Train door signal loss protection method and device thereof

Abstract

The application provides a train door signal loss protection method and device, and belongs to the technical field of rail transit. The method comprises the following steps: confirming that the train is in a full-automatic driving mode, searching for a door closed signal and a door locking signal; and according to an abnormal search result and a current running stage category of the train, performing different response processing measures. The abnormal search result comprises signal loss of the door closed signal or the door locking signal. The train door signal loss protection method and device can separately process fault states of a subway door closing and locking signal, divide the fault states into door closed signal loss and door locking signal loss, and differentially process the signal loss according to the influence degree of the door closed signal and the door locking signal on safety and in combination with different running states of the train. In this way, the influence on operation efficiency can be effectively reduced, and the pressure on passenger service and emergency disposal can be reduced while ensuring operation safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit technology, and in particular to a train door signal loss protection method and device. BACKGROUND

[0002] In the existing urban rail vehicle door control system, the door state monitoring device generally has a door closing switch, a door lock switch, an emergency door unlocking switch and a door isolation switch. The vehicle provides a hard-wired signal of door closing, door locking (or door closing and locking signal combined with door closing and locking) and emergency door unlocking handle signal to the signal system. The door closing and locking signal is an important running passenger carrying condition of the train, and the loss of any one of the door "closed well" and "locked" is considered as a loss of the door state.

[0003] There are two ways to handle the loss of the door state:

[0004] The first way is to control the train to emergency brake at the first time, and there may be situations of passenger evacuation or rescue in the section and rescue work in the section. This way will bring great pressure to passenger service and emergency disposal.

[0005] The second way is to control the train to continue running to the next station. Compared with the first way, the passenger service and emergency disposal are simpler and more convenient, but there is a safety risk of running the train continuously in the case of not closing the door (equivalent to opening the door), which is not a safe behavior for the signal system and cannot guarantee the operation safety. SUMMARY

[0006] The present application provides a train door signal loss protection method and device, which can ensure operation safety, reduce the impact on operation efficiency, and reduce the pressure of passenger service and emergency disposal.

[0007] The present application provides a train door signal loss protection method applied to a train automatic protection system, comprising the following steps:

[0008] Confirming that the train is in any full automatic driving mode, searching for a door closed well signal and a door locked signal;

[0009] According to the abnormal search result and the current running stage category of the train, different response measures are executed;

[0010] The abnormal search result includes loss of at least one of the door closed well signal and the door locked signal.

[0011] According to the train door signal loss protection method provided by the present application, in the case where the abnormal search result is the loss of the door closed well signal, the different response measures executed according to the abnormal search result and the current running stage category of the train include:

[0012] In the case that the running phase category is determined as an outbound phase, an interval running phase or an inbound phase, an emergency braking instruction is sent to a brake control system and a door status loss broadcast instruction is sent to a train control and management system;

[0013] In the case that the running phase category is determined as a stop station phase and an open door permission signal is determined to be received, a train automatic operation system is controlled to output an open door instruction to a door actuator;

[0014] In the case that the running phase category is determined as an interval parking phase, an emergency braking instruction is sent to a brake control system;

[0015] In the case that the running phase category is determined as a station front turnaround phase, a turnaround is continuously performed until the turnaround is completed, and a driver is prompted to switch a full automatic driving mode to a manual driving mode.

[0016] According to the train door signal loss protection method provided by the application, when the abnormal search result is obtained, a door status loss sign is displayed through a man-machine interface, and the man-machine interface is controlled to prompt a driver to switch a full automatic driving mode to a manual driving mode.

[0017] According to the train door signal loss protection method provided by the application, after an emergency braking instruction is sent to a brake control system and a close door control instruction is received, the method further comprises:

[0018] In response to the close door control instruction, a close door instruction is output to a door actuator; the close door control instruction comprises a remote close door instruction or a platform close door instruction;

[0019] In the case that a door closed signal is re-received and the re-determined abnormal search result is empty, an emergency braking release instruction is sent to the brake control system, and the man-machine interface is controlled to prompt the driver to switch back to the full automatic driving mode.

[0020] According to the train door signal loss protection method provided by the application, after an emergency braking instruction is sent to a brake control system, in the case that a departure condition is satisfied, the method further comprises:

[0021] If the running phase category is determined as an outbound phase, a departure request is sent to a train operation comprehensive automation system; in the case that a departure confirmation instruction fed back by the train operation comprehensive automation system is received or a departure confirmation instruction fed back by a trackside computer interlocking system is received, a train automatic operation system is controlled to automatically depart;

[0022] If the running phase category is determined as an inbound phase, a stop station phase or an interval running phase, the train automatic operation system is directly controlled to automatically depart.

[0023] The train door signal loss protection method provided by the present application comprises the following steps:

[0024] If it is determined that the door closed signal is re-received after the door is manually closed by the driver and the abnormal search result is empty, an emergency brake release instruction is sent to the brake control system, and the driver is prompted to switch the manual driving mode to the full-automatic driving mode through the man-machine interface;

[0025] In the full-automatic driving mode, the train automatic operation system is controlled to automatically start the train.

[0026] The train door signal loss protection method provided by the present application comprises the following steps:

[0027] If it is determined that the running stage category is the interval running stage or the inbound stage, the train is controlled to continue running to the next stop platform, and if the door opening permission signal is received, the train automatic operation system is controlled to output the train door opening instruction to the train door actuator in response to the door opening permission signal;

[0028] If it is determined that the running stage category is the stop stage, if the door opening permission signal is received, the train automatic operation system is controlled to output the train door opening instruction to the train door actuator in response to the door opening permission signal;

[0029] If it is determined that the running stage category is the outbound stage, it is determined whether the train safety envelope overlaps with any platform, if yes, an emergency brake instruction is sent to the brake control system and a door state loss broadcast instruction is sent to the train control and management system, otherwise, the train is controlled to continue running to the next stop platform.

[0030] The train door signal loss protection method provided by the present application comprises the following steps:

[0031] After the emergency brake instruction is sent to the brake control system, if it is determined that the start condition is met, the following steps are further included:

[0032] If it is determined that the running stage category is the outbound stage, a start request is sent to the train operation comprehensive automation system;

[0033] In the case of receiving the departure confirmation instruction fed back by the train operation comprehensive automation system, or receiving the departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart.

[0034] The train door signal loss protection method further comprises the following steps after sending the emergency braking instruction to the brake control system and determining that the driver switches the full-automatic driving mode to the manual driving mode:

[0035] In the case of re-receiving the door locking signal after determining that the driver manually closes the door, an emergency braking 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 full-automatic driving mode.

[0036] In the full-automatic driving mode, the train automatic operation system is controlled to automatically depart.

[0037] The train door signal loss protection method further comprises the following steps after controlling the train to continue running to the next stopping platform and then stopping:

[0038] The triggering speed of the emergency braking is adjusted according to the current speed limit value of the train.

[0039] The train door signal loss protection method further comprises the following steps after determining that the abnormal search result is not empty and sending the emergency braking instruction to the brake control system:

[0040] Periodically sending an alarm information to the train operation comprehensive automation system and sending a door state loss broadcast instruction to the train control and management system;

[0041] The alarm information comprises the abnormal search result and the reason for the emergency braking.

[0042] The present application further provides a train door signal loss protection device, comprising the following components:

[0043] A signal acquisition unit searches for a door closed signal and a door locking signal when confirming that the train is in any full-automatic driving mode.

[0044] An information processing unit is used to execute different response processing measures according to the abnormal search result and the current running stage category of the train.

[0045] The abnormal search result comprises loss of at least one of the door closed signal and the door locking signal.

[0046] The application further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the train door signal loss protection method according to any one of the above when executing the program.

[0047] The application further provides a non-transitory computer readable storage medium, which stores a computer program, wherein the computer program is executed by a processor to implement the train door signal loss protection method according to any one of the above.

[0048] The application further provides a computer program product, which comprises a computer program, wherein the computer program is executed by a processor to implement the train door signal loss protection method according to any one of the above.

[0049] The train door signal loss protection method and device provided by the application separately process the fault states of the subway train door closing and locking signals, and divide the signals into door closing signal loss and door locking signal loss, and process the signal loss in different ways according to the influence of the door closing signal and the door locking signal on safety and the different running states of the train, so that the influence on the operation efficiency is reduced and the passenger service and emergency disposal pressure are reduced while the operation safety is ensured. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0051] Figure 1 is a flowchart of the train door signal loss protection method provided by the application.

[0052] Figure 2 is one of the ATP safety input circuit schematic diagrams provided by the application.

[0053] Figure 3 is another ATP safety input circuit schematic diagram provided by the application.

[0054] Figure 4 is a structural schematic diagram of the train door signal loss protection device provided by the application.

[0055] Figure 5 is a structural schematic diagram of the electronic device provided by the application. DETAILED DESCRIPTION

[0056] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below in conjunction with the drawings in the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0057] It should be noted that in the description of the present application, the terms "comprising", "containing" or any other variants thereof are intended to cover the non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment. Without more limitation, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, method, article or equipment including the element. The terms "upper", "lower" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0058] The terms "first", "second" and the like in the present application are used to distinguish similar objects, and are not used to describe a particular order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second" and the like are generally a class, and do not limit the number of objects, 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 means that the front and rear associated objects are in an "or" relationship.

[0059] The following will be described in conjunction with Figures 1-5 The train door signal loss protection method and device provided by the present application are described.

[0060] Figure 1 is a flowchart of the train door signal loss protection method provided by the present application, as Figure 1As shown, including but not limited to the following steps:

[0061] Step 101, in confirming that the train is in any full automatic driving mode, search for door closed signal and door locking signal;

[0062] Step 102, according to the abnormal search result and the current running stage category of the train, execute different response processing measures.

[0063] Among them, the train door signal loss protection method is applied in the automatic train protection system (Automatic Train Protection, ATP), and the abnormal search result includes at least one signal loss in the door closed signal and the door locking signal.

[0064] With the continuous development of network technology and automation technology, unmanned driving technology is applied to rail transit, realizing unmanned driving of the subway. When manned, the driver can quickly handle various fault scenarios, such as door state loss failure. However, when unmanned, waiting for the operation personnel to get on the train for emergency treatment takes a lot of time.

[0065] In addition, in the process of rail transit, especially subway operation, the train will frequently open and close the door, which is easy to cause various faults of the door. For example, signal jump, power loss, electrical virtual connection, and mechanical jamming. Due to poor electrical contact, opening and closing failure, etc., the door closed signal and the door locking signal will be frequently lost.

[0066] In the prior art, once the door state loss failure occurs, the automatic protection system will only take 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 is stopped at a safe position, and then corresponding emergency treatment is performed, such as guiding passengers to evacuate by means of escape devices. However, this method may cause passengers to evacuate or rescue work in the interval, which brings great pressure to passenger service and emergency disposal. The second logic is that the automatic protection system will control the train to continue running to the next station, without passenger evacuation or emergency disposal in the interval. Although this method simplifies the passenger service and emergency disposal process, if the door is not closed (i.e. equivalent to the door being open), the train continues to run, which will pose a serious safety risk and threaten the safety of the signal system.

[0067] In the case of loss of door closed signal and / or door locking signal, if emergency braking measures are taken immediately, it may affect the operation efficiency and bring pressure to passenger service and emergency disposal; and if the train is allowed to continue running, there may be a safety risk, which cannot guarantee the safety of the operation. Therefore, how to guarantee the safety of the operation under the premise of guaranteeing the safety of the operation, and minimize the impact on the operation efficiency, and reduce the pressure of passenger service and emergency disposal.

[0068] In order to solve the above-mentioned problem, the present application provides a more reasonable train door signal loss protection method, which distinguishes the door closed signal and the door locking signal, and combines the running stage category of the train when the door signal loss occurs to perform differential emergency control.

[0069] When the door closed signal is lost, the emergency braking is immediately applied according to the fail-safe principle, and the train is not allowed to continue running, so as to effectively prevent the train from running in the case of the door not being closed, and ensure the safety of passengers and the train. After the emergency braking, whether to release the emergency braking or take other emergency measures is considered according to the cause of the door signal loss and the running stage category of the train, so as to reduce the emergency disposal conditions such as train shutdown and passenger evacuation caused by door failure, thereby reducing the pressure on passenger service and emergency disposal personnel.

[0070] Meanwhile, the present application uses ATP to monitor and process the door related signals in real time, and intelligently executes different response processing measures according to the current running stage category of the train and the received door control instruction. This improves the intelligent level and automation degree of the train, and provides strong support for the intelligent development of urban rail transit. In the case of the door locking signal loss but the door closed signal intact, although the ATP will judge that the door is in a non-safe 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 passenger evacuation in the section, thereby reducing the impact on the operation efficiency.

[0071] The present application provides a train door signal loss protection method, mainly applied to ATP, and the core is to classify the loss of the door closed signal and the door locking signal to ensure the operation safety while reducing the impact on the operation efficiency as much as possible.

[0072] Generally, the train needs to provide two safe door closed state signals for the signal. Figure 2 is one of the ATP safety input circuit diagrams provided by the present application, as Figure 2 shown, the power supply of the two normally closed signals comes from the 24V+ power supply on the vehicle on-board controller (VOBC). On the train side, when all the doors are closed, Figure 2When the two normally open nodes corresponding to Node 1 and Node 2 in the VOBC are closed, two electrical signals are sent to the ATP. On the VOBC side, when the ATP receives these two electrical signals, it confirms that the door is closed. Conversely, if either the normally open node of Node 1 or Node 2 is not closed, the ATP considers the door not closed. If the door is not closed when the ATP has not given a door permission, the door closed signal is considered lost. If the ATP has given a door permission but has not given a door opening command, and the door is not closed, the door closed state is considered lost.

[0073] Figure 3 This is the second schematic diagram of the ATP safety input circuit provided by the present invention, as shown below. Figure 3 As shown, in one optional embodiment, on the train side, after all door locking switches have been activated, the normally open node corresponding to node 1 closes, and the normally closed node corresponding to node 2 opens. At this time, the circuit containing node 1 sends an electrical signal to the ATP, while the electrical signal sent from node 2 to the ATP is disconnected. The ATP then determines that the door locking signal is normal. Conversely, if the electrical signal corresponding to node 1 or node 2 remains unchanged, the ATP considers the door unlocked. If the door is unlocked without the ATP issuing a door permission, the door locking signal is considered lost. If the ATP issues a door permission but does not issue an opening command, and the door is unlocked, the door locking status is considered lost.

[0074] certainly, Figure 2 and Figure 3 This is merely a schematic diagram of an ATP safety input circuit. The settings of nodes 1 and 2, as well as their normally open and normally closed states, can be adjusted according to the actual situation.

[0075] In step 101 of this embodiment, when the train is in a fully automatic driving mode such as Fully-Automatic Train Operating Mode (FAM) or Creep Automatic Mode (CAM), ATP will follow the above... Figure 2 or Figure 3 The circuit diagram shown continuously searches for and monitors the status signals of the train doors, mainly including door closed signals and door locked signals. To ensure signal reliability, the train needs to provide the ATP with two safe door closed status signals and two safe door locked status signals. Only when both signals are normal will the ATP consider the door to be in a safe closed and locked state.

[0076] The ATP search gate closing signal and the gate locking signal can be sampled at a pre-set frequency, such as once per second.

[0077] In step 102, when the ATP detects loss of at least one of the door closed signal or the door locking signal, the ATP immediately performs corresponding processing measures according to the current running phase of the train (such as the outbound phase, the section running phase, the inbound phase, the stop station phase, the section parking phase, the station front turnaround phase, and the like).

[0078] For example, during train outbound, section running, or inbound, if the door closed signal is lost, the ATP immediately outputs an emergency braking instruction and sends a broadcast instruction of loss of door state through the train control and management system (TCMS) to prompt passengers and staff.

[0079] For another example, during train stop, if the door closed signal is lost and there is a door opening permission signal at this time, the ATO keeps the door open and does not output a door closing instruction, and waits for subsequent processing.

[0080] Alternatively, during train section parking, if the door closed signal is lost, the ATP also outputs an emergency braking instruction.

[0081] It should be noted that for the case of loss of the door locking signal but the door closed signal being intact, the processing measures of the ATP will be different. If the train is in section running or inbound and the door locking signal is lost, the ATP controls the train to continue running to the next parking platform for precise parking, and opens the door but does not close it after parking, and waits for subsequent processing.

[0082] However, if the train is in outbound and the ATP judges that the train safety envelope overlaps with the platform track (the overlapping range can be configured), the door locking signal is lost, the ATP immediately outputs an emergency braking instruction. Otherwise, the train will continue to run to the next parking platform.

[0083] When the door closed signal or the door locking signal is lost, the ATP can also send an alarm message to the train integration automatic system (TIAS) and periodically send an emergency braking reason. In addition, when the door state is restored (such as through a remote door closing instruction, a station attendant pressing a station door closing button, or a driver manually closing the door), the ATP can release the emergency braking and automatically or manually start the train according to the specific situation.

[0084] The train door signal loss protection method provided by the application can effectively reduce the influence on operation efficiency and reduce the pressure of passenger service and emergency disposal while ensuring operation safety by separately processing the fault states of the subway door closing and locking signals, distinguishing between door closing signal loss and door locking signal loss, and processing the various signal losses differently according to the influence of the door closing signal and the door locking signal on safety and in combination with different running states of the train.

[0085] Based on the content of the above embodiment, as an optional embodiment, in a case where it is determined that the abnormal search result is door closing signal loss, different response processing measures are performed according to the abnormal search result and the current running stage category of the train, including:

[0086] In a case where it is determined that the running stage category is the outbound stage, the interval running stage or the inbound stage, an emergency braking instruction is sent to the brake control system and a door state loss broadcast instruction is sent to the train control and management system;

[0087] In a case where it is determined that the running stage category is the stop station stage and it is determined that the door opening permission signal is received, the train automatic running system is controlled to output a door opening instruction to the door actuator;

[0088] In a case where it is determined that the running stage category is the interval parking stage, an emergency braking instruction is sent to the brake control system;

[0089] In a case where it is determined that the running stage category is the station front turnaround stage, the end change is continued to be performed until the end change is completed, and the driver is prompted to switch the full automatic driving mode to the manual driving mode.

[0090] The embodiment describes a method for taking corresponding response measures according to the current running stage of the train (such as the outbound stage, the interval running stage, the inbound stage, the stop station stage, the interval parking stage and the station front turnaround stage) when the door closing signal loss is detected during the train running (at this time, the door locking signal is necessarily lost), mainly including but not limited to:

[0091] Firstly, two door closing state signals are continuously collected by the ATP, and when any one or both of the two signals is abnormal, it is determined that the door closing signal is lost.

[0092] Then, the ATP can comprehensively judge the current running stage of the train according to the position information, speed information and running plan of the train and by comparing with the preset running plan.

[0093] When the ATP detects that the door closed signal is lost, an emergency braking instruction is immediately sent to the train braking control system, and a door state loss broadcast instruction is sent to the train control and management system (TCMS). Because the train is in motion at this stage, there is a safety hazard if the door is not closed, so emergency braking measures must be taken immediately to prevent the train from continuing to run. At the same time, a broadcast instruction is sent to the TCMS to inform passengers and staff of the relevant situation.

[0094] As another optional embodiment, when the ATP determines that the train is in the station stopping stage, if the door is not closed but the door opening permission signal is received, it indicates 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, because the door closed signal is lost, to avoid safety hazards, no close door instruction is output. That is, the ATP control train automatic operation system (ATO) outputs an open door instruction to the door actuator, but does not output a close door instruction.

[0095] As another optional embodiment, when the ATP determines that the train is in the section stopping stage, and the train is in a non-platform area, if the door closed signal is detected to be lost, it indicates that the door is not closed 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, the ATP immediately sends an emergency braking instruction to the braking control system.

[0096] As an optional embodiment, when the ATP determines that the train is in the station front turnaround stage, if the door closed signal is detected to be lost, the ATP continues to perform the end change operation until the end change is completed, and then prompts the driver to switch the full automatic driving mode to the manual driving mode through the on-board human-machine interface. This is because in the station front turnaround stage, the train needs to change the running direction, and if the door is not closed but does not affect the end change operation, the end change should be continued. After the end change is completed, because the door closed signal is lost, the ATP cannot automatically resume operation, so the driver needs to be prompted to manually switch the driving mode for subsequent processing.

[0097] In addition, in other cases, including when the train is in the station entry stage, the station stopping stage, or the section running stage, the door closed signal is lost and then recovered, the ATO can automatically start running after meeting the departure conditions.

[0098] The train door signal loss protection method provided by the present application ensures the safe operation of the train under the condition that the door is not closed by taking different measures in different running stages, and avoids possible safety accidents. In the station stopping stage and the station front turnaround stage, by flexibly adjusting the response measures, the train downtime caused by the door not being closed is reduced, and the operation efficiency is improved. In this way, the safety of train operation is ensured, the operation efficiency is improved, and the redundancy and reliability of the system are enhanced.

[0099] Based on the content of the above embodiments, as an optional embodiment, when the abnormal search result is obtained, a door status loss symbol is displayed through a man-machine interface, and the man-machine interface (MMI) is controlled to prompt the driver to switch the full-automatic driving mode to the manual driving mode.

[0100] In the automatic train operation system, accurate monitoring of the door status is crucial for ensuring train safety. When the train has a door closed signal or door locking signal loss, measures need to be taken quickly to ensure the safety and efficiency of train operation.

[0101] When the on-board ATP detects a door closed signal or door locking signal loss, a door status loss symbol is displayed through the MMI on the train. These symbols can be graphical, textual, or a combination, used to visually show the driver that the door status is abnormal. At the same time that the MMI displays the door status loss symbol, it also prompts the driver to switch the full-automatic driving mode (such as FAM or CAM mode) to the manual driving mode through voice or text. This prompt aims to guide the driver to take manual control measures to ensure the safety of train operation.

[0102] After receiving the prompt from the MMI, the driver needs to follow the instructions to open the key and exit the current full-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 switching, systems such as on-board ATP and TCMS will adjust their working states accordingly to adapt to the running requirements in manual driving mode.

[0103] 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 the status of the door closed signal or door locking signal is restored, the 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 follow the established fault troubleshooting procedures and report the fault to the train dispatch center in a timely manner.

[0104] As an optional embodiment, if the train is to be turned around at the station, the ATP can not affect the train end change when it finds a door closed signal or door locking signal loss. Only the head of the train needs to transmit the door closed signal or door locking signal loss symbol to the tail, and after the end change is completed, the driver is prompted to open the key to exit the FAM / CAM mode to the manual driving mode, and wait for subsequent processing.

[0105] The application utilizes the real-time monitoring capability of ATP on the door status, and the display and prompting function of MMI, to realize the quick response and driving mode switching when the door status is lost. Through this mechanism, the operation efficiency can be improved and the operation burden of the driver can be reduced without reducing the safety of the signal system.

[0106] Based on the content of the above embodiment, as an optional embodiment, after sending the emergency braking instruction to the brake control system and receiving the door closing control instruction, the following steps are further included:

[0107] In response to the door closing control instruction, a close door instruction is output to the door actuator; the door closing control instruction includes a remote door closing instruction or a platform door closing instruction;

[0108] In the case that the door closed signal is re-received and the re-determined abnormal search result is empty, an emergency braking release instruction is sent to the brake control system, and the driver is prompted to switch back to the full automatic driving mode through the MMI.

[0109] When ATP collects the train door closed signal and the door locking signal loss, an emergency braking instruction is immediately sent to the brake control system. This step is based on the fault-safety principle, to ensure that the train can stop running quickly when the door status is abnormal, to prevent potential safety risks.

[0110] After the emergency braking is triggered, ATP waits for the input of the door closing control instruction. The door closing control instruction can come from two aspects: one is the remote door closing instruction sent by the dispatcher through TIAS; the other is the platform door closing instruction sent by the platform attendant through the platform computer interlocking (CI) button. After receiving the door closing control instruction, the system outputs a close door instruction to the door actuator to ensure that the door is in a closed state.

[0111] After the door is closed, ATP continues to monitor the door status and re-detects whether the door closed signal is re-received. At the same time, an abnormal search is also re-performed to determine whether there are other abnormal conditions that trigger the emergency braking.

[0112] When ATP determines that the door closed signal is re-received and the re-determined abnormal search result is empty, it means that the door status has returned to normal and there is no other abnormal condition affecting the train operation. At this time, ATP sends an emergency braking release instruction to the brake control system to release the emergency braking state of the train. At the same time, the driver is prompted to switch back to the full automatic driving mode through the MMI to restore the normal operation of the train.

[0113] The application effectively avoids the safety risks caused by abnormal door status by monitoring the door status in real time and triggering emergency braking when the door status is abnormal. Meanwhile, the introduction of the remote door closing instruction and the platform door closing instruction ensures that the door can be closed in time in an emergency, further improving the driving safety. After the door status returns to normal, the emergency braking can be quickly released and the driver can be prompted to switch back to the full automatic driving mode, thereby reducing the operation delay caused by emergency braking. In addition, by optimizing the abnormal search and processing process, the operation disturbance caused by false positives or false negatives is also reduced, ensuring the smooth operation of the train and the safe travel of passengers.

[0114] Based on the content of the above embodiment, as an optional embodiment, after sending the emergency braking instruction to the brake control system, if it is determined that the departure condition is met, the method further comprises:

[0115] If it is determined that the running phase category is the outbound phase, a departure request is sent to the train operation comprehensive automation system; and in the case that a departure confirmation instruction fed back by the train operation comprehensive automation system is received or a departure confirmation instruction fed back by the trackside computer interlocking system is received, the train automatic operation system is controlled to automatically depart.

[0116] If it is determined that the running phase category is the inbound phase, the stop phase or the interval running phase, the train automatic operation system is directly controlled to automatically depart.

[0117] Specifically, when the ATP collects the train door closed signal or the door locking signal loss, an emergency braking instruction is immediately sent to the brake control system to make the train emergency stop. After the train emergency stop, the ATP determines the running phase category of the train according to the current position and running state of the train, such as the outbound phase, the inbound phase, the stop phase or the interval running phase.

[0118] If it is determined that the running phase category is the outbound phase, a departure request is sent to the TIAS. In the case that a departure confirmation instruction fed back by the TIAS is received or a departure confirmation instruction fed back by the trackside CI is received, the system controls the ATO to automatically depart. This step ensures that the train is fully authorized and confirmed before departure, thereby ensuring the safety of driving.

[0119] If it is determined that the running phase category is the inbound phase, the stop phase or the interval running phase, when the train meets the departure condition (such as the door status recovery, the signal system permission, etc.), the ATO is directly controlled to automatically depart without sending a departure request to the TIAS or waiting for the confirmation instruction of the TCMS or the CI. This step simplifies the departure process and improves the operation efficiency.

[0120] Further, after the train is in emergency stop, if the dispatch personnel uses the remote door closing instruction to close the train door, or the platform attendant presses the platform door closing button to close the train door, after the state of the train door closed signal and the door lock signal is restored, the ATP will release the emergency brake, and the train will start according to the starting control strategy in the above steps.

[0121] As an optional embodiment, after the emergency brake instruction is sent to the brake control system, and it is determined that the driver switches the full-automatic driving mode to the manual driving mode, the method further comprises:

[0122] In a case where it is determined that the door closed signal is re-received 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 man-machine interface is controlled to prompt the driver to switch the manual driving mode to the full-automatic driving mode;

[0123] In the full-automatic driving mode, the train automatic operation system is controlled to automatically start.

[0124] If the driver manually closes the door after the train is in emergency stop, and the state of the door closed signal and the door lock signal is restored, the ATP will release the emergency brake, and prompt the driver to manually upgrade to the FAM mode or the CAM mode and then automatically start. This step provides flexibility of driver intervention, and ensures the safe starting of the train in an emergency.

[0125] Further, if the door closed signal or the door lock signal is lost during the station front turning process of the train, the ATP will not affect the train end changing. The front end will transmit the door signal loss identifier to the tail end, and after the end changing is completed, the driver will be prompted to open the key to exit the FAM / CAM mode, and wait for subsequent processing. This step ensures the safety and continuity of the train during the turning process.

[0126] The train door signal loss protection method provided by the application adopts different starting control strategies according to different running stage categories of the train. In the outbound stage, a more strict starting confirmation process is needed to ensure safety because the train is about to enter the running line; and in the inbound stage, the stopping stage or the interval running stage, the starting process can be simplified to improve efficiency because the train is already in the running or waiting running state. At the same time, through the driver intervention and the manual starting mechanism, flexible safety protection measures are provided.

[0127] Based on the above embodiment, as an optional embodiment, in a case where it is determined that the abnormal search result is the door lock signal loss, but the door closed signal is normal, the different response processing measures are executed according to the abnormal search result and the current running stage category of the train, comprising:

[0128] When the running phase category is determined as the interval running phase or the inbound phase, the train is controlled to continue running to the next stopping platform, and then, if the door opening permission signal is received, the train automatic running system is controlled to output an open door instruction to the door actuator in response to the door opening permission signal.

[0129] When the running phase category is determined as the stopping phase, if the door opening permission signal is received, the train automatic running system is controlled to output an open door instruction to the door actuator in response to the door opening permission signal.

[0130] When the running phase category is determined as the outbound phase, it is determined whether the train safety envelope overlaps with any platform, and if so, an emergency braking instruction is sent to the brake control system and a door state loss broadcast instruction is sent to the train control and management system, otherwise, the train is controlled to continue running to the next stopping platform.

[0131] The embodiment relates to a door signal loss protection method, in particular, a detailed response measure is provided for the case that a door locking signal is lost but a door closed signal is normal during train running.

[0132] The door locking signal is an important signal for ensuring that the door is locked in the closed state, and if the signal is lost, it means that the door is closed but may not be locked. However, since the door closed signal is normal, it means that the door is still in the closed state and has a certain safety. During train running, the ATP acquires the state signals of the train door in real time, including the door closed signal and the door locking signal. When it is detected that the door locking signal is lost but the door closed signal is normal, the ATP determines that it is an abnormal search result.

[0133] Further, the ATP can determine the running phase of the train according to the current position and running state of the train, such as the interval running phase, the inbound phase, the stopping phase or the outbound phase.

[0134] When it is determined that the train is currently in the interval running phase or the inbound phase, the train is controlled to continue running to the next stopping platform. After the train is controlled to stop at the next stopping platform, if the door opening permission signal is received, the ATO is controlled to output an open door instruction to the door actuator.

[0135] In the stopping phase, the train has stopped running, and at this time, if the door locking signal is lost but the door closed signal is normal, it can be considered that the door is in a relatively safe state, and therefore passengers can be allowed to get on and off the train. Therefore, when the ATP determines that the train is currently in the stopping phase and outputs the door opening permission signal, the ATP system controls the ATO to output an open door instruction to the door actuator.

[0136] Further, when it is determined that the train is currently in the outbound phase, if the train safety envelope overlaps with the platform, it indicates that the train may not have completely left the platform. In this case, if the door locking signal is lost, emergency braking measures need to be taken immediately to implement fault handling at the current station.

[0137] In this case, if the train has completely left the platform, it can continue to run to the next platform for parking inspection. Then, the ATP determines whether the train safety envelope overlaps with any platform. If there is an overlap, an emergency braking instruction is sent to the brake control system, and a door state loss broadcast instruction is sent to the TCMS. If there is no overlap, the train is controlled to continue running to the next parking platform.

[0138] The train door signal loss protection method provided by the application effectively improves the safety and efficiency of train operation, and enhances the intelligence and automation level of the system, by collecting door state signals in real time, determining the running phase category, and executing different response processing measures when the door locking signal is lost but the door closed signal is normal.

[0139] Based on the content of the above embodiment, as an optional embodiment, after sending the emergency braking instruction to the brake control system, it further includes:

[0140] After sending the emergency braking instruction to the brake control system, if it is determined that the departure condition is met, it further includes:

[0141] If it is determined that the running phase category is the outbound phase, a departure request is sent to the train integrated automation system;

[0142] In the case of receiving the departure confirmation instruction fed back by the train integrated automation system, or receiving the departure confirmation instruction fed back by the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart.

[0143] When the door closed signal is normal but the door locking signal is lost, after the ATP sends the emergency braking instruction to the brake control system, the departure condition can be judged. The departure condition includes but is not limited to: correct train position, door state recovery (i.e. door closed signal and door locking signal return to normal), signal system allowing departure, etc.

[0144] On the basis of meeting the departure condition, the ATP needs to determine the current running phase category of the train. In particular, when it is determined that the train is in the outbound phase, the subsequent departure request and automatic departure process will be executed. The determination of the running phase category can be made by comprehensively judging the position sensor in the train control system, the signal system state, etc.

[0145] When the train is determined to be in the departure phase and the departure condition is met, the ATP sends a departure request to the TIAS. This step is to ensure communication with the integrated train control system before the train departs, so that the system can monitor the train's departure process.

[0146] After sending the departure request, the ATP waits to receive a departure confirmation instruction fed back by the TIAS or the trackside CI. Once any of these instructions is received, the ATP will control the ATO to automatically depart. The automatic departure process includes gradually accelerating to the normal running speed and traveling according to the preset running diagram.

[0147] The train door signal loss protection method provided by the present application is based on the fail-safe principle, i.e. 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 instruction and the strict judgment of the departure condition effectively prevent the train from departing under unsafe conditions, improving the safety of train operation. However, under emergency braking, the train position, door state, signal system state and other information are comprehensively judged to ensure that the train departs under safe conditions. Further, according to the current position and running state of the train, it is determined whether it is in the departure phase, so as to perform the corresponding departure process. In this way, the automatic departure of the train through an automated process is realized under the condition of meeting the departure condition, reducing manual intervention and improving operational efficiency. Finally, through the cooperative work of the TIAS, trackside CI, train control and management system, the overall monitoring and confirmation of the train departure process is realized, enhancing the overall performance and reliability of the system, ensuring the monitoring and confirmation of the departure process, and improving the safety and reliability of the departure process.

[0148] As an optional embodiment, when the door closed signal is lost while the door closed signal is normal, the ATP will maintain the current driving mode (such as FAM / CAM mode) after the emergency braking instruction is sent, and send a prompt to the driver to switch to manual driving mode. The driver manually switches the driving mode to manual driving mode (such as CM mode or RM mode) according to the prompt of the on-board MMI.

[0149] After receiving the prompt of the door closed signal loss, the driver needs to manually check and close all doors. When all doors are properly closed and locked, the ATP will receive the door closed signal again. The ATP confirms that the door state has been restored, and sends an emergency braking release instruction to the brake control system, and controls the MMI to prompt the driver to switch the manual driving mode to the full automatic driving mode (such as FAM / CAM mode).

[0150] After the driver manually switches the driving mode back to full automatic driving mode (FAM / CAM mode) according to the prompt of the MMI, the ATP controls the ATO to automatically start the train according to the current state and position of the train and the indication of the signal system.

[0151] For example, if the train triggers emergency braking due to loss of door locking signal during departure, the ATP sends a departure request to the TIAS after meeting the departure conditions, and automatically starts the train after receiving the departure confirmation.

[0152] The present application separately processes the door closed signal and the door locking signal, improves the safety and reliability of train operation, allows the train to continue running to the next station in the case of loss of door locking signal but good door closed signal, reduces the impact on operational efficiency, and reduces the pressure on passenger service and emergency disposal. The driver manually closes the door to receive the door locking signal again to release the emergency braking, and prompts the driver to switch back to full automatic driving mode, realizing smooth transition of the train from emergency braking state to normal running state. In the full automatic driving mode, the train can automatically start, improving the automation level and operational efficiency of the train.

[0153] As an optional embodiment, when the train is controlled to continue running to the next parking platform, it further comprises adjusting the triggering speed of emergency braking according to the current speed limit value of the train.

[0154] Specifically, when the train loses the door locking signal but the door closed signal is normal, and under the control of the ATP, the train continues to run to the next parking platform, the ATP adjusts the triggering speed of emergency braking according to the current speed limit value of the train (which is obtained in the case of loss of door locking signal) to prevent the risk of passengers being thrown out of the train due to sudden opening of the train door at normal speed. The purpose of adjusting the triggering speed of emergency braking is to ensure that the train runs safely at low speed to the platform, and keeps the train door closed after parking until the train door state is fully restored.

[0155] The triggering speed of emergency braking is adjusted according to the current speed limit value of the train (which is obtained in the case of loss of door locking signal), which can be adjusted in the following way:

[0156] First, determine the maximum running speed value of the train allowed in the current situation, i.e. the speed limit value. This speed limit value is to ensure that the train runs at low speed, even if the train door is opened for some reason, it will not throw passengers out of the train due to too high speed, thereby increasing safety.

[0157] Further, the ATP will adjust the triggering speed of the emergency brake according to the determined speed limit value. If the actual running speed of the train exceeds the speed limit value, the emergency brake will be triggered immediately to ensure that the train can be safely slowed down and stopped.

[0158] It should be noted that this adjustment mechanism is dynamic and will automatically adjust according to the actual running situation of the train and the change of the speed limit value, so as to ensure that the train can run within a safe speed range at any time.

[0159] The train door signal loss protection method provided by the present application can not only ensure the safety of the train when the door locking signal is lost, but also reduce the impact on the operation efficiency to a certain extent. Because the train can continue to run within the speed limit value to the next stop platform instead of stopping immediately, unnecessary delay is avoided.

[0160] As an optional embodiment, after determining that the abnormal search result is not empty and sending the emergency brake instruction to the brake control system, the method further comprises:

[0161] periodically sending alarm information to the train operation integrated automation system and sending a door state loss broadcast instruction to the train control and management system;

[0162] The alarm information includes the abnormal search result and the reason for the emergency brake.

[0163] Specifically, when the ATP outputs the emergency brake when the train is in the FAM / CAM mode, the current driving mode is maintained, normal communication with the TIAS is maintained, and the reason for the emergency brake should be periodically sent to the TIAS, for example, by sending alarm information. The alarm information can specifically include the abnormal search result (i.e., specific information of the door closed signal or the door locking signal loss) and the reason for the emergency brake. The purpose of this is to enable the central TIAS to monitor the safety state of the train in real time and take corresponding measures.

[0164] At the same time, the ATP also sends a door state loss broadcast instruction to the TCMS. After receiving the instruction, the TCMS will immediately trigger the vehicle broadcast system to broadcast the information of the door state loss to the passengers in the train, reminding the passengers to pay attention to safety.

[0165] As an optional embodiment, the function of automatically triggering the vehicle broadcast after the train emergency brake should have a different scene superposition priority processing mechanism:

[0166] 1) When the door state is lost, if a station fire occurs, the signal system will respond to the station fire in the priority processing mode;

[0167] 2) When the door status is lost, if a vehicle fire occurs, the vehicle fire is handled in priority

[0168] 3) Except for the platform fire and vehicle fire, other scenarios are handled in priority to the door status loss.

[0169] Further, after the train emergency brake stops, the ATP displays a door status loss sign on the MMI and prompts the driver to open the key to exit the FAM / CAM mode and wait for subsequent processing.

[0170] If the dispatcher uses a remote door closing instruction to close the door, or the platform attendant presses the platform door closing button to close the door, the train door closed signal or door lock signal state is restored, the emergency brake is released, the ATP no longer sends an alarm to the TIAS, and the train automatically departs after meeting the departure conditions.

[0171] If the driver manually closes the door after opening the key, the train door closed signal or door lock signal state is restored, the emergency brake is also released, and the driver is prompted to manually upgrade to the FAM mode and then automatically depart.

[0172] The train door signal loss protection method provided by the present application increases the steps of periodically sending alarm information to the TIAS, sending a door status loss broadcast instruction to the TCMS, and adjusting the emergency brake trigger speed according to the speed limit value, thereby further improving the safety and reliability of train operation.

[0173] Figure 4 is a structural schematic diagram of the train door signal loss protection device provided by the present application, as Figure 4 shown, the present application also provides a train door signal loss protection device, mainly including but not limited to:

[0174] The signal acquisition unit 41 mainly searches for the door closed signal and the door lock signal when the train is in any full automatic driving mode.

[0175] The information processing unit 42 is mainly used to execute different response processing measures according to the abnormal search result and the current running stage category of the train.

[0176] The abnormal search result includes loss of at least one of the door closed signal and the door lock signal.

[0177] It should be noted that the train door signal loss protection device provided by the present application can execute the train door signal loss protection method described in any of the above embodiments during specific operation, and this embodiment will not be described here.

[0178] The train door signal loss protection device provided by the application separately processes the fault states of the subway door closing and locking signals, and divides into door closing signal loss and door locking signal loss, and differentially processes various signal losses according to the influence degree of the door closing signal and the door locking signal on safety and in combination with different running states of the train, so as to effectively reduce the influence on the operation efficiency, reduce the passenger service and emergency disposal pressure, and ensure the operation safety.

[0179] Figure 5 is a structural schematic diagram of an electronic device provided by the application, as Figure 5 shown, the electronic device can include a processor (processor) 510, a communication interface (communications interface) 520, a memory (memory) 530 and a communication bus 540, wherein the processor 510, the communication interface 520, the memory 530 complete the communication among each other through the communication bus 540. The processor 510 can call the logic instructions in the memory 530 to execute the train door signal loss protection method, which includes: searching for a door closing signal and a door locking signal when confirming that the train is in a full automatic driving mode; according to the abnormal search result and the current running stage category of the train, different response processing measures are executed; the abnormal search result includes signal loss of the door closing signal or the door locking signal.

[0180] In addition, the logic instructions in the memory 530 described above can be realized in the form of a software function unit and sold or used as an independent product, which can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the method described in various embodiments of the application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk and various program code storage media.

[0181] In another aspect, the present application also provides a computer program product, which comprises a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform the train door signal loss protection method provided by any of the above embodiments, the method comprising: searching for a door closed signal and a door locked signal when it is confirmed that the train is in a full automatic driving mode; and performing different response processing measures according to an abnormal search result and a current running phase category of the train, wherein the abnormal search result comprises a signal loss of the door closed signal or the door locked signal.

[0182] In another aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, the computer program being executed by a processor to implement a train door signal loss protection method provided by any of the above embodiments, the method comprising: searching for a door closed signal and a door locked signal when it is confirmed that the train is in a full automatic driving mode; and performing different response processing measures according to an abnormal search result and a current running phase category of the train, wherein the abnormal search result comprises a signal loss of the door closed signal or the door locked signal.

[0183] The above-described device embodiments are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one place, or distributed on multiple network units. Some or all of the modules can be selected to achieve the purpose of the present embodiment according to actual needs. Those skilled in the art can understand and implement it without creative labor.

[0184] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be implemented by means of software plus necessary general hardware platforms, and of course can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part that contributes to the prior art, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0185] It should be pointed out finally that the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit the same; and although the present application has been described in detail with reference to the foregoing embodiments, it should be appreciated by those skilled in the art that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features thereof can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for protecting against train door signal loss, characterized in that, Applied to automatic train protection systems, including: Once it is confirmed that the train is in any fully automatic driving mode, search for the door closed signal and the door locked signal; Different response and handling measures will be implemented based on the abnormal search results and the current operational phase of the train. The abnormal search results include the loss of at least one of the door closed signal and the door locked signal; In cases where the abnormal search result indicates a lost door-closed signal, different handling measures are implemented based on the abnormal search result and the current train operation phase category. These measures include: if the operation phase category is determined to be a departure phase, a section operation phase, or a station 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; if the operation phase category is determined to be a station stop phase, and a door opening permission signal is received, the automatic train operation system is controlled to output a door opening command to the door actuator; if the operation phase category is determined to be a section stop phase, an emergency braking command is sent to the braking control system; if the operation phase category is determined to be a pre-station turnaround phase, the end-change operation continues until the end-change is completed, at which point the driver is prompted to switch from fully automatic driving mode to manual driving mode. If the abnormal search result indicates a lost door locking signal but a normal door closing signal, different handling measures are implemented based on the abnormal search result and the current operating phase category of the train. These measures include: if the operating phase category is determined to be a section operation phase or a station entry phase, the train is controlled to continue running to the next station and then stop. If a door opening permission signal is received, the automatic train operation system is controlled to output a door opening command to the door actuator in response to the door opening permission signal; if the operating phase category is determined to be a station stop phase, the automatic train operation system is controlled to output a door opening command to the door actuator in response to the door opening permission signal; if the operating phase category is determined to be a station exit phase, it is determined whether the train's safety envelope overlaps with any station. If it does, 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 station and then stop.

2. The train door signal loss protection method according to claim 1, characterized in that, After sending an emergency braking command to the braking control system and receiving a door closing control command, the process also includes: In response to the door closing control command, a door closing command is output to the door actuator; the door closing control command includes a remote door closing command or a platform door closing command. If the door is confirmed to be closed again and the abnormal search result is empty, an emergency brake release command is sent to the braking control system, and the human-machine interface prompts the driver to switch back to the fully automated driving mode.

3. The train door signal loss protection method according to claim 1, characterized in that, After sending an emergency braking command to the braking control system, and if it is determined that the departure conditions are met, the process also includes: If the operation phase is determined to be the departure phase, a departure request is sent to the train operation automation system; upon receiving a departure confirmation instruction from the train operation automation system or a departure confirmation instruction from the trackside computer interlocking system, the train automatic operation system is controlled to automatically depart. If the operation phase is determined to be the station entry phase, station stop phase, or section operation phase, then the automatic train operation system is directly controlled to automatically depart.

4. The train door signal loss protection method according to claim 1, characterized in that, When the abnormal search results are obtained, a door status loss indicator is displayed through the human-machine interface, and the human-machine interface is controlled to prompt the driver to switch from the fully automated driving mode to the manual driving mode. The process, after sending an emergency braking command to the braking control system and determining that the driver has switched from the fully automated driving mode to the manual driving mode, also includes: If the door is confirmed to be closed after the driver manually closes it and the abnormal search results are empty, an emergency brake release command is sent to the braking control system, and the human-machine interface is controlled to prompt the driver to switch from manual driving mode to fully automatic driving mode. In the fully automated driving mode, the automatic train operation system automatically starts the train.

5. The train door signal loss protection method according to claim 1, characterized in that, After sending an emergency braking command to the braking control system, the following is also included: After sending an emergency braking command to the braking control system, and if it is determined that the departure conditions are met, the process also includes: If the operation phase category is determined to be the departure phase, a departure request is sent to the integrated train operation automation system; Upon receiving a departure confirmation instruction from the integrated train operation automation system or from the trackside computer interlocking system, the system controls the automatic train operation system to automatically depart the train.

6. The train door signal loss protection method according to claim 2, characterized in that, After sending an emergency braking command to the braking control system and determining that the driver has switched from the fully automated driving mode to manual driving mode, the method further includes: If the door lock signal is received again after the driver manually closes the door, an emergency brake release command is sent to the braking control system, and the human-machine interface prompts the driver to switch from manual driving mode to fully automatic driving mode. In the fully automated driving mode, the automatic train operation system automatically departs the train. When controlling the train to continue running to the next station and then stop, it also includes: The emergency braking trigger speed is adjusted according to the train's current speed limit.

7. The train door signal loss protection method according to any one of claims 1-6, characterized in that, After determining that the abnormal search result is not empty and sending an emergency braking command to the braking control system, the method further includes: It periodically sends alarm information to the integrated train operation automation system and broadcasts door status loss instructions to the train control and management system; The alarm information includes the abnormal search results and the reason for the emergency braking.

8. A train door signal loss protection device, characterized in that, include: The signal acquisition unit searches for the door closed signal and the door locked signal after confirming that the train is in any fully automatic driving mode. The information processing unit is used to execute different response measures based on the abnormal search results and the current operating stage category of the train; The abnormal search results include the loss of at least one of the door closed signal and the door locked signal; In cases where the abnormal search result indicates a lost door-closed signal, different handling measures are implemented based on the abnormal search result and the current train operation phase category. These measures include: if the operation phase category is determined to be a departure phase, a section operation phase, or a station 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; if the operation phase category is determined to be a station stop phase, and a door opening permission signal is received, the automatic train operation system is controlled to output a door opening command to the door actuator; if the operation phase category is determined to be a section stop phase, an emergency braking command is sent to the braking control system; if the operation phase category is determined to be a pre-station turnaround phase, the end-change operation continues until the end-change is completed, at which point the driver is prompted to switch from fully automatic driving mode to manual driving mode. If the abnormal search result indicates a lost door locking signal but a normal door closing signal, different handling measures are implemented based on the abnormal search result and the current operating phase category of the train. These measures include: if the operating phase category is determined to be a section operation phase or a station entry phase, the train is controlled to continue running to the next station and then stop. If a door opening permission signal is received, the automatic train operation system is controlled to output a door opening command to the door actuator in response to the door opening permission signal; if the operating phase category is determined to be a station stop phase, the automatic train operation system is controlled to output a door opening command to the door actuator in response to the door opening permission signal; if the operating phase category is determined to be a station exit phase, it is determined whether the train's safety envelope overlaps with any station. If it does, 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 station and then stop.

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