CN108205305B

CN108205305B - Train network control system and method based on CAN

Info

Publication number: CN108205305B
Application number: CN201611183425.6A
Authority: CN
Inventors: 刘赛武; 陈艳军; 徐晓波; 杜骞; 杨琼
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2016-12-20
Filing date: 2016-12-20
Publication date: 2020-05-19
Anticipated expiration: 2036-12-20
Also published as: CN108205305A

Abstract

The invention provides a train network control system and a method based on CAN, wherein the system comprises a first control unit, a CAN train bus, a sub-control unit corresponding to each vehicle and a CAN vehicle bus, wherein the CAN train bus is in real-time communication connection with the first control unit; the first control unit is in real-time communication connection with the plurality of sub-control units through a CAN train bus; each sub-control unit is in real-time communication connection with the first unit and the second unit of the vehicle through the first CAN bus and the second CAN bus of the vehicle to which the sub-control unit belongs; each sub-control unit is in real-time communication connection through a CAN train bus; and when detecting that the first CAN bus and/or the second CAN bus have fault or redundant information, each sub-control unit transfers the CAN messages on the first CAN bus and/or the second CAN bus to the third CAN bus. The invention can effectively improve the reliability of the system and the real-time property of signal transmission, and reduce the cost and the hardware development difficulty.

Description

Train network control system and method based on CAN

Technical Field

The invention relates to the technical field of train communication, in particular to a train network control system and method based on a CAN.

Background

With the continuous development of a CAN (Controller Area Network) Network technology, the CAN technology has corresponding international standards in the field of trains, the real-time performance of signal transmission is better, the CAN technology has large-scale and mature application on automobiles, a CAN Network data link layer conforms to the ISO 11898-1 standard, and a physical layer conforms to the ISO 11898-2 standard.

In order to solve the problem of network control of light rails, in the related art, for example, in the invention patent with publication number CN201410232398 and invention name "train network control system", a main control unit and a network control subsystem corresponding to each vehicle; each network control subsystem comprises an ETBN and an Ethernet interface gateway, and the Ethernet interface gateway is connected with the ETBN through a first Ethernet interface; the Ethernet interface gateway is connected with the vehicle-mounted equipment on the vehicle through an equipment network interface; the adjacent network control subsystems are connected through adjacent ETBN, and the adjacent ETBN are connected through a second Ethernet interface; the main control unit is connected with ETBN in the network control subsystem through a first Ethernet interface, obtains the running state information of the train through the ETBN in each network control subsystem, and sends a control signal according to the running state information.

For another example, in the invention patent with publication number CN201610003634 and the title "TCN-based train network control system", a first CCU control unit, a WTB train bus and an MVB vehicle bus; the MVB vehicle bus comprises a first-level MVB bus and a second-level MVB bus which are mutually independent; the WTB train bus is in communication connection with the first CCU control unit through the gateway; the first CCU control unit is in communication connection with a first class control subsystem of the train through a first-level MVB bus and is in communication connection with a second class control subsystem through a second-level MVB bus; the first type of control subsystem is a control system on the train, wherein the required value of the communication bandwidth is larger than a preset value, and the second type of control subsystem is a control system, wherein the required value of the communication bandwidth is smaller than or equal to the preset value.

In the first mode, since the patent CN201410232398 constructs a train control network based on ethernet, the ethernet has the advantages of fast transmission rate and the disadvantages of poor real-time performance, which is very important for train control; in the second mode, since the CN201610003634 is based on the TCN to construct a train network control system, the TCN standard has the advantages that the technology is stable and mature, but the core software technology and hardware are only mastered by a few manufacturers, the acquisition cost is high, the future development is easily restricted, and the difficulty of the matching development is high.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.

Therefore, an object of the present invention is to provide a train network control system based on CAN, which CAN effectively improve the reliability of the system, improve the real-time performance of signal transmission, reduce the cost and hardware development difficulty, and is not limited by people.

The invention also aims to provide a train network control method based on the CAN.

In order to achieve the above object, a train network control system based on CAN according to an embodiment of the first aspect of the present invention includes: the CAN vehicle control system comprises a first control unit, a CAN train bus, a sub-control unit corresponding to each vehicle and a CAN vehicle bus corresponding to each vehicle, wherein each CAN vehicle bus comprises a first CAN bus, a second CAN bus and a third CAN bus which are independent from each other, and the CAN train bus is in real-time communication connection with the first control unit through a first gateway; the first control unit is in real-time communication connection with a plurality of sub-control units through the CAN train bus; each sub-control unit is in real-time communication connection with a first unit of the vehicle through a first CAN bus of the vehicle to which the sub-control unit belongs; each sub-control unit is in real-time communication connection with a second unit of the vehicle through a second CAN bus of the vehicle, wherein the first unit and the second unit have different functions; the sub-control units corresponding to each vehicle are in real-time communication connection through a CAN train bus; and each sub-control unit respectively detects faults or redundancy of the first CAN bus and/or the second CAN bus, and when the first CAN bus and/or the second CAN bus are detected to have fault or redundancy information, the CAN messages on the first CAN bus and/or the second CAN bus are transferred to the third CAN bus so as to be in real-time communication connection with the first unit and/or the second unit of the vehicle through the third CAN bus.

In the train network control system based on the CAN provided by the embodiment of the first aspect of the invention, the real-time communication connection between the CAN train bus and the first control unit is established through the first gateway; the first control unit is in real-time communication connection with the plurality of sub-control units through a CAN train bus; each sub-control unit is in real-time communication connection with the first unit and the second unit of the vehicle through the first CAN bus and the second CAN bus of the vehicle to which the sub-control unit belongs; the sub-control units corresponding to each vehicle are in real-time communication connection through a CAN train bus; when each sub-control unit detects that the first CAN bus and/or the second CAN bus has faults or redundant information, the CAN messages on the first CAN bus and/or the second CAN bus are transferred to the third CAN bus, so that the reliability of the system CAN be effectively improved, the real-time performance of signal transmission is improved, the cost and the hardware development difficulty are reduced, and the sub-control units are not limited by people.

In order to achieve the above object, a train network control method based on CAN according to an embodiment of a second aspect of the present invention includes: establishing real-time communication connection between a CAN train bus and a first control unit through a first gateway; establishing real-time communication connection between the first control unit and the plurality of sub-control units through the CAN train bus; establishing real-time communication connection between each sub-control unit and a first unit of the vehicle through a first CAN bus of the vehicle to which each sub-control unit belongs; establishing real-time communication connection between each sub-control unit and a second unit of the vehicle through a second CAN bus of the vehicle to which each sub-control unit belongs, wherein the functions of the first unit and the second unit are different; establishing real-time communication connection between the sub-control units corresponding to each vehicle through the CAN train bus; and respectively carrying out fault or redundancy detection on the first CAN bus and/or the second CAN bus, and when fault or redundancy information exists on the first CAN bus and/or the second CAN bus, transferring the CAN message on the first CAN bus and/or the second CAN bus to the third CAN bus so as to carry out real-time communication connection with the first unit and/or the second unit of the vehicle through the third CAN bus.

In the train network control method based on the CAN provided by the embodiment of the second aspect of the invention, the real-time communication connection between the CAN train bus and the first control unit is established through the first gateway; the first control unit is in real-time communication connection with the plurality of sub-control units through a CAN train bus; each sub-control unit is in real-time communication connection with the first unit and the second unit of the vehicle through the first CAN bus and the second CAN bus of the vehicle to which the sub-control unit belongs; the sub-control units corresponding to each vehicle are in real-time communication connection through a CAN train bus; when each sub-control unit detects that the first CAN bus and/or the second CAN bus has faults or redundant information, the CAN messages on the first CAN bus and/or the second CAN bus are transferred to the third CAN bus, so that the reliability of the system CAN be effectively improved, the real-time performance of signal transmission is improved, the cost and the hardware development difficulty are reduced, and the sub-control units are not limited by people.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic structural diagram of a train network control system based on CAN according to an embodiment of the present invention;

FIG. 2 is a single gateway network topology according to an embodiment of the present invention;

FIG. 3 is a topology diagram of a multi-gateway parallel network according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a single gateway type train control network according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a multi-gateway parallel train control network according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a train network control system based on CAN according to another embodiment of the present invention;

fig. 7 is a schematic flowchart of a train network control method based on CAN according to an embodiment of the present invention;

fig. 8 is a schematic flow chart of a train network control method based on CAN according to another embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. On the contrary, the embodiments of the invention include all changes, modifications and equivalents coming within the spirit and terms of the claims appended hereto.

Fig. 1 is a schematic structural diagram of a train network control system based on CAN according to an embodiment of the present invention.

Compared with the existing train control management network which generally adopts a TCN network and partially adopts an Ethernet, the train network control system based on the CAN disclosed by the invention is completely based on the CAN bus standard, has corresponding international standards in the field of trains, has better instantaneity of signal transmission and has large-scale and mature application on automobiles.

Compared with a TCN (train control network), the CAN-based train network has the advantages of lower control cost, no control by monopolized manufacturers, small development difficulty of application layer protocol standards and related control hardware, easiness in mastering core technology, simple structure, safety, reliability, mature technology, low cost, no limitation to people and the like.

Referring to fig. 1, the CAN-based train network control system includes: the CAN vehicle control system comprises a first control unit 100, a CAN train bus 200, a sub-control unit 300 corresponding to each vehicle, and a CAN vehicle bus 400 corresponding to each vehicle, wherein each CAN vehicle bus 400 comprises a first CAN bus 410, a second CAN bus 420 and a third CAN bus 430 which are independent from each other, and the CAN train bus 200 is in real-time communication connection with the first control unit 100 through a first gateway; the first control unit 100 is in real-time communication connection with a plurality of sub-control units 300 through a CAN train bus 200; each sub-control unit 300 is in real-time communication connection with the first unit of the belonging vehicle through the first CAN bus 410 of the belonging vehicle; each sub-control unit 300 is in real-time communication connection with a second unit of the belonging vehicle through a second CAN bus 420 of the belonging vehicle, wherein the functions of the first unit and the second unit are different; the sub-control units 300 corresponding to each vehicle are in real-time communication connection through the CAN train bus 200; each sub-control unit 300 respectively detects a fault or redundancy on the first CAN bus 410 and/or the second CAN bus 420, and when detecting that fault or redundancy information exists on the first CAN bus 410 and/or the second CAN bus 420, migrates the CAN messages on the first CAN bus 410 and/or the second CAN bus 420 to the third CAN bus 430, so as to perform real-time communication connection with the first unit and/or the second unit of the belonging vehicle through the third CAN bus 530.

In the embodiment of the invention, the train network control function comprises the functions of mainly bearing the management, state monitoring, fault diagnosis and recording of the train and subsystems thereof, at least comprises the functions of traction system monitoring, brake system monitoring, vehicle door monitoring, air conditioner monitoring, auxiliary power supply monitoring, passenger information system monitoring, cab display unit monitoring, emergency lighting control and the like, and provides various real-time control signals for each subsystem of the train. The whole control CAN adopt a simple and realizable single gateway structure or a multi-gateway parallel structure, all communication networks adopt CAN bus control, key structure points adopt coexistence of hard wires and network control, and the hard wires have priority.

The hard wire is a hard point connection, for example, a switch signal, a 4-20mA signal is directly transmitted to an opposite side through a cable, and the soft wire is used for signal transmission after digital conversion, for example, an RS485, a MOUDBUS and the like are used for firstly converting an analog signal into a digital quantity, transmitting the digital quantity to the opposite side and then decoding the digital quantity.

As an example, referring to fig. 2, fig. 2 is a single gateway network topology diagram according to an embodiment of the present invention, where CCU is a Central Control Unit (Central Control Unit), TCC is a Central traction Control Unit (Transmission Central Control Unit), and ATC is an Automatic Train Control system (Automatic Train Control), and the single gateway network topology diagram shown in fig. 2 is simple in structure, is suitable for building a test line, has a low network load rate, and can verify a new product and a new device.

As an example, referring to fig. 3, fig. 3 is a multi-gateway parallel network topology diagram according to an embodiment of the present invention, and the gateway redundancy is higher and more stable and reliable, and is suitable for a formal operation line, compared with the single-gateway network topology diagram shown in fig. 2.

In one embodiment of the present invention, the CAN-based train network control system includes: a first control unit 100.

In an embodiment of the present invention, the first control unit 100 may be, for example, a Programmable Logic Controller (PLC) or an Industrial Personal Computer (IPC).

Further, the first control unit 100 may include: a first central control unit CCU, a first central traction control unit TCC, and an automatic train control system ATC.

Unlike the CCU of the conventional column control technology which uses a chip for control, the CCU of the embodiment of the present invention uses a programmable logic controller or an industrial control computer, and integrates a Remote Input Output Module (RIOM).

As an example, referring to fig. 2 and 3, the CCU is core hardware of a train network control system, which is used for vehicle control, and its main functions may be divided into system control and monitoring, fault diagnosis, and the like. Further, the specific functions thereof include: and controlling high-voltage and low-voltage power-on and power-off, dormancy awakening, time synchronization, control of each subsystem part and the like. The main control means of the CCU are as follows: the system comprises a message and a hard-line signal, wherein the message is roughly divided into: status messages, control messages, and start messages, eight bytes per message, eight bits per byte.

Wherein the CCU may be, for example, a programmable logic controller or an industrial control computer, and the CCU integrates a RIOM, which is not embodied in the network topologies of fig. 2 and 3. The RIOM and the CCU are integrated together, the hardware form of the RIOM and the CCU is generally the integration of a PCI (Peripheral component interconnect) board, and the main function of the RIOM and the CCU is to realize the signal input and output of the CCU, including CAN signals and hard-line signals on the CAN train bus 200.

In the embodiment of the invention, the CCU is taken as an example of a programmable logic controller, and the CCU periodically reads input variables, executes the functions of application programs and refreshes output variables.

The TCC is core hardware of a traction system, and controls a Traction Controller (TCU) of the entire vehicle, and input commands thereof include load, acceleration and deceleration values, braking states, and the like of each compartment, and output commands thereof include motor torque, click execution value states, and the like.

The ATC is the core of the signal system and is connected with the transmission between the ground control center and the train, and the ground train control center controls the train through the ATC. The ATC includes 3 subsystems, which are: automatic Train Protection (ATP) system and Automatic Train Operation (ATO) system. And an Automatic Train Supervision (ATS) system. The ATC instructions are forwarded or judged by the train network control system to realize the control of the train, and the input and output data are the running state of the train.

In one embodiment of the present invention, the CAN-based train network control system includes: CAN train bus 200.

In an embodiment of the present invention, the baud rate of the CAN train bus 200 may be, for example, 500 Kbps.

Alternatively, after the train is powered on, the train network control system should complete network initialization and start normal operation within a preset time, for example, 60s, the baud rate of the CAN train bus 200 is 500Kbps, and the baud rate of the CAN vehicle bus 400 is 250 Kbps.

In the embodiment of the present invention, the CAN train bus 200 is connected to the first control unit 100 through the first gateway in real-time communication.

As an example, the first gateway, for example, gateway a in fig. 2, is responsible for forwarding the CAN signal on the CAN train bus 200, and implements communication of the CAN message of the CAN train bus 200 between cars and the network in the car.

In the embodiment of the present invention, the first control unit 100 is connected in real-time communication with the plurality of sub-control units 300 through the CAN train bus 200.

As an example, referring to fig. 4 and fig. 5, fig. 4 is a schematic diagram of a single-gateway train control network according to an embodiment of the present invention, fig. 5 is a schematic diagram of a multi-gateway parallel train control network according to an embodiment of the present invention, a first control unit 100 is, for example, a programmable logic controller, as CAN be seen from fig. 5, a CAN train bus 200 is a loop network, the first control unit 100 is redundant with the CAN train bus 200, and the first control unit 100 is in real-time communication connection with a plurality of sub-control units 300 through the CAN train bus 200.

It should be noted that the display screens in fig. 4 and 5 can display the train state and perform partial control on the train through the virtual switch.

In one embodiment of the present invention, the CAN-based train network control system includes: a sub-control unit 300 corresponding to each vehicle.

In the embodiment of the present invention, each sub-control unit 300 is connected with the first unit of the belonging vehicle through the first CAN bus 410 of the belonging vehicle in real-time communication; each sub-control unit 300 is connected to a second unit of the associated vehicle via a second CAN bus 420 of the associated vehicle in a real-time communication manner, wherein the first unit and the second unit have different functions.

In an embodiment of the invention, the first unit comprises at least one of: the system comprises a traction system, a brake system, an auxiliary power supply system, a tire pressure system, a black box, an electric leakage sensor, a cooling system, a DC converter and a battery management system; the second unit includes at least one of: the system comprises a storage battery, a lighting system, an air conditioner control system, a whistle and a windshield wiper.

Specifically, the sub-control units 300 corresponding to each vehicle respectively control each car, the sub-units in each car are distinguished according to functions, and are respectively hung on two CAN networks, namely a traction power network (namely, a first CAN bus 410) and a comfort network (namely, a second CAN bus 420), and a CAN network (namely, a third CAN bus 430) is reserved for standby, so that the reliability of the system CAN be effectively improved. For example, referring to fig. 2 and 3, the CAN0 traction brake network is the first CAN bus 410 and the CAN1 comfort network is the second CAN bus 420, or, referring to fig. 4 and 5, CAN2 is the first CAN bus 410, CAN3 is the second CAN bus 420, and CAN1 is the third CAN bus 430.

The first unit is a subunit on the traction power grid, see fig. 2, and is, for example, a traction system, a tire pressure system, a black box, a brake system, an electric leakage sensor, a cooling system, a DC converter, a battery management system, a rear auxiliary controller, an auxiliary power supply system, and the like.

The core Control hardware of the traction system is a Traction Controller Unit (TCU) which is responsible for controlling motors, inverters and the like of each carriage; receiving a running direction, a traction braking command, a traction enabling signal, a first vehicle motor torque, a tail vehicle motor torque and the like, and outputting a motor rotating speed, a vehicle speed, a bus voltage and the like; and controlling the train to move forwards and backwards to finish the traction function of the train.

The core Control hardware of the Brake system is BCU (Brake Control Unit), for example, the core Control hardware of the Control system 1 in fig. 2 is BCU1, the core Control hardware of the Control system 2 is BCU2, the core Control hardware of the Control system 3 is BCU3, and the core Control hardware of the Control system 4 is BCU 4. The BCU controls a Brake assembly and an Electronic Parking Brake (EPB), realizes various braking modes such as conventional braking, emergency braking, parking braking, safety braking and the like, receives braking commands and feeds back the self-braking state.

The second unit is a sub-unit on the comfort net, for example, see fig. 2, and the second unit is, for example, a storage battery, a lighting system (headlamp controller/mood light control system), an auxiliary power supply assembly, an air conditioning control system, a siren, a wiper, or the like.

In the embodiment of the present invention, the sub-control units 300 corresponding to each vehicle are connected through the CAN train bus 200 in real-time communication.

As an example, referring to fig. 5, a train uses a two-level control network, that is, the interiors of cars communicate by using a CAN train bus 400, the cars communicate by using a CAN train bus 200, that is, the sub-control units 300 corresponding to each car are connected by using the CAN train bus 200 for real-time communication, and the train network adopts a redundant design, so that the reliability of the system CAN be ensured, and the train network CAN stably run.

In one embodiment of the present invention, the CAN-based train network control system includes: CAN vehicle bus 400 corresponding to each vehicle.

In an embodiment of the present invention, the baud rate of the CAN vehicle bus 400 may be, for example, 250 Kbps.

In an embodiment of the present invention, each CAN vehicle bus 400 includes a first CAN bus 410, a second CAN bus 420, and a third CAN bus 430 that are independent of each other.

In the embodiment of the present invention, each sub-control unit 300 respectively performs fault or redundancy detection on the first CAN bus 410 and/or the second CAN bus 420, and when detecting that fault or redundancy information exists on the first CAN bus 410 and/or the second CAN bus 420, migrates the CAN messages on the first CAN bus 410 and/or the second CAN bus 420 to the third CAN bus 430, so as to perform real-time communication connection with the first unit and/or the second unit of the belonging vehicle through the third CAN bus 430.

As an example, fig. 5 shows that CAN2 is a first CAN bus 410, CAN3 is a second CAN bus 420, and CAN1 is a third CAN bus 430, a CAN train bus 200 is a loop network, the first control unit 100 is redundant with the CAN train bus 200, the train uses a two-level control network, that is, the interior of each car uses a CAN vehicle bus 400 for communication, the cars use the CAN train buses 200 for communication, and the train network uses a redundant design, so that the reliability of the system CAN be ensured, and the train network CAN stably operate.

Optionally, each sub-control unit 300 performs fault or redundancy detection on the first CAN bus 410 and/or the second CAN bus 420, and when it is detected that fault or redundancy information exists on the first CAN bus 410 and/or the second CAN bus 420, the CAN messages on the first CAN bus 410 and/or the second CAN bus 420 are transferred to the third CAN bus 430, so that the stability of the system CAN be ensured, and the reliability of the system is improved, that is, under the condition that the network inside the vehicle fails, the normal operation of the communication network of the whole vehicle is not affected.

In some embodiments, referring to fig. 6, the CAN-based train network control system further includes: a diagnostic unit 500 and a second control unit 600.

In one embodiment of the present invention, the CAN-based train network control system includes: and the diagnosis unit 500 is configured to detect real-time communication connection between the CAN train bus 200 and the first control unit 100, obtain a detection result, and send the detection result to the second control unit 600.

In one embodiment of the present invention, the CAN-based train network control system includes: and the second control unit 600 is configured to trigger the CAN train bus 200 to perform real-time communication connection with the second control unit 600 through the second gateway when the detection result indicates that the real-time communication connection fails, and migrate the CAN packet in the real-time communication connection between the CAN train bus 200 and the first control unit 100 to the real-time communication connection between the CAN train bus 100 and the second control unit 600.

Optionally, the diagnosing unit 500 detects real-time communication connection between the CAN train bus 200 and the first control unit 100, and when the detection result indicates that the real-time communication connection has a fault, the diagnosing unit triggers the CAN train bus 200 to perform real-time communication connection with the second control unit 600 through the second gateway, and transfers the CAN message in the real-time communication connection between the CAN train bus 200 and the first control unit 100 to the real-time communication connection between the CAN train bus 100 and the second control unit 600, so that the reliability of the system CAN be enhanced, and the normal operation of the entire train communication network CAN be ensured.

In the embodiment, the real-time communication connection between the CAN train bus and the first control unit is established through the first gateway; the first control unit is in real-time communication connection with the plurality of sub-control units through a CAN train bus; each sub-control unit is in real-time communication connection with the first unit and the second unit of the vehicle through the first CAN bus and the second CAN bus of the vehicle to which the sub-control unit belongs; the sub-control units corresponding to each vehicle are in real-time communication connection through a CAN train bus; when each sub-control unit detects that the first CAN bus and/or the second CAN bus has faults or redundant information, the CAN messages on the first CAN bus and/or the second CAN bus are transferred to the third CAN bus, so that the reliability of the system CAN be effectively improved, the real-time performance of signal transmission is improved, the cost and the hardware development difficulty are reduced, and the sub-control units are not limited by people.

Fig. 7 is a schematic flow chart of a train network control method based on CAN according to an embodiment of the present invention.

Referring to fig. 7, the CAN-based train network control method includes:

s71: and establishing real-time communication connection between the CAN train bus and the first control unit through the first gateway.

In an embodiment of the invention, the baud rate of the CAN train bus may be, for example, 500Kbps and the baud rate of the CAN vehicle bus may be, for example, 250 Kbps.

In an embodiment of the invention, the first/second control unit is a programmable logic controller or an industrial control computer.

S72: and establishing real-time communication connection between the first control unit and the plurality of sub-control units through the CAN train bus.

S73: and establishing real-time communication connection between each sub-control unit and the first unit of the vehicle through the first CAN bus of the vehicle to which each sub-control unit belongs.

In an embodiment of the invention, the first unit comprises at least one of: a traction system, a brake system, an auxiliary power supply system, a tire pressure system, a black box, an electric leakage sensor, a cooling system, a DC converter, and a battery management system.

S74: and establishing real-time communication connection between each sub-control unit and a second unit of the belonging vehicle through a second CAN bus of the belonging vehicle of each sub-control unit, wherein the functions of the first unit and the second unit are different.

In an embodiment of the invention, the second unit comprises at least one of: the system comprises a storage battery, a lighting system, an air conditioner control system, a whistle and a windshield wiper.

S75: and establishing real-time communication connection between the sub-control units corresponding to each vehicle through the CAN train bus.

S76: and respectively carrying out fault or redundancy detection on the first CAN bus and/or the second CAN bus, and when fault or redundancy information exists on the first CAN bus and/or the second CAN bus, transferring the CAN message on the first CAN bus and/or the second CAN bus to a third CAN bus so as to carry out real-time communication connection with the first unit and/or the second unit of the vehicle to which the CAN message belongs through the third CAN bus.

In some embodiments, referring to fig. 8, the CAN-based train network control method further includes:

s81: and detecting the real-time communication connection between the CAN train bus and the first control unit to obtain a detection result, and sending the detection result to the second control unit.

S82: and when the detection result is that the real-time communication connection has a fault, triggering the CAN train bus to carry out real-time communication connection with the second control unit through the second gateway, and transferring a CAN message in the real-time communication connection between the CAN train bus and the first control unit to the real-time communication connection between the CAN train bus and the second control unit.

In this embodiment, the real-time communication connection between the CAN train bus and the first control unit is detected to obtain a detection result, when the detection result indicates that the real-time communication connection fails, the CAN train bus is triggered to be in real-time communication connection with the second control unit through the second gateway, and a CAN message in the real-time communication connection between the CAN train bus and the first control unit is migrated to the real-time communication connection between the CAN train bus and the second control unit, so that the reliability of the system CAN be enhanced, and the normal operation of the whole train communication network is ensured.

It should be noted that the explanation of the embodiment of the train network control system based on CAN in fig. 1 to fig. 6 is also applicable to the train network control method based on CAN in this embodiment, and the implementation principle is similar, and is not described herein again.

It should be noted that the terms "first," "second," and the like in the description of the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.

In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.

The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A CAN-based train network control system is characterized by comprising a first control unit, a CAN train bus, a sub-control unit corresponding to each vehicle, and a CAN vehicle bus corresponding to each vehicle, wherein each CAN vehicle bus comprises a first CAN bus, a second CAN bus and a third CAN bus which are independent from each other,

the CAN train bus is in real-time communication connection with the first control unit through a first gateway;

the first control unit is in real-time communication connection with a plurality of sub-control units through the CAN train bus;

each sub-control unit is in real-time communication connection with a first unit of the vehicle through the first CAN bus of the vehicle to which the sub-control unit belongs;

each sub-control unit is in real-time communication connection with a second unit of the vehicle through the second CAN bus of the vehicle, wherein the first unit and the second unit have different functions;

the sub-control units corresponding to each vehicle are in real-time communication connection through a CAN train bus;

and each sub-control unit respectively detects faults or redundancy of the first CAN bus and/or the second CAN bus, and when the first CAN bus and/or the second CAN bus are detected to have fault or redundancy information, the CAN messages on the first CAN bus and/or the second CAN bus are transferred to the third CAN bus so as to be in real-time communication connection with the first unit and/or the second unit of the vehicle through the third CAN bus.

2. The CAN-based train network control system of claim 1, further comprising: a diagnostic unit and a second control unit, wherein,

the diagnosis unit is used for detecting the real-time communication connection between the CAN train bus and the first control unit to obtain a detection result and sending the detection result to the second control unit;

and the second control unit is used for triggering the CAN train bus to carry out real-time communication connection with the second control unit through a second gateway when the detection result shows that the real-time communication connection has a fault, and migrating the CAN message in the real-time communication connection between the CAN train bus and the first control unit to the real-time communication connection between the CAN train bus and the second control unit.

3. The CAN-based train network control system of claim 1, wherein the first unit comprises at least one of:

a traction system, a brake system, an auxiliary power supply system, a tire pressure system, a black box, an electric leakage sensor, a cooling system, a DC converter, and a battery management system.

4. The CAN-based train network control system of claim 1, wherein the second unit comprises at least one of:

the system comprises a storage battery, a lighting system, an air conditioner control system, a whistle and a windshield wiper.

5. The CAN-based train network control system of claim 2, wherein the first/second control unit is a programmable logic controller or an industrial control computer.

6. A train network control method based on CAN is characterized by comprising the following steps:

establishing real-time communication connection between a CAN train bus and a first control unit through a first gateway;

establishing real-time communication connection between the first control unit and the plurality of sub-control units through the CAN train bus;

establishing real-time communication connection between each sub-control unit and a first unit of the vehicle through a first CAN bus of the vehicle to which each sub-control unit belongs;

establishing real-time communication connection between each sub-control unit and a second unit of the vehicle through a second CAN bus of the vehicle to which each sub-control unit belongs, wherein the functions of the first unit and the second unit are different;

establishing real-time communication connection between the sub-control units corresponding to each vehicle through the CAN train bus;

and respectively carrying out fault or redundancy detection on the first CAN bus and/or the second CAN bus, and when fault or redundancy information exists on the first CAN bus and/or the second CAN bus, transferring the CAN message on the first CAN bus and/or the second CAN bus to a third CAN bus so as to carry out real-time communication connection with the first unit and/or the second unit of the vehicle through the third CAN bus.

7. The CAN-based train network control method of claim 6, further comprising:

detecting real-time communication connection between the CAN train bus and the first control unit to obtain a detection result, and sending the detection result to a second control unit;

and when the detection result shows that the real-time communication connection has a fault, triggering the CAN train bus to carry out real-time communication connection with the second control unit through a second gateway, and transferring a CAN message in the real-time communication connection between the CAN train bus and the first control unit to the real-time communication connection between the CAN train bus and the second control unit.

8. The CAN-based train network control method of claim 6, wherein the first unit comprises at least one of:

9. The CAN-based train network control method of claim 6, wherein the second unit comprises at least one of:

10. The CAN-based train network control method of claim 7, wherein the first control unit/the second control unit is a programmable logic controller or an industrial control computer.