A distributed rail transit vehicle domain control system and method

Abstract

The application discloses a kind of distributed rail transit vehicle domain control systems and methods, it is related to rail transit technical field, the distributed rail transit vehicle control system includes: multiple distributed single board domain controller nodes, each node is independently encapsulated and installed near the controlled vehicle mechanical component;At least one vehicle-mounted communication network is connected with all distributed single board domain controller nodes;The multiple distributed single board domain controller nodes exchange data and coordinate control through vehicle-mounted communication network, to realize the distributed control to whole vehicle.The beneficial effects of the application are: significantly save vehicle space, reduce system weight, improve reliability and enhance configuration flexibility.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and more specifically, to a distributed rail transit vehicle domain control system and method. Background Technology

[0002] Traditional rail transit vehicles (metro, light rail, suburban trains, trams) generally adopt a centralized electrical cabinet design. Each car is equipped with one or more electrical cabinets (low-voltage cabinets, relay cabinets, control cabinets), which centrally house a large number of devices such as logic control units (LCUs), air conditioning controllers, door controllers, lighting controllers, relays, contactors, circuit breakers, and power modules. All sensors and actuators are connected to their corresponding devices within the electrical cabinet via cables.

[0003] This centralized electrical cabinet architecture has the following serious drawbacks: First, the electrical cabinets are bulky and occupy a lot of space in the carriage. The electrical cabinet in a typical subway car can occupy an area of ​​0.5-1 square meters and a height of more than 1 meter, which seriously encroaches on passenger space and equipment installation space, and is not conducive to vehicle lightweighting and passenger compartment layout optimization.

[0004] Secondly, the wiring harnesses are long, heavy, and have many potential points of failure. The signal and power lines of all sensors and actuators must be gathered from various parts of the vehicle body to the electrical cabinet. The total length of the hard-wired cables in a single carriage can reach hundreds of meters and weigh tens of kilograms. The large number of wiring harnesses and connectors become high-risk areas for failure, and wiring and maintenance are extremely difficult.

[0005] Third, the risk of single point of failure is high. Failure of critical equipment (such as the main control unit and power supply) in the electrical cabinet may cause the entire carriage or even the entire train to lose its function. Although redundant design can be adopted, the space inside the cabinet limits the degree of redundancy.

[0006] Fourth, heat dissipation is a significant problem. With a large number of devices concentrated in a sealed cabinet, heat dissipation is difficult, requiring forced air cooling or even air conditioning, increasing energy consumption and potential points of failure.

[0007] Fifth, it hinders modularization and flexible grouping. The electrical cabinet designs differ significantly between different vehicle models, making retrofitting and upgrades difficult and unable to adapt to rapidly changing needs.

[0008] To address this, the present invention provides a distributed rail transit vehicle domain control system and method. By replacing the centralized electrical cabinet with miniaturized and standardized distributed domain controller nodes, the defects of the centralized electrical cabinet architecture can be overcome, thereby significantly saving vehicle space, reducing system weight, improving reliability, and enhancing configuration flexibility. Summary of the Invention

[0009] To overcome the shortcomings of existing technologies, this invention provides a distributed rail transit vehicle domain control system and method. By replacing centralized electrical cabinets with miniaturized and standardized distributed domain controller nodes, the defects of centralized electrical cabinet architecture can be overcome, thereby significantly saving vehicle space, reducing system weight, improving reliability, and enhancing configuration flexibility.

[0010] The technical solution adopted by this invention to solve its technical problem is: a distributed rail transit vehicle domain control system, wherein the improvement is that the distributed rail transit vehicle control system includes: Multiple distributed single-board domain controller nodes, each node is independently encapsulated and installed near the mechanical components of the vehicle it controls; At least one vehicle-mounted communication network connects to all distributed single-board domain controller nodes; The multiple distributed single-board domain controller nodes exchange data and coordinate control through the vehicle communication network to achieve distributed control of the entire vehicle.

[0011] Furthermore, the types of the distributed single-board domain controller nodes include: Driver's cab domain controller node: installed inside or below the driver's cab control panel; Door domain controller node: Installed above each door frame or near the door mechanism; Air conditioning domain controller node: Installed in the equipment compartment near the air conditioning unit; Lighting domain controller node: Installed in the inspection port on the roof of the carriage or in the lighting wiring trough; Braking / Air Supply Zone Controller Node: Installed near the braking control unit or air supply unit; Auxiliary power domain controller node: installed inside the auxiliary inverter box; Low-voltage electrical monitoring nodes: installed near circuits that retain mechanical relays; General purpose I / O nodes: installed in areas requiring a small number of digital / analog inputs and outputs.

[0012] Furthermore, each distributed single-board domain controller node is independently packaged as a single printed circuit board, on which the following are integrated: The main control unit is responsible for the node's logical control, communication protocol processing, self-diagnosis, and security output. The power management unit is used to receive DC110V or DC24V input power from the vehicle, and after isolation DC / DC conversion, it supplies power to the modules on the printed circuit board. It also has over-voltage protection, short-circuit protection and power status self-test functions. Intrinsic functional units are used to integrate corresponding driver, acquisition, and interface circuits according to the node type; The communication interface unit is used to access the vehicle backbone network and also provides a local debugging Ethernet interface. Data storage unit, used to store node configuration, operation logs and fault records; The self-diagnosis and local processing unit is used to monitor the health status of each functional module of the node and broadcast the health status through the bus.

[0013] Furthermore, the size of the distributed single-board domain controller node is no greater than 200mm×150mm×35mm, and the weight is no more than 1.5kg. It is directly fixed to the vehicle steel structure or equipment box through a standardized bracket. Its electrical connection adopts a waterproof circular connector or board-to-wire connector, which is directly connected to the nearest sensor and actuator, and the length of a single node harness does not exceed 1.5 meters.

[0014] Furthermore, the vehicle communication network is a redundant vehicle Ethernet and / or a redundant CAN FD bus.

[0015] Furthermore, for critical functional nodes in the distributed single-board domain controller nodes, a dual-node redundancy configuration is adopted, and the two nodes are powered by independent power supplies. The output of each independent power supply is connected to the actuator through a safety relay in series. When the primary node fails, the backup node takes over within 20ms.

[0016] A distributed rail transit vehicle domain control method, applied to a distributed rail transit vehicle domain control system as described above, is improved by including the following steps: After the system is powered on, each node automatically discovers and assigns addresses through the vehicle communication network, and broadcasts its own information to form a topology; Each node achieves network-wide time synchronization through a time synchronization protocol; Each node performs independent closed-loop control on the locally connected devices; Each node shares its key local status signals on the network through a publish / subscribe mechanism; Based on the shared signal, any node can initiate a query on the global safety interlocking logic involving multiple nodes, collect the status of each relevant node, and output control commands after local calculation; When a node fails, its functions are taken over by its configured redundant node or a designated adjacent node, and the system enters a degraded operation mode. Each node aggregates its own operation logs, fault records, and health data through the onboard communication network, and the gateway node connected to the train control and management system reports them uniformly.

[0017] The beneficial effects of this invention are as follows: By decomposing the control function from a single centralized point into multiple distributed single boards and controller nodes installed near the controlled mechanical components, this invention eliminates the space occupied by a large electrical cabinet in the vehicle compartment. The nodes exchange data and coordinate control through an in-vehicle communication network, replacing the lengthy hardwired connections that bring all cables together in the central cabinet, thus significantly reducing wiring harness length, weight, and complexity. Furthermore, the distributed control of each node means that functions are distributed across multiple independent nodes, avoiding the risk of large-scale system failure due to a single point of failure in a centralized architecture. The distributed arrangement of nodes also solves the heat dissipation problem of centralized equipment accumulation. Simultaneously, the modular nodes are interconnected through a universal network, making the system configuration, expansion, and upgrades extremely flexible, enabling rapid adaptation to different vehicle models and functional requirements. Therefore, by replacing the centralized electrical cabinet with miniaturized, standardized distributed domain controller nodes, this invention overcomes the shortcomings of the centralized electrical cabinet architecture, thereby significantly saving vehicle space, reducing system weight, improving reliability, and enhancing configuration flexibility. Attached Figure Description

[0018] Figure 1 This is an overall architecture diagram of a distributed rail transit vehicle domain control system according to the present invention; Figure 2 This is an overall flowchart of a distributed rail transit vehicle domain control method according to the present invention. Detailed Implementation

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] The following will clearly and completely describe the concept, specific structure, and technical effects of the present invention in conjunction with embodiments and accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are all within the scope of protection of the present invention. Furthermore, all connections / linkages involved in the patent do not simply refer to direct contact between components, but rather to the ability to form a better connection structure by adding or reducing connecting accessories according to specific implementation conditions. The various technical features in this invention can be combined interactively without contradicting each other.

[0021] Reference Figure 1 As shown, this invention discloses a distributed rail transit vehicle domain control system, which includes: Multiple distributed single-board domain controller nodes, each node is independently encapsulated and installed near the mechanical components of the vehicle it controls; At least one vehicle-mounted communication network connects to all distributed single-board domain controller nodes; The multiple distributed single-board domain controller nodes exchange data and coordinate control through the vehicle communication network to achieve distributed control of the entire vehicle.

[0022] It should be noted that, in this embodiment, the distributed rail transit vehicle domain control system consists of two main parts: multiple functionally divided distributed single-board domain controller nodes and an onboard communication network connecting all nodes. In traditional solutions, various onboard controllers and relays are centrally installed in large electrical cabinets in the middle or end of the carriage. All sensor signal lines and actuator control lines need to be laid long distances to this cabinet, resulting in complex wiring, heavy weight, and numerous potential failure points. This embodiment physically decomposes the control functions, originally concentrated in the cabinet, according to vehicle subsystems (such as doors, air conditioning, lighting, braking, etc.). A dedicated, highly integrated, miniaturized controller node is designed for each subsystem, and this node is installed near the mechanical components or equipment clusters it controls. For example, the node controlling the doors is installed next to the door mechanism, and the node controlling the air conditioning is installed near the air conditioning unit. These nodes, scattered throughout the vehicle, are connected by a highly reliable, real-time in-vehicle communication network (such as redundant Ethernet) to form a distributed control network. This network enables the nodes to exchange data and coordinate actions, jointly completing the complex control logic of the entire vehicle, such as traction interlocking and safety circuits.

[0023] To enable flexible configuration of distributed single-board domain controller nodes in practical implementation, they are categorized according to function. Specifically, the types of distributed single-board domain controller nodes include: Driver's cab domain controller node: Installed inside or below the driver's cab control panel, it integrates functions such as control panel interface, indicator light driver, emergency button acquisition, ATO / ATP interface, etc. It serves as the core hub for the collection and forwarding of vehicle control commands and human-machine interaction in the driver's cab. Door domain controller node: Installed above the door frame or near the door mechanism of each door, it integrates the functions of motor drive, door position sensor acquisition, anti-pinch detection and emergency unlocking processing of the door, and is used to realize independent and intelligent control and safety protection of a single door. Air conditioning domain controller node: Installed in the equipment compartment near the air conditioning unit, it integrates solid-state drives for loads such as compressors and fans, as well as temperature, humidity, and pressure sensors and communication interfaces with sub-controllers. It is used to independently complete the closed-loop regulation of the passenger room temperature and the protection control of the air conditioning unit. Lighting domain controller node: Installed in the maintenance port on the roof of the carriage or in the lighting cable tray, it integrates the DALI bus master controller, which controls the dimming and color temperature adjustment of the lamps in this area and receives fault feedback from the lamps to realize intelligent lighting management. Braking / Air Supply Domain Controller Node: Installed near the braking control unit or air supply unit, it integrates functions such as solenoid valve drive, pressure sensor acquisition and relay status monitoring, and is used to precisely control the safety-critical actions of the braking and air supply systems. Auxiliary power domain controller node: Installed in the auxiliary inverter box, it integrates DC / DC or AC / DC solid-state switches, input and output electrical parameter monitoring and cooling fan control, and is used to monitor and manage the power distribution, conversion and protection of the vehicle's auxiliary power supply; Low-voltage electrical appliance monitoring node: Installed near circuits that still retain mechanical relays, it integrates contact resistance measurement, coil current monitoring and circuit breaker status monitoring functions to digitize the status of traditional electrical circuits and report it through the bus to achieve predictive maintenance; General purpose I / O nodes: installed in areas requiring a small number of digital / analog inputs and outputs, providing flexible interface expansion to meet the needs of acquiring and controlling scattered signals from various parts of the vehicle.

[0024] Furthermore, to achieve system miniaturization, lightweight design, and high reliability, each distributed single-board domain controller node is independently packaged as a single printed circuit board, on which the following are integrated: The main control unit is a high-performance microcontroller (MCU) or microprocessor (MPU) that meets automotive-grade standards. Preferably, a SoC with at least two lockstep safety cores is used to meet SIL2 or higher functional safety requirements. This unit runs a real-time operating system (RTOS) and is responsible for the node's logic control, communication protocol processing, self-diagnosis, and safety output. The power management unit is used to receive DC110V or DC24V input power from the vehicle, and after isolation DC / DC conversion, it supplies power to the modules on the printed circuit board. It also has over-voltage protection, short-circuit protection and power status self-test functions. Intrinsic functional units are used to integrate corresponding driver, acquisition, and interface circuits according to the node type; for example: Door domain controller node: includes three-phase motor drive bridge (supports FOC control), motor phase current sampling, encoder decoding interface, and anti-pinch force detection circuit; Air conditioning domain controller node: integrates multiple three-phase AC solid-state relays (SSR, such as AC440V / 25A) and their drive and status readback circuits, and multiple high-precision analog signal acquisition channels (for NTC / Pt100, 4-20mA signals). Lighting domain controller node: includes PWM constant current drive circuit, DALI bus master controller, and LED open / short circuit detection circuit; General purpose I / O nodes: include multiple opto-isolated or magnetically isolated digital input / output channels and high-precision analog acquisition (ADC) channels; The communication interface unit integrates at least two redundant in-vehicle Ethernet (100BASE-TX or 1000BASE-T) interfaces and / or two redundant CAN FD interfaces for accessing the in-vehicle backbone network, while also providing one local debugging Ethernet interface. Data storage unit, integrating at least 4GB of industrial-grade eMMC or Flash, for storing node configuration, operation logs and fault records; The self-diagnostic and local processing unit is used to monitor the health status of each functional module of the node (power, temperature, communication, output readback, etc.) and broadcast the health status through the bus.

[0025] Furthermore, the size of the distributed single-board domain controller node is no greater than 200mm×150mm×35mm, and the weight is no more than 1.5kg. It is directly fixed to the vehicle steel structure or equipment box through a standardized bracket. Its electrical connection adopts a waterproof circular connector or board-to-wire connector, which is directly connected to the nearest sensor and actuator, and the length of a single node harness does not exceed 1.5 meters.

[0026] It should be noted that in this embodiment, through the extremely compact, lightweight, and interface-standardized design of the distributed single-board domain controller nodes, each domain controller node can be flexibly, firmly, and reliably installed in the nearest position to the controlled mechanical components. This physically ensures "proximity installation," completely eliminating the dependence on centralized electrical cabinets. Standardized brackets and waterproof connectors guarantee robust installation and sealed connections under vehicle vibration, temperature changes, and potential water splashes. The stringent requirements of "direct interface with nearby equipment" and "wiring length not exceeding 1.5 meters" fundamentally shorten signal and power transmission paths to the greatest extent possible. This significantly reduces the overall vehicle cabling length and weight, substantially reduces the complexity and failure rate caused by long-distance cabling, and greatly improves the response speed and anti-interference capability of each node's local control loop.

[0027] The vehicle communication network is a redundant vehicle Ethernet and / or a redundant CAN FD bus.

[0028] It should be noted that in this embodiment, the vehicle communication network adopts a design of "redundant vehicle Ethernet and / or redundant CAN FD bus" to form a dual-network parallel or ring network topology, ensuring uninterrupted communication in the event of a single point of failure. Specifically, the vehicle Ethernet provides a high-bandwidth backbone, supports massive status data exchange and Time-Sensitive Networking (TSN) protocol, and achieves microsecond-level time synchronization across the entire network, providing a precise time base for distributed collaboration. The CAN FD bus serves as a supplement or is used for specific safety loops; its high real-time performance and determinism are suitable for transmitting critical control commands. This not only fundamentally eliminates the risk of single-point failure in the communication link and greatly improves system reliability, but also reliably carries the distributed decision-making information flow of real-time data exchange, time synchronization signals, and global safety interlocking logic between nodes through high-bandwidth and deterministic transmission, thereby ensuring the efficient, coordinated, and safe operation of the vehicle's distributed control.

[0029] For critical functional nodes (such as door nodes and braking nodes) in the distributed single-board domain controller nodes, a dual-node redundancy configuration is adopted, and the two nodes are powered by independent power supplies. The output of each independent power supply is connected to the actuator through a safety relay in series. When the primary node fails, the backup node takes over within 20ms.

[0030] It should be noted that in this embodiment, two identical hardware nodes (a primary node and a backup node) are configured to achieve hardware node backup. The two nodes not only have synchronized software logic but also use completely independent power supplies at the hardware level, ensuring fault isolation at the power supply level. Under normal conditions, only the safety relay of the primary node is engaged, forming a circuit. When the primary node fails, it will actively or passively disconnect its own safety relay. Simultaneously, after detecting the failure of the primary node, the backup node will drive its own safety relay to engage within a very short time of 20ms, thereby taking over control of the actuator and achieving seamless switching of the physical circuit. This improves the reliability of key functional nodes related to safety and driving.

[0031] Reference Figure 2 As shown, the present invention also discloses a distributed rail transit vehicle domain control method, applied to a distributed rail transit vehicle domain control system as described in the above embodiments, comprising the following steps: S10, after the system is powered on, each node automatically discovers and assigns addresses through the vehicle communication network, and broadcasts its own information to form a topology. In this embodiment, after the vehicle control system is powered on, the nodes distributed in various locations start up in sequence. They run plug-and-play and automatic discovery protocols (e.g., based on mDNS / DNS-SD or dedicated industrial protocols) on the vehicle Ethernet through predefined multicast addresses. Each node broadcasts its unique identifier (e.g., UUID), node type, hardware / software version, and a list of supported services and functions to the network. The designated management node in the network (or dynamically elected through an algorithm) is responsible for coordinating address allocation (e.g., DHCP or static configuration table), collecting broadcast information from all nodes, dynamically generating and maintaining a full vehicle network topology view, realizing automatic configuration of the system, and simplifying the debugging work in vehicle manufacturing and maintenance. S20, each node achieves network-wide time synchronization through a time synchronization protocol. In this embodiment, after basic networking is completed, each node immediately initiates a precise time synchronization protocol, such as IEEE 802.1AS or a similar protocol. The device with the best clock quality in the network (usually the driver's cab domain controller or a dedicated precision clock card) is elected as the best master clock. The master clock periodically sends synchronization and follow messages. All slave clock nodes dynamically adjust their local clocks by calculating message transmission delays and clock offsets. Through this mechanism, the local clocks of all distributed nodes in the vehicle can be synchronized to microsecond-level or even higher precision, providing a unified and reliable time reference for all timestamped event sequence recording, distributed sampling data fusion, and precise cross-node coordinated actions. S30, each node performs independent closed-loop control on the locally connected devices. In this embodiment, under a unified time base, each node independently runs its control algorithm with a fixed, deterministic control cycle. It only reads locally connected sensor data, performs internal logic operations (such as PID regulation, state machine transitions, and fault diagnosis algorithms), and directly drives the locally connected actuators, forming a fast local control closed loop. For example, an air conditioning node independently runs a PID algorithm to adjust the compressor frequency based on feedback from a local temperature sensor, without waiting for or querying any central controller. This distributed local control minimizes control loop latency and reduces dependence on network bandwidth and central processing unit computing resources, thereby significantly improving the system's response speed and the robustness of local functions. S40, each node shares its local key status signals on the network through a publish / subscribe mechanism. In this embodiment, each node encapsulates its generated key status information that other nodes may be interested in (such as "door closed and locked", "brake cylinder pressure value", "air conditioning operating mode", "this node's health status", etc.) into standardized data objects, and broadcasts them on the vehicle network in a periodic or event-triggered manner. Nodes that need this information (subscribers) only need to subscribe to the corresponding data topic to automatically obtain updates; publishers and subscribers do not need to establish a fixed point-to-point connection. This data distribution mode realizes the digital and networked sharing of vehicle information, lays the data foundation for cross-system intelligent linkage (such as adjusting air conditioning and lighting based on passenger compartment occupancy density), and completely replaces the large amount of hard-wired signal transmission in the traditional architecture.

[0032] S50: Based on the shared signal, any node initiates a query on the global security interlocking logic involving multiple nodes, collects the status of each relevant node, and outputs control commands after local computation. In this embodiment, by transforming the traditional centralized decision-making into a distributed transaction coordinated by the network, when a global condition involving the status of multiple nodes (such as "traction enable") needs to be determined, the node requesting the condition (called the "coordinator") broadcasts a structured query request to the entire network. After receiving the request, all relevant nodes (called "participants") perform status judgments locally in parallel and reply to the coordinator with a concise Boolean result ("true" or "false"). After collecting all replies locally, the coordinator node performs logical operations (such as "AND" operations) and directly generates the final control command accordingly. This mechanism, through parallel processing and local decision-making, distributes the computational load, avoids single points of failure of the central processing unit, and shortens the decision chain, thereby improving the real-time response, processing reliability, and overall security of the system at the architectural level.

[0033] S60, when a node fails, its configured redundant node or designated adjacent node takes over its function, and the system enters a degraded operation mode. In this embodiment, a dual-node parallel execution and cross-verification working mode is adopted for key functions such as braking and door control. Two nodes with the same function receive instructions simultaneously, perform independent calculations, and compare the output results with each other to achieve real-time mutual verification. When any node fails, another intact backup node or a functionally adjacent adjacent node takes over its control to ensure that key functions are not interrupted when a single point of failure occurs. Through seamless function takeover, "system degrades but continues to operate" is achieved, thereby improving the reliability of the entire control system.

[0034] S70, each node aggregates its own operation logs, fault records, and health data through the onboard communication network, and the data is then uniformly reported by the gateway node connected to the train control and management system. In this embodiment, during operation, all nodes continuously send detailed operating parameters, operation events, alarm records, fault snapshots, and deep health status data to one or more gateway nodes via the onboard Ethernet. The gateway node serves as the interface between this distributed vehicle control network and the higher-level train control and management system, passenger information system, and vehicle-to-ground wireless communication network. It filters, aggregates, compresses, and converts the massive amounts of data from numerous nodes, and then uploads them periodically or on an event-triggered basis to the ground operation and maintenance center or remote intelligent operation and maintenance platform via the vehicle-to-ground wireless network. This provides a complete, real-time, and high-quality data source for implementing predictive health management (PHM) based on big data and artificial intelligence, optimizing maintenance plans, and realizing remote fault diagnosis and expert support, making it a key link in realizing intelligent operation and maintenance of rail transit.

[0035] Compared with existing technologies, the beneficial effects of this invention are as follows: By decomposing the control function from a single centralized point into multiple distributed single boards and controller nodes installed near the controlled mechanical components, the space occupied by the bulky electrical cabinet is eliminated; data exchange and coordinated control between nodes are achieved through an in-vehicle communication network, replacing the lengthy hardwired connections that bring all cables together in the central cabinet, thereby significantly reducing the length, weight, and complexity of the wiring harness; and the distributed control of each node means that the function is distributed to multiple independent nodes, avoiding the risk of a single point of failure leading to a large-scale system failure in a centralized architecture; the distributed arrangement of nodes also solves the heat dissipation problem of centralized equipment stacking; at the same time, the modular nodes are interconnected through a universal network, making the system configuration, expansion, and upgrade extremely flexible, and able to quickly adapt to different vehicle models and functional requirements; therefore, this invention, by replacing the centralized electrical cabinet with miniaturized and standardized distributed domain controller nodes, can overcome the defects of the centralized electrical cabinet architecture, thereby significantly saving vehicle space, reducing system weight, improving reliability, and enhancing configuration flexibility.

[0036] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.

Claims

1. A distributed rail transit vehicle domain control system, characterized in that, The distributed rail transit vehicle control system includes: Multiple distributed single-board domain controller nodes, each node is independently encapsulated and installed near the mechanical components of the vehicle it controls; At least one vehicle-mounted communication network connects to all distributed single-board domain controller nodes; The multiple distributed single-board domain controller nodes exchange data and coordinate control through the vehicle communication network to achieve distributed control of the entire vehicle.

2. A distributed rail transit vehicle domain control system according to claim 1, characterized in that, The types of the distributed single-board domain controller nodes include: Driver's cab domain controller node: installed inside or below the driver's cab control panel; Door domain controller node: Installed above each door frame or near the door mechanism; Air conditioning domain controller node: Installed in the equipment compartment near the air conditioning unit; Lighting domain controller node: Installed in the inspection port on the roof of the carriage or in the lighting wiring trough; Braking / Air Supply Zone Controller Node: Installed near the braking control unit or air supply unit; Auxiliary power domain controller node: installed inside the auxiliary inverter box; Low-voltage electrical monitoring nodes: installed near circuits that retain mechanical relays; General purpose I / O nodes: installed in areas requiring a small number of digital / analog inputs and outputs.

3. A distributed rail transit vehicle domain control system according to claim 2, characterized in that, Each distributed single-board domain controller node is independently packaged as a single printed circuit board, which integrates: The main control unit is responsible for the node's logical control, communication protocol processing, self-diagnosis, and security output. The power management unit is used to receive DC110V or DC24V input power from the vehicle, and after isolation DC / DC conversion, it supplies power to the modules on the printed circuit board. It also has over-voltage protection, short-circuit protection and power status self-test functions. Intrinsic functional units are used to integrate corresponding driver, acquisition, and interface circuits according to the node type; The communication interface unit is used to access the vehicle backbone network and also provides a local debugging Ethernet interface. Data storage unit, used to store node configuration, operation logs and fault records; The self-diagnosis and local processing unit is used to monitor the health status of each functional module of the node and broadcast the health status through the bus.

4. A distributed rail transit vehicle domain control system according to claim 1, characterized in that, The distributed single-board domain controller node has a size of no more than 200mm×150mm×35mm and a weight of no more than 1.5kg. It is directly fixed to the vehicle steel structure or equipment box through a standardized bracket. Its electrical connection adopts waterproof circular connectors or board-to-wire connectors, which are directly connected to the nearest sensors and actuators, and the length of a single node harness does not exceed 1.5 meters.

5. A distributed rail transit vehicle domain control system according to claim 1, characterized in that, The vehicle communication network is a redundant vehicle Ethernet and / or a redundant CAN FD bus.

6. A distributed rail transit vehicle domain control system according to claim 1, characterized in that, For critical functional nodes in the distributed single-board domain controller nodes, a dual-node redundancy configuration is adopted, and the two nodes are powered by independent power supplies. The output of each independent power supply is connected to the actuator through a safety relay in series. When the primary node fails, the backup node takes over within 20ms.

7. A distributed rail transit vehicle domain control method, applied to a distributed rail transit vehicle domain control system as described in any one of claims 1-6, characterized in that, Includes the following steps: After the system is powered on, each node automatically discovers and assigns addresses through the vehicle communication network, and broadcasts its own information to form a topology; Each node achieves network-wide time synchronization through a time synchronization protocol; Each node performs independent closed-loop control on the locally connected devices; Each node shares its key local status signals on the network through a publish / subscribe mechanism; Based on the shared signal, any node can initiate a query on the global safety interlocking logic involving multiple nodes, collect the status of each relevant node, and output control commands after local calculation; When a node fails, its functions are taken over by its configured redundant node or a designated adjacent node, and the system enters a degraded operation mode. Each node aggregates its own operation logs, fault records, and health data through the onboard communication network, and the gateway node connected to the train control and management system reports them uniformly.

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