A communication network architecture and train

Abstract

The application discloses a kind of communication network architecture and train.This communication network architecture is by establishing control ring network, monitoring ring network and entertainment ring network on train, control switch focuses on the transmission of train control data, ensure the high real-time of train operation;Monitoring switch is responsible for real-time state monitoring data, improves the accuracy of fault detection and system state monitoring;Entertainment switch provides stable network service for passengers, meets the communication needs of passengers.This application sets up redundant switch in each carriage, improves reliability and safety;By connecting switch in series to form ring network, improve the scalability of architecture;Vehicle data center is set in train head car and tail car, to effectively isolate control network and monitoring network, and can centralized processing and analysis data, further optimize train scheduling and system control;This architecture design not only improves data transmission efficiency, but also enhances the safety and intelligent level of 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 networks of traditional rail transit trains face 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, thereby promoting 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 train, in which redundant switches are installed in each car to improve reliability and safety; the scalability of the architecture is improved by connecting the switches in series to form a ring network; on-board data centers are set up 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] In one aspect, the present application provides a communication network architecture for use in trains, the communication network architecture comprising:

[0006] a switch group, arranged in each carriage, each of the switch groups including 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 to passengers and transmit passengers' network access requests and communication data;

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

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

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

[0010] When the connection line is an optical fiber, the control switch, the monitoring switch and the entertainment switch correspond to the transmitted data respectively through photoelectric conversion to obtain carrier light signals of different wavelengths, synthesize the carrier light signals of different wavelengths into a bundle of light signals, and transmit through an optical fiber;

[0011] When the connection line is a multi-core optical cable, the multi-core optical cable includes a plurality of optical fibers, and the control switch, the monitoring switch and the entertainment switch correspond to the transmitted data respectively through photoelectric conversion to obtain corresponding optical signals, and transmit through different optical fibers respectively.

[0012] When the first switch transmits data to the second switch, the first switch is configured to transmit data along a first direction and a second direction of the ring network in which 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] When the two control switches connected to each other transmit the train control data,

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

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

[0017] The on-board data center is further configured to set a firewall white list for the control switch and the monitoring switch respectively, monitor users accessing the control switch or the monitoring switch according to the firewall white list, receive port mirroring traffic of the control switch and the monitoring switch, monitor malicious network activities and network security vulnerabilities in the mirroring traffic, and determine corresponding protection measures according to 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 environmental information, and analyze the train control data, the real-time status monitoring data and the external environmental information to schedule the train.

[0020] Among them, also include:

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

[0022] Among them, also include:

[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 carriages when the train includes more than one carriage.

[0025] Among them, also include:

[0026] Control equipment, used to control various subsystems in the train, the subsystems including at least the air conditioning system, the lighting system, and the water supply system, and the control equipment includes the ICCU and / or IVCU;

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

[0028] Among them, also include:

[0029] At least two camera modules are respectively provided in front of and below the hood of the train, for collecting 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 upon receiving a start command from the driver, and turning off upon 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, start when the monitoring page of the driver's room interactive terminal is started, and stop when the monitoring page is not started.

[0035] Further comprising:

[0036] The display interactive terminal is in communication connection with the vehicle-mounted CCU and the control ring network, and a voice interaction prompt feedback area is arranged on the display interactive terminal.

[0037] The display interactive terminal is used for identifying a voice interaction instruction input by a user, obtaining a function module control instruction, and transmitting the function module control instruction to the CCU, so that the CCU controls a corresponding function module according to the function module control instruction, and displays a corresponding picture in the voice interaction prompt feedback area of the display interactive terminal; and when a train fault occurs, the display interactive terminal is used for playing and displaying fault information and fault repair operations until the user cancels the fault or the fault disappears; and real-time display of train state and safe driving environment monitoring information.

[0038] The function module at least includes an air conditioner module, a lighting module, a glass heating module, a wiper module and a sunshade curtain module, and the safe driving environment monitoring information includes external environment information, trackside monitoring information, train comprehensive diagnosis information and train operation evaluation information.

[0039] In another aspect, the application provides a train comprising the communication network architecture as described above.

[0040] The application 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, ensures the high real-time performance of train operation, the monitoring switch is responsible for real-time state monitoring data, improves the accuracy of fault detection and system state monitoring, and the entertainment switch provides stable network services for passengers and meets the communication needs of passengers. Redundant switches are arranged in each carriage to improve reliability and safety, the switches are connected in series to form a ring network, and the scalability of the architecture is improved, the vehicle-mounted data center is arranged at the head car and the tail car to effectively isolate the control network and the monitoring network, and data can be centrally processed and analyzed to further optimize train scheduling and system control. The architecture design not only improves the data transmission efficiency, but also enhances the safety and intelligent level of the system. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the application, the drawings needed in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

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

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

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

[0053] Figure 12 This is a schematic diagram of the operation of a traditional relay disk;

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

[0055] Figure 14 This is a schematic diagram of the network topology of an on-vehicle data center provided by the present invention;

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

[0057] Figure 16 This is a functional diagram of a module of an on-vehicle data center provided by the present invention;

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

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

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

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

[0062] Figure 21 This is 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; on-board data centers are set up in the head and tail cars 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] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only 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 making creative efforts shall fall within the scope of protection of the present invention.

[0065] First of all, it should be noted that the ETBN in the figure is a backbone network switch or 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. The communication network architecture includes:

[0067] A switch group is installed in each carriage. 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, 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 designed specifically for trains, aiming to improve the data transmission efficiency, safety and intelligence level of trains.

[0071] Specifically, each carriage is equipped with a switch group consisting of at least two control switches, two monitoring switches, and two entertainment switches. These switches have different functions. The control switches are specifically used to transmit train control data, which is critical to the normal operation of the train, including train speed, position, and other control instructions. The monitoring switches are used to transmit real-time status monitoring data, which helps track the status and health of the train in real time, such as temperature, humidity, or fault alarms. The entertainment switches provide network services for passengers, processing their network access requests and communication data, such as internet browsing and information queries.

[0072] Connecting cables connect the various switches in series, forming three ring network structures: the control ring network, comprised of all control switches, ensures the reliable transmission of train control data between cars. The monitoring ring network, comprised of all monitoring switches, ensures the effective transmission of real-time train status data. The entertainment ring network, comprised of all entertainment switches, provides stable network services to meet passengers' communication needs.

[0073] The onboard data center, located between the control ring network and the monitoring ring network, is primarily responsible for acquiring and processing data transmitted by the train's control and monitoring networks. The onboard data center effectively isolates the control and monitoring networks. Furthermore, it analyzes data to optimize train scheduling and system control, centrally processing and analyzing data to enhance the system's intelligence. One onboard data center can be located on both the lead and trailing trains for redundancy.

[0074] To improve system reliability and security, redundant switches are installed in each car. If a switch fails, the redundant switch can immediately take over, ensuring the continued 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 overall data transmission efficiency. By connecting each switch through a 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 onboard data center make train scheduling more intelligent and enable real-time response to various train needs and state changes.

[0076] In addition, the present application proposes a systematic solution to the security risks posed by the existing third-party devices or data access control network unrelated to train control. Specifically, the control network is a dedicated onboard network that focuses on transmitting vehicle control instructions, critical device status information, and fault information to ensure the basic functions of train control are not disturbed. Since there is no direct data interaction between the control network and other networks, this reduces the impact of third-party devices or unrelated data on the train control system and prevents potential attacks or intrusion behaviors from threatening train 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 train control, mainly for train-level intelligent monitoring and diagnosis. This network design separates monitoring and data collection from actual train control functions, further reducing potential interference and security risks. The WiFi network is a completely independent network designed specifically for passenger entertainment experiences and does not interact with the control network and monitoring network. This design ensures that passenger network needs do not affect train control and monitoring systems, avoiding potential impacts of WiFi networks on the control network. The onboard data center between the control network and the monitoring network handles the centralized processing tasks of train-level data applications. This center not only aggregates vehicle data from different sources but also implements comprehensive detection and real-time analysis of ground data such as weather, earthquake warning, scheduling, and transportation. This comprehensive processing capability enhances the train's real-time perception of external environments and provides data support for operational decision-making, making train operation safer and more intelligent. Long-range, foreign object intrusion detection, weather, and external environment data are accessed into the monitoring network switch through third-party interface devices based on ground-to-vehicle safety communication links. The train data management unit aggregates control network and monitoring network data, has functions such as comprehensive data storage, multi-source information collaborative correlation diagnosis, and comprehensive utilization of control network vehicle state data and monitoring network third-party device monitoring train safety environment information for analysis, realizing train safety warning and alarm. (For example, combined with wind speed information and car body lateral sway state, jointly diagnose sway caused by strong wind, and alarm).

[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 driving control.

[0078] The onboard data center boasts a comprehensive functional architecture, encompassing data collection, storage, analysis, model management, comprehensive display, sharing, and spatiotemporal synchronization. It receives a variety of data from the control network, monitoring network, and third parties, including equipment process data, fault data, and video monitoring data, and stores them in file formats and databases. Powerful data analysis capabilities support comparison, trend, and correlation analysis, while also enabling AI analysis and recognition, as well as digital twin application capabilities. Model management adheres to unified interface specifications, ensuring openness and scalability. Data is displayed on smart terminals in various ways, enabling two-way data sharing between vehicle and ground, supporting multiple transmission methods such as 5G and WLAN. Spatiotemporal synchronization is also achieved using Beidou as a benchmark.

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

[0080] In one embodiment, the monitoring switch is further configured to receive external environment information sent by a 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 of the train and external environmental information 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 this embodiment of the train communication network architecture, the monitoring switch not only transmits real-time train status monitoring data but also undertakes the important task of receiving external environmental information from the ground control system. This external environmental information may include data critical to train operational safety, such as beyond-line-of-sight (BLOS), foreign object intrusion detection, and wind, frost, rain, and snow. This design enables trains to perceive changes in the external environment in real time, thereby improving operational safety.

[0083] The onboard data center, the core of the entire communication network architecture, is located between the control ring network and the monitoring ring network. It not only receives train control data transmitted by the control ring network, but also real-time train status monitoring data transmitted by the monitoring ring network, as well as external environmental information received by the monitoring switch. By integrating and analyzing this multi-source data, the onboard data center enables intelligent train scheduling and management. Specifically, the onboard data center conducts a comprehensive analysis of train control data, real-time status monitoring data, and external environmental information to optimize train operation strategies and ensure safe and efficient operation.

[0084] A key feature of this design is that external environmental information is not directly connected to the control network, but is instead transmitted to the onboard data center via the monitoring network. This indirect access ensures that abnormal external data does not directly affect the control network's train operations, thereby improving system stability and reliability. Through integrated diagnostic analysis of train-ground data, the train can more comprehensively perceive changes in the external environment, further enhancing operational safety.

[0085] The advantage of this architecture is that it maintains independence for control and diagnostic equipment while integrating data and functions from multiple subsystems onto a unified platform through data fusion technology. By analyzing multi-source data, the onboard data center can promptly detect anomalies in train operation and implement appropriate processing and dispatch, ensuring train safety and reliability. This design not only improves system stability and reliability but also enhances its functional scalability, making it easier to integrate new functions into the existing system, thereby achieving comprehensive optimization and intelligent management of train operations.

[0086] In one embodiment, it further includes:

[0087] Control equipment, used to control various subsystems in the train, including at least the air conditioning system, lighting system, and water supply system, and including 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] Another embodiment of the train communication network architecture incorporates control devices. These devices manage and control various subsystems within the train, including but not limited to the air conditioning, lighting, and water systems. These control devices include the ICCU and / or IVCU, which serve as core components of train control, responsible for coordinating and controlling the various subsystems. This design embodies the concept of a "concentrated" (convergent) architecture, integrating the control functions of multiple subsystems to achieve more efficient and intelligent train management.

[0090] The control equipment and the onboard data center are independent of each other. This means that the control equipment focuses on real-time control of train subsystems, while the onboard data center focuses on data collection, analysis, and diagnosis. This separation ensures the independence of control and diagnostic functions, making the system more stable and reliable. As a train-level diagnostic device, the onboard data center serves as the collection point and comprehensive processing mechanism for all 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 diagnosis of multi-source information.

[0091] The advantage of this architecture is that it achieves independence for control and diagnostic equipment while integrating the data and functions of multiple subsystems onto a unified platform through data fusion technology. As control devices, the 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 operations. By analyzing multi-source data, the onboard data center can promptly detect abnormalities in train operations 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 the existing system, thereby achieving comprehensive optimization and intelligent management of train operations.

[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, monitoring switch and 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 a beam of optical signals and transmitted through a single 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 using optical fiber as a connecting line, the control switch, monitoring switch, and entertainment switch each process different types of data. This data is converted into carrier optical signals of different wavelengths through optoelectronic conversion technology. All these different wavelength optical signals are combined into a single optical signal and transmitted through a single optical fiber. This method utilizes optical fiber's wavelength division multiplexing technology to transmit multiple different types of data at different wavelengths on the same fiber, effectively increasing communication bandwidth and avoiding cable bandwidth limitations, enabling the system to support high-speed communication requirements of 10 Gigabit and above.

[0097] On the other hand, when using multi-core fiber optic cables, the cables contain multiple optical fibers, each dedicated to transmitting a specific type of data. Data from the control switch, monitoring switch, and entertainment switch is converted into corresponding optical signals through photoelectric conversion, and then transmitted through different optical fibers. This approach not only physically isolates different networks (such as the control network, monitoring network, and WiFi network) but also improves the overall transmission performance and reliability of the system.

[0098] The characteristics of optical fiber, such as high bandwidth, interference resistance, and light weight, make information transmission more stable and meet the high-bandwidth transmission requirements of future train intelligent expansion. Wavelength division multiplexing technology allows multiple optical signals of different wavelengths to be transmitted in parallel on the same optical fiber, thereby achieving isolated data transmission for different networks. Multi-core optical cable designs, with different optical fibers used to transmit data for different networks, further enhance the physical isolation and security of information transmission. This design fully supports the expansion of future intelligent trains and provides a reliable and efficient transmission channel for various train communication systems.

[0099] In one embodiment, for a marshaled network data flow, when a first switch transmits data to a second switch, the first switch is configured to transmit data along a first direction and a second direction of the ring network in which the first switch is located, respectively, 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, with switches connected via cables or optical fibers to form a ring network system consisting of a control network, a monitoring network, and a WiFi network. Specifically, when a first switch transmits data to a second switch, the data is transmitted in two directions within the ring network—a first direction and a second direction—thus transmitting the data to the second switch via two independent paths. This bidirectional transmission method improves data transmission reliability by providing redundant transmission along two different paths within the ring network.

[0102] At the physical level, network topologies use cables or optical fibers, with fiber-optic rings implemented using wavelength division multiplexing (WDM) or multi-fiber cable technology. This design not only supports high bandwidth and interference immunity, but also enables the parallel transmission of multiple data streams over a single fiber using WDM, or the physical isolation of data from different networks using multi-fiber 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 flow transmission, plane A and plane B perform redundant transmission through different paths.

[0104] In this embodiment, taking terminal device ED1 sending data to terminal device ED2 as an example, ED1's A-plane data is redundantly sent to ED2's A-plane via links 1 and 2, ensuring redundant data transmission on both paths. Similarly, ED1's B-plane data is redundantly sent to ED2's B-plane via links 1 and 2. This redundant design ensures that even if any single path fails, data can still be transmitted via 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, the method further includes:

[0107] Backbone network nodes are located 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 carriages when the train includes more than one carriage.

[0109] In one embodiment, to ensure the stability and reliability of the train communication system, backbone network nodes are deployed on the train. These nodes are located in the lead and trailing cars, with at least two nodes in each car. The backbone network nodes are connected one-to-one with the control switches in their respective cars, forming a robust communication network. When the train is in formation, these nodes can effectively communicate with backbone network nodes in other trains, ensuring the unity and coordination of the entire train network.

[0110] Specifically, if Figure 5 As shown, the lead train is equipped with two backbone network switches (ETBNs), one for transmitting data from Ethernet Train Backbone (ETB) channels A and B, respectively. ETB channels A and B are designed to be redundant to enhance system reliability and fault resilience. During train operation, TSN (Time-Sensitive Networking) data streams are transmitted over these redundant paths to ensure efficient and accurate data delivery. The A and B network ports of the ICCU (Train Control Unit) transmit data across trains via channels A and B of the ETB, respectively, ensuring complete data transmission during train reconnection. No physical cables are required to connect the ETBNs on the two leading trains, saving costs.

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

[0112] The ETB features redundant transmission paths, A and B, to enhance network reliability and fault tolerance. In a reconnected state, the ETB processes data separately via paths A and B, ensuring redundant data transmission and improving system stability. However, in a single-unit configuration, the ETB's data forwarding function is disabled, reducing cross-unit data transmission latency and improving data transmission efficiency and system response speed.

[0113] In summary, deploying at least two backbone network nodes in the lead and trailing trains creates a highly redundant and reliable network structure. The ETB switches transmit TSN data streams via redundant paths, supporting data transmission in multiple train formations and ensuring the stability and reliability of the entire train communication system. This configuration allows for smooth data transmission between train formations while effectively addressing potential network failures and improving the overall performance of the train system.

[0114] Building on the above, this application further optimizes the train communication network's marshaling capabilities and data transmission efficiency. The Train Backbone Network (TB) is designed with dynamic marshaling capabilities, adapting to various marshaling configurations (e.g., 4-car trains, 6-car trains, etc.), including 8-car EMUs or urban rail vehicles. This dynamic marshaling capability allows trains to be reconfigured in any direction based on actual needs, meeting the requirements of diverse operating scenarios.

[0115] The vehicle-level ECN (Ethernet Communication Network) utilizes a ring topology, forming a complete communication unit within the train. Whether four, six, or eight vehicles can form a train network, this flexible system allows for flexible expansion of the train population. All devices within the train network operate within the same clock domain, ensuring better clock synchronization and enabling precise coordinated traction and braking control throughout the train, enhancing overall system performance and operational coordination.

[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 within 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 train control data is transmitted between two interconnected control switches;

[0118] The control switch is specifically used to transmit train travel control data through the time-sensitive network protocol and transmit other train control data except the train travel control data through the 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 approach, whereby all network switching devices have equal access to shared transmission channels. Before sending data, the switching device first checks whether the transmission channel is idle. If so, it sends the data directly. If the channel is busy, the switching device stores the data in a buffer and continuously monitors for idle conditions, sending the data as soon as it detects idleness. This approach lacks time-based flow control, resulting in uncontrollable delays, jitter, and even packet loss in end-to-end data transmission when the service network load increases or the data flow becomes complex.

[0120] In order to solve these problems, such as Figure 6As shown, data transmission between the two interconnected control switches utilizes advanced network protocols and priority control mechanisms to ensure efficient and reliable transmission of train control data. Specifically, these control switches utilize the Time-Sensitive Networking (TSN) protocol to transmit train control data. TSN supports eight priority queues, and these data are assigned higher priority. Other train control data, which has a lower priority, is transmitted via Ethernet. For example, train control data (such as ICCU, traction, braking, and ATO (Automatic Train Operation) control data) is assigned to the highest priority queue, ensuring that this critical real-time data receives priority processing and guarantees deterministic and real-time transmission. In contrast, control data for other equipment (such as air conditioning, lighting, and water sanitation), monitoring data, and maintenance data are assigned to the lowest priority queue and transmitted via standard Ethernet.

[0121] During each cycle, the switch first processes data in the high-priority queue, namely TSN data, prioritizing the timely transmission of control data. It then processes data in the lowest-priority queue, namely standard Ethernet data. This priority queuing mechanism ensures deterministic and real-time transmission of train control data while also addressing the transmission needs of other data. This design significantly improves network efficiency and reliability, especially during peak load periods or when data flows are complex. It effectively controls data transmission latency and jitter, enhancing 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, the onboard data center not only acquires train data but also communicates with Beidou satellites to ensure time synchronization. Specifically, upon receiving train data, the onboard data center first communicates with the Beidou satellites to extract the precise time information they provide. Using this time information, the onboard data center compares and synchronizes it with the train's local clock, ensuring that the train's local clock is consistent with the Beidou satellite standard time. This time synchronization process ensures high temporal accuracy during the storage and processing of train data.

[0124] During data storage, the onboard data center stores data based on the synchronized train's local clock, ensuring accurate timestamps for data records. Subsequently, after a preset interval, the onboard data center communicates with the Beidou satellite again to obtain updated time information. By comparing the time difference between the updated Beidou satellite time information and the train's local clock, if the time difference exceeds a preset threshold, it indicates that the train's local clock may have deviated. To correct this deviation, the onboard data center re-communicates with the Beidou satellite, retrieves the latest time information, and performs the corresponding time synchronization. This periodic time correction mechanism ensures that the train's local clock is always aligned with the Beidou satellite standard time, thereby improving the accuracy of data recording and the overall time synchronization reliability of the system. This approach not only ensures the accuracy of train data but also enhances 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 in the onboard data center performs multiple network security functions to ensure the security of the train communication network. Specifically, the unit implements sophisticated security management of the control and monitoring switches, including setting firewall whitelists and monitoring and analyzing network traffic.

[0127] First, to protect the control and monitoring switches, the in-vehicle data center configures firewall whitelists for each type of switch. These whitelists define the users and permissions allowed to access the control and monitoring switches, thereby controlling and monitoring access to these critical devices. After the data center receives mirrored port traffic from the control and monitoring switches, it monitors the traffic, focusing on potential malicious network activity and network vulnerabilities. This allows the in-vehicle data center to promptly identify and respond to potential network threats and implement appropriate protective measures to safeguard the network.

[0128] The onboard data center's network security management unit implements centralized network security control, including perimeter protection, intrusion detection, and security auditing. Specifically, the network security management unit divides the network into a control security domain and a monitoring security domain, isolating the control network from the monitoring network. This zoning and partitioning strategy not only isolates the two networks to prevent mutual interference, but also ensures that data transmission between the control and monitoring networks is strictly controlled and fully audited. Firewall whitelists are used to securely isolate access between the control and monitoring networks, limiting unauthorized access and improving network security. The network security management unit receives mirrored traffic from each port of the control and monitoring network switches and monitors this traffic in real time for malicious network activity and security vulnerabilities. Traffic auditing, behavioral analysis, intrusion detection, and virus detection ensure network security. These monitoring and audit results are sent to the security management module via the SYSLOG protocol for summary analysis and alerting, helping system administrators promptly identify and respond to security incidents.

[0129] Furthermore, regarding data security, within the control network, all network devices use the Secure Data Transport Protocol (STDv2) for data transmission. STDv2 is an advanced network security protocol designed to ensure secure data transmission within the network. It protects data from unauthorized access or tampering through encryption and authentication mechanisms, thereby enhancing overall network security. During train-to-ground transmission, data packets are encrypted using national cryptographic algorithms (National Encryption Algorithms). These algorithms comply with national encryption standards and effectively protect the confidentiality and integrity of data during transmission. The National Encryption Algorithms utilize powerful encryption technology to ensure data cannot be cracked or tampered with during transmission, thus safeguarding data communications between trains and the ground. Through the combination of these two measures, the system achieves comprehensive data protection, ensuring secure transmission within the control network and data encryption during train-to-ground transmission, effectively preventing data leaks and security threats, and enhancing the security and reliability of the train communication network.

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

[0131] In an embodiment, further comprising:

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

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

[0134] It is turned on during the process of the train entering or leaving the garage, and is turned off outside the process of the train entering or leaving the garage.

[0135] And / or, it is turned on when receiving the driver's start instruction, and is turned off when not receiving the start instruction.

[0136] And / or, it is turned on when the speed of the train is greater than the first preset value and less than the second preset value, and is turned 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 driver's room interactive terminal is started, and is turned off when the monitoring page is not started.

[0138] In an embodiment, in order to reduce the visual blind area of the train driver and enhance safety, a camera system is added to the front end of the train driver's room. As shown in Figure 8 、 Figure 9 and Figure 10 , the system includes at least two camera modules, which are respectively installed in front of and below the train head cover, and are used to collect environmental information in the head cover area. Specifically, the front camera module is used to observe the far field of view in front of the train, and the lower camera module is used to monitor the ground conditions in the near field.

[0139] These camera modules are equipped with intelligent control logic. Specifically, they are controlled according to the train's operating status: the camera module automatically turns on when the train is leaving or entering the depot to provide a complete field of view, ensuring that the driver can clearly observe the surrounding environment when entering or leaving the garage. During other operations of the train, the camera module automatically turns off to avoid unnecessary data transmission and storage, thereby saving resources and avoiding interference. Control based on driver instructions: The camera module can be manually controlled through 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 based on train speed: The camera module also automatically turns 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 (for example, when the speed is greater than 0km / h and less than or equal to 5km / h), the camera module will turn 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 turn 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 images of the leading and trailing cars; when switching to other pages, the camera module will turn 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 a voice interaction function, which can realize voice operation of auxiliary equipment such as air conditioning, lighting, and sunshades in the driver's cab. It also has functions such as voice switching interface, alert countdown voice reminder, and critical fault protection voice reminder to improve 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 train's operating status, the driver's instructions, the train speed, and the operation of the interactive terminal, ensuring that the driver can obtain effective field of view supplements when needed, while avoiding unnecessary energy consumption and data processing, and improving the safety of train operation and the driving experience.

[0142] In one embodiment, it further includes:

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

[0144] In one embodiment, the hardware platform module design and safety level configuration of the train system aims to improve the overall performance and safety of the system. As shown in Figure 11 The hardware platform module achieves application isolation and independence by dividing multiple virtual partitions and running different application software in separate partitions. This design ensures that different applications do not interfere with each other during operation, improving system stability and reliability. The core idea of this design is to achieve flexible allocation and efficient use of hardware resources through virtualization technology, decoupling functionality from hardware. Specifically, the hardware platform module can be, but is not limited to, an ICCU (Integrated Control Unit) and IVCU (Integrated Vehicle Control Unit) as control devices, capable of supporting the creation and management of multiple virtual partitions. Each virtual partition can independently run an application software, which can be a train control, status monitoring, entertainment service, 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 system stability and reliability, but also enhances system functionality expansion. Hardware platformization means that hardware resources can be shared and dynamically allocated by multiple application software, improving hardware resource utilization. Model or software APPization further simplifies application software development and deployment, making it easier to integrate new functions into existing systems.

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

[0146] In terms of hardware security, the safety level of the train-level control device 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. The safety level of the vehicle-level control device 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 higher requirements for system reliability and safety, ensuring that the system can maintain stable and safe operation under various operating conditions.

[0147] like Figure 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 drive 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 redundancy 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 failure will not affect the control function, further improving the safety and reliability of the system.

[0148] Leveraging the ICCU's high-performance hardware platform, multiple virtual partitions can be created, allowing different applications to run independently within these partitions. This virtual partitioning design not only isolates resources and prevents interference between applications, but also improves system security and flexibility. Each application can operate independently within its designated virtual partition, ensuring stable operation of each functional module and reducing potential security risks, eliminating the need for separate controllers for each application.

[0149] Through the above design and configuration, not only the performance and safety level of the hardware are improved, but also 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, the present invention further comprises:

[0151] A display interaction terminal is communicatively connected to the vehicle 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 fault occurs, broadcast and display fault information and fault repair operations 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 diagnostic information, and train operation evaluation information.

[0154] Specifically, the display interaction terminal can be, but is not limited to, a HIM screen, such as Figure 17 The figure shows the appearance of the HIM screen, which includes the microphone area and the display area. A redundancy mechanism is set for the HIM screen. For example, two HIM screens are set up, one on the left and one on the right. When both HIM screens communicate normally with the CCU, the voice interaction function is activated on the left screen by default, while the right screen is not. If the communication between the left screen and the CCU fails, the voice interaction function on the left screen is disabled, and the voice interaction function on the right screen is activated.

[0155] The HIM screen's display interface has been enhanced with a voice interaction prompt feedback area. When the user is not awake, the voice command prompt "Please try speaking + voice command" is displayed in a 5-second loop. After the user wakes up, the user's voice is converted to text and displayed.

[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 cab air conditioning knob. The driver's cab air conditioning knob adopts a gear-type 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 setting: cooling, ventilation, automatic, off, heating; (2) Temperature setting: 19-28 degrees Celsius, integer adjustment; (3) Air volume setting: 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 conditioner setting buttons on the HMI screen are disabled; (4) When the knob is not in the corresponding position but the user attempts to use voice control, the HMI screen plays: "Please switch to XX position and issue the command again."

[0159] Air conditioning voice commands 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. When the air conditioning is on, the default mode is automatic.

[0160] For example, if the functional module is a lighting module, the air conditioning module also has a corresponding driver's cab light knob. This knob is a gear-type knob and accepts voice control only when it is in the "Off / Voice" position. If the knob is not in the "Off / Voice" position and the user attempts to use voice control, the HMI screen will play: "Please switch to the voice position before issuing commands."

[0161] Another implementation uses a self-reset button for the cab light switch. Each press of the button cycles the cab light through three modes: off, dimmed light, and bright light. Manual and voice control take precedence, making operation convenient and eliminating conflicts.

[0162] In another implementation scheme, the knob does not have a "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] Based on the above solution, 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 commands may include: lighting on, lighting off, lighting strong, lighting weak, etc. Among them, the lighting on mode defaults to low light mode.

[0165] For example, if 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 heats for 10 minutes and then automatically stops. The corresponding voice interaction command is: "Glass heating on."

[0166] For example, if the functional module is a windshield wiper module, the driver's cab is equipped with a wiper knob. The wiper knob is a gear-type knob and is in the "Stop / Voice" position by default. The wiper accepts voice control only when it is in the "Stop / Voice" position. If the knob is not in the "Stop / Voice" position and the user attempts to use voice control, the HMI screen will play the message: "Please switch to the voice position before issuing commands."

[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, and windshield wiper wash (spray for 4 seconds and automatically stop). The windshield wiper is in slow mode by default when turned on.

[0168] For example, if the functional module is a sunshade module, the sunshade control logic remains consistent with existing models. Voice control replaces hard-wired commands from the sunshade knob to raise, lower, and stop the sunshade. Voice control commands may include, but are not limited to, raising the sunshade, lowering the sunshade, stopping the sunshade, raising the sunshade halfway, raising the sunshade one-third, raising the sunshade one-fifth, lowering the sunshade halfway, lowering the sunshade one-third, and lowering the sunshade one-fifth.

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

[0170] Specific methods for broadcasting or displaying fault information and fault repair operations in the event of a fault may include, but are not limited to, the following:

[0171] (1) When a level 1 fault such as high voltage, brake, or axle temperature occurs, the HMI screen automatically announces the operations that the driver needs to perform and the train automatic protection actions, and broadcasts them three times in a row. The broadcast stops when 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 will automatically broadcast the voice message "The battery power is lower than the warning (alarm) value" once, and a pop-up screen will appear with the message "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 pantograph, VCB, high-voltage disconnector, traction converter, traction inverter, auxiliary converter, charger and air compressor changes from cut-off to non-cut-off or non-cut-off to cut-off, the HMI screen will automatically announce "XX has been cut-off (restored)". Figure 19 shown.

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

[0178] In addition, the vehicle status and safe driving environment monitoring information are displayed. The entire display interactive interface adopts a symmetrical layout, with information blocks arranged and related information arranged in a centralized manner, making it easy to read similar information and highlighting 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 user's actual application scenario, improving the convenience of operation for drivers and passengers (such as Figure 20 and Figure 21 As shown in the figure, the information display is intuitive and comprehensive, with flat levels, 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 improve 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 used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0183] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily 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 is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A communication network system, characterized in that: Applied to trains, the communication network system includes: a switch group, arranged in each carriage, each of the switch groups including 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 to passengers and transmit passengers' network access requests and communication data; Connecting wires, used to connect all the control switches in series to form a control ring network, connect all the monitoring switches in series to form a monitoring ring network, and connect all the entertainment switches in series to form an entertainment ring network; an onboard data center, located between the control ring network and the monitoring ring network, for acquiring train data transmitted by the control ring network and the monitoring ring network, and analyzing the train data to dispatch the train, the train data including train control data and real-time status monitoring data of the train; The connecting line 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 combined into a beam of optical signals 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.

2. The communication network system according to claim 1, wherein: When the first switch transmits data to the second switch, the first switch is configured to transmit data in a first direction and a second direction respectively along the ring network in which 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.

3. The communication network system according to claim 1, wherein: 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.

4. The communication network system according to claim 1, wherein: The on-board data center is also used to communicate with the Beidou satellite to extract the time information from the Beidou satellite when the train data is acquired, and synchronize with the local clock of the train based on 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 from the Beidou satellite, and synchronize with the local clock of the train based on the time information.

5. The communication network system according to claim 4, wherein: The on-board data center is further 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.

6. The communication network system according to claim 1, wherein: 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 environmental information, and analyze the train control data, the real-time status monitoring data and the external environmental information to schedule the train.

7. The communication network system according to claim 1, wherein: Also includes: The hardware platform module is divided into a plurality of virtual partitions, and the plurality of virtual partitions correspond one to one with a plurality of application software.

8. The communication network system according to claim 1, wherein: 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 carriages when the train includes more than one carriage.

9. The communication network system according to claim 1, wherein: Also includes: Control equipment, used to control various subsystems in the train, the subsystems including at least the air conditioning system, the lighting system, and the water supply system, and the control equipment includes the ICCU and / or IVCU; The control device and the vehicle-mounted data center are independent of each other.

10. The communication network system according to any one of claims 1 to 9, wherein: Also includes: At least two camera modules are respectively provided in front of and below the hood of the train, for collecting 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 upon receiving a start command from the driver, and turning off upon 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 cab is started, and is turned off when the monitoring page is not turned on.

11. The communication network system according to any one of claims 1 to 9, wherein: Also includes: A display interaction terminal is communicatively connected to the vehicle 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 command input by the user, obtain the function module control command, and transmit the function module control command to the CCU, so that the CCU controls the corresponding function module according to the function module control command and displays the corresponding screen in its own voice interaction prompt feedback area; and, when a train malfunction occurs, broadcast and display 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 diagnostic information, and train operation evaluation information.

12. A train, characterized in that: Comprising the communication network system according to any one of claims 1 to 11.

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