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

Abstract

This invention relates to a fully automated train departure safety system and method based on gap detection bypass. The system includes: a gap detection system that receives bypass operations from the door local control box (LCB) and the platform local control panel (PSL), and outputs bypass status information; simultaneously detecting obstacles between the platform door and the train door and outputting obstacle information; a computer interlocking system (CI) that collects the bypass status information and obstacle information output by the gap detection system and interacts with the area controller (ZC) and the onboard controller (CC); the area controller (ZC) processes the departure logic based on the bypass status information and obstacle information, and sends train control commands to the onboard controller (CC); and the onboard controller (CC) executes the specific train control commands. Compared with existing technologies, this invention fundamentally solves the safety blind spot problem caused by the single monitoring path in existing technologies.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and in particular to a fully automated safe departure system and method for operating lines based on gap detection bypass. Background Technology

[0002] Currently, fully automated operation (FAM) systems for urban rail transit have become the development direction for subway operations. In FAM mode, automatic train departure requires meeting a series of safety conditions, including platform screen doors being closed and locked, train doors being closed and locked, and departure signals being open. Gap detection systems, as important safety protection equipment, are used to detect whether there are obstacles in the gap between the platform screen doors and train doors.

[0003] In existing technologies, the interface design between gap detection systems and signaling systems is relatively simple, typically only detecting a "no obstruction" state. When the gap detection system malfunctions or requires maintenance, bypassing the detection is achieved through bypass operation, but precise monitoring and management of the bypass state are lacking. Especially after the implementation of the "Operational Technology and Management Specifications for Fully Automated Operation Systems of Urban Rail Transit (Trial)" (Jiaobanyun

[2024] No. 70), it is required that when any set of platform door gap detection devices is in bypass state, automatic train departure can only proceed after confirming gap safety.

[0004] The existing system has the following defects: 1) Unable to accurately distinguish between single-door bypass and full-side bypass status; 2) Lack of an effective safety confirmation mechanism in bypass mode; 3) It cannot meet the latest specifications for safety requirements under gap detection bypass conditions; 4) Safe departure control in bypass mode cannot be achieved in FAM mode.

[0005] Furthermore, the existing technology lacks a clear and efficient linkage logic with the signaling system and platform screen door system in the start-up and stop control of the gap detection system, failing to form a complete and smooth automated working loop.

[0006] A search of Chinese Patent Publication No. CN119659714A reveals a platform screen door system gap detection bypass device and its control method. Specifically, it includes periodically reading the sliding door safety circuit status information of the platform screen door system; determining whether the sliding door safety circuit has been disconnected and then reclosed based on the safety circuit status information; if so, obtaining the LCB status of the sliding door corresponding to the gap detection device; when the LCB status is in bypass mode, bypassing the detection end of the gap detection device; when the LCB status is not in bypass mode, controlling the gap detection device to perform the gap detection function normally; if the detection end status of the gap detection device is normal within the detection time, ending the current gap detection; if the detection end status of the gap detection device is abnormal within the detection time, controlling the gap detection device control panel to alarm and disconnect the gap detection safety circuit, illuminating the corresponding sliding door's door status indicator light. However, this existing patent has a relatively simple monitoring path, resulting in a safety blind spot.

[0007] Therefore, how to achieve comprehensive and accurate detection of all possible bypass operation paths on site, and fundamentally solve the safety blind spots caused by the single monitoring path in existing technologies, has become a technical problem that needs to be solved. Summary of the Invention

[0008] The purpose of this invention is to overcome the defects of the prior art and provide a fully automatic safe departure system and method for train operation based on gap detection bypass.

[0009] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a fully automated train departure system based on gap detection bypass is provided, the system comprising: 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.

[0010] As a preferred technical solution, the system also includes a platform departure confirmation button connected to the computer interlocking system (CI), which combines the functions of "passenger clearance confirmation" and "platform departure confirmation" into one, and authorizes departure after manual confirmation of safety in the gap detection bypass state.

[0011] As a preferred technical solution, 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.

[0012] As a preferred technical solution, 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 point.

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

[0014] As a preferred technical solution, the gap detection system is connected to the computer interlocking system (CI) via a safety relay interface, wherein the safety relay interface 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.

[0015] According to a second aspect of the present invention, a departure method is provided using the aforementioned gap detection bypass-based fully automated train departure system, comprising 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.

[0016] As a preferred technical solution, 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.

[0017] As a preferred technical solution, the bypass state in step S1 is specifically processed 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.

[0018] As a preferred technical solution, this method uses "platform door closed status" as the start signal for the gap detection system and "train clearing the platform" as the command to stop detection.

[0019] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0020] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0021] Compared with the prior art, the present invention has the following advantages: 1) This invention constructs a comprehensive gap detection bypass status monitoring network: through a unified hardware interface, it incorporates two types of bypass operations (dedicated gap detection bypass and platform door full bypass) from the door's local control box (LCB) and the gap detection bypass operation from the platform's local control panel (PSL) into the monitoring scope. Regardless of the equipment selected by the operator or the relevant bypass mode executed, the system can capture its status without omission and connect it to a unified I / O code, achieving comprehensive and accurate detection of all possible bypass operation paths on site. This fundamentally solves the safety blind spot problem caused by the single monitoring path in existing technologies. 2) This invention constructs a safe train 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 like Figure 1 As shown, the present invention provides a fully automatic safe departure system for train operation based on gap detection bypass, the system comprising 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) status acquisition circuit; Single-leaf door gap detection bypass status acquisition circuit; Stop gap detection control output; Output when the train is not at zero speed.

[0029] This invention has been successfully applied to the fully automated operation line in Xiamen, and practice has fully demonstrated that it has the following advantages: Fully compliant: Fully meets the latest requirements of the "Operation Technology and Management Specifications for Fully Automated Operation Systems of Urban Rail Transit (Trial)".

[0030] Safety Enhancement: Significantly enhances the system safety level when using gap detection bypass in FAM mode.

[0031] Efficiency optimization: Effectively reduced train delays and operational interruptions caused by gap detection system malfunctions.

[0032] Significant economic benefits: By utilizing the existing "passenger clearance confirmation button" to authorize departure, hardware integration saves on the hardware costs and long-term maintenance expenses of adding a new button.

[0033] Reliability Guarantee: Provides a complete, reliable, and efficient safety departure guarantee system for fully automated operation lines.

[0034] The technical solution of this invention meets the latest fully automated operation standards while improving operational safety, significantly reducing the difficulty and cost of engineering implementation, and improving the economy and feasibility of the system.

[0035] Example 2 This invention also provides a fully automated method for safe train departure on a railway line based on gap detection bypass, which operates according to the following complete work cycle: a. System startup phase: After the train comes to a complete stop at the platform, the signaling system coordinates and controls the vehicle and platform door systems to close the doors and platform doors; after the platform door system closes, it sends its 'closed and locked' status to the gap detection system as a trigger signal to start gap detection.

[0036] b. Safety detection and decision-making phase: The gap detection system starts and completes the detection, sending the 'no obstacle' status to the signal system. The signal system then considers all conditions to decide whether to allow the vehicle to depart.

[0037] c. System Stop Phase: After the train has completely cleared the platform area, the signaling system sends a 'stop detection' command to the gap detection system, putting it into standby mode to prepare for the next work cycle.

[0038] When a gap detection fault or bypass occurs during the above process, the following bypass safety departure control method shall be activated, specifically including: 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: After the system verifies that the departure confirmation signal is valid, the train is allowed to depart.

[0041] like Figure 4 As shown in the timing diagram of this embodiment of the invention, the complete closed-loop processing flow and precise time sequence of the system from normal operation and fault occurrence to final safe departure in fully automatic operation mode are clearly illustrated. The key events at each time point are as follows: T1 time slot (normal operation): After the train comes to a complete stop at the platform, the computer interlocking (CI) sends a "stop detection = 0" command to the gap detection system (DSD) to activate the gap detection function. After initialization, the DSD sends a "no obstruction = 1" normal status feedback to the CI.

[0042] At time T2 (fault occurs): The gap detection system malfunctions, its output state flips, and it continuously sends a fault signal of "no obstacle = 0" to CI.

[0043] At time T3 (automatic system intervention): Within the signaling system, after receiving the fault status relayed by CI, the Zone Controller (ZC) immediately issues a "departure prohibition instruction" to the Onboard Controller (CC), and the train executes a safe stop and holds.

[0044] Time T4 (Manual Bypass Operation): Based on the site conditions, operators can choose any one of the following three paths to perform the bypass operation: Path A: Maintenance personnel perform a "gap detection bypass operation" through the door local control box (LCB).

[0045] Path B: Maintenance personnel perform "platform door full bypass operation" via LCB.

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

[0047] Regardless of the path used, the gap detection system will send a uniform "single door bypass status = 0" message to the CI at this time.

[0048] At time T5 (safety logic reconfirmation): CI transmits the received bypass activation status to ZC. ZC then sends the "disable automatic departure" command to CC again. This double disabling logic ensures that the system's safety baseline is absolutely reliable in bypass mode.

[0049] T6 time slot (manual safety confirmation): After manually confirming the safety of the platform gap, platform staff press the reused "Passenger Clearance / Departure Confirmation Button". CI receives this departure confirmation signal.

[0050] T7 time slot (authorization and departure): Upon manual safety confirmation, ZC sends a "departure permission instruction" to CC. After CC confirms that the train is in FAM mode, it executes the traction instruction, and the train safely departs the station.

[0051] The core value of this sequence diagram lies in the fact that it not only illustrates the processing flow but also demonstrates, through a precise sequence of time points, that the safety control logic of this invention is time-sensitive, timely in response, and comprehensive in its judgment. The system's unified response mechanism (T4) to different bypass operation paths, along with the multiple safety timing loops of "fault-automatic prohibition-bypass-re-prohibition-manual confirmation-authorization release," constitute a highly reliable safety protection system that fully meets the highest safety standards for fully automated operating systems.

[0052] like Figure 5 As shown, this invention demonstrates the standard operating procedure of the system under fault-free conditions. It clearly defines the precise start (T0) and stop timing of the gap detection function. Its start is not simply time-dependent, but triggered by the critical event of the platform screen door closing, ensuring the accuracy and effectiveness of the detection; its stop is determined by the train's position, guaranteeing the rational use of resources. Figure 4 The fault handling sequence together constitutes the complete technical solution of this invention, reflecting the system's comprehensive control capability under both normal and abnormal conditions.

[0053] Example 4 This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0054] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0055] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0056] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0057] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0058] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0059] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A 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. 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.

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 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.

4. The fully automatic train departure system based on gap detection bypass according to claim 3, 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).

5. 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.

6. 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 1-5, 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.

7. The method according to claim 6, 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.

8. The method according to claim 6, 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.

9. The method according to claim 6, characterized in that, This method uses "platform door closed" as the start signal for the gap detection system and "train clearing the platform" as the stop command for detection.

10. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 6 to 9.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 6 to 9.

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