A data transmission control method, system, apparatus and related device

Abstract

The application provides a data transmission control method, system and device and related equipment, and relates to the technical field of data transmission control. A gateway system receives, by using a first gateway, multiple running vehicle data sent by multiple controllers through multiple first transmission paths, and receives, by using a second gateway, multiple parking vehicle data sent by the multiple controllers through multiple second transmission paths; the running vehicle data is data generated during vehicle running, and the parking vehicle data is data generated when the vehicle enters a parking state or a storage state; the gateway system determines target running vehicle data and target parking vehicle data based on a voting algorithm, and forwards the data through a corresponding gateway. Thus, the mutual influence of the running vehicle data and the parking vehicle data in the transmission process can be reduced, and the reliability of vehicle data transmission control can be improved.

Description

Technical Field

[0001] This application relates to the field of data transmission control technology, and in particular to a data transmission control method, system, device and related equipment. Background Technology

[0002] In vehicle control scenarios, ground-side control systems and onboard control systems typically need to transmit various types of data. For example, when a vehicle is in operation, it continuously generates operational vehicle data; when a vehicle enters a parking or storage state, it triggers the generation of parking vehicle data.

[0003] Currently, some vehicle data transmission methods involve data with varying transmission frequencies, triggering methods, or business meanings. In such cases, continuously generated data can easily consume transmission resources, leading to missed transmission, delayed transmission, missed identification, or mismatched status of event-triggered data. For example, parking event data may be overwritten or washed away by continuously uploaded data, resulting in parking events not being recorded in a timely manner; it may also cause parking-related data to be delayed in matching to the vehicle's running time, resulting in incorrect status identification.

[0004] Therefore, how to reduce the mutual influence of different types of data during transmission and improve the accuracy and reliability of vehicle data transmission are issues that need to be addressed in vehicle data transmission control. Summary of the Invention

[0005] In view of this, embodiments of this application provide a data transmission control method, system, device, electronic device, storage medium, and computer program product to solve the problem that when data corresponding to different vehicle states share the same data carrying path, event-triggered data is prone to being missed, delayed in transmission, missed in identification, or mismatched in state.

[0006] In a first aspect, embodiments of this application provide a data transmission control method. This method is executed by a gateway system, which includes a first gateway and a second gateway. The method includes: receiving multiple running vehicle data transmitted by multiple controllers through multiple first transmission paths using the first gateway, and receiving multiple parked vehicle data transmitted by multiple controllers through multiple second transmission paths using the second gateway. Each running vehicle data is transmitted by one of the multiple controllers, and each running vehicle data is transmitted through one of the multiple first transmission paths. Each parked vehicle data is transmitted by one of the multiple controllers, and each parked vehicle data is transmitted through one of the multiple second transmission paths. The running vehicle data is data generated during vehicle operation, and the parked vehicle data is data generated when the vehicle enters a parking state or a parking state.

[0007] When receiving data from multiple operating vehicles using the first gateway, the target operating vehicle data is forwarded using the first gateway. When receiving data from multiple parked vehicles using the second gateway, the target parked vehicle data is forwarded using the second gateway. The target operating vehicle data can be the operating vehicle data determined by a voting algorithm from among the multiple operating vehicle data, and the target parked vehicle data can be the parked vehicle data determined by a voting algorithm from among the multiple parked vehicle data. In this way, operating vehicle data and parked vehicle data enter their respective gateway receiving and processing flows, which can reduce the possibility of mixing when the two types of vehicle status data are concentrated in the same gateway processing flow; and the target vehicle data is determined by the joint participation of multiple similar vehicle data, rather than relying on only one input data, which can reduce the impact of a single abnormal input data on the vehicle status data forwarding result.

[0008] In one possible implementation, the gateway system further includes a third gateway and a fourth gateway. The method also includes: using the third gateway to receive multiple running vehicle data transmitted by multiple controllers through multiple third transmission paths, and using the fourth gateway to receive multiple parked vehicle data transmitted by multiple controllers through multiple fourth transmission paths. Each running vehicle data is transmitted through one of the multiple third transmission paths, and each parked vehicle data is transmitted through one of the multiple fourth transmission paths. Multiple first transmission paths and multiple third transmission paths transmit the same multiple running vehicle data, and multiple second transmission paths and multiple fourth transmission paths transmit the same multiple parked vehicle data. Therefore, redundant gateways and redundant transmission paths can be configured for running vehicle data and parked vehicle data respectively, improving the redundancy and reliability of the vehicle status data transmission architecture.

[0009] In one possible implementation, when receiving data from multiple operating vehicles using a third gateway, the third gateway is used to forward the target operating vehicle data; similarly, when receiving data from multiple parked vehicles using a fourth gateway, the fourth gateway is used to forward the target parked vehicle data. Since the first and third gateways handle the same type of operating vehicle data, and the second and fourth gateways handle the same type of parked vehicle data, even if a single gateway fails, data for the same type of vehicle can still be transmitted via the corresponding redundant gateway. This reduces the risk of data transmission interruption for corresponding vehicles due to a single gateway failure.

[0010] In one possible implementation, running vehicle data consists of continuously generated dynamic real-time data during vehicle operation, while parked vehicle data consists of event-based data generated when a vehicle enters a parking or storage state. The transmission frequency of running vehicle data is higher than that of parked vehicle data. Because running vehicle data is continuously updated and transmitted frequently, while parked vehicle data is typically triggered by parking or storage events and is characterized by low frequency and discontinuity, the requirements for channel bandwidth, caching mechanisms, parsing timing, and update logic differ. Receiving running vehicle data through a first gateway and parked vehicle data through a second gateway can reduce the impact of high-frequency dynamic real-time data on the low-frequency event-based data.

[0011] In one possible implementation, the method further includes receiving radio status variables through a first gateway, a second gateway, a third gateway, and a fourth gateway, respectively. These radio status variables include at least one of vehicle identification, control commands, and vehicle feedback variables. Since radio status variables are used to characterize the establishment, maintenance, and status feedback of the communication connection between the vehicle and the ground, while running vehicle data, parked vehicle data, and vehicle feedback messages are used to carry specific service data, transmitting radio status variables as independent variables allows for a logical separation between communication status maintenance and service data transmission.

[0012] In one possible implementation, the method further includes: receiving operating vehicle feedback messages sent by the vehicle control system using a first gateway or a third gateway, and receiving parked vehicle feedback messages sent by the vehicle control system using a second gateway or a fourth gateway. The operating vehicle feedback message carries operating vehicle data, and the parked vehicle feedback message carries parked vehicle data. Cyclic redundancy check (CRUD) and sequence number check are performed on the received operating vehicle feedback messages or parked vehicle feedback messages. If the operating vehicle feedback message passes the CRUD and sequence number check, it is determined as a valid feedback message; if the parked vehicle feedback message passes the CRUD and sequence number check, it is determined as a valid feedback message. The valid feedback messages are converted into ring network variables and sent to multiple controllers. Thus, erroneous, out-of-order, or duplicate messages can be excluded at the message layer before internal transmission at the variable layer, improving the integrity, order, and internal processing adaptability of the feedback messages.

[0013] In one possible implementation, after sending the ring network variables to multiple controllers, the method further includes: receiving confirmation information from a target controller among the multiple controllers, the confirmation information carrying a message identifier or sequence number of a valid feedback message; and forwarding a confirmation message to the vehicle control system based on the confirmation information, the confirmation message instructing the vehicle control system to stop sending vehicle feedback messages corresponding to the message identifier or sequence number. This allows establishing a correspondence between the confirmation message and already processed vehicle feedback messages, reducing the likelihood of the same vehicle feedback message being repeatedly sent after it has already been confirmed.

[0014] In one possible implementation, multiple controllers exchange variable information via point-to-point communication and determine the output variable based on this exchanged information. Since multiple controllers may receive or process corresponding variables separately, a single controller might generate erroneous variables due to acquisition, communication, or processing anomalies. Exchanging variable information via point-to-point communication allows each controller to obtain the variable states of other controllers before outputting. This reduces the probability of erroneous variables being output due to an anomaly in a single controller.

[0015] In one possible implementation, the control command signal or feedback signal is distributed as multiple acquisition signals, which are input to multiple acquisition boards and received by multiple controllers. Since the multiple acquisition signals originate from the same original signal, the data received by the multiple controllers has service consistency; and since the multiple acquisition signals are input via different acquisition boards, the acquisition paths are independent. Therefore, consistent and path-independent acquisition data can be provided for subsequent variable judgments or target data determination by multiple controllers.

[0016] In one possible implementation, at least one of the gateway system's transmission logic, vehicle status recognition logic, voting logic, message verification logic, and variable processing logic is configured using a graphical configuration tool. This allows for the formation of corresponding control logic through function block dragging, logic connection, parameter configuration, and function reuse, reducing the complexity of writing underlying code and the probability of configuration errors, and improving the efficiency of project reuse, maintenance, and portability.

[0017] In one possible implementation, the data transmission control system communicates with the data control system via industrial Ethernet and with the vehicle control system via radio communication. Since the data control system, data transmission control system, and external safety control system are typically located on the ground or fixed control side, they are well-suited for data exchange using fixed networks such as industrial Ethernet; the vehicle control system, located on the vehicle side, is well-suited for vehicle-to-ground message exchange via a radio system. This allows the fixed control network and vehicle wireless communication to be adapted to their respective application environments.

[0018] In one possible implementation, the method further includes: acquiring system status data of the data transmission control system, determining the faulty unit and fault type based on the system status data, and outputting fault alarm information. The system status data includes at least one of the following: program storage status, data bus status, communication status, signal acquisition status, power supply status, and cabinet temperature or fan status. This allows the fault to be located to a specific functional unit or fault type, improving the efficiency of fault detection and maintenance.

[0019] In one possible implementation, the data transmission control system includes a redundant power supply unit. The redundant power supply unit includes a first power supply branch, a second power supply branch, and a coupling power supply unit. The first power supply branch converts AC power to a first DC power, the second power supply branch converts DC power to a second DC power, and the coupling power supply unit supplies power to the gateway system via the first and second DC power. In the event of a failure in the first power supply branch, the coupling power supply unit supplies power to the gateway system via the second power supply branch; conversely, in the event of a failure in the second power supply branch, the coupling power supply unit supplies power to the gateway system via the first power supply branch. This reduces the risk of data transmission interruption due to a single point of failure in the power supply and improves the system's continuous operation capability.

[0020] Secondly, embodiments of this application provide a data transmission control system. The system includes multiple controllers and a gateway system, the gateway system including a first gateway and a second gateway. The multiple controllers are used to send multiple running vehicle data to the first gateway via multiple first transmission paths, and to send multiple parked vehicle data to the second gateway via multiple second transmission paths. Each running vehicle data item is sent by one of the multiple controllers, and each running vehicle data item is transmitted via one of the multiple first transmission paths. Each parked vehicle data item is sent by one of the multiple controllers, and each parked vehicle data item is transmitted via one of the multiple second transmission paths. The first gateway is used to forward target running vehicle data upon receiving multiple running vehicle data. The second gateway is used to forward target parked vehicle data upon receiving multiple parked vehicle data. Therefore, at the system level, running vehicle data and parked vehicle data can be processed by different gateways, reducing the possibility of mutual interference when the two types of data are concentrated in the same gateway processing flow.

[0021] In one possible implementation, the gateway system further includes a third gateway and a fourth gateway. The third gateway receives multiple running vehicle data sent by multiple controllers through multiple third transmission paths, and the fourth gateway receives multiple parked vehicle data sent by multiple controllers through multiple fourth transmission paths. Multiple first and third transmission paths are used to transmit the same multiple running vehicle data, and multiple second and fourth transmission paths are used to transmit the same multiple parked vehicle data. When multiple running vehicle data are received, the third gateway forwards the target running vehicle data; when multiple parked vehicle data are received, the fourth gateway forwards the target parked vehicle data. Therefore, redundant gateways and redundant transmission paths can be configured for running vehicle data and parked vehicle data respectively, reducing the risk of data transmission interruption for the corresponding type of vehicle due to the failure of a single gateway or a single set of transmission paths.

[0022] In one possible implementation, running vehicle data refers to dynamic, real-time data continuously generated during vehicle operation, while parked vehicle data refers to event-based data generated when a vehicle enters a parking or storage state. The transmission frequency of running vehicle data is higher than that of parked vehicle data. Therefore, the more frequently transmitted running vehicle data and the less frequently transmitted parked vehicle data can be received and forwarded by their respective gateways, reducing the impact of high-frequency running vehicle data on and overwriting low-frequency parked vehicle data.

[0023] In one possible implementation, the first gateway, second gateway, third gateway, and fourth gateway are each used to receive radio status variables. These radio status variables include at least one of vehicle identification, control commands, and vehicle feedback variables. Thus, each gateway can obtain the vehicle identity, control commands, or vehicle feedback-related status, providing communication status information for the transmission of running vehicle data, stored vehicle data, and vehicle feedback messages.

[0024] In one possible implementation, a first or third gateway receives operating vehicle feedback messages from the onboard control system, while a second or fourth gateway receives parking vehicle feedback messages from the onboard control system. The gateway system performs cyclic redundancy checks and sequence number checks on the received operating or parking vehicle feedback messages, and determines the vehicle feedback message as valid after passing the checks. The gateway system also converts valid feedback messages into ring network variables and sends these variables to multiple controllers. This allows for the exclusion of vehicle feedback messages with content errors, abnormal ordering, or duplication at the message layer, and then converts valid feedback messages into ring network variables recognizable within the control system, improving the reliability of feedback data transmission between the onboard communication side and the internal ring network of the control system.

[0025] In one possible implementation, the target controller among multiple controllers sends an acknowledgment message upon receiving ring network variables. This acknowledgment message carries a message identifier or sequence number of a valid feedback message. The gateway system forwards the acknowledgment message to the vehicle control system based on this message. This acknowledgment message instructs the vehicle control system to stop sending vehicle feedback messages corresponding to the message identifier or sequence number. This allows the vehicle control system to clearly recognize that the corresponding vehicle feedback message has been effectively received and processed, reducing the overhead of repeatedly sending the same vehicle feedback message on communication links and gateway processing resources.

[0026] In one possible implementation, multiple controllers exchange variable information via point-to-point communication and determine the output variable based on the exchanged information. This allows each controller to obtain the variable states of other controllers before outputting, and to determine the output variable based on the consistency or correctness of multiple variables, reducing the probability of an erroneous variable being output due to a single controller malfunction.

[0027] In one possible implementation, the data transmission control system further includes a signal distribution unit and multiple acquisition boards. The signal distribution unit distributes control command signals or feedback signals into multiple acquisition signals, which are then input to multiple acquisition boards and received by multiple controllers. This allows for redundant acquisition paths based on the same signal source, providing multiple controllers with consistent and path-independent acquisition data for subsequent variable judgments or target data determination.

[0028] In one possible implementation, the data transmission control system also includes a graphical configuration tool. This tool is used to configure at least one of the gateway system's transmission logic, vehicle status recognition logic, voting logic, message verification logic, and variable processing logic. This allows for the formation of corresponding control logic through function block dragging, logic connections, and parameter configuration, reducing the complexity of writing underlying code and improving the efficiency of project reuse, maintenance, and portability.

[0029] In one possible implementation, the data transmission control system communicates with the data control system via industrial Ethernet and with the vehicle control system via radio communication. Thus, data exchange between the ground side or fixed control side can be achieved through a fixed network, while data interaction between the vehicle and the ground can be achieved through radio communication, allowing different communication links to be adapted to their respective application environments.

[0030] In one possible implementation, the data transmission control system further includes a fault diagnosis unit. This unit acquires system status data from the data transmission control system and determines the faulty unit and fault type based on this data. The system status data includes at least one of the following: program storage status, data bus status, communication status, signal acquisition status, power supply status, cabinet temperature, and fan status. The fault diagnosis unit also outputs fault alarm information, which indicates the faulty unit and fault type. This allows the fault to be located to a specific functional unit or fault type, improving the efficiency of fault detection and maintenance.

[0031] In one possible implementation, the data transmission control system further includes a redundant power supply unit. The redundant power supply unit includes a first power supply branch, a second power supply branch, and a coupling power supply unit. The first power supply branch converts AC power to a first DC power, the second power supply branch converts DC power to a second DC power, and the coupling power supply unit supplies power to the gateway system via the first and second DC power. In the event of a failure in the first power supply branch, the coupling power supply unit supplies power to the gateway system via the second power supply branch; conversely, in the event of a failure in the second power supply branch, the coupling power supply unit supplies power to the gateway system via the first power supply branch. This reduces the risk of data transmission interruption due to a single point of failure in the power supply and improves the system's continuous operation capability.

[0032] Thirdly, embodiments of this application provide a data transmission control device. This device is applied to a gateway system and includes a data receiving module and a forwarding module. The data receiving module is used to receive multiple running vehicle data sent by multiple controllers through multiple first transmission paths using a first gateway, and to receive multiple parked vehicle data sent by multiple controllers through multiple second transmission paths using a second gateway. Each running vehicle data is sent by one of the multiple controllers, and each running vehicle data is transmitted through one of the multiple first transmission paths. Each parked vehicle data is sent by one of the multiple controllers, and each parked vehicle data is transmitted through one of the multiple second transmission paths. The forwarding module is used to forward target running vehicle data using the first gateway when multiple running vehicle data are received using the first gateway; and to forward target parked vehicle data using the second gateway when multiple parked vehicle data are received using the second gateway. Thus, the separate gateway reception and forwarding of running vehicle data and parked vehicle data can be achieved through a virtual device module.

[0033] In one possible implementation, the gateway system further includes a third gateway and a fourth gateway. The data receiving module is also used to receive multiple operating vehicle data transmitted by multiple controllers through multiple third transmission paths using the third gateway, and to receive multiple parked vehicle data transmitted by multiple controllers through multiple fourth transmission paths using the fourth gateway. The forwarding module is also used to forward target operating vehicle data using the third gateway when multiple operating vehicle data are received using the third gateway; and to forward target parked vehicle data using the fourth gateway when multiple parked vehicle data are received using the fourth gateway. Thus, redundant gateway receiving and redundant gateway forwarding can be supported through module configuration.

[0034] In one possible implementation, the data receiving module receives dynamic real-time data continuously generated during vehicle operation as running vehicle data, and receives event-type data generated when the vehicle enters a parking or storage state as parked vehicle data. The frequency of sending running vehicle data is higher than that of sending parked vehicle data. Therefore, the device can distinguish between running vehicle data and parked vehicle data based on data generation conditions and transmission frequency, reducing mutual interference between different types of data in the same processing flow.

[0035] In one possible implementation, the device further includes a state variable receiving module. This module receives radio state variables through a first gateway, a second gateway, a third gateway, and a fourth gateway, respectively. The radio state variables include at least one of vehicle identification, control commands, and vehicle feedback variables. This allows the device to obtain vehicle identity, control commands, and vehicle feedback-related states, providing a state basis for subsequent data reception and forwarding.

[0036] In one possible implementation, the device further includes a feedback message processing module. This module receives operating vehicle feedback messages from the onboard control system via a first or third gateway, or parking vehicle feedback messages via a second or fourth gateway. The module also performs cyclic redundancy checks and sequence number checks on the received operating or parking vehicle feedback messages, determining valid feedback messages upon successful verification. Furthermore, the module converts valid feedback messages into ring network variables and sends these variables to multiple controllers. This allows for the verification, filtering, format conversion, and internal transmission of vehicle feedback messages at the device level.

[0037] In one possible implementation, the device further includes a confirmation information processing module. This module receives confirmation information from a target controller among multiple controllers, the confirmation information carrying a message identifier or sequence number of a valid feedback message. The module also forwards confirmation information messages to the vehicle control system based on the confirmation information, these messages instructing the vehicle control system to stop sending vehicle feedback messages corresponding to the message identifier or sequence number. This creates a closed-loop feedback confirmation mechanism between the vehicle control system, the gateway system, and the controller, reducing the continuous transmission of duplicate messages.

[0038] In one possible implementation, the device further includes a variable processing module. This module receives variable information exchanged between multiple controllers via point-to-point communication and determines the output variable based on this information. This allows for the use of consistency or correctness assessments among the multiple controllers to improve the reliability of the output variable.

[0039] In one possible implementation, the device further includes a data acquisition and processing module. This module receives multiple acquisition signals allocated by control command signals or feedback signals and provides the variables corresponding to these signals to multiple controllers or gateway systems. This allows for the provision of consistent and path-independent acquisition data to multiple controllers.

[0040] In one possible implementation, the device further includes a configuration module. This module is used to configure at least one of the gateway system's transmission logic, vehicle status recognition logic, voting logic, message verification logic, and variable processing logic using a graphical configuration tool. This allows for the formation of corresponding processing logic through visual configuration, reducing the difficulty of device deployment and maintenance.

[0041] In one possible implementation, the device further includes a communication processing module. This module communicates with the data control system via industrial Ethernet and with the vehicle control system via radio communication. This allows the device to be adapted to both fixed control networks and vehicle-to-ground wireless communication links.

[0042] In one possible implementation, the device further includes a fault diagnosis module. This module acquires system status data, determines the faulty unit and fault type based on the data, and outputs fault alarm information. The system status data includes at least one of the following: program storage status, data bus status, communication status, signal acquisition status, power supply status, cabinet temperature, and fan status. This improves the device's ability to identify and locate system anomalies.

[0043] In one possible implementation, the device further includes a power management module. This module controls the redundant power supply unit to supply power to the gateway system through a first power supply branch and a second power supply branch. Furthermore, in the event of an anomaly in either the first or second power supply branch, it controls the coupled power supply unit to supply power to the gateway system through a valid power supply branch. This improves the power supply continuity of the gateway system in which the device is located.

[0044] Fourthly, embodiments of this application provide an electronic device including a processor and a memory, wherein the processor executes a computer program stored in the memory to implement the data transmission control method described in any of the implementations of the first aspect above.

[0045] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the data transmission control method described in any of the implementations of the first aspect. Thus, the same technical concept can be implemented at the software module, hardware device, and storage medium levels, respectively.

[0046] Sixthly, embodiments of this application provide a computer program product containing instructions that, when run on a computing device, cause the computing device to execute the data transmission control method described in any of the implementations of the first aspect above.

[0047] Based on the implementation methods provided in this application, further combinations can be made to provide even more implementation methods. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of the structure of a data transmission control system provided in an embodiment of this application; Figure 2 A flowchart illustrating a data transmission control method provided in an embodiment of this application; Figure 3 This application provides a schematic diagram of vehicle feedback message processing as an embodiment of the present application. Figure 4 A flowchart of vehicle feedback message processing is provided for an embodiment of this application; Figure 5 A schematic diagram of radio state variable transmission provided in an embodiment of this application; Figure 6 A schematic diagram of a fault diagnosis and redundant power supply structure provided in an embodiment of this application; Figure 7 A schematic diagram of an electronic device structure provided in an embodiment of this application; Figure 8 This application provides a schematic diagram of signal acquisition and graphical configuration. Figure 9 This is a schematic diagram of a data transmission control device provided in an embodiment of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0051] To facilitate understanding, some of the terms used in the embodiments of this application will be explained below.

[0052] A data transmission control system is a system located on the ground side of the vehicle or at the control center, used for receiving, processing, converting, and forwarding data between the data control system and the onboard control system. A data transmission control system may include multiple controllers, a gateway system, message transmission and reception logic, signal acquisition logic, fault diagnosis logic, and power supply logic.

[0053] A data control system refers to a control-side system that generates vehicle control-related data and interacts with a gateway system. A data control system may include multiple controllers, and may also include a processing unit for communicating with external safety control systems or data control platforms.

[0054] A gateway system is a system used to receive data sent by multiple controllers and forward target data to the vehicle control system or subsequent processing unit. A gateway system includes at least a first gateway and a second gateway, and may further include a third gateway and a fourth gateway.

[0055] Operating vehicle data refers to data generated during vehicle operation. Operating vehicle data can be continuously generated, dynamic, real-time data, such as vehicle speed, vehicle position, traction status, braking status, operational control variables, operational feedback variables, or other data that changes as the vehicle operates. Its transmission frequency can be higher than that of stationary vehicle data.

[0056] Parked vehicle data refers to the data generated when a vehicle enters a parking or stored state. Parked vehicle data can be event-driven, such as parking confirmation, storage confirmation, parking location, storage location, execution results of status change commands, or other data related to the parking or storage state. Its generation is related to the triggering of the parking or storage state.

[0057] Target running vehicle data and target parked vehicle data refer to the data that the gateway system determines for forwarding from the same type of data sent by multiple controllers based on a voting algorithm.

[0058] The transmission path refers to the physical line, communication link, or logical channel that carries data transmission. The transmission path in this application is not limited to a specific cable or a specific communication protocol.

[0059] A voting algorithm is an algorithm that determines target data based on the consistency and correctness of multiple input data sets, as well as a preset quantity or proportion. For example, when multiple controllers include three controllers, if at least two controllers send data with the same content, that same data can be determined as the target data. That is, it checks whether multiple sets of vehicle data are consistent. If they are consistent, one set of data is directly determined as the target data. If they are inconsistent, the number of sets of identical data is counted and compared, and the data with the largest number of identical sets is selected as the target vehicle data.

[0060] Vehicle feedback messages are messages sent by the onboard control system to the gateway system to carry vehicle feedback information. Vehicle feedback messages can include feedback messages from operating vehicles and feedback messages from parked vehicles.

[0061] Ring network variables refer to variables formed by the gateway system after parsing or converting effective feedback messages, which are suitable for transmission between multiple controllers or within the control side network.

[0062] Radio state variables are variables used to establish, maintain, or characterize the state of radio communication between a vehicle and the ground. Radio state variables may include at least one of vehicle identification, control commands, and vehicle feedback variables.

[0063] A redundant power supply unit refers to a power supply structure that includes at least two power supply branches and is able to continue supplying power to the system even if a single power supply branch fails.

[0064] A coupled power supply unit is a power supply unit used to receive DC power output from at least two power supply branches and to supply power to the gateway system based on at least one power supply branch.

[0065] Graphical configuration refers to a method of configuring function blocks, variables, parameters, and logical connections in a visual way to form control logic.

[0066] A graphical configuration tool is a tool used to perform graphical configuration. A graphical configuration tool can configure at least one of the following: vehicle status recognition logic, gateway forwarding logic, voting logic, message verification logic, variable conversion logic, fault diagnosis logic, and security output logic.

[0067] Logical configuration refers to the process of setting up logical relationships for data reception, data judgment, data forwarding, message verification, variable conversion, and fault handling according to the needs of vehicle control scenarios.

[0068] Control logic refers to the logical rules formed by logical configuration, used to instruct the controller or gateway to perform corresponding data processing actions. Control logic may include at least one of the following: vehicle status recognition rules, voting rules, forwarding rules, verification rules, and fault handling rules.

[0069] A function block is a configuration unit used to implement a predetermined data processing function. A function block may include at least one of the following: a data receiving function block, a voting judgment function block, a gateway forwarding function block, a message verification function block, a sequence number verification function block, a variable conversion function block, a fault diagnosis function block, and a security output function block.

[0070] Parameter configuration refers to the process of setting parameters such as the number of controllers, the number of gateways, variable identifiers, message formats, voting conditions, verification rules, retransmission cycles, or fault alarm strategies.

[0071] Logical connection refers to the data flow relationship or execution order relationship formed between multiple functional blocks, between variables and functional blocks, or between functional blocks and issued objects.

[0072] Function reuse refers to the method of reusing the same or corresponding function blocks in different vehicle states, different gateway branches, or different engineering projects.

[0073] Engineering migration refers to the process of applying existing control logic, function block configurations, or parameter configurations to another vehicle line, another vehicle train, another gateway architecture, or another vehicle control project.

[0074] A receiving object refers to an object that receives control logic or configuration parameters generated by a graphical configuration tool. Receiving objects can include controllers, gateway systems, gateway devices, or other devices capable of executing the corresponding control logic.

[0075] Cyclic redundancy check (CRC) is a verification method that calculates a check value based on the data fields in a message and compares the calculated check value with the CRC code carried in the message to determine whether data errors have occurred during transmission. If the calculated check value matches the CRC code carried in the message, the message passes the CRC check; if they do not match, the message fails the CRC check.

[0076] Sequence number verification refers to a verification method that uses the sequence number carried in a message to determine whether the message conforms to the expected reception order, whether it has already been received and processed, or whether it is a duplicate message. The gateway system can compare the sequence number of the currently received vehicle feedback message with already processed sequence numbers, expected received sequence numbers, or preset sequence number rules. If the sequence number of the currently received vehicle feedback message conforms to the preset rules, the message passes the sequence number verification; if it does not, the message fails the verification.

[0077] The following is a more detailed description of the vehicle data transmission control scenario applicable to the embodiments of this application, so as to facilitate understanding of the technical solutions provided by the embodiments of this application.

[0078] In vehicle control scenarios such as high-speed maglev vehicles, trains, and other similar vehicles, the ground-side control system needs to continuously interact with the onboard control system. The ground-side control system can include a data control system and a data transmission control system. The data control system generates or receives vehicle control-related data, while the data transmission control system receives, processes, converts, and forwards data between the ground-side and onboard control systems. The onboard control system, located on the vehicle side, receives control-related data from the ground-side control system and provides feedback on vehicle status, execution results, or other vehicle feedback information to the ground-side control system.

[0079] During vehicle data interaction, the data generation methods and transmission requirements differ depending on the vehicle's state. Taking the operating and parking states as examples, when a vehicle is in operation, the ground-side control system and the onboard control system typically need to continuously exchange operating vehicle data. Operating vehicle data can include dynamic real-time data continuously generated during vehicle operation, which changes rapidly and is sent frequently. When a vehicle enters a parking or storage state, the ground-side control system and the onboard control system also need to exchange stored vehicle data. Stored vehicle data can include event-based data generated when the vehicle enters a parking or storage state, which is usually triggered by state changes and is sent less frequently than operating vehicle data.

[0080] Because operating vehicle data and parked vehicle data differ in their generation timing, transmission frequency, and business meaning, if they share the same data transmission path, the continuously generated operating vehicle data may occupy the transmission resources of that path for an extended period. Consequently, when parked vehicle data needs to be transmitted or identified, it may experience missed transmission, delayed transmission, or missed identification due to resource constraints. For example, if a vehicle has entered a parking state, but the data corresponding to the parking event is not transmitted or identified in a timely manner, the ground-side control system may still process subsequent data according to the vehicle's operating state. Furthermore, if parked vehicle data is delayed in being matched to the vehicle's operating state, it may cause a vehicle state mismatch.

[0081] Besides the data transmission corresponding to vehicle status, the transmission of vehicle feedback messages also affects the reliability of vehicle data interaction. The onboard control system can repeatedly send vehicle feedback messages, which may carry data from operating vehicles, parked vehicles, or other vehicle feedback information. If the message transmission lacks integrity verification, sequence number verification, or a confirmation stop mechanism, erroneous messages may be received, out-of-order messages may be processed, or the same message may be repeatedly sent for an extended period. When multiple controllers, gateways, and transmission paths participate in the interaction, an anomaly in a single controller, transmission path, gateway, communication board, acquisition board, or power supply branch may also affect the determination of the target data.

[0082] Therefore, this application provides a data transmission control method. This method is executed by a gateway system, which includes a first gateway and a second gateway. The gateway system uses the first gateway to receive multiple running vehicle data sent by multiple controllers through multiple first transmission paths, or uses the second gateway to receive multiple parked vehicle data sent by multiple controllers through multiple second transmission paths. In other words, running vehicle data and parked vehicle data are received and processed by different gateways, avoiding the mutual obstruction of processing paths between high-frequency running vehicle data and low-frequency parked vehicle data on the same gateway.

[0083] When receiving data from multiple operating vehicles using a first gateway, the first gateway determines the target operating vehicle data from the multiple operating vehicle data based on a voting algorithm and forwards the target operating vehicle data. When receiving data from multiple parked vehicles using a second gateway, the second gateway determines the target parked vehicle data from the multiple parked vehicle data based on the multiple parked vehicle data based on a voting algorithm and forwards the target parked vehicle data. By having multiple controllers send the same type of data respectively, and the gateway system determines the target data based on a voting algorithm, the impact of anomalies in a single controller or a single transmission path on the output results can be reduced.

[0084] In further implementations, the gateway system may also include a third gateway and a fourth gateway. The third gateway can serve as a redundant gateway for the first gateway, used to receive data from multiple operating vehicles, identical to that of the first gateway; the fourth gateway can serve as a redundant gateway for the second gateway, used to receive data from multiple parked vehicles, identical to that of the second gateway. Through redundant gateways, the exchange of vehicle data can continue even if a single gateway or a single transmission path fails.

[0085] In a further implementation, the gateway system can perform cyclic redundancy check and sequence number verification on vehicle feedback messages, and convert valid feedback messages that pass the verification into ring network variables and send them to multiple controllers. After receiving the ring network variables, the target controller can send an acknowledgment message to the gateway system, which then forwards the acknowledgment message to the onboard control system to instruct the onboard control system to stop sending the corresponding vehicle feedback message. This improves the integrity and order of feedback message processing and reduces the transmission resources occupied by duplicate messages.

[0086] In further implementations, the data transmission control system can also be configured with functions such as signal acquisition and distribution, point-to-point variable exchange between controllers, graphical configuration, fault diagnosis, and redundant power supply. Signal acquisition and distribution can distribute a single control command signal or feedback signal into multiple acquisition signals, facilitating judgment by multiple controllers. Point-to-point variable exchange enables synchronization of variable information between multiple controllers. Graphical configuration reduces the difficulty of logic configuration and engineering portability. Fault diagnosis can locate anomalies in communication, acquisition, power supply, board, or cabinet status. Redundant power supply allows continued power supply to the system even when a single power supply branch fails. Therefore, the system's reliability, maintainability, and continuous operation capability can be further improved.

[0087] It should be noted that the vehicle control scenario, and the high-speed maglev vehicles, trains, data control systems, on-board control systems, number of gateways, number of controllers, number of transmission paths, and message types involved therein, are merely examples to facilitate understanding of the technical solutions provided in the embodiments of this application. The data transmission control method, system, device, electronic equipment, and storage medium provided in the embodiments of this application can also be applied to other scenarios requiring the transmission of different types of vehicle data between the vehicle side and the ground side, and the embodiments of this application do not limit this application. The data transmission control method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0088] See Figure 1 The data transmission control system 100 may include a data control system 101, a controller group 110, a gateway system 120, and an on-board control system 130.

[0089] The controller group 110 may include multiple controllers. Figure 1The following description uses a controller group 110, comprising a first controller 111, a second controller 112, and a third controller 113, as an example. Furthermore, the controller group 110 can be installed in or connected to the data control system 101 to generate data related to the vehicle's state and send the corresponding data to the gateway system 120.

[0090] Gateway system 120 is used to receive data sent by controller group 110, and to judge, select, convert or forward the received data. Vehicle control system 130 is located on the vehicle side and is used to receive target data sent by gateway system 120, and can also send vehicle feedback messages to gateway system 120. Figure 1 The structure shown is only used to illustrate the data flow between functional units and does not require that the functional units be located in the same cabinet or the same physical device.

[0091] In one possible implementation, the data transmission control system 100 can be based on an autonomous and controllable high-reliability distributed control system (DCS) platform. This DCS platform can be functionally divided into a message transceiver system, a logic control system, and a signal acquisition system. The message transceiver system can perform vehicle-to-ground communication connection establishment, radio message transmission and reception, message verification, and message parsing; the logic control system can perform vehicle status identification, zone control command processing, voting judgment, and safety output; and the signal acquisition system can perform the acquisition and distribution of digital signals, analog signals, and vehicle feedback signals. The message transceiver system, logic control system, and signal acquisition system can be deployed separately or integrated into the same DCS platform.

[0092] In practical applications, controller group 110 may include three rows of master units. The three master units can exchange variable information, task identifiers, and task execution status through a point-to-point network to achieve task synchronization. After completing the logic processing, each master unit can output the logic processing result to a digital output (DO) board, other output boards, or an internal ring network.

[0093] Furthermore, the data transmission control system 100 can be deployed using one or more control cabinets. Controllers, acquisition boards, output boards, communication boards, gateways, and power supply units can be arranged in different slots or racks within the control cabinet according to functional zones. The running vehicle data processing unit and the parked vehicle data processing unit can use independent communication interfaces or processing resources. This arrangement is merely a typical example of a control cabinet layout.

[0094] exist Figure 1In the illustrated embodiment, the gateway system 120 includes a first gateway 121 and a second gateway 122. The first gateway 121 is used to receive running vehicle data, and the second gateway 122 is used to receive parked vehicle data. Running vehicle data can be understood as data continuously generated during vehicle operation, such as data related to vehicle operating status, operation control, operation feedback, or dynamic location; parked vehicle data can be understood as data generated when a vehicle enters a parking state or a parking state, such as data related to parking confirmation, parking status, status change commands, or static parking feedback. Since running vehicle data and parked vehicle data are received by different gateways, they are distinguished at the gateway processing entry point, thereby avoiding high-frequency running vehicle data and low-frequency parked vehicle data queuing, caching, and parsing at the same gateway entry point.

[0095] This embodiment provides several possible implementation methods for gateways to receive and forward vehicle-related data.

[0096] In a first possible implementation, the first gateway 121 receives the running vehicle data sent by the controller group 110 through multiple first transmission paths 161, and determines the target running vehicle data based on a voting algorithm.

[0097] Specifically, each controller in controller group 110 can generate or forward one piece of running vehicle data, and each piece of running vehicle data is input to the first gateway 121 through a first transmission path. Since multiple pieces of running vehicle data come from controller group 110 respectively, if one controller or one of the first transmission paths malfunctions, inconsistencies will usually occur between the malfunctioning data and the other normal data. Therefore, the first gateway 121 detects whether multiple pieces of running vehicle data are consistent. If they are consistent, one piece of data is directly identified as the target data. If they are inconsistent, the number of identical pieces of data is counted and compared, and the data with the largest number of identical pieces is selected as the target running vehicle data. Thus, the target running vehicle data is not determined by a single controller alone, but by the input data from multiple controllers, which can improve the reliability of forwarding running vehicle data.

[0098] In a second possible implementation, the second gateway 122 receives parked vehicle data sent by the controller group 110 through multiple second transmission paths 162, and determines the target parked vehicle data based on a voting algorithm. The process by which the second gateway 122 determines the target parked vehicle data from multiple sets of parked vehicle data using the voting algorithm is similar to the process by which the first gateway 121 determines the target operating vehicle data from multiple sets of operating vehicle data using the voting algorithm; details can be found in the relevant descriptions above and will not be repeated here. Parked vehicle data is typically generated by parking or storage status, and its transmission frequency is lower than that of operating vehicle data, but its corresponding business meaning is usually related to vehicle status switching, parking confirmation, or scheduling management. If parked vehicle data is delayed due to high-frequency operating vehicle data occupying processing resources, it may lead to inconsistencies between the recorded vehicle status and the actual vehicle status. Multiple parking vehicle data are received independently through the second gateway 122. Within the second gateway 122, a voting algorithm is used to determine the target parking vehicle data. The specific process for determining the target parking vehicle data is similar to the process described above where the first gateway 121 determines the target operating vehicle data from multiple sets of operating vehicle data using a voting algorithm. For details, please refer to the relevant descriptions above; they will not be repeated here. Since the parking vehicle data is received and processed independently by the second gateway 122, parking or vehicle storage event data can have an independent gateway processing entry point. This increases the probability of timely identification and reliable forwarding of parking vehicle data.

[0099] In a third possible implementation, the third gateway 123 serves as a redundant gateway for the first gateway 121, and the fourth gateway 124 serves as a redundant gateway for the second gateway 122. The third gateway 123 receives multiple running vehicle data (the same as the first gateway 121) through multiple third transmission paths 163, and the fourth gateway 124 receives multiple parked vehicle data (the same as the second gateway 122) through multiple fourth transmission paths 164. That is, the first gateway 121 and the third gateway 123 can form parallel redundant processing paths for running vehicle data, and the second gateway 122 and the fourth gateway 124 can form parallel redundant processing paths for parked vehicle data. Since the redundant gateways receive the same type of data, their processing logic can be the same as or correspondingly configured to the primary gateway. Therefore, a single gateway failure does not necessarily lead to the inability to continue transmitting the corresponding type of data. This improves the data transmission continuity of the gateway system 120 under single-point failure conditions.

[0100] In a fourth possible implementation, each controller is connected to a port or logical entry point of the same gateway, and data sent by multiple controllers does not need to be merged into a single data stream before being input into the gateway. Taking the transmission of vehicle operation data from the first controller 111, second controller 112, and third controller 113 to the first gateway 121 as an example, the first controller 111, second controller 112, and third controller 113 can each be connected to three ports or three logical entry points of the first gateway 121 through multiple first transmission paths 161. After receiving the three streams of vehicle operation data, the first gateway 121 executes a voting algorithm within the gateway to determine the source. Since the three streams of data remain independent before entering the gateway, the first gateway 121 can identify the source of each stream and determine whether the data streams are consistent. This avoids the loss of source information after multiple streams of data are mixed at the gateway front end, thus facilitating the gateway's execution of the voting algorithm.

[0101] In the fifth possible implementation, the first gateway 121, the second gateway 122, the third gateway 123, and the fourth gateway 124 are not limited to four completely independent physical chassis. They can also be different gateway functional units, different communication boards, or different logical gateways located in the same gateway device. As long as the first gateway 121 and the second gateway 122 can respectively receive and process running vehicle data and parked vehicle data, and the third gateway 123 and the fourth gateway 124 can respectively form redundant processing paths for corresponding types of data, the data classification processing and redundant transmission functions of this application embodiment can be realized. Thus, this application embodiment can adapt to different hardware scales and different rack layouts.

[0102] In a sixth possible implementation, the multiple first transmission paths 161, multiple second transmission paths 162, multiple third transmission paths 163, and multiple fourth transmission paths 164 can be physical lines or logical channels. Physical lines can include network cables, serial communication cables, or other fixed communication media, while logical channels can include different data links, ports, or communication sessions partitioned within the same communication network. This application does not require each transmission path to correspond to an independent cable. As long as different transmission paths enable the corresponding data to be received and processed separately, the functional requirements of the transmission paths are met. Therefore, the scope of application of this application's embodiments can be expanded without limiting the specific communication medium.

[0103] It should be noted that the above-described implementation methods for the gateway to receive and forward vehicle-related data are only illustrative examples and are not intended to limit the scope of the application. In actual applications, the gateway system 120 may also use other methods to receive and forward vehicle-related data.

[0104] in addition, Figure 1The data transmission control system 100 shown is merely an example and is not intended to limit the scope. For instance, in other possible data transmission control systems, the number of controllers and gateways may be different; or, in other possible data transmission control systems, other types of devices may be included, such as signal distribution units, acquisition boards, communication boards, fault diagnosis units, redundant power supply units, configuration units, or other functional units.

[0105] See Figure 2 The data transmission control method provided in this application embodiment may include steps S201 to S203. Figure 2 The diagram illustrates the data processing branches for operating vehicles and parked vehicles. The operating vehicle data processing branch can include receiving operating vehicle data, determining the target operating vehicle data, and forwarding the target operating vehicle data. The parked vehicle data processing branch can include receiving parked vehicle data, determining the target parked vehicle data, and forwarding the target parked vehicle data. The two processing branches can execute independently based on the current state of the vehicle; simultaneous execution is not required. This data transmission control method can be applied to… Figure 1 The data transmission control system 100 shown can also be applied to other suitable data transmission control systems. For ease of explanation, this embodiment uses this data transmission control method applied to... Figure 1 The data transmission control system 100 shown is used as an example for illustration.

[0106] S201: The first gateway 121 receives multiple operating vehicle data sent by the controller group 110 through multiple first transmission paths, and the second gateway 122 receives multiple parked vehicle data sent by the controller group 110 through multiple second transmission paths.

[0107] In one possible implementation, the running vehicle data can be dynamic real-time data, while the parked vehicle data can be event-driven data. The frequency of sending running vehicle data can be higher than the frequency of sending parked vehicle data. For example, the controller group 110 can continuously generate vehicle speed data and vehicle position data according to a preset period, and can trigger the generation of parking confirmation data when the vehicle switches from a running state to a parked state. The first gateway 121 can continuously receive vehicle speed data and vehicle position data, and the second gateway 122 can receive parking confirmation data when a parking event occurs.

[0108] In practical applications, controller group 110 may include a first controller 111, a second controller 112, and a third controller 113. The first controller 111, second controller 112, and third controller 113 can each generate three vehicle data entries corresponding to the same vehicle data item. Each of the multiple running vehicle data entries can be sent by one controller and transmitted via a first transmission path. Each of the multiple parked vehicle data entries can be sent by one controller and transmitted via a second transmission path.

[0109] For example, the first controller 111, the second controller 112, and the third controller 113 can each generate three vehicle speed data points corresponding to the same vehicle, and send them to the first gateway 121 through three first transmission paths. The first controller 111, the second controller 112, and the third controller 113 can also each generate three parking confirmation data points corresponding to the same parking event, and send them to the second gateway 122 through three second transmission paths. The controller group 110 sending data separately can create source redundancy, rather than simply increasing the number of times the same data is sent.

[0110] In this example, each of the multiple first transmission paths can connect one controller in controller group 110 to first gateway 121. Each of the multiple second transmission paths can connect one controller in controller group 110 to second gateway 122. Operating vehicle data sent by different controllers in controller group 110 can remain independent before entering first gateway 121, enabling first gateway 121 to identify the source of each operating vehicle data path and compare the consistency or correctness of operating vehicle data from different sources. Similarly, parked vehicle data sent by different controllers in controller group 110 can remain independent before entering second gateway 122, enabling second gateway 122 to identify the source of each parked vehicle data path and compare the consistency or correctness of parked vehicle data from different sources.

[0111] In practical applications, multiple first transmission paths and multiple second transmission paths can be physical lines or logical channels. Physical lines can include network cables, serial communication cables, or other fixed communication media. Logical channels can include different data links, ports, or communication sessions divided within the same communication network. Each transmission path is not limited to an independent cable, as long as different transmission paths enable the corresponding vehicle data to be received and processed separately.

[0112] Furthermore, the gateway system may also include a third gateway 123 and a fourth gateway 124. The third gateway 123 can receive multiple operating vehicle data, identical to that of the first gateway 121, through multiple third transmission paths. The fourth gateway 124 can receive multiple parked vehicle data, identical to that of the second gateway 122, through multiple fourth transmission paths. The first gateway 121 and the third gateway 123 can form a redundant receiving branch for operating vehicle data, and the second gateway 122 and the fourth gateway 124 can form a redundant receiving branch for parked vehicle data.

[0113] It can be explained that a vehicle can be in one of the following states at the same time: running, parked, or stored. Figure 2 The running vehicle data processing branch and the parked vehicle data processing branch are drawn in the same figure, mainly to fully illustrate the classification and reception methods adopted by the gateway system 120 for different vehicle states. Figure 2 This does not mean that running vehicle data and parked vehicle data must be generated or transmitted simultaneously at the same time. It is worth noting that the separate transmission of running vehicle data and parked vehicle data does not mean that a complete piece of vehicle data is split into incomplete fragments. Each transmission path can carry complete running vehicle data or complete parked vehicle data. The vehicle data type, vehicle data fields, number of controllers, number of transmission paths, and transmission cycle can all be set according to the vehicle control scenario, and the specific values ​​are not limited in this application embodiment.

[0114] S202: When the first gateway 121 receives multiple running vehicle data, the first gateway 121 determines the target running vehicle data from the multiple running vehicle data based on a voting algorithm; when the second gateway 122 receives multiple parked vehicle data, the second gateway 122 determines the target parked vehicle data from the multiple parked vehicle data based on a voting algorithm.

[0115] When the controller group 110 includes three controllers, the first gateway 121 or the second gateway 122 can perform a two-out-of-three judgment, that is, when at least two of the three vehicle data of the same type are the same, the gateway can determine the same vehicle data as the target vehicle data.

[0116] For example, the first controller 111, the second controller 112, and the third controller 113 generate vehicle speed data with values ​​V1, V2, and V1, respectively. The first gateway 121 can identify V1 appearing twice as the target running vehicle data. As another example, the three controllers generate three parking confirmation data points: parking confirmation valid, parking confirmation valid, and parking confirmation invalid. The second gateway 122 can identify a parking confirmation valid, jointly confirmed by at least two controllers, as the target parked vehicle data.

[0117] In one possible implementation, the voting algorithm can also integrate vehicle data variables, vehicle identifiers, serial numbers, and data formats. The gateway system can exclude data with mismatched vehicle identifiers, data with timestamps earlier than the valid time range, data with serial numbers that do not meet expectations, or data that fails format validation, and can perform the voting algorithm to make a judgment based on the remaining data.

[0118] In this example, when multiple vehicle speed data of the same type are analog data, the voting algorithm can determine whether the multiple analog data are consistent based on the allowable error range. For example, when the difference between two vehicle speed data in three vehicle speed data is less than the preset error threshold, the gateway system can determine that the two vehicle speed data are consistent with each other, and can determine the target running vehicle data based on any one of the two vehicle speed data, the average value, the median value, or the preset selection rule.

[0119] In practical applications, the third gateway 123 can use the same or different voting algorithm as the first gateway 121 to determine the target running vehicle data, and the fourth gateway 124 can use the same or different voting algorithm as the second gateway 122 to determine the target parked vehicle data. Each gateway can execute the voting algorithm independently, and the result of the voting algorithm executed by any gateway does not require dependence on the result of the voting algorithm executed by another redundant gateway.

[0120] When multiple data sets of the same type of vehicle fail to produce a result that satisfies the voting conditions—that is, when the number of identical data sets among multiple data sets of the same type of vehicle does not reach a preset quantity—causing the gateway to be unable to determine the target vehicle data from the multiple data sets of the same type, the gateway system can stop forwarding vehicle data in this round, retain the last valid target vehicle data, output a preset safety value, or generate a fault alarm message. The specific handling method can be configured according to the security policy of the vehicle control scenario.

[0121] It is worth noting that target running vehicle data can be determined from multiple running vehicle data sets, and target parked vehicle data can be determined from multiple parked vehicle data sets. Running vehicle data and parked vehicle data have different data types and business meanings. The gateway system does not perform cross-voting between different types of vehicle data, thereby avoiding running status data and parked status data from participating in the same target data determination process. It should be noted that the "two out of three" decision is only a specific example. When controller group 110 includes two, four, or more controllers, the voting algorithm, error threshold, effective time range, and exception handling method can all be set according to the data type. This application embodiment does not limit specific rules.

[0122] S203: The first gateway 121 forwards the target running vehicle data to the vehicle control system 130, and the second gateway 122 forwards the target parked vehicle data to the vehicle control system 130.

[0123] The first gateway 121 can assemble the target operating vehicle data into a vehicle-to-ground communication message and send the message to the vehicle control system 130 via a vehicle-to-ground wireless link. The second gateway 122 can assemble the target parked vehicle data into another vehicle-to-ground communication message and send the corresponding message to the vehicle control system 130 via a vehicle-to-ground wireless link. The vehicle control system 130 can parse the vehicle-to-ground communication messages and perform corresponding vehicle control or update the vehicle status based on the target vehicle data.

[0124] For example, the target operating vehicle data may include target speed, target position, operating authorization information, or traction and braking control information. The onboard control system 130 can adjust the traction output or braking output according to the target speed. The target parked vehicle data may include a parking confirmation command, a parking confirmation command, or status holding information. The onboard control system 130 can perform parking confirmation, parking confirmation, or static status holding according to the target parked vehicle data.

[0125] In one possible implementation, the third gateway 123 can forward target operating vehicle data corresponding to the first gateway 121, and the fourth gateway 124 can forward target parked vehicle data corresponding to the second gateway 122. The first gateway 121 and the third gateway 123 can send the same operating control message through two redundant channels, and the second gateway 122 and the fourth gateway 124 can send the same parking control message through two redundant channels.

[0126] In one possible implementation, two redundant channels can simultaneously transmit messages with the same information within the same transmission cycle, thereby enabling either redundant channel to independently complete the transmission of the corresponding message.

[0127] In this example, the data transmission control system 100 and the vehicle control system 130 can employ dual-channel redundant full-duplex communication. The vehicle control system 130 can use the first correctly received message or process messages sent from both redundant channels according to preset redundancy reception rules. If one redundant channel malfunctions, the other redundant channel can continue to transmit data on running vehicles and parked vehicles.

[0128] In practical applications, when system status data indicates an anomaly in the gateway system or transmission path, the gateway system 120 can stop forwarding target vehicle data through the abnormal gateway or transmission path and can continue forwarding target vehicle data using a corresponding redundant gateway. The gateway system 120 can also place its output in a safe output state or a preset acceptable state.

[0129] It can be explained that steps S201, S202, and S203 represent the complete processing relationship of a type of vehicle data from reception and target data determination to forwarding. There is no fixed execution order between the running vehicle data processing branch and the parked vehicle data processing branch. When the vehicle is in running state, the gateway system 120 can execute the running vehicle data processing branch; when the vehicle enters parking or parking state, the gateway system 120 can execute the parked vehicle data processing branch. Figure 2 The number of controllers, gateways, transmission paths, and voting algorithms shown are for illustrative purposes only and can be configured according to actual vehicle control scenarios. It is worth noting that the specific method by which the onboard control system 130 uses the target running vehicle data can be determined based on the vehicle control logic. The target running vehicle data and the target parked vehicle data can also be forwarded to subsequent communication equipment or other vehicle control units. The message format, radio protocol, transmission cycle, and vehicle control operations are not limited to the specific forms shown in the example.

[0130] See Figure 3 This application embodiment also provides a vehicle feedback message processing procedure. The vehicle feedback message processing procedure can be used in scenarios where a vehicle returns feedback data from the side to the ground side. After generating vehicle feedback data, the onboard control system 130 can encapsulate the vehicle feedback data into a vehicle feedback message 310 and repeatedly send the vehicle feedback message 310. The vehicle feedback message 310 can be a feedback message for a running vehicle or a feedback message for a parked vehicle. The vehicle feedback message 310 may include at least one of the following: vehicle identifier, message type, service data, CRC checksum, and serial number. Figure 3 The vehicle feedback message processing procedure shown can be applied to Figure 1 The data transmission control system 100 shown can also be applied to other suitable data transmission control systems. For ease of explanation, this embodiment uses... Figure 1 The controller group 110, gateway system 120 and vehicle control system 130 shown are illustrated by taking their participation in vehicle feedback message processing as an example.

[0131] After receiving the vehicle feedback message 310, the verification unit 320 performs CRC and sequence number verification on the vehicle feedback message 310. The CRC verification is used to determine whether a data error occurred during the transmission of the vehicle feedback message 310. The sequence number verification is used to determine whether the vehicle feedback message 310 is duplicated, out of order, or expired. If the vehicle feedback message 310 passes the CRC and sequence number verifications, the verification unit 320 determines the vehicle feedback message 310 as a valid feedback message 330. If the vehicle feedback message 310 fails the CRC or sequence number verification, the verification unit 320 does not determine the vehicle feedback message 310 as a valid feedback message and continues to wait for the vehicle feedback message 310 to be resent by the vehicle control system 130.

[0132] After the verification unit 320 determines that the vehicle feedback message 310 is a valid feedback message 330, the gateway system 120 can convert the valid feedback message 330 into a ring network variable 340. The ring network variable 340 is variable data suitable for transmission and identification within the data control system. By converting the valid feedback message 330 into a ring network variable 340, the vehicle feedback data in message form can enter the variable processing flow between controllers, thereby reducing the impact of repeated transmission of different messages on subsequent control logic.

[0133] Gateway system 120 can send ring network variable 340 to target controller 350. Target controller 350 can be one of multiple controllers that needs to process the ring network variable 340. For example, if the ring network variable 340 corresponds to feedback data from a running vehicle, target controller 350 can be the controller that processes the running vehicle data; if the ring network variable 340 corresponds to feedback data from a parked vehicle or a stored vehicle, target controller 350 can be the controller that processes the stored vehicle data.

[0134] After receiving the ring network variable 340, the target controller 350 can generate an acknowledgment message 360 ​​based on the ring network variable 340. The acknowledgment message 360 ​​indicates that the target controller 350 has received valid data corresponding to the vehicle feedback message 310. The acknowledgment message 360 ​​may carry the message identifier, sequence number, or vehicle identifier of the vehicle feedback message 310. This allows the acknowledgment message 360 ​​to correspond to the vehicle feedback message 310.

[0135] The target controller 350 can generate acknowledgment information 360 based on the ring network variables 340 and send the acknowledgment information 360 to the gateway system. The gateway system can generate acknowledgment information message 370 based on the acknowledgment information 360 and send the acknowledgment information message 370 to the vehicle control system 130. After receiving the acknowledgment information message 370, the vehicle control system 130 can stop sending the vehicle feedback message 310 corresponding to the message identifier or sequence number carried in the acknowledgment information message 370. In this way, when the vehicle feedback message 310 needs to be sent repeatedly, a stop-sending mechanism can be established using the acknowledgment information message 370, thereby reducing the situation where repeated messages occupy transmission resources.

[0136] In one possible implementation, the vehicle feedback message 310 can be transmitted via a transmission path corresponding to the vehicle status type. Feedback messages for running vehicles can be transmitted via the gateway and transmission path corresponding to the running vehicle data, while feedback messages for parked vehicles can be transmitted via the gateway and transmission path corresponding to the parked vehicle data. In this way, the return transmission process of the vehicle feedback message 310 can be consistent with the split transmission logic of running vehicle data and parked vehicle data, thereby reducing the mutual interference between different vehicle status data.

[0137] pass Figure 3 As shown in the process, the vehicle control system 130 repeatedly sends vehicle feedback messages 310. The verification unit 320 only determines the messages that pass CRC check and sequence number check as valid feedback messages 330. The target controller 350 generates confirmation information 360 based on the ring network variable 340. The gateway system 120 generates confirmation information message 370 based on confirmation information 360 and notifies the vehicle control system 130 to stop sending the corresponding message through confirmation information message 370. This reduces the impact of link anomalies, message errors, out-of-order messages, and duplicate transmissions on the vehicle feedback data processing results, improving the reliability and traceability of the vehicle feedback data transmission process.

[0138] See Figure 4 , Figure 4 Is Figure 3 Based on the vehicle feedback message processing relationship shown, the process of receiving, verifying, converting, internally processing, and confirming vehicle feedback messages is further elaborated according to the flow order of vehicle feedback data.

[0139] Figure 4 The vehicle feedback message 410 in the middle can correspond to Figure 3 Vehicle feedback message 310; Figure 4 The cyclic redundancy check and serial number check performed by the gateway system can correspond to Figure 3 The verification process performed by the verification unit 320 in the middle; Figure 4 The valid feedback message 430 in the middle can correspond to Figure 3Valid feedback message 330; Figure 4 The first ring network variable 441 or the second ring network variable 442 can correspond to Figure 3 The ring network variable is 340; Figure 4 The target controller 114 in the middle can correspond to Figure 3 The target controller 350; Figure 4 The confirmation message 450 in the middle can correspond to Figure 3 Confirmation information in 360; Figure 4 The confirmation message 460 in the middle can correspond to Figure 3 The confirmation message 370 in the middle. Figure 4 The vehicle control system 130 and Figure 3 The vehicle control system 130 in the middle can be the same functional entity. Figure 4 The process shown can be applied to Figure 1 The data transmission control system 100 shown can be used as a data transfer controller. Figure 3 Further flowchart explanation of the vehicle feedback message processing relationship shown. For ease of explanation, this embodiment uses... Figure 1 The data transmission control system 100 shown and Figure 3 Based on the vehicle feedback message processing relationship shown, the process of receiving, verifying, converting, internally transmitting, and confirming vehicle feedback messages is illustrated by example.

[0140] in, Figure 3 It is mainly used to represent the data conversion and transmission relationship between vehicle feedback messages, valid feedback messages, ring network variables, confirmation information and confirmation information messages; Figure 4 It is mainly used for steps S401 to S408, to Figure 3 The processing actions, executing entities, and execution conditions in the processing relationship shown will be further explained. Figure 4 Newly added data objects are labeled with figures starting with 4 for easy identification. Figure 3 and Figure 4 The data objects in the diagram; for the vehicle control system 130, data control system 101, controller group 110, and first gateway 121 to fourth gateway 124 already shown in the aforementioned figures, Figure 4 The corresponding figure labels can continue to be used.

[0141] See Figure 4 The vehicle feedback message processing process provided in this application embodiment may include steps S401 to S408. Figure 4This mainly illustrates the processing procedure for transmitting vehicle feedback data from the vehicle side to the ground side. The onboard control system 130 can repeatedly send running vehicle feedback messages or stopped vehicle feedback messages. The gateway system can perform verification and variable transformation on the vehicle feedback messages and send the transformed ring network variables to the controller group 110. The target controller 114 can perform internal processing based on the ring network variables and can send confirmation information to the gateway system. The gateway system can send confirmation information messages to the onboard control system 130, causing the onboard control system 130 to stop repeatedly sending vehicle feedback messages that have been effectively received and processed.

[0142] S401: The vehicle control system 130 repeatedly sends the running vehicle feedback message 410, or repeatedly sends the parked vehicle feedback message 410.

[0143] Feedback messages from operating vehicles can carry vehicle speed feedback, vehicle position feedback, traction feedback, braking feedback, or other operating status feedback. Feedback messages from parked vehicles can carry parking confirmation, parking confirmation, status change command execution results, or other parking status feedback. Feedback messages from operating vehicles can be received by the first gateway 121 or the third gateway 123, while feedback messages from parked vehicles can be received by the second gateway 122 or the fourth gateway 124.

[0144] In one possible implementation, the vehicle feedback message 410 can be a radio message. The vehicle feedback message 410 may include at least one of a message header, vehicle identifier, service data, message identifier, sequence number, and cyclic redundancy check (CRC) code. A single vehicle feedback message 410 may carry one or more service information items. For example, a single operational vehicle feedback message may simultaneously carry vehicle speed, vehicle position, and braking status.

[0145] In this example, the vehicle control system 130 can repeatedly send vehicle feedback messages 410 with the same service content until the vehicle control system 130 receives an acknowledgment message 460 corresponding to the vehicle feedback message 410. The multiple vehicle feedback messages 410 sent repeatedly can have the same message identifier or can have sequence information that can represent the same service message.

[0146] For example, the vehicle control system 130 may repeatedly send a parking confirmation message with serial number N at preset time intervals until the vehicle control system 130 receives a confirmation message 460 carrying serial number N. After receiving the confirmation message 460 carrying serial number N, the vehicle control system 130 may stop sending the parking confirmation message with serial number N and may continue to send subsequent vehicle feedback messages with serial number N plus 1.

[0147] In practical applications, each vehicle can establish communication relationships with the first gateway 121, the second gateway 122, the third gateway 123, and the fourth gateway 124, respectively. A gateway can also establish communication relationships with multiple vehicles. The gateway system can distinguish different vehicles based on their vehicle identifiers and can send the feedback messages from different vehicles to their respective processing queues.

[0148] It should be noted that repeated transmission does not mean that the gateway must perform full business processing on every repeated message. The gateway can stop performing variable transformations on subsequent copies of the same message after receiving a valid feedback message. The repetition period, maximum number of repetitions, number of vehicles, and number of gateway connections can all be set according to the communication scenario, and the embodiments in this application do not limit the specific method.

[0149] S402: The first gateway 121 or the third gateway 123 performs cyclic redundancy check and serial number check on the feedback message 410 of the running vehicle, and the second gateway 122 or the fourth gateway 124 performs cyclic redundancy check and serial number check on the feedback message 410 of the parked vehicle.

[0150] Cyclic Redundancy Check (CRC) can be used to determine whether bit errors or content corruption have occurred during the transmission of the vehicle feedback message 410. The gateway system can calculate a check value based on the data fields in the vehicle feedback message 410 and compare the calculated check value with the CRC code carried in the vehicle feedback message 410. If the two check values ​​match, the vehicle feedback message 410 passes the CRC check.

[0151] Sequence number verification can be used to determine whether the vehicle feedback message 410 conforms to the expected sequence, whether it has been processed, or whether it is a duplicate message. The gateway system can store the sequence numbers of processed messages and compare the sequence number of a newly received message with the expected sequence number or the processed sequence number.

[0152] For example, if the gateway system has already processed vehicle feedback message 410 with sequence number N, and then receives another vehicle feedback message 410 with sequence number N, the gateway system can identify the second received vehicle feedback message 410 as a duplicate message. If the gateway system expects to receive vehicle feedback message 410 with sequence number N+1, but actually receives vehicle feedback message 410 with sequence number N+2, the gateway system can identify vehicle feedback message 410 as a skipped-order message and can perform buffering, discarding, or waiting according to a preset strategy.

[0153] In one possible implementation, the first gateway 121 and the third gateway 123 can each perform verification on the running vehicle feedback message 410 with the same information, while the second gateway 122 and the fourth gateway 124 can each perform verification on the parked vehicle feedback message 410 with the same information. The gateway system can select the vehicle feedback message 410 that first passes the cyclic redundancy check and sequence number verification to enter the subsequent processing flow. Subsequent arriving feedback messages 410 with the same vehicle information do not need to undergo variable conversion again.

[0154] When vehicle feedback message 410 fails the cyclic redundancy check, the gateway system can discard vehicle feedback message 410 and wait for the vehicle control system 130 to resend it. When vehicle feedback message 410 fails the serial number check, the gateway system can discard out-of-order messages, identify duplicate messages, cache skipped-order messages, or wait for the message corresponding to the missing sequence, depending on the anomaly type.

[0155] It can be noted that the polynomial, sequence number length, sequence number wrapping rule, out-of-order processing rule, and buffer duration of the cyclic redundancy check can all be set according to the communication protocol. The embodiments of this application do not limit the specific check parameters.

[0156] S403: The gateway system will convert the valid feedback message 430, which has passed cyclic redundancy check and sequence number check, into either the first ring network variable 441 or the second ring network variable 442.

[0157] The first gateway 121 or the third gateway 123 can convert feedback messages from valid operating vehicles into a first ring network variable 441. The second gateway 122 or the fourth gateway 124 can convert feedback messages from valid parked vehicles into a second ring network variable 442. The first ring network variable 441 and the second ring network variable 442 can be collectively referred to as ring network variables. Ring network variables may include at least one of variable identifier, variable address, variable type, and variable value, and may adopt an internal data format that the controller group 110 can recognize.

[0158] In one possible implementation, a valid feedback message 430 can be converted into one ring network variable or multiple ring network variables. For example, a running vehicle feedback message can be parsed into vehicle speed variables, vehicle position variables, and braking status variables. The gateway system can write each service field into the corresponding ring network variable based on the mapping relationship between message fields and variable identifiers.

[0159] In this example, feedback messages from running vehicles and those from parked vehicles can be parsed by different gateways, allowing the two types of feedback messages to be distinguished before entering the data transmission control system 100. The first ring network variable 441 corresponds to the feedback information from running vehicles, and the second ring network variable 442 corresponds to the feedback information from parked vehicles.

[0160] It is worth noting that the vehicle feedback message 410 and the ring network variables are at different data processing levels. The vehicle feedback message 410 can serve as a wireless transmission bearer between the vehicle control system 130 and the gateway system 120. The ring network variables can serve as internal data items formed after the gateway system parses the vehicle feedback message 410. There can be a parsing and conversion relationship between radio messages and ring network variables, but there is no necessary mutual conversion relationship between radio status variables and running vehicle data or parked vehicle data.

[0161] It can be noted that the number of variables, data types, addresses, and naming rules that can be parsed from a message can all be set according to the message format. This application does not limit a message to corresponding to a fixed number of ring network variables.

[0162] S404: The gateway system sends either the first ring network variable 441 or the second ring network variable 442 to the controller group 110.

[0163] The gateway system can send ring network variables to the controller group 110 through an internal ring network, a fixed network, a serial communication link, or other control-side communication links. The controller group 110 can receive the same ring network variable separately and can write the ring network variable into the corresponding variable table according to the variable identifier.

[0164] In one possible implementation, controller group 110 may include a first controller 111, a second controller 112, and a third controller 113. The first gateway 121 or the third gateway 123 may send the same first ring network variable 441 to all three controllers. The second gateway 122 or the fourth gateway 124 may send the same second ring network variable 442 to all three controllers. The three controllers each receive variable inputs with the same business meaning, providing a data basis for subsequent controller-side variable judgments.

[0165] It can be noted that the first ring network variable 441 and the second ring network variable 442 can be sent respectively according to the type of vehicle feedback message. Figure 4 The transmission paths of the two types of ring network variables are drawn in the same figure, mainly to fully illustrate the processing method of the two types of vehicle feedback messages, and do not mean that the first ring network variable 441 and the second ring network variable 442 must be sent at the same time.

[0166] S405: The target controller 114 determines the output variable based on the variable information exchanged by the controller group 110 through point-to-point communication, and sends the output variable to the data control system 101.

[0167] In one possible implementation, controller group 110 can exchange variable information received or generated by each other via point-to-point communication. Each controller can send its own variable information to the other two controllers and can receive variable information sent by the other two controllers. Target controller 114 can compare its own variable information with the variable information of other controllers and can determine the output variable based on the result of a voting algorithm.

[0168] For example, the vehicle speed variables obtained by the three controllers are V1, V2, and V3, respectively. The target controller 114 can determine V1, which is shared by at least two controllers, as the output variable. Alternatively, if the three controllers determine whether the parking confirmation variable is valid, and at least two controllers give a valid determination, the target controller 114 can send the valid parking confirmation variable as an output variable to the data control system 101.

[0169] In practical applications, when controller group 110 fails to generate output variables that meet preset conditions, target controller 114 can stop outputting the current round of variables, retain the last valid output, output a preset safety value, or generate a fault alarm message. The specific handling method can be configured according to the safety strategy of the vehicle control scenario.

[0170] S406: The target controller 114 sends an acknowledgment message 450 to the gateway system. The acknowledgment message 450 carries the message identifier or sequence number of the valid feedback message 430.

[0171] The target controller 114 can be one of the controllers in the controller group 110 that successfully receives and processes the first ring network variable 441 or the second ring network variable 442. The target controller 114 can generate confirmation information 450 based on the message identifier, sequence number and vehicle identifier carried or associated with the ring network variable, so that the confirmation information 450 establishes a correspondence with the valid feedback message 430 that has been processed.

[0172] For example, after the target controller 114 successfully receives the second ring network variable 442 converted from the parking confirmation message with sequence number N, it can generate confirmation information 450 carrying sequence number N. After the gateway system receives the confirmation information 450, it can determine that the parking confirmation message corresponding to sequence number N has completed gateway verification, variable conversion, and controller reception.

[0173] In one possible implementation, the target controller 114 can send an acknowledgment message 450 after completing the format check, variable identification check, or write check of the ring network variables. The target controller 114 does not need to re-perform cyclic redundancy check and sequence number check on the valid feedback message 430, nor does it need to use the controller-side two-out-of-three judgment as a fixed condition for sending the acknowledgment message 450.

[0174] It should be noted that the selection rules for the target controller, the confirmation information field, and the confirmation triggering conditions can all be configured according to the communication protocol. This application embodiment does not limit the target controller to being fixed as the first controller.

[0175] S407: The gateway system sends an acknowledgment message 460 to the vehicle control system 130 based on the acknowledgment message 450.

[0176] The gateway system can encapsulate the acknowledgment information 450 into an acknowledgment message 460, and send the acknowledgment message 460 to the vehicle control system 130 via the vehicle-to-ground wireless link. The acknowledgment message 460 may carry at least one of the following: message identifier, serial number, vehicle identifier, and acknowledgment status.

[0177] In one possible implementation, the first gateway 121 or the third gateway 123 can send an acknowledgment message 460 corresponding to the feedback message from the operating vehicle. The second gateway 122 or the fourth gateway 124 can send an acknowledgment message 460 corresponding to the feedback message from the parked vehicle. The two redundant gateways can each send an acknowledgment message 460 with the same information, or the gateway that receives the acknowledgment message 450 first can send the acknowledgment message 460.

[0178] For example, when both the first gateway 121 and the third gateway 123 receive the confirmation message 450 carrying the serial number N sent by the target controller 114, the first gateway 121 and the third gateway 123 can send confirmation message 460 carrying the serial number N through two redundant channels respectively. The vehicle control system 130 can use the confirmation message 460 that was correctly received first.

[0179] S408: The vehicle control system 130 stops repeatedly sending vehicle feedback messages 410 corresponding to the message identifier or serial number based on the confirmation information message 460.

[0180] The vehicle control system 130 can determine the vehicle feedback message 410 that has been effectively received and processed by the data transmission control system 100 based on the message identifier or serial number in the confirmation message 460, and can stop sending the corresponding vehicle feedback message 410. The vehicle control system 130 can continue to send new vehicle feedback messages corresponding to subsequent serial numbers.

[0181] In one possible implementation, if the vehicle control system 130 does not receive the corresponding confirmation message 460 within a preset time, it can continue to repeatedly send the vehicle feedback message 410, or it can resend the message according to a preset number of resends, a resend cycle, or an exception handling strategy. After receiving the corresponding confirmation message 460, the vehicle control system 130 can clear the corresponding resend status.

[0182] For example, when the vehicle control system 130 repeatedly sends the operating vehicle feedback message 410 with serial number N and receives an acknowledgment message 460 carrying serial number N, the vehicle control system 130 may stop sending the operating vehicle feedback message 410 with serial number N. If the vehicle control system 130 only receives an acknowledgment message 460 carrying serial number N minus 1, the vehicle control system 130 may continue sending the operating vehicle feedback message 410 with serial number N.

[0183] It can be explained that steps S401 to S408 can form a closed loop of repeated transmission, verification, variable conversion, controller reception, and feedback confirmation of vehicle feedback messages. Step S403 is conditional upon the vehicle feedback message 410 passing cyclic redundancy check and sequence number verification, and step S404 is executed after the ring network variables are formed. However, step S405 is not a fixed prerequisite for step S406. Step S405 mainly describes the internal processing of the controller side forming output variables and outputting variables to the data control system 101. Step S405 is not a necessary prerequisite for step S406. After confirming that the ring network variables have been correctly received and processed, the target controller 114 can send confirmation information 450, without requiring the target controller 114 to wait for the controller side to complete all variable judgment and output variable processing. Steps S405 and S406 can be executed separately or in parallel according to the system configuration. Step S407 is executed after the gateway system receives the confirmation message 450, and step S408 is executed after the vehicle control system 130 receives the corresponding confirmation message 460.

[0184] It is worth noting that, Figure 4 The document also displays the processing branches for feedback messages from running vehicles and those from parked vehicles. These two processing branches can be executed separately based on the type of vehicle feedback message; simultaneous execution is not required. The number of gateways, controllers, message fields, verification rules, sequence number rules, variable mapping relationships, confirmation subjects, retransmission cycle, and retransmission count can all be configured according to the actual vehicle control scenario.

[0185] See Figure 5Radio state variable 510 is used to establish or maintain communication between the vehicle and the ground. It should be noted that not all devices in this embodiment use radio communication. The data control system 101, data transmission control system 100, controller group 110, and gateway system 120 on the ground side can use industrial Ethernet, ring network, serial communication, or other fixed communication methods. The radio system is mainly used for vehicle-to-ground communication between the vehicle control system 130 and the ground-side gateway system 120. Since the vehicle moves relative to the ground-side equipment during operation, a continuous connection between the vehicle and the ground via a fixed cable is not suitable; therefore, message exchange can be performed through the vehicle-to-ground wireless link 520. Figure 5 The radio state variable transmission method shown can be applied to Figure 1 The data transmission control system 100 shown can also be applied to other suitable data transmission control systems. For ease of explanation, this embodiment uses... Figure 1 Taking the example of the gateway system 120 communicating with the vehicle control system 130 via the vehicle-to-ground wireless link 520, the transmission process of the radio state variable 510 is illustrated.

[0186] Radio status variables 510 may include at least one of vehicle identifier 511, control command 512, and vehicle feedback variable 513. In one example, the data transmission control system 100 may send a vehicle identifier query to the vehicle control system 130, and the vehicle control system 130 may return vehicle identifier feedback; the data transmission control system 100 may send a control command 512 to the vehicle control system 130, and the vehicle control system 130 may return vehicle feedback variable 513; the data transmission control system 100 may also acquire radio connection status feedback to determine whether vehicle-to-ground communication has been established or maintained normally. Through radio status variables 510, the gateway system 120 can know the communication object and communication status before sending service data.

[0187] In one possible implementation, the radio state variable 510 can be distinguished from operating vehicle data, parked vehicle data, and vehicle feedback messages 410. The radio state variable 510 focuses more on communication connection establishment, communication status maintenance, and basic control interaction; operating vehicle data and parked vehicle data focus more on the data transmission of business data corresponding to the vehicle status; and the vehicle feedback message 410 is the message carrier format for the on-board control system 130 to send feedback information to the gateway system 120. By distinguishing these data concepts, the radio state variable 510 can be avoided from being misinterpreted as operating vehicle data or parked vehicle data itself. Therefore, the gateway system can maintain communication connection status and process vehicle business data separately, reducing data processing errors caused by mixing different data levels.

[0188] In this example, each vehicle can communicate with each gateway individually, and a gateway can also communicate with multiple vehicles. Taking a single vehicle as an example, it can establish communication relationships with the first gateway 121, the second gateway 122, the third gateway 123, and the fourth gateway 124 to transmit different types of data or form redundant communication. Taking multiple vehicles as an example, a gateway can distinguish different vehicles based on vehicle identifier 511 and process the corresponding radio messages or radio state variables 510 for each vehicle. Therefore, the data transmission control system 100 can adapt to both single-vehicle and multi-vehicle communication scenarios.

[0189] It should be noted that the composition of the radio state variable 510, the interaction method of the radio state variable 510, and the communication relationship between the vehicle and the gateway in this embodiment are only illustrative examples and do not constitute a limitation on the embodiments of this application. In practical applications, the radio state variable 510 may include one or more of the following: vehicle identifier 511, control command 512, and vehicle feedback variable 513, and may also include other variables used to characterize the wireless communication connection status. The interaction processes between the data transmission control system 100 and the vehicle control system 130, such as querying, command sending, status feedback, and connection status confirmation, can also be set according to the actual communication protocol and vehicle control requirements.

[0190] See Figure 6 The data transmission control system may include a fault diagnosis unit 140 and a redundant power supply unit 150. The fault diagnosis unit 140 can acquire program storage status, data bus status, communication status, signal acquisition status, power supply status, cabinet temperature, or fan status, and generate system status data 610. Based on the system status data 610, the faulty unit and fault type are determined. Fault alarm information 620 can be output via board fault codes, cabinet indicator lights, or maintenance interfaces. Since the data transmission control system 100 involves multiple parts such as controllers, gateways, acquisition boards, communication boards, power supply units, and the cabinet environment, the fault diagnosis unit 140 can improve the efficiency of maintenance personnel in locating faults. Figure 6 The fault diagnosis and redundant power supply structure shown can be applied to Figure 1 The data transmission control system 100 shown can also be applied to other suitable data transmission control systems. For ease of explanation, this embodiment uses... Figure 1 The fault diagnosis unit 140 and the redundant power supply unit 150 in the data transmission control system 100 shown are used as an example for illustration.

[0191] This embodiment provides the following possible implementation methods for fault diagnosis and power supply.

[0192] In a first possible implementation, the communication board used by the gateway, the processing board used by the controller, and other functional boards each generate self-diagnostic results. The fault diagnosis unit 140 collects these self-diagnostic results and outputs fault alarm information 620. For example, the communication board can diagnose communication interruptions, communication timeouts, or abnormal message error rates; the processing board can diagnose program storage status, data bus status, or processor running status; and the acquisition board can diagnose acquisition channel abnormalities or input signal abnormalities. Since each board can provide its own diagnostic results, the fault diagnosis unit 140 can determine the location of the fault based on these self-diagnostic results. This improves the efficiency of module-level fault location.

[0193] In one implementation example, the self-diagnostic object of the processing board may also include the status of random access memory (RAM). The fault diagnosis unit 140 can determine whether the random access memory is abnormal based on the RAM read / write test results, verification results, or anomaly indicators.

[0194] In a second possible implementation, the first power supply branch 151 converts AC power to a first DC power, and the second power supply branch 152 converts DC power to a second DC power. The coupling power supply unit 153 supplies power to the gateway system 120 based on the first and second DC power. The first power supply branch 151 can correspond to an AC power input, and the second power supply branch 152 can correspond to a DC power input. The coupling power supply unit 153 can couple or select the first and second DC power to ensure a stable power supply to the gateway system 120. Because the two power supply branches have different sources, if one power supply branch fails, the other power supply branch can still maintain system operation. Therefore, the impact of a single point of failure in the power supply on the data transmission control system 100 can be reduced.

[0195] Furthermore, the first power supply branch 151 can convert 220V AC to 24V DC, and the second power supply branch 152 can convert 220V DC to 24V DC. The coupling power supply unit 153 can couple or select the two 24V DC power supplies to supply power to the gateway system 120. While one power supply branch is maintaining power, the other abnormal power supply branch can be isolated and undergo online maintenance, allowing the gateway system 120 to continue operating.

[0196] In a third possible implementation, when system status data 610 indicates a system anomaly, the data transmission control system 100 places the output in a safe output state 630 or a verified acceptable state. The safe output state 630 can be set according to the safety requirements of the vehicle control system, such as stopping the output of abnormal data, maintaining the last valid output, outputting a preset safety value, or triggering an alarm. The verified acceptable state can be a state that has been confirmed by the system design not to lead to dangerous control results. Since continuing to output unverified data in an abnormal state may cause control risks, placing the output in a safe output state 630 or an acceptable state can reduce the risk of erroneous output in abnormal situations.

[0197] In a fourth possible implementation, isolation measures are implemented for signal acquisition, communication interfaces, and power supply interfaces to prevent a single random fault from propagating to other functional units. These isolation measures may include electrical isolation, communication isolation, power supply isolation, or logical isolation. Signal acquisition isolation can reduce the impact of external input anomalies on the controller's internal circuitry; communication isolation can reduce the impact of a single communication interface 730 anomaly on other communication links; and power supply isolation can reduce the impact of a single power supply branch anomaly on other power supply branches. This improves the system's resistance to fault propagation.

[0198] In a fifth possible implementation, the fault diagnosis unit 140 can associate the fault alarm information 620 with gateway redundancy processing, message acknowledgment processing, or safety output processing. When the fault alarm information 620 indicates an abnormality in the first gateway 121, the system can prioritize using the running vehicle data corresponding to the third gateway 123; when the fault alarm information 620 indicates an abnormality in the second gateway 122, the system can prioritize using the parked vehicle data corresponding to the fourth gateway 124; when the fault alarm information 620 indicates an abnormal communication status, the system can suspend sending acknowledgment message 460 or trigger a communication recovery process. Therefore, the fault diagnosis results are not only used for alarms but can also participate in the adjustment of system operation strategies.

[0199] It should be noted that, Figure 6 The fault diagnosis methods, system status data types, fault alarm information output methods, power supply branch forms, safety output states, isolation measures, and fault handling strategies shown are for illustrative purposes only and do not constitute a limitation on the embodiments of this application. In other possible implementations, the system status data acquired by the fault diagnosis unit 140, the output form of the fault alarm information 620, the number of power supply branches included in the redundant power supply unit 150, the coupling power supply method, and the handling strategies adopted when the system is abnormal can all be set according to the actual vehicle control scenario.

[0200] See Figure 7This application also provides an electronic device. The electronic device may include a processor 710, a memory 720, a communication interface 730, and a bus 740. The memory 720 stores computer programs, and the processor 710 executes the computer programs stored in the memory 720 to cause the electronic device to perform a data transmission control method. The communication interface 730 can be used to communicate with a controller, gateway, vehicle control system, data control system, or other devices. The bus 740 can be used to transmit data between the processor 710, the memory 720, and the communication interface 730.

[0201] In one possible implementation, the electronic device may be a gateway device, a controller, an industrial control computer, a server, or an embedded control device. The processor 710 can execute program logic such as data reception, data type judgment, voting algorithm, message verification, serial number verification, variable conversion, confirmation information generation, fault diagnosis, and safety output control. The memory 720 can store variable tables, message formats, voting algorithms, vehicle identifiers, gateway configuration parameters, fault codes, and historical data. The communication interface 730 may include an industrial Ethernet interface, a serial communication interface, a radio communication interface, or a ring network communication interface. Therefore, the electronic device can implement the data transmission control method of this application embodiment in software, hardware, or a combination of both.

[0202] See Figure 8 The data transmission control system 100 may further include signal acquisition and distribution logic and a graphical configuration tool 840. The signal acquisition and distribution logic can be implemented through a signal distribution unit 820, which distributes the control command signal 810 or the vehicle feedback signal 811 into multiple acquisition signals, which are then input to the first acquisition board 831, the second acquisition board 832, and the third acquisition board 833, respectively. The graphical configuration tool 840 is used to configure at least one of the following: vehicle status recognition logic, gateway forwarding logic, voting algorithm logic, message verification logic, variable conversion logic, fault diagnosis logic, and safety output logic. It can also form control logic 850 and then send it to the receiving object 860. Figure 8 The structure shown is used to illustrate the relationship between signal acquisition and configuration, and does not require that the graphical configuration tool 840 be set in the same device as the controller. Figure 8 The signal acquisition and configuration structure shown can be applied to Figure 1 The data transmission control system 100 shown can also be applied to other suitable data transmission control systems. For ease of explanation, this embodiment uses... Figure 1 The data transmission control system 100 shown is illustrated by example, which includes a signal distribution unit 820, multiple acquisition boards, and a graphical configuration tool 840.

[0203] This embodiment provides the following possible implementation methods for signal acquisition and configuration.

[0204] In a first possible implementation, a control command signal 810 or a vehicle feedback signal 811 is distributed by the signal distribution unit 820 into multiple acquisition signals. These multiple acquisition signals are respectively input to the first acquisition board 831, the second acquisition board 832, and the third acquisition board 833, and are received by the controller group 110. Since the multiple acquisition signals originate from the same original signal, the data received by the controller group 110 has service consistency; since the multiple acquisition signals are input via different acquisition boards, the acquisition paths are independent. Therefore, the controller group 110 can provide consistently sourced and path-independent acquisition data for subsequent variable judgment or voting algorithm judgment.

[0205] In a second possible implementation, the first acquisition board 831, the second acquisition board 832, and the third acquisition board 833 can be multiple digital input acquisition boards, each receiving one acquisition signal. The digital input acquisition boards can be used to acquire dry contact signals, status change commands, or radio status signals. If one digital input acquisition board malfunctions, the other digital input acquisition boards can still acquire the corresponding signal. This reduces the impact of a single acquisition board malfunction on the overall acquisition results.

[0206] In one possible implementation, the first acquisition board 831, the second acquisition board 832, and the third acquisition board 833 can also be analog input acquisition boards, or they can include digital input channels and analog input channels. The analog input acquisition boards can acquire voltage signals, current signals, or other continuously changing signals, and convert the acquisition results into analog data that the controller group 110 can process. Digital signals and analog signals can be input to the controller group 110 through their respective acquisition channels.

[0207] In a third possible implementation, the graphical configuration tool 840 provides functions for dragging and dropping function blocks, configuring parameters, connecting logic, reusing functions, and porting projects. Function blocks may include data receiving function blocks, voting judgment function blocks, gateway forwarding function blocks, message verification function blocks, sequence number verification function blocks, variable conversion function blocks, fault diagnosis function blocks, and security output function blocks. The graphical configuration tool 840 can form control logic 850 by dragging and dropping function blocks, and determine the number of controllers, the number of gateways, variable identifiers, message formats, or fault alarm policies through parameter configuration. This reduces the workload of directly writing low-level code, lowers the probability of configuration errors, and shortens the system maintenance cycle.

[0208] In a fourth possible implementation, the graphical configuration tool 840 configures at least one of the following: vehicle status recognition logic, gateway forwarding logic, voting algorithm logic, message verification logic, and fault handling logic. Since different vehicle routes, vehicle groups, numbers of gateways, or numbers of controllers may correspond to different engineering parameters, rewriting the control program for each application would increase development and testing workload. By configuring the logic through the graphical configuration tool 840, engineering parameters can be adjusted without changing the hardware structure. This improves the system's adaptability to different projects and vehicle control scenarios.

[0209] In one possible implementation, the graphical configuration tool 840 can also provide simulation operation, preview, real-time status display, and simulation verification functions. The graphical configuration tool 840 can display data flow, node status, verification results, or communication link status before the control logic 850 is issued, and can verify whether the control logic 850 and parameter configuration meet preset requirements through simulation operation.

[0210] In a fifth possible implementation, the configuration generated by the graphical configuration tool 840 can be distributed to a distribution object 860, which may include a controller group 110 or a gateway system 120. The controller group 110 can perform variable judgment and point-to-point variable exchange according to the same configuration, while the gateway system 120 can perform data reception, voting algorithm judgment, and target data forwarding according to the corresponding configuration. By unifying the configuration, data identification errors caused by configuration inconsistencies between the controller and the gateway can be reduced. This improves system configuration consistency and debugging efficiency.

[0211] It should be noted that the method by which the signal distribution unit 820 distributes the control command signal 810 or the vehicle feedback signal 811 in this embodiment, and the method by which the first acquisition board 831, the second acquisition board 832, and the third acquisition board 833 acquire multiple acquisition signals, are merely illustrative examples and do not constitute a limitation on the embodiments of this application. In other possible implementations, the type of signal to be allocated, the number of acquisition signals, the number of acquisition boards, the type of acquisition boards, and the correspondence between acquisition signals and acquisition boards can all be set according to actual signal acquisition requirements.

[0212] It should also be noted that the functions provided by the graphical configuration tool 840, the configured control logic, and the method of distributing the control logic 850 in this embodiment are merely illustrative examples and do not constitute a limitation on the embodiments of this application. In other possible implementations, the graphical configuration tool 840 can configure other types of control logic, or can form the control logic 850 in other ways. The distribution objects 860 may include the controller group 110, the gateway system 120, or other devices capable of executing the control logic 850. The deployment location, function block type, parameter configuration content, and the number and type of distribution objects 860 of the graphical configuration tool 840 can all be set according to the actual vehicle control scenario.

[0213] exist Figure 8 Based on the signal acquisition and graphical configuration structure shown, the following section combines... Figure 9 The modular structure of the data transmission control device is described.

[0214] See Figure 9 The data transmission control device 900 can be applied to the gateway system 120. The data transmission control device 900 may include a receiving module 910, a determining module 920, a forwarding module 930, a processing module 940, and an acknowledgment module 950. Figure 9 This description is used to indicate the functional composition of the data transmission control device 900, and does not imply that each module must conform to... Figure 9 The data transmission control device 900 can be applied to the sequential execution of the arranged positions. Figure 1 The gateway system 120 shown can be accessed via... Figure 9 The functional modules shown are implemented Figure 2 or Figure 4 The corresponding data transmission control method. The data transmission control device 900 can also be applied to other suitable gateway systems. For ease of explanation, this embodiment uses the data transmission control device 900 applied to... Figure 1 The gateway system 120 shown is used as an example for illustration.

[0215] The receiving module 910 can receive multiple running vehicle data sent by the controller group 110 via multiple first transmission paths through the first gateway 121, and can receive multiple parked vehicle data sent by the controller group 110 via multiple second transmission paths through the second gateway 122. Each running vehicle data can be sent by one controller in the controller group 110 and transmitted through one first transmission path. Each parked vehicle data can be sent by one controller in the controller group 110 and transmitted through one second transmission path.

[0216] In one possible implementation, the gateway system 120 may further include a third gateway 123 and a fourth gateway 124. The receiving module 910 may also receive multiple running vehicle data transmitted by the controller group 110 via multiple third transmission paths through the third gateway 123, and may receive multiple parked vehicle data transmitted by the controller group 110 via multiple fourth transmission paths through the fourth gateway 124. The first gateway 121 and the third gateway 123 may each receive the same multiple running vehicle data, and the second gateway 122 and the fourth gateway 124 may each receive the same multiple parked vehicle data.

[0217] The determining module 920 can determine the target operating vehicle data from multiple operating vehicle data sets based on a voting algorithm via the first gateway 121, and can determine the target parked vehicle data from multiple parked vehicle data sets based on a voting algorithm via the second gateway 122. The specific implementation process is similar to the process described above where the first gateway 121 determines the target operating vehicle data from multiple operating vehicle data sets using a voting algorithm; details can be found in the relevant descriptions above and will not be repeated here. If the gateway system 120 also includes a third gateway 123 and a fourth gateway 124, the determining module 920 can also determine the target operating vehicle data from multiple operating vehicle data sets via the third gateway 123, and the target parked vehicle data from multiple parked vehicle data sets via the fourth gateway 124.

[0218] The forwarding module 930 can forward target operating vehicle data through the first gateway 121 or the third gateway 123, and target parked vehicle data through the second gateway 122 or the fourth gateway 124. For example, the forwarding module 930 can forward target operating vehicle data or target parked vehicle data to the vehicle control system 130. In other possible embodiments, the forwarding module 930 can also forward target operating vehicle data or target parked vehicle data to subsequent communication equipment or other vehicle control units.

[0219] Through the receiving module 910, determining module 920, and forwarding module 930, the data transmission control device 900 can direct running vehicle data and parked vehicle data to their respective gateway processing branches, and the corresponding gateway can determine the target vehicle data based on multiple data sets of the same type. This reduces the possibility of mutual interference when different types of vehicle data are concentrated in the same gateway processing flow, and minimizes the impact of anomalies in a single controller or transmission path on the determination result of the target vehicle data.

[0220] In practical applications, the receiving module 910 can also receive the running vehicle feedback message sent by the vehicle control system 130 through the first gateway 121 or the third gateway 123, and can receive the parked vehicle feedback message sent by the vehicle control system 130 through the second gateway 122 or the fourth gateway 124.

[0221] The processing module 940 can perform cyclic redundancy check and sequence number verification on the feedback messages from operating vehicles or parked vehicles received by the receiving module 910. The processing module 940 can determine the vehicle feedback messages that pass the cyclic redundancy check and sequence number verification as valid feedback messages and can convert the valid feedback messages into ring network variables. The first gateway 121 or the third gateway 123 can send the first ring network variable obtained from the feedback messages from operating vehicles to the controller group 110, and the second gateway 122 or the fourth gateway 124 can send the second ring network variable obtained from the feedback messages from parked vehicles to the controller group 110.

[0222] By performing cyclic redundancy check and sequence number verification on vehicle feedback messages through processing module 940, the possibility of data errors, sequence anomalies, or duplicate vehicle feedback messages entering subsequent processing flows can be reduced. Processing module 940 converts valid feedback messages into ring network variables, enabling data format interoperability between vehicle-side messages and controller-side internal variables.

[0223] The acknowledgment module 950 can receive acknowledgment information sent by the target controller in the controller group 110. The acknowledgment information may carry a message identifier or sequence number of a valid feedback message. The acknowledgment module 950 can generate an acknowledgment message based on the acknowledgment information and can send the acknowledgment message to the vehicle control system 130 through the gateway that received the valid feedback message. The acknowledgment message can instruct the vehicle control system 130 to stop sending vehicle feedback messages corresponding to the message identifier or sequence number.

[0224] The confirmation module 950 can establish a correspondence between the confirmation message and the vehicle feedback message that has been processed, so that the vehicle control system 130 stops sending vehicle feedback messages that have been effectively received and processed, thereby reducing the occupation of vehicle-to-ground communication link and gateway processing resources by duplicate messages.

[0225] The receiving module 910, processing module 940, and confirmation module 950 can form a processing branch for vehicle feedback messages. The receiving module 910 receives vehicle feedback messages, the processing module 940 verifies and converts the vehicle feedback messages, and the confirmation module 950 sends a confirmation message to the vehicle control system 130 based on the confirmation information sent by the target controller. The receiving module 910, confirmation module 920, and forwarding module 930 can form a processing branch for vehicle data. The two processing branches can be executed separately according to the actual data type transmitted, without requiring each module to follow a specific procedure. Figure 9 The order of operations is executed sequentially.

[0226] It should be noted that, Figure 9The functional division of the data transmission control device 900 and the receiving module 910, determining module 920, forwarding module 930, processing module 940, and confirmation module 950 shown is merely illustrative and does not constitute a limitation on the embodiments of this application. In other possible implementations, two or more modules can be integrated into one module, and a module can also be divided into multiple sub-modules according to its different functions. For example, the processing module 940 and the confirmation module 950 can be integrated into a feedback message processing module, and the determining module 920 and the forwarding module 930 can also be integrated into a target data processing module.

[0227] It should also be noted that, Figure 9 Each module shown can be implemented through software, hardware, or a combination of software and hardware, and can be located in one or more of the first gateway 121, the second gateway 122, the third gateway 123, and the fourth gateway 124. The number, deployment location, functional division, and data interaction relationship of each module can be set according to the number of gateways, data types, communication architecture, and vehicle control scenario, and this application embodiment does not limit this.

[0228] It should also be noted that the high-speed maglev vehicle in this application embodiment is merely an example. Trains, other high-speed vehicles that require frequent data interaction between the vehicle and the ground may also face resource consumption issues due to the high-frequency transmission of operational data and the low-frequency triggering of stored data. Therefore, this application embodiment can be applied to high-speed maglev zone control scenarios, as well as other vehicle data transmission control scenarios. This application embodiment does not limit the specific vehicle type, communication protocol, gateway model, controller model, acquisition board model, power supply voltage, or cabinet layout.

[0229] This application also provides a data transmission control device. The device is applied to a gateway system, which includes a first gateway and a second gateway. The device includes a data receiving module and a forwarding module. The data receiving module is used to receive, via the first gateway, multiple operating vehicle data sent by multiple controllers through multiple first transmission paths, or via the second gateway, multiple parked vehicle data sent by multiple controllers through multiple second transmission paths. The forwarding module is used to forward target operating vehicle data via the first gateway when multiple operating vehicle data are received via the first gateway. The forwarding module is used to forward target parked vehicle data via the second gateway when multiple parked vehicle data are received via the second gateway.

[0230] It should be noted that the modules in the device can be implemented using software, hardware, or a combination of both. The module division is for illustrative purposes only; in actual implementation, multiple modules can be merged into one module, or a single module can be split into multiple sub-modules.

[0231] This application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements a data transmission control method. The computer-readable storage medium may include a read-only memory, random access memory, a magnetic disk, an optical disk, flash memory, or other media capable of storing program code.

[0232] This application also provides a computer program product containing instructions that, when run on a computing device, cause the computing device to execute the above-described data transmission control method.

[0233] In the embodiments of this application, "at least one" refers to one or more, and "multiple" refers to two or more. "And / or" is used to describe the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: only A exists, both A and B exist, or only B exists.

[0234] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can make equivalent modifications or substitutions to the above embodiments within the scope of the technology disclosed in this application, and such modifications or substitutions should all be covered within the scope of protection of this application.

Claims

1. A data transmission control method, characterized in that, The method is executed by a gateway system, which includes a first gateway and a second gateway, and the method includes: The system utilizes the first gateway to receive multiple running vehicle data sent by multiple controllers through multiple first transmission paths, and the second gateway to receive multiple parked vehicle data sent by multiple controllers through multiple second transmission paths. Each running vehicle data is sent by one of the multiple controllers and transmitted through one of the multiple first transmission paths. The running vehicle data is data generated during vehicle operation. Each parked vehicle data is sent by one of the multiple controllers and transmitted through one of the multiple second transmission paths. The parked vehicle data is data generated when a vehicle enters a parking state or a parking state. When receiving the multiple operating vehicle data using the first gateway, the first gateway determines the target operating vehicle data from the multiple operating vehicle data based on a voting algorithm, and forwards the target operating vehicle data using the first gateway. When receiving the multiple parked vehicle data using the second gateway, the second gateway determines the target parked vehicle data from the multiple parked vehicle data based on a voting algorithm, and forwards the target parked vehicle data using the second gateway.

2. The method according to claim 1, characterized in that, The gateway system further includes a third gateway and a fourth gateway, and the method further includes: The third gateway is used to receive the multiple running vehicle data sent by the multiple controllers through multiple third transmission paths, and the fourth gateway is used to receive the multiple parked vehicle data sent by the multiple controllers through multiple fourth transmission paths, wherein each running vehicle data is transmitted through one of the multiple third transmission paths, and each parked vehicle data is transmitted through one of the multiple fourth transmission paths. When receiving the multiple operating vehicle data using the third gateway, the third gateway determines the target operating vehicle data from the multiple operating vehicle data based on a voting algorithm, and forwards the target operating vehicle data using the third gateway. When receiving the multiple parked vehicle data using the fourth gateway, the fourth gateway is used to determine the target parked vehicle data from the multiple parked vehicle data based on a voting algorithm, and the fourth gateway is used to forward the target parked vehicle data. The multiple first transmission paths and the multiple third transmission paths transmit the same data of the multiple operating vehicles, while the multiple second transmission paths and the multiple fourth transmission paths transmit the same data of the multiple parked vehicles.

3. The method according to claim 1, characterized in that, The running vehicle data is dynamic real-time data continuously generated during vehicle operation, while the parked vehicle data is event-type data generated when a vehicle enters a parking or storage state. The sending frequency of the running vehicle data is higher than that of the parked vehicle data.

4. The method according to claim 2, characterized in that, The method further includes: Radio status variables are received through the first gateway, the second gateway, the third gateway, and the fourth gateway, respectively. The radio status variables include at least one of vehicle identification, control commands, and vehicle feedback variables.

5. The method according to claim 2, characterized in that, The method further includes: The system receives a running vehicle feedback message from the vehicle control system via the first gateway or the third gateway, and receives a parked vehicle feedback message from the vehicle control system via the second gateway or the fourth gateway. The running vehicle feedback message is a vehicle feedback message carrying the running vehicle data, and the parked vehicle feedback message is a vehicle feedback message carrying the parked vehicle data. Cyclic redundancy check and sequence number check are performed on the received feedback messages from the operating vehicles or the parked vehicles. If the feedback message from the operating vehicle passes the cyclic redundancy check and the serial number check, the feedback message from the operating vehicle is converted into a first ring network variable. If the feedback message of the parked vehicle passes the cyclic redundancy check and the serial number check, the feedback message of the parked vehicle is converted into a second ring network variable. The first ring network variable and the second ring network variable are sent to the plurality of controllers.

6. The method according to claim 5, characterized in that, After sending the first ring network variable and the second ring network variable to the plurality of controllers, the method further includes: The system receives confirmation information sent by the target controller among the plurality of controllers. The confirmation information carries the message identifier or sequence number of a valid feedback message. The valid feedback message is either the feedback message of the running vehicle or the feedback message of the parked vehicle that has passed cyclic redundancy check and sequence number check. Based on the confirmation information, a confirmation message is forwarded to the vehicle control system. The confirmation message is used to instruct the vehicle control system to stop sending vehicle feedback messages corresponding to the message identifier or the serial number. The vehicle feedback message is either a running vehicle feedback message or a parked vehicle feedback message.

7. A data transmission control system, characterized in that, It includes multiple controllers and gateway systems, wherein the gateway system includes a first gateway and a second gateway; The multiple controllers are used to send multiple running vehicle data to the first gateway through multiple first transmission paths, and to send multiple parked vehicle data to the second gateway through multiple second transmission paths. The running vehicle data is data generated during vehicle operation, and the parked vehicle data is data generated when the vehicle enters a parking state or a parking state. Each of the multiple operating vehicle data is sent by one of the multiple controllers, and each operating vehicle data is transmitted through one of the multiple first transmission paths; Each of the multiple parking vehicle data is sent by one of the multiple controllers, and each parking vehicle data is transmitted through one of the multiple second transmission paths; The first gateway is used to determine the target operating vehicle data from the plurality of operating vehicle data based on a voting algorithm when it receives the plurality of operating vehicle data, and to forward the target operating vehicle data; The second gateway is used to determine the target parked vehicle data from the plurality of parked vehicle data based on the voting algorithm when it receives the plurality of parked vehicle data, and to forward the target parked vehicle data.

8. The data transmission control system according to claim 7, characterized in that, The data transmission control system also includes a fault diagnosis unit; The fault diagnosis unit is used to acquire system status data of the data transmission control system. The system status data includes at least one of the following: program storage status, data bus status, communication status, signal acquisition status, power supply status, cabinet temperature, and fan status. The fault diagnosis unit is also used to determine the fault unit and fault type based on the system status data, and output fault alarm information, which is used to indicate the fault unit and the fault type.

9. The data transmission control system according to claim 7, characterized in that, The data transmission control system further includes a redundant power supply unit, which includes a first power supply branch, a second power supply branch, and a coupling power supply unit. The first power supply branch is used to convert AC power into a first DC power; The second power supply branch is used to convert direct current into a second type of direct current; The coupling power supply unit is used to supply power to the gateway system through the first DC power and the second DC power; In the event of an anomaly in the first power supply branch, the coupling power supply unit is used to supply power to the gateway system through the second power supply branch; In the event of an anomaly in the second power supply branch, the coupling power supply unit is used to supply power to the gateway system through the first power supply branch.

10. A data transmission control device, characterized in that, The device is used in a gateway system, the gateway system including a first gateway and a second gateway, and the device includes: The data receiving module is configured to receive multiple running vehicle data sent by multiple controllers through multiple first transmission paths using the first gateway, and to receive multiple parked vehicle data sent by multiple controllers through multiple second transmission paths using the second gateway. Each running vehicle data is sent by one of the multiple controllers and transmitted through one of the multiple first transmission paths. The running vehicle data is data generated during vehicle operation. Each parked vehicle data is sent by one of the multiple controllers and transmitted through one of the multiple second transmission paths. The parked vehicle data is data generated when a vehicle enters a parking state or a parking state. The forwarding module is configured to, when receiving the multiple operating vehicle data using the first gateway, determine the target operating vehicle data from the multiple operating vehicle data using the first gateway based on a voting algorithm, and forward the target operating vehicle data using the first gateway; and when receiving the multiple parked vehicle data using the second gateway, determine the target parked vehicle data from the multiple parked vehicle data using the second gateway based on a voting algorithm, and forward the target parked vehicle data using the second gateway.

11. An electronic device, characterized in that, It includes a processor and a memory, the memory being used to store a computer program, and the processor being used to execute the computer program stored in the memory to cause the electronic device to perform the data transmission control method as described in any one of claims 1 to 6.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the data transmission control method as described in any one of claims 1 to 6.

13. A computer program product containing instructions, characterized in that, When it is run on a computing device, it causes the computing device to perform the method as described in any one of claims 1 to 6.

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