Communication network architecture and train

Abstract

The invention discloses a communication network architecture and a train. According to the communication network architecture, a control ring network, a monitoring ring network and an entertainment ring network are established on a train, a control switch focuses on transmission of train control data, and high real-time performance of train operation is ensured; the monitoring switch is responsible for real-time state monitoring data, so that the accuracy of fault detection and system state monitoring is improved; and the entertainment switch provides stable network service for the passengers, and the communication requirements of the passengers are met. According to the invention, each compartment is provided with a redundant switch, so that the reliability and safety are improved; the switchboards are connected in series to form a ring network, so that the expandability of the architecture is improved; the vehicle-mounted data center is arranged at the head train and the tail train of the train so as to effectively isolate a control network from a monitoring network, can process and analyze data in a centralized manner and further optimizes train dispatching and system control; the architecture design not only improves the data transmission efficiency, but also enhances the security and intelligence level of the system.

Description

Technical Field

[0001] The present invention relates to the field of train control, and in particular to a communication network architecture and a train. Background Art

[0002] The communication network of traditional rail transit trains faces problems such as bandwidth limitations, complex wiring, communication delays, and security risks. With the increasing demand for informatization and intelligence, the existing network architecture and technology can no longer meet the growing needs of data transmission and multimedia communication.

[0003] Therefore, it is necessary to build a new communication network with high bandwidth, high real-time performance and high security to support more efficient data transmission, smarter system control and more comprehensive safety monitoring, so as to promote the intelligent upgrade and functional optimization of railway trains. Summary of the invention

[0004] The purpose of the present invention is to provide a communication network architecture and a train, in which redundant switches are set in each carriage to improve reliability and safety; the scalability of the architecture is improved by connecting the switches in series to form a ring network; the on-board data center is set in the head car and the tail car of the train to effectively isolate the control network and the monitoring network, and can centrally process and analyze data to further optimize train scheduling and system control; this architectural design not only improves data transmission efficiency, but also enhances the security and intelligence level of the system.

[0005] On the one hand, the present application provides a communication network architecture, which is applied to a train, and the communication network architecture includes:

[0006] A switch group is arranged in each carriage, each of which includes at least two control switches, two monitoring switches and two entertainment switches, wherein the control switches are used to transmit train control data of the train, the monitoring switches are used to transmit real-time status monitoring data of the train, and the entertainment switches are used to provide network services for passengers and transmit passengers' network access requests and communication data;

[0007] Connecting wires, used to connect all the control switches in series to obtain a control ring network, connect all the monitoring switches in series to obtain a monitoring ring network, and connect all the entertainment switches in series to obtain an entertainment ring network;

[0008] The on-board data center is arranged between the control ring network and the monitoring ring network, and is used to obtain the train data transmitted by the control ring network and the monitoring ring network, and analyze the train data to dispatch the train, wherein the train data includes train control data and real-time status monitoring data of the train.

[0009] Wherein, the connecting wire is an optical fiber or a multi-core optical cable;

[0010] When the connecting line is an optical fiber, the data transmitted by the control switch, the monitoring switch and the entertainment switch are converted into carrier optical signals of different wavelengths through photoelectric conversion, and the carrier optical signals of different wavelengths are synthesized into one optical signal and transmitted through one optical fiber;

[0011] When the connecting line is a multi-core optical cable, the multi-core optical cable includes multiple optical fibers, and the data transmitted by the control switch, the monitoring switch and the entertainment switch are converted into corresponding optical signals through photoelectric conversion and transmitted through different optical fibers respectively.

[0012] When the first switch transmits data to the second switch, the first switch is used to transmit data respectively in a first direction and a second direction of the ring network where the first switch is located, so as to transmit the data to the second switch through two paths;

[0013] The first switch and the second switch are any two switches in the control ring network, the monitoring ring network, or the entertainment ring network.

[0014] Wherein, when the train control data is transmitted between the two control switches connected to each other;

[0015] The control switch is specifically used to transmit train travel control data through a time-sensitive network protocol, and to transmit other train control data except the train travel control data through an Ethernet protocol, and the priority of the train travel control data is greater than the priority of the other train control data.

[0016] Among them, the on-board data center is also used to communicate with the Beidou satellite to extract the time information in the Beidou satellite when the train data is acquired, and synchronize with the local clock of the train according to the time information, store the train data according to the synchronized local clock of the train, and receive the time information of the Beidou satellite again after a preset time. If the difference between the time information and the local clock of the train is greater than the preset time, communicate with the Beidou satellite again to extract the time information in the Beidou satellite, and synchronize with the local clock of the train according to the time information.

[0017] Among them, the on-board data center is also used to set firewall whitelists for the control switch and the monitoring switch respectively, and monitor users accessing the control switch or the monitoring switch according to the firewall whitelist, receive mirrored traffic from each port of the control switch and the monitoring switch, monitor malicious network activities and network security vulnerabilities in the mirrored traffic, and determine corresponding protection measures based on the monitoring results.

[0018] Wherein, the monitoring switch is also used to receive external environment information sent by the ground control system;

[0019] The on-board data center is specifically used to obtain the train control data transmitted by the control ring network, the real-time status monitoring data of the train transmitted by the monitoring ring network and the external environment information, and analyze the train control data, the real-time status monitoring data and the external environment information to dispatch the train.

[0020] Among them, it also includes:

[0021] The hardware platform module is divided into a plurality of virtual partitions, and the plurality of virtual partitions correspond to a plurality of application softwares one by one.

[0022] Among them, it also includes:

[0023] Backbone network nodes are provided in the leading car and the trailing car, and the number of backbone network nodes in the leading car and the trailing car is at least two;

[0024] The backbone network node is connected to the control switch in the carriage where the backbone network node is located in a one-to-one correspondence, and is used to communicate with the backbone network nodes in other trains when the train includes more than one train.

[0025] Among them, it also includes:

[0026] A control device, used to control various subsystems in the train, wherein the subsystems include at least an air conditioning system, a lighting system, and a water supply system, and the control device includes an ICCU and / or an IVCU;

[0027] The control device and the vehicle-mounted data center are independent of each other.

[0028] Among them, it also includes:

[0029] At least two camera modules are respectively arranged in front of and below the hood of the train, and are used to collect environmental information in front of and below the hood respectively;

[0030] The control logic of the camera module is:

[0031] It is opened during the process of the train leaving or entering the depot, and is closed except during the process of the train leaving or entering the depot;

[0032] and / or, turning on when receiving a start command from the driver, and turning off when not receiving the start command;

[0033] and / or, turning on when the speed of the train is greater than a first preset value and less than a second preset value, and turning off when the speed of the train is less than the first preset value or greater than the second preset value;

[0034] And / or, it is turned on when the monitoring page of the interactive terminal in the driver's room is started, and is turned off when the monitoring page is not turned on.

[0035] Among them, it also includes:

[0036] A display interaction terminal is communicatively connected with the vehicle-mounted CCU and the control ring network, and a voice interaction prompt feedback area is provided on the display interaction terminal;

[0037] The display interaction terminal is used to identify the voice interaction instructions input by the user, obtain the function module control instructions, and transmit the function module control instructions to the CCU, so that the CCU controls the corresponding function module according to the function module control instructions, and displays the corresponding screen in its own voice interaction prompt feedback area; and when a train failure occurs, broadcast and display the fault information and fault repair operation until the user cancels the fault or the fault disappears; and display the train status and safe driving environment monitoring information in real time;

[0038] The functional modules include at least an air conditioning module, a lighting module, a glass heating module, a wiper module, and a sunshade module. The safe driving environment monitoring information includes external environment information, trackside monitoring information, comprehensive train diagnosis information, and train operation evaluation information.

[0039] On the other hand, the present application provides a train, comprising the communication network architecture as described above.

[0040] The present invention discloses a communication network architecture and a train. The communication network architecture establishes a control ring network, a monitoring ring network and an entertainment ring network on the train. The control switch focuses on the transmission of train control data to ensure the high real-time performance of train operation; the monitoring switch is responsible for real-time status monitoring data, which improves the accuracy of fault detection and system status monitoring; the entertainment switch provides passengers with stable network services to meet the communication needs of passengers. The present application sets redundant switches in each carriage to improve reliability and safety; by connecting the switches in series to form a ring network, the scalability of the architecture is improved; the on-board data center is set in the head car and the tail car of the train to effectively isolate the control network and the monitoring network, and can centrally process and analyze data to further optimize train scheduling and system control; this architecture design not only improves the efficiency of data transmission, but also enhances the security and intelligence level of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 A schematic block diagram of a communication network architecture provided by the present invention;

[0043] Figure 2 A schematic block diagram of another communication network architecture provided by the present invention;

[0044] Figure 3 A schematic diagram of a multi-core optical cable provided by the present invention;

[0045] Figure 4 A schematic diagram of data stream transmission within a group provided by the present invention;

[0046] Figure 5 A schematic diagram of data flow transmission of a backbone network provided by the present invention;

[0047] Figure 6 A schematic diagram of a TSN data stream scheduling principle provided by the present invention;

[0048] Figure 7 A schematic diagram of a high-security communication network architecture provided by the present invention;

[0049] Figure 8 A schematic diagram of a driver's blind spot provided by the present invention;

[0050] Fig. 9 A schematic diagram of a camera installation position provided by the present invention;

[0051] Fig.10 A schematic diagram of another camera installation position provided by the present invention;

[0052] Fig.11 A schematic diagram of a virtual partition design provided by the present invention;

[0053] Fig.12 It is a schematic diagram of the operation of a traditional relay panel;

[0054] Fig.13 A schematic diagram of an IVCU redundancy setting provided by the present invention;

[0055] Fig.14 A schematic diagram of a vehicle-mounted data center network topology provided by the present invention;

[0056] Fig.15 A schematic diagram of a functional architecture of an on-vehicle data center provided by the present invention;

[0057] Fig.16 A schematic diagram of module functions of a vehicle-mounted data center provided by the present invention;

[0058] Fig.17 A structural schematic diagram of a HIM screen provided by the present invention;

[0059] Fig.18 A schematic diagram of an interaction process provided by the present invention;

[0060] Fig.19 This is a schematic diagram of an interface of a HIM screen provided by the present invention;

[0061] Fig. 20 A schematic diagram of a vehicle status display example provided by the present invention;

[0062] Fig.21 A schematic diagram of a driving safety information monitoring and display example provided by the present invention. DETAILED DESCRIPTION

[0063] The core of the present invention is to provide a communication network architecture and train, with redundant switches installed in each carriage to improve reliability and safety; by connecting the switches in series to form a ring network, the scalability of the architecture is improved; the on-board data center is installed in the head car and the tail car of the train to effectively isolate the control network and the monitoring network, and can centrally process and analyze data to further optimize train scheduling and system control; this architectural design not only improves data transmission efficiency, but also enhances the security and intelligence level of the system.

[0064] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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 are within the scope of protection of the present invention.

[0065] First of all, it should be noted that the ETBN in the attached figure is a backbone network switch or a backbone network node, the ECN is a control switch, the PIS is a monitoring switch, and the VSMS is an entertainment switch.

[0066] On the one hand, if Figure 1 and Figure 2 As shown, the present application provides a communication network architecture, which is applied to trains, and the communication network architecture includes:

[0067] A switch group is arranged in each carriage, and each switch group includes at least two control switches, two monitoring switches and two entertainment switches. The control switches are used to transmit train control data of the train, the monitoring switches are used to transmit real-time status monitoring data of the train, and the entertainment switches are used to provide network services for passengers and transmit passengers' network access requests and communication data;

[0068] Connecting wires are used to connect all control switches in series to obtain a control ring network, connect all monitoring switches in series to obtain a monitoring ring network, and connect all entertainment switches in series to obtain an entertainment ring network;

[0069] The on-board data center is located between the control ring network and the monitoring ring network. It is used to obtain train data transmitted by the control ring network and the monitoring ring network, and analyze the train data to dispatch trains. The train data includes train control data and real-time status monitoring data of the train.

[0070] The communication network architecture of the present invention is specially designed for trains, aiming to improve the data transmission efficiency, safety and intelligence level of trains.

[0071] Specifically, a switch group is set up in each car, which includes at least two control switches, two monitoring switches and two entertainment switches. The functions of these switches are different. The control switch is specifically used to transmit train control data, which is essential for the normal operation of the train, including train speed, position and other control instructions; the monitoring switch is used to transmit real-time status monitoring data, which helps to track the status and health of the train in real time, such as temperature, humidity or fault alarms; the entertainment switch provides network services for passengers, processing passengers' network access requests and communication data, such as Internet browsing, information query, etc.

[0072] The connecting wires are used to connect various switches in series to form three types of ring network structures: the control ring network, which is composed of all control switches, ensures the reliable transmission of train control data between carriages. The monitoring ring network, which is composed of all monitoring switches, ensures the effective transmission of real-time status data of the train. The entertainment ring network, which is composed of all entertainment switches, provides stable network services to meet the communication needs of passengers.

[0073] The on-board data center is located between the control ring network and the monitoring ring network, and is mainly used to obtain and process data transmitted by the train control network and the monitoring network. The on-board data center can effectively isolate the control network and the monitoring network. In addition, the on-board data center analyzes the data to optimize train scheduling and system control, and centrally processes and analyzes data to improve the intelligence level of the system. One on-board data center can be set up in the head car and one in the tail car to achieve redundancy.

[0074] To improve the reliability and safety of the system, redundant switches are installed in each car. When a switch fails, the redundant switch can take over immediately to ensure the continuous and stable operation of the network.

[0075] In this embodiment, the ring network structure enables data to quickly find a transmission path in the network, improving the overall data transmission efficiency. By connecting the switches through the ring network, the system has good scalability and can flexibly add more switches or carriages. The independent ring network structure and redundant switch design improve the fault tolerance of the system and enhance the security of the network. The centralized processing and analysis capabilities of the on-board data center make train scheduling more intelligent and can respond to various train needs and status changes in real time.

[0076] In addition, the present application proposes a systematic solution to the security risks brought by the access control network of third-party devices or data unrelated to driving control. Specifically, the control network is a dedicated on-board network that focuses on transmitting vehicle control instructions, key equipment status information and fault information to ensure that the basic functions of driving control are not interfered with. Since there is no direct data interaction between the control network and other networks, this reduces the impact of third-party devices or irrelevant data on the driving control system and prevents potential attacks or intrusions from threatening driving safety. The monitoring network focuses on transmitting vehicle safety monitoring data, video data, third-party device access data and passenger information system data that do not directly affect driving control, and is mainly used for train-level intelligent monitoring and diagnosis. The design of this network separates monitoring and data acquisition from the actual driving control function, further reducing potential interference and security risks. The WiFi network is a completely independent network designed for passenger entertainment experience, and does not perform any data interaction with the control network and monitoring network. This design ensures that the passenger's network needs will not affect the control and monitoring system of the train, and avoids the potential impact of the WiFi network on the control network. The on-board data center set up between the control network and the monitoring network undertakes the centralized processing task of train-level data applications. This center not only gathers vehicle data from different sources, but also realizes comprehensive detection and real-time analysis of ground data such as wind, frost, rain, snow, earthquake warning, dispatching and transportation. This comprehensive processing capability enhances the train's real-time perception of the external environment and provides data support for operational decisions, making train operation safer and more intelligent. Data such as beyond-line-of-sight, foreign object intrusion detection, wind, frost, rain, snow, and external environment, and trackside TPDS of the road network are connected to the monitoring network switch through a third-party interface device based on the ground-to-vehicle safety communication link and enter the monitoring network. The train data management unit collects data from the control network and the monitoring network, and has functions such as comprehensive data storage and multi-source information collaborative correlation diagnosis. It comprehensively uses the vehicle status data of the control network and the driving safety environment information monitored by the third-party equipment of the monitoring network for analysis to realize early warning and alarm of driving safety. (For example, combined with wind speed information and the lateral shaking state of the vehicle body, joint diagnosis of shaking caused by strong winds, alarm prompts).

[0077] Overall, by dividing the network into multiple independent areas, using independent network architectures to process different types of data, and centrally processing and analyzing data through an on-board data center, this application effectively solves the security issues caused by data mixing and third-party device access in traditional technologies, ensuring the safety and reliability of vehicle control.

[0078] The on-board data center has a comprehensive functional architecture, including data collection, storage, analysis, model management, comprehensive display, sharing, and time-space synchronization. It can receive a variety of data from the control network, monitoring network and third parties, such as equipment process data, fault data, video monitoring data, etc., and store them in file form and database. The data analysis function is powerful, supporting comparison, trend, and correlation analysis, and also has AI analysis and recognition and digital twin application capabilities. Model management follows a unified interface specification and is open and scalable. Data is displayed on smart terminals in a variety of ways, and two-way data sharing between vehicles and ground is realized, supporting multiple transmission methods such as 5G and WLAN. At the same time, time-space synchronization is achieved based on Beidou.

[0079] In summary, this architecture design combines efficient data transmission, reliable system operation, flexible expansion capabilities and enhanced security, providing an advanced communication network solution for modern trains.

[0080] In one embodiment, the monitoring switch is further used to receive external environment information sent by the ground control system;

[0081] The on-board data center is specifically used to obtain train control data transmitted by the control ring network, monitor the real-time status monitoring data and external environmental information of the train transmitted by the monitoring ring network, and analyze the train control data, real-time status monitoring data and external environmental information to dispatch trains.

[0082] In the embodiment of the train communication network architecture, the monitoring switch is not only responsible for transmitting the real-time status monitoring data of the train, but also undertakes the important task of receiving the external environment information sent by the ground control system. This external environment information may include beyond-line-of-sight, foreign object intrusion detection, wind, frost, rain and snow, etc., which are critical to the safety of train operation. Through this design, the train can perceive the changes in the external environment in real time, thereby improving the safety of driving.

[0083] As the core of the entire communication network architecture, the on-board data center is located between the control ring network and the monitoring ring network. It not only obtains the train control data transmitted by the control ring network, but also obtains the real-time status monitoring data of the train transmitted by the monitoring ring network and the external environment information received by the monitoring switch. The on-board data center can realize intelligent scheduling and management of trains by integrating and analyzing these multi-source data. Specifically, the on-board data center will conduct a comprehensive analysis of train control data, real-time status monitoring data and external environment information to optimize the train's operation strategy and ensure the safe and efficient operation of the train.

[0084] An important feature of this design is that external environmental information is not directly connected to the control network, but is transmitted to the onboard data center through the monitoring network. This indirect access method ensures that abnormal external data will not directly affect the driving control of the control network, thereby improving the stability and reliability of the system. Through the integrated correlation diagnosis and analysis of vehicle-ground data, the train can more comprehensively perceive changes in the external environment, further enhancing the safety of driving.

[0085] The advantage of this architecture is that it realizes the independence of control and diagnostic equipment, and integrates the data and functions of multiple subsystems into a unified platform through data fusion technology. The on-board data center can timely detect abnormal situations in train operation by analyzing multi-source data, and carry out corresponding processing and scheduling to ensure the safety and reliability of the train. This design not only improves the stability and reliability of the system, but also enhances the functional scalability of the system, making it easier to integrate new functions into the existing system, thereby realizing comprehensive optimization and intelligent management of train operation.

[0086] In one embodiment, it also includes:

[0087] A control device, used to control various subsystems in the train, wherein the subsystems include at least an air conditioning system, a lighting system, and a water supply system, and the control device includes an ICCU (Integrated Control and Communication Unit) and / or an IVCU (Integrated Vehicle Control Unit);

[0088] The control device and the vehicle-mounted data center are independent of each other.

[0089] In another embodiment of the train communication network architecture, control devices are introduced to manage and control various subsystems in the train, including but not limited to the air conditioning system, lighting system and water supply system. The control devices include ICCU and / or IVCU, which are the core components of train control and are responsible for coordinating and controlling various subsystems of the train. This design embodies the concept of "intensive" (convergent) architecture, that is, more efficient and intelligent train management is achieved by integrating the control functions of multiple subsystems.

[0090] The control equipment and the onboard data center are independent of each other, which means that the control equipment focuses on the real-time control of the train subsystems, while the onboard data center focuses on data collection, analysis and diagnosis. This separation design ensures the independence of the control and diagnostic functions, making the system more stable and reliable. As a train-level diagnostic device, the onboard data center serves the train-level diagnostic work. It is the collection point and comprehensive processing organization for the entire train operation data. By collecting train control data and real-time status monitoring data from the control ring network and monitoring ring network, as well as external environmental information received by the monitoring switch, the onboard data center is able to perform big data analysis and collaborative correlation diagnosis of multi-source information.

[0091] The advantage of this architecture is that it achieves the independence of control and diagnostic equipment, and at the same time integrates the data and functions of multiple subsystems into a unified platform through data fusion technology. As control devices, ICCU and IVCU can integrate multiple system applications such as air conditioning, lighting, and water supply, thereby achieving comprehensive optimization and intelligent management of train operation. By analyzing multi-source data, the on-board data center can promptly detect abnormal conditions in train operation, and perform corresponding processing and scheduling to ensure the safety and reliability of the train. This design not only improves the stability and reliability of the system, but also enhances the functional scalability of the system, making it easier to integrate new functions into existing systems, thereby achieving comprehensive optimization and intelligent management of train operation.

[0092] In one embodiment, if Figure 3 As shown, the connecting wire is an optical fiber or a multi-core optical cable;

[0093] When the connecting line is an optical fiber, the data transmitted by the control switch, the monitoring switch and the entertainment switch are converted into carrier optical signals of different wavelengths through photoelectric conversion, and the carrier optical signals of different wavelengths are combined into one optical signal and transmitted through one optical fiber;

[0094] When the connecting line is a multi-core optical cable, the multi-core optical cable includes multiple optical fibers. The data transmitted by the control switch, monitoring switch and entertainment switch are converted into corresponding optical signals through photoelectric conversion and transmitted through different optical fibers respectively.

[0095] In one embodiment, the train communication network architecture builds information transmission links through optical fibers or multi-core optical cables to meet high bandwidth, anti-interference and security requirements.

[0096] Specifically, when optical fiber is used as a connecting line, the control switch, monitoring switch, and entertainment switch process different types of data respectively. These data are converted into carrier optical signals of different wavelengths through photoelectric conversion technology. All these optical signals of different wavelengths are synthesized into a beam of optical signal and transmitted through a single optical fiber. This method utilizes the wavelength division multiplexing technology of optical fiber to transmit multiple different types of data through different wavelengths in the same optical fiber, thereby effectively improving the communication bandwidth and avoiding the cable bandwidth limitation, so that the system can support high-speed communication requirements of 10 Gigabit and above.

[0097] On the other hand, when using a multi-core optical cable, the optical cable contains multiple optical fibers, each of which is used to transmit one type of data. The data of the control switch, monitoring switch, and entertainment switch are converted into corresponding optical signals through photoelectric conversion, and then transmitted through different optical fibers. This method can not only achieve physical isolation of different networks (such as control network, monitoring network, WiFi network), but also improve the overall transmission performance and reliability of the system.

[0098] The characteristics of optical fiber, such as large bandwidth, anti-interference and light weight, make information transmission more stable and meet the demand for high-bandwidth transmission for the expansion of intelligent functions of future trains. Through wavelength division multiplexing technology, multiple optical signals of different wavelengths can be transmitted in parallel on the same optical fiber, thereby realizing isolated data transmission of different networks. And using the design of multi-core optical cables, different optical fibers are used to transmit data of different networks, further improving the physical isolation and security of information transmission. This design fully supports the expansion needs of future train intelligence and provides a reliable and efficient transmission channel for various communication systems of trains.

[0099] In one embodiment, for the marshaling network data flow, when the first switch transmits data to the second switch, the first switch is used to transmit the data respectively along the first direction and the second direction of the ring network where the first switch is located, so as to transmit the data to the second switch through two paths;

[0100] The first switch and the second switch are any two switches in the control ring network, the monitoring ring network or the entertainment ring network.

[0101] In one embodiment, the train marshaling network topology adopts a ring network structure, and switches are connected by cables or optical fibers to form a ring network system of a control network, a monitoring network, and a WiFi network. Specifically, when the first switch transmits data to the second switch, the data will be transmitted in two directions of the ring network where the first switch is located - the first direction and the second direction - respectively, so that the data is transmitted to the second switch through two independent paths. This bidirectional transmission method improves the reliability of data transmission because it performs redundant transmission on two different paths of the ring network.

[0102] At the physical level, the network topology uses cables or optical fibers, where optical fiber rings can be implemented through wavelength division multiplexing or multi-core optical cable technology. This design not only supports high bandwidth and anti-interference characteristics, but also can transmit multiple data streams in parallel on a single optical fiber through wavelength division multiplexing technology, or achieve physical isolation of different network data through multi-core optical cables.

[0103] At the logical level, Figure 4 As shown, in one embodiment, the network is divided into two data transmission channels, plane A and plane B. During data stream transmission, plane A and plane B perform redundant transmission through different paths respectively.

[0104] In this embodiment, taking the example of terminal device ED1 sending data to terminal device ED2, the A-plane data of ED1 will be redundantly sent to the A-plane of ED2 through link ① and link ②, ensuring redundant transmission of data on two paths; similarly, the B-plane data of ED1 will also be redundantly sent to the B-plane of ED2 through link ① and link ②. This redundant design ensures that in the event of any single path failure, data can still be transmitted through another path, thereby improving the robustness and reliability of the communication network.

[0105] Through this ring network topology and redundant data flow design, the network not only achieves efficient data transmission at the physical level, but also enhances the reliability of data transmission and the overall robustness of the system at the logical level, meeting the needs of future train intelligence and high-bandwidth transmission.

[0106] In one embodiment, for the backbone network data flow, it also includes:

[0107] The backbone network nodes are arranged in the leading car and the trailing car, and the number of backbone network nodes in the leading car and the trailing car is at least two;

[0108] The backbone network node is connected one-to-one with the control switch in the carriage where it is located, and is used to communicate with the backbone network nodes in other trains when the train includes more than one train.

[0109] In one embodiment, in order to ensure the stability and reliability of the train communication system, the train is equipped with backbone network nodes, which are located in the head car and the tail car, and at least two backbone network nodes are configured in each car. The backbone network nodes are connected to the control switches in their respective cars one by one to form a powerful communication network. When the train is marshaled, these nodes can communicate effectively with the backbone network nodes in other marshalings to ensure the unity and coordination of the entire train network.

[0110] Specifically, if Figure 5 As shown in the figure, two backbone network switches (ETBN) are deployed in the head car, which are used to transmit the data of A and B of ETB (Ethernet Train Backbone). ETB's A and B are designed to be redundant to improve the reliability and fault resistance of the system. During the operation of the train, TSN (Time-Sensitive Networking) data streams are transmitted through these redundant paths to ensure efficient and accurate data transmission. The A and B network ports of ICCU (train-level control equipment) will be transmitted across the group through ETB's A and B respectively to ensure the complete transmission of data when the train is reconnected (grouped). There is no physical cable connection between the ETBNs of the two head cars, saving costs.

[0111] In the case of reconnection, ETB can choose to transmit data in direct connection or cross connection mode. This configuration allows ETB's A and B paths to be redundantly connected between different groups, so that when any path fails, the other path can continue to carry the data flow, ensuring the continuity and reliability of data transmission.

[0112] ETB sets up two redundant transmission channels, A and B, to enhance the reliability and fault resistance of the network. In the case of reconnection, ETB processes data through channels A and B respectively to ensure redundant data transmission and improve system stability. However, in the single-group state, the data forwarding function of ETB will be cancelled, thereby reducing the data transmission delay across units and improving data transmission efficiency and system response speed.

[0113] In summary, by deploying at least two backbone network nodes in the head car and the tail car, a highly redundant and reliable network structure is formed. The ETB switch transmits TSN data streams through redundant paths, supports data transmission in the case of reconnected marshaling, and ensures the stability and reliability of the entire train communication system. Under this configuration, data can be transmitted smoothly between different marshalings, while effectively responding to possible network failures, improving the overall performance of the train system.

[0114] On the basis of the above, this application further optimizes the train communication network's marshaling capacity and data transmission efficiency. TB (Train Backbone Network) is designed to have dynamic marshaling capabilities, which can adapt to a variety of marshaling forms (such as 4-car marshaling, 6-car marshaling, etc.) including 8-car EMUs or urban rail vehicles. This dynamic marshaling capability allows trains to be reconfigured in any direction according to actual needs, meeting the needs of different operating scenarios.

[0115] The vehicle-level ECN (Ethernet Communication Network) adopts a ring network topology to form a complete communication unit within the marshaling. Whether it is 4, 6 or 8 vehicles, they can form a marshaling network. This flexible marshaling method allows the number of vehicles to be expanded freely. All devices in the marshaling network are in the same clock domain, which means better clock synchronization, which helps to achieve precise vehicle traction and braking coordination control, and enhances the overall performance and operation coordination of the system.

[0116] Through the above design, this application not only improves the train system's marshaling flexibility and data transmission efficiency, but also further optimizes the coordination and control capabilities of the equipment in the marshaling network through the ring network topology and high-precision clock synchronization technology, ensuring the stability and efficient operation of the train under different marshaling conditions.

[0117] In one embodiment, when the train control data is transmitted between two control switches connected to each other;

[0118] The control switch is specifically used to transmit train travel control data through a time-sensitive network protocol, and to transmit other train control data except the train travel control data through an Ethernet protocol, and the priority of the train travel control data is higher than the priority of other train control data.

[0119] Traditional Ethernet communication uses a best-effort communication method, that is, the switching devices in the network have equal access to the shared transmission channel. Before sending data, the switching device first checks whether the transmission channel is idle. If it is idle, it will be sent directly. If the channel is busy, the data will be stored in the buffer area and continuously monitor the idle state. Once the idle state is detected, it can be sent. This method lacks time-based flow control, resulting in uncontrollable delays, jitters, and even packet loss in the end-to-end transmission of data packets when the business network load increases or the data flow is complex.

[0120] To solve these problems, Figure 6As shown in the figure, the data transmission between the two interconnected control switches adopts advanced network protocols and priority control mechanisms to ensure efficient and reliable transmission of train control data. Specifically, these control switches use the time-sensitive network (TSN) protocol to transmit train travel control data. TSN supports 8 priority queues, which have higher priority, while other train control data are transmitted through the Ethernet protocol, which have lower priority than train travel control data. For example, train travel control data (such as ICCU, traction, braking and ATO (Automatic Train Operation) control data) are divided into the highest priority queue to ensure that these critical real-time data can be processed first and ensure the determinism and real-time nature of their transmission. In contrast, the control data of other equipment (such as air conditioning, lighting, water supply and sanitation, etc.), monitoring data and maintenance data are divided into the lowest priority queue and transmitted through the ordinary Ethernet protocol.

[0121] In each cycle, the switch first processes the data in the high-priority queue, that is, TSN data, and prioritizes the timely transmission of control data. After that, it processes the data in the lowest priority queue, that is, ordinary Ethernet data. Through this priority queue mechanism, the determinism and real-time nature of the train movement control data during transmission are ensured, while also handling the transmission requirements of other data. This design greatly improves the efficiency and reliability of the network, especially during peak load periods or when the data flow is complex. It can effectively control the delay and jitter of data transmission, and improve the stability and security of the train control system.

[0122] In one embodiment, the on-board data center is also used to communicate with the Beidou satellite to extract time information from the Beidou satellite when acquiring train data, and synchronize with the train's local clock based on the time information, store the train data based on the synchronized train's local clock, and receive the Beidou satellite's time information again after a preset time. If the difference between the time information and the train's local clock is greater than the preset time, communicate with the Beidou satellite again to extract time information from the Beidou satellite, and synchronize with the train's local clock based on the time information.

[0123] In one embodiment, if Figure 7 , Figure 14-16As shown in the figure, the on-board data center is not only responsible for obtaining train data, but also undertakes the function of communicating with Beidou satellites to ensure time synchronization. Specifically, when the on-board data center receives train data, it will first communicate with Beidou satellites to extract the precise time information provided by Beidou satellites. Using this time information, the on-board data center will compare and synchronize it with the local clock of the train to ensure that the time of the local clock of the train is consistent with the standard time of the Beidou satellite. This time synchronization process ensures that the storage and processing of train data are highly accurate in time.

[0124] During the data storage process, the on-board data center will store data according to the synchronized train local clock to ensure that the data records have accurate timestamps. Subsequently, the on-board data center will communicate with the Beidou satellite again after a preset time interval to obtain new time information. By comparing the time difference between the new Beidou satellite time information and the train local clock, if it is found that the time difference exceeds the preset threshold, it means that the train local clock may have deviated. In order to correct this deviation, the on-board data center will communicate with the Beidou satellite again, extract the latest time information again, and perform corresponding time synchronization. This periodic time correction mechanism ensures that the train local clock is always consistent with the standard time of the Beidou satellite, thereby improving the accuracy of data recording and the overall time synchronization reliability of the system. This method not only ensures the accuracy of train data, but also improves the stability and consistency of the system in complex operating environments.

[0125] In one embodiment, the on-board data center is also used to set firewall whitelists for the control switch and the monitoring switch respectively, and monitor users accessing the control switch or the monitoring switch according to the firewall whitelist, receive mirrored traffic from each port of the control switch and the monitoring switch, monitor malicious network activities and network security vulnerabilities in the mirrored traffic, and determine corresponding protection measures based on the monitoring results.

[0126] In one embodiment, the network security management unit of the onboard data center undertakes multiple network security functions to ensure the security of the train communication network. Specifically, the unit implements sophisticated security management of the control switch and the monitoring switch, including setting firewall whitelists, monitoring and analyzing network traffic.

[0127] First, in order to protect the control switch and monitoring switch, the vehicle data center configures firewall whitelists for the two switches. These whitelists define the users and permissions allowed to access the control switch and monitoring switch, thereby controlling and monitoring access to these key devices. After the data center receives the port mirroring traffic from the control switch and monitoring switch, it monitors the mirrored traffic, focusing on possible malicious network activities and network security vulnerabilities. In this way, the vehicle data center can promptly identify and respond to potential network security threats and take appropriate protective measures to protect network security.

[0128] The network security management unit of the vehicle data center realizes the centralized control of network security, including boundary protection, intrusion detection and security auditing. Specifically, the network security management unit divides the network into control security domain and monitoring security domain to achieve the isolation of the control network and the monitoring network; this partitioning and zoning strategy can not only isolate the two types of networks to prevent mutual interference, but also ensure that the data of the control network and the monitoring network are strictly controlled and fully audited during transmission. By setting up a firewall whitelist, the access between the control network and the monitoring network is securely isolated; this measure limits unauthorized access and improves the security of the network. The network security management unit receives mirrored traffic from each port of the control network and monitoring network switches, and monitors malicious network activities and security vulnerabilities in these traffic in real time; through traffic auditing, behavior analysis, intrusion detection and virus detection and killing functions, it ensures the security of network operation; these monitoring and auditing results will be sent to the security management module through the SYSLOG protocol for summary analysis and alarm, helping system administrators to discover and respond to security incidents in a timely manner.

[0129] In addition, in terms of data security, within the control network, all network devices use the secure transmission protocol (STDv2) for data transmission. STDv2 is an advanced network security protocol designed to ensure the security of data transmission in the network. It protects data from unauthorized access or tampering through encryption and authentication mechanisms, thereby enhancing the overall security of the network. During the transmission process between the train and the ground, the data packet is encrypted using the national cryptographic algorithm (national cryptographic algorithm). These algorithms comply with national encryption standards and can effectively protect the confidentiality and integrity of data during transmission. The national cryptographic algorithm uses powerful encryption technology when encrypting data to ensure that the data is not cracked or tampered with during transmission, thereby ensuring the security of data communication between the train and the ground. Through the combination of these two measures, the system can achieve comprehensive protection of data, ensure secure transmission within the control network, and encrypt data during the transmission process between the train and the ground, effectively prevent data leakage and security threats, and improve the security and reliability of the train communication network.

[0130] Through these comprehensive network security measures, the onboard data center can effectively protect the train communication network from various network attacks and security threats, ensuring the security and reliability of the system.

[0131] In one embodiment, it also includes:

[0132] At least two camera modules are respectively arranged in front of and below the hood of the train, and are used to collect environmental information in front of and below the hood respectively;

[0133] The control logic of the camera module is:

[0134] It is opened when the train is leaving or entering the depot, and closed when the train is not leaving or entering the depot;

[0135] and / or, turning on when receiving a start command from the driver, and turning off when no start command is received;

[0136] and / or, turning on when the speed of the train is greater than a first preset value and less than a second preset value, and turning off when the speed of the train is less than the first preset value or greater than the second preset value;

[0137] And / or, it is turned on when the monitoring page of the interactive terminal in the driver's room is started, and is turned off when the monitoring page is not turned on.

[0138] In one embodiment, in order to reduce the blind spot of the train driver and enhance safety, a camera system is added to the front of the train driver's cab. Figure 8 , Fig. 9 and Fig.10 As shown, the system includes at least two camera modules, which are respectively installed in front of and below the train hood to collect environmental information in the hood area. Specifically, the front camera module is used to observe the distant field of view in front of the train, while the lower camera module is used to monitor the ground conditions nearby.

[0139] These camera modules are equipped with intelligent control logic. Specifically, they are controlled according to the running status of the train: the camera module is automatically turned on when the train is leaving or entering the depot to provide a complete field of view to ensure that the driver can clearly observe the surrounding environment when entering or leaving the garage. During other operations of the train, the camera module is automatically turned off to avoid unnecessary data transmission and storage, thereby saving resources and avoiding interference. Control according to driver instructions: The camera module can be manually controlled by the driver's start-up instructions. When the driver issues a start-up instruction through the interactive terminal, the camera module will turn on so that the driver can obtain the required environmental information in real time; when no start-up instruction is received, the camera module will turn off to avoid unnecessary monitoring. Control according to train speed: The camera module is also automatically turned on and off according to the speed of the train. When the train speed is greater than the first preset value and less than the second preset value (such as when the speed is greater than 0km / h and less than or equal to 5km / h), the camera module will be turned on to adapt to the field of view requirements at different speeds; when the train speed is lower than the first preset value or higher than the second preset value, the camera module will be turned off. This control method ensures that the activation and deactivation of the camera module can automatically adapt under different operating conditions, thereby improving the intelligence of the system. Control according to the monitoring page: The interactive terminal in the driver's cab is equipped with a monitoring page option; when the driver switches to the monitoring page on the display screen, the camera module will start, allowing the driver to view the monitoring screen of the head car and the tail car; when switching to other pages, the camera module will be turned off. This method makes the use of the camera module more in line with actual operating needs and provides more flexible field of view control options.

[0140] In addition, the interactive terminal is also used to display vehicle status and safe driving environment monitoring information (such as external environment information, trackside monitoring information, comprehensive diagnostic information, operation evaluation information, etc.). It has voice interaction function, which can realize voice operation of auxiliary equipment such as air conditioning, lighting, sunshades in the driver's room. It also has functions such as voice switching interface, alert countdown voice reminder, critical fault protection voice reminder, etc., which improves the driver's operating convenience.

[0141] In summary, through the above control logic, the activation and deactivation of the camera module can be intelligently adjusted according to the operating status of the train, the driver's instructions, the train speed and the operation of the interactive terminal, ensuring that the driver can obtain effective field of view supplement when needed, while avoiding unnecessary energy consumption and data processing, and improving the safety of train operation and driving experience.

[0142] In one embodiment, it also includes:

[0143] The hardware platform module is divided into multiple virtual partitions, and the multiple virtual partitions correspond to the multiple application software one by one.

[0144] In one embodiment, the hardware platform module design and safety level configuration of the train system are intended to improve the overall performance and safety of the system. Fig.11 As shown in the figure, the hardware platform module divides multiple virtual partitions and runs different application software in their own independent partitions, thereby achieving isolation and independence of applications. This design ensures that different applications will not interfere with each other during operation, improving the stability and reliability of the system. The core idea of ​​this design is to achieve flexible allocation and efficient utilization of hardware resources through virtualization technology, thereby achieving decoupling of functions and hardware. Specifically, the hardware platform module can be, but is not limited to, using ICCU (integrated control unit) and IVCU (integrated vehicle control unit) as control devices to support the creation and management of multiple virtual partitions. Each virtual partition can independently run an application software, which can be software with different functions such as train control, status monitoring, entertainment services, diagnostic analysis, etc. Through this virtualization technology, different application software can run independently in their respective virtual partitions without interfering with each other. This means that even if a certain application software has problems or needs to be updated, it will not affect the normal operation of other application software. This design not only improves the stability and reliability of the system, but also enhances the functional scalability of the system. Hardware platformization means that hardware resources can be shared and dynamically allocated by multiple application software, thereby improving the utilization of hardware resources. The APP-ization of models or software further simplifies the development and deployment of application software, making it easier to integrate new functions into existing systems.

[0145] The advantage of this architecture is that it decouples functions from hardware, allowing the hardware platform to be shared and dynamically allocated by multiple application software, thereby improving the utilization of hardware resources. At the same time, through virtualization technology, different application software can run independently in their respective virtual partitions without interfering with each other, improving the stability and reliability of the system. In addition, this design also enhances the functional scalability of the system, making it easier to integrate new functions into the existing system, thereby achieving comprehensive optimization and intelligent management of train operations.

[0146] In terms of hardware safety, the safety level of the train-level control equipment ICCU has been upgraded from SIL0 (Safety Integrity Level 0, no specific safety requirements) to SIL2 (Safety Integrity Level 2, medium safety requirements) to ensure higher safety protection. The safety level of the vehicle-level control equipment IVCU has also been upgraded from SIL0 to SIL4 (Safety Integrity Level 4, high safety requirements) to provide the highest level of safety protection. This upgrade reflects the higher requirements for system reliability and safety, ensuring that the system can maintain stable and safe operation under various operating conditions.

[0147] like Fig.12 and 13 As shown, the ICCU is equipped with a high-performance CPU with a main frequency of 1.8GHz and supports at least two application operating environments. This enables the ICCU to efficiently handle various complex applications while ensuring the system's response speed and processing capabilities. The IVCU's CPU main frequency is 1.5GHz, supporting a variety of high-security level drives and acquisition functions, and can meet the mixed application requirements of functions with different security levels. The IVCU also has a two-system hot standby redundant design, which means that even if one system fails, the other system can quickly take over, ensuring that the fault switching time does not exceed 5 milliseconds, and single-point failures will not affect the control function, further improving the safety and reliability of the system.

[0148] Relying on the high-performance hardware platform of ICCU, multiple virtual partitions can be divided, and different application software can run independently in these virtual partitions. The design of virtual partitions not only provides resource isolation and avoids mutual interference between applications, but also improves the security and flexibility of the system. Each application software can operate independently in its designated virtual partition, ensuring the stable operation of each functional module and reducing potential security risks, without setting up a separate controller for each application.

[0149] Through the above design and configuration, not only the performance and safety level of the hardware are improved, but also the efficient management and isolation of application software are achieved, ensuring the safety, stability and reliability of the train system during operation.

[0150] As a preferred embodiment, it also includes:

[0151] A display interaction terminal is communicatively connected with the vehicle-mounted CCU and the control ring network, and a voice interaction prompt feedback area is provided on the display interaction terminal;

[0152] The display interaction terminal is used to identify the voice interaction instructions input by the user, obtain the function module control instructions, and transmit the function module control instructions to the CCU, so that the CCU controls the corresponding function module according to the function module control instructions, and displays the corresponding screen in its own voice interaction prompt feedback area; and when a train failure occurs, broadcast and display the fault information and fault repair operation until the user cancels the fault or the fault disappears; and display the train status and safe driving environment monitoring information in real time;

[0153] The functional modules include at least an air conditioning module, a lighting module, a glass heating module, a wiper module, and a sunshade module. The safe driving environment monitoring information includes external environment information, trackside monitoring information, comprehensive train diagnosis information, and train operation evaluation information.

[0154] Specifically, the display interaction terminal may be, but is not limited to, a HIM screen, such as Fig.17 The figure shows the appearance structure of the HIM screen, which includes the pickup area and the display area. Set a redundant mechanism for the HIM screen, such as setting two left and right HIM screens respectively. When both the left and right HMI screens communicate normally with the CCU, the left screen activates the voice interaction function by default, and the right screen does not activate it. When the left screen fails to communicate with the CCU, the voice interaction function of the left screen is turned off, and the voice interaction function of the right screen is activated.

[0155] The HIM screen has a voice interaction prompt feedback area added to its display interface. When the user is not awake, the voice command prompt will be displayed in a loop, "Please try to say + voice command", with a cycle of 5 seconds. After the user wakes up, the user's voice will be converted into text for display.

[0156] Click the "Microphone" or "Voice Input" icon to turn the voice interaction function on the main screen on or off.

[0157] For example, when the functional module is an air conditioning module, the air conditioning module is also equipped with a corresponding driver's room air conditioning knob. The driver's room air conditioning knob adopts a gear knob and is in the "auto / voice" gear by default. The design goal is that the user only operates the physical knob in an emergency, and can use voice commands or the HMI screen interface to set the air conditioning on a daily basis. The air conditioning settings include the following types: (1) Mode settings: cooling, ventilation, automatic, off, heating; (2) Temperature settings: 19-28 degrees Celsius, integer adjustment; (3) Air volume settings: high and low.

[0158] The air conditioner accepts full control of voice or interface when and only when the knob is in the "Auto / Voice" position. The logic when the knob is in other positions is as follows: (1) When the knob is in the "Cooling" position, the "Cooling, Ventilation, Auto, Off, Heating" mode setting buttons on the HMI screen are disabled, and the target temperature and air volume can only be adjusted through voice or interface; (2) When the knob is in the "Ventilation" position, the mode setting and temperature adjustment buttons on the HMI screen are disabled, and the air volume can only be adjusted through voice or interface; (3) When the knob is in the "Heating" or "Off" position, all driver's room air conditioning setting buttons on the HMI screen are disabled; (4) When the knob is not in the corresponding position but the user tries to use voice control, the HMI screen plays: "Please switch to XX position before issuing instructions."

[0159] The air conditioning voice commands may include, but are not limited to: air conditioning on, air conditioning off, air conditioning temperature xx degrees (set as an integer), air conditioning cooling mode, air conditioning heating mode, air conditioning ventilation mode, air conditioning automatic mode, air conditioning leg heating on, air conditioning leg heating off, air conditioning high speed, air conditioning low speed, etc., among which, when the air conditioning is turned on, the automatic mode is entered by default.

[0160] For example, when the functional module is a lighting module, the air conditioning module is also provided with a corresponding driver's cab light knob, which is a gear-type knob. It accepts voice control only when it is in the "off / voice" gear. When the knob is not in the "off / voice" gear but the user tries to use voice control, the HMI screen plays: "Please switch to the voice gear and issue the command again."

[0161] In another implementation, the cab light switch uses a self-reset button. Each time the button is operated, the cab light switches between three modes: off, dim light, and strong light. Manual operation and voice control have priority, which is easy to operate and does not conflict.

[0162] In another implementation scheme, the knob has no "voice" gear, and can accept voice control when it is in the "off", "low light" and "high light" gears, and the latter operation takes priority.

[0163] On the basis of the above scheme, in order to prevent the battery from running low due to forgetting to turn off the lights, a control logic is added: the driver's cab lights cannot be turned on after the vehicle is powered off.

[0164] The voice interaction instructions may include: lighting on, lighting off, lighting strong light, lighting weak light, etc. Among them, the lighting on enters the weak light mode by default.

[0165] For example, when the functional module is a front window glass heating module, the front window glass heating switch uses a self-reset button, and the voice control logic is the same as manual operation. After the heating is turned on, it will heat for 10 minutes and then stop automatically. The corresponding voice interaction command is: turn on the glass heating.

[0166] For example, when the function module is a wiper module, the driver's cab is equipped with a wiper knob, which is a gear-type knob and is in the "stop / voice" gear by default. When and only when it is in the "stop / voice" gear, the wiper accepts voice control. When the knob is not in the "stop / voice" gear but the user tries to use voice control, the HMI screen plays: "Please switch to the voice gear and issue the command again."

[0167] The corresponding voice interaction commands may include, but are not limited to: windshield wiper on, windshield wiper off, windshield wiper fast, windshield wiper slow, windshield wiper intermittent, windshield wiper wash (spray for 4 seconds and stop automatically). The windshield wiper is in slow mode by default after it is turned on.

[0168] For example, when the functional module is a sunshade module, the sunshade control logic is consistent with existing models. During voice control, voice commands replace the hard-wired commands of the sunshade knob to control the sunshade to rise, fall, and stop. Voice control commands may include, but are not limited to: sunshade rise, sunshade lower, sunshade stop, sunshade rise half, sunshade rise one third, sunshade rise one fifth, sunshade lower half, sunshade lower one third, sunshade lower one fifth, etc.

[0169] Furthermore, the voice interaction instruction may also include: entering / opening a certain interface, where the certain interface is a unified interface name.

[0170] The specific methods of broadcasting or displaying fault information and fault repair operations when a fault occurs may include but are not limited to the following:

[0171] (1) When a first-level fault such as high voltage, brake, or axle temperature occurs, the HMI screen automatically broadcasts the operations required by the driver and the automatic protection actions of the train for three consecutive times, and stops broadcasting after the fault is confirmed or disappears.

[0172] For example, when a "1-axis 1-position axle temperature alarm" fault occurs, the fault prompt tone is played first, and then the "axle temperature alarm, automatic speed limit 40km / h" sound is played.

[0173] (2) When the battery power is lower than the warning or alarm value, the HMI screen automatically broadcasts "The battery power is lower than the warning (alarm) value" once, and a pop-up screen prompts "Please note that the battery power is lower than the warning (alarm) value". After the user clicks "Confirm", the pop-up screen disappears.

[0174] (3) When the pantograph changes from the lowered state to the raised state, the HMI screen automatically announces "the pantograph has been raised"; when the pantograph changes from the raised state to the lowered state, the HMI screen automatically announces "the pantograph has been lowered".

[0175] (4) When the VCB changes from open to closed state, the HMI screen automatically announces "the main circuit breaker is closed"; when the VCB changes from closed to open state, the HMI screen automatically announces "the main circuit breaker is disconnected".

[0176] (5) When the status of the pantograph, VCB, high-voltage disconnector, traction converter, traction inverter, auxiliary converter, charger, and air compressor changes from cut-off to non-cut-off or from non-cut-off to cut-off, the HMI screen automatically announces "XX has been cut-off (restored)". Fig.19 shown.

[0177] (6) The existing emergency brake, normal brake, fire alarm, passenger emergency and warning voice alarm shall still be implemented according to the existing intelligent EMU plan.

[0178] In addition, the vehicle status and safe driving environment monitoring information are further displayed. The entire display interactive interface adopts a symmetrical layout, with information partitioned and arranged in blocks, and related information arranged in a centralized manner, which is convenient for reading similar information and highlights key information. Breaking the traditional system partitioning method, the display content is divided into six functional modules (operation interface, equipment status, equipment control, fault information, test preparation, and maintenance interface) according to the actual user application scenario, which improves the convenience of operation for drivers and passengers (such as Fig. 20 and Fig.21 As shown in the figure), the information display is intuitive and comprehensive, with flat grading, so that all interfaces can be reached within 2 operations.

[0179] In addition, the voice interaction terminal also has functions such as voice switching interface, alert countdown voice reminder, critical fault protection voice reminder, etc., which improves the driver's operating convenience.

[0180] On the other hand, the present application provides a train, comprising the communication network architecture as described above.

[0181] For other descriptions of the train, please refer to the above embodiments, and this application will not go into details here.

[0182] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0183] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A communication network architecture, characterized in that: Applied to trains, the communication network architecture includes: A switch group is arranged in each carriage, each of which includes at least two control switches, two monitoring switches and two entertainment switches, wherein the control switches are used to transmit train control data of the train, the monitoring switches are used to transmit real-time status monitoring data of the train, and the entertainment switches are used to provide network services for passengers and transmit passengers' network access requests and communication data; Connecting wires, used to connect all the control switches in series to obtain a control ring network, connect all the monitoring switches in series to obtain a monitoring ring network, and connect all the entertainment switches in series to obtain an entertainment ring network; The on-board data center is arranged between the control ring network and the monitoring ring network, and is used to obtain the train data transmitted by the control ring network and the monitoring ring network, and analyze the train data to dispatch the train, wherein the train data includes train control data and real-time status monitoring data of the train.

2. The communication network architecture according to claim 1, characterized in that: The connecting wire is an optical fiber or a multi-core optical cable; When the connecting line is an optical fiber, the data transmitted by the control switch, the monitoring switch and the entertainment switch are converted into carrier optical signals of different wavelengths through photoelectric conversion, and the carrier optical signals of different wavelengths are synthesized into one optical signal and transmitted through one optical fiber; When the connecting line is a multi-core optical cable, the multi-core optical cable includes multiple optical fibers, and the data transmitted by the control switch, the monitoring switch and the entertainment switch are converted into corresponding optical signals through photoelectric conversion and transmitted through different optical fibers respectively.

3. The communication network architecture according to claim 1, characterized in that: When the first switch transmits data to the second switch, the first switch is used to transmit data respectively along the first direction and the second direction of the ring network where the first switch is located, so as to transmit the data to the second switch through two paths; The first switch and the second switch are any two switches in the control ring network, the monitoring ring network, or the entertainment ring network.

4. The communication network architecture according to claim 1, characterized in that: When the train control data is transmitted between the two control switches connected to each other; The control switch is specifically used to transmit train travel control data through a time-sensitive network protocol, and to transmit other train control data except the train travel control data through an Ethernet protocol, and the priority of the train travel control data is greater than the priority of the other train control data.

5. The communication network architecture according to claim 1, characterized in that: The on-board data center is also used to communicate with the Beidou satellite to extract the time information in the Beidou satellite when the train data is acquired, and synchronize with the local clock of the train according to the time information, store the train data according to the synchronized local clock of the train, and receive the time information of the Beidou satellite again after a preset time. If the difference between the time information and the local clock of the train is greater than the preset time, communicate with the Beidou satellite again to extract the time information in the Beidou satellite, and synchronize with the local clock of the train according to the time information.

6. The communication network architecture according to claim 5, characterized in that: The vehicle-mounted data center is also used to set firewall whitelists for the control switch and the monitoring switch respectively, and monitor users accessing the control switch or the monitoring switch according to the firewall whitelist, receive mirrored traffic from each port of the control switch and the monitoring switch, monitor malicious network activities and network security vulnerabilities in the mirrored traffic, and determine corresponding protection measures based on the monitoring results.

7. The communication network architecture according to claim 1, characterized in that: The monitoring switch is also used to receive external environment information sent by the ground control system; The on-board data center is specifically used to obtain the train control data transmitted by the control ring network, the real-time status monitoring data of the train transmitted by the monitoring ring network and the external environment information, and analyze the train control data, the real-time status monitoring data and the external environment information to dispatch the train.

8. The communication network architecture according to claim 1, characterized in that: Also includes: The hardware platform module is divided into a plurality of virtual partitions, and the plurality of virtual partitions correspond to a plurality of application softwares one by one.

9. The communication network architecture according to claim 1, characterized in that: Also includes: Backbone network nodes are provided in the leading car and the trailing car, and the number of backbone network nodes in the leading car and the trailing car is at least two; The backbone network node is connected to the control switch in the carriage where the backbone network node is located in a one-to-one correspondence, and is used to communicate with the backbone network nodes in other trains when the train includes more than one train.

10. The communication network architecture according to claim 1, characterized in that: Also includes: A control device, used to control various subsystems in the train, wherein the subsystems include at least an air conditioning system, a lighting system, and a water supply system, and the control device includes an ICCU and / or an IVCU; The control device and the vehicle-mounted data center are independent of each other.

11. The communication network architecture according to any one of claims 1 to 10, characterized in that: Also includes: At least two camera modules are respectively arranged in front of and below the hood of the train, and are used to collect environmental information in front of and below the hood respectively; The control logic of the camera module is: It is opened during the process of the train leaving or entering the depot, and is closed except during the process of the train leaving or entering the depot; and / or, turning on when receiving a start command from the driver, and turning off when not receiving the start command; and / or, turning on when the speed of the train is greater than a first preset value and less than a second preset value, and turning off when the speed of the train is less than the first preset value or greater than the second preset value; And / or, it is turned on when the monitoring page of the interactive terminal in the driver's room is started, and is turned off when the monitoring page is not turned on.

12. The communication network architecture according to any one of claims 1 to 10, characterized in that: Also includes: A display interaction terminal is communicatively connected with the vehicle-mounted CCU and the control ring network, and a voice interaction prompt feedback area is provided on the display interaction terminal; The display interaction terminal is used to identify the voice interaction instruction input by the user, obtain the function module control instruction, and transmit the function module control instruction to the CCU, so that the CCU controls the corresponding function module according to the function module control instruction, and displays the corresponding screen in its own voice interaction prompt feedback area; and, when a train malfunction occurs, broadcast and display the malfunction information and malfunction repair operations until the user cancels the malfunction or the malfunction disappears; And real-time display of train status and safe driving environment monitoring information; The functional modules include at least an air conditioning module, a lighting module, a glass heating module, a wiper module, and a sunshade module. The safe driving environment monitoring information includes external environment information, trackside monitoring information, comprehensive train diagnosis information, and train operation evaluation information.

13. A train, characterized in that: Comprising a communication network architecture as described in any one of claims 1-12.

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