Communication system and communication method based on motor train unit

Abstract

The embodiment of the invention provides a communication system and a communication method based on a motor train unit. The motor train unit comprises a motor vehicle, at least one trailer and a control vehicle. The communication system comprises a control network and a monitoring network which are realized by adopting a 100M Ethernet network; wherein the control network comprises a first train-level communication network and a vehicle-level communication network, and the monitoring network comprises a second train-level communication network; the first train set level communication network is used for monitoring operation state information among the motor vehicle, the at least one trailer and the control vehicle; the vehicle-level communication network is used for monitoring vehicle state information of each compartment of the motor vehicle, the at least one trailer and the control vehicle; and the second train set level communication network is used for realizing data communication among the motor vehicle, the at least one trailer and the control vehicle. According to the communication system provided by the embodiment of the invention, the communication bus type is realized by adopting the Ethernet, the types are few, the management is easy, the bandwidth is larger, and the communication efficiency is higher.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of communication, in particular to a communication system and a communication method based on a motor train unit. BACKGROUND

[0002] The motor train unit can be composed of multiple different types of carriages, such as power cars, trailer cars, dining cars, control cars, etc. Generally, a wire train bus (WTB) is used for communication between the power cars and the control cars; a multifunction vehicle bus (MVB) is used for communication in the power cars and the control cars, respectively; a local operating network (LON) is used for communication between the power cars, the trailer cars, the dining cars and the control cars of the whole motor train unit; and a very-high-bit-rate digital subscriber line (VDSL) is used for mutual transmission of video information between the power cars and the control cars.

[0003] In the related art, the dining car includes a train-level electrical monitoring host (gateway) and a train condition monitoring and diagnosis system (TCDS) host (train safety system train-level host), and the single trailer car includes a vehicle control unit and a train safety monitoring system carriage-level host. The vehicle control unit in the single trailer car is used to collect the state information of the power supply system, the power supply device, the axle temperature system, the smoke and fire system, the outer door, the anti-skid device and the carriage monitoring screen in the corresponding trailer car, and sends the information as electrical monitoring system data to the gateway in the dining car through the vehicle-level Lonworks bus. The corresponding gateway sends the electrical monitoring system data of the whole trailer car to the TCDS host through the vehicle-level Lonworks bus. The train safety monitoring system carriage-level host in the single carriage is used to collect the state and diagnosis information of the running gear, the brake and the anti-skid device in the corresponding trailer car, and sends the information as train safety system data to the TCDS host through the vehicle-level Lonworks bus. The TCDS host is used to collect the electrical monitoring system data and the train safety system data of the whole trailer car and the control car, and sends the data to the communication interface unit (MVB / LON gateway) of the control car and the power car through the train-level Lonworks bus. The control car and the power car, and the power car and the power car of the 6A system (safety protection system) mutually transmit video information through the VDSL bus.

[0004] However, in the related art, the bus used in the motor train unit has various types and small bandwidth, and it is difficult to meet the increasing demand for train control and intelligentization. SUMMARY

[0005] To solve one of the above technical defects, the application provides a communication system and a communication method based on a motor train unit.

[0006] According to a first aspect of the application, a communication system based on a motor train unit is provided, the motor train unit comprising a power car, at least one trailer and a control car; the communication system comprising a control network and a monitoring network realized by a gigabit Ethernet network; the control network comprising a first train-level communication network and a vehicle-level communication network, and the monitoring network comprising a second train-level communication network; the first train-level communication network is configured to monitor the running state information between the power car, the at least one trailer and the control car; the vehicle-level communication network is configured to monitor the vehicle state information of each car of the power car, the at least one trailer and the control car; and the second train-level communication network is configured to realize data communication between the power car, the at least one trailer and the control car.

[0007] In an optional embodiment, the communication system further comprises a distributed monitoring platform, the distributed monitoring platform comprising a train-level monitoring platform and a vehicle-level monitoring platform arranged in the control car, and a vehicle-level monitoring platform arranged in each trailer.

[0008] In an optional embodiment, the train-level monitoring platform is configured to display and control the running state information of the whole train, and each vehicle-level monitoring platform is configured to display and control the vehicle state information of the corresponding car.

[0009] In an optional embodiment, the train-level monitoring platform and each vehicle-level monitoring platform are connected to the control network and the monitoring network, and realize bidirectional communication with the control network and the monitoring network.

[0010] In an optional embodiment, the distributed monitoring platform realizes data communication of the whole train through a multicast communication mechanism; the multicast communication mechanism comprises that the train-level monitoring platform encapsulates multiple control instructions into multicast data packets, and sends the multicast data packets to the whole train through the second train-level communication network, and each vehicle-level monitoring platform receives the multicast data packets by joining a predefined multicast group.

[0011] In an optional embodiment, the control network comprises a backbone network ETB interconnected across cars and a marshalling network ECN connected in cascade to each car; and the monitoring network comprises a monitoring network ECMN connected in cascade to each car.

[0012] In an optional embodiment, the backbone network ETB comprises a set of double-redundant ETBN nodes respectively arranged in the power car and the control car, and an ETB relay node arranged in the control car and each trailer, each set of double-redundant ETBN nodes and each ETB relay node being connected in a cascaded topology.

[0013] In an optional embodiment, the control car is further provided with an integrated safety monitoring screen, and each trailer is further provided with a skid-proof device and a rotational speed monitoring device; the integrated safety monitoring screen is configured to set a first wheel diameter value corresponding to a bogie of a first target trailer, the first target trailer being any one of the trailers; the integrated safety monitoring screen is further configured to set a control instruction corresponding to a second target trailer, so as to remotely control a target device in the second target trailer through the control instruction, the second target trailer being any one of the trailers.

[0014] In an optional embodiment, the integrated safety monitoring screen sends the first wheel diameter value and a wheel diameter value modification instruction to a train-level monitoring platform in the car compartment through the monitoring network ECMN; the train-level monitoring platform sends the first wheel diameter value and the wheel diameter value modification instruction to the skid-proof device and the rotational speed monitoring device in the first target trailer through double-redundant ECNN nodes of the control network in two paths; the skid-proof device and the rotational speed monitoring device in the first target trailer are configured to modify a wheel diameter value of the bogie from an original second wheel diameter value to the first wheel diameter value according to the wheel diameter value modification instruction, and determine a speed corresponding to the first target trailer according to an axle speed corresponding to the bogie and the first wheel diameter value.

[0015] In an optional embodiment, the skid-proof device and the rotational speed monitoring device in the first target trailer are further configured to save the first wheel diameter value, and feed back the saved first wheel diameter value to the train-level monitoring platform through the monitoring network ECMN; the train-level monitoring platform is configured to forward wheel diameter values saved by the skid-proof devices and the rotational speed monitoring devices of the trailers to the integrated safety monitoring screen, so that the integrated safety monitoring screen displays wheel diameter values corresponding to bogies of the trailers.

[0016] In an optional embodiment, the integrated safety monitoring screen sends the control instruction to the train-level monitoring platform in the car through the monitoring network ECMN; the train-level monitoring platform sends the control instruction to the target equipment in the second target trailer through two paths of the double-redundancy ECNN nodes of the control network. In an optional embodiment, the marshalling network ECN includes a set of double-redundancy ECNN nodes arranged in the power car and each trailer and two sets of double-redundancy ECNN nodes arranged in the control car; the double-redundancy ECNN nodes arranged in the power car and one of the two sets of double-redundancy ECNN nodes arranged in the control car form a ring-redundancy topology structure in the corresponding car respectively; the other set of double-redundancy ECNN nodes arranged in the control car forms a double-redundancy link topology structure, and the other set of double-redundancy ECNN nodes is connected to the double-redundancy ECNN nodes in each trailer in a cascade topology structure.

[0017] In an optional embodiment, the marshalling network ECN includes three independent network segments, namely a first network segment for controlling the power car, a second network segment for controlling the at least one trailer and the control car, and a third network segment for controlling the control car; the first network segment includes the double-redundancy ECNN nodes of the ring-redundancy topology structure in the power car; the third network segment includes the double-redundancy ECNN nodes of the ring-redundancy topology structure in the control car; and the second network segment includes multiple sets of double-redundancy ECNN nodes connected in a cascade topology structure between the control car and each trailer.

[0018] In an optional embodiment, the power car and the control car are provided with Ethernet gateways, and each Ethernet gateway has two ends connected to the double-redundancy ECNN nodes of the ring-redundancy topology structure in the corresponding car respectively; the first network segment connects the double-redundancy ECNN nodes of adjacent cars in a double-redundancy link through the Ethernet gateway in the corresponding car; and the third network segment connects the double-redundancy ECNN nodes of the double-redundancy link topology structure in the corresponding car in a double-redundancy link through the Ethernet gateway in the corresponding car.

[0019] In an optional embodiment, a plurality of control units are arranged in the power car and the control car respectively, and each control unit has two ends connected to the double-redundancy ECNN nodes of the ring-redundancy topology structure in the corresponding car respectively.

[0020] In an optional embodiment, the double-redundancy ECNN nodes in each car are connected to independent power supply circuits respectively, for automatically switching the power supply circuit when any power supply fails.

[0021] In an optional embodiment, the monitoring network ECMN comprises heavy network gateways respectively arranged in the power car and the control car, and ECMN relay nodes respectively arranged in the control car and each trailer, and the two heavy network gateways and each ECMN relay node are connected in a cascaded topology.

[0022] According to a second aspect of the embodiments of the present application, a communication method based on a motor train unit is provided, the motor train unit comprising a power car, at least one trailer and a control car, and the motor train unit performs data communication based on a communication system; the communication method comprises: based on the communication system, obtaining vehicle state information collected by at least one sensor arranged in each car; generating vehicle-level monitoring information corresponding to each car and train-level monitoring information corresponding to the whole train according to the vehicle state information collected by the at least one sensor; controlling the vehicle state of the corresponding car according to the vehicle-level monitoring information; and controlling the running state of the whole train according to the train-level monitoring information.

[0023] In summary, the communication system level communication method based on a motor train unit provided by the embodiments of the present application has the following technical effects compared with the related art: In terms of communication network type, Ethernet network communication is adopted in both train level and vehicle level, which does not reduce the type of communication bus, reduces the difficulty of bus management, and the bandwidth of Ethernet network is larger, and the communication efficiency of the whole communication system is higher.

[0024] In terms of network control, a distributed monitoring platform is adopted to monitor the motor train unit in two dimensions of train level and vehicle level, which not only reduces the difficulty of data communication and control, solves the problem of mixed information and low operation efficiency of the traditional monitoring system, but also facilitates quick positioning of the fault car when any car has a fault, and targeted fault handling, so that the reliability of the communication system is higher. In addition, by independently dividing the network type, the interference between different types of control instructions or communication data can be avoided, which helps to improve the system stability and effectively avoid the blocking of high-priority control instructions or communication data; and by setting double redundant links, the communication can be continued on the other link when one of the links fails, effectively ensuring the communication safety and having high reliability.

[0025] In terms of communication mechanism, the communication is carried out in a multicast manner, which can greatly reduce network traffic redundancy compared with unicast. The system does not need to repeatedly send the same data for each corresponding module of the target trailer. Once multicast, it can cover multiple target trailers. In the large-scale trailer cluster scenario, the transmission efficiency is significantly improved, so that data can reach each target node more quickly, ensuring the timeliness of monitoring and control instructions. Moreover, from the perspective of bandwidth resource occupation, multicast avoids the waste of bandwidth caused by repeated transmission, which can release more bandwidth, so that the entire communication system can also run stably under busy working conditions, avoiding problems such as data packet loss and transmission delay caused by bandwidth congestion, and improving communication quality. BRIEF DESCRIPTION OF DRAWINGS

[0026] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and serve to explain the principles of the application, and do not limit the application. In the drawings: Figure 1 A structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 2 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 3 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 4 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 5 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 6 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 7 Another structural schematic diagram of a communication system based on a motor train unit is provided for an embodiment of the application; Figure 8 A wheel diameter value setting interface schematic diagram on a comprehensive safety monitoring screen is provided for an embodiment of the application; Figure 9 A flowchart for setting a wheel diameter value on a comprehensive safety monitoring screen and receiving feedback of wheel diameter values from each trailer is provided for an embodiment of the application; Figure 10 An example diagram of a multicast communication mode is provided for an embodiment of the application; Figure 11 An example diagram of another multicast communication mode is provided for an embodiment of the application; Figure 12Another example diagram of a multicast communication method provided by an embodiment of the present application is shown in FIG. 2. Figure 13 Another example diagram of a multicast communication method provided by an embodiment of the present application is shown in FIG. 2. Figure 14 A flowchart of a communication method based on a motor train unit provided by an embodiment of the present application is shown in FIG. 3. DETAILED DESCRIPTION

[0027] To make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application are described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. It should be noted that the embodiments and features in the embodiments can be combined with each other without conflict.

[0028] To solve the above problems, a communication system and a communication method based on a motor train unit are provided in the embodiments of the present application. Before the communication system and the communication method are described, related technical terms involved in the embodiments are described first. 1. ECMN (Electronic Circuit Monitoring Network), a vehicle-level monitoring platform.

[0029] 2. ETBN (Ethernet Train Backbone Network), a train internal backbone communication network built based on Ethernet technology, which can realize high-speed and stable data transmission between different carriages and different device systems of a train, and provide a supporting network architecture for data interaction of train control, monitoring, diagnosis, passenger information system and other functions.

[0030] 3. ECNN (Ethernet Consist Network Node), used to connect devices of each carriage, transmit data in the consist, realize information interaction, collaborative control and other key functions, and help the efficient and stable collaborative operation of each part of the train.

[0031] 4. ETB (Ethernet Train Backbone), a key part of the train communication network, as a backbone network, it undertakes the heavy responsibility of high-speed and stable transmission of various control instructions, device state data, multimedia information and other data traffic, and guarantees the collaborative operation between multiple systems of the train.

[0032] 5、ECN (Ethernet Consist Network) uses Ethernet technology to build the communication network topology of the motor train, which usually has various topologies such as star, bus, ring, etc. or their mixed structures to adapt to the needs of different motor train models and application scenarios. It can realize high-speed and reliable data transmission between devices in each carriage and between carriages.

[0033] 6、LDP (Label Distribution Protocol) is a key protocol in the Multi-Protocol Label Switching (MPLS) architecture, which is used to distribute label binding information between routers in MPLS networks to build label forwarding tables, so that data traffic can be more efficiently and accurately forwarded in the network based on these labels, achieving fast data transmission.

[0034] 7、LKJ (Locomotive Running Monitoring and Recording Device) collects various data of train operation in real time, such as speed information from speed sensors and signal data from track circuits, and then uses complex algorithms to accurately locate and analyze the real-time state and running position of the train based on pre-built line basic data such as slope, curve radius, and turnout position.

[0035] 8、ATP (Automatic Train Protection) is a highly intelligent and highly safe railway train operation safety guarantee technology, which can include on-board equipment, ground equipment, etc. The on-board ATP equipment continuously compares the real-time speed of the train with the calculated safe speed, and if it finds that the train speed is about to exceed the safety limit, it will immediately trigger a braking command to force the train to slow down, preventing dangerous situations such as overspeed and advancing signals.

[0036] 9、DMS (Driver Monitoring System) is an intelligent system that uses advanced technology to monitor and analyze the state of the driver in real time.

[0037] 10、EOAS (Emergency On-board Alarm System) is a key device to ensure driving safety, which plays an important role in public transportation, logistics transportation and other fields.

[0038] 11、PHM (Prognostics and Health Management, fault prediction and health management) relies on a large number of sensors, collecting various data from the key components of the device, the operation process, using data analysis algorithms such as signal processing, statistical analysis, real-time analysis of collected data, determining whether the device is abnormal or performing abnormal prediction analysis, thereby improving the overall operation safety of the system.

[0039] The communication system and the communication method based on the EMU provided in the embodiments of the present application will be described below in conjunction with specific embodiments.

[0040] Figure 1 A structural diagram of a communication system based on an EMU provided in the embodiments of the present application.

[0041] As shown in Figure 1 The EMU includes a power car 10, at least one trailer 20, and a control car 30, and the communication system based on the EMU includes a control network 40 and a monitoring network 50 implemented by a gigabit Ethernet network. The control network 40 includes a first train-level communication network 40a and a vehicle-level communication network 40b, and the monitoring network 50 includes a second train-level communication network 50a. In the embodiments of the present application, the first train-level communication network 40a is used to monitor the operation state information between the power car 10, the at least one trailer 20, and the control car 30, the vehicle-level communication network 40b is used to monitor the vehicle state information of each car of the power car 10, the at least one trailer 20, and the control car 30, and the second train-level communication network 50a is used to realize data communication between the power car 10, the at least one trailer 20, and the control car 30.

[0042] The communication system provided in the embodiments of the present application uses Ethernet network communication, which does not reduce the type of communication bus, reduces the difficulty of bus management, and has greater bandwidth and higher communication efficiency.

[0043] Further, on the basis of the above communication system, Figure 2 A structural diagram of another communication system provided in the embodiments of the present application is shown.

[0044] As shown in Figure 2As shown, the communication system further comprises a distributed monitoring platform 60, wherein the distributed monitoring platform 60 comprises a train-level monitoring platform 60a and a vehicle-level monitoring platform 60b arranged in the control car 30, and a vehicle-level monitoring platform 60c arranged in each trailer 20. In the embodiment of the present application, the train-level monitoring platform 60a is configured to display and control the running state information of the whole train, and the vehicle-level monitoring platform 60b in the control car 30 and the vehicle-level monitoring platform 60c in each trailer 20 are configured to display and control the vehicle state information of the corresponding car. As shown in Figure 2 As shown, the train-level monitoring platform 60a and the vehicle-level monitoring platform 60b in the control car 30 and the vehicle-level monitoring platform 60c in each trailer 20 are respectively connected to the control network 40 and the monitoring network 50, and realize bidirectional communication with the control network 40 and the monitoring network 50. That is, the vehicle-level monitoring platform 60b in the control car 30 and the vehicle-level monitoring platform 60c in each trailer 20 respectively report the vehicle state information of the corresponding car to the train-level monitoring platform 60a through the monitoring network 50; the train-level monitoring platform 60a obtains the running state information of the whole train through the monitoring network 50 and displays the running state information, and controls the vehicle state of the whole train through the control network 40.

[0045] In the embodiment of the present application, the specific content of the vehicle state information monitored by the vehicle-level monitoring platform 60b and each vehicle-level monitoring platform 60c is not limited, and can optionally include but is not limited to the door safety state, the fire safety state, the parking brake safety state, the axle temperature safety state, the type of the corresponding car, and the like. Based on this, the train-level monitoring platform 60a can determine the running state information of the whole motor train unit according to the vehicle state information reported by the vehicle-level monitoring platform 60b and each vehicle-level monitoring platform 60c, and further monitor the running state of the whole communication system.

[0046] The communication system provided by the embodiment of the present application, compared with the related art, adopts the distributed monitoring platform to monitor the motor train unit from two dimensions of the train level and the vehicle level, not only reduces the difficulty of data communication and control, solves the problem of mixed information and low operation efficiency of the traditional monitoring system, but also facilitates quick positioning of the fault car when a fault occurs in any car, and targeted fault handling, so that the reliability of the communication system is higher.

[0047] In the embodiment of the present application, in order to further improve the communication efficiency, the distributed monitoring platform 60 realizes data communication of the whole train through a multicast communication mechanism; wherein the multicast communication mechanism refers to that the train-level monitoring platform 60a encapsulates multiple control instructions into a multicast data packet, sends the multicast data packet to the whole train through the second train-level communication network 50a, and the vehicle-level monitoring platform 60b and each vehicle-level monitoring platform 60c receive the multicast data packet by joining a predefined multicast group.

[0048] Compared with the related art, the communication system using the multicast mode can greatly reduce network traffic redundancy compared with the unicast mode. The system does not need to repeatedly send the same data for each corresponding module of the target trailer, and one multicast can cover multiple target trailers, which significantly improves the transmission efficiency, enables data to reach each target node more quickly, and ensures the timeliness of monitoring and control instructions. From the perspective of bandwidth resource occupation, multicast avoids the waste of bandwidth caused by repeated transmission, can release more bandwidth, and enables the entire communication system to stably operate under busy working conditions, avoids problems such as data packet loss and transmission delay caused by bandwidth congestion, and improves communication quality.

[0049] In the above embodiment, the communication system based on the motor train set provided by the embodiment of the application is exemplarily illustrated from the aspects of system architecture, network type, and communication mechanism. The specific structure of the control network 40 and the monitoring network 50 will be described in combination with specific embodiments.

[0050] Figure 3 Another structure schematic diagram of the communication system based on the motor train set provided by the embodiment of the application.

[0051] As shown in Figure 3 , in the embodiment of the application, the control network 40 includes the backbone network ETB interconnected across carriages and the marshalling network ECN connected in cascade to each carriage, and the monitoring network 50 includes the monitoring network ECMN connected in cascade to each carriage. Based on this, Figure 4 a schematic diagram of one implementation structure of the backbone network ETB, the marshalling network ECN, and the monitoring network ECMN is shown, as shown in Figure 4 , the backbone network ETB includes a set of double-redundancy ETBN nodes respectively arranged in the power car 10 and the control car 30, and an ETB relay node arranged in the control car 30 and each trailer 20, and each set of double-redundancy ETBN nodes and each ETB relay node is connected in a cascade topology structure; the marshalling network ECN includes a set of double-redundancy ECNN nodes arranged in the power car 10 and each trailer 20, and two sets of double-redundancy ECNN nodes arranged in the control car 30.

[0052] Further, as shown in Figure 4 , the double-redundancy ECNN nodes arranged in the power car 10 and one set of double-redundancy ECNN nodes arranged in the control car 30 respectively form a ring-redundancy topology structure in the corresponding carriage; the other set of double-redundancy ECNN nodes arranged in the control car 30 forms a double-redundancy link topology structure, and the set of double-redundancy ECNN nodes is connected in a cascade topology structure with the double-redundancy ECNN nodes in each trailer 20. Optionally, the double-redundancy ECNN nodes in each carriage are respectively connected to independent power supply circuits, for automatically switching the power supply circuit when any power supply fails.

[0053] In the embodiment of the present application, by independently dividing the network types, interference between different types of control instructions or communication data can be avoided, the system stability can be improved, and high-priority control instructions or communication data can be effectively prevented from being blocked. In addition, by setting double redundant links, communication can be continued on the other link in the case of failure of one link, the communication safety can be effectively ensured, and high reliability is achieved.

[0054] Further, in the embodiment of the present application, the marshalling network ECN is divided into three independent network segments, i.e., a first network segment for controlling the power car 10, a second network segment for controlling at least one trailer 20 and the control car 30, and a third network segment for controlling the control car 30. Figure 5 A schematic diagram of network segment division of the above communication system is shown as follows. Figure 5 As shown in the figure, the first network segment includes double redundant ECNN nodes of the annular redundant topology structure in the power car 10, the third network segment includes double redundant ECNN nodes of the annular redundant topology structure in the control car 30, and the second network segment includes multiple groups of double redundant ECNN nodes connected in a cascade topology structure between the control car 30 and each trailer 20. In the embodiment of the present application, by independently dividing the marshalling network ECN in the above communication system, different types of carriages can be distinguished and monitored, important carriages can be monitored and investigated, so as to timely handle the failure of the carriages, and the control of the communication system is more accurate.

[0055] Further, since different network segments are independently monitored, in the embodiment of the present application, Ethernet gateways are set to associate different network segments.

[0056] Figure 6 A schematic diagram of association of different network segments by the Ethernet gateway is shown as follows. Figure 6 As shown in the figure, in the embodiment of the present application, Ethernet gateways are arranged in the power car 10 and the control car 30, and each Ethernet gateway is connected with double redundant ECNN nodes of the annular redundant topology structure in the corresponding carriage at both ends. The first network segment is connected with double redundant ECNN nodes of adjacent carriages by double redundant links through the Ethernet gateway in the corresponding carriage. The third network segment is connected with double redundant ECNN nodes of the double redundant link topology structure in the corresponding carriage by double redundant links through the Ethernet gateway in the corresponding carriage. Correspondingly, the monitoring network ECMN includes heavy network gateways arranged in the power car 10 and the control car 30, and ECN relay nodes arranged in the control car 30 and each trailer 20, and the two heavy network gateways and each ECN relay node are connected in a cascade topology structure. In the embodiment of the present application, the Ethernet gateways are set to connect different network segments, which is helpful for distinguishing and processing data in different network segments, such as distinguishing data encapsulation formats and communication protocols, so as to achieve differentiated control and data communication, and the safety is higher.

[0057] In the embodiments of the present application, in addition to the system components mentioned in the above embodiments, a plurality of control units are respectively arranged in the power car 10 and the control car 30, wherein each control unit is connected to the double-redundancy ECNN nodes of the annular redundant topology structure in the corresponding car. The specific types of the plurality of control units are not limited, and can optionally include but are not limited to a central control unit, a traction control unit, a brake control unit, an auxiliary control unit, a train supply control unit, a train supply management unit, a data recording unit, a cab input / output (I / O) unit, a mechanical room input / output unit, a microcomputer display screen, a charger, an anti-skid device, a voice recognition device, an air conditioner, a display screen, a label distribution protocol (LDP), a train-level PHM, a converter PHM, a ventilation PHM, a speed monitoring assembly, a microelectromechanical air brake assembly, a switching card, and a first 6A system.

[0058] Further optionally, the specific types of the plurality of control units respectively arranged in the power car 10 and the control car 30 can be determined according to actual needs, which are not limited herein.

[0059] For the purpose of distinction, in the embodiments of the present application, the group of ETBN nodes in the power car 10 are referred to as first ETBE-A nodes and first ETBE-B nodes, and the group of ETBN nodes in the control car 30 are referred to as second ETBE-A nodes and second ETBE-B nodes; the group of ECNN nodes of the annular network topology structure in the power car 10 are referred to as first ECNN-A nodes and first ECNN-B nodes, and the group of ECNN nodes of the annular network topology structure in the control car 30 are referred to as second ECNN-A nodes and second ECNN-B nodes; and the double-link ECNN nodes in each trailer 20 and the control car 30 are referred to as third ECNN-A nodes and third ECNN-B nodes. Accordingly, the plurality of control units respectively arranged in the power car 10 and the control car 30 are distinguished by different numbers, and the control units of the same type in the power car 10 and the control car 30 are identified by “first” and “second”.

[0060] Figure 7 An optional arrangement mode is shown as follows: Figure 7As shown, the power car 10 is equipped with a first Ethernet gateway 601, a first central control unit 602, a traction control unit 603, a first braking control unit 604, an auxiliary control unit 605, a train supply control unit 606, a train supply management unit 607, a first data recording unit 608, a first driver's cab input / output (I / O, in / out) unit 609, a first mechanical room input / output unit 610, a first microcomputer display screen 611, a first charger 612, an anti-skid device 613, a first voice recognition device 614, a first air conditioner 615, a first display screen 616, a first tag distribution protocol LDP 617, a train-level PHM 618, a converter PHM 619, a ventilation PHM 620, a first multiple-connection gateway, a first switching card, and a first 6A system.

[0061] Accordingly, the control vehicle 30 is equipped with a second Ethernet gateway 701, a second central control unit 702, a second brake control unit 703, a second data recording unit 704, a second driver's cab input / output unit 705, a second mechanical compartment input / output unit 706, a second microcomputer display screen 707, a second charger 708, a second voice recognition device 709, a second air conditioner 710, a second display screen 711, a second LDP 712, a second reconnection gateway, a second switching card, and a second 6A system. The first LDP 617 can connect to four modules: LKJ, ATP, DMS, and EOAS. The second LDP 712 can also connect to four modules: LKJ, ATP, DMS, and EOAS.

[0062] In this embodiment, by setting two displays (a first microcomputer display 611 and a first display 616, a second microcomputer display 707 and a second display 711) in the power vehicle 10 and the control vehicle 30 respectively, the driver or mechanic does not need to switch screens when viewing different information and performing different control operations, making the operation more convenient.

[0063] like Figure 7 As shown in this embodiment, the control vehicle 30 is also equipped with a comprehensive safety monitoring screen. Through this screen, the driver or mechanic can set control commands for each trailer car to remotely control all trailer cars in the entire train. Correspondingly, as... Figure 7As shown, a plurality of control units can also be arranged in each trailer 20, and each trailer 20 is provided with at least a skid-proof device and a speed monitoring device 801, a micro-electromechanical air brake assembly 802, and a vehicle-level monitoring platform. The skid-proof device and the speed monitoring device 801 are used to determine the speed of the corresponding trailer according to the axle speed and wheel diameter value of the bogie arranged in the corresponding trailer; the vehicle-level monitoring platform includes at least one of the following: a running gear state monitoring assembly 901, a brake state monitoring assembly 902, a car electrical state monitoring assembly 903, a fire alarm state monitoring assembly 904, and a video monitoring assembly 905.

[0064] It should be noted that, Figure 7 The control assemblies arranged in each car in the communication system shown are only exemplary and are not limited in actual applications. The above is only used to illustrate that the communication system based on the motor train unit provided by the embodiments of the present application can control the track vehicle through the plurality of control units arranged in each car and perform data communication between the cars, and is not a limiting description. Other optional arrangement modes are not described herein.

[0065] In actual applications, a corresponding preset wheel diameter value is arranged for the bogie of each trailer in the motor train unit when the train is newly manufactured and delivered. It is assumed that the preset wheel diameter value is 915 mm. Based on this, the skid-proof device and the speed monitoring device 801 of each trailer can calculate the corresponding speed of the trailer based on the corresponding preset wheel diameter value and the axle speed of the bogie in the corresponding trailer. Alternatively, the corresponding axle speed of the bogie arranged in each trailer can be collected by the speed sensor arranged at the axle end of the corresponding bogie, and the corresponding speed of each trailer can be calculated by the formula "speed = axle speed x π x wheel diameter value". However, as the use time of the train increases, the wheels of the bogies of each trailer are subject to wear and repair, which can cause the wheel diameter value of the bogie to decrease. Therefore, the actual speed of each trailer is different from the speed calculated based on the preset wheel diameter value, and if not calibrated in time, it can affect the working state of each system of the train.

[0066] In this embodiment, the integrated safety monitoring screen supports setting corresponding wheel diameter values ​​for the bogies of each trailer. Based on this, the driver or mechanic can set the actual wheel diameter value corresponding to the bogie of each trailer according to the actual wear and reworking status of the bogie wheels, so that the corresponding trailer can calculate the corresponding speed. Optionally, for any first target trailer in the entire train, the integrated safety monitoring screen is used to set the first wheel diameter value corresponding to the bogie of the first target trailer. Then, the first wheel diameter value and wheel diameter value modification command are sent to the train-level monitoring platform in this car through the monitoring network ECMN. The train-level monitoring platform sends the first wheel diameter value and wheel diameter value modification command in two paths to the anti-skid device and speed monitoring device 801 in the first target trailer through the dual redundant ECNN nodes of the control network. Furthermore, the anti-skid device and speed monitoring device 801 inside the first target trailer are used to modify the wheel diameter value of the corresponding bogie from the second wheel diameter value currently in use to the first wheel diameter value according to the wheel diameter value modification command, and to determine the speed corresponding to the first target trailer according to the axle speed of the bogie and the first wheel diameter value collected by the speed sensor.

[0067] Optionally, the anti-skid device and speed monitoring device 801 inside the first target trailer, upon receiving the first wheel diameter value, can also save the first wheel diameter value and feed it back to the train-level monitoring platform via the ECMN monitoring network. Based on this, the train-level monitoring platform forwards the wheel diameter values ​​saved by the anti-skid devices and speed monitoring devices 801 of each trailer to the integrated safety monitoring screen, so that the integrated safety monitoring screen can display the wheel diameter values ​​corresponding to the bogies of each trailer in the entire train. Furthermore, the driver or mechanic can verify whether the wheel diameter values ​​corresponding to the bogies of each trailer in the entire train have been successfully updated to the latest values.

[0068] In this embodiment, the method of setting the wheel diameter value through the integrated safety monitoring screen is not limited. Optionally, the integrated safety monitoring screen can display the following... Figure 8 The wheel diameter setting interface shown displays the "current maximum" and "current minimum" wheel diameter values ​​for the bogie of any trailer when selected. Assuming the trainset consists of 16 trailers, for example... Figure 8 As shown, after selecting the 8 trailers on the left, the "current maximum value" and "current minimum value" of the wheel diameter corresponding to the bogies of these 8 trailers will be displayed below the selected trailers (area A). The method of selecting trailers is not limited; optionally, as shown... Figure 8As shown, each trailer can be manually selected through the "motor train set icon" on the upper part of the interface, or the corresponding trailer can be selected by clicking each number through the "controlled carriage" keyboard on the right side of the middle part of the interface, or all carriages can be selected at one time by triggering the "central control" icon in the keyboard; wherein the number corresponding to the selected trailer can be identified by highlighting, such as Figure 8 As shown, the highlighted number is "1", indicating that the first trailer is selected.

[0069] Further optionally, for the selected trailer, the wheel diameter value of the bogie corresponding to the corresponding trailer can be modified through the function provided by the wheel diameter value setting interface, wherein the setting method is not limited, and optionally, such as Figure 8 As shown, the "maximum wheel diameter value" or "minimum wheel diameter value" of the bogie to be set can be selected in the middle part (region B) of the interface, wherein the selected option can be identified by highlighting the selected state, such as Figure 8 As shown, the highlighted option is "maximum wheel diameter value", indicating that the maximum wheel diameter value of the bogie is to be set. Further optionally, after selecting any one option, the corresponding wheel diameter value can be set by selecting through the drop-down list, or the corresponding wheel diameter value can be set by clicking the number through the "wheel diameter setting" keyboard on the left side of the middle part of the interface. Further, after setting the wheel diameter value of each trailer, the "set" icon on the right side of the lower part of the interface is triggered to indicate that the setting is effective.

[0070] It should be noted that, Figure 8 As shown, the style of the setting interface and the corresponding setting method are only exemplary and are not limited to this in actual application. The specific interface style and setting method can be determined according to actual needs, which will not be described here.

[0071] Based on the above, Figure 9 The process of setting the wheel diameter value of the bogie of the first target trailer through the comprehensive safety monitoring screen and the process of feeding back the wheel diameter value from each trailer to the comprehensive safety monitoring screen are shown. For the specific implementation process of each method step, please refer to the foregoing description of the embodiments, which will not be described here.

[0072] In the embodiment of the present application, in addition to setting the wheel diameter value corresponding to the bogie of each trailer, the integrated safety monitoring screen can also set control instructions for each device in each trailer to control the working state of the corresponding device. Optionally, for any second target trailer in the whole train, the integrated safety monitoring screen is used to set the control instructions corresponding to the second target trailer to remotely control the target device in the second target trailer through the control instructions. Based on this, the integrated safety monitoring screen can issue the control instructions to the train-level monitoring platform in the car through the monitoring network ECMN, and then the train-level monitoring platform issues the control instructions to the target device in the second target trailer through the double-redundancy ECNN nodes of the control network, to remotely control the target device. For example, an air conditioner can be set in each trailer, and the driver or mechanic can set the air conditioner control instructions and power supply control instructions of each trailer through the integrated safety monitoring screen to remotely control the working state of the air conditioner and the power supply in the corresponding trailer.

[0073] In the embodiment of the present application, the data monitoring and communication mode based on the double-redundancy link helps to improve the system stability. After one of the links fails, the other link can be used to continue data monitoring and communication, ensuring normal operation of the system.

[0074] Next, the multicast communication mode of the communication system is described in combination with specific embodiments.

[0075] In the embodiment of the present application, the multiple vehicle-level monitoring platforms can multicast communicate with the train-level monitoring platform, and the train-level monitoring platform can simultaneously access the first display screen, the second display screen and the integrated safety monitoring screen, so that the train-level monitoring platform can multicast communicate with the first display screen, the second display screen and the integrated safety monitoring screen. In order to facilitate understanding, Figure 10- Figure 13 An example diagram of several possible multicast communication modes is shown.

[0076] Figure 10 An example diagram of a multicast communication mode provided for the embodiment of the present application is shown in Figure 10 As shown, the multiple vehicle-level monitoring platforms can multicast communicate with the train-level monitoring platform, wherein the train-level monitoring platform can simultaneously access the first display screen, the second display screen and the integrated safety monitoring screen, so that the train-level monitoring platform can multicast communicate with the first display screen, the second display screen and the integrated safety monitoring screen.

[0077] Figure 11 Another example diagram of a multicast communication mode provided for the embodiment of the present application is shown in Figure 11As shown, the control car can multicast communication with the second LDP / control car. The second LDP / control car can multicast communication with the second 6A system / control car, the train-level monitoring platform, the integrated safety monitoring platform, or the first 6A system / power car, etc. Alternatively, the control car can send a multicast signal to the second LDP / control car in a multicast manner, and the second LDP / control car can also send a multicast signal to the second 6A system / control car, the train-level monitoring platform, the integrated safety monitoring platform, or the first 6A system / power car, etc. in a multicast manner. The power car can multicast communication with the first LDP / control car, and the first LDP / control car can multicast communication with the second 6A system / control car, the train-level monitoring platform, the integrated safety monitoring platform, or the first 6A system / power car, etc. Correspondingly, the power car can send a multicast signal to the first LDP / control car in a multicast manner, and the second LDP / control car can also send a multicast signal to the second 6A system / control car, the train-level monitoring platform, the integrated safety monitoring platform, or the first 6A system / power car, etc. in a multicast manner.

[0078] Figure 12 Another example diagram of the multicast communication mode provided by the embodiment of the present application is shown in FIG. 6. Alternatively, the control car can also be provided with a ventilation detection device, such as Figure 12 As shown, the ventilation detection device and the converter PHM can multicast communication with the second LDP / power car, and the second LDP / power car can multicast communication with the integrated safety monitoring screen, the second display screen / power car, the first display screen / control car, the train-level control platform, the first 6A system / power car, and the second 6A system / control car. For example, the ventilation detection device can send a multicast signal to the first display screen through the second LDP.

[0079] Figure 13 Another example diagram of the multicast communication mode provided by the embodiment of the present application is shown in FIG. 6. Alternatively, the control car can also be provided with a ventilation detection device, such as Figure 13 As shown, the second 6A system / control car and the second 6A system / power car can multicast communication with the train-level monitoring platform, the integrated safety monitoring platform, the first display screen / power car, the second display screen / control car, and the first LDP / power car and the second LDP / control car. The first LDP / power car and the power car can multicast communication, and the second LDP / power car and the control car can multicast communication. For example, the second 6A system can send a multicast signal to the first LDP / power car, and the first LDP / power car can send a multicast signal to the power car.

[0080] In the embodiments of the present application, the communication system uses a multicast mode to communicate, which can greatly reduce network traffic redundancy compared to unicast. The system does not need to send the same data repeatedly for each corresponding module of the target trailer, and a multicast can cover multiple target trailers, significantly improving transmission efficiency in large-scale trailer cluster scenarios, allowing data to reach each target node more quickly and ensuring the timeliness of monitoring and control instructions. From the perspective of bandwidth resource occupation, multicast avoids the waste of bandwidth caused by repeated transmission, can release more bandwidth, and enables the entire communication system to operate stably even under heavy working conditions, avoiding problems such as data packet loss and transmission delay caused by bandwidth congestion, and improving communication quality.

[0081] Based on the above system structure, the main control units involved in the system are explained below.

[0082] Among them, the 6A system is an important on-board safety monitoring system of the EMU train, and the full name is "EMU train operation safety monitoring system", which covers 6 subsystems and monitors the key components and operating status of the EMU. The specific details are as follows: Subsystem 1, running part monitoring subsystem: focuses on the key components of the running part of the EMU, such as wheelsets, bearings, gearboxes, etc. Through various sensors installed at corresponding positions, such as acceleration sensors and temperature sensors, real-time collection of component vibration data and temperature changes, etc., and through precise algorithm analysis, potential faults of the running part can be detected in time to prevent serious accidents such as derailment caused by running part failure.

[0083] Subsystem 2, brake system monitoring subsystem: braking is the key to safe stopping of the EMU. This subsystem closely monitors brake-related parameters such as brake clamp pressure, brake disc temperature, brake cylinder stroke, etc. If there is an abnormal condition such as insufficient brake pressure or abnormal temperature rise, an alarm will be sent immediately to ensure that the EMU can achieve precise and reliable braking in various operating scenarios.

[0084] Subsystem 3, fire alarm subsystem: the interior space of the EMU is densely populated, and fire prevention is extremely critical. The fire alarm system uses smoke sensors, temperature sensors, etc., and is distributed throughout the car. As soon as there is a situation of excessive smoke concentration or a sharp rise in temperature in the monitored area, the alarm will be triggered immediately to prompt the crew and passengers to evacuate in time and gain valuable time for fire fighting.

[0085] Subsystem 4, car environment monitoring subsystem: focuses on environmental factors such as temperature, humidity, air quality, etc. inside the car. Using temperature and humidity sensors and air quality monitors, the EMU car is maintained in a suitable riding environment, and when the environmental parameters exceed the set range, such as high car temperature in summer or excessive carbon dioxide concentration, the relevant equipment such as ventilation and refrigeration is adjusted in time.

[0086] Subsystem 5, power supply system monitoring subsystem: The power supply system of the motor train is complex and important, and is related to the stable operation of all vehicle electrical equipment. This subsystem monitors the voltage, current, power and other electrical parameters of key components such as the pantograph, traction transformer and auxiliary converter in the power supply link, as well as the temperature condition of the components, to ensure stable power supply and prevent train power failure due to power supply failure.

[0087] Subsystem 6, video monitoring subsystem: Cameras are installed in key areas such as the motor train car and driver's room to achieve real-time visual monitoring. On the one hand, it assists the driver in observing the road conditions and platform conditions in front of the train; on the other hand, it is convenient for the crew to check the passenger status in the car and timely handle unexpected situations to maintain the order in the car.

[0088] Switch card, usually refers to the board card used by the switching equipment in the train communication network, which can have functions such as data switching, network connection expansion, network isolation and security protection, etc.

[0089] Heavy gateway, a key device for realizing the function of heavy connection of motor train unit, is usually composed of high-performance processors, large-capacity storage chips, multiple communication interfaces, etc. The processor is responsible for data processing and operation, the storage chip is used to store program code, configuration information and temporary data, and the communication interface is used to connect different train networks and devices to realize the input and output of data.

[0090] In the embodiments of the present application, the power car 10 and the control car 30 are respectively configured with 6A systems, switch cards and heavy gateways. The description of "first" and "second" is only to distinguish different 6A systems, switch cards and heavy gateways from the name.

[0091] In the embodiments of the present application, heavy gateways, switch cards and 6A systems are provided in different monitoring systems. The devices of different monitoring systems are different in name, and the different monitoring systems are independent, which can make the control system run more stably, and the communication speed of the above-mentioned devices is higher, which can effectively improve the communication efficiency of the whole motor train unit.

[0092] Central control unit, which can overall coordinate the operation of all key systems of the train. It collects state information from multiple systems such as traction, braking and auxiliary systems, and according to the preset operation mode, instruction and line condition, it issues comprehensive dispatching instructions to each subsystem to ensure stable operation of the train and maintain the coherence and coordination during the conversion of each working condition.

[0093] Traction control unit is used to accurately control the traction system of the motor train. It continuously monitors parameters such as motor speed, torque and current, and according to the driver's operation instruction, train speed demand and load condition, it intelligently controls the output power of the traction motor to make the train start smoothly and accurately regulate the speed, and also takes into account energy saving optimization to ensure that the power output matches the operating condition.

[0094] Brake control unit, the core unit to ensure the safety of the motor car braking. Can real-time collection of train speed, load information, combined with the driver's braking instructions, precise calculation of the required braking force of each axle, reasonable distribution of braking energy to air brake, electric brake and other different braking modes, to prevent train overspeed, accurate to mark parking, but also to monitor the brake parts state, timely adjustment strategy in case of failure.

[0095] Auxiliary control unit, the auxiliary management system of the motor car, for a series of non-traction electrical equipment such as lighting, air conditioning, ventilation, charging socket, etc. Stable power supply. Monitor the voltage and current of the power grid, control the output of the auxiliary converter as needed, maintain the quality of the auxiliary power supply, and ensure the normal operation of the passenger comfort and on-board equipment.

[0096] Train supply control unit, used for external output control of train power supply. When the motor car acts as a power supply car, providing power to the connected carriages or heavy coupling trains, this unit precisely controls the output voltage and current, adapts to the power supply requirements of the electrical equipment, and at the same time monitors the power supply line to prevent overcurrent, overvoltage and other abnormalities that endanger power supply safety.

[0097] Train supply management unit, used for overall planning and management of train power supply distribution from a higher level. Coordinate the relationship between the train power supply and external train supply, dynamically plan the power supply resources according to the changes in the overall power load, and also be responsible for the power supply information exchange with other carriages or trains to maintain the stability of the power supply system.

[0098] Data recording unit, used for uninterrupted collection and recording of key train operation data, including speed, operation instructions, equipment status, fault information, etc. These data are the key basis for troubleshooting, operation status analysis and performance optimization, and lay a solid foundation for ensuring continuous and safe operation.

[0099] Driver's room I / O (input / output) unit, used for interaction with the driver. For example, it can receive input signals from various buttons, handles and switches on the driver's console, such as traction handle levels, braking instructions, and then present the output information such as speed and status indicator lights to the driver or perform corresponding control to ensure smooth and efficient human-machine interaction.

[0100] Mechanical room I / O unit, responsible for data exchange between equipment in the mechanical room and the train control system and human-machine interaction, such as auxiliary monitoring and maintenance of mechanical room equipment.

[0101] Microcomputer display screen, used as a window for the driver to visually present various types of train operation information. In the form of graphics, text and numbers, it displays speed, distance, equipment status and fault alarms in real time to help the driver accurately control the train situation and make scientific driving decisions.

[0102] Charger, used to convert external input power into DC power for the motor car, to charge the motor car battery. Maintain sufficient battery capacity to ensure train start, emergency power and part of low power equipment power demand.

[0103] Anti-skid device, used when the motor car brakes, by monitoring the wheel set speed change, once the wheel lock slip trend is detected, the braking force is quickly adjusted to keep the wheel in a rolling and sliding critical state, improving the braking efficiency and avoiding wheel scuffing.

[0104] Voice recognition device, used to realize voice interaction function, such as collecting driver voice signal and recognizing command in voice signal, also can receive system voice feedback, play prompt information or command information for driver, improve driving concentration and efficiency.

[0105] Air conditioner, used to adjust the temperature, humidity and air quality in the car, to create a comfortable driving environment. According to the temperature and humidity inside and outside the car, the passenger density, the cooling, heating and ventilation mode is automatically or on-demand controlled.

[0106] Display screen, used to show the train running situation, which may serve the maintenance personnel to check the local state of the equipment.

[0107] In the above modules, there are some modules with the same meaning but different names in the power car 10 and the control car 30. The functions of the modules in different trains are the same. The first and second are used as module prefixes only to distinguish the modules on different trains from the names.

[0108] Train-level PHM: It belongs to train-level PHM. It collects running data from various key systems and components of the whole train, such as speed, temperature, pressure, current and other parameters, and uses big data analysis and machine learning algorithms to comprehensively evaluate the health status of the whole train.

[0109] Converter PHM: It belongs to the vehicle-level converter. By analyzing real-time data, it can predict the possible failure points of the converter, such as capacitor aging and module short circuit, and issue an early warning when the fault is in the early stage, so as to facilitate advance maintenance or replacement of parts and reduce downtime.

[0110] Ventilation PHM: A PHM module designed for the motor car ventilation system. It can continuously monitor the speed, air volume and pressure of the ventilation fan, as well as the temperature, humidity and air quality data in the air duct. According to the changes in ventilation efficiency and component wear, it can detect potential problems such as poor ventilation and fan failure in advance, to ensure a comfortable environment in the car and lay a solid foundation for stable operation of the equipment.

[0111] Running part monitoring device: Focus on monitoring the running part of the motor train unit, which includes core components such as wheel sets, bearings, gearboxes, etc., and is the basis for train operation. Through various sensors installed on these components, such as acceleration sensors to monitor vibration and temperature sensors to sense temperature, real-time capture of abnormal vibration, overheating, etc. signals, timely detection of hidden dangers such as wheel tread scratches and bearing wear, and prevention of serious safety accidents such as derailment.

[0112] Brake monitoring device: Comprehensive monitoring of the braking system. This device tracks key parameters such as brake caliper pressure, brake disc temperature, brake cylinder stroke, and also monitors the sealing of the brake pipeline and the state of the brake control circuit. Whether it is normal driving braking or emergency braking scenarios, it can quickly detect abnormalities such as brake failure and slow response, ensuring the reliability and accuracy of braking.

[0113] Vehicle electrical monitoring device: Responsible for monitoring the entire electrical system of the motor train unit. From power collection by the pantograph to power supply links for traction motors and auxiliary electrical equipment, it constantly monitors voltage, current, power, and the state of distribution boxes and cabinets, detects electrical overload, short circuit, and leakage, maintains electrical system stability, prevents electrical fires, and ensures train power and service electricity.

[0114] Fire alarm monitoring device: Distributed in each car and key equipment of the motor train unit, using smoke sensors, temperature sensors, and flame detectors, it monitors smoke concentration, temperature rise, and other fire signs in the area in real time. Once the threshold is exceeded, it immediately triggers an alarm to notify the crew and passengers to evacuate and link to the fire fighting system to minimize fire damage.

[0115] Video monitoring device: Install cameras in the driver's room, carriages, and key external locations to build a visual monitoring network. Drivers can use this to observe the road conditions in front of the train and the platform situation; crew members can check the passenger status and order in the carriage; and maintenance personnel can remotely check the appearance of equipment for abnormalities to facilitate handling of unexpected situations and improve train operation safety and service quality.

[0116] Anti-skid device and rotational speed monitoring device: The anti-skid device is used during braking of the motor train unit to adjust the braking force in real time based on the rotational speed of the wheel set to prevent wheel lock. The rotational speed monitoring device continuously monitors the rotational speed of the wheel set to provide data support for the anti-skid device. Together, they can ensure braking effectiveness and protect the wheels from damage, maintaining stable braking of the train.

[0117] Micro-electromechanical air brake device: An important component of the braking system. It can receive braking instructions, accurately control compressed air pressure, and drive the brake caliper to act, achieving train braking.

[0118] It should be noted that the above description of the related content of the functional modules is only exemplary, and in actual application, the structure and function of each module can be extended as needed, and this embodiment does not limit it too much.

[0119] Based on any one of the above communication system structures, the embodiment of the application further provides a communication method based on a motor train unit.

[0120] Figure 14 A flowchart of a communication method based on a motor train unit provided by the embodiment of the application is shown in Figure 14 The method comprises the following steps: S141, based on the communication system, acquiring vehicle state information collected by at least one sensor arranged in each car; S142, generating vehicle-level monitoring information corresponding to each car and train-level monitoring information corresponding to the whole train according to the vehicle state information collected by the at least one sensor; S143, controlling the vehicle state of the corresponding car according to the vehicle-level monitoring information; S144, controlling the running state of the whole train according to the train-level monitoring information.

[0121] In the embodiment of the application, the type of the at least one sensor in each car is not limited, and optionally, the at least one sensor can be any type of sensor, such as one or more of a temperature sensor, a speed sensor, an image sensor, an infrared sensor, etc.

[0122] Correspondingly, the vehicle state information is also not limited in the embodiment of the application, and optionally, it can be determined according to the type of the sensor. For example, if the sensor is a temperature sensor, the vehicle state information is the temperature sensed by the temperature sensor.

[0123] In the embodiment of the application, Figure 14 The method shown in the figure can be applied to the train-level monitoring platform of the above communication system based on a motor train unit. As can be known from the above communication system structure, in the above communication system, the vehicle-level monitoring platform of each trailer undertakes the task of collecting sensor data, and the vehicle state information collected by the numerous sensors distributed on each trailer is summarized. This avoids fragmented storage and transmission of data, and regardless of whether the sensor is monitoring temperature, pressure, vibration, or other key indicators, all information has a unified gathering point, which facilitates subsequent processing. Then the collected data is sent to the train-level monitoring platform of the control car to generate the monitoring result of the whole motor train unit at the vehicle level. This enables the operation and maintenance personnel to grasp the comprehensive operation situation of all trailers from the overall level of the motor train unit, and quickly detect potential problems that may affect the safe and efficient operation of the whole motor train unit.

[0124] It should be noted that in the embodiments of the present application, the execution order of each method step in the method flowchart is not limited Figure 14 The execution order of each method step in the method flowchart is not limited

[0125] In summary, the communication system level communication method based on the motor train unit provided in the embodiments of the present application has the following technical effects compared with the related art: In terms of communication network type, Ethernet network communication is used in both train set level and vehicle level, which does not reduce the type of communication bus, reduces the difficulty of bus management, and the bandwidth of Ethernet network is larger, and the communication efficiency of the whole communication system is higher.

[0126] In terms of network control, the distributed monitoring platform is used to monitor the motor train unit in a hierarchical manner from the two dimensions of train set level and vehicle level, which not only reduces the difficulty of data communication and control, solves the problem of mixed information and low operation efficiency of the traditional monitoring system, and facilitates quick positioning of the fault car when a fault occurs in any car, targeted fault handling, and higher reliability of the communication system. In addition, by independently dividing the network type, the mutual interference of different types of control instructions or communication data can be avoided, which helps to improve the system stability and effectively avoids the blocking of high-priority control instructions or communication data; and by setting double redundant links, the communication can be switched to another link to continue in the case of failure of one link, effectively ensuring communication safety and having high reliability.

[0127] In terms of communication mechanism, the multicast mode is used for communication, which can greatly reduce network traffic redundancy compared with unicast, and the system does not need to send the same data to each corresponding module of the target trailer one by one, and one multicast can cover multiple target trailers, which significantly improves the transmission efficiency in large-scale trailer cluster scenarios, so that data can reach each target node more quickly, ensuring the timeliness of monitoring and control instructions. And from the perspective of bandwidth resource occupation, multicast avoids the waste of bandwidth caused by repeated transmission, which can release more bandwidth, so that the whole communication system can also run stably under busy working conditions, avoiding problems such as data packet loss and transmission delay caused by bandwidth congestion, and improving communication quality.

[0128] Those skilled in the art will appreciate that embodiments of the application can be readily used as a method, a system or a computer program product. Accordingly, the application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer-readable program code thereon for use by or in connection with an instruction execution system. Program code embodied on one or more computer-usable storage media can be downloaded over a network from one computer to another computer and / or embodied in one or more computer-usable storage media for use in a computer-readable code. Program code embodied on one or more computer-usable storage media can cause a computer or processor to perform a number of processes and operations, some of which have been described above. The computer program product can cause a computer or processor to perform processes and operations for embodying functional aspects of embodiments of the present application and for carrying out operations of embodiments of the present application. Accordingly, various inventive methods can take the form of program code embodied on one or more computer-usable storage media.

[0129] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0130] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0131] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0132] In the description of the application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used for the purpose of facilitating the description of the application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the application.

[0133] In addition, the terms "first", "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0134] In this application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected or can communicate with each other; it can be directly connected, or it can be indirectly connected through an intermediate medium, it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0135] Although the preferred embodiments of the application have been described, those skilled in the art can make further changes and modifications to the embodiments once they know the basic inventive concept. Therefore, the appended claims are intended to include the preferred embodiments and all changes and modifications falling within the scope of the application.

[0136] Obviously, those skilled in the art can make various modifications and variations to the application without departing from the spirit and scope of the application. Thus, if these modifications and variations of the application fall within the scope of the claims of the application and their equivalents, the application also intends to include these modifications and variations.

Claims

1. A communication system based on a train set, characterized in that, The motor train unit comprises a power car, at least one trailer and a control car; the communication system comprises a control network and a monitoring network realized by a gigabit Ethernet network; The control network comprises a first train-level communication network and a vehicle-level communication network, and the monitoring network comprises a second train-level communication network; The first train-level communication network is configured to monitor running state information among the power car, the at least one trailer and the control car; The vehicle-level communication network is configured to monitor vehicle state information of each car of the power car, the at least one trailer and the control car; The second train-level communication network is configured to realize data communication among the power car, the at least one trailer and the control car.

2. The system of claim 1, wherein, The communication system further comprises a distributed monitoring platform, which comprises a train-level monitoring platform and a vehicle-level monitoring platform arranged in the control car, and a vehicle-level monitoring platform arranged in each trailer.

3. The system of claim 2, wherein, The train-level monitoring platform is configured to display and control running state information of the whole train, and each vehicle-level monitoring platform is configured to display and control vehicle state information of a corresponding car.

4. The system of claim 3, wherein, The train-level monitoring platform and each vehicle-level monitoring platform are connected to the control network and the monitoring network and realize bidirectional communication with the control network and the monitoring network.

5. The system of claim 4, wherein, The distributed monitoring platform realizes data communication of the whole train by a multicast communication mechanism; The multicast communication mechanism comprises that the train-level monitoring platform encapsulates multiple control instructions into multicast data packets and sends the multicast data packets to the whole train through the second train-level communication network, and each vehicle-level monitoring platform receives the multicast data packets by joining a predefined multicast group.

6. The system of claim 4, wherein, The control network comprises a backbone network ETB interconnected across cars and a marshalling network ECN connected to each car in cascade; and the monitoring network comprises a monitoring network ECMN connected to each car in cascade.

7. The system of claim 6, wherein, The monitoring network ECMN comprises a heavy network gateway arranged in the power car and the control car respectively, and an ECMN relay node arranged in the control car and each trailer, and the two heavy network gateways and each ECMN relay node are connected in a cascade topology.

8. The system of claim 6, wherein, The backbone network ETB comprises a set of double-redundancy ETBN nodes arranged in the power car and the control car respectively, and an ETB relay node arranged in the control car and each trailer, and each set of double-redundancy ETBN nodes and each ETB relay node are connected in a cascade topology.

9. The system of claim 6, wherein, The marshalling network ECN comprises a set of double-redundancy ECNN nodes arranged in the power car and each trailer and two sets of double-redundancy ECNN nodes arranged in the control car; The double-redundancy ECNN nodes arranged in the power car and one set of double-redundancy ECNN nodes arranged in the control car respectively form a ring-redundancy topology in the corresponding cars; The other set of double-redundancy ECNN nodes arranged in the control car forms a double-redundancy link topology, and the other set of double-redundancy ECNN nodes are connected to the double-redundancy ECNN nodes in each trailer in a cascade topology.

10. The system of claim 9, wherein, The control car is further provided with a comprehensive safety monitoring screen, and each trailer is further provided with an anti-skid device and a rotating speed monitoring device; The comprehensive safety monitoring screen is configured to set a first wheel diameter value corresponding to a bogie of a first target trailer, and the first target trailer is any trailer in the whole train; The comprehensive safety monitoring screen is further configured to set a control instruction corresponding to a second target trailer, so as to remotely control a target device in the second target trailer through the control instruction, and the second target trailer is any trailer in the whole train.

11. The system of claim 10, wherein, The comprehensive safety monitoring screen sends the first wheel diameter value and the wheel diameter value modification instruction to a train-level monitoring platform in the car compartment through the monitoring network ECMN; The train-level monitoring platform sends the first wheel diameter value and the wheel diameter value modification instruction to the anti-skid device and the rotating speed monitoring device in the first target trailer through two paths of the double-redundancy ECNN nodes of the control network; The anti-skid device and the rotating speed monitoring device in the first target trailer are configured to modify the wheel diameter value of the bogie from an original second wheel diameter value to the first wheel diameter value according to the wheel diameter value modification instruction, and determine a speed corresponding to the first target trailer according to the first wheel diameter value and the axle speed corresponding to the bogie.

12. The system of claim 11, wherein, The anti-skid device and the rotating speed monitoring device in the first target trailer are further configured to save the first wheel diameter value, and feed back the saved first wheel diameter value to the train-level monitoring platform through the monitoring network ECMN; The train-level monitoring platform is configured to forward the wheel diameter values saved by the anti-skid devices and the rotating speed monitoring devices of the trailers to the comprehensive safety monitoring screen, so that the comprehensive safety monitoring screen displays the wheel diameter values corresponding to the bogies of the trailers in the whole train.

13. The system of claim 10, wherein, The comprehensive safety monitoring screen sends the control instruction to the train-level monitoring platform in the car compartment through the monitoring network ECMN; The train-level monitoring platform sends the control instruction to the target device in the second target trailer through two paths of the double-redundancy ECNN nodes of the control network.

14. The system of claim 9, wherein, The marshalling network ECN includes three independent network segments, namely a first network segment for controlling the motor car, a second network segment for controlling the at least one trailer and the control car, and a third network segment for controlling the control car; The first network segment includes double-redundancy ECNN nodes in a ring-redundancy topology structure in the motor car; The third network segment includes double-redundancy ECNN nodes in a ring-redundancy topology structure in the control car; The second network segment includes multiple groups of double-redundancy ECNN nodes connected in a cascade topology structure between the control car and each trailer.

15. The system of claim 14, wherein, Each of the motor car and the control car is provided with an Ethernet gateway, and each Ethernet gateway is connected to double-redundancy ECNN nodes in a ring-redundancy topology structure in the corresponding car compartment at two ends; The first network segment connects double-redundancy ECNN nodes of adjacent car compartments in double-redundancy links through the Ethernet gateway in the corresponding car compartment; The third network segment connects double-redundancy ECNN nodes in a double-redundancy link topology structure in the corresponding car compartment in double-redundancy links through the Ethernet gateway in the corresponding car compartment.

16. The system of any of claims 9-15, wherein, A plurality of control units are arranged in the power car and the control car respectively, and two ends of each control unit are connected with double-redundancy ECNN nodes of annular redundant topology structure in the corresponding car.

17. The system of any of claims 9-15, wherein, The double-redundancy ECNN nodes in each car are connected with independent power supply circuits respectively, and the power supply circuit is automatically switched when any power supply circuit fails.

18. A communication method based on a train set, characterized by, The motor train unit comprises a power car, at least one trailer and a control car, and the motor train unit performs data communication based on a communication system; The communication method comprises: Based on the communication system, vehicle state information collected by at least one sensor arranged in each car is acquired; According to the vehicle state information collected by the at least one sensor, vehicle-level monitoring information corresponding to each car and train-level monitoring information corresponding to the whole train are generated; According to the vehicle-level monitoring information, the vehicle state of the corresponding car is controlled; and According to the train-level monitoring information, the running state of the whole train is controlled.

Images