Intelligent doors spacing detection device control system and method applicable to fully electronic system

Abstract

Disclosed in the present invention are an intelligent doors spacing detection device control system and method applicable to a fully electronic system. The system comprises: a vehicle on-board controller system, a zone controller system, a doors spacing detection system, and a computer interlocking system having an interlocking logic operation unit and a fully electronic execution control unit. The fully electronic execution control unit is in bidirectional signal transmission with the doors spacing detection system; before a train arrives at a platform, the doors spacing detection system is in a standby state; after the train arrives at the platform and has come to a complete stop, the doors spacing detection system starts to perform doors spacing detection; and after the train departs from the platform, the doors spacing detection system returns to the standby state. On the basis of being compatible with an existing interface between a vehicle on-board controller system and a computer interlocking system and an existing interface between the computer interlocking system and a doors spacing detection system, the present invention reduces the complexity of maintenance and management of an interface device between the computer interlocking system and the doors spacing detection system, improves the availability of a signal system and ensures the system security.

Description

Intelligent control system and method for gap detection device suitable for full electronic system TECHNICAL FIELD

[0001] The present application relates to the field of urban rail transit, in particular to an intelligent control system and method for gap detection device suitable for full electronic system. BACKGROUND

[0002] The signal system based on full automatic operation technology is widely used in urban rail transit in China. Since the on-site control of the driver is cancelled, how to ensure the operation safety of the full automatic operation system under abnormal conditions through effective technology and management means is a very important problem. Especially in the platform area where passengers get on and off the train, the gap detection device is introduced into the signal system, which plays an important role in ensuring the safety of passengers when getting on and off the train at the station. Through the detection of obstacles in the gap between the train door and the platform screen door, the risk of passenger injury is effectively prevented. When realizing the interface between the signal system and the gap detection device, the system supplier mainly adopts the following mainstream scheme: the vehicle on-board controller (VOBC) interfaces with the gap detection device (DSD) through the computer interlocking system (CI) to obtain the obstacle-free state of the gap detection device for calculating the permission of train departure from the platform. As shown in FIG. 1, the gap detection device does not have a direct interface with the vehicle on-board controller, and the computer interlocking system acts as an intermediate switching system between the vehicle on-board controller and the gap detection device to transfer the interaction information between the vehicle on-board controller and the gap detection device. However, this interface scheme has the following defects:

[0003] Defect 1: Communication interruption between the vehicle on-board controller and the computer interlocking system causes the gap detection system to continuously be in the starting detection state. The vehicle on-board controller can only obtain the obstacle-free information and the detected information provided by the gap detection system through the computer interlocking system. The vehicle on-board controller allows the train to be authorized to depart only when it receives the feedback of the detected and obstacle-free information of the gap detection system from the computer interlocking system. When the communication between the vehicle on-board controller and the computer interlocking system is interrupted, the vehicle on-board controller cannot authorize the train to depart because it cannot obtain the state of the gap detection system. At the same time, the gap detection system continuously stays in the starting detection state and cannot guide the system safety.

[0004] Defect 2: Gap detection system failure affects train departure. When the gap detection system fails to send the detected and obstacle-free information to the computer interlocking system, the platform gap detection function is disabled. Before the gap detection system failure is eliminated, the vehicle on-board controller cannot authorize the train to depart, which affects the train operation interval and reduces the operation efficiency. At the same time, a large number of passengers are stranded on the platform, increasing the risk of people falling off the platform.

[0005] Defect 3: The interface between the on-board system and the computer interlocking system does not support providing information processing for the gap detection system. The interface implementation between the gap detection system and the signal system is based on the protocol of the Urban Rail Transit Unified Standard "T / CAMET 04011.2-2018- Urban Rail Transit Communication-Based Train Operation Control System (CBTC) Interconnection Interface Specification Part 2-CBTC System Train-Ground Continuous Communication Protocol". Due to the interface protocol requirements of the on-board system and the computer interlocking system, if the interface between the on-board system and the computer interlocking system does not support providing information processing for the gap detection system due to design protocol and technical differences, the control of the gap detection will be invalid, the platform and door gap obstacles cannot be detected, and the risk of passengers being trapped cannot be prevented.

[0006] Defect 4: The interface structure between the computer interlocking system and the gap detection system is complex. The interface between the gap detection system and the computer interlocking system is a relay interface, and the mechanical and electrical structure of the relay interface is relatively complex, which is not easy to integrate with modern digital control systems. Additional adapters or interface devices may be required, increasing the complexity and cost of the system, and increasing the difficulty of maintenance of the computer interlocking system for operation and maintenance. Technical solution

[0007] The purpose of the present application is to provide a gap detection device intelligent control system and method suitable for a full electronic system. Based on the compatibility of the interface between the existing on-board system and the computer interlocking system, and the interface between the computer interlocking system and the gap detection system, the complexity of the interface equipment maintenance and management of the computer interlocking system and the gap detection system is reduced, the self-failure of the gap detection system is effectively prevented, and the system safety is ensured.

[0008] In order to achieve the above purpose, the present application provides a gap detection device intelligent control method suitable for a full electronic system, which uses a computer interlocking system with an interlocking logic operation unit and a full electronic execution control unit to realize the communication connection between the on-board system and the gap detection system. The full electronic execution control unit and the gap detection system perform bidirectional signal transmission. Before the train enters the station, the gap detection system is in standby state. After the train stops stably, the gap detection system starts gap detection. After the train departs, the gap detection system returns to standby state.

[0009] Optionally, the communication between the on-board system and the computer interlocking system complies with the interconnection interface protocol.

[0010] After the train stops stably, the on-board system sends a gap detection start instruction to the computer interlocking system.

[0011] The interlocking logic operation unit receives the gap detection start instruction sent by the vehicle-mounted system, sends the gap detection start instruction to the all-electronic execution control unit, and the all-electronic execution control unit sends the gap detection start instruction to the gap detection system.

[0012] The gap detection system performs gap detection and sends the gap detection result to the all-electronic execution control unit, and the all-electronic execution control unit sends the gap detection result to the interlocking logic operation unit, and the interlocking logic operation unit sends the gap detection result to the vehicle-mounted system.

[0013] After the vehicle-mounted system receives the gap detection result, it sends a gap detection stop instruction to the interlocking logic operation unit, and the interlocking logic operation unit sends the gap detection stop instruction to the all-electronic execution control unit, and the all-electronic execution control unit sends the gap detection stop instruction to the gap detection system.

[0014] After the gap detection system receives the gap detection stop instruction, it enters a standby state.

[0015] Optionally, when the gap detection system completes the gap detection, if the communication between the vehicle-mounted system and the computer interlocking system is interrupted, the interlocking logic operation unit sends a gap detection stop instruction to the all-electronic execution control unit, and the all-electronic execution control unit sends the gap detection stop instruction to the gap detection system, so that the gap detection system enters a standby state.

[0016] Optionally, the method for determining that the communication between the vehicle-mounted system and the computer interlocking system is interrupted comprises:

[0017] Setting a communication threshold time between the vehicle-mounted system and the computer interlocking system, if the interlocking logic operation unit cannot receive the gap detection stop instruction from the vehicle-mounted system within the communication threshold time, it is determined that the communication between the vehicle-mounted system and the computer interlocking system is interrupted.

[0018] Optionally, the method for the interlocking logic operation unit to control the gap detection system to enter a standby state comprises:

[0019] Setting the duration of the gap detection stop timer so that the gap detection device can automatically stop. Within the duration set by the gap detection stop timer, the interlocking logic operation unit sends a gap detection stop instruction to the gap detection system to make the gap detection system enter a standby state. After the duration set by the gap detection stop timer is exceeded, the interlocking logic operation unit will no longer send a gap detection stop instruction to the gap detection system.

[0020] Optionally, if the interlocking logic unit re-receives the gap detection stop instruction sent by the vehicle-mounted system within the time range set by the stop gap detection delay timer, it is determined that the communication between the vehicle-mounted system and the computer interlocking system is restored, and the interlocking logic unit sends the gap detection stop instruction sent by the vehicle-mounted system to the full-electronic execution control unit, which in turn sends the gap detection stop instruction to the gap detection system.

[0021] Optionally, the time length of the stop gap detection delay timer can be configured, and the time calculation principle satisfies that the total time of the time consumed for sending the gap detection stop instruction from the interlocking logic unit to the gap detection system plus the time length required for the gap detection system to enter the standby state is less than the time length of the stop gap detection delay timer.

[0022] Optionally, the communication between the vehicle-mounted system and the computer interlocking system does not support an interconnection and intercommunication interface protocol.

[0023] The interlocking logic unit obtains vehicle parking information and sends the vehicle parking information to the full-electronic execution control unit, which in turn sends the vehicle parking information to the gap detection system.

[0024] According to the vehicle parking information, the gap detection system is started by manual triggering.

[0025] The gap detection system sends the gap detection result to the full-electronic execution control unit, which sends the gap detection result to the interlocking logic unit.

[0026] The interlocking logic unit sends a gap detection stop instruction to the gap detection system.

[0027] After receiving the gap detection stop instruction, the gap detection system enters a standby state.

[0028] Optionally, the vehicle parking information is sent by the area controller to the interlocking logic unit.

[0029] Optionally, when the gap detection system fails, manual operation is used to control the gap detection system to perform gap detection and send the gap detection result to the full-electronic execution control unit.

[0030] In addition, another object of the present application is to provide a gap detection device intelligent control system suitable for a full-electronic system, which comprises a vehicle-mounted system, a computer interlocking system, and a gap detection system, the vehicle-mounted system and the computer interlocking system perform bidirectional signal transmission through a signal interface, and the computer interlocking system and the gap detection system perform bidirectional signal transmission through a signal interface.

[0031] The computer interlocking system comprises an interlocking logic operation unit and an all-electronic control execution unit connected through a network interface;

[0032] The interlocking logic operation unit and the vehicle-mounted system perform bidirectional signal transmission; the interlocking logic operation unit receives a detection instruction sent by the vehicle-mounted system and sends the detection instruction to the all-electronic execution control unit; the interlocking logic operation unit receives a gap detection result sent by the all-electronic execution control unit and sends the gap detection result to the vehicle-mounted system;

[0033] The all-electronic execution control unit and the gap detection system perform bidirectional signal transmission; the all-electronic execution control unit receives a detection instruction sent by the interlocking logic operation unit and sends the detection instruction to the gap detection system; the all-electronic execution control unit receives a gap detection result sent by the gap detection system and sends the gap detection result to the interlocking logic operation unit.

[0034] Optionally, the interlocking logic operation unit can autonomously send a gap detection stop instruction to the gap detection system to control the gap detection system to enter a standby state.

[0035] Optionally, the system further comprises a region controller configured to send train stopping information to the interlocking logic operation unit. Advantages

[0036] Compared with the prior art, the technical scheme of the present application has at least the following advantages:

[0037] The control method of the present application provides a control scheme for a plurality of gap detection systems, which supports interconnection and intercommunication between a vehicle-mounted system, a computer interlocking system and a gap detection system to realize gap detection, and can realize obstacle detection function of gap detection by connecting the computer interlocking system and the gap detection system through an independent interface, and the interface mode can be optionally configured at a project level according to the interface technical conditions of the vehicle-mounted system and the computer interlocking system in a subway line.

[0038] The control method of the present application uses manual operation to control the gap detection system to perform gap detection, effectively solves the problem that the gap detection system cannot send a gap detection result to the computer interlocking system in case of failure, ensures train departure interval, improves system operation efficiency, and reduces the risk of injury during project operation.

[0039] In the control method of the present application, the all-electronic execution control unit is used to replace a relay circuit to realize the interface with the gap detection system, thereby reducing the maintenance equipment of the interface relay circuit between the original computer interlocking system and the gap detection system and reducing the complexity of interface equipment maintenance and management.

[0040] The control method of the present application is fully compatible with the interface scheme between the existing vehicle-mounted system, computer interlocking system and gap detection system, effectively solves the problem that the gap detection system stops gap detection after the communication between the vehicle-mounted system and the computer interlocking system is interrupted, can make the gap detection system be in standby state in time, improves the availability of the signal system, and ensures the safety of the system. BRIEF DESCRIPTION OF DRAWINGS

[0041] Fig. 1 is an interface scheme between the existing vehicle-mounted system, computer interlocking system and gap detection system.

[0042] Fig. 2 is a schematic diagram of a scene one control scheme in the intelligent control method of the gap detection device suitable for the full electronic system of the present application.

[0043] Fig. 3 is a schematic diagram of a scene two control scheme in the intelligent control method of the gap detection device suitable for the full electronic system of the present application.

[0044] Fig. 4 is a timing diagram of the scene one control scheme in the intelligent control method of the gap detection device suitable for the full electronic system of the present application.

[0045] Fig. 5 is a timing diagram of the scene two control scheme in the intelligent control method of the gap detection device suitable for the full electronic system of the present application. Embodiments of the present application

[0046] The technical solutions of the present application will be described clearly and completely below with reference to the drawings. Obviously, the described embodiments are 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 labor fall within the scope of protection of the present application.

[0047] In the description of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on 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 devices or elements referred to 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. In addition, the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0048] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "linking" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of 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.

[0049] As shown in FIG. 2 and FIG. 3, the interface control scheme of the present application includes: a vehicle on-board controller (VOBC) 1, a computer interlocking (CI) 2 and a doors spacing detection device (DSD) 3. After the train enters the station, the vehicle on-board controller 1 will establish communication with the computer interlocking 2, and the opening of the platform screen door (PSD) (not shown in the figure) will be controlled by the vehicle on-board controller 1. When the vehicle on-board controller 1 receives the closing and locking instruction of the platform screen door sent by the computer interlocking 2, the gap detection will be carried out by using the gap detection device 3.

[0050] The vehicle on-board controller 1, the computer interlocking 2 and the gap detection device 3 are sequentially signal connected, and the vehicle on-board controller 1 can send instructions to the computer interlocking 2. The computer interlocking 2 processes the instructions and transmits them to the gap detection device 3, and at the same time receives the gap detection results of the gap detection device 3, processes the gap detection results and then transmits them to the vehicle on-board controller 1. The computer interlocking 2 includes an interlocking logic operation unit 201 and an all-electronic execution control unit 202, which are connected through a network interface; and manual operation function is added in the gap detection device to provide a control scheme for manually controlling the gap detection of the gap detection device 3.

[0051] The interlocking logic operation unit 201 and the vehicle on-board controller 1 are signal connected, can receive the instructions sent by the vehicle on-board controller 1, process the instructions, complete the logic operation, and output the instructions to the all-electronic execution control unit 202 according to the operation results; at the same time, the gap detection results transmitted by the all-electronic execution control unit 202 can be sent to the vehicle on-board controller 1. The all-electronic execution control unit 202 is connected with the gap detection device 3 through a cable, can receive the instructions from the interlocking logic operation unit 201 and transmit them to the gap detection device 3, and at the same time can receive the gap detection results of the gap detection device 3 and transmit them to the interlocking logic operation unit 201.

[0052] As shown in Fig. 2, the present application proposes a scenario one control scheme, that is, the vehicle-mounted system 1 and the computer interlocking system 2 are developed according to the interconnection interface protocol, and the control of the gap detection system 3 is considered in the case of communication interruption between the vehicle-mounted system 1 and the computer interlocking system 2 and the fault of the gap detection system 3.

[0053] In the scenario one control scheme, the communication between the computer interlocking system 2 and the gap detection system 3 is realized by the full electronic execution control unit 202, the information input and output by the gap detection system 3 can be processed, and the defect of complex interface structure of the computer interlocking system 2 and the gap detection system 3 is solved. Therefore, in the scenario one control scheme, the vehicle-mounted system 1 sends the gap detection start instruction to the interlocking logic operation unit 201 in the computer interlocking system 2, the interlocking logic operation unit 201 transmits the instruction to the full electronic execution control unit 202 through the network interface, and transmits the instruction to the gap detection system 3 through the cable, the gap detection system 3 executes the instruction and sends the gap detection has detected / no obstacle state to the full electronic execution control unit 202, the full electronic execution control unit 202 sends the gap detection result to the interlocking logic operation unit 201, and the interlocking logic operation unit 201 sends the gap detection result to the vehicle-mounted system 1; after the vehicle-mounted system 1 receives the gap detection result, the vehicle-mounted system 1 sends the "gap detection stop instruction" to the interlocking logic operation unit 201, the interlocking logic operation unit 201 sends the "gap detection stop instruction" to the full electronic execution control unit 202, the full electronic execution control unit 202 sends the "gap detection stop instruction" to the gap detection system 3, and the gap detection system 3 executes the instruction and makes the gap detection system 3 enter the standby state.

[0054] The information transmitted by the communication interface of the interlocking logic operation unit 201 and the vehicle-mounted system 1 includes the "gap detection start / stop instruction" and the "gap detection has detected / no obstacle state", the "gap detection start / stop instruction" is the instruction transmitted by the vehicle-mounted system 1 to the interlocking logic operation unit 201, and the "gap detection has detected / no obstacle state" is the instruction transmitted by the interlocking logic operation unit 201 to the vehicle-mounted system 1; the information transmitted by the communication interface of the full electronic execution control unit 202 and the gap detection system 3 includes the "gap detection start / stop instruction" and the "gap detection has detected / no obstacle state", the "gap detection start / stop instruction" is the instruction transmitted by the full electronic execution control unit 202 to the gap detection system 3, and the "gap detection has detected / no obstacle state" is the gap detection result transmitted by the gap detection system 3 to the computer interlocking system 2.

[0055] For the scene one control scheme, the communication threshold time between the vehicle-mounted system 1 and the computer interlocking system 2 is set in the interlocking logic operation unit 201 to determine whether the communication between the vehicle-mounted system 1 and the computer interlocking system 2 is interrupted, and the length of the stop gap detection delay timer is set in the interlocking logic operation unit 201 to make the gap detection system 3 enter the standby state. The vehicle-mounted system 1 sends a gap detection start instruction to the interlocking logic operation unit 201 by starting a gap detection pulse, and if the interlocking logic operation unit 201 does not receive the gap detection start / stop instruction sent by the vehicle-mounted system 1 within 3 CI cycles (i.e., the communication threshold time between the vehicle-mounted system and the computer interlocking system 2), it is indirectly determined that the communication between the vehicle-mounted system 1 and the computer interlocking system 2 is interrupted. If the gap detection system 3 has started gap detection, the computer interlocking system 2 needs to automatically send a "gap detection stop instruction" to the gap detection system 3 to terminate the detection state of the gap detection system 3. The process in which the computer interlocking system 2 autonomously sends the "gap detection stop instruction" to the gap detection system 3 is called non-vehicle system real trigger.

[0056] In order to make the gap detection system 3 enter the standby state and maintain the safety of the control system, a stop gap detection delay timer is set inside the interlocking logic operation unit 201. Within the time range set by the stop gap detection delay timer, the interlocking logic operation unit 201 sends a "gap detection stop instruction" to the gap detection system 3 and transmits it through the all-electronic execution control unit 202 to make the gap detection system 3 enter the standby state. If the communication between the vehicle-mounted system 1 and the computer interlocking system 2 is restored at this time, any instruction (gap detection start / stop instruction) sent by the vehicle-mounted system 1 to the interlocking logic operation unit 201 will be considered as a valid instruction, and the non-vehicle system real trigger drive will be ended. If the gap detection system 3 has completed gap detection and sent a "gap detection has been detected / no obstacle" instruction to the all-electronic execution control unit 202, and the communication between the vehicle-mounted system 1 and the computer interlocking system 2 is restored, the vehicle-mounted system 1 will send a "gap detection stop instruction" to the interlocking logic operation unit 201 to control the gap detection system 3 to enter the standby state. After the time set by the stop gap detection delay timer is exceeded, the interlocking logic operation unit 201 will no longer send a "gap detection stop instruction" to the gap detection system 3, and the non-vehicle system real trigger drive will be ended.

[0057] The length of the gap detection delay timer is set to be greater than or equal to 1.5s, and the sum of the time taken to send the gap detection stop instruction to the gap detection system and the time required for the gap detection system to enter the standby state is less than the length of the gap detection delay timer. The specific length can be set according to project requirements. This design solves the defect that the gap detection system 3 continues to be in the gap detection state due to the interruption of communication between the vehicle-mounted system 1 and the computer interlocking system 2. The specific control scheme is as follows:

[0058] Step S1, the train enters the station, and communication between the on-board system 1 and the computer interlocking system 2 is established.

[0059] The on-board system 1 controls the opening of the platform screen door, and closes and locks the platform screen door after receiving the closing instruction of the platform screen door sent by the computer interlocking system 2.

[0060] Step S2, the on-board system 1 sends a gap detection start instruction to the interlocking logic operation unit 201, and forwards the instruction to the gap detection system 3.

[0061] Step S3, the communication threshold time (i.e. 3 CI cycles) between the on-board system 1 and the computer interlocking system 2 is set, and it is determined whether the communication between the on-board system 1 and the computer interlocking system 2 is interrupted.

[0062] The gap detection start instruction sent by the on-board system 1 to the interlocking logic operation unit 201 is defined as 0x55, the gap detection stop instruction is defined as 0xAA, and the gap detection invalid instruction is defined as 0xFF.

[0063] If the interlocking logic operation unit 201 receives the instruction of the on-board system 1 within 3 CI cycles, any instruction received by the interlocking logic operation unit 201 from the on-board system 1 among 0x55 or 0xAA is regarded as a valid instruction, at this time, the communication between the on-board system 1 and the computer interlocking system 2 is not interrupted, the computer interlocking system 2 can forward the valid instruction (i.e. 0x55 or 0xAA) of the on-board system 1 received by the interlocking logic operation unit 201 to the gap detection system 3 through the all-electronic execution control unit 202, and the gap detection system 3 executes the instruction, the gap detection system 3 sends the gap detection result to the all-electronic execution control unit 202 through the communication interface of the gap detection system 3 and the all-electronic execution control unit 202, the all-electronic execution control unit 202 transmits the gap detection result to the interlocking logic operation unit 201 through the network interface, and forwards the gap detection result to the on-board system 1, and controls the train to depart.

[0064] If the interlocking logic operation unit 201 cannot receive the instruction of the on-board system 1 within 3 CI cycles, at this time, the instruction information sent by the on-board system 1 received by the interlocking logic operation unit 201 will change from 0x55 to 0xFF, and it is indirectly determined that the communication between the on-board system 1 and the computer interlocking system 2 is interrupted.

[0065] Step S4, the length of the stop gap detection delay timer is set, and the gap detection system 3 is controlled to enter the standby state.

[0066] The time length of the stop gap detection delay timer is set, and within the time length of the stop gap detection delay timer, the computer interlocking system 2 is in a non-vehicle system true trigger state, the interlocking logic operation unit 201 sends a "gap detection stop instruction" to the gap detection system 3, so that the gap detection system 3 enters a standby state, and the all-electronic execution control unit 202 stops receiving the gap detection result of the gap detection system 3, thereby ensuring system safety.

[0067] Step S5, end the gap detection system control period.

[0068] After the stop gap detection delay timer ends, the interlocking logic operation unit 201 stops sending the stop gap detection driving instruction to the gap detection system 3, ends the DSD control period from starting gap detection to stopping gap detection of the train, and ends the driving of the non-vehicle system true trigger.

[0069] When the DSD control period is started again, the gap detection start instruction is sent from the vehicle system 1 to the interlocking logic operation unit 201 again.

[0070] For the scenario one control scheme, when the gap detection system 3 fails, the gap detection system 3 is controlled by manual operation to perform gap detection. After the gap detection system 3 fails, the gap detection system 3 is switched from automatic control to manual control, the presence or absence of an obstacle in the gap between the train door and the platform door is detected and judged by manual detection, and the gap detection result is transmitted to the all-electronic execution control unit 202, and then the gap detection result is transmitted to the vehicle system 1, thereby solving the defect that the gap detection system 3 failure affects the train departure. The specific interface control scheme is as follows:

[0071] Step S1, the train enters the station, and the communication between the vehicle system 1 and the computer interlocking system 2 is established.

[0072] Step S2, the vehicle system 1 sends a gap detection start instruction to the interlocking logic operation unit 201, and forwards the instruction to the gap detection system 3.

[0073] Step S3, set the gap detection system manual detection bypass, and transmit the gap detection result to the all-electronic execution control unit 202.

[0074] Due to the failure of the gap detection system 3, the gap detection system 3 is automatically switched to manual operation, and the presence or absence of an obstacle in the gap between the train door and the platform door is judged by manual operation. When the gap detection result is detected and no obstacle is detected, the gap detection system 3 operated by manual operation sends the "gap detection detected / no obstacle state" information to the all-electronic execution control unit 202, and the gap detection result of the gap detection system 3 is transmitted to the computer interlocking system 2.

[0075] Step S4, the interlocking logic operation unit 201 forwards the gap detection result of the gap detection system 3 to the vehicle-mounted system 1, at this time, the vehicle-mounted system 1 receives the "gap detection has detected / obstacle-free state" and judges whether to authorize the train to depart from the station according to the gap detection result.

[0076] As shown in FIG. 3, the present application provides a scenario two control scheme, that is, the computer interlocking system 2 and the vehicle-mounted system 1 do not support the interconnection interface protocol, the computer interlocking system 2 can autonomously control the gap detection system 3 and the autonomous control of the gap detection system 3 in the case of the gap detection system 3 failure.

[0077] The same full electronic execution control unit 202 as that in the scenario one control scheme is used in the scenario two control scheme to realize the communication between the computer interlocking system 2 and the gap detection system 3, and the defect of the complex interface structure of the gap detection system 3 and the computer interlocking system 2 is solved.

[0078] The scene two control scheme is based on the scene one control scheme, signal intercommunication between the interlocking logic operation unit 201 and a zone controller (ZC, an existing system in the CBTC system) is established, and the function of transmitting the "train stop information" information from the all-electronic execution control unit 202 to the gap detection system 3 is realized. The zone controller of the train can provide the train stop information, and through the interface (ZC-CI interface) between the zone controller and the interlocking logic operation unit 201, the "train stop information" is transmitted to the interlocking logic operation unit 201, and is forwarded to the all-electronic execution control unit 202 through the network interface, and then is forwarded to the gap detection system 3, so as to determine the time when the gap detection system 3 starts gap detection; and the platform screen door and the gap detection system 3 are linked, according to the gap detection result of the gap detection system 3, the linkage state of the platform screen door is sent to the vehicle-mounted system 1 by the interlocking logic operation unit 201, whether the train meets the departure requirement is judged, and the "gap detection stop instruction" is sent to the gap detection system 3. Therefore, under the control scheme of scene two, the computer interlocking system 2 realizes autonomous control of gap detection. The "PDS opening / closing door instruction" is sent from the vehicle-mounted system 1 to the interlocking logic operation unit 301, the interlocking logic operation unit 301 receives the instruction, sends the "train stop information" to the gap detection system 3, the gap detection system 3 is started by the operator to start gap detection, and the gap detection result is sent to the all-electronic execution control unit 202 by the gap detection system 3, the linkage calculation of the gap detection system 3 and the platform screen door is performed by the interlocking logic operation unit 201; whether the vehicle-mounted system 1 receives the "PSD closing and locking state" sent by the interlocking logic operation unit 201 is judged, and whether the train departs is controlled. When the vehicle-mounted system 1 receives the "PSD closing and locking state", the all-electronic execution control unit 202 sends the "gap detection stop instruction" to the gap detection system 3, so that the gap detection system 3 enters the standby state.

[0079] The information transmitted by the communication interface between the vehicle-mounted system 1 and the interlocking logic operation unit 201 includes "PSD door opening / closing instruction" and "PSD door closing and locking state". The "PSD door opening / closing instruction" is the instruction transmitted by the vehicle-mounted system 1 to the interlocking logic operation unit 201, and the "PSD door closing and locking state" is the logic operation result transmitted by the interlocking logic operation unit 201 to the vehicle-mounted system 1, which controls whether the train departs. The information transmitted by the communication interface between the full-electronic control execution unit 202 and the gap detection system 3 includes "train stopping information", "gap detection stop instruction" and "gap detection has detected / no obstacle state". The "train stopping information" and "gap detection stop instruction" are the instructions transmitted by the full-electronic execution control unit 202 to the gap detection system 3, and the "gap detection has detected / no obstacle state" is the gap detection result transmitted by the gap detection system 3 to the full-electronic execution control unit 202. In this control scheme, when the gap detection system 3 is in standby state, the full-electronic execution control unit 202 can receive the "gap detection has detected / no obstacle state" information sent by the gap detection system 3. This design solves the defect that the interface between the vehicle-mounted system 1 and the computer interlocking system 2 does not support the processing of the interface information of the gap detection system 3. The specific control scheme is as follows:

[0080] Step S1, when the train does not enter the station (the train does not run in the station section), the full-electronic execution control unit 202 does not send "train stopping information" to the gap detection system 3, and the gap detection system 3 is in standby mode. The "gap detection has detected / no obstacle state" information feedback by the gap detection system 3 is not processed by the computer interlocking system 2.

[0081] Step S2, when the train enters the station, the vehicle-mounted system 1 sends the PSD door opening / closing instruction to the interlocking logic operation unit 201, completes passenger boarding and alighting, and closes the door.

[0082] Step S3, trigger the gap detection system 3 to start gap detection.

[0083] The interlocking logic operation unit 201 forwards the train stopping information (the train occupies the station track area) sent by the area controller to the gap detection system 3, and continuously sends "train stopping information" to the gap detection system 3; at the same time, the manual detection button of the gap detection system 3 is pressed by hand to send the gap detection start instruction to the gap detection system 3, and the gap detection is performed.

[0084] Step S4, the interlocking logic operation unit 201 judges whether the departure requirement is met.

[0085] When there is no obstacle between the platform door and the train door, the all-electronic execution control unit 202 receives the "gap detection detected / obstacle-free state" sent by the gap detection system 3; at the same time, the interlocking logic operation unit 201 sends the "PDS door closing and locking state" to the vehicle-mounted system 1, meets the train departure requirement, and sends the "gap detection stop command" to the gap detection system 3.

[0086] When the gap detection system 3 detects that there is at least one obstacle between the platform door and the train door, the all-electronic execution control unit 202 cannot receive the "gap detection detected / obstacle-free state" sent by the gap detection system 3, and the interlocking logic operation unit 201 will no longer send the "PDS door closing and locking state" to the vehicle-mounted system 1, at this time, the train departure requirement cannot be met.

[0087] Step S5, when the train departs and completely leaves the platform section, the interlocking logic operation unit 201 sends the "gap detection stop command" to the vehicle-mounted system 1, so that the gap detection system enters the standby state, and at the same time, the all-electronic execution control unit 202 no longer sends the "train stable information" to the gap detection system 3.

[0088] For the second scene control scheme, when the gap detection system 3 fails, the platform gap can be manually confirmed. At this time, the gap detection system 3 is controlled by manual operation to detect the gap, and sends the "gap detection detected / obstacle-free state" to the all-electronic execution control unit 202, and then to the interlocking logic operation unit 201, and the interlocking logic operation unit 201 automatically judges whether the departure requirement is met.

[0089] Embodiment one

[0090] The scene one control scheme of the application is used when the communication between the on-board system 1 and the computer interlocking system 2 is interrupted. The "gap detection start / stop instruction" in the communication interface between the on-board system 1 and the interlocking logic operation unit 2 is set as QDJXTC-VOBC and TZJXTC-VOBC, which respectively represent that the interlocking logic operation unit 201 receives the gap detection start instruction and the gap detection stop instruction of the on-board system 1; the "gap detection start / stop instruction" in the communication interface between the full electronic execution control unit 202 and the gap detection system 3 is set as QDJXTC-SBO and TZJXTC-SBO, which respectively represent that the interlocking logic operation unit 201 sends the gap detection start instruction and the gap detection stop instruction to the gap detection system 3. When the value of the set instruction is 1, it means that the instruction is successfully transmitted; when the value of the set instruction is 0, it means that the instruction cannot be transmitted. Therefore, the VOBC-CI interface information and its meaning are shown in Table 1. When the on-board system 1 sends the gap detection start instruction (0x55) to the interlocking logic operation unit 201, the values of the on-board system 1 and the interlocking logic operation unit 201 interface are QDJXTC-VOBC = 1 & TZJXTC-VOBC = 0; when the on-board system 1 sends the gap detection stop instruction (0xAA) to the interlocking logic operation unit 201, the values of the on-board system 1 and the interlocking logic operation unit 201 interface are QDJXTC-VOBC = 0 & TZJXTC-VOBC = 1; when the communication between the on-board system 1 and the interlocking logic operation unit 201 is interrupted (0xFF), the values of the on-board system 1 and the interlocking logic operation unit 201 interface are QDJXTC-VOBC = 0 & TZJXTC-VOBC = 0.

[0091] Table 1 VOBC-CI interface information and its meaning

[0092] No. VOBC-CI interface information value 0x55 0xAA 0xFF 1DSD gap detection start instruction (QDJXTC-VOBC) 1 0 2DSD gap detection stop instruction (TZJXTC-VOBC) 0 1 0

[0093] As shown in FIG. 4, the specific control scheme is as follows:

[0094] Step S1, the train enters the station, the communication between the on-board system 1 and the interlocking logic operation unit 201 is established, the on-board system 1 controls the opening of the platform screen door, and closes and locks after receiving the PSD closing instruction sent by the interlocking logic operation unit 201.

[0095] Step S2, the vehicle-mounted system 1 sends a gap detection start instruction (0x55) to the interlocking logic operation unit 201, and the interface value of the vehicle-mounted system 1 and the interlocking logic operation unit 201 is QDJXTC-VOBC = 1 & TZJXTC-VOBC = 0.

[0096] Step S3, the communication threshold time (i.e. 3 CI cycles) of the vehicle-mounted system 1 and the interlocking logic operation unit 201 is set, and it is judged whether the communication between the vehicle-mounted system 1 and the interlocking logic operation unit 201 is interrupted.

[0097] When QDJXTC-VOBC = 1 & TZJXTC-VOBC = 0 (0x55) becomes QDJXTC-VOBC = 0 & TZJXTC-VOBC = 0 (0xFF), and the interface value of the vehicle-mounted system 1 and the interlocking logic operation unit 201 is QDJXTC-VOBC = 0 & TZJXTC-VOBC = 0 maintains until the end of 3 CI cycles, it is considered that the communication between the vehicle-mounted system 1 and the interlocking logic operation unit 201 is interrupted, at this time the full electronic execution control unit 202 outputs an invalid instruction to the gap detection system 3, at this time the interface value of the full electronic execution control unit 202 and the gap detection system 3 is QDJXTC-SBO = 0 & TZJXTC-SBO = 0.

[0098] When QDJXTC-VOBC = 1 & TZJXTC-VOBC = 0 becomes QDJXTC-VOBC = 0 & TZJXTC-VOBC = 0, and the value of QDJXTC-VOBC or TZJXTC-VOBC is restored to 1 within three CI cycles, the valid instruction sent by the full electronic execution control unit 202 to the gap detection system 3 in the cycle drives the gap detection system to execute.

[0099] Step S4, the time length of the stop gap detection delay timer is set, and the gap detection is controlled to enter the standby state.

[0100] When the interlocking logic operation unit 201 judges that the communication between the vehicle-mounted system 1 and the interlocking logic operation unit 201 is interrupted, the computer interlocking system 2 state is defined as TXGZ = 1. When TXGZ = 1, the computer interlocking system 2 will enter the non-vehicle system real trigger state.

[0101] The time length of the stop gap detection delay timer is set to t, when the gap detection system 3 is in the gap detection open state and within t time, the interlocking logic operation unit 201 continuously sends the gap detection stop instruction to the gap detection system 3, the interface value of the full electronic execution control unit 202 and the gap detection system 3 is TZJXTC-SBO=1&QDJXTC-VOBC=0, so that the gap detection system 3 enters the standby state, and the full electronic execution control unit 202 will no longer receive all instructions sent by the gap detection system 3.

[0102] Step S5, end the gap detection control period.

[0103] After t time, the interlocking logic operation unit 201 stops sending the gap detection stop instruction to the gap detection system 3, at this time the interface value of the full electronic execution control unit 202 and the gap detection system 3 is TZJXTC-SBO=0, and the interlocking logic operation unit 201 autonomously controls the interface value of the vehicle-mounted system 1 and the interlocking logic operation unit 201 is QDJXTC-VOBC=0, and the gap detection period control is ended.

[0104] Example two

[0105] Under the control scheme of scenario two, the interlocking logic operation unit 201 can receive the information of the area controller, link the platform screen door with the gap detection system 3, and autonomously control the gap detection system 3.

[0106] The interface information of the full electronic execution control unit 202 and the gap detection system 3 is set, the "gap detection stop instruction" is set as TZJXTC-SBO, when the interface value of the full electronic execution control unit 202 and the gap detection system 3 is 1, it indicates that the instruction is successfully transmitted; when the interface value of the full electronic execution control unit 202 and the gap detection system 3 is 0, it indicates that the instruction cannot be transmitted. The "gap detection has been detected / obstacle-free state" is set as JZTCZT-DI and ZAWZT-DI; JZTCZT-DI=1 indicates that the gap detection system 3 is in working state, JZTCZT-DI=0 indicates that the gap detection system 3 is in standby state; ZAWZT-DI=1 indicates that there is no obstacle between the platform door and the train door, ZAWZT-DI=0 indicates that there is at least one platform door and train door with obstacles. The "train stop information" is set as TWZT-SBO, TWZT-SBO=1 indicates that the train is ready to start, TWZT-SBO=0 indicates that the train is stopped or there is no train in the platform section.

[0107] The interface information of the interlocking logic operation unit 201 and the area controller is set, the "train stop information" is set as TWZT, TWZT=1 indicates that the train is stopped, TWZT=0 indicates that the train is not stopped.

[0108] The specific control scheme is as follows, as shown in FIG. 5.

[0109] Step S1, when the train does not enter the station (the train does not run in the station section), the interface value of the interlocking logic operation unit 201 with the regional controller is TWZT=0, and the train information is forwarded to the gap detection system 3 by the full-electronic execution control unit 202, so that the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is TWZT-SBO=1. At this time, the gap detection system 3 is in standby mode, and the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is JZTCZT-DI=0.

[0110] Step S2, when the train enters the station, the on-board system sends the “PSD door opening / closing instruction” to the interlocking logic operation unit 201, the passengers get on and off the train, and the train door is closed, and at the same time, the full-electronic execution control unit 202 sends the train pre-departure instruction to the gap detection system 3, so that the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is TWZT-SBO=0.

[0111] Step S3, the gap detection system 3 is triggered to start gap detection.

[0112] The manual detection button of the gap detection system 3 is pressed manually by the operator, the gap detection system 3 is triggered to start gap detection, and the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is JZTCZT-DI=1.

[0113] Step S4, the interlocking logic operation unit 201 judges whether the departure requirement is met.

[0114] When the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is JZTCZT-DI=1&ZAWZT-DI=1, the departure requirement is met; when the interface value of JZTCZT-DI or ZAWZT-DI is not 1, the departure requirement cannot be met.

[0115] Step S5, when the train departs and completely drives out of the station section, the interlocking logic operation unit 201 sends the gap detection stop instruction to the gap detection system 3, at this time, the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is TZJXTC-SBO=1, the gap detection system 3 executes the instruction and enters the standby state, so that the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is ZTCZT-DI=0, at the same time, the interlocking logic operation unit 201 no longer sends the “train stable information” to the gap detection system 3, at this time, the interface value of the full-electronic execution control unit 202 with the gap detection system 3 is TWZT-SBO=0.

[0116] To sum up, the control method of the application is completely compatible on the basis of the interface scheme between the existing vehicle-mounted system, computer interlocking system and gap detection system, uses the full electronic control execution unit to replace the relay circuit, reduces the maintenance equipment of the interface relay circuit of the computer interlocking system and the gap detection system; at the same time, provides the manual operation mode of the gap detection system, reduces the risk of personal injury in the project operation process; realizes the obstacle detection function of the gap detection by the independent control computer interlocking system, prevents the problems caused by the non-support of the interconnection interface protocol of the computer interlocking system and the vehicle-mounted system.

[0117] Although the content of the application has been described in detail through the above preferred embodiments, it should be recognized that the above description should not be considered as a limitation of the application. After reading the above content, various modifications and substitutions of the application will be obvious to those skilled in the art. Therefore, the protection scope of the application should be defined by the appended claims.

Claims

1. A method for intelligent control of a gap detection device suitable for use in an all-electronic system, characterized in that, The communication connection between the vehicle-mounted system and the gap detection system is realized by using a computer interlocking system with an interlocking logic operation unit and a full-electronic execution control unit; the full-electronic execution control unit and the gap detection system perform bidirectional signal transmission; before the train enters a station, the gap detection system is in a standby state; after the train enters the station and stops stably, the gap detection system starts to perform gap detection; after the train leaves the station, the gap detection system returns to the standby state.

2. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 1, characterized in that, The communication between the vehicle-mounted system and the computer interlocking system complies with an interconnection interface protocol. After the train stops stably, the vehicle-mounted system sends a gap detection start instruction to the computer interlocking system. The interlocking logic operation unit receives the gap detection start instruction sent by the vehicle-mounted system, sends the gap detection start instruction to the full-electronic execution control unit, and the full-electronic execution control unit sends the gap detection start instruction to the gap detection system. The gap detection system performs gap detection and sends a gap detection result to the full-electronic execution control unit, the full-electronic execution control unit sends the gap detection result to the interlocking logic operation unit, and the interlocking logic operation unit sends the gap detection result to the vehicle-mounted system. After the vehicle-mounted system receives the gap detection result, the vehicle-mounted system sends a gap detection stop instruction to the interlocking logic operation unit, the interlocking logic operation unit sends the gap detection stop instruction to the full-electronic execution control unit, and the full-electronic execution control unit sends the gap detection stop instruction to the gap detection system. After the gap detection system receives the gap detection stop instruction, the gap detection system enters the standby state.

3. The method of claim 2, wherein the method further comprises: When the communication between the vehicle-mounted system and the computer interlocking system is interrupted after the gap detection system completes the gap detection, the interlocking logic operation unit sends a gap detection stop instruction to the full-electronic execution control unit, and the full-electronic execution control unit sends the gap detection stop instruction to the gap detection system, so that the gap detection system enters the standby state.

4. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 3, characterized in that, The method for determining that the communication between the vehicle-mounted system and the computer interlocking system is interrupted includes: A communication threshold time between the vehicle-mounted system and the computer interlocking system is set, and when the interlocking logic operation unit cannot receive the gap detection stop instruction of the vehicle-mounted system within the communication threshold time, it is determined that the communication between the vehicle-mounted system and the computer interlocking system is interrupted.

5. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 3, characterized in that, The method for the interlocking logic operation unit to control the gap detection system to enter the standby state includes: The length of a stop gap detection delay timer is set, so that the gap detection device can automatically stop; within the length set by the stop gap detection delay timer, the interlocking logic operation unit sends a gap detection stop instruction to the gap detection system, so that the gap detection system enters the standby state; after the length set by the stop gap detection delay timer is exceeded, the interlocking logic operation unit will no longer send a gap detection stop instruction to the gap detection system.

6. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 5, characterized in that, If the interlocking logic unit re-receives the gap detection stop instruction sent by the vehicle system within the time range set by the stop gap detection delay timer, it is determined that the communication between the vehicle system and the computer interlocking system is restored, the interlocking logic unit sends the gap detection stop instruction sent by the vehicle system to the full-electronic execution control unit, and the full-electronic execution control unit sends the gap detection stop instruction to the gap detection system.

7. The method of claim 5 or 6, wherein the method further comprises: The time length of the stop gap detection delay timer can be configured, and the time calculation principle meets the total time that the time taken for the gap detection stop instruction to be sent from the interlocking logic unit to the gap detection system plus the time length required for the gap detection system to enter the standby state is less than the time length of the stop gap detection delay timer.

8. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 1, characterized in that, The communication between the vehicle system and the computer interlocking system does not support an interconnection interface protocol; The interlocking logic unit obtains vehicle parking information and sends the vehicle parking information to the full-electronic execution control unit, and the full-electronic execution control unit sends the vehicle parking information to the gap detection system; According to the vehicle parking information, the gap detection system is started by manual triggering; The gap detection system sends the gap detection result to the full-electronic execution control unit, and the full-electronic execution control unit sends the gap detection result to the interlocking logic unit; The interlocking logic unit sends a gap detection stop instruction to the gap detection system; After the gap detection system receives the gap detection stop instruction, it enters a standby state.

9. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 8, characterized in that, The vehicle parking information is sent by a regional controller to the interlocking logic unit.

10. The method for intelligent control of gap detection device suitable for all-electronic system according to claim 1, characterized in that, When the gap detection system fails, the gap detection system is controlled by manual operation to perform gap detection, and the gap detection result is sent to the full-electronic execution control unit.

11. A gap detection device intelligent control system for implementing the gap detection device intelligent control method according to any one of claims 1 to 10, characterized in that, It comprises: A vehicle system, a computer interlocking system, and a gap detection system, the vehicle system and the computer interlocking system perform bidirectional signal transmission through a signal interface, and the computer interlocking system and the gap detection system perform bidirectional signal transmission through a signal interface; The computer interlocking system comprises an interlocking logic unit and a full-electronic control execution unit connected through a network interface; The interlocking logic unit and the vehicle system perform bidirectional signal transmission; the interlocking logic unit receives a detection instruction sent by the vehicle system and sends the detection instruction to the full-electronic execution control unit; the interlocking logic unit receives a gap detection result sent by the full-electronic execution control unit and sends the gap detection result to the vehicle system; The full-electronic execution control unit and the gap detection system perform bidirectional signal transmission; the full-electronic execution control unit receives a detection instruction sent by the interlocking logic unit and sends the detection instruction to the gap detection system; the full-electronic execution control unit receives a gap detection result sent by the gap detection system and sends the gap detection result to the interlocking logic unit.

12. The gap detection device intelligent control system suitable for an all-electronic system according to claim 11, wherein, The interlocking logic operation unit can autonomously send a gap detection stop instruction to the gap detection system, and control the gap detection system to enter a standby state.

13. The gap detection device intelligent control system suitable for an all-electronic system according to claim 11, wherein, Further comprising a zone controller, which sends train stopping information to the interlocking logic operation unit.

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