Train door signal loss protection method and device

Abstract

The invention provides a train door signal loss protection method and device, and belongs to the technical field of rail transit, and the method comprises the steps: searching a door closing signal and a door locking signal when a train is confirmed to be in a full-automatic driving mode; according to the exception search result and the current operation stage type of the train, different coping treatment measures are executed; the abnormal search result comprises signal loss of a door closing signal or a door locking signal. According to the train door signal loss protection method and the train door signal loss protection device, fault states of subway door closing and locking signals are processed separately, the fault states are divided into door closing signal loss and door locking signal loss, and according to the influence degrees of the door closing signals and the door locking signals on safety and in combination with different running states of a train, the safety of the train is improved. And the signal loss is subjected to difference processing, so that the influence on the operation efficiency can be effectively reduced while the operation safety is ensured, and the passenger transport service and emergency disposal pressure is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a method and a device for preventing train door signal loss. Background Art

[0002] In the existing urban rail vehicle door control system, the door status monitoring device generally includes a door closed position switch, a door locked position switch, a door emergency unlocking switch and a door isolation switch. The vehicle provides the signal system with hard-wired signals of door closed, door locked (or a door closed and locked signal combined with door closed and door locked) and a door emergency unlocking handle signal. The door closed and locked signal is an important passenger-carrying condition for the train. If any of the door states "door closed" or "door locked" is lost, the door state is considered lost.

[0003] There are two ways to handle when the door status is lost: The first approach is that the signal will control the train to perform emergency braking as soon as possible, and there will be evacuation of passengers or rescue and emergency repair work in the section. This approach will bring huge pressure to passenger services and emergency response.

[0004] In the second method, the signal system controls the train to continue running to the next station. Compared with the first method, passenger service and emergency response are simpler and more convenient, but if the door is not closed properly (equivalent to the door being open), there is a safety risk for the train to continue running, which is not a safe behavior for the signal system and cannot guarantee operational safety. Summary of the invention

[0005] The present invention provides a train door signal loss protection method and device, which can reduce the impact on operation efficiency while ensuring operation safety, and reduce the pressure of passenger service and emergency disposal.

[0006] The present invention provides a train door signal loss protection method, which is applied to a train automatic protection system and comprises the following steps: After confirming that the train is in any fully automatic driving mode, search for the door closed signal and the door locked signal; Execute different response measures based on the abnormal search results and the current operation phase of the train; The abnormal search result includes at least one of a door closed signal and a door locked signal being lost.

[0007] According to a train door signal loss protection method provided by the present invention, when it is determined that the abnormal search result is a door closed signal loss, different response measures are executed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the exit phase, the interval operation phase or the entry phase, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; When it is determined that the operation phase category is a stop phase and it is determined that a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation stage category is the interval parking stage, an emergency braking instruction is sent to the braking control system; After determining that the operation stage category is the pre-station turnaround stage, continue to execute the end change until the end change is completed, and then prompt the driver to switch from the fully automatic driving mode to the manual driving mode.

[0008] According to a train door signal loss protection method provided by the present invention, when the abnormal search result is obtained, the door status loss sign is displayed through the human-machine interface, and the human-machine interface is controlled to prompt the driver to switch the fully automatic driving mode to the manual driving mode.

[0009] According to a train door signal loss protection method provided by the present invention, after sending an emergency braking command to a braking control system and receiving a door closing control command, the method further includes: In response to the door closing control instruction, output a door closing instruction to the door actuator; the door closing control instruction includes a remote door closing instruction or a platform door closing instruction; When it is determined that the door closed signal is received again and the re-determined abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch back to the fully automatic driving mode.

[0010] According to a train door signal loss protection method provided by the present invention, after sending an emergency braking command to a braking control system, if it is determined that the departure conditions are met, the method further includes: If it is determined that the operation phase category is the exit phase, a departure request is sent to the integrated train automation system; upon receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart; If it is determined that the operation phase category is the station entry phase, the station stop phase or the interval operation phase, the train automatic operation system is directly controlled to automatically start the train.

[0011] According to a train door signal loss protection method provided by the present invention, after sending an emergency braking command to a braking control system and determining that the driver switches the fully automatic driving mode to the manual driving mode, the method further includes: When it is determined that the door closed signal is received again after the driver manually closes the door, and the abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch the manual driving mode to the fully automatic driving mode; In the fully automatic driving mode, the train automatic operation system is controlled to automatically start the train.

[0012] According to a train door signal loss protection method provided by the present invention, when it is determined that the abnormal search result is a door lock signal loss, but the door closed signal is normal, different response measures are executed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the interval operation phase or the station entry phase, the train is controlled to continue to run to the next stop platform and then stop. If a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to the door actuator in response to the door opening permission signal. When it is determined that the operation phase category is a stop phase, if a door opening permission signal is received, in response to the door opening permission signal, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation phase category is the exit phase, it is determined whether the train safety envelope overlaps with any platform; if so, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; otherwise, the train is controlled to continue running to the next stop platform and then stop.

[0013] According to a train door signal loss protection method provided by the present invention, after sending an emergency braking instruction to a braking control system, the method further includes: After sending an emergency braking command to the brake control system, if it is determined that the departure conditions are met, it also includes: If it is determined that the operation stage category is the exit stage, sending a departure request to the integrated vehicle automation system; When receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart.

[0014] According to a train door signal loss protection method provided by the present invention, after sending an emergency braking command to a braking control system and determining that the driver switches the fully automatic driving mode to the manual driving mode, the method further includes: When it is determined that the door locking signal is received again after the driver manually closes the door, an emergency brake release command is sent to the brake control system, and a human-machine interface is controlled to prompt the driver to switch from the manual driving mode to the fully automatic driving mode; In the fully automatic driving mode, the train automatic operation system is controlled to automatically start the train.

[0015] According to a train door signal loss protection method provided by the present invention, when controlling a train to continue running to the next stop platform and then stop, the method further includes: The triggering speed of the emergency brake is adjusted according to the current speed limit of the train.

[0016] According to a train door signal loss protection method provided by the present invention, after determining that the abnormal search result is not empty and sending an emergency braking instruction to the braking control system, it also includes: Periodically send alarm information to the integrated driving automation system, and send door status loss broadcast instructions to the train control and management system; The alarm information includes the abnormal search result and the reason for the emergency braking.

[0017] The present invention also provides a train door signal loss protection device, comprising the following components: The signal acquisition unit searches for a door closed signal and a door locked signal after confirming that the train is in any fully automatic driving mode; An information processing unit is used to execute different response measures according to the abnormal search results and the current operation stage category of the train; The abnormal search result includes at least one of a door closed signal and a door locked signal being lost.

[0018] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, any of the above-mentioned train door signal loss protection methods is implemented.

[0019] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the train door signal loss protection method as described in any one of the above is implemented.

[0020] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the train door signal loss protection method as described above is implemented.

[0021] The train door signal loss protection method and device provided by the present invention separately process the fault states of subway door closing and locking signals, which are divided into door closing signal loss and door locking signal loss. According to the degree of influence of door closing signal and door locking signal on safety, and in combination with different running states of the train, various signal losses are processed differently, which can effectively reduce the influence on operating efficiency and reduce the pressure of passenger service and emergency disposal while ensuring operational safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a flow chart of the train door signal loss protection method provided by the present invention.

[0024] Figure 2 This is one of the schematic diagrams of the ATP safety input circuit provided by the present invention.

[0025] Figure 3 This is the second schematic diagram of the ATP safety input circuit provided by the present invention.

[0026] Figure 4 It is a structural schematic diagram of a train door signal loss protection device provided by the present invention.

[0027] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] It should be noted that in the description of the present invention, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "include one..." do not exclude the existence of other identical elements in the process, method, article or device including the elements. The orientation or position relationship indicated by the terms "upper", "lower" and the like is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] The terms "first", "second", etc. in the present invention are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present invention can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" means at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0031] Combine the following Figure 1-Figure 5 The present invention describes a train door signal loss protection method and device.

[0032] Figure 1 FIG. 1 is a flow chart of a train door signal loss protection method provided by the present invention, such as Figure 1 As shown, including but not limited to the following steps: Step 101, after confirming that the train is in any fully automatic driving mode, searching for a door closed signal and a door locked signal; Step 102, executing different response measures according to the abnormal search results and the current running stage category of the train.

[0033] The train door signal loss protection method is applied in an automatic train protection system (Automatic Train Protection, ATP), and the abnormal search result includes at least one signal loss of a door closed signal and a door locked signal.

[0034] With the continuous development of network technology and automation technology, driverless technology has been applied to rail transit, realizing driverless subway. When the train is manned, the driver cooperates and can quickly handle various fault scenarios, such as the door status loss fault. However, when the train is unmanned, it takes time to wait for the operator to get on the train for emergency treatment.

[0035] In addition, in rail transit, especially subway operation, trains frequently open and close doors, which can easily cause various door faults, such as signal jump, power loss, electrical connection failure, and mechanical jamming. Due to poor electrical contact, switch failure, etc., the door closed signal and door locked signal are frequently lost.

[0036] Because in the prior art, once a door state loss failure occurs, the automatic protection system will only adopt one of the two logics for processing. The first logic is that the automatic protection system will immediately control the train to perform emergency braking to ensure that the train stops in a safe position, and then perform corresponding emergency treatment, such as guiding passengers to evacuate with the help of escape devices. However, this method may lead to the evacuation of passengers or rescue work within the section, which will bring great pressure to passenger services and emergency disposal. The second logic is that the automatic protection system will control the train to continue to run to the next station, and will not evacuate passengers or handle emergencies within the section. Although this method simplifies the passenger service and emergency disposal process, if the door is not actually closed (that is, equivalent to the door open state), the continued operation of the train will pose a serious safety risk and pose a threat to the safety of the signal system.

[0037] If emergency braking measures are taken immediately when the door closed signal and / or door locked signal are lost, operational efficiency may be affected and pressure may be placed on passenger services and emergency response. However, if the train is allowed to continue running, there may be safety risks and operational safety cannot be guaranteed. Therefore, how can we minimize the impact on operational efficiency and reduce the pressure on passenger services and emergency response while ensuring operational safety?

[0038] In order to overcome this urgent problem, the present invention provides a more reasonable method for protecting against train door signal loss, by processing the door closed signal and the door locked signal separately, and combining the type of operation stage of the train when the door signal is lost, to perform differentiated emergency control.

[0039] When the door closed signal is lost, the emergency brake will be applied immediately according to the fail-safe principle, and the train will not be allowed to continue running, thus effectively preventing the train from running when the doors are not closed, ensuring the safety of passengers and trains. After the emergency brake, the cause of the door signal loss and the train's phase category will be considered to consider whether to ease the emergency brake or adopt other emergency measures, which can reduce the emergency response situations such as train suspension and passenger evacuation caused by door failures, thereby reducing the pressure on passenger service and emergency response personnel.

[0040] At the same time, the present invention uses ATP to monitor and process door-related signals in real time, and intelligently executes different response measures according to the current operation stage category of the train and the received door control instructions. This improves the intelligence level and automation level of the train, and provides strong support for the intelligent development of urban rail transit. When the door locking signal is lost but the door closing signal is intact, although ATP will judge that the door is in an unsafe state, considering that the door still has a certain stall clamping force to keep the door closed, the train can be allowed to continue running to the next station. This processing method avoids unnecessary emergency braking and section evacuation of passengers, thereby reducing the impact on operational efficiency.

[0041] The present invention provides a train door signal loss protection method, which is mainly used in ATP. The core of the method is to classify and process the loss of door closed signal and door locked signal, so as to minimize the impact on operation efficiency while ensuring operation safety.

[0042] Generally speaking, trains need to provide two safe door closed status signals to the signal. Figure 2 This is one of the schematic diagrams of the ATP safety input circuit provided by the present invention, such as Figure 2 As shown in the figure, the power supply for the two normally closed signals comes from the 24V+ power supply on the vehicle on-board controller (VOBC). On the train side, when all doors are closed, Figure 2 When the two normally open nodes corresponding to nodes 1 and 2 in the VOBC are closed, two electrical signals will be sent to ATP. On the VOBC side, when ATP receives these two electrical signals, it confirms that the door is closed. On the contrary, when any of the corresponding normally open nodes in node 1 or node 2 is not closed, ATP will think that the door is not closed. If the door is not closed when ATP does not give door permission, the door is considered lost. If the door is not closed when ATP gives door permission but does not give a door opening command, the door is considered lost.

[0043] Figure 3 This is the second schematic diagram of the ATP safety input circuit provided by the present invention, such as Figure 3As shown, as an optional embodiment, on the train side, when all the door lock switch actions are completed, the normally open node corresponding to node 1 is closed, and the normally closed node corresponding to node 2 is disconnected. At this time, the loop where node 1 is located will send an electrical signal to ATP, and at the same time, the electrical signal sent by the original node 2 to ATP is disconnected. At this time, ATP will determine that the door lock signal is normal. On the contrary, if the electrical signal corresponding to node 1 or the electrical signal corresponding to node 2 is always maintained, ATP considers that the door is not locked. If the door is not locked when ATP does not give door permission, it is considered that the door lock signal is lost. If the door is not locked when ATP gives door permission, no door opening command is given, and the door is not locked, it is considered that the door lock state is lost.

[0044] certainly, Figure 2 and Figure 3 It is just a schematic diagram of an ATP safety input circuit. The node 1, node 2 and its normally open and normally closed status settings can be adjusted according to actual conditions.

[0045] In step 101 of this embodiment, when the train is in a fully automatic driving mode such as the Fully-Automatic Train Operating Mode (FAM) or the Creep Automatic Mode (CAM), ATP will follow the above Figure 2 or Figure 3 The circuit diagram shown in the figure continuously searches and monitors the status signals of the doors, mainly including the door closed signal and the door locked signal. To ensure the reliability of the signal, the train needs to provide ATP with two safe door closed status signals and two safe door locked status signals. Only when both signals are normal will ATP consider that the door is in a safe state of closed and locked.

[0046] The ATP search for the door closed signal and the door locked signal may be performed at a preset sampling frequency, for example, once per second.

[0047] In step 102, when ATP detects that at least one of the door closed signal or the door locked signal is lost, it will immediately execute corresponding processing measures according to the current operation stage of the train (such as the exit stage, section operation stage, entry stage, station stop stage, section parking stage, pre-station return stage, etc.).

[0048] For example, if the door closed signal is lost when the train is leaving the station, running in the section, or entering the station, ATP will immediately output an emergency braking command and send a broadcast command of door status loss through the Train Control and Management System (TCMS) to alert passengers and staff.

[0049] For another example, if the door closed signal is lost during a train stop and there is a door opening permission signal, the ATO will keep the door open, will not output a door closing command, and will wait for subsequent processing.

[0050] Alternatively, when the door closing signal is lost while the train is stopping in a section, ATP will also output an emergency braking command.

[0051] It should be noted that ATP's handling measures will be different for situations where the door lock signal is lost but the door closed signal is intact. If the door lock signal is lost while the train is running in the section or entering the station, ATP will control the train to continue running to the next stop platform for precise stopping, and after stopping, the doors will be opened but not closed, waiting for subsequent processing.

[0052] However, if the train is leaving the station and ATP determines that the train safety envelope overlaps with the platform track (the overlap range is configurable), the door locking signal is lost, and ATP will immediately output an emergency braking command. Otherwise, the train will continue to run to the next stop platform.

[0053] When the door closed signal or door locked signal is lost, ATP can also send alarm information to the Train Integration Automatic System (TIAS) and periodically send the reason for emergency braking. In addition, when the door status is restored (such as through remote door closing command, platform attendant pressing the platform door closing button or driver manually closing the door, etc.), ATP can relieve emergency braking and automatically or manually start the train according to the specific situation.

[0054] The train door signal loss protection method provided by the present invention processes the fault states of subway door closing and locking signals separately, which are divided into door closed signal loss and door locked signal loss. According to the degree of influence of door closed signal and door locked signal on safety, and in combination with different running states of the train, various signal losses are processed differently. While ensuring operational safety, the impact on operational efficiency can be effectively reduced, and the pressure on passenger service and emergency disposal is reduced.

[0055] Based on the content of the above embodiment, as an optional embodiment, when it is determined that the abnormal search result is a door closed signal loss, different response measures are performed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the exit phase, the interval operation phase or the entry phase, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; When it is determined that the operation phase category is a stop phase and it is determined that a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation stage category is the interval parking stage, an emergency braking instruction is sent to the braking control system; After determining that the operation stage category is the pre-station turnaround stage, continue to execute the end change until the end change is completed, and then prompt the driver to switch from the fully automatic driving mode to the manual driving mode.

[0056] This embodiment describes a method for taking corresponding countermeasures according to the current running stage of the train (such as the exiting stage, the section running stage, the entering stage, the stopping stage, the section parking stage, and the pre-station return stage) when it is detected that the door closed signal is lost (the door locking signal must be lost in this case) during the running of the train, mainly including but not limited to: First, two door closing status signals will be continuously collected through ATP. When either or both of the two signals are abnormal, it is determined that the door closing signal is lost.

[0057] Then, ATP can compare the train's location information, speed information, operation plan and other related information with the preset operation plan to comprehensively determine the train's current operation stage.

[0058] When ATP detects that the door closed signal is lost, it will immediately send an emergency braking command to the train's brake control system and send a door status loss broadcast command to the train control and management system TCMS. Because the train is in motion during these stages, if the doors are not closed properly, there is a safety hazard, so emergency braking measures must be taken immediately to prevent the train from continuing to run. At the same time, a broadcast command is sent to TCMS to inform passengers and staff of the relevant situation.

[0059] As another optional embodiment, when ATP determines that the train is at the stop stage, if the door is not closed but a door opening permission signal is received, it means that there may be a need for passengers to get on and off the train, so the door should be opened for passengers to use. However, since the door closing signal is lost, in order to avoid safety hazards, the door closing command is not output. That is, ATP controls the automatic train operation system (Automatic Train Operation, ATO) to output the door opening command to the door actuator, but does not output the door closing command.

[0060] As another optional embodiment, when ATP determines that the train is in the section stop phase and the train is in the non-platform area, if it detects that the door closed signal is lost, it means that the door is not closed properly and there is a safety hazard, so emergency braking measures must be taken immediately to prevent the train from continuing to run. At this time, ATP immediately sends an emergency braking command to the brake control system.

[0061] As an optional embodiment, when ATP determines that the train is in the stage of turning back before the station, if it detects that the door closing signal is lost, ATP continues to perform the end-changing operation until the end-changing is completed, and prompts the driver to switch from the fully automatic driving mode to the manual driving mode through the on-board human-machine interface. This is because in the stage of turning back before the station, the train needs to change the direction of operation. If the door is not closed but it does not affect the end-changing operation, the end-changing should continue to be completed. After the end-changing is completed, due to the loss of the door closing signal, ATP cannot automatically resume operation, so it is necessary to prompt the driver to manually switch the driving mode for subsequent processing.

[0062] In addition, in other situations, including when the train is entering the station, stopping at the station, or running in the section, if the door closed signal is lost and then restored, ATO can automatically start the train after the departure conditions are met.

[0063] The train door signal loss protection method provided by the present invention ensures the safe operation of the train when the doors are not properly closed by taking different countermeasures at different operation stages, thereby avoiding possible safety accidents. During the stop stage and the pre-station return stage, the train downtime caused by the doors not being properly closed is reduced by flexibly adjusting the countermeasures, thereby improving the operation efficiency. In this way, the safety of the train operation is ensured, the operation efficiency is improved, and the redundancy and reliability of the system are enhanced.

[0064] Based on the content of the above embodiment, as an optional embodiment, when the abnormal search result is obtained, a door status loss sign is displayed through the human-machine interface, and the human-machine interface (Man Machine interface, MMI) is controlled to prompt the driver to switch the fully automatic driving mode to the manual driving mode.

[0065] In the train automatic driving system, accurate monitoring of the door status is crucial to ensure driving safety. When the train has a door closed signal or a door locked signal is lost, measures need to be taken quickly to ensure the safety and efficiency of the train operation.

[0066] When the onboard ATP detects that the door closed signal or door locked signal is lost, the MMI on the train displays the door status loss sign. These signs can be in the form of graphics, text or a combination, which are used to intuitively show the driver that the door status is abnormal. While the door status loss sign is displayed on the MMI, the MMI also prompts the driver to switch the fully automatic driving mode (such as FAM or CAM mode) to the manual driving mode through voice or text. This prompt is intended to guide the driver to take manual control measures to ensure the safety of train operation.

[0067] After receiving the prompt from the MMI, the driver needs to turn on the key according to the instructions to exit the current fully automatic driving mode (FAM / CAM mode) and switch to the manual driving mode. This operation usually involves turning the key switch and pressing the driving mode selection button. After the driver completes the driving mode switch, the on-board ATP and TCMS systems will adjust their working status accordingly to adapt to the operating requirements in the manual driving mode.

[0068] If the door status loss is caused by a temporary fault, the driver can try to close the door again and confirm the door status in manual driving mode. Once it is determined that the door closed signal or door locked signal has been restored, ATP will automatically release the emergency brake (if applied) and allow the train to continue running. If the door status loss persists, the driver needs to troubleshoot according to the established troubleshooting process and report the fault to the driving dispatch center in a timely manner.

[0069] As an optional embodiment, if the train turns back before the station, ATP finds that the door closed signal or door locked signal is lost, which will not affect the train's end change. The front end of the train only needs to transmit the door closed signal or door locked signal loss mark to the rear end. After the end change is completed, the driver is prompted to turn on the key to exit the FAM / CAM mode and go to manual driving mode, waiting for subsequent processing.

[0070] The present invention utilizes the real-time monitoring capability of ATP for the door status and the display and prompting function of MMI to achieve rapid response and switching of driving modes when the door status is lost. Through this mechanism, operational efficiency can be improved and the operating burden of the driver can be reduced without reducing the safety of the signal system.

[0071] Based on the content of the above embodiment, as an optional embodiment, after sending an emergency braking instruction to the braking control system and receiving a door closing control instruction, the method further includes: In response to the door closing control instruction, output a door closing instruction to the door actuator; the door closing control instruction includes a remote door closing instruction or a platform door closing instruction; When it is determined that the door closed signal is received again and the re-determined abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch back to the fully automatic driving mode.

[0072] When ATP detects that the train door is closed and the door lock signal is lost, it will immediately send an emergency braking command to the brake control system. This step is based on the fail-safe principle to ensure that the train can stop running quickly when the door status is abnormal to prevent potential safety risks.

[0073] After the emergency brake is triggered, ATP will wait for the input of the door closing control command. The door closing control command can come from two aspects: one is the remote door closing command, which is sent by the dispatcher through TIAS; the other is the platform door closing command, which is sent by the platform attendant through the platform computer interlocking (CI) button. After receiving the door closing control command, the system will output the door closing command to the door actuator to ensure that the door is in the closed state.

[0074] After the door is closed, ATP will continue to monitor the door status and re-check whether the door closed signal is received again. At the same time, it will also re-search for abnormalities to determine whether there are other abnormal conditions that cause the emergency brake to be triggered.

[0075] When ATP determines that the door closed signal has been received again and the re-determined abnormal search results are empty, it means that the door status has returned to normal and there are no other abnormal conditions that affect the train operation. At this time, ATP will send an emergency brake release command to the brake control system to release the train's emergency brake state. At the same time, the driver will be prompted through the MMI to switch back to the fully automatic driving mode to restore the normal operation of the train.

[0076] The present invention effectively avoids safety risks caused by abnormal door status by monitoring the door status in real time and triggering emergency braking when an abnormality occurs. At the same time, by introducing remote door closing commands and platform door closing commands, it ensures that the doors can be closed in time in an emergency, further improving driving safety. After the door status returns to normal, the emergency brake can be quickly released and the driver can be prompted to switch back to the fully automatic driving mode, thereby reducing operational delays caused by emergency braking. In addition, by optimizing the abnormal search and processing process, operational interference caused by false alarms or missed alarms is also reduced, ensuring the smooth operation of the train and the safe travel of passengers.

[0077] Based on the content of the above embodiment, as an optional embodiment, after sending an emergency braking instruction to the braking control system, when it is determined that the departure conditions are met, it also includes: If it is determined that the operation phase category is the exit phase, a departure request is sent to the integrated train automation system; upon receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart; If it is determined that the operation phase category is the station entry phase, the station stop phase or the interval operation phase, the train automatic operation system is directly controlled to automatically start the train.

[0078] Specifically, when ATP collects the train door closed signal or the door lock signal is lost, it will immediately send an emergency braking command to the brake control system to make the train stop urgently. After the train stops urgently, ATP will determine the train's operation phase category based on the train's current position and operation status, such as the departure phase, arrival phase, stop phase or interval operation phase.

[0079] If the operation phase is determined to be the exit phase, a departure request will be sent to TIAS. Upon receiving the departure confirmation instruction fed back by TIAS or the departure confirmation instruction from the trackside CI, the system will control ATO to automatically depart. This step ensures that the train is fully authorized and confirmed before leaving the station, thereby ensuring the safety of driving.

[0080] If the operation phase is determined to be the entry phase, stop phase or interval operation phase, when the train meets the departure conditions (such as door status recovery, signal system permission, etc.), the ATO will be directly controlled to automatically depart without sending a departure request to TIAS or waiting for confirmation instructions from TCMS or CI. This step simplifies the departure process and improves operational efficiency.

[0081] Furthermore, after the train makes an emergency stop, if the dispatcher uses a remote door closing command to close the door, or the platform attendant presses the platform door closing button to close the door, after the status of the train door closed signal and the door locked signal is restored, ATP will release the emergency brake and start the train according to the departure control strategy in the above steps.

[0082] As an optional embodiment, after sending an emergency braking instruction to the braking control system and determining that the driver switches the fully automatic driving mode to the manual driving mode, the method further includes: When it is determined that the door closed signal is received again after the driver manually closes the door, and the abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch the manual driving mode to the fully automatic driving mode; In the fully automatic driving mode, the train automatic operation system is controlled to automatically start the train.

[0083] If the driver closes the door manually after emergency stop and restores the door closed signal and door locked signal, ATP will release the emergency brake and prompt the driver to manually upgrade to FAM mode or CAM mode and then automatically depart. This step provides the driver with flexibility to intervene and ensures the safe departure of the train in emergency situations.

[0084] Furthermore, if the door closed signal or door locked signal is lost during the train's reversal before the station, ATP will not affect the train's end change. The head end will transmit the door signal loss mark to the tail end, and after the end change is completed, the driver will be prompted to turn on the key to exit FAM / CAM mode and wait for subsequent processing. This step ensures the safety and continuity of the train during the reversal process.

[0085] The train door signal loss protection method provided by the present invention adopts different departure control strategies according to the different operation phases of the train. In the departure phase, since the train is about to enter the operation line, a more stringent departure confirmation process is required to ensure safety; while in the station entry phase, station stop phase or interval operation phase, since the train is already in operation or waiting for operation, the departure process can be simplified to improve efficiency. At the same time, through driver intervention and manual departure mechanism, flexible safety protection measures are provided.

[0086] Based on the content of the above embodiment, as an optional embodiment, when it is determined that the abnormal search result is that the door locking signal is lost, but the door closing signal is normal, different response measures are executed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the interval operation phase or the station entry phase, the train is controlled to continue to run to the next stop platform and then stop. If a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to the door actuator in response to the door opening permission signal. When it is determined that the operation phase category is a stop phase, if a door opening permission signal is received, in response to the door opening permission signal, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation phase category is the exit phase, it is determined whether the train safety envelope overlaps with any platform; if so, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; otherwise, the train is controlled to continue running to the next stop platform and then stop.

[0087] This embodiment relates to a door signal loss protection method, and in particular, proposes a set of detailed coping measures for the situation in which the door locking signal is lost but the door closing signal is normal during train operation.

[0088] The door lock signal is an important signal to ensure that the doors are locked in the closed state. If the signal is lost, it means that the doors are closed but may not be locked. However, since the door closed signal is normal, it means that the doors are still closed and have a certain degree of safety. During the operation of the train, ATP collects the status signals of the train doors in real time, including the door closed signal and the door lock signal. When it is detected that the door lock signal is lost but the door closed signal is normal, ATP determines it as an abnormal search result.

[0089] Furthermore, ATP can determine which operation phase the train is in based on the train's current position and operating status, such as the interval operation phase, the entry phase, the stop phase, or the exit phase.

[0090] When it is determined that the train is currently in the section operation stage or the station entry stage, the train will be controlled to continue running to the next stop platform. After the train is controlled to stop at the next stop platform, if a door opening permission signal is received, the ATO outputs an opening door command to the door actuator.

[0091] During the stop phase, the train has stopped running. At this time, if the door lock signal is lost but the door closed signal is normal, it can be considered that the door is in a relatively safe state, so passengers can be allowed to get on and off. Therefore, when ATP determines that the train is currently in the stop phase and outputs the door opening permission signal, the ATP system outputs the door opening command to the door actuator through ATO.

[0092] Furthermore, when it is determined that the train is currently in the exit stage, if the train safety envelope overlaps with the platform, it means that the train may not have completely left the platform. At this time, if the door locking signal is lost, emergency braking measures need to be taken immediately and fault handling must be implemented at the current station.

[0093] At this time, if the train has completely left the platform, it can continue to run to the next platform for parking inspection. Then ATP determines whether the train safety envelope overlaps with any platform. If there is an overlapping range, an emergency braking command is immediately sent to the brake control system, and a door status loss broadcast command is sent to TCMS; if there is no overlapping range, the train is controlled to continue running to the next parking platform and stop.

[0094] The train door signal loss protection method provided by the present invention effectively improves the safety and efficiency of train operation and enhances the intelligence and automation level of the system by real-time collection of door status signals, judging the operation stage category and executing different response measures when the door locking signal is lost but the door closing signal is normal.

[0095] Based on the content of the above embodiment, as an optional embodiment, after sending the emergency braking instruction to the braking control system, the method further includes: After sending an emergency braking command to the brake control system, if it is determined that the departure conditions are met, it also includes: If it is determined that the operation phase category is the exit phase, sending a departure request to the train integrated automation system; When receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart.

[0096] When the door closed signal is normal but the door locked signal is lost, after ATP sends an emergency brake command to the brake control system, the departure conditions can be determined. The departure conditions include but are not limited to: the train position is correct, the door status is restored (i.e. the door closed signal and the door locked signal are restored to normal), and the signal system allows departure.

[0097] On the basis of meeting the departure conditions, ATP needs to determine the current operation phase category of the train. In particular, when it is determined that the train is in the departure phase, the subsequent departure request and automatic departure process will be executed. The determination of the operation phase category can be comprehensively judged by the position sensor in the train control system, the signal system status and other information.

[0098] When it is determined that the train is in the departure stage and meets the departure conditions, ATP will send a departure request to TIAS. This step is to ensure communication with the integrated train automation system before the train departs so that the system can monitor the train departure process.

[0099] After sending the departure request, ATP will wait for the departure confirmation command fed back by TIAS or trackside CI. Once any of these commands are received, ATP will control ATO to automatically depart. The automatic departure process includes gradually accelerating to the normal operating speed and running according to the preset operation diagram.

[0100] The train door signal loss protection method provided by the present invention is based on the fail-safe principle, that is, when any signal loss that may cause unsafe operation of the train is detected, measures are immediately taken to prevent the train from continuing to run. The timely sending of the emergency braking command and the strict judgment of the departure conditions effectively prevent the train from departing under unsafe conditions, thereby improving the safety of train operation. However, under emergency braking, the train position, door status, signal system status and other information will be comprehensively judged to ensure that the train departs under safe conditions. Furthermore, according to the current position and operating status of the train, it is determined whether it is in the exit stage so as to execute the corresponding departure process. In this way, the automatic departure of the train is realized through an automated process when the departure conditions are met, which reduces manual intervention and improves operational efficiency. Finally, through the collaborative work with TIAS, trackside CI, train control and management system, the comprehensive monitoring and confirmation of the train departure process is realized, the overall performance and reliability of the system are enhanced, the monitoring and confirmation of the departure process are ensured, and the safety and reliability of the departure process are improved.

[0101] As an optional embodiment, when the door closed signal is normal but the door locked signal is lost, after the emergency brake command is issued, ATP will maintain the current driving mode (such as FAM / CAM mode) and issue a prompt to the driver to switch to the manual driving mode. The driver manually switches the driving mode to the manual driving mode (such as CM mode or RM mode) according to the prompt of the onboard MMI.

[0102] After receiving the prompt that the door lock signal is lost, the driver needs to manually check and close all doors. When all doors are closed and locked correctly, ATP will receive the door lock signal again. When ATP confirms that the door status has been restored, it will send an emergency brake release command to the brake control system and control the MMI to prompt the driver to switch from manual driving mode to fully automatic driving mode (such as FAM / CAM mode).

[0103] After the driver manually switches the driving mode back to the fully automatic driving mode (FAM / CAM mode) according to the prompt of the MMI, ATP will control the ATO to automatically depart according to the current status and position of the train and the instructions of the signal system.

[0104] For example, if the train triggers emergency braking due to the loss of door locking signal during the departure process, after the departure conditions are met, ATP will send a departure request to TIAS, and automatically depart after receiving the departure confirmation.

[0105] The present invention processes the door closed signal and the door locked signal separately, which improves the safety and reliability of train operation. When the door locked signal is lost but the door closed signal is intact, the train is allowed to continue to run to the next station, which reduces the impact on operational efficiency and reduces the pressure on passenger services and emergency response. The emergency brake is released by receiving the door locked signal again after the driver manually closes the door, and the driver is prompted to switch back to the fully automatic driving mode, thus achieving a smooth transition from the emergency braking state to the normal operating state of the train. In the fully automatic driving mode, the train can automatically depart, which improves the automation level and operational efficiency of the train.

[0106] As an optional embodiment, when controlling the train to continue running to the next stop platform and then stop, it also includes: adjusting the triggering speed of the emergency brake according to the current speed limit value of the train.

[0107] Specifically, when the door lock signal is lost but the door closed signal is normal, and the train continues to run to the next platform under the control of ATP, ATP will adjust the trigger speed of the emergency brake according to the current speed limit of the train (the speed limit is obtained when the door lock signal is lost) to prevent the risk of passengers being thrown out of the train due to the sudden opening of the door when the train is running at normal speed. The purpose of adjusting the emergency brake trigger speed is to ensure that the train runs safely to the platform at a low speed and keeps the doors closed after stopping until the door status is fully restored.

[0108] The trigger speed of the emergency brake will be adjusted according to the current speed limit of the train (the speed limit is obtained when the door locking signal is lost), which can be done in the following ways: First, determine the maximum train speed allowed under the current circumstances, that is, the speed limit. This speed limit is to ensure that when the train is running at a low speed, even if the door is opened for some reason, the passengers will not be thrown out of the train due to excessive speed, thereby increasing safety.

[0109] Furthermore, ATP will adjust the trigger speed of the emergency brake according to the speed limit value determined above. If the actual running speed of the train exceeds this speed limit, the emergency brake will be triggered immediately to ensure that the train can safely slow down and stop.

[0110] It should be noted that this regulation mechanism is dynamic and will automatically adjust according to the actual operating conditions of the train and changes in the speed limit, thereby ensuring that the train can operate within a safe speed range at all times.

[0111] The train door signal loss protection method provided by the present invention can not only ensure the safety of the train when the door locking signal is lost, but also reduce the impact on the operating efficiency to a certain extent, because the train can continue to run to the next stop platform within the speed limit value instead of stopping immediately, thus avoiding unnecessary delays.

[0112] As an optional embodiment, after determining that the abnormal search result is not empty and sending an emergency braking instruction to the braking control system, the method further includes: Periodically send alarm information to the integrated driving automation system, and send door status loss broadcast instructions to the train control and management system; The alarm information includes the abnormal search result and the reason for the emergency braking.

[0113] Specifically, when the train is in FAM / CAM mode and ATP outputs emergency braking, the current driving mode is maintained, normal communication with TIAS is maintained, and the cause of the emergency braking should be sent to TIAS periodically, such as sending an alarm message. The alarm message can specifically include abnormal search results (i.e., specific information on the loss of the door closed signal or the door locked signal) and the cause of the emergency braking. The purpose of this is to enable the central TIAS to monitor the safety status of the train in real time and take corresponding countermeasures.

[0114] At the same time, ATP also sends a door status loss broadcast command to TCMS. After receiving the command, TCMS will immediately trigger the vehicle broadcast system to broadcast the door status loss information to passengers in the train, reminding passengers to pay attention to safety.

[0115] As an optional embodiment, the function of automatically triggering vehicle broadcasting after emergency braking of the train should have a mechanism for superimposing priority processing of different scenarios: 1) When the door status is lost, if a platform fire occurs, the signal system will respond to the platform fire first; 2) When the door status is lost, if a vehicle fire occurs, follow the priority response vehicle fire handling method 3) Except for platform fire and vehicle fire, other scenarios are handled by giving priority to responding to the loss of door status.

[0116] Furthermore, after the train stops due to emergency braking, ATP will display the door status lost sign on the MMI and prompt the driver to turn on the key to exit the FAM / CAM mode and wait for subsequent processing.

[0117] If the dispatcher uses the remote door closing command to close the door, or the platform attendant presses the platform door closing button to close the door, and the train door closing signal or door locking signal is restored, the emergency braking caused by this reason will be relieved, ATP will no longer send an alarm to TIAS, and the train will automatically depart after the departure conditions are met.

[0118] If the driver turns on the key and closes the door manually, the emergency brake will be released after the train door closed signal or door locked signal is restored, and the driver will be prompted to manually upgrade to FAM mode and then automatically depart.

[0119] The train door signal loss protection method provided by the present invention adds steps such as periodically sending alarm information to TIAS, sending door status loss broadcast instructions to TCMS, and adjusting the emergency brake trigger speed according to the speed limit value, thereby further improving the safety and reliability of train operation.

[0120] Figure 4 Schematic diagram of the structure of the train door signal loss protection device provided by the present invention. Figure 4 As shown, the present invention also provides a train door signal loss protection device, which mainly includes but is not limited to: The signal acquisition unit 41 mainly searches for a door closed signal and a door locked signal when confirming that the train is in any full automatic driving mode; The information processing unit 42 is mainly used to execute different response measures according to the abnormal search results and the current operation stage category of the train.

[0121] The abnormal search result includes at least one of a door closed signal and a door locked signal being lost.

[0122] It should be noted that the train door signal loss protection device provided by the present invention can execute the train door signal loss protection method described in any of the above embodiments during specific operation, which will not be described in detail in this embodiment.

[0123] The train door signal loss protection device provided by the present invention processes the fault states of subway door closing and locking signals separately, which are divided into door closing signal loss and door locking signal loss. According to the degree of influence of door closing signal and door locking signal on safety, and in combination with different running states of the train, various signal losses are processed differently, which can effectively reduce the influence on operating efficiency and reduce the pressure of passenger service and emergency disposal while ensuring operational safety.

[0124] Figure 5 is a schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 5As shown, the electronic device may include: a processor 510, a communications interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communications interface 520 and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call the logic instructions in the memory 530 to execute the train door signal loss protection method, which includes: searching for door closed signals and door locked signals when confirming that the train is in a fully automatic driving mode; executing different response measures according to abnormal search results and the current operation stage category of the train; the abnormal search results include the signal loss of the door closed signal or the door locked signal.

[0125] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0126] On the other hand, the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the train door signal loss protection method provided in the above-mentioned embodiments, the method including: searching for door closed signals and door locked signals after confirming that the train is in a fully automatic driving mode; executing different response measures according to abnormal search results and the current operation stage category of the train; the abnormal search results include signal loss of door closed signals or door locked signals.

[0127] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it is implemented to execute the train door signal loss protection method provided in the above-mentioned embodiments, the method comprising: searching for door closed signals and door locked signals after confirming that the train is in a fully automatic driving mode; executing different response measures according to abnormal search results and the current operation stage category of the train; the abnormal search results include signal loss of door closed signals or door locked signals.

[0128] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0129] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train door signal loss protection method, characterized in that: Applied to automatic train protection systems, including: After confirming that the train is in any fully automatic driving mode, search for the door closed signal and the door locked signal; Execute different response measures based on the abnormal search results and the current operation phase of the train; The abnormal search result includes at least one of a door closed signal and a door locked signal being lost.

2. The train door signal loss protection method according to claim 1, characterized in that: In the case where it is determined that the abnormal search result is the loss of the door closed signal, different response measures are performed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the exit phase, the interval operation phase or the entry phase, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; When it is determined that the operation phase category is a stop phase and it is determined that a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation stage category is the interval parking stage, an emergency braking instruction is sent to the braking control system; After determining that the operation stage category is the pre-station turnaround stage, continue to execute the end change until the end change is completed, and then prompt the driver to switch from the fully automatic driving mode to the manual driving mode.

3. The train door signal loss protection method according to claim 2, characterized in that: After sending an emergency braking command to the brake control system and receiving a door closing control command, it also includes: In response to the door closing control instruction, output a door closing instruction to the door actuator; the door closing control instruction includes a remote door closing instruction or a platform door closing instruction; When it is determined that the door closed signal is received again and the re-determined abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch back to the fully automatic driving mode.

4. The train door signal loss protection method according to claim 2, characterized in that: After sending an emergency braking command to the brake control system, if it is determined that the departure conditions are met, it also includes: If it is determined that the operation phase category is the exit phase, a departure request is sent to the integrated train automation system; upon receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart; If it is determined that the operation phase category is the station entry phase, the station stop phase or the interval operation phase, the train automatic operation system is directly controlled to automatically start the train.

5. The train door signal loss protection method according to claim 2, characterized in that: When the abnormal search result is obtained, a door status loss mark is displayed through a human-machine interface, and the human-machine interface is controlled to prompt the driver to switch the fully automatic driving mode to the manual driving mode; Wherein, after sending an emergency braking command to the braking control system and determining that the driver switches the fully automatic driving mode to the manual driving mode, the method further includes: When it is determined that the door closed signal is received again after the driver manually closes the door, and the abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the human-machine interface is controlled to prompt the driver to switch the manual driving mode to the fully automatic driving mode; In the fully automatic driving mode, the train automatic operation system is controlled to automatically start the train.

6. The train door signal loss protection method according to claim 1, characterized in that: When it is determined that the abnormal search result is that the door locking signal is lost, but the door closing signal is normal, different response measures are performed according to the abnormal search result and the current running stage category of the train, including: When it is determined that the operation phase category is the interval operation phase or the station entry phase, the train is controlled to continue to run to the next stop platform and then stop. If a door opening permission signal is received, the train automatic operation system is controlled to output a door opening instruction to the door actuator in response to the door opening permission signal. When it is determined that the operation phase category is a stop phase, if a door opening permission signal is received, in response to the door opening permission signal, the train automatic operation system is controlled to output a door opening instruction to a door actuator; When it is determined that the operation phase category is the exit phase, it is determined whether the train safety envelope overlaps with any platform; if so, an emergency braking command is sent to the braking control system and a door status loss broadcast command is sent to the train control and management system; otherwise, the train is controlled to continue running to the next stop platform and then stop.

7. The train door signal loss protection method according to claim 6, characterized in that: After sending an emergency braking command to the brake control system, it also includes: After sending an emergency braking command to the brake control system, if it is determined that the departure conditions are met, it also includes: If it is determined that the operation stage category is the exit stage, sending a departure request to the integrated vehicle automation system; When receiving a departure confirmation instruction fed back by the integrated train automation system, or receiving a departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart.

8. The train door signal loss protection method according to claim 7, characterized in that: After sending an emergency braking instruction to the braking control system and determining that the driver switches the fully automatic driving mode to the manual driving mode, the method further includes: When it is determined that the door locking signal is received again after the driver manually closes the door, an emergency brake release command is sent to the brake control system, and a human-machine interface is controlled to prompt the driver to switch from the manual driving mode to the fully automatic driving mode; In the fully automatic driving mode, controlling the train automatic operation system to automatically start the train; When the train is controlled to continue running to the next stop platform and then stops, it also includes: The triggering speed of the emergency brake is adjusted according to the current speed limit of the train.

9. The train door signal loss protection method according to any one of claims 1 to 8, characterized in that: After determining that the abnormal search result is not empty and sending an emergency braking instruction to the braking control system, the method further includes: Periodically send alarm information to the integrated driving automation system, and send door status loss broadcast instructions to the train control and management system; The alarm information includes the abnormal search result and the reason for the emergency braking.

10. A train door signal loss protection device, characterized in that: include: The signal acquisition unit searches for a door closed signal and a door locked signal after confirming that the train is in any fully automatic driving mode; An information processing unit is used to execute different response measures according to the abnormal search results and the current operation stage category of the train; The abnormal search result includes at least one of a door closed signal and a door locked signal being lost.

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