JPH1168948A - Highway fault monitor system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly detect a highway fault with a simple configuration and control having only to monitor a final arithmetic output from each detection stage device by applying a prescribed arithmetic operation successively to each of monitor data for each passing of a highway. SOLUTION: In a subscriber IF section 1, an adder A2 adds a prescribed number 'b' to a prescribed number 'a' and inserts its output to a monitor slot of a highway (1), and an adder A3 adds a prescribed number 'c' to a prescribed number 'a' and inserts its output to a monitor slot of a highway (2). In a highway entangling section 2, an adder A1 adds monitor data of the highways (1), (4) and provides an output of the sum. Furthermore, an adder A2 adds a prescribed number 'd' to an output of the adder A1 and inserts its output to a monitor slot of a highway (5). A monitor control section 10 extracts the monitor data from channels witches 3, 6 and specifies the presence of a highway fault, a fault location and a kind of a fault or the like based on the final arithmetic result.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a highway fault monitoring system, and more particularly to a highway fault monitoring system in a system in which a plurality of devices are connected in a redundant structure by a signal highway. A typical example of this type of system is a telephone exchange. In this system, the functional devices at each stage related to the communication path signal system and control system are connected to a redundant redundant configuration by a main signal highway, so that there is no instantaneous interruption. Service. In such a device, it is necessary to quickly detect a highway connection failure and switch the duplex configuration appropriately.

[0002]

2. Description of the Related Art FIG. 17 is a diagram showing the configuration of a conventional highway fault monitoring system, and shows an example of application to a partial configuration of a switching system (redundant communication channel system redundant configuration). In the figure, 1,
4 is a subscriber IF unit for interfacing a main signal (subscriber signal), IF is its interface function unit, PG is a pattern generator for a highway monitoring pattern, IN
Is a pattern insertion unit, 2 and 5 are highway confounding units for controlling confounding (exchange) of main signals, EX is its confounding function unit, DR is a pattern extraction unit, PC is a pattern checker for a highway monitoring pattern, and SW is a duplex signal. , 3 and 6 are communication path switch sections for controlling exchange of main signals, TS is the communication path switch function section, and 10 is a monitoring control section for monitoring a highway failure. Here, the system 0 and the system 1 are configured symmetrically.

[0003] Referring to the flow of the main signal for the system 0, a subscriber data frame (main signal) DT0 is input to the subscriber IF unit 1. One frame is divided into a predetermined number of time slots, and each slot carries call data of subscribers 1 to n, for example. The (n + 1) th time slot is allocated for highway monitoring, and a pattern signal PTN for highway monitoring can be mounted here.

In the subscriber IF unit 1, an input main signal D
T0 is interface-processed by the interface function unit IF, and one of its outputs is input to the highway interlacing unit 2 via the straight route highway, and the other output is input to the highway interlacing unit 5 via the cross route highway. In the highway confounding unit 2, in this example, since there is no failure in the subscriber IF unit 1 and the highway, the selection unit SW is connected to the contact a under the control of the monitoring control unit 10. Therefore, the input signal D from the highway
T0 is subjected to confounding processing by the confounding function unit EX, and one of its outputs is input to the communication path switch unit 3 via the highway, and the other is input to the communication path switch unit 6 via the highway.

[0005] In this example, since the highway interlacing unit 2 and the highway have no obstacle in the communication path switch unit 3,
The selector SW is connected to the contact a under the control of the monitoring controller 10. Therefore, the input signal DT0 from the highway is exchanged by the communication path switch function unit TS, and
Output to the next stage device. The same main signal D is used for the 1 system as for the 0 system
T1 is input with the same phase, and is processed in the same manner as in the above-described system 0.

Conventionally, in such a redundant redundant configuration, a pattern generator PG (however, PG can be shared) and pattern checkers PC1 and PC2 are provided for each highway. Hereinafter, a conventional highway fault monitoring operation will be described. In the subscriber IF unit 1, the pattern generator PG sends a predetermined monitoring pattern signal P to the monitoring slot of the main signal DT0 via the pattern insertion units IN1 and IN2.
TN is inserted and output to the highway. In the highway interlacing unit 2, the pattern signal PTN from the highway is extracted by the pattern extracting unit DR1 and input to the pattern checker PC1. In this case, if there is no failure on the highway, the extraction pattern is the same as the transmission pattern. If there is a fault (open or short to ground) on the highway, the extraction pattern is all bits "1"
Or it becomes "0". The pattern checker PC1 compares the extracted pattern with a predetermined pattern (= transmission pattern), and outputs an error signal E21 when they do not match. On the other hand, the pattern signal PTN from the highway is supplied to the pattern extraction unit D.
It is extracted by R2, compared with a predetermined pattern by the pattern checker PC2, and outputs an error signal E22 when they do not match. Others are the same. Then, the monitoring control unit 10 can identify a highway fault occurrence location by collecting and examining each error signal Enn.

[0007]

However, a pattern generator PG and a pattern checker P are provided for each highway.
In the configuration including C, the number of parts increases, which is uneconomical. Further, since the monitoring control unit 10 needs to collect monitoring information from each pattern checker PC, not only the wiring becomes complicated, but also the monitoring control becomes complicated.

SUMMARY OF THE INVENTION An object of the present invention is to provide a highway fault monitoring system capable of accurately detecting a highway fault with a simple configuration and control.

[0009]

The above-mentioned problem is solved, for example, by referring to FIG.
Is solved. That is, in the highway fault monitoring method of the present invention (1), in the highway fault monitoring method of a system in which a plurality of devices are connected in a redundant configuration by a signal highway, predetermined monitoring data is transmitted to the next highway, /,. The first stage device 1/4 that outputs to
One or two or more intermediate-stage devices 2/5 that perform a predetermined operation on the monitoring data from the previous highway, /, and output the data to the next highway, /, and monitoring from the previous highway, /, A detection stage device 3/6 capable of outputting data or monitoring data obtained by subjecting the monitoring data to a predetermined operation, and a monitor for monitoring a highway failure based on each monitoring data of the detection stage device 3/6 The device 10 is provided.

According to the first aspect of the present invention, a predetermined operation is sequentially performed on each monitoring data for each highway passage.
A fault that has occurred on any highway is detected by each detection stage device 3 /
6 will have different effects on the final operation output. Therefore, the monitoring device 10 can accurately detect (specify) a highway fault with a simple configuration and control that only monitors the final calculation output from each detection stage device 3/6.

[0011] Preferably, in the present invention (2), in the above-mentioned present invention (1), the intermediate-stage apparatus 2/5 includes the first and second stages.
A first operation unit for performing a first operation between the monitoring data of the second pre-stage highway, /, and a second operation on the operation result of the first operation unit to perform a first operation A second operation unit that outputs the result to the highway /, and a third operation unit that performs a third operation on the operation result of the first operation unit and outputs the result to a second next-stage highway /.

According to the present invention (2), the first and second calculation results are applied to the first calculation result between the monitoring data of the straight route / and the cross route / of the preceding stage, and each of the first and second straight routes / Due to the configuration for outputting to the route / and the cross route /, a fault that has occurred on any of the highways other than the final highway has the same effect on the detection stages of each system (system 0 and system 1). The fault that occurred on the last highway is the corresponding system (system 0 or system 1).
Only affects the detection stage. Therefore, the monitoring apparatus 10 can accurately detect (specify) a highway fault by relatively simple pattern monitoring of the monitoring data of each system. In addition, for a fault that has occurred on any of the highways except the last highway, any one of the systems (0
The highway fault can be accurately detected (specified) only by monitoring the output of the detection stage (system or system 1).

Preferably, in the present invention (3), in the above-mentioned present invention (1), the intermediate stage device 2/5 comprises:
A second operation for performing a second operation on the monitoring data of the first preceding highway / and outputting it to the first next highway /
And a third calculation unit that performs a third calculation on the monitoring data of the second preceding highway / and outputs the result to the second next highway /.

According to the present invention (3), the second and third calculations are performed on the monitoring data of the straight route / and the cross route / of the preceding stage, respectively, and each calculation result is converted to the straight // cross route of the next stage. Due to the configuration of outputting to /, the influence of a fault that has occurred on any of the highways propagates only the corresponding straight route or cross route at the subsequent stage and appears on the detection stage device 3/6. Therefore, it is possible to appropriately detect (specify) a highway failure in a duplex configuration connected in multiple stages with a simple configuration and control.

Preferably, in the present invention (4), in the above-mentioned present invention (1), the intermediate stage device 2/5 comprises:
A first operation unit that performs a first operation between the monitoring data of the first and second previous highways, /, and outputs the operation result to the first and second next highways, /, Prepare. According to the present invention (4), the first calculation result between the monitoring data of the first and second pre-highway, /, is stored in the first and second next-highway,
With a very simple configuration that outputs only to /, accurate detection of faults occurring on any highway (identification)
it can.

[0016]

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Note that the same reference numerals indicate the same or corresponding parts throughout the drawings. FIG. 2 is a diagram showing a configuration of the highway fault monitoring system according to the first embodiment, and shows an example of application to a partial configuration of a switching system (redundant communication channel system redundant configuration) similar to FIG. Here, the configuration and operation of the main signal processing system may be the same as those described with reference to FIG. 17, but the configuration and operation of the highway fault monitoring method are different. The details will be described below.

In FIG. 2, A1 to A3 are, for example, adders (+). The monitoring operation of the system 0 will be described.
In the F section 1, the adder A2 adds the predetermined number "b" to the predetermined number "a" and inserts the output into the monitoring slot of the highway, and the adder A3 sets the predetermined number "a" to the predetermined number "a". "C" is added and the output is inserted into the highway monitoring slot. In the highway confounding unit 2, the adder A1 adds and outputs each monitoring data of the highway. Further, the adder A2 adds a predetermined number "d" to the output of the adder A1 and inserts the output into the highway monitoring slot. The adder A3 adds the predetermined number "e" to the output of the adder A1. The sum is added and the output is inserted into the highway monitoring slot. In the communication path switch unit 3, the adder A1 adds and outputs each monitoring data of the highway, and the output is inserted into the monitoring slot via the pattern insertion unit IN1. The operation of the system 0 is the same for the highway failure monitoring operation of the system 1. Then, the monitoring control unit 10 extracts each monitoring data from the communication path switch units 3 and 6 and determines whether there is a highway fault, a fault location, and a fault type (open / close) based on the final calculation result.
(Short circuit to ground).

Hereinafter, a description will be given in accordance with specific numerical examples. In the following description, a predetermined number of inputs and a calculation result are expressed as “0”.
In this case, 01, 02 and the like mean hexadecimal display. 3 to 5 are schematic diagrams (1) of a highway fault monitoring operation according to the first embodiment.
To (3). Here, the first stage indicates a first stage device (or module, unit, or the like) of a signal processing system to be monitored, and corresponds to, for example, the subscriber IF units 1 and 4 in FIG. The intermediate stage indicates an intermediate stage (monitoring signal relay stage) device or the like of a signal processing system to be monitored, and corresponds to, for example, the highway interlacing units 2 and 5 in FIG. In this example, there is one intermediate stage, but there may be a plurality of intermediate stages. The detection stage represents a detection stage device or the like of a signal processing system to be monitored,
For example, it corresponds to the communication path switch units 3 and 6 in FIG. The following numerical values are merely examples, and various values can be selected for the purpose of specifying the presence / absence of a fault on the highway, the fault location, the type of fault, and the like.

FIG. 3A shows a case where all highways are normal. "01" + "00" in the first stage of system 0
= “01” is output to the highway, and “01” +
“03” = “04” is output to the highway. on the other hand,
In the first stage of the first system, “01” + “80” = “81” is output to the highway, and “01” + “83” = “84” is output to the highway. In this way, the unique monitoring data “01” and “0”
4 "," 81 ", and" 84 ".

In the middle stage of system 0, the highway,
"01" + "84" = "85" for each monitoring data
And outputs “85” + “00” = “85” to the highway, and outputs “85” + “03” = “88” to the highway. On the other hand, in the intermediate stage of the first system, "81" + "0"
4 ”=“ 85 ”, and then“ 85 ”+“ 80 ”=
“05” is output to the highway, and “85” + “8”
3 ”=“ 08 ”is output to the highway. In this way, unique monitoring data “85”, “88”, “05”, and “08” are obtained for each highway.

Further, in the 0-system detection stage, "85" + "08" = "8D" is obtained for each monitoring data of the highway, and is output to the main signal line. "05" + for each monitoring data
“88” = “8D” is obtained and output to the main signal line.
Then, the monitoring control unit 10 determines that there is no highway fault because the final operation outputs of the 0-system and the 1-system are both “8D”.

FIG. 3B shows a case where the highway has a fault. For example, when the highway is opened (disconnection or the like), the input of the highway at the intermediate stage of the system 0 becomes, for example, “FF”. Therefore, the sum of the monitoring data of the highway, "FF" + "84" = "83",
This is "2" less than the normal "85". Under the influence, the intermediate stage of the system 0 is “83” + “00” = “8”
"3" is output to the highway, and "83" + "03"
= “86” is output to the highway. As a result, the 0-system detection stage obtains “83” + “08” = “8B” (“2B less than normal”) for each monitoring data of the highway, and outputs it to the main signal line. The detection stage of the 1 system sets “0” for each monitoring data of the highway.
“5” + “86” = “8B” (“2” less than in the normal state) and outputs it to the main signal line.

When the highway is short-circuited to, for example, the ground, the input of the highway at the intermediate stage of system 0 becomes, for example, "00". Therefore, the sum of the monitoring data for the highway, "00" + "84" = "84", which is "1" less than "85" in the normal state. Under the influence, the intermediate stage of the system 0 is “84” + “00” =
“84” is output to the highway, and “84” + “0”
3 ”=“ 87 ”is output to the highway. as a result,
The detection stage of the 0 system is “84” + “08” = “8C” for each monitoring data of the highway (“1” from the normal state).
) Is output to the main signal line, while the detection stage of the system 1 outputs “0” for each monitoring data of the highway.
5 ”+“ 87 ”=“ 8C ”(“ 1 ”less than in the normal state) and outputs it to the main signal line.

FIG. 3C shows a case where the highway has a fault. When the highway is disconnected, the input of the highway in the intermediate stage of the system 1 becomes “FF”. Therefore, the sum of the monitoring data of the highway, is “81”.
+ “FF” = “80”, which is “85” at normal time
"5" less than Under the influence, the intermediate stage of the first system outputs “80” + “80” = “00” to the highway, and outputs “80” + “83” = “03” to the highway. As a result, the detection stage of the 0 system is a highway,
"85" + "03" = "8" for each monitoring data
"8"("5" less than normal) is output to the main signal line, while the detection stage of the first system is "00" + "88" = "88" for each monitoring data of the highway.
(“5” less than the normal state) is output to the main signal line.

When the highway is short-circuited to ground, the input of the highway at the intermediate stage of the system 1 becomes "0".
0 ". Therefore, the sum of the monitoring data of the highway, "81" + "00" = "81", which is "4" less than "85" in the normal state. Under the influence, the intermediate stage of the first system outputs “81” + “80” = “01” to the highway and “81” + “83” = “0”
"4" is output to the highway. As a result, the detection stage of the system 0 is "85" for each monitoring data of the highway.
+ “04” = “89” (“4” less than in the normal state) is output to the main signal line, while the detection stage of the first system is “01” + “8” for each monitoring data of the highway.
“8” = “89” (“4” less than normal) and outputs it to the main signal line.

FIG. 4A shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the system 1 becomes “FF”. Therefore, the sum of the monitoring data of the highway is "FF"
+ “04” = “03”, which is “85” at normal time
"82" less than Under the influence, the intermediate stage of the first system outputs “03” + “80” = “83” to the highway, and outputs “03” + “83” = “86” to the highway. As a result, the detection stage of the 0 system sets “85” + “86” =
"0B"("82" less than the normal state) is obtained and output to the main signal line. On the other hand, the detection stage of the first system uses "83" + "88" for each monitoring data of the highway.
"0B"("82" less than normal) is obtained and output to the main signal line.

When the highway is short-circuited to ground, the input of the highway at the intermediate stage of the system 1 becomes "0".
0 ". Therefore, the sum of the monitoring data of the highway, "00" + "04" = "04", which is "81" less than "85" in the normal state. Under the influence, the intermediate stage of the first system outputs “04” + “80” = “84” to the highway, and “04” + “83” = “8”
7 "is output to the highway. As a result, the detection stage of the system 0 is "85" for each monitoring data of the highway.
+ “87” = “0C” (“81” less than normal)
And outputs it to the main signal line. On the other hand, the detection stage of the first system outputs "84" +
“88” = “0C” (“81” less than in the normal state) is obtained and output to the main signal line.

FIG. 4B shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the 0 system becomes “FF”. Therefore, the sum of the monitoring data of the highway and is "01".
+ “FF” = “00”, which is “85” at normal time
"85" less than Under the influence, the intermediate stage of system 0 outputs “00” + “00” = “00” to the highway and outputs “00” + “03” = “03” to the highway. As a result, the detection stage of the 0 system sets “00” + “08” =
“08” (“85” less than normal) is obtained and output to the main signal line. On the other hand, the detection stage of the first system uses “05” + “03” = “05” + “03” for each highway monitoring data.
“08” (“85” less than normal) is obtained and output to the main signal line.

When the highway is short-circuited to the ground, the input of the highway at the intermediate stage of the system 0 becomes "0".
0 ". Accordingly, the sum of the monitoring data of the highways is “01” + “00” = “01”, which is “84” less than “85” in the normal state. Under the influence, the intermediate stage of system 0 outputs “01” + “00” = “01” to the highway, and “01” + “03” = “0”.
"4" is output to the highway. As a result, the detection stage of the system 0 is “01” for each monitoring data of the highway.
+ “08” = “09” (“84” less than normal)
Is output to the main signal line, and the detection stage of the system 1 outputs “05” +
“04” = “09” (“84” less than in the normal state) is obtained and output to the main signal line.

FIG. 4C shows a case where the highway has a fault. When the highway is opened, the input of the highway in the 0-system detection stage becomes “FF”. Therefore, the sum of the monitoring data of the highway is "FF"
+ “08” = “07”, which is the normal “8D”
"86" less than that. When the highway is short-circuited to ground, the input of the highway in the 0-system detection stage becomes “00”. Therefore, the sum of the monitoring data of the highway, is “00” + “08” = “08”, and
This is "85" less than the normal "8D".

FIG. 5A shows a case where the highway has a fault. When the highway is opened, the input of the highway in the system 1 detection stage becomes “FF”. Therefore, the sum of the monitoring data of the highway and is "05".
+ “FF” = “04”, which is “8D” at normal time
"89" less than that. When the highway is short-circuited to the ground, the input of the highway in the 1st detection stage becomes “00”. Therefore, the sum of the monitoring data of the highway, “05” + “00” = “05”,
This is "88" less than the normal "8D".

FIG. 5B shows a case where the highway has a fault. When the highway is opened, the input of the highway in the system 1 detection stage becomes “FF”. Therefore, the sum of the monitoring data of the highway is "FF"
+ “88” = “87”, which is the normal “8D”
"06" less than that. When the highway is short-circuited to the ground, the input of the highway in the 1st detection stage becomes “00”. Therefore, the sum of the monitoring data of the highway, “00” + “88” = “88”,
This is "05" less than "8D" in the normal state.

FIG. 5C shows a case where the highway has a fault. When the highway is opened, the input of the highway in the 0-system detection stage becomes “FF”. Therefore, the sum of the monitoring data of the highway and the data is “85”.
+ “FF” = “84”, which is “8D” at normal time
Less than "09". When the highway is short-circuited to ground, the input of the highway in the 0-system detection stage becomes “00”. Accordingly, the sum of the monitoring data of the highway, is “85” + “00” = “85”, and
This is "08" less than the normal "8D".

As traced in detail as described above, as a result of setting each predetermined number so that unique monitoring data is mounted on each of the highways under normal conditions, a fault (open / short) occurred on any of the highways Has a different effect on the final calculation result of each detection stage. FIG.
FIG. 5 is a diagram illustrating a failure conversion table according to the first embodiment.

FIG. 7 is a table showing the relationship between the final operation result in each of the detection stages 0 and 1 and the fault (open / short) on the highway. The monitoring control unit 10 is 0
By using this table, the presence / absence of a fault on the highway, the fault location and the type of fault (open / short) can be quickly identified by using this table based on the final calculation results of the system and system 1, and the duplex system can be switched appropriately. .

FIG. 7 is a diagram showing the configuration of the highway fault monitoring system according to the second embodiment. The monitoring data between the systems 0 and 1 is added from the configuration of the first embodiment shown in FIG. The case where the adder A1 is omitted is shown. The monitoring operation of the system 0 will be described.
2 adds a predetermined number "b" to a predetermined number "a" and inserts the output into a highway monitoring slot;
3 adds the predetermined number "c" to the predetermined number "a" and inserts its output into the highway monitoring slot.

In the highway interlacing section 2, the adder A2 adds a predetermined number "d" to the highway monitoring data and inserts the output into the highway monitoring slot, and the adder A3 outputs the highway monitoring data. A predetermined number "e" is added to the data, and the output is inserted into the highway monitoring slot. Further, in the communication path switch unit 3, the adder A2 adds a predetermined number "f" to the highway monitoring data and inserts the output into the pattern insertion unit IN1, and the adder A3 adds the predetermined number to the highway monitoring data. The number "g" is added and the output is inserted into the insertion section IN2. The above monitoring operation is the same for the highway fault monitoring operation of the first system.

Then, the monitoring control unit 10 extracts four monitoring data from the communication path switch units 3 and 6, and specifies the presence / absence of a fault on the highway, the fault location, the type of fault, etc. based on the final calculation contents. I do. Hereinafter, description will be given according to specific numerical examples. 8 to 10 are schematic diagrams (1) to (3) of a highway fault monitoring operation according to the second embodiment.

FIG. 8A shows a case where all highways are normal. "01" + "02" in the first stage of series 0
= “03” is output to the highway and “01” +
“03” = “03” is output to the highway. At the intermediate stage of the 0 system, a predetermined number “02” is added to the highway monitoring data “03” and the result “05” is output to the highway, and the predetermined number “02” is added to the highway monitoring data “03”. And outputs the result “05” to the highway. In the 0-system detection stage, the predetermined number “02” is added to the highway monitoring data “05”, the result “07” is held, and the predetermined number “02” is added to the highway monitoring data “05”. Are added and the result “07” is held. The same applies to the operation of the first system.

In the second embodiment, since the calculation (addition, etc.) of the monitoring data between the systems 0 and 1 is not performed, the influence of the highway failure does not affect the monitoring data of another route.
That is, each monitoring data “03” generated in the first stage is simply added to each stage, for example, +
"02" is reached and the final stage is reached. Any number of intermediate stages may be provided. In this example, the addition number of each stage is, for example, "02".
Thus, at least two types of faults (open / short) in each stage can be identified. In this example, since the same operation is performed for four routes, the operation result of each route has a certain regularity. In this example, the monitoring control unit 10
Determines that there is no highway fault because all four final computation results are “07”.

FIG. 8B shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the 0 system becomes “FF”. As a result, the output of the intermediate stage becomes "04" from "05" in the normal state.
As a result, the final operation result on the upper side of the 0-system detection stage becomes "03". When the highway is short-circuited to ground, the input of the highway at the intermediate stage of the 0 system becomes “00”. As a result, the output of the intermediate stage is "02", which is "03" less than "05" in the normal state, and as a result, the final operation result on the upper side of the 0-system detection stage is "04".

FIG. 8C shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the system 1 becomes “FF”. As a result, the output of the intermediate stage becomes "04" from "05" in the normal state.
As a result, "01" is small, and as a result, the final operation result on the lower side of the 0-system detection stage is "03". When the highway is short-circuited to the ground, the input of the highway at the intermediate stage of the first system becomes “00”. As a result, the output of the intermediate stage is "02", which is "03" less than "05" in the normal state, and as a result, the final operation result on the lower side of the 0-system detection stage is "04".

FIGS. 9A and 9B show a case where the highway has a fault, which can be considered in the same manner as in FIGS. 8B and 8C. FIG. 9C shows a case where the highway has a failure. When the highway is open,
The input of the highway in the 0-system detection stage is “FF”. As a result, the output of the detection stage becomes "01", which is "06" less than "07" in the normal state. When the highway is short-circuited to ground, the input of the highway in the 0-system detection stage becomes “00”. As a result, the output of the detection stage becomes "02", which is "05" less than "07" in the normal state.

The output at the time of the highway failure (open / short) is "03" / "04", whereas the output at the time of the highway failure (open / short) is "02" less than this. Since it is "01" / "02",
These can be identified. Note that this regularity is maintained for any number of intermediate stages. FIG. 10 (A) to (C)
Indicates a case where the highway is a fault, and is considered in the same manner as in the case of FIG. 9C.

FIG. 11 is a diagram for explaining a failure conversion table according to the second embodiment. The table shows the relationship between the final calculation results (upper and lower) in each of the detection stages 0 and 1 and the faults (open / short) on the highway. By using this table, the monitoring control unit 10 can quickly identify the presence / absence of a fault on the highway, the fault location, and the type of fault (open / short) based on the final calculation results of the system 0 and system 1 and duplicated. The system can be switched properly. In the second embodiment, an adder A is provided at each stage.
The circuit is simple because it is not provided with 1. Further, since the number of additions in each system and each stage can be made constant (common), control is further facilitated.

Returning to FIG. 8 (or FIG. 7), here, the first stage to the detection stage are shown with the same circuit configuration, respectively, but this shows the commonality (unity) of the manufactured parts. It is preferable from a viewpoint. However, it is clear that the adders of each initial stage and each detection stage may be omitted. FIG. 12 is a diagram showing the configuration of the highway fault monitoring system according to the third embodiment. The adder A2 which adds a predetermined number to the monitoring data for each highway from the configuration of the first embodiment of FIG. , A3 are omitted.

The monitoring operation of the system 0 will be described.
The unit 1 inserts a predetermined number “a” into each monitoring slot of the highway. In the highway confounding part 2,
The adder A1 adds each monitoring data of the highway, and inserts its output into each monitoring slot of the highway. In addition, the highway,
Of the respective monitoring data are held. The above operation is the same for the system 1 highway fault monitoring operation. Then, the monitoring control unit 10 extracts the four monitoring data from the communication path switch units 3 and 6, and specifies the presence / absence of a fault on the highway, the fault location, the type of fault, and the like based on the final calculation result. Hereinafter, description will be given according to specific numerical examples.

FIGS. 13 to 15 are schematic diagrams (1) to (3) of a highway fault monitoring operation according to the third embodiment. FIG. 13A shows a case where all highways are normal. In the first stage of Series 0, "01" is the highway,
Respectively. In the intermediate stage of the system 0, the monitoring data "01" and "03" of the highway are added, and the resultant "04" is output to the highway. Further, the 0-system detection stage holds the monitoring data “04” and “04” of the highway, respectively. On the other hand, "03" is output to the highway at the first stage of the first system. Hereinafter, the same applies. In this example, at least two types of faults (open / short) at each stage can be identified by making the initial stage numerical values of the system 0 and system 1 different by “02” or more. Then, the monitoring control unit 10 of this example determines that all four final calculation results are “0”.
4 ", it is determined that there is no highway failure.

FIG. 13B shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the 0 system becomes “FF”. As a result, in the intermediate stage of system 0, "FF" + "03" = "02" is obtained for each monitoring data of the highway, and this is output to the highway, respectively. As a result, 0
“02” is held in each upper stage of the detection stages of the system and the system 1, respectively.

When the highway is short-circuited to ground, the input of the highway at the intermediate stage of the system 0 becomes "0".
0 ". As a result, in the intermediate stage of system 0, "00" + "03" =
"03" is obtained and output to the highway. As a result, in each upper stage of the detection stages of the 0 system and 1 system, “0”
3 "is held respectively.

FIG. 13B shows a case where the highway has a fault. When the highway is opened, the input of the highway at the intermediate stage of the system 1 becomes “FF”. As a result, in the intermediate stage of the first system, “03” + “FF” = “02” is obtained for each monitoring data of the highway, and this is output to the highway. As a result, 0
"02" is held in each lower stage of the detection stages of the system and the system 1, respectively.

When the highway is short-circuited to ground, the input of the highway at the intermediate stage of the system 1 becomes "0".
0 ". As a result, in the intermediate stage of the first system, “03” + “00” =
"03" is obtained and output to the highway. As a result, in each lower stage of the detection stages of the 0 system and 1 system, “0”
3 "is held respectively.

FIGS. 14A and 14B show a highway,
Indicates the case of a failure, and is shown in FIGS. 13B and 13C.
It is considered as in the case of. FIG. 14C shows a case where the highway has a failure. When the highway is opened, the input of the highway in the detection stage of the system 0 becomes “F”.
F ". As a result, “F
F "is held.

When the highway is short-circuited to the ground, the input of the highway in the 0-system detection stage becomes "0".
0 ". As a result, "0"
"0" is held. FIGS. 15 (A) to 15 (C) show the cases where the highways are faulty, respectively, and FIG.
It can be considered as in the case of (C).

FIG. 16 is a diagram for explaining a failure conversion table according to the third embodiment. The table shows the relationship between the final calculation results (upper and lower) in each of the detection stages 0 and 1 and the faults (open / short) on the highway. By using this table, the monitoring control unit 10 can quickly identify the presence / absence of a fault on the highway, the fault location, and the type of fault (open / short) based on the final calculation results of the system 0 and system 1 and duplicated. The system can be switched accurately. In the third embodiment, an adder A is provided at each stage.
Since neither A2 nor A3 is provided, the circuit is extremely simple. Further, since only a predetermined number of each initial stage of the 0 system and the 1 system needs to be determined, the control is easy. In addition, since the influence of the highway failure other than the last stage appears commonly to the 0 system and the 1 system, the failure can be specified by monitoring any one system.

The predetermined numbers “a”, “b”, “c” and the like in each of the above embodiments may be configured to be fixed to the system, but are appropriately set by the monitoring control unit 10. It may be configured as follows. Further, in each of the above embodiments, the addition operation is performed on each monitoring data, but it is apparent that various other operations such as subtraction, multiplication, and division may be performed.

In the first embodiment, the intermediate stage device 2/5 is provided with the first and second preceding highways, /,.
A first operation unit A1 that performs a first operation between the respective monitoring data, and a second operation unit that performs a second operation on the operation result of the first operation unit A1 and outputs the result to a first next-stage highway /. 2 and a third arithmetic unit A3 that performs a third operation on the operation result of the first arithmetic unit A1 and outputs the result to a second next-stage highway /, Not limited to this. For example, a second operation unit A2 that performs a second operation on the monitoring data from the first pre-stage highway /
A first operation is performed between the third operation unit A3 for performing the third operation on the monitoring data from the previous highway / and the operation results of the second and third operation units A2 and A3. It is obvious that the first arithmetic unit A1 that outputs the operation result to the first and second next-stage highways, /, may be provided. In practice, the configurations of the arithmetic units and the combinations thereof can be variously configured without departing from the idea of the present invention that a fault occurring on each highway has a different effect on the final arithmetic result of the detection stage.

In each of the above embodiments, an example of application of the present invention to a telephone exchange has been described. However, it is needless to say that the present invention can be applied to a highway fault monitoring of any other double redundant configuration. In addition, although a plurality of embodiments suitable for the present invention have been described, it is needless to say that various changes can be made in the configuration, control, and combination of these components without departing from the spirit of the present invention.

[0059]

As described above, according to the present invention, it is possible to accurately detect (identify) a highway failure of a duplexer with a simple configuration and control, and to greatly contribute to the safe operation of the duplexer.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating the principle of the present invention.

FIG. 2 is a diagram illustrating a configuration of a highway fault monitoring method according to the first embodiment.

FIG. 3 is a schematic diagram (1) of a highway fault monitoring operation according to the first embodiment;

FIG. 4 is a schematic diagram (2) of a highway fault monitoring operation according to the first embodiment;

FIG. 5 is a schematic diagram (3) of a highway fault monitoring operation according to the first embodiment;

FIG. 6 is a diagram illustrating a failure conversion table according to the first embodiment.

FIG. 7 is a diagram illustrating a configuration of a highway fault monitoring method according to a second embodiment.

FIG. 8 is a schematic diagram (1) of a highway fault monitoring operation according to the second embodiment.

FIG. 9 is a schematic diagram (2) of a highway fault monitoring operation according to the second embodiment.

FIG. 10 is a schematic diagram (3) of a highway fault monitoring operation according to the second embodiment.

FIG. 11 is a diagram illustrating a failure conversion table according to the second embodiment.

FIG. 12 is a diagram illustrating a configuration of a highway fault monitoring method according to a third embodiment.

FIG. 13 is a schematic diagram (1) of a highway fault monitoring operation according to the third embodiment.

FIG. 14 is a schematic diagram (2) of a highway fault monitoring operation according to the third embodiment.

FIG. 15 is a schematic diagram (3) of a highway fault monitoring operation according to the third embodiment.

FIG. 16 is a diagram illustrating a failure conversion table according to the third embodiment.

FIG. 17 is a diagram showing a configuration of a conventional highway fault monitoring system.

[Explanation of symbols]

 1, 4 Subscriber IF section 2, 5 Highway confounding section 3, 6 Communication path switch section 10 Monitoring control section A Adder DR Pattern extracting section EX Confounding function section IF interface function section IN pattern inserting section PC pattern checker PG pattern generator SW Selection unit TS call path switch function unit

Claims (4)

[Claims] In a highway fault monitoring system of a system in which a plurality of devices are connected in a redundant configuration by a signal highway, an initial device for outputting predetermined monitoring data to a next highway, and monitoring from a previous highway One or two or more intermediate-stage devices that perform a predetermined operation on the data for use and output the data to the next-stage highway; and monitor data from the previous highway or monitoring data that has undergone a predetermined operation on the monitoring data. A highway fault monitoring method comprising: a detection stage device that can be output to the outside; and a monitoring device that monitors a highway fault based on each monitoring data of the detection stage device. 2. An intermediate stage device comprising: a first arithmetic unit for performing a first arithmetic operation between respective monitoring data of first and second precedent highways; and a second arithmetic unit for calculating an arithmetic result of the first arithmetic unit. And a third operation unit for performing a third operation on the operation result of the first operation unit and outputting the result to a second next-stage highway. The highway fault monitoring system according to claim 1, further comprising an operation unit. 3. An intermediate stage device, comprising: a second arithmetic unit for performing a second operation on the monitoring data of the first previous stage highway and outputting the data to a first next stage highway; and monitoring the second previous stage highway. The highway fault monitoring system according to claim 1, further comprising: a third arithmetic unit that performs a third arithmetic operation on the application data and outputs the result to a second next-stage highway. 4. An intermediate stage device for performing a first operation between respective monitoring data of a first and a second preceding highway and outputting a result of the operation to the first and a second next highway. 2. The highway fault monitoring system according to claim 1, further comprising: