CN107222329B - Master control hot standby method of subway vehicle-mounted broadcasting system - Google Patents
Master control hot standby method of subway vehicle-mounted broadcasting system Download PDFInfo
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- CN107222329B CN107222329B CN201710280988.5A CN201710280988A CN107222329B CN 107222329 B CN107222329 B CN 107222329B CN 201710280988 A CN201710280988 A CN 201710280988A CN 107222329 B CN107222329 B CN 107222329B
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- 230000004044 response Effects 0.000 claims abstract description 27
- 238000004891 communication Methods 0.000 claims description 48
- 230000002159 abnormal effect Effects 0.000 claims description 26
- 238000001514 detection method Methods 0.000 claims description 24
- 230000004913 activation Effects 0.000 claims description 21
- 230000005540 biological transmission Effects 0.000 claims description 13
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/06—Management of faults, events, alarms or notifications
- H04L41/0654—Management of faults, events, alarms or notifications using network fault recovery
- H04L41/0668—Management of faults, events, alarms or notifications using network fault recovery by dynamic selection of recovery network elements, e.g. replacement by the most appropriate element after failure
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04H—BROADCAST COMMUNICATION
- H04H20/00—Arrangements for broadcast or for distribution combined with broadcast
- H04H20/53—Arrangements specially adapted for specific applications, e.g. for traffic information or for mobile receivers
- H04H20/61—Arrangements specially adapted for specific applications, e.g. for traffic information or for mobile receivers for local area broadcast, e.g. instore broadcast
- H04H20/62—Arrangements specially adapted for specific applications, e.g. for traffic information or for mobile receivers for local area broadcast, e.g. instore broadcast for transportation systems, e.g. in vehicles
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L12/40006—Architecture of a communication node
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40267—Bus for use in transportation systems
- H04L2012/40293—Bus for use in transportation systems the transportation system being a train
Abstract
The invention relates to a main control hot standby method of a subway vehicle-mounted broadcasting system, which comprises a master-slave switching method and a master-slave working method; the master-slave switching method comprises the following steps: presetting a priority rule; according to the set threshold time, the controller judges the state change condition and combines with the priority rule to decide whether to change the working mode; the master-slave working method comprises the following steps: the controller in the master working mode schedules a train control bus and/or an internal bus to send roll call data frames, control data frames and self-state data frames, the controller in the slave working mode realizes data synchronization through the control data frames, and the controller/carriage controller in the roll call slave working mode responds to the controller in the master working mode by sending the self-state data frames as response frames. The method of the invention can realize automatic switching of the working mode, improve the automation level of the system, and simultaneously, the two controllers can realize data synchronization, thereby avoiding the problem of broadcast information error report after switching.
Description
Technical Field
The invention relates to a method for performing hot standby on two controllers of a subway vehicle-mounted broadcasting system.
Background
The topological structure of the subway vehicle-mounted broadcasting system on the subway train is shown in figure 1, a cab is arranged at the head and the tail of the subway train, each cab is provided with a set of broadcasting control host, namely a controller of the subway vehicle-mounted broadcasting system, and the controller is responsible for station broadcasting voice, emergency broadcasting and special broadcasting control of the broadcasting system, updating site contents of a dynamic map screen and informing and updating display contents of an LCD screen. The main external interfaces of each controller are an interface A connected with a train control bus (usually an RS485 bus, a current loop or an MVB), an interface C connected with an internal bus (a CAN bus, an RS485 bus or a network) of a broadcasting system and an interface B connected with a storage device. The interface A is responsible for receiving information from a signal system, information of a train network and an operation instruction of a driver, executing functions of station reporting, emergency prompting, special broadcasting, fault displaying and the like, and reporting state information and fault information in the broadcasting system to the train network system. The interface B is responsible for storing system configuration information, station reporting voice files, emergency voice files, station information, special voice files and log files of the broadcasting system. The interface C is responsible for sending broadcast switching information and site display updating information to each carriage controller, dynamic map and LCD screen in the broadcast system. The failure of the interface A, namely the abnormal communication state of the controller and the train control bus, can cause the failure of station reporting, the failure of station display, the failure of fault uploading and the failure of state uploading. The failure of the interface B, namely the abnormal communication state of the controller and the storage device, can cause the station reporting silence, the emergency broadcast silence, the special broadcast silence, the station error and the configuration error of the broadcast system. The operation log of the broadcasting system cannot be recorded. The failure of the interface C, that is, the abnormal communication state between the controller and the internal bus, may result in failure to monitor the operation condition of the equipment in each car and failure to update the content of the dynamic map.
When the subway vehicle-mounted broadcasting system works, one controller needs to be placed in a master working mode, and the other controller needs to be placed in a slave working mode. The controller in the main operating mode assumes the function of controlling the bus scheduling and is able to send relevant information to control the broadcast system. In the prior art, the working mode of the controller is often switched manually, so that the workload of related personnel is increased, and the controller cannot be switched in time according to the system state. Meanwhile, the information of the two controllers is often not synchronized, so that broadcast information error report and other abnormalities are easy to occur after the working modes are switched.
Disclosure of Invention
The invention aims to provide a master control hot standby method of a subway vehicle-mounted broadcasting system, which can automatically switch the working mode of a controller according to the working state of the subway vehicle-mounted broadcasting system, thereby improving the automation level of the system, reducing the dependence degree on personnel, reducing the influence of local faults or single-ended faults on the broadcasting system and improving the working normality of the broadcasting system.
In order to achieve the purpose, the invention adopts the technical scheme that:
a main control hot standby method of a subway vehicle-mounted broadcasting system is applied to a subway vehicle-mounted broadcasting system on a subway train to realize that two controllers of the subway vehicle-mounted broadcasting system respectively arranged at the head and the tail of the subway train are mutually hot standby, and each controller is communicated with a train control bus on the subway train through an interface A, is communicated with a corresponding storage device through an interface B and is communicated with an internal bus of the subway vehicle-mounted broadcasting system through an interface C; the two controllers positioned at the head and the tail of the train have different address codes in a subway vehicle-mounted broadcasting system;
the master control hot standby method of the subway vehicle-mounted broadcasting system comprises a master-slave switching method and a master-slave working method;
the master-slave switching method is used for determining the working mode of the controller, and the working mode comprises a master working mode and a slave working mode;
the master-slave switching method comprises the following steps: presetting a priority rule based on a controller address code, a subway train key activation state change switching principle, an A interface fault detection switching principle, a B interface fault detection switching principle and a C interface fault detection switching principle;
the priority rule based on the controller address code is as follows: the controller with a small address code enters the master working mode, the controller with a large address code enters the slave working mode, or the controller with a large address code enters the master working mode, and the controller with a small address code enters the slave working mode; the subway train key activation state change switching principle is as follows: the controller at the end where the key of the subway train is located enters the master working mode, and the controller at the end where the key of the subway train is not located enters the slave working mode; the principle of the A interface fault detection switching is as follows: when the interface A of the controller at one end is normal and the interface A of the controller at the other end has communication failure, the controller at the normal end enters the main working mode, and the controller at the failed end enters the slave working mode; the principle of the B interface fault detection switching is as follows: when the interface B of the controller at one end is in fault and the interface B of the controller at the other end is normal, the controller at the fault end enters the slave working mode, and the controller at the normal end enters the master working mode;
setting a time threshold value for judging C interface physical layer faults to be LIMIT11 for the controller with the large address codes, setting a time threshold value for judging C interface physical layer faults to be LIMIT12 for the controller with the small address codes, wherein LIMIT11 is not equal to LIMIT 12; setting a time threshold value for judging C interface protocol layer faults to be LIMIT21 for the controller with the large address code, setting a time threshold value for judging C interface protocol layer faults to be LIMIT22 for the controller with the small address code, wherein LIMIT21 is not equal to LIMIT 22;
when the subway vehicle-mounted broadcasting system is initially powered on, the controller enters the main working mode or the slave working mode according to the priority rule based on the controller address code; the controller judges state change conditions to determine whether to change the working mode of the controller, wherein the state change conditions comprise four items of communication state of an interface A between the controller and the control bus train control bus, communication state of an interface B between the controller and the storage device, communication state of an interface C between the controller and the internal bus, and subway train key activation end state: when all the communication states are normal and no key is accessed to the subway train, the controller keeps the working mode of the controller unchanged; when all the communication states are normal and a key is accessed to the subway train, the controller enters the main working mode or the slave working mode according to the switching principle of the activation state change of the subway train key; when the communication state of the A interface between the controller and the train control bus of the control bus is abnormal in the state change condition, the controller enters the main working mode or the slave working mode according to the principle of the fault detection and switching of the A interface; when the communication state of the B interface between the controller and the storage device is abnormal in the state change condition, the controller enters the main working mode or the slave working mode according to the principle of B interface fault detection switching; when the communication state of the C interface between the controller and the internal bus is abnormal in the state change condition, the controller switches the working mode according to the principle of C interface fault detection switching, and if the controller in the slave working mode judges that the physical layer communicated with the internal bus is abnormal based on the time threshold value for judging the C interface physical layer fault, the controller in the slave working mode is changed into the master working mode; if the controller in the main working mode judges that a physical layer communicated with the train control bus of the control bus is normal and a protocol layer fails based on a time threshold value for judging the failure of a C interface protocol layer, the controller in the main working mode is replaced by a slave working mode;
the priority of switching the working mode due to the interface failure is higher than that of switching the working mode due to the key activation state;
the master-slave working method is used for realizing the work of the controller entering the master working mode or the slave working mode;
the master-slave working method comprises the following steps: the controller in the master working mode dispatches the train control bus and/or the internal bus to send roll call data frames, control data frames and/or self-state data frames so as to realize the control of broadcast content, the control of start and stop, the content control of dynamic map display and the display content control of an LCD screen of the subway vehicle-mounted broadcasting system, wherein the roll call data frames comprise addresses of the controller and/or a carriage controller in the slave working mode of roll call appointed loopback information, the control data frames comprise broadcast information, dynamic map display information and LCD screen display content, the self-state data frames comprise working states and fault information of equipment contained in the controller and real-time communication states related to the master-slave switching principle, and the controller in the slave working mode realizes data through the control data frames and the self-state data frames And synchronously, responding the controller in the main working mode by the controller/the carriage controller in the slave working mode which is called, and reporting the working state and the fault information to the controller in the main working mode by sending a self state data frame as a response frame.
Preferably, when the controller detects that the time of no data on the physical layer reaches a time threshold value for judging the fault of the physical layer of the interface C, the controller judges that the physical layer communicated with the internal bus is abnormal; and when the controller detects that the time of no data on the physical layer does not reach the time threshold value for judging the C interface physical layer fault and the time of not receiving the complete data frame on the protocol layer reaches the time threshold value for judging the C interface protocol layer fault, the controller judges that the physical layer communicated with the internal bus is normal and the protocol layer is in fault.
Preferably, LIMIT11 is LIMIT12+ mT2, LIMIT21 is LIMIT22+ nT2, and T2 is a bus cycle.
Preferably, m and n are relatively prime positive integers.
Preferably, LIMIT11 ≠ LIMIT21, LIMIT12 ≠ LIMIT 22.
Preferably, LIMIT11 < LIMIT21, LIMIT12 < LIMIT 22.
Preferably, when the communication state of the a interface between the controller and the train control bus is abnormal or the communication state of the C interface between the controller and the internal bus is abnormal, the controller changes its operation mode after the controller in the master operation mode transmits the roll call data frame and the controller in the slave operation mode transmits the response frame.
Preferably, the cycle of sending the roll call data frame by the controller in the master operation mode is the same as the cycle of answering by the controller or the car controller in the slave operation mode.
Preferably, the cycle of sending the roll call data frame by the controller in the main operating mode includes a sending effective period and a sending ineffective period, and the roll call data frame is sent by the controller in the main operating mode in the sending effective period; the period of response of the controller or the car controller in the slave working mode includes a response valid period and a response invalid period, the response valid period corresponds to the transmission invalid period, and the controller or the car controller in the slave working mode responds to the controller in the master working mode in the response valid period and reports a working state and fault information.
Preferably, the response valid period is shorter than the transmission invalid period.
Preferably, the internal bus is a full-duplex bus in a half-duplex or network manner.
Due to the application of the technical scheme, compared with the prior art, the invention has the following advantages: the method is applied to the subway vehicle-mounted broadcasting system, can realize that the two controllers automatically switch the working modes according to the working states of the two controllers, does not need personnel operation, can better realize the automatic control of the subway vehicle-mounted broadcasting system, and furthest reduces the influence of local faults on the broadcasting system, thereby improving the working normal rate of the broadcasting system, improving the automation level of the system and reducing the dependence degree on personnel. Meanwhile, the two controllers can realize real-time data synchronization, so that errors of broadcast information and map information are avoided when the master controller and the slave controller are switched, and the problem of broadcast information misreport in subsequent control caused by switching of working modes is avoided.
Drawings
Fig. 1 is a topological structure diagram of a subway vehicle-mounted broadcasting system.
Fig. 2 is a schematic diagram of a method for judging a bus fault by a controller and a switching principle of master-slave switching after the bus fault occurs.
Fig. 3 is a schematic diagram of the timing sequence distribution of the internal bus of the vehicle-mounted broadcasting system when the internal bus adopts a half-duplex bus.
Detailed Description
The invention will be further described with reference to examples of embodiments shown in the drawings to which the invention is attached.
The first embodiment is as follows: the subway vehicle-mounted broadcasting system on the subway train comprises two controllers which are respectively positioned in two driver rooms at the head and the tail of the train, and each controller is communicated with a train control bus on the subway train through an interface A, is communicated with a corresponding storage device through an interface B and is communicated with an internal bus of the subway vehicle-mounted broadcasting system through an interface C. The two controllers at the head and tail of the train have different address codes in the subway train-mounted broadcasting system, namely a ground address code and a small address code. When the subway vehicle-mounted broadcasting system works normally, one controller needs to be in a master working mode to bear bus control and broadcasting control functions, and the other controller needs to be in a slave working mode. The internal bus may be either a full-duplex or a half-duplex bus. In the following, an RS485 bus or a similar half-duplex bus is used as an example.
The two cabs are respectively a first cab and a second cab, the interfaces of the controller in the first cab are respectively A1, B1 and C1, and the interfaces of the controller in the second cab are respectively A2, B2 and C2. The relationship between the state of each interface and the implemented function is shown in the following table:
the main factors influencing the normal display and broadcast of the on-board broadcast system are as follows: errors occur in transmission buses, faults occur in the broadcast control host, equipment errors of voice files and parameter storage files occur, and faults occur in transmission of the broadcast host and the train control bus.
The master control hot standby method of the subway vehicle-mounted broadcasting system, which is applied to the subway vehicle-mounted broadcasting system and is used for realizing mutual hot standby of two controllers of the subway vehicle-mounted broadcasting system, comprises a master-slave switching method and a master-slave working method.
Primary and secondary switching method
The master-slave switching method is used for determining the working modes of the controllers, and the working modes comprise a master working mode and a slave working mode, so that the master-slave switching method is used for determining whether each controller needs to enter the master working mode or the slave working mode.
The master-slave switching method comprises the following steps:
the method comprises the steps of presetting a priority rule based on a controller address code, a subway train key activation state change switching principle, an A interface fault detection switching principle, a B interface fault detection switching principle and a C interface fault detection switching principle.
The priority rule based on the controller address code is as follows: the controller with the small address code enters a master working mode, the controller with the large address code enters a slave working mode, or the controller with the large address code enters the master working mode, and the controller with the small address code enters the slave working mode. In this embodiment, a first rule is adopted, that is, a controller with a small address code enters a master operation mode, and a controller with a large address code enters a slave operation mode.
The switching principle of the change of the activation state of the subway train key is as follows: the controller at the end where the key of the subway train is located enters a master working mode, and the controller at the end where the key of the subway train is not located enters a slave working mode.
The principle of the A interface fault detection switching is as follows: when the A interface of the controller at one end is normal and the A interface of the controller at the other end has communication failure, the controller at the normal end enters a main working mode, and the controller at the failure end enters a slave working mode.
The principle of B interface fault detection switching is as follows: when the B interface of the controller at one end is in fault and the B interface of the controller at the other end is normal, the controller at the fault end enters a slave working mode, and the controller at the normal end enters a master working mode.
Further, the time threshold value for judging a C interface physical layer failure is set to LIMIT11 for the controller having a large address code, the time threshold value for judging a C interface physical layer failure is set to LIMIT12 for the controller having a small address code, and LIMIT11 ≠ LIMIT 12. The time threshold value for judging C interface protocol layer faults is set to LIMIT21 for the controller with large address codes, the time threshold value for judging C interface protocol layer faults is set to LIMIT22 for the controller with small address codes, and LIMIT21 is not equal to LIMIT 22. The time threshold values for judging the C interface physical layer fault and the time threshold values for judging the C interface protocol layer fault generally satisfy LIMIT11 ═ LIMIT12+ mT2, LIMIT21 ═ LIMIT22+ nT2, and T2 is a bus cycle, where m and n are coprime positive integers. And for the same controller, the time threshold value for judging the C interface physical layer fault is different from the time threshold value for judging the C interface physical layer fault, namely LIMIT11 ≠ LIMIT21, LIMIT12 ≠ LIMIT22, LIMIT11 is usually less than LIMIT21, and LIMIT12 is less than LIMIT 22.
When the subway vehicle-mounted broadcasting system is initially powered on, the controller enters a master working mode or a slave working mode according to a priority rule based on the address code of the controller. Under normal conditions, two ends of a subway train are electrified simultaneously, so that the controller with the small address code enters a main working mode and the controller with the large address code enters a slave working mode according to a priority rule based on the address code of the controller.
After the power is on, each controller judges the state change condition in real time according to the set frequency, and determines whether the controller needs to change the working mode. The state change condition comprises four items, namely a communication state of an interface A between the controller and the train control bus, a communication state of an interface B between the controller and the storage device, a communication state of an interface C between the controller and the internal bus, and a subway train key activation end state. The subway train key activation end state comprises whether the subway train accesses the key and which end accesses the key.
When all communication states (including the communication state of the interface A, the communication state of the interface B and the communication state of the interface C) are normal and no key is accessed to the subway train, the current working mode of each controller is kept unchanged.
When all communication states are normal and a key is accessed to the subway train, the controller enters a master working mode or a slave working mode according to the subway train key activation state change switching principle, namely the controller at the end where the key is located enters the master working mode, and the controller at the end where the key is not located enters the slave working mode. When the system is initially powered on, the railway train does not have to access the key, and the key is accessed only when a driver gets on the train and prepares to drive or needs to test, and at the moment, the key is taken as a priority condition to determine the respective working modes of the two controllers.
When the communication state of the A interface between the controller and the train control bus is abnormal under the state change condition, the controller enters a main working mode or a slave working mode according to the principle of A interface fault detection switching, namely the controller at the normal end of the A interface enters the main working mode, and the controller at the fault end of the A interface enters the slave working mode.
When the communication state of the B interface between the controller and the storage device is abnormal under the state change condition, the controller enters a main working mode or a slave working mode according to the principle of B interface fault detection switching, namely the controller at the normal end of the B interface enters the main working mode, and the controller at the fault end of the B interface enters the slave working mode.
When the communication state of the C interface between the controller and the internal bus is abnormal under the state change condition, the controller switches the working mode according to the principle of the C interface fault detection switching, specifically: the physical and protocol layers of the internal bus communication are monitored. If the controller in the slave working mode judges that the physical layer communicated with the internal bus is abnormal based on the time threshold value for judging the fault of the physical layer of the C interface, namely the internal bus has no data, the problem that the hardware of the internal bus is disconnected/the fault of the opposite controller/the two controllers enter the slave working mode possibly occurs at the moment is shown, and the two controllers usually enter the slave working mode and cannot be out of the slave working mode, so the bus hardware disconnection/the fault of the opposite controller are mainly considered. At this time, the controller in the slave working mode detects that the internal bus has no data, and in order to avoid the situation that the controller in the master working mode does not exist, the controller in the slave working mode is replaced by the master working mode, and at least one controller is ensured to be in the master working mode to control the subway vehicle-mounted broadcasting system. If the controller in the main working mode judges that the physical layer communicated with the internal bus is normal and the protocol layer fails based on the time threshold value for judging the failure of the protocol layer of the C interface, the controller indicates that the two controllers are both in the main working mode at present, for example, the state may occur after the hardware failure of the train control bus is eliminated, the controller in the main working mode is changed into the slave working mode, and the bus scheduling right is handed out. The time threshold value for judging the fault of the protocol layer of the C interface by the two-end controller is different by n bus cycles, so that the controllers at the two ends can be prevented from simultaneously carrying out master-slave switching.
In the process that the controllers monitor the physical layer and the protocol layer, the two controllers are both provided with a time threshold value for judging the fault of the physical layer of the C interface and a time threshold value for judging the fault of the protocol layer of the C interface. Through the setting of the time threshold value for judging the C interface physical layer fault and the time threshold value for judging the C interface protocol layer fault, the ping-pong effect caused by signal jitter when the working mode of the controller is switched can be avoided, and the working mode is frequently changed.
When the controller detects that the time of no data on the physical layer (the time of no data is counted by a physical layer timer) reaches a time threshold value for judging the fault of the physical layer of the C interface, the controller judges that the physical layer communicated with the internal bus is abnormal; when the controller detects that the time of no data on the physical layer does not reach the time threshold value for judging the C interface physical layer fault and the time of not receiving the complete data frame on the protocol layer (the time of not receiving the complete data frame is counted by the protocol layer timer) reaches the time threshold value for judging the C interface protocol layer fault, the controller judges that the physical layer communicated with the internal bus is normal and the protocol layer is fault.
The controller determines whether the communication with the internal bus is normal or not, and also determines whether the communication with the storage device, that is, whether the read-write storage device is valid or not, and if the communication with the internal bus is invalid, the slave operation mode is required.
In the process of master-slave switching by the controller, the priority of switching the working mode due to interface failure is higher than the priority of switching the working mode due to the key activation state.
Fig. 2 shows a method for determining a bus fault by the controller and a switching principle for performing master-slave switching after the bus fault occurs.
Two, master-slave working method
The master-slave working method is used for realizing the work of the controller entering the master working mode or the slave working mode.
The master-slave working method comprises the following steps:
the controller in the main working mode schedules the train control bus and/or the internal bus to send roll call data frames (roll call frames), control data frames (control frames) and/or self state data frames (state frames), thereby realizing the control of the broadcast content, the control of starting and stopping, the content control of dynamic map display and the display content control of an LCD screen of the subway vehicle-mounted broadcasting system. The frame header of the roll call data frame contains the address of the controller and/or the address of the car controller in the slave working mode of roll call specified return information, the control data frame contains broadcast information (including site information, broadcast switching information and other control display contents), dynamic map display information and LCD screen display contents, and the self-state data frame contains the working state of the equipment contained in the controller, fault information, the key activation state of the end where the equipment is located and the real-time communication state (such as the internal state of the controller, the key activation state, the fault information and the like) involved in the master-slave switching principle.
The controller in the slave working mode realizes data synchronization through the control data frame and the self state data frame so as to realize the control state synchronous tracking of the two controllers, the internal control modes are consistent, and finally the control effect on the subway vehicle-mounted broadcasting system is maximally influenced by the switching of the working modes of the controllers. When the address of the frame header part needing to respond is consistent with the address of the controller, namely the controller/car controller in the slave working mode is roll-called, the controller/car controller in the slave working mode obtains the bus transmission right to respond to the controller in the master working mode, and reports the working state, the fault information and the activation state of the key at the end of the controller in the master working mode by sending a self state data frame as a response frame. Through data synchronization, the controller working in the slave working mode completely follows the controller working in the master working mode, such as site information, stop report control, parameter configuration, alarm information and the like, so that the controller can be switched without damage when master-slave switching occurs, and voice errors of stop report and site updating errors of a dynamic map and an LCD screen can be avoided when master-slave switching occurs.
As shown in fig. 3, the controller in the master mode of operation transmits the roll call data frame at period T1, and the controller or car controller in the slave mode of operation responds at period T2. The period T1 in which the controller in the master operation mode transmits roll call data frames is the same as the period T2 in which the controller or car controller in the slave operation mode replies.
The cycle T1 in which the controller in the main operation mode transmits the roll call data frame includes a transmission valid period T11 and a transmission invalid period T12, and the controller in the main operation mode transmits the roll call data frame during the transmission valid period T11. The cycle of the response by the controller or the car controller in the slave operation mode includes a response valid period T21 and a response invalid period T22, the response valid period T21 corresponds to at least a part of the transmission invalid period T12, and the response valid period T21 is shorter than the transmission invalid period T12. The controller or the car controller in the slave working mode responds to the controller in the master working mode and reports the working state and the fault information in a response valid period T21.
In the master-slave switching method, when the communication state of an interface A between a controller and a train control bus is abnormal or the communication state of an interface B between the controller and an internal bus is abnormal (including the case of abnormal communication state with an interface C of the internal bus in the case of a full-duplex internal bus), the controller changes its operating mode after the controller in the master operating mode transmits a roll call data frame and the controller in the slave operating mode transmits a response frame. The internal bus is half double working hours, and when the communication of the C interface is abnormal, the switching is carried out according to the judgment principle of the physical layer and the protocol layer.
The above is the working mode when the internal bus adopts an RS485 bus or a similar half-duplex bus. If the internal bus is a full-duplex bus of a network system, the transmission cycle of the controller does not need to be strictly controlled, and the roll call response system may be replaced with a system in which a response frame is transmitted with a changed state.
By the hot standby method, the adverse effects of the interface failure on broadcasting system broadcasting and site updating can be reduced to the maximum extent.
The above embodiments are merely illustrative of the technical ideas and features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the contents of the present invention and implement the present invention, and not to limit the protection scope of the present invention. All equivalent changes and modifications made according to the spirit of the present invention should be covered within the protection scope of the present invention.
Claims (11)
1. A main control hot standby method of a subway vehicle-mounted broadcasting system is applied to a subway vehicle-mounted broadcasting system on a subway train to realize that two controllers of the subway vehicle-mounted broadcasting system respectively arranged at the head and the tail of the subway train are mutually hot standby, and each controller is communicated with a train control bus on the subway train through an interface A, is communicated with a corresponding storage device through an interface B and is communicated with an internal bus of the subway vehicle-mounted broadcasting system through an interface C; the two controllers positioned at the head and the tail of the train have different address codes in a subway vehicle-mounted broadcasting system;
the method is characterized in that: the master control hot standby method of the subway vehicle-mounted broadcasting system comprises a master-slave switching method and a master-slave working method;
the master-slave switching method is used for determining the working mode of the controller, and the working mode comprises a master working mode and a slave working mode;
the master-slave switching method comprises the following steps: presetting a priority rule based on a controller address code, a subway train key activation state change switching principle, an A interface fault detection switching principle, a B interface fault detection switching principle and a C interface fault detection switching principle;
the priority rule based on the controller address code is as follows: the controller with a small address code enters the master working mode, the controller with a large address code enters the slave working mode, or the priority rule based on the controller address code is as follows: the controller with a large address code enters the master working mode, and the controller with a small address code enters the slave working mode; the subway train key activation state change switching principle is as follows: the controller at the end where the key of the subway train is located enters the master working mode, and the controller at the end where the key of the subway train is not located enters the slave working mode; the principle of the A interface fault detection switching is as follows: when the interface A of the controller at one end is normal and the interface A of the controller at the other end has communication failure, the controller at the normal end enters the main working mode, and the controller at the failed end enters the slave working mode; the principle of the B interface fault detection switching is as follows: when the interface B of the controller at one end is in fault and the interface B of the controller at the other end is normal, the controller at the fault end enters the slave working mode, and the controller at the normal end enters the master working mode;
setting a time threshold value for judging C interface physical layer faults to be LIMIT11 for the controller with the large address codes, setting a time threshold value for judging C interface physical layer faults to be LIMIT12 for the controller with the small address codes, wherein LIMIT11 is not equal to LIMIT 12; setting a time threshold value for judging C interface protocol layer faults to be LIMIT21 for the controller with the large address code, setting a time threshold value for judging C interface protocol layer faults to be LIMIT22 for the controller with the small address code, wherein LIMIT21 is not equal to LIMIT 22;
when the subway vehicle-mounted broadcasting system is initially powered on, the controller enters the main working mode or the slave working mode according to the priority rule based on the controller address code; the controller judges state change conditions to determine whether to change the working mode of the controller, wherein the state change conditions comprise four items of communication state of an interface A between the controller and the control bus train control bus, communication state of an interface B between the controller and the storage device, communication state of an interface C between the controller and the internal bus, and subway train key activation end state: when all the communication states are normal and no key is accessed to the subway train, the controller keeps the working mode of the controller unchanged; when all the communication states are normal and a key is accessed to the subway train, the controller enters the main working mode or the slave working mode according to the switching principle of the activation state change of the subway train key; when the communication state of the A interface between the controller and the train control bus of the control bus is abnormal in the state change condition, the controller enters the main working mode or the slave working mode according to the principle of the fault detection and switching of the A interface; when the communication state of the B interface between the controller and the storage device is abnormal in the state change condition, the controller enters the main working mode or the slave working mode according to the principle of B interface fault detection switching; when the communication state of the C interface between the controller and the internal bus is abnormal in the state change condition, the controller switches the working mode according to the principle of C interface fault detection switching, and if the controller in the slave working mode judges that the physical layer communicated with the internal bus is abnormal based on the time threshold value for judging the C interface physical layer fault, the controller in the slave working mode is changed into the master working mode; if the controller in the main working mode judges that a physical layer communicated with the train control bus of the control bus is normal and a protocol layer fails based on a time threshold value for judging the failure of a C interface protocol layer, the controller in the main working mode is replaced by a slave working mode;
the priority of switching the working mode due to the interface failure is higher than that of switching the working mode due to the key activation state;
the master-slave working method is used for realizing the work of the controller entering the master working mode or the slave working mode;
the master-slave working method comprises the following steps: the controller in the main working mode schedules the train control bus and/or the internal bus to send data frames, the data frames comprise roll call data frames, control data frames and/or self-state data frames, so that the control of the broadcast content, the control of starting and stopping, the content control of dynamic map display and the display content control of an LCD screen of the subway vehicle-mounted broadcasting system are realized, the roll call data frames comprise addresses of the controller and/or a carriage controller in the slave working mode of roll call specified return information, the control data frames comprise broadcast information, dynamic map display information and LCD screen display content, the self-state data frames comprise the working state of equipment contained in the controller, fault information, the activation state of a key at the end of the controller and the real-time communication state related to the master-slave switching principle, the controller in the slave working mode realizes data synchronization through the control data frame and the self-state data frame, the controller/the carriage controller in the roll-call slave working mode responds to the controller in the master working mode, and reports the working state, the fault information and the key activation state of the end of the controller to the controller in the master working mode by sending the self-state data frame as a response frame.
2. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 1, wherein: when the controller detects that the time of no data on the physical layer reaches the time threshold value for judging the fault of the physical layer of the C interface, the controller judges that the physical layer communicated with the internal bus is abnormal; and when the controller detects that the time of no data on the physical layer does not reach the time threshold value for judging the C interface physical layer fault and the time of not receiving the complete data frame on the protocol layer reaches the time threshold value for judging the C interface protocol layer fault, the controller judges that the physical layer communicated with the internal bus is normal and the protocol layer is in fault.
3. The master control hot standby method of the subway vehicle-mounted broadcasting system according to claim 1 or 2, characterized in that: LIMIT11= LIMIT12+ mT2, LIMIT21= LIMIT22+ nT2, T2 is the bus cycle, m, n are coprime positive integers.
4. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 2, wherein: LIMIT11 ≠ LIMIT21, LIMIT12 ≠ LIMIT 22.
5. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 3, wherein: LIMIT11 ≠ LIMIT21, LIMIT12 ≠ LIMIT 22.
6. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 4, wherein: LIMIT11 < LIMIT21, LIMIT12 < LIMIT 22.
7. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 1, wherein: and when the communication state of the interface A between the controller and the train control bus is abnormal or the communication state of the interface C between the controller and the internal bus is abnormal, the controller changes the working mode after the controller in the main working mode sends the roll call data frame and the controller in the slave working mode sends the response frame.
8. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 1, wherein: the cycle of sending the roll call data frame by the controller in the master working mode is the same as the cycle of answering by the controller or the compartment controller in the slave working mode.
9. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 8, wherein: the cycle of sending the roll call data frame by the controller in the main working mode comprises a sending effective period and a sending ineffective period, and the roll call data frame is sent by the controller in the main working mode in the sending effective period; the period of response of the controller or the car controller in the slave working mode includes a response valid period and a response invalid period, the response valid period corresponds to the transmission invalid period, and the controller or the car controller in the slave working mode responds to the controller in the master working mode in the response valid period and reports a working state and fault information.
10. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 9, wherein: the response valid period is shorter than the transmission invalid period.
11. The master control hot standby method of the subway vehicle-mounted broadcasting system as claimed in claim 1, wherein: the internal bus adopts a full-duplex bus in a half-duplex bus or network mode.
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| CN110053650B (en) * | 2019-05-06 | 2022-06-07 | 湖南中车时代通信信号有限公司 | Automatic train operation system, automatic train operation system architecture and module management method of automatic train operation system |
| CN112187572B (en) * | 2020-09-18 | 2022-04-08 | 北京全路通信信号研究设计院集团有限公司 | Method and system for judging MVB working master station equipment |
| CN112477919B (en) * | 2020-12-11 | 2022-12-02 | 交控科技股份有限公司 | Dynamic redundancy backup method and system suitable for train control system platform |
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