Full-automatic running line safe departure system and method based on gap detection bypass

Abstract

The invention relates to a full-automatic running line safe departure system and method based on a gap detection bypass, and the system comprises a gap detection system which receives the bypass operation from a door body local control box LCB and the gap detection bypass operation from a platform local control panel PSL, and outputs the bypass state information in a unified manner; meanwhile, an obstacle between the platform door and the train door is detected, and obstacle information is output; the computer interlocking system CI is used for collecting bypass state information and obstacle information output by the gap detection system and performing information interaction with the area controller ZC and the vehicle-mounted controller CC; the area controller ZC is used for processing departure logic according to the bypass state information and the obstacle information and sending a train control system instruction to the vehicle-mounted controller CC; and the vehicle-mounted controller CC is used for executing a specific train control instruction. Compared with the prior art, the problem of safety blind areas caused by single monitoring path in the prior art is fundamentally solved.

Description

TECHNICAL FIELD

[0001] The present application relates to rail transit signal systems, and in particular to a full-automatic running line safety departure system and method based on gap detection bypass. BACKGROUND

[0002] Currently, the full-automatic running system (FAM) of urban rail transit has become the development direction of subway operation. Under the FAM mode, a series of safety conditions need to be met for automatic train departure, including closed and locked platform doors, closed and locked train doors, and open outbound signals. The gap detection system, as an important safety protection device, is used to detect whether there are obstacles between the platform doors and the train doors.

[0003] In the prior art, the interface design of the gap detection system and the signal system is relatively simple, usually only detecting the "no obstacle" state. When the gap detection system fails or needs maintenance, bypass operation is used to bypass detection, but there is a lack of precise monitoring and management of the bypass state. In particular, after the implementation of the "Urban Rail Transit Full-Automatic Running System Operation Technology and Management Specification (Trial)" (No. 70 of the Inter-departmental Operation), it is required that when any set of platform door gap detection devices is in a bypass state, the train can only be automatically departed after confirming the gap safety.

[0004] The existing system has the following defects: 1) Unable to accurately distinguish between single-door bypass and whole-side bypass states; 2) Lack of effective safety confirmation mechanism in bypass state; 3) Cannot meet the safety requirements of the latest specification for gap detection bypass state; 4) Cannot achieve safety departure control in bypass state under FAM mode.

[0005] In addition, the existing technology is not clear and efficient in the linkage logic of the start and stop control of the gap detection system with the signal system and the platform door system, and it fails to form a complete and smooth automation work closed loop.

[0006] CN119659714A discloses a platform door system gap detection bypass device and a control method thereof, which specifically includes periodically reading the sliding door safety loop state information of the platform door system; determining whether the sliding door safety loop is disconnected and then re-closed according to the sliding door safety loop state information, if yes, obtaining the LCB state of the sliding door corresponding to the gap detection device; bypassing the detection end of the gap detection device when the LCB state is a bypass state; controlling the gap detection device to normally execute the gap detection function when the LCB state is not a bypass state; if the detection end state of the gap detection device is all in the normal detection state within the detection time, ending the current gap detection; if the detection end state of the gap detection device is in the abnormal detection state within the detection time, controlling the gap detection device control panel to alarm and disconnect the gap detection safety loop, and lighting the door state indicator lamp corresponding to the sliding door. However, the existing patent has a single monitoring path, thereby having a safety blind area.

[0007] Therefore, how to realize all-around and dead-angle-free accurate detection of all possible bypass operation paths on site, and fundamentally solve the safety blind area caused by the single monitoring path of the prior art, becomes a technical problem to be solved. SUMMARY

[0008] The purpose of the present application is to overcome the defects of the prior art and provide a full-automatic running line safety departure system and method based on gap detection bypass.

[0009] The purpose of the present application can be achieved by the following technical solutions: According to a first aspect of the present application, a full-automatic running line safety departure system based on gap detection bypass is provided, which comprises: a gap detection system, which adopts a unified interface to receive bypass operations from a door body local control box (LCB) and gap detection bypass operations from a platform local control panel (PSL) respectively, and uniformly outputs bypass state information; and simultaneously detects obstacles between the platform door and the train door, and outputs obstacle information; a computer interlocking system (CI) for collecting the bypass state information and the obstacle information output by the gap detection system, and respectively interacting with a zone controller (ZC) and a vehicle-mounted controller (CC); the zone controller (ZC) for processing departure logic according to the bypass state information and the obstacle information, and sending train control instructions to the vehicle-mounted controller (CC); the vehicle-mounted controller (CC) for executing specific train control instructions.

[0010] As a preferred technical scheme, the system further comprises a platform departure confirmation button connected with the computer interlocking system CI, which is used to combine the "passenger clearance confirmation" and "platform departure confirmation" functions, and authorize the departure after the manual confirmation of safety in the gap detection bypass state.

[0011] As a preferred technical scheme, the gap detection system comprises: an obstacle detection module, which is used to detect the obstacle between the platform door and the train door, and output the obstacle information; a bypass state processing module, which is used to receive and aggregate the gap detection bypass instructions from the platform local control panel PSL, and the gap detection bypass instructions and the platform door full bypass instructions from the door body local control box LCB, and uniformly output the bypass state information.

[0012] As a preferred technical scheme, the bypass state processing module is internally provided with a bypass state acquisition circuit, which is used to concatenate the bypass state information of all single-door gap detections to one I / O code bit.

[0013] As a preferred technical scheme, the bypass state acquisition circuit adopts a relay series circuit, which is used to output the bypass state information to the computer interlocking system CI.

[0014] As a preferred technical scheme, the gap detection system is connected with the computer interlocking system CI through a safety relay interface, wherein the safety relay interface comprises: a no-obstacle state acquisition loop, a whole-side gap detection bypass or whole-side gap detection cut-off state acquisition loop, a single-door gap detection bypass state acquisition loop, a stop gap detection control output loop, and a train non-zero speed state output loop.

[0015] According to a second aspect of the present application, a departure method of the full-automatic running line safety departure system based on the gap detection bypass is provided, which comprises the following steps: Step S1, establishing a safety interface of the gap detection system and the signal system, and acquiring the "no obstacle" state, the "whole-side gap detection bypass" state and the "single-door gap detection bypass" state; Step S2, the signal system monitors the bypass state of the gap detection system in real time, and when detecting that any gap detection device is in the bypass state, the "single-door gap detection bypass" state becomes 0; Step S3, when the "single-door gap detection bypass" state becomes 0, the signal system prohibits the automatic departure of the FAM mode train; Step S4, when the gap detection system is in the bypass state and needs to depart, the operation personnel confirms the gap safety and presses the platform departure confirmation button; Step S5, the signal system receives the departure confirmation signal and verifies that other departure conditions are met, and then allows the FAM mode train to automatically depart.

[0016] As a preferred technical solution, the "single door gap detection bypass" state in step S1 is triggered by any of the following operations: The gap detection bypass operation or the platform door full bypass operation performed by the LCB local control box, or the gap detection bypass operation performed by the platform local control panel PSL.

[0017] As a preferred technical solution, the bypass state in step S1 is specifically processed as follows: Step S101, a bypass state acquisition circuit is arranged in the gap detection system, and all single door gap detection bypass states are connected in series to an I / O code bit; Step S102, when any one of the gap detection devices is in a bypass state, the I / O code bit outputs 0; Step S103, the signal system acquires the state of the I / O code bit through a safety input module.

[0018] As a preferred technical solution, the method takes the "platform door closed state" as the starting signal of the gap detection system, and takes "the train clears the platform" as the instruction to stop detection.

[0019] According to a third aspect of the present application, an electronic device is provided, comprising a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to realize the method.

[0020] According to a fourth aspect of the present application, a computer readable storage medium is provided, which stores a computer program, and the program is executed by a processor to realize the method.

[0021] Compared with the prior art, the present application has the following advantages: 1) The present application constructs a full-coverage gap detection bypass state monitoring network: through a unified hardware interface, two bypass operations (special gap detection bypass, platform door full bypass) from the door local control box LCB and the gap detection bypass operation from the platform local control panel PSL are all included in the monitoring range. No matter what device the operator chooses and what related bypass mode he performs, the system can capture its state without omission and connect it to a unified I / O code bit, realizing full-range and dead-angle-free accurate detection of all possible bypass operation paths in the field, which fundamentally solves the safety blind area problem existing in the prior art due to the single monitoring path. 2) This invention constructs a safe departure control strategy based on bypass status: For the fully automatic operation mode, the core logic is formulated to automatically prohibit train departure when the system detects any bypass operation, ensuring that the bottom line of operational safety is not breached in the special case where the safety protection mechanism is partially bypassed; 3) This invention achieves deep integration of hardware resources and software functions: For the first time, the two major safety functions of "passenger clearance confirmation" and "platform departure confirmation" are deeply integrated into the same physical button. This not only eliminates the need to add any trackside hardware, greatly reducing the cost and complexity of engineering modifications, but also optimizes the operation process through the intelligent design of "one button with two functions", avoiding the risk of confusion caused by multiple buttons, and significantly improving operational efficiency and system economy while ensuring safety. 4) This invention establishes a highly reliable safety interface architecture: By adopting a fault-safe design with redundant relay interfaces and configurations, the absolute reliability of information acquisition and control output is ensured, enabling the entire system to meet the highest level (SIL4) safety certification requirements, and providing a solid hardware foundation for fully automatic operation; 5) This invention achieves a fully automated closed-loop system operation: it defines 'platform door closed state' as the start signal for gap detection and 'train clearing the platform' as the stop detection command, constructing a highly efficient work cycle that seamlessly integrates with the train operation process and automatically starts and stops. This not only avoids wasted resources but also further improves the automation level and operational efficiency of the entire system. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the interface structure between the gap detection system and the signal system of the present invention; Figure 2 This is a schematic diagram illustrating the principle of gap detection bypass state detection in this invention. Figure 3 This is a flowchart of the FAM mode departure control process of the present invention; Figure 4 This is a timing diagram of the gap detection bypass processing of the present invention; Figure 5 This is a timing diagram of the complete working cycle of the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] Example 1 likeFigure 1 As shown, the present invention provides a fully automatic safe departure system for train operation lines based on gap detection bypass. The system includes a gap detection system and a signaling system. The gap detection system uses a unified interface to receive bypass operations from the door local control box (LCB) and the platform local control panel (PSL), and outputs bypass status information in a unified manner; at the same time, it detects obstacles between the platform door and the train door and outputs obstacle information. The signal system includes: The computer interlocking system (CI) is used to collect bypass status information and obstacle information output by the gap detection system, and to exchange information with the area controller (ZC) and the vehicle controller (CC) respectively. The area controller ZC is used to process the departure logic based on bypass status information and obstacle information, and send train control commands to the on-board controller CC. The onboard controller (CC) is used to execute specific train control commands.

[0025] The gap detection system receives multiple bypass commands, simultaneously accepting commands from both PSL and LCB, ensuring that the system can uniformly process any bypass operation, regardless of its location or initiation method. The gap detection system is connected to CI via a safety relay interface, CI and ZC are connected via a communication network, and ZC and CC are connected via a vehicle-to-ground communication system.

[0026] As a preferred embodiment, the system of the present invention also includes a platform departure confirmation button. This button is the same physical device reused as the "passenger clearance confirmation button". The internal logic of the signal system distinguishes its function in different scenarios, realizing the intensive use of hardware resources. The present invention combines the "passenger clearance confirmation" and "platform departure confirmation" functions through software upgrades, which are used to authorize departure after manual confirmation of safety in the gap detection bypass state, without the need to add an additional hardware button.

[0027] like Figure 2 As shown, the gap detection bypass state detection principle of this invention demonstrates its full-coverage characteristic. There are three paths to trigger the bypass state of a single door: first, a dedicated 'gap detection bypass operation' is performed through the LCB; second, a 'platform door full bypass operation' is performed through the LCB (this operation includes gap detection bypass); and third, a 'gap detection bypass operation' is performed through the platform-level PSL. All bypass states triggered by these operations are aggregated into the same relay series circuit, ensuring that the signal system can consistently and reliably identify them.

[0028] The interface between the gap detection system and the signal system adopts a redundant safety relay interface, including: Obstacle-free status acquisition loop; Whole side gap detection bypass (whole side gap detection cut-off) state acquisition loop; Single door gap detection bypass state acquisition loop; Stop gap detection control output; Train non-zero speed state output.

[0029] The present application has been successfully applied to the Xiamen full-automatic operation line, and practice fully proves that it has the following advantages: Compliance: fully meets the latest requirements of the “Urban Rail Transit Full-Automatic Operation System Operation Technology and Management Specification (Trial)”.

[0030] Safety improvement: significantly enhances the system safety level when the gap detection bypass is in FAM mode.

[0031] Efficiency optimization: effectively reduces train delays and operation interruption time caused by gap detection system failures.

[0032] Economic significance: uses the existing “passenger clearance confirmation button” to realize departure authorization, and through hardware integration, saves the hardware cost and long-term maintenance cost of the newly added button.

[0033] Reliable guarantee: provides a complete, reliable and efficient safety departure guarantee system for full-automatic operation lines.

[0034] The technical solution of the embodiment of the present application meets the latest full-automatic operation specification while improving the operation safety, significantly reducing the engineering implementation difficulty and cost, and improving the economic efficiency and implementability of the system.

[0035] Example 2 The embodiment of the present application also provides a full-automatic operation line safety departure method based on gap detection bypass, which operates according to the following complete working cycle: a. System startup phase: after the train is stopped on the platform, the signal system cooperatively controls the vehicle and the platform door system to close the doors and the platform doors; after the platform door system is closed, it sends its “closed and locked” state to the gap detection system as a trigger signal for starting gap detection.

[0036] b. Safety detection and decision phase: the gap detection system starts and completes detection, and sends the “no obstacle” state to the signal system, which decides whether to allow departure based on all conditions.

[0037] c. System stop phase: when the train completely exits the platform area, the signal system sends a “stop detection” instruction to the gap detection system to enter standby state, preparing for the next working cycle.

[0038] When gap detection failure or bypass occurs in the above process, the following bypass safety departure control method is enabled, which specifically includes: Step S~1: Establish a safety interface between the gap detection system and the signal system, and collect data including the "no obstruction" state, the "whole side gap detection bypass" state, and the "single door gap detection bypass" state. The "single door gap detection bypass" state is triggered by any of the following operations: gap detection bypass operation performed through the LCB (door local control box) or platform door full bypass operation (including gap detection bypass, if the LCB has platform door full bypass) operation, or gap detection bypass operation performed through the PSL (platform local control panel). Step S~2: The signal system monitors the bypass status of the gap detection system in real time. When any gap detection device is detected to be in bypass status, the "single door gap detection bypass" status becomes 0. Steps S~3: When the "single door gap detection bypass" status is 0, the signal system prohibits the automatic departure of FAM mode trains; Steps S-4: Utilize the existing "passenger clearance confirmation button" on the platform and upgrade the software to integrate the "platform departure confirmation" function. When the gap detection system is in bypass mode and departure is required, the operations staff presses the button after confirming that the gap is safe. Steps S-5: After the signaling system receives the departure confirmation signal and verifies that other departure conditions are met, it allows the FAM mode train to depart automatically.

[0039] The specific steps S~1 are as follows: Step S~1.1: Set up a bypass status acquisition circuit in the gap detection system and connect the bypass status of all single-door gap detections in series to one I / O code point; Step S~1.2: When any gap detection device is in bypass mode, the code output is 0; Step S~1.3: The signal system acquires the status of the code position through the security input module.

[0040] Example 3 like Figure 3 As shown, the FAM mode departure control process of this invention includes the following steps: Step 301: The system detects whether the train is in FAM mode; Step 302: Check the normal departure conditions, including platform doors being closed and locked, train doors being closed and locked, and departure signals being open. Step 303: Check the status of the gap detection system, including the obstacle-free status and the bypass status; Step 304: If the bypass status of any gap detection is detected to be 0, then automatic vehicle departure is prohibited and manual confirmation is required. Step 305: After confirming that the gap is safe, the operator presses the departure confirmation button on the platform. Step 306, the system verifies the departure confirmation signal valid, allows the train to depart.

[0041] As Figure 4 shown, the timing diagram of the embodiment of the application clearly shows that in the full-automatic operation mode, the system from normal operation, fault occurs to the final safe departure of the complete closed-loop processing flow and accurate time sequence. The key events at each time point are as follows: T1 moment (normal operation): after the train stops on the platform, the computer interlocking (CI) sends the "stop detection = 0" instruction to the gap detection system (DSD) to start the gap detection function. After the DSD is initialized, it feeds back the "no obstacle = 1" normal state to the CI.

[0042] T2 moment (fault occurs): the gap detection system fails, its output state flips, and continuously sends the "no obstacle = 0" fault signal to the CI.

[0043] T3 moment (system automatic intervention): inside the signal system, the regional controller (ZC) immediately sends the "inhibit departure instruction" to the on-board controller (CC) after receiving the fault state forwarded by the CI, and the train executes safe parking.

[0044] T4 moment (manual bypass operation): according to the on-site situation, the operating personnel can take any one of the following three paths for bypass operation: Path A: maintenance personnel execute "gap detection bypass operation" through the door body local control box (LCB).

[0045] Path B: maintenance personnel execute "platform door full bypass operation" through the LCB.

[0046] Path C: platform staff execute "gap detection bypass operation" through the platform local control panel (PSL).

[0047] Regardless of the path taken, the gap detection system will send the unified "single door bypass state = 0" to the CI at this time.

[0048] T5 moment (safety logic reconfirmation): the CI transmits the received bypass activation state to the ZC. The ZC sends the "inhibit automatic departure" instruction to the CC again, and this double-inhibition logic ensures that the safety bottom line of the system is absolutely reliable in the bypass state.

[0049] T6 moment (manual safety confirmation): after the platform staff manually confirm the safety of the platform gap, press the "clear passenger / departure confirmation button" after multiplexing. The CI receives this departure confirmation signal.

[0050] T7 moment (authorization and departure): After artificial safety confirmation, ZC sends "permission to depart instruction" to CC. After confirming that the train is in FAM mode, CC executes the traction instruction, and the train safely starts to depart.

[0051] The core value of the timing chart is that it not only shows the processing flow, but also proves that the safety control logic of the application is time sequence rigorous, timely responsive and complete in judgment through the accurate time point sequence. The unified response mechanism of the system to different bypass operation paths (T4), and the multiple safety timing closed loop of "failure-automatic prohibition-bypass-again prohibition-artificial confirmation-authorization release", constitute a highly reliable safety protection system, which fully meets the highest safety standard of the full automatic operation system.

[0052] As shown in Figure 5 , the application shows the standard work flow of the system under the condition of no failure. It clearly defines the accurate starting time (T0) and stopping time of the gap detection function. Its starting is not simply dependent on time, but is triggered by the key event of the platform door closing state, which ensures the accuracy and effectiveness of the detection; its stopping is determined by the train position, which ensures the rational use of resources. Together with the failure handling timing of Figure 4 , the complete technical solution of the application is embodied, which reflects the comprehensive control ability of the system under normal and abnormal conditions.

[0053] Example 4 The application embodiment further provides an electronic device including a central processing unit (CPU) which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded into a random access memory (RAM) from a storage unit. In the RAM, various programs and data required for device operation can also be stored. The CPU, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0054] A plurality of components in the device are connected to the I / O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, a loudspeaker, etc.; a storage unit such as a magnetic disk, an optical disk, etc.; and a communication unit such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0055] The processing units perform the various methods and processes described above, such as the inventive methods. For example, in some embodiments, the inventive methods can be implemented as a computer software program tangibly embodied in a machine readable medium, such as a storage unit. In some embodiments, portions of or all of the computer program can be loaded and / or installed onto the device via, e.g., the ROM and / or the communications unit. When the computer program is loaded onto the RAM and executed by the CPU, one or more of the steps of the inventive methods described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive methods by way of other means, such as by way of firmware.

[0056] The functionality described above in this document can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that can be used include Field-programmable Gate Arrays (FPGAs), Application-specific Integrated Circuits (ASICs), Application-specific Standard Products (ASSPs), System-on-a-chip systems (SOCs), Complex Programmable Logic Devices (CPLDs), etc.

[0057] Program code for carrying out the methods of the present application can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / acts specified in the flowcharts and / or block diagrams. The program code can be retrieved from a machine-readable medium or device, a storage medium, a memory medium, a tangible medium, or a non-transitory medium. The program code can be executed by a machine, such as a computer, which can be a special purpose computer or a general purpose computer. The program code can be executed by a controller or a processor, which can be a special purpose controller or a general purpose controller.

[0058] In the context of the present application, a machine-readable medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of a computer program code, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0059] The above merely illustrates the specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any skilled person in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements shall be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A fully automated train departure safety system for a train operation line based on gap detection bypass, characterized in that, The system includes: The gap detection system uses a unified interface to receive bypass operations from the door local control box (LCB) and the platform local control panel (PSL), and outputs bypass status information in a unified manner; at the same time, it detects obstacles between the platform door and the train door and outputs obstacle information. The computer interlocking system (CI) is used to collect bypass status information and obstacle information output by the gap detection system, and to exchange information with the area controller (ZC) and the vehicle controller (CC) respectively. The area controller ZC is used to process the departure logic based on bypass status information and obstacle information, and send train control commands to the on-board controller CC. The onboard controller (CC) is used to execute specific train control commands.

2. The fully automatic train departure system based on gap detection bypass according to claim 1, characterized in that, The system also includes a platform departure confirmation button connected to the computer interlocking system (CI), which combines the "passenger clearance confirmation" and "platform departure confirmation" functions into one. In the gap detection bypass state, the system authorizes departure after manual confirmation of safety.

3. The fully automatic train departure system based on gap detection bypass according to claim 1, characterized in that, The gap detection system includes: The obstacle detection module is used to detect obstacles between the platform screen door and the train door and output obstacle information; The bypass status processing module is used to receive and summarize the gap detection bypass command from the platform local control panel PSL, as well as the gap detection bypass command and platform door full bypass command from the door local control box LCB, and output the bypass status information in a unified manner.

4. The fully automatic train departure system based on gap detection bypass according to claim 3, characterized in that, The bypass status processing module has a built-in bypass status acquisition circuit, which is used to connect the bypass status information of all single-door gap detections in series to one I / O code bit.

5. The fully automatic train departure system based on gap detection bypass according to claim 4, characterized in that, The bypass status acquisition circuit adopts a relay series circuit, which is used to output bypass status information to the computer interlocking system (CI).

6. The fully automatic train departure system based on gap detection bypass according to claim 1, characterized in that, The gap detection system is connected to the computer interlocking system (CI) via a safety relay interface, which includes: an obstacle-free status acquisition circuit, a full-side gap detection bypass or full-side gap detection cut-off status acquisition circuit, a single-door gap detection bypass status acquisition circuit, a stop gap detection control output circuit, and a train non-zero speed status output circuit.

7. A departure method for a fully automated train operation line safety departure system based on gap detection bypass as described in any one of claims 1-6, characterized in that, Includes the following steps: Step S1: Establish a safety interface between the gap detection system and the signal system, and collect the "no obstacles" status, the "whole side gap detection bypass" status, and the "single door gap detection bypass" status. Step S2: The signal system monitors the bypass status of the gap detection system in real time. When any gap detection device is detected to be in bypass status, the "single door gap detection bypass" status becomes 0. Step S3: When the "single door gap detection bypass" status becomes 0, the signal system prohibits the automatic departure of FAM mode trains. Step S4: When the gap detection system is in bypass mode and a train needs to depart, the operator confirms that the gap is safe and then presses the departure confirmation button on the platform. Step S5: After the signaling system receives the departure confirmation signal and verifies that other departure conditions are met, it allows the FAM mode train to depart automatically.

8. The method according to claim 7, characterized in that, The "single door gap detection bypass" state in step S1 is triggered by any of the following operations: Gap detection bypass operation or platform door full bypass operation performed through the LCB door local control box, or gap detection bypass operation performed through the platform local control panel PSL.

9. The method according to claim 7, characterized in that, The bypass state in step S1 is specifically handled as follows: Step S101: Set up a bypass status acquisition circuit in the gap detection system to connect the bypass status of all single-door gap detections in series to one I / O code point. Step S102: When any gap detection device is in bypass state, the I / O code output is 0; In step S103, the signal system acquires the status of the I / O code points through the safety input module.

10. The method according to claim 7, characterized in that, This method uses "platform door closed" as the start signal for the gap detection system and "train leaving the platform" as the command to stop detection.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 7 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 7 to 9.

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