CN111003024B

CN111003024B - Train interface data processing method for hot standby vehicle-mounted equipment

Info

Publication number: CN111003024B
Application number: CN202010149479.0A
Authority: CN
Inventors: 于晓娜; 王建敏; 陈志强; 张友兵
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2020-03-06
Filing date: 2020-03-06
Publication date: 2020-07-31
Anticipated expiration: 2040-03-06
Also published as: WO2021174769A1; RS64526B1; EP3895958B1; HUE063550T2; CN111003024A; EP3895958A1; EP3895958C0; EP3895958A4

Abstract

The invention provides a method for processing train interface data of hot standby vehicle-mounted equipment, which comprises the following steps: utilizing a second main control unit to perform hot backup on the first main control unit and simultaneously supplying power to the first main control unit and the second main control unit; the first main control unit and the second main control unit receive input signals sent by a train interface and control the input signals to be consistent; the problem that when a first main control unit which is working breaks down, the first main control unit needs to be switched to a second main control unit under the condition of parking because the existing vehicle-mounted equipment generally adopts a cold backup or warm backup main control unit is solved.

Description

Train interface data processing method for hot standby vehicle-mounted equipment

Technical Field

The invention relates to the technical field of train control, in particular to a method for processing train interface data of hot standby vehicle-mounted equipment.

Background

The train operation control system is one system for ensuring the safe and fast operation of train. The train operation control system is mainly used for finishing the interval control and the speed control of the train. The complete train operation control system consists of vehicle-mounted equipment and ground equipment.

The existing vehicle-mounted equipment generally adopts a second main control unit for cold backup or warm backup of a first main control unit, and has the following problems:

when a first master control unit that is working fails, it is necessary to switch from the first master control unit to a second master control unit in case of parking.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention provides a method for processing train interface data of hot standby vehicle-mounted equipment, which solves the problem that when a first main control unit which is working breaks down, the first main control unit needs to be switched to a second main control unit under the condition of stopping because the conventional vehicle-mounted equipment generally adopts a cold backup or warm backup main control unit.

The invention is realized by the following technical scheme:

the invention relates to a method for processing train interface data of hot standby vehicle-mounted equipment, which specifically comprises the following steps:

utilizing a second main control unit to perform hot backup on a first main control unit, and simultaneously supplying power to the first main control unit and the second main control unit;

the first main control unit and the second main control unit receive input signals sent by a train interface and control the input signals to be consistent;

when the vehicle-mounted equipment loses power or the first main control unit and the second main control unit all have faults, the vehicle-mounted equipment sends a safety command to the train interface;

and when at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted equipment determines whether to send a safety command to the train interface according to the operation condition.

Further, controlling the input signals to be consistent specifically includes the following steps:

s1: the second main control unit receives a currently acquired first input signal sent by the first main control unit;

s2: the second main control unit compares the first input signal with a currently acquired second input signal, and if the signal contents of the first input signal and the second input signal are consistent, the first main control unit takes the currently acquired first input signal as input, and the second main control unit takes the currently acquired second input signal as input; and if the signal contents of the first input signal and the second input signal are inconsistent, the first main control unit abandons the first input signal, the second main control unit abandons the second input signal, and the first main control unit and the second main control unit keep adopting the previous consistent signal as input.

Further, when the signal contents of the first input signal and the second input signal are inconsistent, if the time for the inconsistency of the signal contents of the first input signal and the second input signal exceeds a specified time, it is determined that the second main control unit is faulty.

Further, controlling the input signals to be consistent specifically includes:

the first main control unit receives a current input signal and sends the input signal to the second main control unit;

and the second main control unit receives the input signal as an input signal of the second main control unit.

Further, when at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted device determines whether to send a safety command to the train interface according to the operation condition:

when the first main control unit fails or is dead, the second main control unit determines whether to send a safety command to the train interface according to the requirement;

or the like, or, alternatively,

when the second main control unit fails or is dead, the first main control unit determines whether to send a safety command to the train interface according to the requirement;

or the like, or, alternatively,

when the first main control unit and the second main control unit all operate normally, the second main control unit continuously sends a safety command to a circuit module in the vehicle-mounted equipment; the first main control unit determines whether to send a safety command to the circuit module according to the requirement; if the circuit module receives the safety command of the second main control unit and the safety command of the first main control unit, the circuit module sends the safety command to a train interface; and if the circuit module only receives the safety command of the second main control unit, the circuit module does not send the safety command to the train interface.

or the like, or, alternatively,

and when the first main control unit and the second main control unit all operate normally, the first main control unit or the second main control unit determines whether to send a safety command to the train interface or not according to the states of the local terminal and the opposite terminal.

Further, when the first main control unit and the second main control unit all operate normally, the first main control unit or the second main control unit determines whether to send the safety command to the train interface or cancel sending the safety command to the train interface according to the states of the home terminal and the opposite terminal, and the method specifically includes:

t1: initially, both a local terminal and an opposite terminal are in an idle state;

t2: when the home terminal sends the safety command to the train interface, judging whether the sending state of the safety command changes, if so, starting a first timer, entering a monitoring opposite terminal state, and executing a step T3; if the sending state of the safety command is not changed, judging whether the safety command information of the opposite end is received or not, if the safety command information of the opposite end is received, sending a confirmation packet of the received safety command information to the opposite end, starting a second timer, entering the state of monitoring the local end, executing a step T4, and if the safety command information of the opposite end is not received, continuously judging whether the sending state of the safety command of the local end is changed or not;

t3: judging whether the sending state of the changed safety command is to send the safety command to the train interface, if so, sending the safety command to the train interface by the home terminal, periodically sending information of the safety command to the opposite terminal, and continuing to execute the step T3-1, if not, temporarily not sending the safety command to the train interface by the home terminal, periodically sending the information of the safety command not to be sent to the train interface by the opposite terminal, and continuing to execute the step T3-2;

t3-1: judging whether the safety command information of the opposite terminal is received or not, if the safety command information of the opposite terminal is received, sending a confirmation packet of the received safety command information to the opposite terminal, judging whether the safety command information of the opposite terminal is consistent with the sending state of the safety command after the local terminal is changed or not, if the safety command information of the opposite terminal is consistent with the sending state of the safety command after the local terminal is changed, closing a first timer, enabling the local terminal to enter an idle state, if the safety command information of the opposite terminal is inconsistent with the sending state of the safety command after the local terminal is changed, enabling the local terminal to enter a fault state, if the safety command information of the opposite terminal is not received, judging whether the timing time of the first timer is overtime or not, if the timing time of the first timer is overtime, closing the first timer, enabling the local terminal to enter the idle state, and if the timing time of the first timer is not overtime, judging whether the confirmation packet of the safety command information of, if the confirmation packet of the safety command information of the opposite end is received, stopping sending information of the safety command to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the safety command information of the opposite end is not received, judging whether the information of the safety command sent to the train interface to the opposite end exceeds the specified times, if the information of the safety command sent to the train interface to the opposite end exceeds the specified times, stopping sending the information of the safety command to the train interface to the opposite end, enabling the home end to enter a fault state, and if the information of the safety command sent to the train interface to the opposite end does not exceed the specified times, continuing sending the information of the safety command sent to the train interface to the opposite end;

t3-2: judging whether the safety command information of the opposite terminal is received or not, if the safety command information of the opposite terminal is received, sending a confirmation packet of the received safety command information to the opposite terminal, judging whether the safety command information of the opposite terminal is consistent with the sending state of the safety command after the local terminal is changed or not, if the safety command information of the opposite terminal is consistent with the sending state of the safety command after the local terminal is changed, closing a first timer, enabling the local terminal to enter an idle state, if the safety command information of the opposite terminal is inconsistent with the sending state of the safety command after the local terminal is changed, enabling the local terminal to enter a fault state, if the safety command information of the opposite terminal is not received, judging whether the timing time of the first timer is overtime or not, if the timing time of the first timer is overtime, closing the first timer, enabling the local terminal to enter the idle state, and if the timing time of the first timer is not overtime, judging whether the confirmation packet of the safety command information of, if the confirmation packet of the safety command information of the opposite end is received, stopping sending the information of the safety command which is not sent to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the safety command information of the opposite end is not received, judging whether the information of the safety command which is not sent to the train interface to the opposite end exceeds the specified times, if the information of the safety command which is not sent to the train interface to the opposite end exceeds the specified times, stopping sending the information of the safety command which is not sent to the train interface to the opposite end, enabling the home end to enter a fault state, and if the information of the safety command which is not sent to the train interface to the opposite end does not exceed the specified times, continuing sending the information of the safety command which is not sent to the train interface to;

t4: when the home terminal sends a safety command to the train interface, whether the sending state of the safety command is changed or not is judged, if the sending state of the safety command is changed, whether the sending state of the changed safety command is consistent with the received safety command information of the opposite terminal or not is judged, if the sending state of the changed safety command is consistent with the received safety command information of the opposite terminal, the home terminal keeps the sending state of the changed safety command and sends the changed safety command information to the opposite terminal, a second timer is closed, the state of waiting for confirmation of the opposite terminal is entered, the step T5 is continuously executed, if the sending state of the changed safety command is inconsistent with the received safety command information of the opposite terminal, the second timer is closed, the home terminal enters a fault state, if not, whether the second timer is overtime or not is judged, if the second timer is overtime, the second timer is closed, entering a fault state, if the second timer is not overtime, continuously judging whether the sending state of the safety command is changed when the local terminal sends the safety command to the train interface;

t5: periodically sending changed safety command information to an opposite terminal, judging whether confirmation information related to a safety command of the opposite terminal is received, if the confirmation information related to the safety command of the opposite terminal is received, enabling the local terminal to enter an idle state, if the confirmation information related to the safety command of the opposite terminal is not received, judging whether the frequency of sending the changed safety command information to the opposite terminal exceeds a specified frequency, if the frequency of sending the changed safety command information to the opposite terminal exceeds the specified frequency, enabling the local terminal to enter the idle state, and if the frequency of sending the changed safety command information to the opposite terminal does not exceed the specified frequency, continuing sending the changed safety command information to the opposite terminal.

Further, the safety command comprises a speed control command and an ablation traction command.

Further, the safety command comprises a train interface control command;

when at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted device determines whether to send the train interface control command to a train interface according to an operation condition, and the method specifically includes:

when the first main control unit is in failure or is out of power, the first main control unit does not send the train interface control command to the train interface, and the second main control unit determines whether to send the train interface control command to the train interface according to the requirement;

or the like, or, alternatively,

when the second main control unit fails or is in no power, the second main control unit does not send the train interface control command to the train interface, and the first main control unit determines whether to send the train interface control command to the train interface according to needs;

or the like, or, alternatively,

the first main control unit and the second main control unit are all in a normal running state, and the second main control unit cancels the transmission of the train interface control command to a circuit module in the vehicle-mounted equipment; the first main control unit determines whether to send the train interface control command to the circuit module according to the requirement; if the circuit module does not receive the train interface control command, the circuit module does not send the train interface control command to a train interface; and if the circuit module receives the information of the train interface control command of the first main control unit, the circuit module sends the train interface control command to a train interface.

Further, the method also comprises a braking test of the vehicle-mounted equipment, wherein the braking test comprises the following steps:

d1: the first main control unit executes the brake test after receiving the brake test request, if the brake test fails, the driver is reminded that the brake test fails, the brake test is executed again until the brake test succeeds, and if the brake test succeeds, the second main control unit is instructed to execute the brake test;

d2: the second main control unit receives the command, sends a confirmation receiving command to the first main control unit, starts to execute the braking test, sends a braking test result to the first main control unit if the braking test is successful, and feeds the braking test results of the local end and the second main control unit back to a driver by the first main control unit;

if the braking test fails, judging whether the braking frequency exceeds a specified frequency, if so, executing step D3, and if not, executing step D4;

d3: the brake test is repeated until the brake test is successful, then the brake test result is sent to the first main control unit, and the first main control unit feeds back the brake test results of the local terminal and the second main control unit to a driver;

d4: and informing the first main control unit that the test is finished, the second main control unit entering a fault state, and feeding back the brake test result of the first main control unit to a driver after the first main control unit receives the test finishing message of the second main control unit.

Compared with the closest prior art, the technical scheme of the invention has the following beneficial effects:

the invention provides a train interface data processing method for hot standby vehicle-mounted equipment, which is characterized in that a first main control unit is hot-backed up by a second main control unit, the first main control unit and the second main control unit are simultaneously powered, input signals of train interfaces of the first main control unit and the second main control unit are controlled to be consistent, the first main control unit and the second main control unit are ensured to run synchronously, and the first main control unit can be automatically switched to the second main control unit without stopping when the first main control unit fails.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic diagram of signal transmission between a hot standby vehicle-mounted device and a train interface according to the present invention;

FIG. 2 is a block diagram of the overall flow of the train interface data processing method for hot-standby vehicle-mounted equipment according to the present invention;

FIG. 3 is a block flow diagram of scheme 1 for input signal coherency;

FIG. 4 is a block flow diagram of scheme 2 for input signal coherency;

FIG. 5 is a partial flow chart of scenario 3 in scenario 2 taken in the processing of braking commands;

FIG. 6 is a partial flow chart of scenario 3 in scenario 2 taken in the processing of a braking command;

FIG. 7 is a partial flow chart of scenario 3 in scenario 2 taken in the processing of braking commands;

FIG. 8 is a partial flow chart of scenario 3 in scenario 2 taken in the processing of a braking command;

FIG. 9 is a partial flow diagram of scenario 3 in scenario 2 taken in the processing of an ablation traction command;

FIG. 10 is a partial flow diagram of scenario 3 in scenario 2 taken in the processing of an ablation traction command;

FIG. 11 is a partial flow diagram of scenario 3 in scenario 2 taken in the processing of an ablation traction command;

FIG. 12 is a partial flow diagram of scenario 3 in scenario 2 taken in the processing of an ablation traction command;

fig. 13 is a flowchart of a brake test of the vehicle-mounted device.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the following embodiments of the present invention, and it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the embodiment of the present invention, the first main control unit may be a main system main control unit or a backup system main control unit, and the second main control unit may be a main system main control unit or a backup system main control unit, that is, the first main control unit and the second main control unit are backup to each other, where when the first main control unit is the main system main control unit, the second main control unit is the backup system main control unit, and when the second main control unit is the main system main control unit, the first main control unit is the backup system main control unit.

As shown in fig. 1, which is a schematic diagram of signal transmission between a hot standby vehicle-mounted device and a train interface in this embodiment, the hot standby vehicle-mounted device includes a first main control unit and a second main control unit, and the first main control unit and the second main control unit receive an input signal sent by the train interface; and the first master control unit and the second master control unit send output signals to the train interface.

As shown in fig. 2, a method for processing train interface data of a hot standby vehicle-mounted device in this embodiment specifically includes: the second main control unit performs hot backup on the first main control unit, and the first main control unit and the second main control unit supply power simultaneously;

aiming at input signals sent by a train interface, a first main control unit and a second main control unit process the input signals sent by the train interface and control the input signals of the train interfaces of the first main control unit and the second main control unit to be consistent;

therefore, the first main control unit and the second main control unit keep running completely synchronously, and when the first main control unit breaks down, the first main control unit can be automatically switched to the second main control unit without stopping the vehicle;

the input signals include but are not limited to a driving platform activation state, a direction handle position and a sleep signal;

the first main control unit and the second main control unit are simultaneously powered, specifically, the first main control unit and the second main control unit can be synchronously powered by adopting the power supply modules respectively, or the first main control unit and the second main control unit can be synchronously powered by adopting the same power supply module;

the keeping of the input signals of the first main control unit and the second main control unit consistent can be realized by adopting the following two schemes:

scheme 1, as shown in figure 3:

s1: the first main control unit receives a current first input signal, and the second main control unit receives a current second input signal;

s2: the first main control unit sends the first input signal to the second main control unit;

s3: the second main control unit compares the signal contents of the first input signal and the second input signal, if the signal contents are consistent, the first main control unit is informed to adopt the currently acquired first input signal as input, and the second main control unit adopts the currently acquired second input signal as input; if the signal contents are inconsistent, the first main control unit is informed to give up the first input signal which is currently acquired, the second main control unit gives up the second input signal which is currently acquired, and the first main control unit and the second main control unit keep adopting the previous consistent signal as input.

It should be noted that "the signal contents are consistent" here refers to that the commands are consistent, and for example, in terms of signal activation, the first master control unit and the second master control unit receive an activation signal sent by the train interface at the same time, or receive an inactivation signal sent by the train interface at the same time, that is, the signal contents are consistent.

As a preferable mode, in scheme 1, under the condition that the signal contents of the first input signal and the second input signal are not consistent, if the time for the inconsistency of the signal contents of the first input signal and the second input signal is too long and exceeds a set time, the second main control unit determines that the first main control unit and the second main control unit run asynchronously, and controls the second main control unit to enter the failure mode, and the first main control unit continues to run.

Scheme 2, as shown in fig. 4:

the first main control unit receives a current input signal and then sends the input signal to the second main control unit; the second main control unit receives the input signal sent by the first main control unit and adopts the received input signal as the input signal of the second main control unit.

For output signals sent to a train interface, under the condition that the second main control unit hot backs the first main control unit and the second main control unit supply power at the same time, in order to ensure driving safety, measures need to be taken for sending the sending signals according to different conditions.

The output signals include safety commands including speed control commands including, but not limited to, brake commands including, but not limited to, emergency brake commands and maximum service brake commands;

the following processing measures for determining the speed control command respectively for different situations are described by taking a brake command as an example:

case 1:

when the vehicle-mounted equipment is powered off or the first main control unit and the second main control unit are in failure, the vehicle-mounted equipment sends a braking command to the train interface;

case 2:

and for the condition that at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted equipment determines whether to send a braking command to the train interface or cancel sending the braking command to the train interface according to the operation condition.

The "operation condition" herein includes three situations that the first master control unit is failed or has no power, the second master control unit is failed or has no power, and both the first master control unit and the second master control unit operate normally.

In case 2, the following two schemes are specifically adopted for processing:

scheme 1:

scheme 1 includes the following three conditions of processing:

condition 1: when the first main control unit fails or is out of speed, the second main control unit determines whether to send a braking command to the train interface or cancel sending the braking command to the train interface according to the requirement, for example, when the train runs at an overspeed, the second main control unit sends the braking command to the train interface, and when the train does not run at an overspeed, the second main control unit does not send the braking command to the train interface;

condition 2: when the second main control unit fails or is not electrified, the first main control unit determines whether to send a braking command to the train interface or cancel the sending of the braking command to the train interface according to needs, and the scene of 'according to needs' is as above;

condition 3: the first main control unit and the second main control unit both run normally, and the second main control unit continuously sends a braking command to a circuit module in the vehicle-mounted equipment;

the first main control unit determines whether to send a braking command to the circuit module or cancel the sending of the braking command to the circuit module according to needs, and the scene of 'according to needs' is as above;

if the circuit module receives a braking command of the second main control unit and a braking command of the first main control unit, the circuit module sends a braking command to the train interface;

and if the circuit module only receives the braking command of the second main control unit, the circuit module cancels the transmission of the braking command to the train interface.

Scheme 2:

scheme 2 includes the following three conditions of processing:

condition 1: the first main control unit is in failure or has no power, the second main control unit determines whether to send a braking command to the train interface or cancel sending the braking command to the train interface according to the requirement, and the scene of 'according to the requirement' is as above;

condition 3: the first main control unit and the second main control unit all normally operate, the first main control unit or the second main control unit determines whether to send a braking command to the train interface or cancel sending the braking command to the train interface according to the states of the local terminal and the opposite terminal, and the specific processing process is as follows:

t1: as shown in fig. 5, initially, both the home terminal and the opposite terminal are in an idle state; the meaning of "both the home terminal and the opposite terminal are in the idle state" is that the home terminal and the opposite terminal keep the same state, that is, the home terminal and the opposite terminal are in the state of sending the brake command at the same time, or the home terminal and the opposite terminal are in the state of canceling sending the brake command at the same time;

t2: judging whether the sending state of the braking command changes when the local terminal sends the braking command to the train interface, if the sending state of the braking command changes, opening a first timer to monitor the opposite terminal, then executing a step T3, if the sending state of the braking command does not change, continuously judging whether the braking command information of the opposite terminal is received, if the braking command information of the opposite terminal is received, sending a confirmation packet of receiving the braking command information to the opposite terminal, opening a second timer to monitor the local terminal, then executing a step T4, and if the braking command information of the opposite terminal is not received, continuously judging whether the sending state of the braking command changes when the local terminal sends the braking command to the train interface;

t3: judging whether the sending state of the changed braking command is to send a braking command to the train interface or cancel sending the braking command to the train interface, if the sending state of the changed braking command is to send the braking command to the train interface, the home terminal sends the braking command to the train interface, periodically sends information of sending the braking command to the opposite terminal, and continues to execute the step T3-1, if the sending state of the changed braking command is to cancel sending the braking command to the train interface, the home terminal temporarily cancels sending the braking command to the train interface, periodically sends information of canceling sending the braking command to the opposite terminal, and continues to execute the step T3-2;

t3-1: as shown in fig. 6, it is determined whether the brake command information of the opposite end is received, if the brake command information of the opposite end is received, a confirmation packet of the received brake command information is sent to the opposite end, and it is determined whether the brake command information of the opposite end is consistent with the sending state of the brake command changed by the home end, if the brake command information of the opposite end is consistent with the sending state of the brake command changed by the home end, the first timer is closed, the home end enters an idle state, if the brake command information of the opposite end is not consistent with the sending state of the brake command changed by the home end, the home end enters a fault state, if the brake command information of the opposite end is not received, it is determined whether the timing time of the first timer is overtime, if the timing time of the first timer is overtime, the first timer is closed, the home end enters the idle state, if the timing time of the first timer is not overtime, judging whether a confirmation packet of the brake command information of the opposite end is received, if the confirmation packet of the brake command information of the opposite end is received, stopping sending the information of the brake command to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the brake command information of the opposite end is not received, judging whether the information of the brake command sent to the train interface to the opposite end exceeds the specified times, if the information of the brake command sent to the train interface to the opposite end exceeds the specified times, stopping sending the information of the brake command to the train interface to the opposite end, entering a fault state, and if the information of the brake command sent to the train interface to the opposite end does not exceed the specified times, continuing sending the information of the brake command sent to the train interface to the opposite end;

t3-2: as shown in fig. 7, it is determined whether the brake command information of the opposite end is received, if the brake command information of the opposite end is received, a confirmation packet of the received brake command information is sent to the opposite end, and it is determined whether the brake command information of the opposite end is consistent with the sending state of the brake command changed by the home end, if the brake command information of the opposite end is consistent with the sending state of the brake command changed by the home end, the home end enters an idle state, if the brake command information of the opposite end is not consistent with the sending state of the brake command changed by the home end, the home end enters a fault state, if the brake command information of the opposite end is not received, it is determined whether the timing time of the first timer is overtime, if the timing time of the first timer is overtime, the first timer is closed, the home end enters an idle state, and if the timing time of the first timer is not overtime, judging whether a confirmation packet of the brake command information of the opposite end is received, if the confirmation packet of the brake command information of the opposite end is received, stopping sending the information for canceling the brake command sent to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the brake command information of the opposite end is not received, judging whether the information for canceling the brake command sent to the train interface to the opposite end exceeds the specified times, if the information for canceling the brake command sent to the train interface to the opposite end exceeds the specified times, stopping sending the information for canceling the brake command sent to the train interface to the opposite end, if the information for canceling the brake command sent to the train interface to the opposite end does not exceed the specified times, continuing sending the information for canceling the brake command sent to the train interface to the opposite end;

t4: as shown in fig. 8, when the local terminal sends a braking command to the train interface, it is determined whether the sending state of the braking command is changed, if the sending state of the braking command is changed, it is determined whether the changed sending state of the braking command is consistent with the received information of the braking command of the opposite terminal, if the changed sending state of the braking command is consistent with the received information of the braking command of the opposite terminal, the local terminal continues to maintain the sending state of the changed braking command, and sends the changed information of the braking command to the opposite terminal, closes the second timer, enters into a state of waiting for confirmation of the opposite terminal, continues to execute step T5, if the changed sending state of the braking command is inconsistent with the received information of the braking command of the opposite terminal, closes the second timer, the local terminal enters into a fault state, if the sending state of the braking command is not changed, it is determined whether the second timer is overtime, if the second timer is overtime, closing the second timer, entering a fault state, and if the second timer is not overtime, continuously judging whether the sending state of the braking command is changed when the local terminal sends the braking command to the train interface;

t5: periodically sending changed braking command information to an opposite terminal, judging whether confirmation information related to a braking command of the opposite terminal is received, if the confirmation information related to the braking command of the opposite terminal is received, the local terminal enters an idle state, if the confirmation information related to the braking command of the opposite terminal is not received, judging whether the number of times of sending the changed braking command information to the opposite terminal exceeds a specified number of times, if the number of times of sending the changed braking command information to the opposite terminal exceeds the specified number of times, the local terminal enters the idle state, and if the number of times of sending the changed braking command information to the opposite terminal does not exceed the specified number of times, continuously sending the changed braking command information to the opposite terminal.

The safety command further includes an ablation traction command, and the following processing measures for determining the ablation traction command respectively for different situations are described:

case 1:

the vehicle-mounted equipment loses power, or the first main control unit and the second main control unit are all in failure, and the vehicle-mounted equipment sends a traction removal command to the train interface;

case 2:

and under the condition that at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted equipment determines whether to send a traction cutting command to the train interface or cancel sending the traction cutting command to the train interface according to the operation condition.

In case 2, the following two schemes are specifically adopted for processing:

scheme 1:

scheme 1 includes the following 3 conditions of processing:

condition 1: the first main control unit is in fault or is out of power, the second main control unit determines whether to send a traction removing command to the train interface or cancel sending the traction removing command to the train interface according to the requirement, for example, the second main control unit sends the traction removing command to the train interface under the condition that the train runs at an overspeed, and the second main control unit does not send the traction removing command to the train interface under the condition that the train runs at an overspeed;

condition 2: when the second main control unit fails or is out of power, the first main control unit determines whether to send a traction removal command to the train interface or to cancel the traction removal command to the train interface according to needs, and the scene of 'according to needs' is as above;

condition 3: the first main control unit and the second main control unit both run normally, and the second main control unit continuously sends a traction removal command to a circuit module in the vehicle-mounted equipment;

the first main control unit determines whether to send a cutting traction command or cancel sending the cutting traction command to the circuit module according to needs, and the scene of 'according to needs' is as above;

if the circuit module receives a cutting traction command of the second main control unit and a cutting traction command of the first main control unit, the circuit module sends a cutting traction command to the train interface;

and if the circuit module only receives the traction removal command of the second main control unit, the circuit module cancels the traction removal command sent to the train interface.

Scheme 2:

scheme 2 includes the following three conditions of processing:

condition 1: the first main control unit is in fault or has no power, the second main control unit determines whether to send a traction removal command to the train interface or to cancel the traction removal command to the train interface according to the requirement, and the scene of 'according to the requirement' is as above;

condition 2: when the second main control unit fails or is out of power, the first main control unit determines whether to send a traction removal command to the train interface or cancel the traction removal command to the train interface according to needs, and the scene of 'as needed' is as above;

condition 3: the first main control unit and the second main control unit both run normally, and the first main control unit or the second main control unit determines whether to send a traction removal command to the train interface or cancel sending the traction removal command to the train interface according to the states of the local terminal and the opposite terminal, and the method specifically comprises the following processing procedures:

p1: as shown in fig. 9, initially, the home terminal and the opposite terminal are both in an idle state, and the "home terminal and the opposite terminal are both in an idle state" means that the home terminal and the opposite terminal maintain the same state, that is, the home terminal and the opposite terminal are simultaneously in a state of sending the removal traction command, or the home terminal and the opposite terminal are simultaneously in a state of canceling sending the removal traction command;

p2: judging whether the sending state of the traction cutting command changes when the home terminal sends the traction cutting command to the train interface, if the sending state of the traction cutting command changes, opening a first timer, monitoring the opposite terminal, executing a step P3, if the sending state of the traction cutting command does not change, judging whether the traction cutting command information of the opposite terminal is received, if the traction cutting command information of the opposite terminal is received, opening a second timer, monitoring the home terminal, executing a step P4, and if the traction cutting command information of the opposite terminal is not received, continuously judging whether the sending state of the traction cutting command changes when the home terminal sends the traction cutting command to the train interface;

p3: judging whether the changed sending state of the traction cutting command is to send a traction cutting command to the train interface or cancel sending the traction cutting command to the train interface, if the changed sending state of the traction cutting command is to send the traction cutting command to the train interface, sending the traction cutting command to the train interface by the home terminal, periodically sending information of the traction cutting command to the opposite terminal by the home terminal, and continuing to execute the step P3-1, if the changed sending state of the traction cutting command is to cancel sending the traction cutting command to the train interface, temporarily canceling sending the traction cutting command to the home terminal by the home terminal, periodically sending information of the traction cutting command to the opposite terminal by the cancel terminal, and continuing to execute the step P3-2;

p3-1: as shown in fig. 10, it is determined whether the opposite end traction removal command information is received, if the opposite end traction removal command information is received, a confirmation packet for receiving the traction removal command information is sent to the opposite end, and it is determined whether the traction removal command information of the opposite end is consistent with the transmission state of the traction removal command changed by the home end, if the traction removal command information of the opposite end is consistent with the transmission state of the traction removal command changed by the home end, the first timer is closed, the home end enters an idle state, if the traction removal command information of the opposite end is not consistent with the transmission state of the traction removal command changed by the home end, the home end enters a fault state, if the traction removal command information of the opposite end is not received, it is determined whether the timing time of the first timer is overtime, if the timing time of the first timer is overtime, the first timer is closed, and the home end enters the idle state, if the timing time of the first timer is not overtime, judging whether a confirmation packet of the opposite end for cutting off the traction command information is received, if receiving the confirmation packet of the traction removal command information of the opposite end, stopping sending the traction removal command information to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the traction removal command information of the opposite end is not received, judging whether the traction removal command information sent to the train interface by the opposite end exceeds the specified times, if the information of sending the traction removal command to the train interface of the opposite end exceeds the specified times, the information of sending the traction removal command to the train interface of the opposite end is stopped, the local end enters a fault state, if the information of sending the traction removal command to the train interface to the opposite end does not exceed the specified times, continuing sending the information of sending the traction removal command to the train interface to the opposite end;

p3-2: as shown in fig. 11, it is determined whether the opposite end traction removal command information is received, if the opposite end traction removal command information is received, a confirmation packet of the traction removal command information is sent to the opposite end, and it is determined whether the traction removal command information of the opposite end is consistent with the transmission state of the traction removal command changed by the home end, if the traction removal command information of the opposite end is consistent with the transmission state of the traction removal command changed by the home end, the home end is turned off, the home end enters an idle state, if the traction removal command information of the opposite end is not consistent with the transmission state of the traction removal command changed by the home end, the home end enters a fault state, if the traction removal command information of the opposite end is not received, it is determined whether the timing time of the first timer is overtime, if the timing time of the first timer is overtime, the first timer is turned off, and the home end enters an idle state, if the timing time of the first timer is not overtime, judging whether a confirmation packet of the opposite end for cutting off the traction command information is received, if receiving the confirmation packet of the traction removal command information of the opposite end, stopping sending the information of canceling the traction removal command to the train interface to the opposite end, maintaining the current state, if the confirmation packet of the traction cutting command information of the opposite end is not received, whether the information of sending the traction cutting command to the opposite end and sending the traction cutting command to the train interface exceeds the specified times or not is judged, if the message to the opposite end to cancel the sending of the cut traction command to the train interface exceeds the prescribed number of times, then the information of canceling the traction removal command sent to the train interface is stopped being sent to the opposite end, the home end enters a fault state, if the information of canceling the traction removal command sent to the train interface to the opposite end does not exceed the specified times, continuing to send the information of canceling the traction removal command sent to the train interface to the opposite end;

p4: as shown in fig. 12, when the local end sends a traction-cutting command to the train interface, it is determined whether the sending state of the traction-cutting command is changed, if the sending state of the traction-cutting command is changed, it is determined whether the changed sending state of the traction-cutting command is consistent with the received traction-cutting command information of the opposite end, if the changed sending state of the traction-cutting command is consistent with the received traction-cutting command information of the opposite end, the local end continues to maintain the changed sending state of the traction-cutting command, sends the changed traction-cutting command information to the opposite end, closes the second timer, enters into a state of waiting for confirmation of the opposite end, continues to execute step P5, if the changed sending state of the traction-cutting command is inconsistent with the received traction-cutting command information of the opposite end, closes the second timer, and the local end enters into a fault state, if the sending state of the traction removal command is not changed, judging whether a second timer is overtime or not, if the second timer is overtime, closing the second timer, entering a fault state, and if the second timer is not overtime, continuously judging whether the sending state of the traction removal command is changed or not when the local terminal sends the traction removal command to the train interface;

p5: periodically sending changed traction removal command information to an opposite end, judging whether confirmation information about traction removal commands of the opposite end is received, if the confirmation information about traction removal commands of the opposite end is received, the home end enters an idle state, if the confirmation information about traction removal commands of the opposite end is not received, judging whether the frequency of sending the changed traction removal command information to the opposite end exceeds a specified frequency, if the frequency of sending the changed traction removal command information to the opposite end exceeds the specified frequency, the home end enters the idle state, and if the frequency of sending the changed traction removal command information to the opposite end does not exceed the specified frequency, the changed traction removal command information is continuously sent to the opposite end.

The safety command further comprises a train interface control command, wherein the train interface control command comprises but is not limited to a service brake level 4, a service brake level 1, a split-phase command and a split-phase selection;

in the following, for different situations, the processing measures for determining the train interface control command are respectively determined, and the passing split-phase command is taken as an example for explanation:

case 1:

the power failure of the vehicle-mounted equipment, or the failure of both the first main control unit and the second main control unit, and the sending of a passing neutral section command to the train interface is cancelled;

case 2:

under the condition that at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted equipment determines whether to send a passing neutral section command to the train interface according to the operation condition;

The foregoing case 2 specifically includes the following three cases:

case 1: when the first main control unit fails or is dead, the first main control unit continuously cancels sending of the passing phase command to the train interface, the second main control unit determines whether to send the passing phase command to the train interface according to needs, for example, in a railway section where the passing phase command needs to be executed, the second main control unit sends the passing phase command to the train interface, and in a railway section where the passing phase command does not need to be executed, the second main control unit does not send the passing phase command to the train interface;

case 2: when the second main control unit fails or is dead, the second main control unit continuously cancels the sending of the passing phase splitting command to the train interface, the first main control unit determines whether to send the passing phase splitting command to the train interface according to the requirement, and the scene of 'as required' is exemplified as above;

case 3: the first main control unit and the second main control unit are all in a normal operation state, and the second main control unit continuously cancels the sending of a phase passing command to a circuit module in the vehicle-mounted equipment;

the first main control unit determines whether to send the passing phase splitting command to the circuit module or cancel sending the passing phase splitting command to the circuit module according to needs, and the scene of 'according to needs' is as above;

if the circuit module does not receive the passing split-phase command, the circuit module cancels the sending of the passing split-phase command to the train interface;

and if the circuit module receives the passing phase splitting command of the first main control unit, the passing phase splitting command is sent to the train interface.

When the existing vehicle-mounted device is started, a brake loop needs to be tested, so that accurate sending of a brake command in a running process is ensured, and therefore, under the condition that the second main control unit hot backs up the first main control unit, and the first main control unit and the second main control unit supply power simultaneously, the method for providing the brake test of the vehicle-mounted device specifically comprises the following steps, as shown in fig. 13:

d1: the first main control unit receives the brake test request in real time, after receiving the brake test request, the first main control unit starts to execute the brake test, if the brake test fails, a driver is reminded of the failure of the brake test, the brake test is executed again until the brake test succeeds, and if the brake test succeeds, the second main control unit is instructed to execute the brake test;

d2: the second main control unit receives the command for executing the braking test sent by the first main control unit, starts to execute the braking test after sending the command for confirming the receiving to the first main control unit, and sends the braking test result to the first main control unit if the braking test is successful, and the first main control unit feeds the braking test results of the local terminal and the second main control unit back to a driver;

if the braking test fails, judging whether the braking test times exceed the specified times, if not, executing step D3, and if so, executing step D4;

By adopting the method, when the vehicle-mounted equipment is started, the braking loops of the first main control unit and the second main control unit are tested, so that the accurate sending of the braking command in the running process of the vehicle-mounted equipment is ensured.

Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art can make modifications and equivalents to the embodiments of the present invention without departing from the spirit and scope of the present invention, which is set forth in the claims of the present application.

Claims

1. A method for processing train interface data of hot standby vehicle-mounted equipment is characterized in that,

when at least one of the first main control unit and the second main control unit is in a normal operation state, the vehicle-mounted equipment determines whether to send a safety command to a train interface according to the operation condition, and the method comprises the following steps:

when the first main control unit and the second main control unit all operate normally, the first main control unit or the second main control unit determines whether to send a safety command to the train interface according to the states of the local terminal and the opposite terminal, and the method specifically comprises the following steps:

2. The method for processing the train interface data for the hot standby vehicle-mounted device according to claim 1, wherein the step of controlling the input signals to be consistent specifically comprises the following steps:

3. The method for processing the train interface data for the hot standby vehicle-mounted device according to claim 2, wherein when the signal contents of the first input signal and the second input signal are inconsistent, if the time when the signal contents of the first input signal and the second input signal are inconsistent exceeds a predetermined time, it is determined that the second master control unit is faulty.

4. The method for processing train interface data for hot standby vehicle-mounted equipment according to claim 1, wherein the input signals are controlled to be consistent, specifically:

5. The method for processing train interface data for hot standby of the vehicle-mounted device according to claim 1, wherein when at least one of the first master control unit and the second master control unit is in a normal operation state, the vehicle-mounted device determines whether to send a safety command to the train interface according to an operation condition, further comprising:

or the like, or, alternatively,

6. The method for processing train interface data for hot-standby onboard equipment according to claim 1, wherein the safety command comprises a speed control command, a cut-off traction command.

7. The method for processing train interface data for hot-standby onboard equipment according to claim 1,

the safety command comprises a train interface control command;

or the like, or, alternatively,

8. The method for processing train interface data for hot standby of vehicle-mounted equipment according to claim 1, further comprising a brake test of the vehicle-mounted equipment, wherein the brake test comprises the following steps: