CN118300759A - ATS gateway safety network redundancy system for rail transit signal system - Google Patents
ATS gateway safety network redundancy system for rail transit signal system Download PDFInfo
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Abstract
The invention relates to an ATS gateway safety network redundancy system for a track traffic signal system, which comprises a control center and a standby control center, wherein the network redundancy system comprises at least two ATS gateways, two routers, a safety network and a non-complete network; at least one ATS gateway is arranged in a control center, one ATS gateway is arranged in a standby control center, two routers are respectively arranged in the control center and the standby control center, each ATS gateway is respectively connected with two routers in a communication mode, each router is respectively connected with a safety network, and the ATS gateways are connected through a non-complete network. Compared with the prior art, the invention has the advantages of improving the remote redundancy of the system, the reliability of the system and the like.
Description
Technical Field
The invention relates to a track traffic signal system, in particular to an ATS gateway security network redundancy system for the track traffic signal system.
Background
The ATS system of the urban rail transit signal system works together with other signal systems such as interlocking, trackside ATC equipment, vehicle-mounted ATC equipment and the like, so that centralized monitoring of the signal equipment is realized, and a train is controlled to automatically run in a positive line according to a preset operation plan.
The ATS gateway is used for data transmission between the secure and non-secure segments. An ATS gateway, an unsafe network for internal ATS communication, and a safe network for ATC/ZC/LC/CC communication. The security network rules require that only one-to-one data transmission be possible, i.e. 2 security networks and ATS gateway communications only identify 2 security network addresses. Currently 2 secure network addresses ATS gateway a and ATS gateway B are allocated one each. For example, the ATC secure network a sends data to the ATS gateway a, and only one destination address exists; the ATC network B sends data to the ATS gateway B, and the destination address can only be one of the ATS gateway B. If the ATS gateway A is the main use, the ATS gateway A sends a security command to the signal network A and forwards the command to the standby ATS gateway B, and the ATS gateway B sends the security command forwarded by the host to the other security network B. The ATC network processes the returned data, the ATS gateway A obtains one part of data through the network A, the ATS gateway B obtains the data from the network B, and the ATS gateway B sends the received data to the gateway A, so that the gateway A has 2 parts of ATC network data, and the ATS gateway is used in a first-come first-served mode.
And the interlocking safety information is only sent to CATS server software and corresponding station yard monitoring man-machine interface software by the main ATS gateway. The information of the interlocking acquisition ATS gateway belongs to single network communication.
The ATS gateway host and the standby machine also forward the information acquired from the safe red-blue network to the central station monitoring man-machine interface software through the CATS server software. And after comparing the two received packets of information, the central station monitoring man-machine interface software displays the safety state information to a safety prompt interface.
The existing problems are as follows:
Firstly), a main and standby relation of 2 ATS gateways is realized, and main and standby heartbeats are realized through serial port lines, so that the problem that 2 ATS gateways need to be arranged at the same station is limited, and if the station is powered off and the like, the 2 ATS gateways are not available at the same time, so that CBTC cannot operate.
Two) 2 ATS gateways are active-standby, and data needs to be synchronized through an unsafe network, so that data of both networks are synchronized to the active ATS gateway.
Third), 2 ATS gateways are respectively connected to two networks of the security network, and a single ATS gateway is connected to only one security network, but after a single ATS gateway fails, the communication of the whole line security network is only single.
Fourth), only 2 ATS gateway servers are supported to access the network, and 3 or more ATS gateway servers are not supported. If more than 2 items are required, the extra ATS gateway is set in a cold standby mode.
The Chinese patent publication No. CN114715231A is searched to disclose a control center main-standby system for an urban rail transit signal system, and specifically discloses a main control center and a standby control center, wherein the main control center comprises two sets of ATS key equipment and two sets of DCS key equipment, and the standby control center comprises one set of ATS key equipment and one set of DCS key equipment; the main control center performs self-equipment redundancy, and which side of the main control center and the standby control center is the main side is selected by a user in an interface; meanwhile, the main control center comprises two sets of DCS key equipment with different frequencies of an A network and a B network, wherein one set of the A network is used for main use and the other set of the B network is used for standby, and the standby control center comprises one set of the DCS key equipment of the B network and is used as main use, so that a main-standby-main system is formed. However, the prior patent is that two sets of gateways of the ATS are arranged at a key station, and the security network of the ATS gateway is not realized, and the sub-station of the ATS gateway is arranged.
Therefore, how to realize an ATS gateway network redundancy scheme of an urban rail transit signal system which is high in network redundancy and free from physical position limitation becomes a technical problem to be solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an ATS gateway security network redundancy system for a rail transit signal system.
The aim of the invention can be achieved by the following technical scheme:
According to one aspect of the present invention, there is provided an ATS gateway security network redundancy system for a track traffic signal system, the track traffic signal system including a control center and a standby control center, the network redundancy system including at least two ATS gateways, two routers, a security network and a non-full network;
At least one ATS gateway is arranged in a control center, one ATS gateway is arranged in a standby control center, two routers are respectively arranged in the control center and the standby control center, each ATS gateway is respectively connected with two routers in a communication mode, each router is respectively connected with a safety network, and the ATS gateways are connected through a non-complete network.
As an preferable technical scheme, each ATS gateway is arranged at a different station and transmits the heartbeat of the main and standby computers through the ethernet.
As a preferable technical scheme, each router communicates with the security network through an address pool or a port overload mode.
As an optimal technical scheme, the ATS gateway performs NTP time service on a interlocking system, a ZC, an LC or a CC after address conversion of a router.
As an optimal technical scheme, the ATS gateway supports one main and multiple standby, and a plurality of ATS gateways are online at the same time.
As a preferable technical scheme, the host in the ATS gateway carries out time service on the standby machine through the incomplete network.
As an optimal technical scheme, the router sends data to the ATS gateway host in a multicast mode, and the standby ATS gateway receives real-time data, so that host service can be taken over in time.
As an optimal technical scheme, when the ATS gateway host fails, the standby ATS gateway automatically selects the host according to host judgment rules set by software.
As an preferable technical scheme, the network redundancy system comprises an ATS gateway host fault scene, in which an ATS gateway standby machine selects a host after detecting an ATS gateway host fault through heartbeat, and the selected host initiates a security network communication service and receives and processes information sent by a security network; the rest ATS gateways still in the standby machine only receive the information and monitor the state of the ATS gateway host in real time.
As an optimal technical scheme, the network redundancy system comprises an ATS gateway standby machine fault scene, under the fault scene, the failed ATS gateway standby machine is cut off, and the rest ATS gateway standby machines monitor the working heartbeat state of an ATS gateway host machine in real time and are ready to take over service at any time.
As an preferable technical solution, the network redundancy system includes a failure scenario of one of the two routers, where the ATS gateways do not perform active-standby switching, and each ATS gateway receives secure network data from a non-failure router.
As an preferable technical scheme, the network redundancy system includes a scenario in which a control center generates a catastrophic failure, and in the scenario, after an ATS gateway of a standby control center monitors a failure of a host, the ATS gateway is upgraded to the host, and interacts with a security network through a router of the standby control center.
As an preferable technical scheme, the network redundancy system comprises a disaster fault scene of the standby control center, and under the scene, an ATS gateway host of the control center communicates with the safety network through a router of the control center.
Compared with the prior art, the invention has the following advantages:
1) The ATS gateway can be arranged in a substation, a plurality of sets, the network redundancy is high, no additional synchronous data is needed between the main and the standby, and heartbeat is realized between the ATS gateways through an Ethernet port, so that the remote redundancy of the system and the reliability of the system are improved;
2) The ATS gateway host can receive the double-network data through the router, and additional synchronous transmission of the ATS gateway main and standby data is not needed;
3) In the invention, under the condition of single ATS gateway fault, the other one can also be used for double-network communication;
4) Aiming at the rail transit safety communication requirement, the single safety network only recognizes one IP and designates a port, and the network equipment can be realized through the port overload or an address pool NAT to ensure that the source port address is not converted;
5) The invention supports the simultaneous online of a plurality of ATS gateways, one main and a plurality of standby;
6) The ATS and the interlocking safety information transmission can realize double-network communication.
Drawings
FIG. 1 is a schematic diagram of a security network redundancy system according to the present invention;
Fig. 2 is a schematic diagram of an ATS front-end processor acquiring an NTP external clock source through an external interface;
FIG. 3 is a schematic diagram of an ATS gateway host as a clock source for timing a security network;
fig. 4 is a fault scenario 1: schematic diagram of ATS gateway a failure;
Fig. 5 is a fault scenario 2: schematic diagram of ATS gateway B or ATS gateway C failure;
Fig. 6 is a fault scenario 3: schematic of a failure of router 1 or 2;
fig. 7 is a fault scenario 4: schematic of a control center experiencing a catastrophic failure;
fig. 8 is a fault scenario 5: schematic of a catastrophic failure of the backup control center.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
The invention relates to an ATS gateway safety network redundancy system of an urban rail transit signal system, which can realize heartbeat through an Ethernet port, and the ATS gateway can be arranged at different stations; the ATS gateway may have 3 or more simultaneous online. The host can receive the double-network data originally, and additional data synchronous transmission is not needed; under the condition of single gateway fault, other gateway equipment automatically selects a host according to host judgment rules set by software, and the host can be upgraded into double-network communication.
The main innovation points of the invention include:
1) The ATS gateway performs non-security related data interactions over the non-secure network.
2) Each ATS gateway is connected to 2 routers, so that single gateway double-network safety communication is realized.
3) The routers 1 and 2 are respectively connected to the safe red and blue network to realize communication with the safe network.
4) And the main and standby machine heartbeats are transmitted between the ATS gateways through an Ethernet port protocol such as an optical port/electric port and the like.
5) The router ensures the communication according to the port of the security protocol through an address pool or a port overload mode.
6) After the ATS gateway converts the router address, NTP time service is carried out on the interlocking/ZC/LC/CC and the like. The ATS gateway carries out time service on unsafe devices such as ATS and the like through an unsafe network.
7) The router sends data to the ATS gateway machine in a multicast mode, and the standby ATS gateway machine also receives real-time data, so that host business can be taken over in time.
8) One main and multiple standby of the ATS gateway are supported, namely, a plurality of ATS gateways are simultaneously online.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
As shown in fig. 1,2 or more ATS gateways are provided, and the ATS gateways may be provided at 2 or more stations. For example, the control center is provided with 2 ATS gateways, and the standby control center (also can be arranged at other stations) is provided with 1 ATS gateway. The 2 routers are respectively arranged at the control center and the standby control center (also can be arranged at other stations). Both the secure network and the non-secure network backbone are dual networks. The interlocking/ZC/LC and the like are accessed to the backbone network through the safety network, and the vehicle-mounted CC is accessed to the safety network through two redundant wireless networks.
Three ATS gateways A, B, C establish a software heartbeat through an unsafe network (light gray), and gateway a is a host. The host A actively initiates service connection, the same router 1 and the router 2 are converted into safe network addresses through NAT, access to a safe red-blue network, send data to the interlocking/ZC/LC through a wired network, and send data to the vehicle-mounted CC through a wireless network. And after the data is received by the interlocking/ZC/LC/CC, the security protocol verification is carried out, and after the data is passed, the information is processed and the service information is replied to the router 1 and the router 2.
After receiving the information, the router 1 and the router 2 send the information to the ATS gateway A, ATS gateway B and the ATS gateway C simultaneously through the NAT entry and the multicast mode.
The ATS gateway A receives two data of the red and blue network at the same time, and uses first.
The ATS gateway A performs data interaction according to the interlocking/ZC/LC/CC as a host. The ATS gateway B and the ATS gateway C are used as standby, only receive data, monitor software heartbeat through the unsafe network at any time, and prepare to take over host business at any time.
As shown in fig. 2, the ATS front-end processor obtains the NTP external clock source through the external interface. Inside the ATS, the ATS front end is time-stamped to the CATS, which is time-stamped down to the ATS workstation and ATS gateway. The ATS gateway gives time to CI/ATC equipment such as interlocking/ZC/LC through the router 1 and the router 2. Because the ATS gateway is connected to the backbone network of the DCS, the ATS gateway directly gives time service to the DCS system, and the DCS gives time service to the information security system.
As shown in fig. 3, the ATS gateway a serves as a host, obtains NTP information from the CATS, and then serves as a clock source to time service the security network, the ATS gateway sends the NTP information to the router, and the router converts the NTP source address into an address of the security network and then sends the address to the interlock/ZC/LC/CC.
As shown in fig. 4, failure scenario 1: ATS gateway a fails.
And after the ATS gateway A fails and the ATS gateway B and the ATS gateway C monitor the failure of the ATS gateway main equipment A through heartbeat, selecting a main use, for example, the ATS gateway B is used as the main use, and the ATS gateway B initiates the safety network communication service and receives and processes the information sent by the safety network. The ATS gateway C in standby state only receives information, does not process the information, monitors the state of the ATS main gateway B in real time, and prepares to take over the host service at any time.
As shown in fig. 5, failure scenario 2: ATS gateway B or ATS gateway C fails.
When the ATS gateway B fails, the ATS gateway A is used as a main gateway, the service to the safety network and the non-safety network is not influenced, the ATS gateway C is used as a standby gateway, the working heartbeat state of the main gateway is monitored in real time, and data from the safety network and the non-safety network are received, so that the service is ready to be taken over at any time.
And when the ATS gateway C fails, the same is true.
As shown in fig. 6, failure scenario 3: the router 1 or 2 fails.
When the router 1 fails and the blue network communication is disconnected, the link from the ATS gateway A to the safe red network through the router 2 is not affected, the ATS gateway is not subjected to active-standby switching, the ATS gateway A is used as the active use, and the original service mode is kept unchanged. The ATS gateway B and the ATS gateway C serve as standby, monitor the status of the active ATS gateway, receive the security network data from the router 2, and prepare to take over the service of the active gateway at any time.
The router 2 failure condition is the same.
As shown in fig. 7, failure scenario 4: the control center fails catastrophically.
When a catastrophic event occurs at the control center, if the entire control center is not available, then the signal service needs to be serviced by the standby center or other station, and then the gateway as a signal critical device may be switched to the standby control center or other station where the gateway device is located.
After the ATS gateway C of the standby control center monitors the main fault, the main fault is updated to a host, and interaction with the safety network is carried out through the router 2 of the standby control center. The non-safety net traffic of the standby control center is not affected.
As shown in fig. 8, failure scenario 5: the standby control center fails catastrophically.
When the standby control center has a catastrophic failure, the ATS gateway C and the router 2 are not available, the control center main ATS gateway A and the standby ATS gateway B are not affected, communication is carried out through the router 1 of the control center and the safety network blue network, and non-safety service communication is not affected.
The invention is partially used in tramcar projects and ATS projects implemented by Sydney northwest lines, and the invention can completely meet the redundancy requirement of an ATS gateway. The invention can enable the ATS gateway to be arranged at different stations, and prevent the key equipment of the ATS gateway from being unavailable caused by the disastrous faults of a single station; the method can allow the hot standby of a plurality of ATS gateways to be on line, and has higher reliability than the current using mode of the cold standby of a plurality of ATS gateways; the invention does not need the synchronous interaction of the main data and the standby data between the ATS gateways, and the ATS gateway equipment can receive the double-network data. The invention effectively improves the availability of the ATS gateway and simultaneously improves the reliability of CBTC operation of the whole signal system.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (13)
1. An ATS gateway security network redundancy system for a track traffic signal system, the track traffic signal system including a control center and a standby control center, the network redundancy system comprising at least two ATS gateways, two routers, a security network, and a non-full network;
At least one ATS gateway is arranged in a control center, one ATS gateway is arranged in a standby control center, two routers are respectively arranged in the control center and the standby control center, each ATS gateway is respectively connected with two routers in a communication mode, each router is respectively connected with a safety network, and the ATS gateways are connected through a non-complete network.
2. An ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein each ATS gateway is located at a different station and transmits a master-slave heartbeat over an ethernet network.
3. An ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein each said router communicates with the security network by means of an address pool or port overload.
4. An ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein said ATS gateway performs NTP timing on a interlock system, ZC, LC or CC after router address translation.
5. The ATS gateway security network redundancy system for a track traffic signal system of claim 1, wherein the ATS gateway supports a master and multiple slaves, multiple ATS gateways being on-line simultaneously.
6. An ATS gateway security network redundancy system for a track traffic signal system according to claim 5, wherein a host in said ATS gateway time service a standby through a non-full network.
7. The ATS gateway security network redundancy system for a track traffic signal system of claim 1, wherein the router sends data to an ATS gateway host by multicast, and the backup ATS gateway receives real-time data, so as to take over the host traffic in time.
8. The ATS gateway security network redundancy system for a track traffic signal system of claim 1, wherein the backup ATS gateway automatically selects a host according to a host determination rule set by software when the ATS gateway host fails.
9. The ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein the network redundancy system includes an ATS gateway host fault scenario, in which an ATS gateway standby monitors an ATS gateway host fault through a heartbeat, and then elects a host, the elected host initiates a security network communication service, and receives and processes information sent from a security network; the rest ATS gateways still in the standby machine only receive the information and monitor the state of the ATS gateway host in real time.
10. The ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein the network redundancy system includes an ATS gateway standby fault scenario, in which a failed ATS gateway standby is removed, and the remaining ATS gateway standby monitors an ATS gateway host working heartbeat state in real time, ready to take over service.
11. The ATS gateway security network redundancy system for a track traffic signal system of claim 1, wherein the network redundancy system includes a failure scenario for one of two routers in which the ATS gateway does not perform a primary-to-backup handoff, each of the ATS gateways receiving security network data from a non-failed router.
12. The ATS gateway security network redundancy system for a rail transit signal system of claim 1, wherein the network redundancy system includes a control center having a catastrophic failure scenario in which an ATS gateway of a standby control center monitors a host failure, upgrades to the host, and interacts with a security network through a router of the standby control center.
13. An ATS gateway security network redundancy system for a track traffic signal system according to claim 1, wherein said network redundancy system comprises a disaster-related failure scenario in which an ATS gateway host of a control center communicates with a security network through a router of the control center.
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| CN202410384744.1A CN118300759A (en) | 2024-04-01 | 2024-04-01 | ATS gateway safety network redundancy system for rail transit signal system |
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| CN202410384744.1A CN118300759A (en) | 2024-04-01 | 2024-04-01 | ATS gateway safety network redundancy system for rail transit signal system |
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