A heterogeneous network architecture for high-speed trains

Abstract

This specification provides a heterogeneous network architecture for high-speed trains. This heterogeneous network architecture includes: a vehicle-level Ethernet network comprising multiple vehicle-level Ethernet nodes, which are connected in series in a ring network to form a first channel and a second channel. The first channel is connected to the first network port of the subsystem, and the second channel is connected to the second network port of the subsystem. The train-level backbone network comprises four train-level backbone network nodes. Two train-level backbone network nodes are installed in each of the first and eighth carriages of each traction unit, and these two nodes are connected to the first and second channels, respectively. The train-level backbone network nodes interact with the vehicle-level Ethernet nodes through a backplane. Based on this network architecture, network transmission reliability can be improved while optimizing real-time and redundancy requirements, further meeting the transmission needs of high-bandwidth data services.

Description

Technical Field

[0001] This manual belongs to the field of rail vehicle control technology, and in particular relates to a heterogeneous network architecture for EMU trains. Background Technology

[0002] The network control system of high-speed trains enables information sharing among subsystems, coordinates the control, monitoring, and diagnostic tasks between the central control system and each subsystem, summarizes the working status and fault diagnosis information of each subsystem, provides information display and human-machine interface, and completes vehicle-level control, fault diagnosis, and status monitoring. With continuous technological development, to further optimize the network of high-speed trains, an Ethernet-based transmission network architecture has emerged. However, the existing network architecture struggles to handle high-bandwidth data transmission, is susceptible to electromagnetic interference, and suffers from low network reliability and poor real-time performance.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This specification provides a heterogeneous network architecture for high-speed trains, which can solve the problems of low network transmission reliability and poor real-time performance in existing network architectures. It can improve network transmission reliability while optimizing network transmission real-time performance and redundancy requirements, and further meet the transmission needs of high-bandwidth data services.

[0005] The purpose of this specification is to provide a heterogeneous network architecture for EMU trains. The EMU trains are in the form of eight-car formations or in the form of sixteen-car formations formed by two eight-car formations. The eight-car formation consists of one traction unit, and the sixteen-car formation consists of two traction units. A vehicle-level Ethernet is formed within one traction unit, and a train-level backbone network is formed between the two traction units.

[0006] The vehicle-grade Ethernet includes multiple vehicle-grade Ethernet nodes, which are connected in series in a ring network to form a first channel and a second channel respectively. The first channel is connected to the first network port of the subsystem, and the second channel is connected to the second network port of the subsystem.

[0007] The train-level backbone network includes four train-level backbone network nodes. Two train-level backbone network nodes are set in the first and eighth cars of each traction unit, and the two train-level backbone network nodes in the first and eighth cars are respectively connected to the first channel and the second channel.

[0008] The train-level backbone network nodes interact with the vehicle-level Ethernet nodes via a backplane.

[0009] Furthermore, the plurality of vehicle-grade Ethernet nodes are connected in series in a ring network to form a first channel and a second channel, including:

[0010] The vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the traction unit are connected in series via optical fiber as the first uplink, and the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages are connected in series via optical fiber as the first downlink.

[0011] The first uplink and the first downlink are connected in series via optical fiber in a ring network to form the first channel;

[0012] The vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the traction unit are connected in series via optical fiber to form the second uplink, and the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages are connected in series via optical fiber to form the second downlink.

[0013] The second uplink and the second downlink are connected in series via optical fiber in a ring network to form a second channel.

[0014] Furthermore, the step of connecting the first uplink and the first downlink in a ring network via optical fiber to form the first channel includes:

[0015] The vehicle-level Ethernet node in the first carriage of the first uplink and the vehicle-level Ethernet node in the second carriage of the first downlink are connected in a ring network via optical fiber to form the first left ring.

[0016] The vehicle-level Ethernet node in the seventh carriage of the uplink and the vehicle-level Ethernet node in the eighth carriage of the downlink are connected in a ring network via optical fiber to form the first right ring.

[0017] The first channel is formed based on the first left ring and the first right ring.

[0018] Furthermore, the first channel is connected to the first network port of the subsystem, including:

[0019] Connect the vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the first channel to the first network ports of the corresponding subsystems in the first, third, fifth, and seventh carriages respectively via 100Mbps cables;

[0020] Connect the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages of the first channel to the first network ports of the corresponding subsystems in the eighth, sixth, fourth, and second carriages respectively via 100Mbps cables.

[0021] Furthermore, the second channel is connected to the second network port of the subsystem, including:

[0022] Connect the vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the second channel to the second network ports of the corresponding subsystems in the second, fourth, sixth, and eighth carriages respectively via 100Mbps cables;

[0023] Connect the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages of the second channel to the second network ports of the corresponding subsystems in the seventh, fifth, third, and first carriages respectively via 100Mbps cables.

[0024] Furthermore, the step of connecting the vehicle-level Ethernet nodes in the first and third carriages of the traction unit in series via optical fiber includes:

[0025] Connect the gigabit cascade port of the vehicle-level Ethernet node in the first carriage to the first port of the corresponding first optoelectronic module in the first channel via a gigabit cable.

[0026] The transmitting port of the second port of the first optoelectronic module corresponding to the first channel is connected to the first fiber in the multi-core fiber through the transmitting fiber, and the receiving port of the second port of the first optoelectronic module corresponding to the first channel is connected to the second fiber in the multi-core fiber through the receiving fiber.

[0027] The first fiber in the multi-core optical fiber is connected to the receiving port in the first port of the corresponding second optoelectronic module in the first channel through the transmitting fiber, and the second fiber in the multi-core optical fiber is connected to the transmitting port in the first port of the corresponding second optoelectronic module in the first channel through the receiving fiber.

[0028] Connect the second port of the corresponding second optoelectronic module in the first channel to the gigabit cascade port of the vehicle-level Ethernet node in the third carriage via a gigabit cable.

[0029] Furthermore, the step of connecting the two train-level backbone network nodes in the first carriage to the first channel and the second channel respectively includes:

[0030] One train-level backbone network node in the first carriage is used as the first train-level backbone network node, and the first train-level backbone network node is connected to the vehicle-level Ethernet node in the first carriage in the first passage.

[0031] Another train-level backbone network node in the first carriage is used as the second train-level backbone network node, and the second train-level backbone network node is connected to the vehicle-level Ethernet node in the first carriage in the second passage.

[0032] Furthermore, the connection of the two train-level backbone network nodes in the eighth carriage to the first and second channels respectively includes:

[0033] One of the train-level backbone network nodes in the eighth carriage is used as the third train-level backbone network node, and the third train-level backbone network node is connected to the vehicle-level Ethernet node in the eighth carriage in the first passage.

[0034] Another train-level backbone network node in the eighth carriage is used as the fourth train-level backbone network node, and the fourth train-level backbone network node is connected to the vehicle-level Ethernet node in the eighth carriage in the second passage.

[0035] Furthermore, before the train-level backbone network node interacts with the vehicle-level Ethernet node via the backplane, it includes:

[0036] The first train-level backbone network node and the vehicle-level Ethernet node in the first carriage of the first channel are installed in the first switch box in the form of a board. The second train-level backbone network node and the vehicle-level Ethernet node in the first carriage of the second channel are installed in the second switch box in the form of a board.

[0037] The third train-level backbone network node and the vehicle-level Ethernet node in the eighth carriage of the first channel are installed in the third switch box in the form of a board. The fourth train-level backbone network node and the vehicle-level Ethernet node in the eighth carriage of the second channel are installed in the fourth switch box in the form of a board.

[0038] Furthermore, when the train-level backbone network node transmits data between two traction units, it adopts a transmission method that uses both wired and wireless transmissions with redundancy.

[0039] This specification provides a heterogeneous network architecture for EMU trains. First, the EMU trains adopt an eight-car formation or a sixteen-car formation formed by two eight-car formations. The eight-car formation consists of one traction unit, and the sixteen-car formation consists of two traction units. A vehicle-level Ethernet is formed within one traction unit, and a train-level backbone network is formed between the two traction units. This specification uses an eight-car formation as one traction unit. Data transmission within the traction unit only needs to pass through the vehicle-level Ethernet and does not need to pass through the train-level Ethernet, which reduces transmission latency and makes system maintenance and monitoring more convenient. Secondly, the vehicle-level Ethernet includes multiple vehicle-level Ethernet nodes, which are connected in series in a ring network to form a first channel and a second channel. The first channel is connected to the first network port of the subsystem, and the second channel is connected to the second network port of the subsystem. The ring network structure adopted in this specification has good redundancy. When a link failure or equipment failure occurs, the ring network protocol can automatically switch routes to maintain normal network communication. By forming a dual-ring network topology of the first and second channels and dual network port redundancy of the subsystem, redundant transmission of vehicle control data can be achieved, that is, even if a single channel fails, normal network communication can still be guaranteed. Secondly, the train-level backbone network includes four train-level backbone network nodes. Two train-level backbone network nodes are set in the first and eighth cars of each traction unit. The two train-level backbone network nodes in the first and eighth cars are connected to the first and second channels respectively. The two redundant train-level backbone network nodes in the first and eighth cars can be used to transmit data of the first and second channels respectively, realizing the redundancy design of train-level communication. Finally, the train-level backbone network nodes interact with the vehicle-level Ethernet nodes via the backplane. This heterogeneous network architecture improves network transmission reliability while optimizing real-time and redundancy requirements, further meeting the transmission needs of high-bandwidth data services. Attached Figure Description

[0040] To more clearly illustrate the embodiments of this specification, the accompanying drawings used in the embodiments will be briefly introduced below. The drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This specification provides a schematic diagram of the structure of one embodiment of a heterogeneous network architecture for a high-speed train.

[0042] Figure 2 This manual provides a heterogeneous network architecture for high-speed trains.

[0043] Figure 3This manual provides a heterogeneous connection method for vehicle-grade Ethernet. Detailed Implementation

[0044] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0045] Considering the existing Train Control and Management System (TCMS), also known as a network control system, it is used to realize information transmission and sharing among subsystems, coordinate the control, monitoring and diagnostic tasks of the central control system and each subsystem, summarize the working status and fault diagnosis information of each subsystem, provide information display and human-machine interface, and complete the control, fault diagnosis and status monitoring of the whole vehicle.

[0046] Early train control systems implemented vehicle control functions through a central control unit and the main control units of each car. The central control unit, the main control units of each car, and the subsystems mostly used simple serial buses such as RS485 or RS232 (common serial communication interface standards) for communication. The control functions were implemented directly by the central control unit and the main control units of each car through hard-wired signals. The control unit collected the status of each subsystem through the serial communication interface to realize the monitoring function.

[0047] With the development of technology, standardized onboard network systems have emerged. The central control unit and various subsystems exchange information via network communication, employing standard Train Communication Network (TCN) buses (including Wire Train Bus (WTB) and Multifunction Vehicle Bus (MVB)). However, the WTB+MVB architecture has a relatively low network transmission rate (1.0 Mbit / s for train-level WTB and 1.5 Mbit / s for vehicle-level MVB), making it difficult to meet the demands of high-bandwidth transmission.

[0048] To further optimize train networks, existing technologies have proposed an Ethernet-based transmission network architecture. This architecture is based on a Train-Level Network (ETB) + Vehicle-Level Network (ECN) transmission architecture, with Ethernet as the transmission medium, further improving bandwidth. With societal development, future trains will exhibit characteristics such as higher speed, greater intelligence, and lighter weight, requiring train networks to have higher bandwidth, enhanced security, and higher reliability. However, current train control technology based on Ethernet cables faces the following challenges in terms of technological improvement: the current 100 Mbps Ethernet bus bandwidth still has limitations for video and other transmission requirements; trains use copper wire transmission, and higher signal rates are more susceptible to electromagnetic interference, especially at the electrical connections of the couplers, where manufacturing technology and application environment limitations make it difficult to achieve reliable 1000 Mbps electrical signal transmission; Ethernet data transmission is based on a best-effort principle and cannot provide deterministic data transmission.

[0049] In view of the aforementioned problems in the existing network architecture of high-speed trains and the specific reasons for these problems, this application proposes to introduce a heterogeneous network architecture for high-speed trains to improve network transmission reliability while optimizing the real-time and redundancy requirements of network transmission, and further meet the transmission needs of high-bandwidth data services.

[0050] Based on the above ideas, this specification proposes a heterogeneous network architecture for EMU trains, referring to... Figure 1 As shown, the EMU train adopts an eight-car formation or a sixteen-car formation formed by two eight-car formations. The eight-car formation consists of one traction unit, and the sixteen-car formation consists of two traction units. A vehicle-level Ethernet network is formed within one traction unit, and a train-level backbone network is formed between the two traction units. The vehicle-level Ethernet network includes multiple vehicle-level Ethernet nodes, which are connected in series in a ring network to form a first channel and a second channel, respectively. The first channel is connected to the first network port of the subsystem, and the second channel is connected to the second network port of the subsystem. The train-level backbone network includes four train-level backbone network nodes. Two train-level backbone network nodes are set in the first and eighth cars of each traction unit, and the two train-level backbone network nodes in the first and eighth cars are connected to the first and second channels, respectively. The train-level backbone network nodes interact with the vehicle-level Ethernet nodes through a backplane.

[0051] In some embodiments, see Figure 2As shown in the diagram: ETBN represents the train-level backbone network node, ECNN represents the vehicle-level Ethernet node, CCU represents the central control unit, IOM represents the input / output module, BCU represents the brake control unit, HMI represents the display, WTD represents the wireless transmission device, and TCU represents the traction control unit. These multiple vehicle-level Ethernet nodes are connected in series in a ring network to form the first and second channels respectively. In specific implementations, this may include:

[0052] S1: Connect the vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the traction unit via optical fiber as the first uplink, and connect the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages via optical fiber as the first downlink.

[0053] S2: Connect the first uplink and the first downlink in a ring network via optical fiber to form the first channel;

[0054] S3: Connect the vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the traction unit via optical fiber as the second uplink, and connect the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages via optical fiber as the second downlink.

[0055] S4: Connect the second uplink and the second downlink in a ring network via optical fiber to form a second channel.

[0056] In some embodiments, the first uplink and the first downlink are connected in series via optical fiber in a ring network to form a first channel. In specific implementations, this may include:

[0057] S1: Connect the vehicle-level Ethernet node in the first carriage of the first uplink with the vehicle-level Ethernet node in the second carriage of the first downlink in a ring network via optical fiber to form the first left ring;

[0058] S2: Connect the vehicle-level Ethernet node in the seventh carriage of the uplink and the vehicle-level Ethernet node in the eighth carriage of the downlink in a ring network via optical fiber to form the first right ring;

[0059] S3: Based on the first left ring and the first right ring, the first channel is formed.

[0060] In some embodiments, the above-mentioned eight-car trainset refers to eight carriages, and correspondingly, the above-mentioned sixteen-car trainset refers to sixteen carriages. When the above-mentioned EMU adopts the sixteen-car trainset form of two eight-car trainsets, it indicates that the above-mentioned EMU is in the multiple-unit operation condition, that is, two trainsets of eight-car trainsets are coupled together and run.

[0061] In some embodiments, see Figure 2 As shown, the aforementioned vehicle-grade Ethernet (ECN) is composed of multiple vehicle-grade Ethernet nodes (ECNN). The ECNN is essentially represented by a vehicle-grade Ethernet switch. Each carriage in the traction unit contains one vehicle-grade Ethernet node. Specifically, the vehicle-grade Ethernet nodes in the first, third, fifth, and seventh carriages are connected in series via optical fiber as the first uplink. The vehicle-grade Ethernet nodes in the eighth, sixth, fourth, and second carriages are connected in series via optical fiber as the first downlink. The vehicle-grade Ethernet node in the first carriage of the first uplink is then connected to the first downlink... The vehicle-level Ethernet nodes in the second carriage are connected in a ring network via optical fiber to form the first left ring. The vehicle-level Ethernet nodes in the seventh carriage (uplink) and the vehicle-level Ethernet nodes in the eighth carriage (downlink) are connected in a ring network via optical fiber to form the first right ring. Based on the formed first left and first right rings, the first uplink and the first downlink can be connected to form the first channel. The first channel adopts a gigabit optical fiber ring network topology and is used to transmit vehicle control data. The vehicle control data refers to the data that needs to be transmitted between vehicle control devices such as the central control unit, the driver's cab display screen, the traction control unit, and the braking control unit.

[0062] Accordingly, the vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the traction unit are connected in series via optical fiber to form the second uplink. The vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages are connected in series via optical fiber to form the second downlink. The vehicle-level Ethernet nodes in the second carriage of the second uplink and the vehicle-level Ethernet nodes in the first carriage of the second downlink are then connected in a ring network via optical fiber to form the second left ring. Finally, the vehicle-level Ethernet nodes in the eighth carriage of the uplink and the seventh carriage of the downlink are connected in series via optical fiber. The vehicle-level Ethernet nodes in each carriage are connected in series via optical fiber in a ring network configuration, forming a second right ring. Based on the formed second left and right rings, a second uplink and a second downlink can be connected to form a second channel. This second channel adopts a gigabit fiber optic ring network topology and is used to transmit vehicle control data and maintenance data. The vehicle control data transmitted through the second channel is the same as that transmitted through the first channel. By dividing the vehicle control data into two channels for transmission, it can be ensured that if the first channel fails, the vehicle control data can still be transmitted through the second channel, allowing the train to operate normally. Maintenance data refers to data such as equipment upgrade data, equipment status data, and downloaded data. Of course, the above first and second examples are merely illustrative to avoid conceptual confusion. Those skilled in the art may make other modifications based on the essence of this application, but as long as the functions and effects achieved are the same as or similar to those of this application, they should be covered within the scope of protection of this application.

[0063] In some embodiments, the aforementioned vehicle-grade Ethernet bus uses fiber optic transmission, which can support gigabit transmission bandwidth and has higher data carrying capacity. Fiber optic communication also has advantages such as low loss, small size, light weight, and resistance to electromagnetic interference. The aforementioned vehicle-grade Ethernet uses a ring network topology and requires all vehicle-grade Ethernet nodes in the network to support the same ring network protocol. The ring network protocol can prevent broadcast storms caused by data loops and switch transmission paths in the event of link or equipment failure, maintaining normal network communication. A broadcast storm refers to the problem where broadcasts are massively replicated within a network segment due to network topology design and connection issues, or other reasons, leading to network performance degradation or even network paralysis. The aforementioned ring network protocol refers to the Distributed Redundancy Protocol (DRP). This protocol, through a master election mechanism and link detection mechanism, sets one port of the master node to blocking mode when the loop is closed, preventing broadcast storms caused by the loop. When a link or equipment failure occurs, the device connected to the failure will be in a state of link interruption at one end. This state triggers the master election mechanism, which confirms a new master node and switches the transmission path.

[0064] In some embodiments, see Figure 2 As shown, the above-mentioned eight-car trainset consists of a traction unit, that is, the first to the eighth cars form a traction unit, which enables the data of the entire trainset to be connected. Data transmission within the traction unit is only through vehicle-level Ethernet, and does not need to be through train-level Ethernet, thus reducing transmission latency and making system maintenance and monitoring more convenient. For example, taking the communication between the subsystems of the fourth and fifth carriages as an example, in the mode of two traction units, the data generated by the subsystem of the fourth carriage will be sent to the train-level backbone network node (ETBN) of the first carriage in the form of Train Real-time Data Protocol (TRDP) messages via vehicle-level Ethernet. The train-level backbone network node (ETBN) in the first carriage will convert the destination IP in the message into a public IP and send it to the train-level backbone network node (ETBN) in the eighth carriage via train-level Ethernet. The train-level backbone network node (ETBN) in the eighth carriage will then convert the destination IP (Internet Protocol) in the message into a local IP (Internet Protocol) and send it to the subsystem in the fifth carriage via train-level Ethernet. Here, IP refers to the protocol for interconnecting networks. In the above process, the TRDP message period for vehicle-level Ethernet is 30 milliseconds (ms), and the TRDP message period for train-level Ethernet is 20 milliseconds (ms). Therefore, the maximum transmission latency for this process is approximately 80 milliseconds (ms) (i.e., the sum of the 30ms TRDP message period for vehicle-level Ethernet, the 20ms TRDP message period for train-level Ethernet, and the 30ms TRDP message period for vehicle-level Ethernet). However, in the mode of a single traction unit, data generated by the subsystem in the fourth car can be directly sent to the subsystem in the fifth car in the form of TRDP messages, with a maximum transmission latency of approximately 30ms. By using a single traction unit, the transmission latency is reduced, and upgrades and maintenance of equipment in the first to eighth cars within a single traction unit can all be completed using local IP via vehicle-level Ethernet, which is more convenient.

[0065] In some embodiments, the first channel is connected to the first network port of the subsystem, and in specific implementations, it may include:

[0066] S1: Connect the vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the first channel to the first network ports of the corresponding subsystems in the first, third, fifth, and seventh carriages respectively via 100Mbps cables;

[0067] S2: Connect the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages of the first channel to the first network ports of the corresponding subsystems in the eighth, sixth, fourth, and second carriages respectively via 100Mbps cables.

[0068] In some embodiments, the second channel is connected to the second network port of the subsystem, and in specific implementations, it may include:

[0069] S1: Connect the vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the second channel to the second network ports of the corresponding subsystems in the second, fourth, sixth, and eighth carriages respectively via 100Mbps cables;

[0070] S2: Connect the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages of the second channel to the second network ports of the corresponding subsystems in the seventh, fifth, third, and first carriages respectively via 100Mbps cables.

[0071] In some embodiments, see Figure 2 As shown, the aforementioned subsystems are distributed across the various carriages of the traction unit. The subsystems in the two end carriages (i.e., the first and eighth carriages) include, but are not limited to: a central control unit (CCU), an input / output module (IOM), a brake control unit (BCU), a display (HMI), and a wireless transmission device (WTD). The subsystems in the remaining carriages (i.e., the second to seventh carriages) include, but are not limited to: an input / output module (IOM), a brake control unit (BCU), and a traction control unit (TCU). The subsystems in each carriage are independent of each other, and the control units within each subsystem are also independent. All of the above subsystems employ a dual-port redundancy design; hardware failure of one port (e.g., the first port) will not affect the communication function of the other port (the second port). The first network port is connected to the first channel of the vehicle-grade Ethernet, and the second network port and maintenance interface are connected to the second channel of the vehicle-grade Ethernet, realizing dual-ring network redundancy of vehicle control data. The dual-ring network topology structure formed by the first and second channels and the dual network port redundancy of the subsystem can realize redundant transmission of vehicle control data. When a single channel fails, normal network communication can still be guaranteed.

[0072] It should be noted that, considering compatibility with existing systems, both the subsystem's network port and the vehicle-level Ethernet node application port are 100Mbps Ethernet ports, connected via 100Mbps cables. The vehicle-level Ethernet nodes are connected via fiber optic cables based on photoelectric conversion. The connection method for the vehicle-level Ethernet nodes will be explained separately later and will not be repeated here.

[0073] In some embodiments, both the vehicle-level Ethernet node and the subsystem support Ethernet communication based on time-sensitive technology, and the eight cars (eight carriages) in a traction unit all use a single synchronous clock. The aforementioned time-sensitive technology can be used to prioritize different services, such as dividing them into high-priority and low-priority services. After prioritizing services, time windows can be allocated to services of different priorities. For example, Time-Sensitive Networking (TSN) divides one second into 10 milliseconds, resulting in 10 time windows. Each 10-millisecond window is called a time window. When a high-priority service is identified, multiple time windows are allocated to it based on actual needs (e.g., allocating the first 5 time windows to a high-priority service, i.e., allocating the first 50 milliseconds to a high-priority service). This allows high-priority services to occupy more bandwidth and prevents interference during transmission. Conversely, fewer time windows are allocated to low-priority services based on actual needs, such as allocating one time window, i.e., 10 milliseconds, to a low-priority service. Through the division of time windows, multiple services with different priorities can be transmitted in different time periods without interference between time windows, thus achieving isolated transmission of services with different priorities at the data link layer. Based on time synchronization, vehicle Ethernet nodes form transmission channels for specific data within a defined time period through the allocation of time windows. The subsystem can achieve microsecond-level transmission latency and nanosecond-level latency jitter when transmitting data within this time period, thereby realizing deterministic transmission of Ethernet. This provides a technical foundation for future multi-service and multi-network convergence and optimization of vehicle control precision.

[0074] In some embodiments, the vehicle-level Ethernet nodes in the first and third carriages of the traction unit are connected in series via optical fiber. In specific implementations, this may include:

[0075] S1: Connect the gigabit cascade port of the vehicle-level Ethernet node in the first carriage to the first port of the corresponding first optoelectronic module in the first channel via a gigabit cable;

[0076] S2: Connect the transmitting port of the second port of the first optoelectronic module corresponding to the first channel to the first fiber in the multi-core fiber through the transmitting optical fiber, and connect the receiving port of the second port of the first optoelectronic module corresponding to the first channel to the second fiber in the multi-core fiber through the receiving optical fiber.

[0077] S3: Connect the first fiber in the multi-core optical fiber to the receiving port in the first port of the corresponding second optoelectronic module in the first channel through the transmitting fiber, and connect the second fiber in the multi-core optical fiber to the transmitting port in the first port of the corresponding second optoelectronic module in the first channel through the receiving fiber.

[0078] S4: Connect the second port of the optoelectronic module in the third carriage to the gigabit cascade port of the vehicle-level Ethernet node in the third carriage via a gigabit cable.

[0079] In some embodiments, see Figure 3 As shown, Figure 3 This provides a heterogeneous connection method for vehicle-grade Ethernet. Figure 3 In Chinese: ECNN stands for Vehicle-level Ethernet Node, IOM stands for Input / Output Module, BCU stands for Brake Control Unit, and TCU stands for Traction Control Unit. Taking the connection of the Vehicle-level Ethernet Node (ECNN) in the first channel of the first and third carriages as an example, the gigabit cascade port of the Vehicle-level Ethernet Node in the first carriage is connected to the first port of the corresponding first optoelectronic module in the first channel via a gigabit cable. The first optoelectronic module is used to convert electrical signals into optical signals, and then the optical signal output by the first optoelectronic module is split into two optical fibers for transmission and reception. The transmission port of the second port of the first optoelectronic module is connected to the first optical fiber in the multi-core optical fiber through the transmission optical fiber, and the reception port of the second port of the first optoelectronic module is connected to the second optical fiber in the multi-core optical fiber through the reception optical fiber. The multi-core optical fiber is located between the first and third carriages. At the third carriage end, the first fiber of the multi-core optical fiber is connected via a transmitting fiber to the receiving port of the first port of the corresponding second optoelectronic module in the first channel. The second fiber of the multi-core optical fiber is connected via a receiving fiber to the transmitting port of the first port of the corresponding second optoelectronic module in the first channel. Then, the second port of the corresponding second optoelectronic module in the first channel is connected via a gigabit cable to the gigabit cascade port of the vehicle-level Ethernet node in the third carriage. Based on this connection method, a communication link is formed between the first and third carriages in the first channel. Following the method described above, connect the first to the third car, the third to the fifth car, the fifth to the seventh car, the seventh to the eighth car, the eighth to the sixth car, the sixth to the fourth car, the fourth to the second car, and the second to the first car via the first and second channels, forming a vehicle-level Ethernet dual-ring network topology. The connection methods for the vehicle-level Ethernet nodes in other cars can be referenced from the connection of the vehicle-level Ethernet nodes (ECNN) in the first channel of the first and third cars; these will not be elaborated upon here.

[0080] It should be noted that the first optoelectronic module and the second optoelectronic module mentioned above are similar devices but not the same. The first and second modules mentioned above are only illustrative examples to avoid confusion. Those skilled in the art may make other changes based on the essence of the technology in this application, but as long as the functions and effects they achieve are the same as or similar to those in this application, they should be covered within the scope of protection of this application.

[0081] In some embodiments, the vehicle-grade Ethernet bus needs to transmit a larger amount of data and requires higher bandwidth compared to the subsystem. By using gigabit cables for connection, the transmission requirements of high-bandwidth data services can be met.

[0082] In some embodiments, the two train-level backbone network nodes in the first carriage are connected to the first channel and the second channel, respectively. In specific implementations, this may include:

[0083] S1: Take one train-level backbone network node in the first carriage as the first train-level backbone network node, and connect the first train-level backbone network node to the vehicle-level Ethernet node in the first carriage in the first channel.

[0084] S2: Use another train-level backbone network node in the first carriage as the second train-level backbone network node, and connect the second train-level backbone network node to the vehicle-level Ethernet node in the first carriage in the second passage.

[0085] In some embodiments, the connection of the two train-level backbone network nodes in the eighth carriage to the first channel and the second channel respectively can, in specific implementation, include:

[0086] S1: Take one of the train-level backbone network nodes in the eighth carriage as the third train-level backbone network node, and connect the third train-level backbone network node to the vehicle-level Ethernet node in the eighth carriage in the first channel.

[0087] S2: Use another train-level backbone network node in the eighth carriage as the fourth train-level backbone network node, and connect the fourth train-level backbone network node to the vehicle-level Ethernet node in the eighth carriage in the second channel.

[0088] In some embodiments, before the train-level backbone network node interacts with the vehicle-level Ethernet node via the backplane, the following may be included in the specific implementation:

[0089] S1: Install the first train-level backbone network node in the form of a board and the vehicle-level Ethernet node in the first carriage of the first channel in the form of a board in the first switch box; install the second train-level backbone network node in the form of a board and the vehicle-level Ethernet node in the first carriage of the second channel in the form of a board in the second switch box.

[0090] S2: Install the third train-level backbone network node in the form of a board and the vehicle-level Ethernet node in the eighth carriage of the first channel in the form of a board in the third switch box; install the fourth train-level backbone network node in the form of a board and the vehicle-level Ethernet node in the eighth carriage of the second channel in the form of a board in the fourth switch box.

[0091] In some embodiments, the backplane described above is also a type of PCB (Printed Circuit Board). Specifically, the backplane is a motherboard that carries sub-boards or line cards and can implement customized functions. The main function of the backplane is to "carry" the circuit board and distribute power, signal, and other functions to each sub-board to obtain proper electrical connections and signal transmission. Working together, the backplane guides the entire system to operate logically smoothly. The aforementioned board can also be a type of printed circuit board, mainly used for data acquisition. In this specification, the train-level backbone network node and the vehicle-level Ethernet node are installed together in the train-level Ethernet switch chassis in the first and eighth carriages in the form of boards. Data interaction with the vehicle-level Ethernet is achieved through the backplane.

[0092] It should be noted that the first switch box, the second switch box, the third switch box, the fourth switch box, the first train-level backbone network node, the second train-level backbone network node, the third train-level backbone network node, and the fourth train-level backbone network node mentioned above are merely illustrative examples to avoid conceptual confusion. Those skilled in the art may make other changes based on the technical essence of this application, but as long as the functions and effects they achieve are the same as or similar to those of this application, they should all be covered within the scope of protection of this application.

[0093] In some embodiments, when the aforementioned train-level backbone network nodes transmit data between two traction units, they can employ a redundant wired and wireless transmission method. By adding wireless communication functionality to the train-level backbone network nodes, wired and wireless redundancy backups for train-level communication can be achieved.

[0094] In some embodiments, the aforementioned Train-Level Backbone Network Node (ETBN) enables data transmission at the car level under multiple-unit operation conditions. The ETBN employs hot-standby redundancy for both the first and second channels, meaning that the ETBNs in both channels are simultaneously operational and transmitting data concurrently. The first and eighth cars each have two ETBNs, transmitting data via the first and second channels respectively, achieving dual-channel redundancy for train-level communication. A line fault or equipment failure in one channel does not affect the other.

[0095] In some embodiments, wired and wireless links are established between the train-level backbone network nodes in the two end carriages of the aforementioned traction unit (eight carriages) and the coupled train, achieving redundancy backup of the train-level communication transmission method. Since the eight-car EMU consists of one traction unit, data communication between the first and eighth carriages can be achieved through a vehicle-level Ethernet, thus eliminating the physical connection between the train-level backbone network nodes (ETBN) in the two end carriages, reducing repeaters and cables, reducing failure points, and effectively saving costs.

[0096] This specification provides a heterogeneous network architecture for high-speed trains. The dual-ring network redundancy topology maintains overall network communication capability and increases overall network reliability by switching transmission paths and implementing dual-network redundancy to prevent sudden failures in network equipment and transmission links. Using fiber optics instead of copper wires increases the bandwidth of the network control system to 1000Mbps, and with the development of train intelligence, fiber optics have excellent subsequent bandwidth expansion capabilities. Simultaneously, fiber optics is unaffected by the complex electromagnetic environment during train operation, improving data transmission reliability. Ethernet, based on a best-effort transmission principle, cannot provide deterministic data transmission. By introducing time-sensitive technology and controlling the transmission process at the data link layer, Ethernet can achieve deterministic microsecond-level transmission latency. Wireless communication functionality is added to train-level communication nodes, achieving wired and wireless redundancy backup for train-level communication. Wireless modules are added to the topology to achieve contactless data transmission. Simultaneously, the physical connection between train-level backbone network nodes in the two end carriages of the traction unit is eliminated, reducing repeaters and cables, reducing failure points, and lowering costs.

[0097] Meanwhile, Ethernet data transmission is based on a best-effort principle and cannot provide deterministic data transmission. Time-Sensitive Technology (TST), by prioritizing services with different requirements at the data link layer and rationally planning time windows, reserves fixed channels for high-priority services. When low-priority services experience sudden traffic surges, the transmission of high-priority traffic is not affected. This achieves deterministic microsecond-level transmission latency and isolation between services of different priorities. It provides excellent technical support for future optimization of vehicle control accuracy and the integration of multiple networks and services.

[0098] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0099] Although this specification has been described by way of examples, those skilled in the art will recognize that many variations and modifications are possible without departing from the spirit of this specification, and it is intended that the appended claims cover such variations and modifications without departing from the spirit of this specification.

Claims

1. A heterogeneous network architecture for high-speed trains, wherein the high-speed trains adopt an eight-car formation or a sixteen-car formation formed by two eight-car formations, characterized in that, The eight-car trainset consists of one traction unit, and the sixteen-car trainset consists of two traction units. A vehicle-level Ethernet network is formed within one traction unit, and a train-level backbone network is formed between the two traction units. The vehicle-grade Ethernet includes multiple vehicle-grade Ethernet nodes, which are connected in series in a ring network to form a first channel and a second channel respectively. The first channel is connected to the first network port of the subsystem, and the second channel is connected to the second network port of the subsystem. The train-level backbone network includes four train-level backbone network nodes. Two train-level backbone network nodes are set in the first and eighth cars of each traction unit, and the two train-level backbone network nodes in the first and eighth cars are respectively connected to the first channel and the second channel. The train-level backbone network node interacts with the vehicle-level Ethernet node via a backplane. The plurality of vehicle-grade Ethernet nodes are connected in series in a ring network to form a first channel and a second channel, including: The vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the traction unit are connected in series via optical fiber as the first uplink, and the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages are connected in series via optical fiber as the first downlink. The first uplink and the first downlink are connected in series via optical fiber in a ring network to form the first channel; The vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the traction unit are connected in series via optical fiber as the second uplink, and the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages are connected in series via optical fiber as the second downlink. The second uplink and the second downlink are connected in series via optical fiber in a ring network to form a second channel; Connect the two train-level backbone network nodes in the first carriage to the first and second channels respectively, including: One train-level backbone network node in the first carriage is used as the first train-level backbone network node, and the first train-level backbone network node is connected to the vehicle-level Ethernet node in the first carriage in the first passage. Another train-level backbone network node in the first carriage is used as the second train-level backbone network node, and the second train-level backbone network node is connected to the vehicle-level Ethernet node in the first carriage in the second passage.

2. The heterogeneous network architecture according to claim 1, characterized in that, The first uplink and the first downlink are connected in series via optical fiber in a ring network to form the first channel, including: The vehicle-level Ethernet node in the first carriage of the first uplink and the vehicle-level Ethernet node in the second carriage of the first downlink are connected in a ring network via optical fiber to form the first left ring. The vehicle-level Ethernet node in the seventh carriage of the uplink and the vehicle-level Ethernet node in the eighth carriage of the downlink are connected in a ring network via optical fiber to form the first right ring. The first channel is formed based on the first left ring and the first right ring.

3. The heterogeneous network architecture according to claim 1, characterized in that, The first channel is connected to the first network port of the subsystem, including: Connect the vehicle-level Ethernet nodes in the first, third, fifth, and seventh carriages of the first channel to the first network ports of the corresponding subsystems in the first, third, fifth, and seventh carriages respectively via 100Mbps cables; Connect the vehicle-level Ethernet nodes in the eighth, sixth, fourth, and second carriages of the first channel to the first network ports of the corresponding subsystems in the eighth, sixth, fourth, and second carriages respectively via 100Mbps cables.

4. The heterogeneous network architecture according to claim 1, characterized in that, The second channel is connected to the second network port of the subsystem, including: Connect the vehicle-level Ethernet nodes in the second, fourth, sixth, and eighth carriages of the second channel to the second network ports of the corresponding subsystems in the second, fourth, sixth, and eighth carriages respectively via 100Mbps cables; Connect the vehicle-level Ethernet nodes in the seventh, fifth, third, and first carriages of the second channel to the second network ports of the corresponding subsystems in the seventh, fifth, third, and first carriages respectively via 100Mbps cables.

5. The heterogeneous network architecture according to claim 1, characterized in that, The vehicle-level Ethernet nodes in the first and third cars of the traction unit are connected in series via optical fiber, including: Connect the gigabit cascade port of the vehicle-level Ethernet node in the first carriage to the first port of the corresponding first optoelectronic module in the first channel via a gigabit cable. The transmitting port of the second port of the first optoelectronic module corresponding to the first channel is connected to the first fiber in the multi-core fiber through the transmitting fiber, and the receiving port of the second port of the first optoelectronic module corresponding to the first channel is connected to the second fiber in the multi-core fiber through the receiving fiber. The first fiber in the multi-core optical fiber is connected to the receiving port in the first port of the corresponding second optoelectronic module in the first channel through the transmitting fiber, and the second fiber in the multi-core optical fiber is connected to the transmitting port in the first port of the corresponding second optoelectronic module in the first channel through the receiving fiber. Connect the second port of the corresponding second optoelectronic module in the first channel to the gigabit cascade port of the vehicle-level Ethernet node in the third carriage via a gigabit cable.

6. The heterogeneous network architecture according to claim 1, characterized in that, Connect the two train-level backbone network nodes in the eighth carriage to the first and second channels respectively, including: One of the train-level backbone network nodes in the eighth carriage is used as the third train-level backbone network node, and the third train-level backbone network node is connected to the vehicle-level Ethernet node in the eighth carriage in the first passage. Another train-level backbone network node in the eighth carriage is used as the fourth train-level backbone network node, and the fourth train-level backbone network node is connected to the vehicle-level Ethernet node in the eighth carriage in the second passage.

7. The heterogeneous network architecture according to claim 6, characterized in that, Before the train-level backbone network node interacts with the vehicle-level Ethernet node via the backplane, it includes: The first train-level backbone network node and the vehicle-level Ethernet node in the first carriage of the first channel are installed in the first switch box in the form of a board. The second train-level backbone network node and the vehicle-level Ethernet node in the first carriage of the second channel are installed in the second switch box in the form of a board. The third train-level backbone network node and the vehicle-level Ethernet node in the eighth carriage of the first channel are installed in the third switch box in the form of a board. The fourth train-level backbone network node and the vehicle-level Ethernet node in the eighth carriage of the second channel are installed in the fourth switch box in the form of a board.

8. The heterogeneous network architecture according to claim 1, characterized in that, When transmitting data between two traction units, the train-level backbone network nodes employ a redundant transmission method that combines wired and wireless transmission.

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