle system. a211) If the dispatcher fails to manually reset the emergency unlock request through the ATS operation interface in the control center: If a passenger triggers the emergency handle again before the countdown ends, the refusal command set by the dispatcher will be invalid, but the refusal or permission to open the door can still be set before the countdown ends. After the countdown ends, taking into account the priority of passenger evacuation, if the passenger triggers the emergency handle again, the signal system will allow the doors to open and send out a door unlocking message on the platform side, ensuring that passengers can evacuate from the doors left on the platform. a212) If the dispatcher manually resets the emergency unlock request on the ATS operation interface in the control center, the emergency unlock request will be initialized. a22) If there is a genuine emergency requiring evacuation, the dispatcher may allow the doors to be released or no action to be taken. After the countdown ends, the signal system will issue a message indicating that the doors on the evacuation platform side are unlocked.

5. The flexible control method for activating the emergency brake handle of a train according to claim 3, characterized in that, In c2), c21) If the passenger accidentally triggers the emergency door unlocking request, the dispatcher may refuse the passenger's request, and the signal system will transmit the message that both doors remain closed to the vehicle system. (c211) If the dispatcher fails to manually reset the emergency unlock request on the ATS operation interface in the control center, the refusal command set by the dispatcher will be invalidated if the passenger triggers the emergency handle again before the countdown ends. However, the refusal or allow door opening command can still be set before the countdown ends. After the countdown ends, considering the priority of passenger evacuation, if the passenger triggers the emergency handle again, the signal system will allow the door to open and issue a door unlocking message on the side with the evacuation platform to ensure that the passenger evacuates from the evacuation platform. c212) If the dispatcher manually resets the emergency unlock request on the ATS operation interface in the control center, the emergency unlock request will be initialized. c22) If there is a genuine emergency requiring evacuation, the dispatcher may allow the doors to be released or no action to be taken. After the countdown ends, the signal system will issue a message indicating that the doors on the evacuation platform side are unlocked.

6. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, Step S2, designing the evacuation area, specifically includes: a3) Determine whether the train needs to trigger the evacuation zone; b3) Design the evacuation request area (Req) and the protection zone (Sec); c3) Cancellation of evacuation protection: After the evacuation is completed, the train dispatcher resets the emergency unlock handle on the ATS interface, and then manually cancels the safety evacuation protection area on the ATS interface.

7. A flexible control method for activating a train emergency brake handle according to claim 6, characterized in that, In the aforementioned a3), a31) When the train emergency unlocking handle is activated, the signal system will not trigger the evacuation zone in the following situations: The train did not stop on the section. Precise train stopping at the platform; The train is located within the depot, on the main line storage track, and on the entry and exit tracks. a32) When the train emergency unlocking handle is activated, the signal system triggers the evacuation zone in the following situations: Train stops within the section; The train station is located within the effective area of ​​the platform.

8. A flexible control method for activating a train emergency brake handle according to claim 6, characterized in that, The evacuation request area Req in b3) is divided as follows: Platform area: To avoid affecting normal train arrivals, no evacuation areas will be set up on the up and down platforms; Interval Area: Considering that people may travel between up and down directions, both up and down sections with and without crossovers are set as a single request area.

9. A flexible control method for activating a train emergency brake handle according to claim 6, characterized in that, In b3), the protection area Sec refers to the protection range generated by the signal system when a train requests to activate evacuation protection in the requested area. That is, the protection area is also a collection of areas where evacuation requests have been activated.

10. A flexible control method for activating a train emergency brake handle according to claim 1, characterized in that, In step S3, if the effective distance to the platform is exceeded, the signal system will not be able to guarantee that the train has the conditions for evacuation at the platform. The system will not immediately trigger emergency braking. The train will continue to run until it stops precisely at the next station, after which emergency braking will be triggered and the doors will open automatically. If it is a fully automatic operation mode train, automatic derailment will also be triggered.

11. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, The D mentioned 车体 The specific calculations are as follows: Ensure that at least one door is within the effective area of ​​the platform when the passenger emergency brake lever is activated; D 车体 =Length from the vehicle body surface to the end of the vehicle + Length from the end of the vehicle to the edge of the first door furthest from the end of the vehicle.

12. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, The D mentioned 车体 The specific calculations are as follows: Ensure that at least one door is within the effective area of ​​the platform door when the passenger emergency brake lever is activated; D 车体 =2*(length from the vehicle structure surface to the end of the vehicle + length from the end of the vehicle to the center line of the door).

13. The flexible control method for activating the emergency brake handle of a train according to claim 1, characterized in that, The D mentioned 车体 The specific calculations are as follows: Ensure that at least one car is within the effective area of ​​the platform screen doors when the passenger emergency brake handle is activated; D 车体 = Length from the vehicle body surface to the end of the vehicle + Length of one car.

14. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 13.

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