Automatic self-checking method and device for driver controller

Abstract

The invention relates to the technical field of rail transit, and discloses an automatic driver controller self-checking method which comprises the following steps: detecting and receiving a self-checking starting instruction in real time under the condition that a train system is started and pantograph lifting operation is not activated, verifying the received self-checking starting instruction, and sequentially pushing train control instruction information; the execution condition of the vehicle control instruction is detected within the preset time, and according to whether corresponding control in-place instruction information is received or not, self-inspection passing or failure information is pushed; after the self-inspection information is pushed, continuing to push next vehicle control instruction information until all instruction information is correctly pushed; compared with the technical problem that in the prior art, manual overhaul is relied on, and particularly, efficient driver controller fault detection cannot be achieved before the train is put into main track operation, efficient detection of the driver controller is achieved through the automatic self-checking method, so that risks caused by faults are reduced, and the train operation safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an automatic self-checking method and device for a driver controller. Background Art

[0002] At present, the status detection of rail transit vehicle controllers mainly relies on daily inspections by manual maintenance personnel. However, before the train is put into operation on the main line, especially during the process of switching from automatic driving mode to manual driving mode, if there is a fault in the controller, it may lead to the inability to operate the train normally, thus triggering emergency rescue. The existing technology mainly relies on manual maintenance, especially before the train is put into operation on the main line, and it is impossible to achieve efficient fault detection of the controller. Therefore, it is urgent to develop an automated self-check method for the controller, which can complete the automatic detection of the controller before the train leaves the depot in a more intelligent and efficient way, thereby reducing the risk of failure and improving the safety of rail transit. Summary of the invention

[0003] In view of the above-mentioned technical deficiencies, the purpose of the present invention is to propose an automated self-inspection method for a driver controller, aiming to solve the technical problem that the prior art relies on manual maintenance, especially before the train is put into mainline operation, and efficient driver controller fault detection cannot be achieved.

[0004] In order to solve the above technical problems, the present invention adopts the following technical solutions: The present invention provides an automatic self-checking method for a controller.

[0005] Preferably, the automatic self-checking method of the controller includes:

[0006] Step S10: when the train system is started and the pantograph raising operation is not activated, real-time detection and receiving the controller self-check start instruction;

[0007] Step S20: using a checksum verification algorithm to verify the integrity of the received controller self-check start command, after the verification is correct, push the vehicle control command information to the front language prompt area in sequence, and use a confirmation feedback verification method to detect whether the vehicle control command information is pushed correctly;

[0008] Step S30: After the vehicle control command information is correctly pushed, whether the corresponding control command information is received within a preset time is detected. If received, the corresponding function self-test pass information is pushed to the front language prompt area; if not received, the corresponding function self-test failure information is pushed;

[0009] Step S40: After the self-check pass or fail information is pushed, continue to push the next vehicle control instruction information, and repeat step S30 until all vehicle control instruction information is pushed correctly.

[0010] Preferably, the central control vehicle instruction information in step S20 includes: moving the direction handle to the "forward position", moving the main control handle to the "traction position", moving the main control handle to the "braking position", moving the main control handle to the "fast braking position", moving the main control handle to the "0 position" and moving the direction handle to the "backward position".

[0011] Preferably, the step S30 further includes:

[0012] When the control in place instruction information is not detected continuously within the preset time, the corresponding function self-checking information is first pushed to the front language prompt area. After the preset time is reached and the control in place instruction information is still not detected, the corresponding function self-checking failure information is pushed to the front language prompt area.

[0013] Preferably, the preset time in step S30 can be adjusted according to operational requirements.

[0014] Preferably, the method further comprises the step of terminating the self-check:

[0015] A stop self-test soft button is provided in the self-test operation area. When a stop self-test operation event is detected, all self-test operations are terminated immediately, and the stop self-test information and the currently completed command self-test status information are pushed to the foreground language prompt area.

[0016] Preferably, the method further comprises a fault handling step:

[0017] When it is detected that a certain vehicle control command information cannot be pushed or the corresponding control in place command information cannot be received within the preset time, it automatically enters the fault handling mode, pushes the fault information to the front language prompt area, and generates a fault report for subsequent analysis and maintenance.

[0018] Preferably, the fault report generated in the fault handling mode includes the following contents: fault occurrence time, fault location, detailed description of the fault, possible fault causes and suggested handling measures.

[0019] Preferably, the automatic self-checking device of the controller comprises:

[0020] A self-check start module is used to detect and receive the self-check start instruction of the driver controller in real time when the step train system is started and the pantograph raising operation is not activated;

[0021] The command push module is used to confirm the received driver controller self-check start command, and after confirmation, push one vehicle control command information at a time to the front language prompt area in sequence, and at the same time detect whether the vehicle control command information is pushed in place;

[0022] The command receiving module is used to detect whether the corresponding control command information is received within a preset time after the vehicle control command information is correctly pushed. If yes, the corresponding function self-test pass information is pushed to the front language prompt area; otherwise, the corresponding function self-test failure information is pushed to the front language prompt area;

[0023] The loop control module is used to continue pushing the next vehicle control instruction information after the pass or fail information is pushed in place and repeat step S30 until all vehicle control instruction information is pushed and executed.

[0024] The beneficial effect of the present invention is that compared with the prior art which relies on manual maintenance, especially the technical problem of being unable to achieve efficient driver controller fault detection before the train is put into mainline operation, the present application achieves efficient detection of the driver controller through an automated self-checking method, thereby reducing the risks caused by faults and improving the safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 It is a flowchart of a first embodiment of an automatic self-checking method for a controller according to the present invention. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] Embodiment 1: Figure 1 2 is a flow chart of the first embodiment of the automatic self-checking method for the controller of the present invention, which provides the first embodiment of the automatic self-checking method for the controller of the present invention.

[0029] Step S10: when the train system is started and the pantograph raising operation is not activated, real-time detection and receiving the controller self-check start instruction;

[0030] It should be noted that the pantograph raising operation refers to the process of raising the pantograph (usually a device for the train to contact the overhead wires) from its initial position in the train system so that it can contact the power grid to obtain electricity. The pantograph raising operation usually includes steps such as detecting the state of the power grid, controlling the lifting and lowering of the pantograph, and confirming whether the pantograph is in correct contact with the power grid. When the pantograph raising operation is not activated, the train system is in the initial startup state and has not yet obtained power, which provides a safe and stable environment for the self-checking operation. The self-checking start instruction refers to a signal sent by the central control system of the train to start the automated self-checking process of the driver controller. The instruction usually includes multiple signal information, such as the selection of the self-checking mode, the status check instructions of each subsystem, and the trigger signal for starting the self-checking. The self-checking start instruction ensures that the status of the driver controller is fully checked before the train is officially put into operation to eliminate potential fault risks; wherein, the format of the self-checking start instruction can adopt a standardized message format, such as JSON (JavaScript Object Notation) and XML.

[0031] It is understandable that after the train starts but the pantograph raising operation is not activated, the system is in a relatively static initial state with no power load. In this state, the self-test of the driver controller can avoid the interference of external power input on the self-test process and ensure the accuracy of the self-test result. Therefore, the reception and processing of the self-test start instruction must be completed within this specific operation window.

[0032] Step S20: using a checksum verification algorithm to verify the integrity of the received controller self-check start command, after the verification is correct, push the vehicle control command information to the front language prompt area in sequence, and use a confirmation feedback verification method to detect whether the vehicle control command information is pushed correctly;

[0033] It should be noted that the train control command information refers to the specific control commands that the train needs to execute in different operating modes. These commands usually include but are not limited to: moving the direction handle to the "forward position", moving the main control handle to the "traction position", moving the main control handle to the "brake position", moving the main control handle to the "fast brake position", moving the main control handle to the "0 position", and moving the direction handle to the "backward position". These train control command information is directly related to the operating status of the train and is the key to ensuring the normal operation of the train.

[0034] It is understandable that the purpose of pushing the vehicle control command information is to verify the responsiveness and accuracy of the driver controller when receiving different commands. After these command information are pushed to the front language prompt area in sequence, they need to be confirmed by the system to ensure that they are correctly displayed or broadcasted, so as to remind the crew to perform corresponding operations or confirmations.

[0035] It should be understood that in order to better ensure the reliability of the self-test startup process and the accuracy of the instructions, the process of verifying the received controller self-test startup instructions can use a checksum verification algorithm. This algorithm verifies the integrity of the instruction data to ensure that the instruction has not been tampered with or damaged during transmission. The specific process is as follows:

[0036] (1) Command reception: The system first receives the self-test start command sent from the central control system. The command is transmitted in a specific format (such as JSON or XML) and is accompanied by a pre-calculated checksum.

[0037] (2) Checksum calculation: After receiving the command, the system recalculates the checksum based on the content of the command (excluding the checksum itself). The checksum can be calculated by the CRC (Cyclic Redundancy Check) algorithm or by a simple addition check. For example, for: {"command":"self_test_start","timestamp":"2024-08-27T14:00:00Z"}, the system will accumulate the ASCII code of each character, and then perform a modulo operation on the accumulated result to generate a checksum.

[0038] (3) Checksum comparison:

[0039] The system compares the calculated checksum with the checksum included in the received command. If the two are consistent, it means that the command has not been damaged or tampered with during transmission, and the verification is successful; if they are inconsistent, it means that the command may have been disturbed or damaged during transmission, and the verification fails.

[0040] (4) Verification result processing:

[0041] Verification passed: The system records the verification result and continues the subsequent self-check startup process.

[0042] Verification failure: The system immediately issues an error signal and requests to resend the instruction or triggers the exception handling mechanism. At this time, the self-check startup process will be suspended until a new correct instruction is received.

[0043] Step S30: After the vehicle control command information is correctly pushed, whether the corresponding control command information is received within a preset time is detected. If received, the corresponding function self-test pass information is pushed to the front language prompt area; if not received, the corresponding function self-test failure information is pushed;

[0044] It should be noted that the control in place command information refers to the feedback signal that the system expects to receive from the relevant subsystem or equipment after executing a specific train control command. These signals are usually used to confirm that the command has been correctly executed, for example, the handle has moved into place, the brake device has been successfully activated, etc. The timely receipt and accuracy of the control in place command information is an important part of ensuring the safe operation of the train.

[0045] It is understandable that in order to ensure the efficiency and accuracy of the entire self-check process, the system will start a timer after pushing the vehicle control command. If the control command information is successfully received within the preset time, the system will immediately push the self-check passed prompt to the front language prompt area, indicating that the relevant functions are normal. Conversely, if the expected control command information is not received within the preset time, the system will determine that there is a potential problem with the function and push the self-check failure information, indicating that further inspection is required.

[0046] It should be understood that in order to better ensure the safety of the train system and the reliability of the self-check process, the preset time setting should be reasonably adjusted according to the operational complexity and execution time of different train control instructions. The system can adopt a dynamic adjustment mechanism to optimize the preset time of each train control instruction according to actual conditions, thereby improving the accuracy of self-checking and the response speed of the system. In addition, when the control in place instruction is not received, the system not only pushes the self-check failure information, but also records the relevant data for subsequent analysis and troubleshooting. This ensures that problems found during the self-check process can be handled in a timely manner, further improving the safety and reliability of train operation.

[0047] Step S40: After the self-check pass or fail information is pushed, continue to push the next vehicle control instruction information, and repeat step S30 until all vehicle control instruction information is pushed correctly.

[0048] It should be noted that during the self-check process, the system will push all preset vehicle control command information in a predetermined order, and the push of each command needs to go through a strict verification process. After each round of command execution and verification, regardless of the result of pass or fail, the system will continue to push the next vehicle control command information according to the order until all commands have completed the corresponding self-check process. This sequential push method ensures the systematicness and integrity of the self-check process.

[0049] It is understandable that since there may be dependencies between vehicle control commands, the execution results of some commands may affect the operation of subsequent commands, so the system must push commands one by one and verify them one by one. This method not only ensures the independence of each command, but also ensures that under complex operations, the interaction between commands will not affect the accuracy of the self-test results.

[0050] It should be understood that in order to better ensure the integrity of the self-check process and the safety of the system, the system should ensure that the self-check results of the previous instruction have been properly recorded and processed before pushing the next vehicle control instruction each time. Specific implementation methods may include: after receiving the self-check results of the previous instruction, the system automatically archives the results and determines whether manual intervention is required, and then continues to push the next instruction according to the preset process. In addition, the system should have an error handling mechanism. When multiple consecutive instructions fail to self-check, the self-check process is automatically interrupted, and the operator is prompted to check and repair to prevent potential risks from accumulating. This rigorous operating sequence and error handling mechanism can significantly improve the safety and reliability of the train control system and ensure that all possible hidden faults are eliminated before it is put into operation.

[0051] In the second embodiment, the preset time in step S30 can be adjusted according to operational requirements.

[0052] It should be noted that the preset time refers to the time window in which the system waits to receive the control command information after the vehicle control command information is pushed. The length of this time window directly affects the efficiency and accuracy of the self-check process. In actual applications, different operating environments, equipment conditions or command complexity may result in different command execution and feedback times. Therefore, in order to adapt to various operating requirements, the preset time should have the ability to be flexibly adjusted.

[0053] It is understandable that the adjustment of the preset time can be optimized according to the operational requirements in a specific scenario. For example, during a routine inspection, the system may set a longer preset time to ensure that all instructions can be fully executed and fed back. However, in an emergency or to improve the efficiency of self-inspection, the preset time may need to be shortened to speed up the self-inspection process. In this case, the system should be able to dynamically adjust the preset time according to real-time needs to balance the relationship between self-inspection speed and accuracy.

[0054] It should be understood that in order to better adapt to different operational requirements, the adjustment of the preset time can be achieved through system configuration or automated algorithms. Specific implementation methods may include: providing a manual adjustment option in the system settings, allowing operators to set the preset time according to current needs; or through an automated algorithm, the system automatically calculates and adjusts the preset time based on previous operating data and current environmental conditions. In addition, the system should also have a monitoring and feedback mechanism to monitor the impact of the adjusted preset time on the self-test process in real time, and optimize and adjust it when necessary. This flexible preset time management method can significantly improve the adaptability and reliability of the self-test process, ensuring that the system can stably and efficiently complete the self-test task in different environments.

[0055] It should be understood that the specific implementation steps of adjusting the preset time by the automated algorithm may be:

[0056] (1) Data collection and feature selection: First, collect historical data on the time required for each vehicle control command to execute. This data includes but is not limited to: command execution time, command type, environmental conditions (such as temperature and humidity), system status (such as load and voltage), etc.

[0057] (2) Feature selection: Select features that are highly correlated with instruction execution time, such as ambient temperature T, system load L, and instruction complexity C.

[0058] (3) Use historical data to train a regression model to predict the execution time of vehicle control commands. Taking the linear regression algorithm as an example, the predicted command execution time can be estimated by the following formula:

[0059]

[0060] Among them, β0, β1, β2, β3 are model parameters, which are determined by minimizing the prediction error.

[0061] (3) Real-time adjustment of preset time: Before each self-test, the expected instruction execution time is calculated using the above regression model according to the current environmental conditions and system status, and the preset time is set to a certain proportion of the predicted time, such as the preset time T preset Can be set to: Here, k is an empirical coefficient and can be adjusted according to actual needs (such as k=1.2, to ensure that there is enough margin to handle possible delays in actual execution).

[0062] In a third embodiment, the method further comprises a fault handling step:

[0063] When it is detected that a certain vehicle control command information cannot be pushed or the corresponding control in place command information cannot be received within the preset time, it automatically enters the fault handling mode, pushes the fault information to the front language prompt area, and generates a fault report for subsequent analysis and maintenance.

[0064] It is important to understand that in a complex train control system, any failure of a train control command or failure to receive a control command on time may indicate a potential system failure or abnormal operation. Timely identification and handling of these problems is key to ensuring system safety and reliability. Therefore, the core of fault handling step design is to respond quickly and prevent faults from spreading.

[0065] It is understandable that the fault handling mode is not only an emergency response after a fault occurs, but also a systematic preventive measure. By real-time monitoring of the execution status and response time of the train control instructions, the system can quickly enter the fault handling mode when a problem first occurs. This immediate response mechanism helps to prevent small problems from evolving into major faults, thereby ensuring the normal operation of the train.

[0066] It should be understood that fault reports are the key output of fault handling. The report will record in detail the specific circumstances of the fault, the time of occurrence, the scope of impact, and the possible causes. These reports not only provide maintenance personnel with an accurate basis for repairs, but also provide data support for the continuous optimization and improvement of the system. By analyzing fault reports, the system can continuously improve itself, reduce the occurrence of similar faults, and improve the stability and reliability of the overall operation.

[0067] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for automatic self-checking of a controller, characterized in that: The automatic self-checking method of the controller comprises: Step S10: when the train system is started and the pantograph raising operation is not activated, real-time detection and receiving the controller self-check start instruction; Step S20: using a checksum verification algorithm to verify the integrity of the received controller self-check start command, after the verification is correct, push the vehicle control command information to the front language prompt area in sequence, and use a confirmation feedback verification method to detect whether the vehicle control command information is pushed correctly; Step S30: After the vehicle control command information is correctly pushed, whether the corresponding control command information is received within a preset time is detected. If received, the corresponding function self-test pass information is pushed to the front language prompt area; if not received, the corresponding function self-test failure information is pushed; Step S40: After the self-check pass or fail information is pushed, continue to push the next vehicle control instruction information, and repeat step S30 until all vehicle control instruction information is pushed correctly.

2. The automatic self-checking method of the controller according to claim 1, characterized in that: The central control vehicle instruction information in step S20 includes: moving the direction handle to the "forward position", moving the main control handle to the "traction position", moving the main control handle to the "braking position", moving the main control handle to the "fast braking position", moving the main control handle to the "0 position" and moving the direction handle to the "backward position".

3. The automatic self-checking method of the controller according to claim 1, characterized in that: The step S30 further includes: When the control in place instruction information is not detected continuously within the preset time, the corresponding function self-checking information is first pushed to the front language prompt area. After the preset time is reached and the control in place instruction information is still not detected, the corresponding function self-checking failure information is pushed to the front language prompt area.

4. The automatic self-checking method of the controller according to claim 1, characterized in that: The preset time in step S30 is adjusted according to the operation requirements.

5. The automatic self-checking method of the controller according to claim 1, characterized in that: The method further comprises the step of terminating the self-test: A stop self-test soft button is provided in the self-test operation area. When a stop self-test operation event is detected, all self-test operations are terminated immediately, and the stop self-test information and the currently completed command self-test status information are pushed to the foreground language prompt area.

6. The automatic self-checking method of the controller according to claim 1, characterized in that: The method also includes a fault handling step: When it is detected that a certain vehicle control command information cannot be pushed or the corresponding control in place command information cannot be received within the preset time, it automatically enters the fault handling mode, pushes the fault information to the front language prompt area, and generates a fault report for subsequent analysis and maintenance.

7. The automatic self-checking method of the controller according to claim 6, characterized in that: The fault report generated in the fault handling mode includes the following contents: The time when the fault occurred, the location of the fault, a detailed description of the fault, possible causes of the fault and recommended solutions.

8. An automatic self-checking device for a controller, characterized in that: The automatic self-checking device of the controller comprises: A self-check start module is used to detect and receive the self-check start instruction of the driver controller in real time when the step train system is started and the pantograph raising operation is not activated; The command push module is used to confirm the received driver controller self-check start command, and after confirmation, push one vehicle control command information at a time to the front language prompt area in sequence, and at the same time detect whether the vehicle control command information is pushed in place; The command receiving module is used to detect whether the corresponding control command information is received within a preset time after the vehicle control command information is correctly pushed. If yes, the corresponding function self-test pass information is pushed to the front language prompt area; otherwise, the corresponding function self-test failure information is pushed to the front language prompt area; The loop control module is used to continue pushing the next vehicle control instruction information after the pass or fail information is pushed in place and repeat step S30 until all vehicle control instruction information is pushed and executed.

9. An automatic self-checking device for a controller, characterized in that: The automatic self-test device of the controller comprises: A memory, a processor, and an automatic self-test program for a controller stored in the memory and executable on the processor. When the automatic self-test program for the controller is executed by the processor, the automatic self-test method for the controller as described in any one of claims 1 to 7 is implemented.

10. A computer program product, characterized in that The computer program product includes an automatic self-checking program for a controller, and when the automatic self-checking program for a controller is executed by a processor, the automatic self-checking method for a controller as described in any one of claims 1 to 7 is implemented.

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