CN115314964A - Signal switching method and system - Google Patents
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W36/00—Hand-off or reselection arrangements
- H04W36/08—Reselecting an access point
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W24/00—Supervisory, monitoring or testing arrangements
- H04W24/04—Arrangements for maintaining operational condition
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W36/00—Hand-off or reselection arrangements
- H04W36/0005—Control or signalling for completing the hand-off
- H04W36/0083—Determination of parameters used for hand-off, e.g. generation or modification of neighbour cell lists
- H04W36/0085—Hand-off measurements
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W36/00—Hand-off or reselection arrangements
- H04W36/24—Reselection being triggered by specific parameters
- H04W36/30—Reselection being triggered by specific parameters by measured or perceived connection quality data
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W88/00—Devices specially adapted for wireless communication networks, e.g. terminals, base stations or access point devices
- H04W88/12—Access point controller devices
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Abstract
The application relates to the technical field of wireless communication networks, in particular to a signal switching method, which is applied to vehicle-mounted equipment and comprises the following steps: connecting a plurality of trackside devices by adopting a multichannel technology, wherein the trackside devices and the vehicle-mounted device are networked in a fat wireless bridging mode; monitoring the signal intensity of a plurality of the trackside equipment which are connected currently, so as to determine redundant trackside equipment of which the signal intensity is lower than a preset signal threshold value and target trackside equipment of which the signal intensity is higher than the preset signal threshold value from the plurality of trackside equipment; according to a preset signal switching rule, the vehicle-mounted equipment disconnects the redundant trackside equipment and switches to the target trackside equipment for data interaction, so that time delay generated by cross-zone switching of the vehicle-mounted equipment is eliminated, the condition that train operation is influenced due to communication interruption, time delay, packet loss and the like during train operation is avoided, the stability of a wireless link and the efficient transmission of data during train operation are ensured, and the reliability of a track communication system is improved.
Description
Technical Field
The present application relates to the field of wireless communication network technologies, and in particular, to a signal switching method and system.
Background
The track communication system realizes wireless signal coverage in the track by arranging leaky cables on the inner side of the track. Because the coverage radius of the wireless signal of the WLAN is limited, when the track is long, the wireless signal inevitably needs to be handed over, and in the process of handing over, the wireless link is disconnected and reconnected, which causes the switching delay of the wireless signal, and even causes the data packet loss. The rail communication system is a channel for realizing real-time communication between a train and a control center, is related to the running safety of the train, cannot cause the conditions of influencing the train operation due to communication interruption, time delay, packet loss and the like, and needs to ensure the stability of a wireless link and the efficient transmission of data when the train runs at a high speed.
Disclosure of Invention
In order to solve the problem of delay generated during the signal handover,
in a first aspect, the present application provides a signal switching method, where the method is applied to an on-board device, and the method includes:
connecting a plurality of trackside devices by adopting a multichannel technology, wherein the trackside devices and the vehicle-mounted device are networked in a fat wireless bridging mode;
monitoring the signal intensity of a plurality of the trackside equipment which are connected currently, so as to determine redundant trackside equipment with the signal intensity lower than a preset signal threshold value and target trackside equipment with the signal intensity higher than the preset signal threshold value from the plurality of the trackside equipment;
and according to a preset signal switching rule, the vehicle-mounted equipment disconnects the redundant trackside equipment and switches to the target trackside equipment for data interaction.
Further, the method further comprises: monitoring whether the newly added trackside equipment exists, and connecting the vehicle-mounted equipment with the newly added trackside equipment when the monitoring result is yes;
the signal switching rule includes: and determining the trackside equipment with the signal intensity higher than a preset signal threshold value in the newly added trackside equipment as target trackside equipment, and performing data interaction with the target trackside equipment.
In a second aspect, the application provides an in-vehicle device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method steps of any of claims 1-2 when executing the program.
In a third aspect, the application provides a computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, is adapted to carry out the method steps of any one of the claims 1-2.
In a fourth aspect, the present application provides a signal switching system, comprising: on-board equipment and off-track equipment;
the vehicle-mounted equipment is networked with the trackside equipment through a fat wireless bridging mode, and the vehicle-mounted equipment and the trackside equipment are connected by adopting a multichannel technology and carry out data interaction so as to eliminate time delay generated by cross-zone switching of the vehicle-mounted equipment.
Further, the signal switching system further includes a local side device, the local side device is connected to the trackside device through a multichannel technology, wherein the local side device and the trackside device are networked through a thin wireless bridging mode, and the local side device performs centralized scheduling on a plurality of trackside devices.
Further, the office device includes a wireless controller and a core switch, and the core switch is set in a dual-core node manner, so that the office device and the trackside device can continuously perform data interaction.
Further, the trackside equipment comprises a plurality of trackside wireless access points which are arranged at equal intervals, and the distance D between every two adjacent trackside wireless access points is 80-150 meters.
Furthermore, the trackside equipment further comprises a passive shunt and a communication leaky cable, the trackside wireless access point is connected with the input end of the passive shunt, the output end of the passive shunt is connected with the communication leaky cable, and the communication leaky cable outputs wireless signals to perform data interaction with the vehicle-mounted equipment.
Further, the vehicle-mounted equipment comprises a vehicle-mounted wireless access point, a coaxial connector and a vehicle-mounted antenna, wherein the vehicle-mounted wireless access point is connected with the vehicle-mounted antenna through the coaxial connector and performs data interaction with the trackside wireless access point.
Has the beneficial effects that:
according to the method, the vehicle-mounted equipment and the trackside equipment are networked in a fat wireless bridging mode, so that the vehicle-mounted equipment does not need authentication when being connected with new trackside equipment, links from channel establishment to re-issuing configuration of the vehicle-mounted equipment and local side equipment are eliminated, the time interval between disconnection and on-line of the vehicle-mounted equipment is reduced, time delay caused by cross-area switching of the vehicle-mounted equipment is eliminated, and the reliability of track communication is improved; under a fat wireless bridging networking mode, the vehicle-mounted equipment adopts a multichannel technology to simultaneously connect a plurality of trackside equipment, so that the vehicle-mounted equipment and the trackside equipment are ensured to be always connected; according to a preset signal switching rule, the vehicle-mounted equipment disconnects the redundant trackside equipment and switches to the target trackside equipment for data interaction, and the trackside equipment signal for transmitting data with the vehicle-mounted equipment is ensured to be always higher than a signal threshold value, so that time delay generated by cross-zone switching of the vehicle-mounted equipment is eliminated, the condition that the operation of a train is influenced due to communication interruption, time delay, packet loss and the like during the operation of the train is avoided, the stability of a wireless link and the efficient transmission of data during the operation of the train are ensured, and the reliability of a track communication system is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a signal handoff system for a track communication system according to an embodiment of the present application;
fig. 2 is a flow chart of a signal switching rule in a signal handover method for a track communication system according to embodiment 2 of the present application;
fig. 3 is a schematic structural diagram of an on-board device provided in embodiment 3 of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application.
Example 1
Embodiment 1 provides a signal handover system for a track communication system, including a local-side device, a trackside device, and a vehicle-mounted device; the local side equipment is connected with the trackside equipment through a backbone network, and the trackside equipment is connected with the vehicle-mounted equipment through a wireless signal; the data transmission of the local side equipment, the trackside equipment and the vehicle-mounted equipment is realized based on an IEEE802.11 ac technology;
IEEE802.11 ac is a wireless networking standard of the 802.11 family, established by the IEEE standards institute, that provides high throughput Wireless Local Area Network (WLAN) over the 5GHz band, 5G WiFi (5 th Generation of Wi-Fi), capable of providing a minimum of 1Gbps bandwidth for multi-drop WLAN communication or a minimum of 500Mbps single-wire transmission bandwidth;
IEEE802.11 ac is a successor to IEEE802.11 n, and employs and extends 802.11 n-derived air interface concepts, including: wider RF bandwidth (up to 160 MHz), more MIMO spatial streams (up to 8), MIMO for downlink multiusers (up to 4), and high density modulation (up to 256 QAM);
the bidirectional transmission among the local side equipment, the trackside equipment and the vehicle-mounted equipment realizes the simultaneous access and control of multiple signals based on the multi-channel technology of IEEE802.11 ac; under the condition of high-speed running of the train, data are transmitted between the train and the local-end equipment in a two-way mode at the speed that the effective bandwidth is not lower than 200Mbps, the lowest delay is guaranteed, and zero packet loss is guaranteed when the vehicle-mounted equipment and the trackside equipment perform signal switching;
the local side equipment comprises a wireless controller AC and a core switch which are arranged in a control machine room, the core switch adopts a double-core node deployment mode in the control machine room, the problem that control information cannot be downloaded to a train due to the fact that one core switch is in failure is avoided, and the reliability of information transmission is improved;
with reference to fig. 1, the trackside equipment includes trackside APs, a passive splitter, and a communication leaky cable; each trackside AP is respectively installed in an AP case, and the case meets the protection grade; kilomega optical ports are arranged on the trackside APs, and the core switch is directly connected with the trackside APs through optical fibers; a special radio frequency port QMA is arranged on the trackside AP and used for connecting a radio frequency cable; the trackside AP is connected with an input port of a passive shunt through a vehicle-mounted antenna, an output port of the passive shunt is connected with a communication leaky cable through the vehicle-mounted antenna, and the communication leaky cable transmits a wireless signal to the travelling crane track to carry out wireless signal coverage on the travelling crane track;
the vehicle-mounted equipment comprises a vehicle-mounted AP, a coaxial connector and a vehicle-mounted antenna, wherein the vehicle-mounted AP is provided with a radio frequency port QMA, a radio frequency cable extending out of the radio frequency port QMA is short and needs to be connected with a radio frequency extension line through the coaxial connector, and the vehicle-mounted AP is arranged inside a vehicle body, while the vehicle-mounted antenna is arranged outside the vehicle and needs to be punched on the vehicle body; the hole diameter of the vehicle-mounted antenna is set to 25mm, and the position of the vehicle-mounted antenna hole is set near the installation position of the vehicle-mounted antenna.
And an FIT AP mode networking is adopted between the wireless controller AC and the trackside AP. The FIT AP mode is composed of a wireless controller and trackside APs, wherein the wireless controller AC is centrally arranged in a control center. In an FIT AP mode, the trackside AP must be matched with a wireless controller AC to complete the work content of a wireless network together, the FIT AP mode has no requirement on the network of quality inspection of the wireless controller AC and the trackside AP, only IP is required to be accessible, a management platform only manages the wireless controller AC, and the wireless controller AC is used as a unified node in the FIT AP mode to perform data acquisition, centralized management and automatic configuration on all trackside APs;
by adopting a networking mode of a wireless controller AC plus an FIT AP, the configuration change, monitoring and management can be intensively completed on the trackside AP, the unified management on the trackside AP is completed under various networking modes under the control of the user and the service, the channel conflict, the information interference and the like among a plurality of trackside APs are avoided, and the stability and the usability of the wireless network are improved. Meanwhile, the network networking design can be more flexible, and the network failure rate is reduced integrally.
The FAT AP mode is adopted between the vehicle-mounted AP and the trackside AP for networking, the physical layer of the WLAN, user data encryption, user authentication, qoS (quality of service), network management, roaming technology and functions of other application layers are integrated in the Fat AP mode, the time interval of disconnection and connection of the vehicle-mounted AP can be reduced, the links from connection of the vehicle-mounted AP and the wireless controller AC to channel establishment to re-issuing configuration are omitted.
In the embodiment 1, a vehicle-mounted AP is respectively configured at the head position and the tail position of a vehicle, each vehicle-mounted AP is configured with 1 directional dual-frequency antenna, and the vehicle-mounted AP detects and receives a wireless signal sent by a communication leaky cable and then sends the wireless signal to a user terminal;
the wide temperature, vibration, EMC and the like of the trackside AP and the vehicle-mounted AP used in the embodiment 1 meet the requirements of industrial standards, the product not only supports an 802.11ac protocol, but also supports double radio frequency ports, the theoretical rate of equipment can reach 867Mbps under the bandwidths of 2 streams and 80MHz, and the stable track wireless bandwidth of more than 200Mbps can be provided under the high-speed motion of a train.
According to practical test experience, the optimal distance between two adjacent trackside APs is 120-150 meters, and 5 trackside APs need to be installed on the side wall of a track in an equal-distance suspension mode by taking a 500-meter common track as an example. By adopting the point distribution principle, the coverage area of each trackside AP can be ensured to have an overlapping area, the signal loophole area of a failed AP can be covered by automatically adjusting the transmitting power of the AP, and when a single trackside AP or other equipment fails, the integrity of signal transmission is still ensured, and the normal work of the system is ensured;
the FIT AP and multi-signal connection technology is adopted, functions such as centralized configuration management, roaming switching, signal and transmitting power self-adaption and the like are achieved through the wireless controller AC, so that when a suspension type transportation system vehicle carries out signal crossing, the intensity of connected signals is detected, self-adaption achieves zero-time-delay crossing switching, and wireless links of the crossing switching are stable.
Example 2
Based on the same inventive concept, embodiment 2 proposes a signal switching method, which is applied to the signal switching system proposed in embodiment 1.
The rail communication system is a channel for realizing real-time communication between the train and the control center, is related to the safety of train operation, and cannot cause the conditions of influencing the train operation caused by communication interruption, time delay, packet loss and the like. When the vehicle-mounted AP moves from the coverage area of the original trackside AP to the coverage area of the newly-added trackside AP, signal switching occurs, because the wireless signal switching operation of the vehicle-mounted AP between the coverage areas of the two adjacent trackside APs is automatic and transparent to train operation, and special processing is not performed, the handoff time of the WLAN is long, including re-authentication of connection authority and other additional time overhead for safety, during switching, the vehicle-mounted AP can be disconnected from all trackside APs, and the safety of train operation is affected. In order to avoid any possible data loss in the switching process, a method of establishing a standby link first and then selecting a machine for switching is adopted based on the multichannel technology of IEEE802.11 ac, signal creation and link switching are completed in the high-speed running process of a train, and the message is ensured not to be lost. The lower layer protocol for link establishment and communication between the vehicle-mounted AP and the trackside AP follows the newly increased IEEE802.11s standard, and the vehicle-mounted AP does not need to authenticate signals.
With reference to fig. 2, the vehicle-mounted AP connects the trackside equipment through a preset signal switching rule;
whether newly-added trackside AP exists in vehicle-mounted AP monitoring signal connection range n+1 When the monitoring result is negative, continuing monitoring; when the monitoring result is yes, connecting the newly added trackside AP n+1 Simultaneously with the original trackside AP n Keep connected with the original trackside AP n Maintaining data transmission;
monitoring the original tracksideAP n Whether the signal intensity is lower than a set threshold value or not, if not, continuing to monitor the signal intensity and the original trackside AP n Keep connected with the original trackside AP n Maintaining data transmission; when the monitoring result is yes, the original trackside equipment AP is used n As redundant trackside equipment, disconnecting the original trackside AP n Connection of (2) to the newly added trackside AP n+1 As target trackside equipment, with newly-added trackside AP n+1 Connecting with newly added trackside AP n+1 Carrying out data transmission;
and repeating the steps until the train leaves the track.
The process omits the process of switching signal authentication connection, realizes zero packet loss switching of ultra-low time delay switching, and solves the problem of unstable wireless link of handover switching.
Switching algorithm based on standard 802.11a/b/g/n/ac allows vehicle-mounted AP to be in contact with original trackside AP n With newly-added trackside AP before detachment n+1 The connection is established, i.e. before the interruption. And the adjacent trackside APs overlap each other by a sufficient area, zero delay of signal switching can be realized. All the processing related to switching is finished when the train runs in the AP overlapping area beside the adjacent track, the size of the overlapping area is calculated according to the full-speed running of the train, the fastest switching time delay can be less than 5ms, and zero packet loss switching is achieved.
The method adopts a multi-signal connection technology based on 802.11a/b/g/n/AC, the wireless controller AC performs centralized configuration and management on the trackside AP, the signal strength of a plurality of signals in a detection area is not required to be authenticated, the strongest signal is automatically connected, the strongest signal is connected and the second strongest signal is disconnected synchronously, and the suspension type transportation system is prevented from being disconnected due to cross-zone switching.
Example 3
Based on the same inventive concept, embodiment 3 of the present application provides an in-vehicle device, as shown in fig. 3, including a memory 304, a processor 302, and a computer program stored on the memory 304 and operable on the processor 302, where the processor 302 implements the steps of the above-mentioned directed graph drawing method when executing the program.
Where in fig. 3 a bus architecture (represented by bus 300), bus 300 may include any number of interconnected buses and bridges, bus 300 linking together various circuits including one or more processors, represented by processor 302, and memory, represented by memory 304. The bus 300 may also link together various other circuits such as peripherals, voltage regulators, power management circuits, and the like, which are well known in the art, and therefore, will not be described any further herein. A bus interface 306 provides an interface between the bus 300 and the receiver 301 and transmitter 303. The receiver 301 and the transmitter 303 may be one and the same element, i.e. a transceiver, providing a means for communicating with various other apparatus over a transmission medium. The processor 302 is responsible for managing the bus 300 and general processing, and the memory 304 may be used for storing data used by the processor 302 in performing operations.
Example 4
Based on the same inventive concept, embodiment 4 of the present application provides a computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the steps of the above method for predicting a strip deviation value.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual machine, or other apparatus. Various general purpose systems may also be used with the teachings herein. The required structure for constructing such a system will be apparent from the description above. In addition, this application is not directed to any particular programming language. It is appreciated that a variety of programming languages may be used to implement the teachings of the present application as described herein, and any descriptions of specific languages are provided above to disclose the best mode of use of the present application.
The foregoing are examples of the present application and all known constructions and features of the embodiments disclosed herein are not described in any great detail, and all those skilled in the art who have the knowledge of the common general knowledge in the field of the invention before the filing date or the priority date of this application and the knowledge of the common general knowledge in the field of the invention before the filing date can understand all the prior art and have the ability to apply routine experimentation before the date, and those skilled in the art can now combine the teachings of the present application to perfect and implement the embodiments, and some typical known constructions or known methods should not become an obstacle to the implementation of the present application by those skilled in the art. It should be noted that, for those skilled in the art, without departing from the structure of the present application, several changes and modifications can be made, which should also be regarded as the protection scope of the present application, and these will not affect the effect of the implementation of the present application and the practicability of the patent. The scope of the claims of the present application shall be defined by the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.
Claims (10)
1. A signal switching method is characterized by being applied to vehicle-mounted equipment and comprising the following steps:
connecting a plurality of trackside devices by adopting a multichannel technology, wherein the trackside devices and the vehicle-mounted devices are networked in a fat wireless bridging mode;
monitoring the signal intensity of a plurality of the trackside equipment which are connected currently, so as to determine redundant trackside equipment of which the signal intensity is lower than a preset signal threshold value and target trackside equipment of which the signal intensity is higher than the preset signal threshold value from the trackside equipment;
and according to a preset signal switching rule, the vehicle-mounted equipment disconnects the redundant trackside equipment and switches to perform data interaction with the target trackside equipment.
2. A signal switching method according to claim 1, characterized in that:
the method further comprises the following steps: monitoring whether the newly added trackside equipment exists or not, and if so, connecting the vehicle-mounted equipment with the newly added trackside equipment;
the signal switching rule includes: and determining the trackside equipment with the signal intensity higher than a preset signal threshold value in the newly added trackside equipment as target trackside equipment, and performing data interaction with the target trackside equipment.
3. An in-vehicle device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor realizes the method steps according to any of claims 1-2 when executing the program.
4. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method steps of any one of claims 1-2.
5. A signal switching system, comprising: on-board equipment and off-track equipment;
the vehicle-mounted equipment is networked with the trackside equipment through a fat wireless bridging mode, and the vehicle-mounted equipment and the trackside equipment are connected by adopting a multichannel technology and carry out data interaction so as to eliminate time delay generated by cross-zone switching of the vehicle-mounted equipment.
6. A signal switching system according to claim 5, wherein: the signal switching system further comprises a local side device, the local side device is connected with the trackside device through a multichannel technology, wherein the local side device and the trackside device are networked through a thin wireless bridging mode, and the local side device conducts centralized scheduling on the trackside devices.
7. A signal switching system according to claim 5, wherein: the local side equipment comprises a wireless controller and a core switch, and the core switch is arranged in a double-core node mode, so that the local side equipment and the trackside equipment can continuously carry out data interaction.
8. A signal switching system according to claim 5, wherein: the trackside equipment comprises a plurality of trackside wireless access points which are arranged at equal intervals, and the distance D between every two adjacent trackside wireless access points is 80-150 meters.
9. A signal switching system according to claim 5, wherein: the trackside equipment further comprises a passive shunt and a communication leaky cable, the trackside wireless access point is connected with the input end of the passive shunt, the output end of the passive shunt is connected with the communication leaky cable, and the communication leaky cable outputs wireless signals to perform data interaction with the vehicle-mounted equipment.
10. A signal switching system according to claim 5, wherein: the vehicle-mounted equipment comprises a vehicle-mounted wireless access point, a coaxial connector and a vehicle-mounted antenna, wherein the vehicle-mounted wireless access point is connected with the vehicle-mounted antenna through the coaxial connector and performs data interaction with the trackside wireless access point.
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| CN202210728470.4A CN115314964A (en) | 2022-06-24 | 2022-06-24 | Signal switching method and system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116996924A (en) * | 2023-09-22 | 2023-11-03 | 新华三技术有限公司 | Fault processing method and device |
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| CN116996924A (en) * | 2023-09-22 | 2023-11-03 | 新华三技术有限公司 | Fault processing method and device |
| CN116996924B (en) * | 2023-09-22 | 2023-12-05 | 新华三技术有限公司 | Fault processing method and device |
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