A passenger evacuation control method, device and medium supporting a self-resetting handle

Abstract

The application relates to a passenger evacuation control method, device and medium supporting a self-resetting handle, which comprises the following steps: after a signal of passengers pulling down a self-resetting emergency handle is collected by a vehicle-mounted controller VOBC, whether to apply emergency braking EB and maintain the vehicle door state to the safe side is judged according to the train running state at the moment; an evacuation request is sent to a trackside area controller ZC and a central dispatch command system ATS; and finally, automatic resetting of the emergency handle is performed after confirming that the passenger evacuation escape is over. Compared with the prior art, the application has the advantages of greatly improving the reliability and safety of evacuation escape.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a passenger evacuation control method, device, and medium that supports a self-resetting handle. Background Technology

[0002] Urban rail transit, due to its economic, efficient, and environmentally friendly advantages, has gradually become an important means for governments worldwide to alleviate urban traffic congestion. With the continuous increase in peak and super-peak passenger flow, the carrying capacity of lines and the passenger load at transfer nodes are increasing daily. The issue of safe evacuation in subways has become a major challenge facing subway operations in my country now and in the future. As a key system for realizing train operation command and monitoring, ensuring train safety, and improving operational efficiency in urban rail transit, the signaling system can respond to emergency scenarios requiring passenger evacuation, such as passenger emergencies, forced stops due to foreign object intrusion, fires, floods, and earthquakes. It plays a crucial safety protection role in passenger evacuation and escape.

[0003] Currently, trains on fully automated lines generally offer two types of passenger evacuation request methods: passengers can initiate evacuation requests themselves or be guided by the dispatcher to manually trigger the emergency unlocking device (escape handle). The onboard controller then sends an evacuation request to the trackside signaling equipment based on the status of the escape handle. Based on communication interaction and the current train operating status and location, the doors are opened and locked to ensure the personal safety of passengers during the evacuation process.

[0004] A search revealed that Chinese Patent Publication No. CN115709750A discloses a passenger evacuation management method and device for a TACS system, which improves the autonomous safety protection capability of TACS (a signaling system that achieves autonomous resource management and active spacing protection based on operation plans and real-time location). Since the TASC system has eliminated the point-type backup system and no longer requires complex trackside equipment such as interlocking and area controllers, its overall system architecture is quite different from that of the CBTC system. Therefore, the overall evacuation logic is quite different, and this method is not applicable to evacuation and escape protection under the CBTC system.

[0005] In addition, Chinese Patent Publication No. CN115447642A discloses an automatic protection method, equipment and medium for evacuation in rail transit sections. This method introduces an evacuation method for sections without a self-resetting emergency handle, and is not applicable to evacuation and escape using a self-resetting emergency handle.

[0006] In ensuring the safe and stable operation of trains at high density, the CBTC system faces a technical challenge: how the onboard controller (VOBC) handles different emergency evacuation scenarios and equipment malfunctions when the emergency escape handle is triggered, effectively ensuring the safe evacuation of passengers, and quickly restoring train operation after evacuation through a self-resetting handle, thereby improving train operation efficiency during evacuation. Summary of the Invention

[0007] The purpose of this invention is to overcome the defects of the prior art by providing a passenger evacuation control method, device and medium that supports a self-resetting handle. The self-resetting handle can automatically reset during the passenger evacuation process without manual intervention, which greatly improves the reliability and safety of evacuation.

[0008] The objective of this invention can be achieved through the following technical solutions:

[0009] According to a first aspect of the present invention, a passenger evacuation control method supporting a self-resetting handle is provided. The method firstly, after the on-board controller VOBC collects the signal that a passenger has pulled down the self-resetting emergency handle, it determines whether to apply emergency braking EB based on the current train operation status and maintains the door status to the safe side. Then, it sends an evacuation request to the trackside area controller ZC and the central dispatching and command system ATS. Finally, it automatically resets the emergency handle after confirming that the passenger evacuation has ended.

[0010] As a preferred technical solution, the method specifically includes the following steps:

[0011] Step S1: When a passenger pulls down the emergency evacuation handle of the end door or the vehicle door, the vehicle controller VOBC synchronizes the handle status of the other party according to the communication status of the two ends, and the vehicle controller VOBC sends an emergency evacuation request to the ATS.

[0012] Step S2: The onboard controller VOBC automatically calculates the evacuation request status based on the handle pull-down signal and the vehicle's own status, and keeps the end door or car door locked. Based on the position of the train when the handle is activated, the onboard VOBC determines whether to apply emergency braking EB.

[0013] Step S3: After the train stops, based on the principle of train formation positioning and the redundancy of the onboard controller VOBC, determine whether to send an evacuation request to the trackside area controller ZC.

[0014] Step S4: The trackside area controller ZC establishes an evacuation zone based on the emergency evacuation request results after redundancy at both ends, controls other vehicles in the evacuation zone to brake to a stop and prohibits other vehicles from entering the evacuation zone.

[0015] Step S5: Synchronize the countdown timers RemainingTimer of the two on-board controllers VOBC, and use the timer with the smaller value as the result of the synchronization.

[0016] Step S6: If the vehicle VOBC does not request evacuation from ZC, the vehicle doors or end doors shall remain closed for the delay period after the vehicle VOBC requests to output EB.

[0017] Step S7: During the time period when the door enable is kept closed, the vehicle VOBC determines whether to release the door enable early or delay it through message interaction with the central ATS.

[0018] Step S8: Based on the judgment of the end door or door status by the on-board VOBC, authorize passengers to evacuate and escape, and select a route to evacuate according to the evacuation instructions.

[0019] In step S9, after the passenger evacuation is completed, the ATS cancels the evacuation protection zone. When the VOBC receives the emergency handle reset command HILC_1 from the ATS, it will reset the emergency evacuation handle of the driver's cab end door or the emergency evacuation handle of the passenger compartment door, and the train can resume normal operation.

[0020] As a preferred technical solution, in step S1, the VOBC obtains the handle status of the other party when it first establishes communication with the remote VOBC. If the duration of the inability to establish communication with the remote VOBC after power-on exceeds the maximum delay, according to the safety-oriented principle, the remote memory handle is considered to be in the pulled-down state. The maximum delay is obtained according to the offline configuration of the project.

[0021] As a preferred technical solution, in step S2, based on the train's position when the handle is activated, the onboard VOBC determines whether to apply emergency braking (EB), specifically as follows:

[0022] Step S21: If the train is in the process of leaving the station, the onboard VOBC immediately requests emergency braking and proceeds to step S3;

[0023] Step S22: If the train is in the process of running in the section, the on-board VOBC will warn the ATS and continue to run to stop at the next station, and then proceed to step S3;

[0024] Step S23: If the train is already stopped, the onboard VOBC outputs emergency braking EB according to the activation state of the emergency evacuation handle being pulled down, and proceeds to step S3.

[0025] As a preferred technical solution, step S3 specifically includes:

[0026] Step S31: If the train's formation positioning after stopping is completely within the exit area, the onboard VOBC does not need to request evacuation from ZC, proceed to step S5; otherwise, proceed to step S32.

[0027] Step S32: If the train's formation positioning after stopping is not completely within the exit area, and there is a delay of Evacuation_conf_time from the start time of evacuation T0, apply for an evacuation request to ZC and proceed to step S33; otherwise, proceed to step S5.

[0028] Step S33: Check whether the conditions for emergency braking (EB) and the train not being completely in the exit area are met at both ends of the vehicle. If the conditions are met, apply to ZC for evacuation and escape at the corresponding end and proceed to step S34. Otherwise, proceed to step S6.

[0029] Step S34: If the VOBC communication between the two ends is normal and both ends request evacuation from ZC, the vehicle VOBC requests evacuation from ZC and starts the countdown timer RemainingTimer to keep the vehicle door or end door locked, then proceed to step S4; otherwise, if the VOBC communication between the two ends is lost, the vehicle VOBC does not request emergency evacuation from ZC, then proceed to step S6.

[0030] As a preferred technical solution, the Evacuation_conf_time in step S32 is derived from the project's offline configuration and is set to 25s.

[0031] As a preferred technical solution, the initial value of the countdown timer RemainingTimer in step S34 is set to 30s based on the offline project configuration input.

[0032] As a preferred technical solution, in step S5, if an abnormal situation occurs where a single-end device restarts, causing communication between the two ends to be abnormal, the countdown timer on the restarted end is reset to the default value and starts to decrease again until communication is restored. Then, the restarted end synchronizes the countdown timer RemainingTimer with a smaller value on the other end.

[0033] As a preferred technical solution, in step S7, the content of the interaction message packet between the vehicle VOBC and ATS interface includes the emergency handle reset command HILC_1, the door keep closed command HILC_2, the door immediately release command HILC_3, the end door 1 immediately release command HILC_4, and the end door 2 immediately release command HILC_5. The ATS sends only one control command per message packet, and the vehicle VOBC manages the doors according to the corresponding command status.

[0034] As a preferred technical solution, the specific process of the vehicle-mounted VOBC managing doors according to the corresponding command status is as follows:

[0035] Step S71: If VOBC receives the command HILC_2 to keep the doors closed, then the doors and end doors will remain locked until the countdown ends.

[0036] Step S72: If VOBC receives the door immediate release command HILC_3, then VOBC will prematurely release the door closing before the countdown ends.

[0037] Step S73: If VOBC receives a message that end gate 1 will immediately release HILC_4, then VOBC will release end gate 1 before the countdown ends.

[0038] Step S74: If VOBC receives a message that end gate 2 will immediately release HILC_5, then VOBC will release end gate 2 before the countdown ends.

[0039] 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.

[0040] 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.

[0041] Compared with the prior art, the present invention has the following advantages:

[0042] 1) This invention supports evacuation and escape using a self-resetting emergency handle. In the event of train emergency stops caused by temporary events such as foreign object intrusion or earthquakes, the self-resetting handle can automatically reset the emergency evacuation handle after the passengers have evacuated without manual intervention, thus restoring train operation. This can further protect the lives of passengers and drivers and improve evacuation efficiency.

[0043] 2) This invention considers both the scenarios of the train in motion and the train at rest, and combines the train's final stop position with the formation position. It analyzes different combinations of evacuation and escape methods for different positioning situations such as sections and stations, enriches the train protection measures in different evacuation scenarios, and improves the reliability of evacuation and escape.

[0044] 3) This invention combines the redundancy configuration of the vehicle controller to make evacuation requests for scenarios such as normal and abnormal communication between the first and last ends, and protects against abnormal scenarios of single-end restart during evacuation, ensuring the consistency of vehicle VOBC processing and improving the safety of evacuation.

[0045] 4) This invention only modifies the software algorithm and does not involve any modification to the hardware board logic. The cost of change is small and the architecture of this solution is easy to expand. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the interaction of the protection system of the present invention;

[0047] Figure 2 This is a flowchart of the method of the present invention;

[0048] Figure 3 The figures are illustrative of examples of the present invention. Detailed Implementation

[0049] 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.

[0050] First refer to Figure 1 The information interaction process of the subsystems during the evacuation and escape process involves the onboard VOBC collecting the emergency handle status feedback from the vehicle via hardwired data. Based on the redundancy configuration at both ends, it synchronizes the evacuation and escape status with the remote system. It also calculates its own train status information and train formation positioning information to determine whether to send an evacuation request to the ZC (Train Control Center). The onboard VOBC, based on manufacturer-defined message interaction with the central ATS (Automatic Train Protection System), determines whether to release the door early or maintain the locked door / end door, sending the door enable message to the vehicle and maintaining the door status. After the evacuation and escape process is completed, the ATS sends a message to deactivate the evacuation protection zone and sends an emergency handle reset message to the onboard VOBC. The onboard VOBC resets the emergency handle to the unpulled state, and the train resumes operation. (Reference) Figure 2 The protection method flowchart includes the following steps:

[0051] Step S1: When the project does not disable the escape functions of the monitoring end door and passenger door, when a passenger pulls down the emergency evacuation handle of the driver's cab end door (Emergency Detrainment Door Not Open, EDDNO) or the emergency evacuation handle of the passenger compartment door (Passenger Emergency Evacuation Device Not Triggered, PEEDNT) for the first time, the on-board VOBC starts incrementing the evacuation timer T0. In order to prevent the local VOBC from losing the memory of the escape handle state due to restarting, the handle state of the remote VOBC is obtained when communication is first established with the remote VOBC. If communication with the remote VOBC cannot be established after power-on for more than the maximum delay, according to the safety-oriented principle, the remote handle is considered to be in the pulled-down state. The maximum delay can be obtained according to the offline configuration of the project and is 60 seconds.

[0052] Step S2: Based on the handrail pull-down signal from the vehicle and the vehicle's own status, automatically calculate the evacuation request status and maintain the end doors (Emergency Detrain Door Locked, EDDL) or passenger compartment doors (Hold Door Closed, HDC). Based on the train's position when the handrail is activated, the onboard VOBC determines whether to apply emergency braking (EB), as follows:

[0053] Step S21: If the train is in the process of leaving the station, the onboard VOBC immediately requests emergency braking, and proceeds to step S3;

[0054] Step S22: If the train is in the process of running in the section, the on-board VOBC will alarm the central ATS and continue to run until it stops at the next station. Proceed to step S3.

[0055] Step S23: If the train is already stopped, the onboard VOBC outputs emergency braking EB according to the activation state of the emergency evacuation handle being pulled down, and proceeds to step S3.

[0056] Step S3: After the train outputs emergency braking (EB), the SecurisationTimer is activated. After the train stops, based on the train formation positioning and the principle of redundancy at the beginning and end of the onboard VOBC, it is determined whether to send an evacuation request to the trackside area controller (ZC), as follows:

[0057] Step S31: If the train's formation positioning after stopping is completely within the exit area, the onboard VOBC does not need to request evacuation from ZC, proceed to step S5; otherwise, proceed to step S32.

[0058] Step S32: If the train's formation positioning after stopping is not completely within the exit area, and there is a delay of Evacuation_conf_time from the start time of evacuation T0, then an evacuation request is allowed to be submitted to ZC. Proceed to step S33, where Evacuation_conf_time is derived from the project's offline configuration and is set to 25s. Otherwise, proceed to step S5.

[0059] Step S33: Check whether the conditions for emergency braking (EB) and the train not being completely in the exit area are met at both ends of the vehicle. If the conditions are met, apply to the ZC for evacuation and escape at the corresponding end; otherwise, proceed to step S6.

[0060] Step S34: If the VOBC communication between the two ends is lost, the vehicle VOBC does not request emergency evacuation from ZC, proceed to step S6. Otherwise, if the VOBC communication between the two ends is normal and both ends request evacuation from ZC, the vehicle VOBC requests evacuation from ZC and starts the countdown timer RemainingTimer to keep the vehicle door HDC or end door EDDL locked. The initial value of the countdown timer is set to 30s according to the offline project configuration input, proceed to step S4.

[0061] Step S4: Based on the emergency evacuation request results after redundancy, ZC establishes an evacuation escape zone, controls other vehicles within this zone to brake to a stop, and prohibits other vehicles from entering the evacuation escape zone. For non-CBTC trains, the central dispatcher instructs the driver to stop the train. (Reference) Figure 3 The example diagram illustrates this. Suppose that train unit TU3 stops in the section and the passenger pulls the emergency escape handle. If condition ZC is met, the evacuation protection zone is activated. At this time, train unit TU2 in the evacuation protection zone is brought to an emergency stop by issuing an invalid train movement authorization, and train unit TU1 is prohibited from entering the evacuation protection zone of this section. If train unit TU1 is a non-CBTC vehicle, the driver is stopped by alarming the central ATS.

[0062] Step S5: After VOBC requests evacuation from ZC, the RemainingTimer at both ends decreases by 0.1s every software processing cycle starting from 30s. The RemainingTimer at both ends needs to be synchronized to keep them consistent, and the timer with the smaller value is used as the result of synchronization. If an abnormal situation such as a single device restart causes communication between the two ends to be abnormal, the countdown timer on the restarted end is reset to the default value and starts decreasing again until communication is restored. Then, the restarted end synchronizes the RemainingTimer with the smaller value on the other end.

[0063] Step S6: If the vehicle VOBC does not request evacuation from ZC, the doors will remain locked for 25 seconds after the vehicle VOBC requests the output of EB, within the delay time Eva_Sec_Duration, where Eva_Sec_Duration is configured from the offline project and set to 25 seconds; that is, the SecurityTimer is less than Eva_Sec_Duration. Otherwise, if the vehicle VOBC requests evacuation from ZC, the doors or end doors will remain closed for 30 seconds of the countdown timer RemainingTimer.

[0064] Step S7: During the period when the door is kept enabled closed, the vehicle-mounted VOBC determines whether to release the door enable early or delay it through message interaction with the central ATS. The message packets exchanged between the vehicle-mounted VOBC and the ATS include commands such as Emergency Handle Reset Command (HILC_1), Keep Door Closed Command (HILC_2), Door Immediate Release Command (HILC_3), End Door 1 Immediate Release Command (HILC_4), and End Door 2 Immediate Release Command (HILC_5). The ATS sends only one control command per message packet, and the vehicle-mounted VOBC manages the door according to the corresponding command status, as follows:

[0065] Step S71: If VOBC receives the command HILC_2 to keep the doors closed, then the doors and end doors will remain locked until the countdown ends.

[0066] Step S72: If VOBC receives the door immediate release command HILC_3, then VOBC will prematurely release the door closing before the countdown ends.

[0067] Step S73: If VOBC receives a message that end gate 1 will immediately release HILC_4, then VOBC will release end gate 1 before the countdown ends.

[0068] Step S74: If VOBC receives a message that end gate 2 will immediately release HILC_5, then VOBC will release end gate 2 before the countdown ends.

[0069] Step S8: Based on the judgment of the end door or door status by the on-board VOBC, authorize passengers to evacuate and escape, and select a route to evacuate according to the evacuation instructions.

[0070] Step S9: After the passenger evacuation is completed, the ATS cancels the evacuation protection zone. When the VOBC receives the emergency handle reset command HILC_1 from the ATS, it will reset the emergency evacuation handle of the driver's cab end door or the emergency evacuation handle of the passenger compartment door, and the train can resume normal operation.

[0071] 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.

[0072] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a 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.

[0073] 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.

[0074] 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).

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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 passenger evacuation control method supporting a self-resetting handle, characterized in that, The method first collects the signal from the passenger pulling the self-resetting emergency handle after the on-board controller VOBC collects the signal. Then, it determines whether to apply emergency braking EB and maintain the door status to the safe side based on the current train operation status. Then, it sends an evacuation request to the trackside area controller ZC and the central dispatching and command system ATS. Finally, it automatically resets the emergency handle after confirming that the passenger evacuation and escape have been completed. The method specifically includes the following steps: Step S1: When a passenger pulls down the emergency evacuation handle of the end door or the vehicle door, the vehicle controller VOBC synchronizes the handle status of the other party according to the communication status of the two ends, and the vehicle controller VOBC sends an emergency evacuation request to the ATS. Step S2: The onboard controller VOBC automatically calculates the evacuation request status based on the handle pull-down signal and the vehicle's own status, and keeps the end door or car door locked. Based on the position of the train when the handle is activated, the onboard VOBC determines whether to apply emergency braking EB. Step S3: After the train stops, based on the principle of train formation positioning and the redundancy of the onboard controller VOBC, determine whether to send an evacuation request to the trackside area controller ZC. Step S4: The trackside area controller ZC establishes an evacuation zone based on the emergency evacuation request results after redundancy at both ends, controls other vehicles in the evacuation zone to brake to a stop and prohibits other vehicles from entering the evacuation zone. Step S5: Synchronize the countdown timers RemainingTimer of the two on-board controllers VOBC, and use the timer with the smaller value as the result of the synchronization. Step S6: If the vehicle VOBC does not request evacuation from ZC, the vehicle doors or end doors shall remain closed for the delay period after the vehicle VOBC requests to output EB. Step S7: During the time period when the door enable is kept closed, the vehicle VOBC determines whether to release the door enable early or delay it through message interaction with the central ATS. Step S8: Based on the judgment of the end door or door status by the on-board VOBC, authorize passengers to evacuate and escape, and select a route to evacuate according to the evacuation instructions. In step S9, after the passenger evacuation is completed, the ATS cancels the evacuation protection zone. When the VOBC receives the emergency handle reset command HILC_1 from the ATS, it will reset the emergency evacuation handle of the driver's cab end door or the emergency evacuation handle of the passenger compartment door, and the train can resume normal operation.

2. The passenger evacuation control method supporting a self-resetting handle according to claim 1, characterized in that, In step S1, when the VOBC establishes communication with the remote VOBC for the first time, it obtains the handle status of the other party. If the duration of the inability to establish communication with the remote VOBC after power-on exceeds the maximum delay, according to the safety-oriented principle, the remote memory handle is considered to be in the pulled-down state. The maximum delay is obtained according to the offline configuration of the project.

3. The passenger evacuation control method supporting a self-resetting handle according to claim 1, characterized in that, In step S2, based on the train's position when the handle is activated, the onboard VOBC determines whether to apply emergency braking (EB). Specifically: Step S21: If the train is in the process of leaving the station, the onboard VOBC immediately requests emergency braking and proceeds to step S3; Step S22: If the train is in the process of running in the section, the on-board VOBC will warn the ATS and continue to run to stop at the next station, and then proceed to step S3; Step S23: If the train is already stopped, the onboard VOBC outputs emergency braking EB according to the activation state of the emergency evacuation handle being pulled down, and proceeds to step S3.

4. A passenger evacuation control method supporting a self-resetting handle according to claim 1, characterized in that, Step S3 specifically includes: Step S31: If the train's formation positioning after stopping is completely within the exit area, the onboard VOBC does not need to request evacuation from ZC, proceed to step S5; otherwise, proceed to step S32. Step S32: If the train's formation positioning after stopping is not completely within the exit area, and there is a delay of Evacuation_conf_time from the start time of evacuation T0, apply for an evacuation request to ZC and proceed to step S33; otherwise, proceed to step S5. Step S33: Check whether the conditions for emergency braking (EB) and the train not being completely in the exit area are met at both ends of the vehicle. If the conditions are met, apply to ZC for evacuation and escape at the corresponding end and proceed to step S34. Otherwise, proceed to step S6. Step S34: If the VOBC communication between the two ends is normal and both ends request evacuation from ZC, the vehicle VOBC requests evacuation from ZC and starts the countdown timer RemainingTimer to keep the vehicle door or end door locked, then proceed to step S4; otherwise, if the VOBC communication between the two ends is lost, the vehicle VOBC does not request emergency evacuation from ZC, then proceed to step S6.

5. A passenger evacuation control method supporting a self-resetting handle according to claim 4, characterized in that, In step S32, Evacuation_conf_time is derived from the project's offline configuration and is set to 25 seconds.

6. A passenger evacuation control method supporting a self-resetting handle according to claim 4, characterized in that, The initial value of the countdown timer RemainingTimer in step S34 is set to 30s according to the offline project configuration.

7. A passenger evacuation control method supporting a self-resetting handle according to claim 1, characterized in that, In step S5, if an abnormal situation occurs where a single device restarts, causing communication between the two ends to be abnormal, the countdown timer on the restarted end is reset to the default value and starts decreasing again until communication is restored. Then, the restarted end synchronizes the countdown timer RemainingTimer with a smaller value on the other end.

8. A passenger evacuation control method supporting a self-resetting handle according to claim 1, characterized in that, In step S7, the content of the interaction message packet between the vehicle VOBC and ATS interface includes the emergency handle reset command HILC_1, the door keep closed command HILC_2, the door immediately release command HILC_3, the end door 1 immediately release command HILC_4, and the end door 2 immediately release command HILC_5. The ATS sends only one control command per message packet, and the vehicle VOBC manages the doors according to the corresponding command status.

9. A passenger evacuation control method supporting a self-resetting handle according to claim 8, characterized in that, The specific process of door management by the vehicle-mounted VOBC according to the corresponding command status is as follows: Step S71: If VOBC receives the command HILC_2 to keep the doors closed, then the doors and end doors will remain locked until the countdown ends. Step S72: If VOBC receives the door immediate release command HILC_3, then VOBC will prematurely release the door closing before the countdown ends. Step S73: If VOBC receives a message that end gate 1 will immediately release HILC_4, then VOBC will release end gate 1 before the countdown ends. Step S74: If VOBC receives a message that end gate 2 will immediately release HILC_5, then VOBC will release end gate 2 before the countdown ends.

10. 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 9.

11. 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 9.

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