CN115416721A - Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure - Google Patents

Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure Download PDF

Info

Publication number
CN115416721A
CN115416721A CN202210850475.4A CN202210850475A CN115416721A CN 115416721 A CN115416721 A CN 115416721A CN 202210850475 A CN202210850475 A CN 202210850475A CN 115416721 A CN115416721 A CN 115416721A
Authority
CN
China
Prior art keywords
control end
main control
vehicle
fault
mounted controller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210850475.4A
Other languages
Chinese (zh)
Inventor
崔海刚
汪小勇
凌小雀
张璇
陈绍文
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Casco Signal Ltd
Original Assignee
Casco Signal Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Casco Signal Ltd filed Critical Casco Signal Ltd
Priority to CN202210850475.4A priority Critical patent/CN115416721A/en
Publication of CN115416721A publication Critical patent/CN115416721A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention relates to a method and a device for processing faults of a vehicle-mounted controller with a head-tail redundancy structure, wherein the method comprises the following steps: step S1, the non-main control terminal sends the running state information of the terminal to a main control terminal in real time, and the main control terminal receives the state information of the non-main control terminal and comprehensively judges whether a fault exists in the vehicle-mounted controller by combining the state information of the main control terminal; s2, judging whether the single-ended fault exists or not, and if the single-ended fault exists, executing the step S3; s3, the master control end sends the fault information to an ATS subsystem; s4, after receiving an automatic restart command sent by the ATS subsystem, the main control end carries out logic judgment, and sends a process restart instruction to the non-main control end when the conditions that the running state of the non-main control end is abnormal and the ATS restart command is received are met; and S5, after receiving the process restart instruction sent by the main control end, the non-main control end which is stopped is restarted under the condition of no power failure. Compared with the prior art, the invention has the advantages of really realizing uninterrupted restart and the like.

Description

Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure
Technical Field
The invention relates to an urban rail transit signal system, in particular to a method and a device for processing faults of a vehicle-mounted controller with a head-tail redundant structure.
Background
The vehicle-mounted controller of the urban rail transit signal system has various different redundant structures; for the vehicle-mounted controller with the head-tail redundancy structure, once the controller at one end fails, the main control end can only be switched to the other end, at the moment, only single-system operation can be performed if operation is continued, the system redundancy is reduced, and the overall failure of the vehicle-mounted controller can occur if the controller fails again. The vehicle-mounted controller cannot control the train to run, and the train can only stop on the positive line. Different from the integral fault of the vehicle-mounted controller, the single-end fault does not directly affect the operation, only the redundancy of the system is lost, the vehicle-mounted controller can not bear the secondary fault, and the problem that the train can not correctly respond to the output instruction of the signal system due to the asynchronous information of the two-end controllers after the one-end controller is restarted can be solved.
For the manned project, after the single-end vehicle-mounted controller fails, a driver observes that the vehicle-mounted controller is not completely available through a vehicle-mounted display screen. At the moment, a driver can try to recover the redundant operation in a mode of restarting the vehicle-mounted controller after parking, the process can consume several minutes of time, and the influence on operation such as late time can be caused; some subway operators can select trains to be checked and repaired after arriving at the next station in order to ensure the operation safety (at the moment, whether the fault is recoverable or not cannot be determined), and the operation is greatly influenced.
For an unmanned project, after a single-end fault occurs, the scheduling can observe that the vehicle-mounted controller of the vehicle is not completely available from an ATS interface, at the moment, two different coping modes are provided, the first mode is online outage restarting, and a train stops online in the process and consumes several minutes to cause a delay; the second is to clear the next station and return to the warehouse for maintenance, which also causes late time.
The retrieved Chinese publication No. CN112092868A discloses an exception handling method, device and system of a vehicle-mounted equipment control system, wherein the vehicle-mounted equipment control system comprises at least two vehicle-mounted controllers VOBC, and the method comprises the following steps: if one of at least two VOBC of the train is abnormal, the VOBC without abnormality is used as a main VOBC, and the VOBC with abnormality is used as a standby VOBC; acquiring a restarting signal for restarting the standby VOBC with the abnormality; and according to the restart signal, firstly disconnecting and then recovering the power supply of the spare VOBC so as to restart the spare VOBC. By the method, abnormal spare VOBC can be recovered to be normal through remote processing under the condition of no manual processing in a full-automatic unmanned driving scene, repeated system switching processing is realized, the system availability is improved, the manual processing probability is reduced, and the condition that passengers are trapped in an interval and need emergency rescue due to the fact that a full-automatic unmanned train cannot continuously run due to the failure of the VOBC is avoided.
However, the existing patent is still realized through power failure in the restarting process of the standby VOBC, in this case, the train also needs to be stopped online, so that a late point is caused (the operation is interrupted), and meanwhile, for the restarting state of the standby VOBC, the main VOBC does not monitor the running state of the standby VOBC in real time, so that the problem of false restarting is caused.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method and a device for processing the faults of the vehicle-mounted controller with a head-to-tail redundancy structure.
The purpose of the invention can be realized by the following technical scheme:
according to a first aspect of the present invention, a method for processing a fault of an on-board controller of an end-to-end redundant structure is provided, where the on-board controller of the end-to-end redundant structure includes a main control end and a non-main control end, and the method includes the following steps:
step S1, the non-main control end sends the running state information of the local end to a main control end in real time, the main control end receives the state information of the non-main control end and combines the state information of the main control end to comprehensively judge whether the vehicle-mounted controller has faults or not, if so, the step S2 is executed, otherwise, the step S1 is continuously executed;
s2, judging whether the single-end fault exists or not, if so, executing the step S3, otherwise, scheduling and arranging the train to be off-line;
s3, the master control end sends the fault information to an ATS subsystem;
s4, after receiving an automatic restart command sent by the ATS subsystem, the main control end carries out logic judgment, and sends a process restart command to the non-main control end when the conditions that the running state of the non-main control end is abnormal and the ATS restart command is received are met;
and step S5, after receiving the process restarting instruction sent by the main control end, the non-main control end which is stopped is restarted under the condition of not powering off.
As a preferred technical solution, the single-ended fault includes:
1) If the main control end fails, the main control end with the failure is switched to be a non-main control end, the non-main control end without the failure is switched to be the main control end, and the new main control end sends the failure information of the vehicle-mounted controller to the ATS subsystem;
2) And if the non-master control end fails, the current master control end directly sends the failure information to the ATS subsystem.
As a preferred technical scheme, after the ATS subsystem receives the fault information, the fault information is displayed on an interface, and a popup window alarm is used for prompting a dispatcher whether to automatically restart one end of the vehicle-mounted controller.
As a preferred technical scheme, the scheduling personnel controls the ATS subsystem to send a restart command according to the fault information;
and if the dispatching personnel do not control the ATS subsystem to send the restart command according to the fault information after a period of time, the ATS subsystem automatically sends the restart command to the main control terminal.
As a preferred technical solution, after the non-master control end is restarted, the information synchronization with the master control end is completed.
Preferably, the information synchronization includes information synchronization with a vehicle input/output interface, vehicle-ground communication content synchronization, and vehicle-mounted ATP and ATO real-time calculation content synchronization.
As a preferred technical scheme, after the master control end acquires the state information of the non-master control end again, if the non-master control end is recovered to be normal, a fault repairing signal is sent to the ATS subsystem, and the fault information on the control interface disappears.
As a preferred technical scheme, after sending a restart command to a non-master control end, the master control end waits for a period of time, acquires the state information of the non-master control end again, and if the non-master control end still fails, sends warning information to the ATS subsystem, wherein the warning information is displayed on a control interface, and a train is scheduled to be off-line.
As a preferred technical scheme, if the dispatcher erroneously issues a restart command, the main control terminal does not execute the restart command if judging that the vehicle-mounted controller does not have a fault terminal after receiving the restart command.
According to a second aspect of the present invention, there is provided an apparatus for a method for handling a failure of an on-board controller of the head-to-tail redundancy structure, comprising:
the vehicle-mounted controller main control end is used for being in charge of communication with an external system and sending a control command to a vehicle system;
the vehicle-mounted controller is a non-master control end and is used for sending the running condition of the local end process to the master control end in real time and switching and upgrading the local end process to the master control end when the master control end fails;
the internal network of the vehicle-mounted controller is used for real-time communication between a main control end and a non-main control end in the vehicle-mounted controller;
the data communication system equipment is used for transmitting the information sent by the main control terminal to the ATS subsystem and transmitting a restarting instruction sent by the ATS subsystem to the main control terminal;
and the automatic train monitoring equipment is used for displaying the real-time running state of the train and the state of other trackside equipment.
As a preferred technical scheme, the main control end (a) of the vehicle-mounted controller realizes the functions of automatic train protection ATP and automatic train control ATO, guarantees the driving safety of the train according to the movement authorization calculated by the ATP equipment beside the rail, and controls the train to automatically run on line.
As an optimal technical scheme, the main control end (a) and the non-main control end (b) of the vehicle-mounted controller can automatically switch control authorities, and a train is ensured to have only one main control end at any time.
Preferably, the non-master control terminal (b) of the vehicle-mounted controller has the same hardware device as the master control terminal (a) of the vehicle-mounted controller and can realize the same ATP and ATO functions.
As a preferred technical solution, the internal network (c) of the vehicle-mounted controller is a dual-network redundant structure, and is used for transmitting the running state of the local terminal or transmitting the restart instruction of the main control terminal.
According to a third aspect of the invention, there is provided an electronic device comprising a memory having stored thereon a computer program and a processor implementing the method when executing the program.
According to a fourth aspect of the invention, there is provided a computer-readable storage medium, on which a computer program is stored which, when executed by a processor, implements the method.
Compared with the prior art, the invention has the following advantages:
1) The invention really realizes uninterrupted restart, has higher speed than the recovery speed of remote restart after power failure, shortens the time of a low redundancy state and reduces the possibility of integral failure.
2) The invention solves the problem of error restarting, when the scheduling personnel mistakenly issues the restarting command under the condition that the vehicle-mounted controller has no fault, the main control terminal judges that no fault terminal exists after receiving the restarting command, and the non-main control terminal can not execute the restarting command, thereby preventing the error restarting.
3) If the fault end still cannot be recovered after restarting, and after the fixed time is exceeded, an alarm is displayed on the ATS equipment for the reference of operation scheduling personnel, the scheduling personnel can continue to execute the offline operation of the train, and the control end fault which cannot be solved by restarting is processed in time.
4) Because the two-end controller independently processes the trackside equipment information, if the two-end information is asynchronous, the train can not correctly respond to the scene of the output instruction of the signal system, the invention designs a synchronization mechanism between the non-master control end and the master control end after the process is restarted, and reduces the risk that the instruction can not be correctly responded after the restart.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a flowchart illustrating the method for the main control end to determine whether to restart;
FIG. 3 is a flow chart of the fault recovery state processing of the present invention;
FIG. 4 is a schematic view of the structure of the device of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
According to the invention, after the redundancy loss caused by the single-end fault of the vehicle-mounted controller is detected, the fault is reported to the remote dispatcher, and the dispatcher controls the process of the fault end system to restart through a remote command after confirming, so that the redundant operation of the whole vehicle-mounted controller is recovered, the whole process does not need to stop, the operation of the train can not be influenced, and the operation can not be interrupted even if the train performs ATO operation, stops accurately, and opens and closes a train door, a platform door and the like.
As shown in fig. 1, the specific steps implemented for the method of the present invention include:
(1) The vehicle-mounted controller with the redundant heads and the redundant tails comprises a main control end and a parallel non-main control end, the non-main control end sends the running condition of the local end to the main control end in real time, when the non-main control end runs normally, the main control end can detect the state of the non-main control end, and the whole running condition of the vehicle-mounted controller is periodically sent to the ATS subsystem after comprehensive judgment.
(2) And the vehicle-mounted control single-end fault with the redundancy from head to tail is remotely sent to the ATS subsystem. The single-end fault is divided into two conditions, when the main control end is in fault, the main control end needs to be switched, the current non-main control end can be changed into a new main control end, and then the new main control end sends the fault state of the vehicle-mounted controller to the ATS subsystem; when the non-main control end fails, the current main control end directly sends the failure state to the ATS subsystem.
(3) And the ATS subsystem receives part of available information reported by the train, displays the unavailable information on an interface and prompts a dispatcher whether to automatically restart the unavailable end of the vehicle-mounted controller through a popup window alarm. And after the dispatcher clicks and confirms, the ATS subsystem issues an automatic restart command, and the automatic restart command is sent to one end of the vehicle-mounted controller which still normally operates through the wireless communication system.
(4) After the still running vehicle-mounted controller receives the automatic restart command sent by the ATS, the main control end of the vehicle-mounted controller performs logic judgment, and as shown in fig. 2, sends a process restart instruction to the non-vehicle-mounted main control end when the conditions that the running state of the non-main control end is abnormal and the ATS restart command is received are met simultaneously; if the scheduling personnel mistakenly issue the restart instruction under the condition that the vehicle-mounted controller has no fault, the vehicle-mounted main control terminal judges that no fault end exists after receiving the restart instruction, and the vehicle-mounted controller cannot execute the restart instruction.
(5) And after the non-main control end receives the process restarting instruction sent by the main control end, restarting the stopped vehicle-mounted controller process under the condition of not powering off.
(6) As shown in fig. 3, after the non-master control process is restarted, the non-master control process completes synchronization with the master control vehicle-mounted controller, including synchronization with vehicle input and output interface information, synchronization of vehicle-ground communication content, synchronization of vehicle-mounted ATP and ATO real-time calculation content, and the like; if the vehicle-mounted fault end still cannot recover after restarting due to verification faults, and after the fixed time is exceeded, the ATS equipment displays an alarm, and the dispatcher can continue to perform the offline operation of the train.
(7) And after the information synchronization is finished, the state of normal operation of the local terminal is sent to the main control terminal, after the main control terminal receives the state of normal operation of the non-main control terminal, the state of normal operation of the whole system is sent to the ATS, the abnormal state of vehicle operation on an ATS interface disappears, and the fault is recovered.
The above is a description of method embodiments, and the embodiments of the present invention are further described below by way of apparatus embodiments.
As shown in fig. 4, the fault handling apparatus for a vehicle-mounted controller with a head-to-tail redundancy structure according to the present invention includes:
1) Vehicle-mounted controller master control end a: the method realizes two main functions of automatic train protection ATP and automatic train control ATO, guarantees the driving safety of the train according to the movement authorization calculated by the ATP equipment beside the rail, and controls the train to automatically run on line. The main control function is played for the vehicle-mounted controller with a head-tail redundant structure, the switching of control authority can be automatically carried out between the main control end and the non-main control end, and the fact that a train has only one main control end at any time is guaranteed. And the vehicle-mounted controller of the main control end is responsible for communicating with an external system and controlling a control instruction for a vehicle system.
2) Non-master control end b of vehicle-mounted controller: for the vehicle-mounted controller with a head-tail redundant structure, the vehicle-mounted controller has the same hardware equipment as the main control end a, can realize the same ATP and ATO functions, and can realize real-time communication between the non-main control end and the main control end and generate control authority switching. After the fault, the operating system can receive a restart instruction sent by the main control terminal to start an application program in charge of ATP and ATO functions. The running condition of the process of the local terminal can be sent to the main control terminal in real time for calculating the whole health state of the vehicle-mounted controller.
3) Vehicle-mounted controller internal network c: the double-network redundant controller is used for real-time communication between a main control end and a non-main control end in the vehicle-mounted controller, has a double-network redundant structure, and can transmit the running state of a local end and also can transmit a restart instruction of the main control end.
4) And the data communication system equipment d is used for realizing a medium for wireless and wired communication, transmitting the communication information sent by the master control end on the train to the trackside switch, and transmitting the communication information to the ATS subsystem through the trackside switch. And transmitting the restart instruction sent by the ATS subsystem to a trackside switch, and then transmitting the restart instruction to wireless communication equipment (WIFI, LTE communication and the like).
5) Automatic train monitoring equipment e: the method comprises the steps of displaying the real-time running state of the train and the states of other trackside equipment (such as turnouts, signal machines, platform doors and the like), displaying the fault state of the train when the vehicle-mounted equipment breaks down, prompting an operation dispatcher to issue a restart instruction, and sending a command to the vehicle-mounted equipment after the dispatcher issues the restart instruction. And when the vehicle-mounted equipment finishes restarting, the updated state of the train is displayed, and if the restarting is not finished due to overtime, a new restarting failure alarm is provided for the reference of operation scheduling personnel.
Through the cooperation of the existing vehicle-mounted controller, the wireless communication system, the automatic train monitoring system and other equipment, the automatic restarting scheme of the vehicle-mounted equipment with the head-tail redundant structure is realized, and the fault recovery can be completed under the condition of not interrupting the operation.
It can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working process of the described module may refer to the corresponding process in the foregoing method embodiment, and details are not described herein again.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in the device are connected to the I/O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; storage units such as magnetic disks, optical disks, and the like; and a communication unit such as a network card, modem, wireless communication transceiver, etc. The communication unit allows the device to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processing unit executes the respective methods and processes described above, such as the methods S1 to S5. For example, in some embodiments, methods S1-S5 may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more of the steps of methods S1-S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S1-S5 in any other suitable manner (e.g., by way of firmware).
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems on a chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.
Program code for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program code, when executed by the processor or controller, causes the functions/acts specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (16)

1. A fault processing method for a vehicle-mounted controller with a head-to-tail redundant structure is characterized by comprising the following steps of:
step S1, the non-main control end sends the running state information of the local end to a main control end in real time, the main control end receives the state information of the non-main control end and combines the state information of the main control end to comprehensively judge whether the vehicle-mounted controller has faults or not, if so, the step S2 is executed, otherwise, the step S1 is continuously executed;
s2, judging whether the single-end fault exists or not, if so, executing the step S3, otherwise, scheduling and arranging the train to be off-line;
s3, the master control end sends the fault information to an ATS subsystem;
s4, after receiving an automatic restart command sent by the ATS subsystem, the main control end carries out logic judgment, and sends a process restart instruction to the non-main control end when the conditions that the running state of the non-main control end is abnormal and the ATS restart command is received are met;
and S5, after receiving the process restart instruction sent by the main control end, the non-main control end which is stopped is restarted under the condition of no power failure.
2. The method for handling the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 1, wherein the single-ended fault comprises the following steps:
1) If the main control end fails, the main control end with the failure is switched to be a non-main control end, the non-main control end without the failure is switched to be the main control end, and the new main control end sends the failure information of the vehicle-mounted controller to the ATS subsystem;
2) And if the non-master control end fails, the current master control end directly sends the failure information to the ATS subsystem.
3. The method for processing the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 1, wherein after the ATS subsystem receives the fault information, the fault information is displayed on an interface and a popup window alarm is used for prompting a dispatcher whether to automatically restart one end of the fault of the vehicle-mounted controller.
4. The method for processing the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 3, wherein the dispatcher controls the ATS subsystem to send a restart command according to fault information;
and if the dispatching personnel do not control the ATS subsystem to send the restart command according to the fault information after a period of time, the ATS subsystem automatically sends the restart command to the main control terminal.
5. The method for processing the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 1, wherein after the non-master control end is restarted, information synchronization with the master control end is completed.
6. The method as claimed in claim 5, wherein the information synchronization includes information synchronization with vehicle I/O interface, vehicle-to-ground communication content synchronization, and vehicle-mounted ATP and ATO real-time calculation content synchronization.
7. The method for processing the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 1, wherein after the state information of the non-master control end is obtained again by the master control end, if the non-master control end is recovered to be normal, a fault repairing signal is sent to the ATS subsystem, and the fault information on the control interface disappears.
8. The method for processing the fault of the vehicle-mounted controller with the head-to-tail redundancy structure according to claim 1, wherein after the main control end sends a restart command to the non-main control end, the main control end waits for a period of time to obtain the state information of the non-main control end again, and if the non-main control end still fails, the warning information is sent to the ATS subsystem, and is displayed on a control interface, and a train is scheduled to be off-line.
9. The method according to claim 1, wherein if the dispatcher erroneously issues a restart command, the main control terminal does not execute the restart command if it determines that the vehicle-mounted controller does not have a failed terminal after receiving the restart command.
10. An apparatus for a method of handling a failure of a vehicle controller with a head-to-tail redundancy structure according to claim 1, comprising:
the vehicle-mounted controller main control end (a) is used for being in charge of communication with an external system and sending a control command to a vehicle system;
the vehicle-mounted controller is a non-master control end (b) and is used for sending the running condition of the process of the local end to the master control end in real time and switching and upgrading the running condition to the master control end when the master control end fails;
the vehicle-mounted controller internal network (c) is used for real-time communication between a main control end and a non-main control end in the vehicle-mounted controller;
the data communication system equipment (d) is used for transmitting the information sent by the main control end to the ATS subsystem and transmitting a restarting instruction sent by the ATS subsystem to the main control end;
and the automatic train monitoring equipment (e) is used for displaying the real-time running state of the train and the state of other trackside equipment.
11. The apparatus of claim 10, wherein the on-board controller master control end (a) implements Automatic Train Protection (ATP) and automatic train control (ATO) functions, and guarantees the driving safety of the train according to the movement authorization calculated by the trackside ATP device, and controls the train to automatically run on line.
12. The device according to claim 10, wherein the switching of the control authority can automatically occur between the main control end (a) of the vehicle-mounted controller and the non-main control end (b) of the vehicle-mounted controller, so that the train has only one main control end at any time.
13. The apparatus of claim 10, wherein the non-master side (b) of the vehicle controller has the same hardware device as the master side (a) of the vehicle controller and can implement the same ATP and ATO functions.
14. The apparatus according to claim 10, wherein the on-board controller internal network (c) is a dual-network redundant structure for transmitting an operation state of a local terminal or transmitting a restart instruction of a master terminal.
15. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, wherein the processor, when executing the program, implements the method of any of claims 1-9.
16. 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 of any one of claims 1 to 9.
CN202210850475.4A 2022-07-19 2022-07-19 Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure Pending CN115416721A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210850475.4A CN115416721A (en) 2022-07-19 2022-07-19 Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210850475.4A CN115416721A (en) 2022-07-19 2022-07-19 Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure

Publications (1)

Publication Number Publication Date
CN115416721A true CN115416721A (en) 2022-12-02

Family

ID=84196716

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210850475.4A Pending CN115416721A (en) 2022-07-19 2022-07-19 Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure

Country Status (1)

Country Link
CN (1) CN115416721A (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109987118A (en) * 2018-01-03 2019-07-09 比亚迪股份有限公司 The abnormality eliminating method of on-vehicle equipment control system, device and system
CN110758483A (en) * 2019-10-29 2020-02-07 交控科技股份有限公司 Method, apparatus, device and medium for remote restart
CN112550362A (en) * 2020-12-03 2021-03-26 卡斯柯信号有限公司 Restarting method of train controller

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109987118A (en) * 2018-01-03 2019-07-09 比亚迪股份有限公司 The abnormality eliminating method of on-vehicle equipment control system, device and system
CN110758483A (en) * 2019-10-29 2020-02-07 交控科技股份有限公司 Method, apparatus, device and medium for remote restart
CN112550362A (en) * 2020-12-03 2021-03-26 卡斯柯信号有限公司 Restarting method of train controller

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
吴雪花: "基于32位处理器的二乘二取二安全系统设计", 中国优秀硕士学位论文全文数据库信息科技辑, no. 05, pages 30 *

Similar Documents

Publication Publication Date Title
CN110775101B (en) Remote RM operation control method under full-automatic operation of rail transit signal system
CN112550362B (en) Restarting method of train controller
CN109677421B (en) Platform door control device based on two-by-two-out-of-two architecture
CN111619616B (en) Switching device and switching method for remote control system or train control system
CN105197068A (en) Dual-computer safety redundancy type LKJ mainframe system and method
CN111016967B (en) Interval monitoring method, device, system, computer equipment and storage medium
CN112158235A (en) Outdoor signal equipment control method and system for urban rail transit
CN114084203A (en) Train scheduling method and device for rail transit
CN109466593A (en) A kind of method and device of train operation plan downloading and operation control
CN108725521B (en) Hot standby redundancy management system and method for main and standby control centers of rail transit
KR101340080B1 (en) Control apparatus for automatic switch to main information process module in train control system
CN111634308A (en) Remote start control method for train
CN114228791A (en) Method and device for upgrading remote RM after remote restart of full-automatic operation train
KR101023533B1 (en) Automatic train control real time remote restore system and its control method thereof
CN114228789A (en) Full-automatic train dual-channel remote control method, device, equipment and medium
CN101723250B (en) Method and system for safe control of crane
CN113665631A (en) Remote restarting method and device for interlocking host equipment
CN112373522B (en) Emergency traction hierarchical control method, storage medium, equipment, network system and rail vehicle
CN115416721A (en) Method and device for processing faults of vehicle-mounted controller with head-tail redundancy structure
CN114662290A (en) Full-electronic interlocking monitoring data processing method and device
KR19980030105A (en) Elevator diagnostic system and its control method
CN118075323B (en) Platform door communication module monitoring and control system and method
CN118220254A (en) Fault control method for train, electronic equipment and storage medium
CN113085954B (en) Logic control system generation method for railway vehicle and corresponding system
CN116714645A (en) Train testing method, system, storage medium and electronic equipment

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication

Application publication date: 20221202

RJ01 Rejection of invention patent application after publication