Train sleep wake-up unit redundancy management method, equipment and medium

Abstract

The invention relates to a train sleep wake-up unit redundancy management method and device and a medium, and the method comprises the steps that S1, an offline tool generates communication channels corresponding to sleep wake-up units at the head end and the tail end of a train according to configuration data, the two communication channels communicate with ATS independently, and configuration parameters are different; s2, the sleep wake-up units at the head end and the tail end of the train respectively load corresponding communication channels during initialization, and generate state data according to external message cycle calculation during operation; s3, the sleep awakening units at the head end and the tail end of the train decide a main end and a standby end according to the running state; and S4, after the dormancy awakening units at the head end and the tail end of the train receive the ATS message, the received ATS message is synchronously forwarded to the standby end. Compared with the prior art, the method has the advantages of being more flexible and simpler to implement, higher in usability and the like.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a train sleep-wake-up unit redundant management method, device and medium based on an independent communication channel. Background Art

[0002] With the continuous development of the urban rail transit industry, especially in large cities with relatively dense populations, subway travel has become an indispensable part of the normal operation of the entire city. With this comes higher requirements for all parts of the urban rail transit industry. As a core component of the urban rail transit signal system, the stability of the train automatic control system has a huge impact on operation and maintenance. Among them, being able to remotely perform a series of operations such as sleep and wake-up of the train through the center is the key to achieving a smarter and more energy-efficient unmanned driving goal. The train sleep and wake-up unit is the core component of the train automatic control system to realize remote sleep and wake-up of the train. It is a bridge between the center and the vehicle. Its main functions consist of two parts: reporting the sleep and wake-up status of the vehicle to the center and processing the sleep and wake-up instructions issued by the center.

[0003] In order to improve the availability and anti-interference ability of the train automatic control system, redundant structures are indispensable in all parts of the train automatic control system. After searching the Chinese patent publication number CN111003023A, a dual-system head-to-tail dual-redundant train-specific automatic wake-up and automatic sleep device is disclosed, which includes: AAM equipment is deployed at both ends of the train, and each end of the equipment can send sleep instructions and wake-up instructions to the vehicle relay I / O interface; AAM equipment communicates head-to-tail through the vehicle switch, realizing the head-to-tail redundancy function, when the head section executes the wake-up / sleep instruction of the central or local, and the instruction cannot be executed due to a fault, the instruction will be sent to the opposite end AAM device, and the opposite end AAM device executes the corresponding instruction through the vehicle relay I / O interface, and operates the vehicle equipment to wake up / sleep, thereby achieving the head-to-tail redundancy function of the sleep / wake-up operation, ensuring the continued operation of the entire system.

[0004] However, the existing redundant management technology mainly considers the master-slave management between the head and tail redundant devices, and does not consider the use of different communication channels for communicating with the outside world; in addition to the need to synchronize application layer messages on both sides, the overhead of the synchronous communication channel is also increased. In addition, when both ends of the head and tail are working normally and enter the dual-master state, both sides actively communicate with the outside world, and there is a possibility of communication channel conflict. Therefore, how to design a method for the train sleep wake-up unit to avoid the above problems from the source and minimize the adverse effects of unexpected operation scenarios has become a technical problem that needs to be solved. Summary of the invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a train sleep and wake-up unit redundant management method, device and medium based on independent communication channels that are more flexible and simple to implement and have higher availability.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to a first aspect of the present invention, a train sleep and wake-up unit redundancy management method is provided, the method is implemented based on an independent communication channel, and the method comprises the following steps:

[0008] Step S1, the offline tool generates communication channels corresponding to the sleep and wake-up units at both ends of the train according to the configuration data, wherein the two communication channels communicate with the ATS independently and have different configuration parameters;

[0009] Step S2, the sleep and wake-up units at both ends of the train load the corresponding communication channels respectively during initialization, and calculate and generate status data according to the external message cycle during operation;

[0010] Step S3, the sleep and wake-up units at both ends of the train determine the master and slave ends according to the operation status, wherein the operation status includes the communication status with the ATS, the communication status with the on-board controllers at both ends, the operation status of the board output module, and the operation status of the board acquisition module in descending order of priority, wherein the end with a better operation status is the master end, and vice versa;

[0011] Step S4, after receiving the ATS message, the sleep awakening units at both ends of the train synchronously forward the received ATS message to the standby end.

[0012] As a preferred technical solution, in step S1, the communication channel parameters of the sleep and wake-up units at the head and tail ends of the train are configured in the configuration data.

[0013] As a preferred technical solution, the communication channel parameters include IP address, port number, communication layer verification parameters and application layer device ID;

[0014] In each group of communication channel parameters, the IP address includes a pair of IP addresses in different network segments; the port number includes a pair of specified port numbers, which may be the same or different; the communication layer verification parameters are a group of parameters that can uniquely identify the information of both communicating parties, including the destination device address identifier, the local device address identifier, the destination device period, the local device period, the destination device verification parameter, and the local device verification parameter; the application layer device ID includes the destination device ID and the local device ID, which is a parameter that uniquely identifies the devices of both parties in the application layer data.

[0015] As a preferred technical solution, when the offline tool generates a communication channel, the communication channel parameters involved in the first and last sleep-wake-up units of all trains on the entire line are uniformly processed and arranged in sequence in the same file. The communication channel generation process in step S1 is as follows:

[0016] Read the communication parameters corresponding to all sleep and wake-up units in the configuration data;

[0017] According to the specified file format, the communication parameters read are sequentially generated into corresponding text files in units of sleep and wake-up units as intermediate products;

[0018] According to the data structure described by the offline tool and the online software interface, the intermediate product in the text file format generated in the previous step is further processed into a binary file in binary format for use by the online software to initialize the loading communication channel; wherein the data structure includes an application layer device ID and a set of corresponding communication parameters.

[0019] As a preferred technical solution, the communication channel loading process in step S2 is specifically as follows:

[0020] According to the data structure described by the data plug and the online software interface, load the data that can uniquely identify the train number and obtain the corresponding application layer device ID;

[0021] According to the data structure described by the offline tool and the online software interface, load the binary configuration data generated by the offline tool containing the communication channel information of all train sleep and wake-up units on the entire line, and match the corresponding communication channel according to the application layer device ID read in the previous step.

[0022] As a preferred technical solution, the status data in step S2 includes sleep-wake-up unit operation status data and train sleep-wake-up status data;

[0023] The sleep-wake-up unit operation status data includes the communication status with the ATS, the communication status with the on-board controllers at both ends, the board output module operation status, and the board acquisition module operation status; the train sleep-wake-up status data is jointly determined by the sleep-wake-up unit and the ATS, including the train sleep status and the train wake-up status.

[0024] As a preferred technical solution, in step S3, when the sleep and wake-up units at both ends can communicate normally, the operating status of the sleep and wake-up units at both ends are compared, and the end with a better operating status is the main end, otherwise it is the backup end; when it is unable to communicate normally with the other end, this end is defaulted to be the main end.

[0025] As a preferred technical solution, in step S4, if the sleep-wake-up unit determines that the local end is the master end, it actively communicates and interacts with the ATS, otherwise, it does not actively send a message to the ATS.

[0026] As a preferred technical solution, when the sleep and wake-up units at either end of the train determine that the local end is the master end and actively interact with the ATS, only the communication channel corresponding to the local end is used and only the communication channel status corresponding to the local end is maintained without considering the status of the other end; the communication channel has been successfully loaded during initialization, and there is no need to dynamically adjust the communication channel status during the master-slave switching.

[0027] As a preferred technical solution, the sleep wake-up units at both ends of the train actively communicate and interact with the ATS in the following scenarios: both ends do not actively communicate and interact with the ATS, only one end actively communicates and interacts with the ATS, and both ends actively communicate and interact with the ATS;

[0028] The two ends do not actively communicate with ATS, which is a fault scenario. By defaulting one of the two ends as the main end and the other end as the backup end during initialization, it is ensured that the above scenario will only occur briefly in the initialization phase due to inconsistent startup time or failure to start the main end. The initialization phase is an unstable phase, and abnormal states are allowed to occur briefly. After normal initialization is successful, such scenarios will not occur.

[0029] The description that only one end actively communicates and interacts with the ATS is a normal operation scenario. When both parties interact normally, the end with a better operating status actively communicates and interacts with the ATS. If the operating status is consistent, it is consistent with that during initialization, and one end is the master end by default;

[0030] When both ends actively communicate and interact with ATS, it is a normal operating scenario. When the communication between the sleep and wake-up units at the head and tail of the train is disconnected, both ends will actively communicate and interact with ATS, and the status of both ends will be summarized to ATS. The communication channels used for communication between the two ends and ATS are independent of each other.

[0031] As a preferred technical solution, when dual-master operation occurs at the sleep-wake-up units at both ends of the train, even if both are forwarding local ATS messages to the other end, it can be ensured that the local end uses data obtained from the local communication channel.

[0032] As a preferred technical solution, the standby end in step S4 will actively receive the ATS message forwarded by the opposite end.

[0033] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0034] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1) The present invention reduces the overhead of the synchronous communication channel. The head and tail ends of the train each maintain an independent communication channel, which reduces the overhead of the synchronous communication channel information between the two ends and reduces the coupling degree between different modules, thereby reducing the complexity of the entire system and making the implementation more flexible and simple.

[0037] 2) The present invention allows the sleep and wake-up units at both ends of the train to communicate with the ATS through independent communication channels, thereby avoiding the possibility of communication channel conflicts with the ATS in the case of dual masters from the source, being able to cope with more operating scenarios and improving the availability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a flow chart of the method of the present invention;

[0039] Figure 2 This is an example diagram of redundant management of wake-up units at both ends of a train according to the present invention. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0041] Figure 1 A train sleep and wake-up unit redundancy management method based on an independent communication channel provided by an embodiment of the present invention is shown, which mainly includes the following steps:

[0042] Step S1, the offline tool generates the communication channels corresponding to the sleep and wake-up units at both ends of the train and the ATS according to the configuration data. The two communication channels have different configuration parameters and are independent of each other. Specifically, the communication channel can be determined by parameters such as IP address, port number, communication layer verification parameters, and application layer device ID;

[0043] Step S2, the sleep and wake-up units at both ends of the train load the corresponding communication channels respectively during initialization, and calculate and generate status data according to the external message cycle during operation;

[0044] Step S3, the sleep and wake-up units at both ends of the train determine the master and standby ends during operation. The operation status is mainly composed of the following parts, with the priority from high to low: the communication status with the ATS, the communication status with the on-board controllers at both ends, the operation status of the board output module, and the operation status of the board acquisition module. The end with a better operation status is the master end, otherwise it is the standby end;

[0045] Step S4, after receiving the ATS message, the sleep awakening units at both ends of the train will synchronously forward the received ATS message to the standby end, but only the master end actively communicates with the ATS.

[0046] In one embodiment, step S1 specifically includes the following steps:

[0047] Step A: In a file of a specified format, the communication channel information required by the sleep and wake-up units at both ends of all trains on the entire line is configured in a specified format;

[0048] Step B: Use an offline tool to read the communication parameters corresponding to all sleep and wake-up units in the configuration file;

[0049] Step C: using an offline tool, according to a specified file format, and taking the sleep and wake-up units as units, the communication parameters read are sequentially generated into corresponding text files as intermediate products for manual confirmation and further processing;

[0050] Step D: Using the offline tool, according to the data structure described by the interface between the offline tool and the online software, the intermediate product in the text file format generated in the previous step is further processed into a binary file in binary format for use by the online software to initialize the loading communication channel.

[0051] In one embodiment, step S2 specifically includes the following steps:

[0052] Step A: The online software loads the data that can uniquely identify the train number according to the data structure described by the data plug and the online software interface, and obtains the corresponding application layer device ID;

[0053] Step B: The online software loads the binary configuration data containing the communication channel information of all sleep and wake-up units of the entire line generated by the offline tool according to the data structure described by the offline tool and the online software interface, and matches the corresponding communication channel according to the application layer device ID read in the previous step.

[0054] In one embodiment, step S3 specifically includes the following steps:

[0055] Step A: The online software maintains the following status of the local end during operation: the communication status with the ATS, the communication status with the on-board controllers at both ends, the running status of the board output module, and the running status of the board acquisition module;

[0056] Step B: The online software sends the running status of the local end to the other end, and receives the running status of the other end;

[0057] Step C: The online software compares the operating status of both ends and determines the active / standby status of the local end.

[0058] In one embodiment, step S4 specifically includes the following steps:

[0059] Step A: The sleep awakening unit of the master terminal actively interacts with the ATS and forwards the received ATS message to the sleep awakening unit of the peer terminal;

[0060] Step B: The sleep-awakening unit of the standby end does not actively interact with the ATS, and receives the ATS message forwarded by the sleep-awakening unit of the opposite end.

[0061] Figure 2 The figure shows the data communication network structure diagram between the sleep wake-up unit and ATS at both ends of a train. The sleep wake-up units at both ends are connected through an internal redundant network, and the communication with ATS is also connected through a redundant network. There are four independent communication channels in the whole system. Sleep wake-up unit 1 maintains two communication channels for communicating with ATS, and sleep wake-up unit 2 also maintains two communication channels for communicating with ATS. The four communication channels are independent of each other. In theory, as long as one channel is still working normally, the function of communication between the sleep wake-up unit and ATS of the train can be realized. The following is a specific description of the communication between the sleep wake-up unit and ATS at both ends of the train in different scenarios.

[0062] When both ends do not actively communicate with ATS, it means that the sleep and wake-up units on both ends are not working properly. This is the worst case, and manual inspection is required to confirm the cause of the failure and restore communication manually. This situation is a failure that cannot be prevented at the design level.

[0063] When only one end actively communicates with ATS, it is a normal operation scenario. When both parties interact normally, the end with better operating status will actively communicate with ATS. If the operating status is consistent, it will be consistent with the initialization, and one end is the master end by default.

[0064] When both ends actively communicate and interact with the ATS, it is a normal operation scenario. When the communication between the sleep and wake-up units at the head and tail ends of the train is disconnected, both ends will actively communicate and interact with the ATS, and the status of both ends will be summarized at the ATS. According to step S1, the communication channels used by the two ends to communicate with the ATS are independent of each other and do not affect each other.

[0065] The present invention designs a redundant management method for train sleep and wake-up units based on independent communication channels. By managing multiple groups of different communication parameters, the network layer, communication layer and application layer of the communication channel are distinguished. The communication channel is used as a part of the redundancy, which reduces the coupling degree of the redundant two sides of the train sleep and wake-up unit. The implementation is more flexible and simple, can cope with more operating scenarios, and improves the availability of the system.

[0066] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0067] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0068] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0069] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0070] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0071] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0072] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0073] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train sleep and wake-up unit redundancy management method, characterized in that: The method is implemented based on an independent communication channel, and the method comprises the following steps: Step S1, the offline tool generates communication channels corresponding to the sleep and wake-up units at both ends of the train according to the configuration data, wherein the two communication channels communicate with the ATS independently and have different configuration parameters; Step S2, the sleep and wake-up units at both ends of the train load the corresponding communication channels respectively during initialization, and calculate and generate status data according to the external message cycle during operation; Step S3, the sleep and wake-up units at both ends of the train determine the master and slave ends according to the operation status, wherein the operation status includes the communication status with the ATS, the communication status with the on-board controllers at both ends, the operation status of the board output module, and the operation status of the board acquisition module in descending order of priority, wherein the end with a better operation status is the master end, and vice versa; Step S4, after receiving the ATS message, the sleep awakening units at both ends of the train synchronously forward the received ATS message to the standby end.

2. According to claim 1, a train sleep and wake-up unit redundancy management method is characterized in that: In the step S1, the communication channel parameters of the sleep and wake-up units at the head and tail ends of the train are configured in the configuration data.

3. According to claim 2, a train sleep and wake-up unit redundancy management method is characterized in that: The communication channel parameters include IP address, port number, communication layer verification parameters and application layer device ID; In each group of communication channel parameters, the IP address includes a pair of IP addresses in different network segments; the port number includes a pair of specified port numbers; the communication layer verification parameters are a group of parameters that can uniquely identify the information of both communicating parties, including the destination device address identifier, the local device address identifier, the destination device period, the local device period, the destination device verification parameter, and the local device verification parameter; the application layer device ID includes the destination device ID and the local device ID, which is a parameter that uniquely identifies the devices of both parties in the application layer data.

4. According to claim 2, a train sleep and wake-up unit redundancy management method is characterized in that: The communication channel generation process in step S1 is as follows: Read the communication parameters corresponding to all sleep and wake-up units in the configuration data; According to the specified file format, the communication parameters read are sequentially generated into corresponding text files in units of sleep and wake-up units as intermediate products; According to the data structure described by the offline tool and the online software interface, the intermediate product in the text file format generated in the previous step is further processed into a binary file in binary format for use by the online software to initialize the loading communication channel; wherein the data structure includes an application layer device ID and a set of corresponding communication parameters.

5. According to claim 1, a train sleep and wake-up unit redundancy management method is characterized in that: The communication channel loading process in step S2 is specifically as follows: According to the data structure described by the data plug and the online software interface, load the data that can uniquely identify the train number and obtain the corresponding application layer device ID; According to the data structure described by the offline tool and the online software interface, load the binary configuration data generated by the offline tool containing the communication channel information of all train sleep and wake-up units on the entire line, and match the corresponding communication channel according to the application layer device ID read in the previous step.

6. According to claim 1, a train sleep and wake-up unit redundancy management method is characterized in that: The status data in step S2 includes the sleep-wake-up unit operation status data and the train sleep-wake-up status data; The sleep-wake-up unit operation status data includes the communication status with the ATS, the communication status with the on-board controllers at both ends, the board output module operation status, and the board acquisition module operation status; the train sleep-wake-up status data is jointly determined by the sleep-wake-up unit and the ATS, including the train sleep status and the train wake-up status.

7. According to claim 1, a train sleep and wake-up unit redundancy management method is characterized in that: In step S3, when the sleep and wake-up units at both ends can communicate normally, the operating states of the sleep and wake-up units at both ends are compared, and the end with a better operating state is the main end, and the opposite end is the backup end; when it is unable to communicate normally with the other end, the current end is the main end by default.

8. A train sleep and wake-up unit redundancy management method according to claim 1, characterized in that: In the step S4, if the sleep-wake-up unit determines that the local end is the master end, it actively communicates and interacts with the ATS, otherwise, it does not actively send a message to the ATS.

9. A train sleep and wake-up unit redundancy management method according to claim 8, characterized in that: When the sleep and wake-up units at either end of the train determine that the local end is the master end and actively interact with the ATS, only the communication channel corresponding to the local end is used and only the communication channel status corresponding to the local end is maintained; the communication channel has been successfully loaded during initialization, and there is no need to dynamically adjust the communication channel status during the master-slave switching.

10. A train sleep and wake-up unit redundancy management method according to claim 8, characterized in that: The sleep-wake-up units at both ends of the train actively communicate with the ATS in the following scenarios: both ends do not actively communicate with the ATS, only one end actively communicates with the ATS, and both ends actively communicate with the ATS; The two ends do not actively communicate and interact with the ATS, which is a fault scenario; The description that only one end actively communicates and interacts with the ATS is a normal operation scenario. When both parties interact normally, the end with a better operating status actively communicates and interacts with the ATS. If the operating status is consistent, it is consistent with that during initialization, and one end is the master end by default; When both ends actively communicate and interact with ATS, it is a normal operating scenario. When the communication between the sleep and wake-up units at the head and tail of the train is disconnected, both ends will actively communicate and interact with ATS, and the status of both ends will be summarized to ATS. The communication channels used for communication between the two ends and ATS are independent of each other.

11. A train sleep and wake-up unit redundancy management method according to claim 10, characterized in that: When the sleep-wake-up units at both ends of the train are in dual-master operation, even if both are forwarding local ATS messages to the other end, it can be ensured that the local end uses data obtained from the local communication channel.

12. A train sleep and wake-up unit redundancy management method according to claim 1, characterized in that: The standby end in step S4 will actively receive the ATS message forwarded by the opposite end.

13. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 12 is implemented.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 12 is implemented.

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