CN112141165A - EMUs train communication network topology structure based on ethernet - Google Patents
EMUs train communication network topology structure based on ethernet Download PDFInfo
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Abstract
The invention provides a communication network topology framework of a motor train unit train based on Ethernet, wherein the motor train unit train adopts an eight-marshalling form, and the eight-marshalling form is divided into two traction units, and the communication network topology framework is characterized in that: the train dynamic configuration is realized by adopting a train-level backbone network ETB between two traction units, four train-level backbone network nodes ETBN are arranged on the train-level backbone network ETB, two Ethernet relays EREP are connected in series between the two train-level backbone network nodes ETBN in each traction unit, a vehicle marshalling Ethernet node ECNN is arranged on the vehicle marshalling Ethernet ECN in each traction unit, the vehicle marshalling Ethernet nodes ECNN in each traction unit are connected in series and then connected with the train-level backbone network nodes ETBN, and each subsystem device is connected inside each carriage by taking the single vehicle marshalling Ethernet node ECNN as a center. The whole train adopts a motor train unit train network architecture of the Ethernet, so that the network load rate is reduced, the network communication design is simplified, and the safety and reliability of the train network are ensured through the redundancy design.
Description
Technical Field
The invention belongs to the technical field of train communication of motor train units, and particularly relates to a topological architecture of a communication network of a motor train unit train based on an Ethernet.
Background
At present, a communication network widely applied to a motor train unit train is a TCN train communication network architecture based on IEC61375 standard, a train communication network system adopts a two-level bus type topological architecture and is divided into a train-level WTB bus and a vehicle-level MVB bus, and a WTB/MVB gateway is adopted for data conversion between the train level and the vehicle level.
As shown in fig. 1, the train of the motor train unit adopts an eight-train formation form, the eight-train formation is divided into two traction units, the first compartment to the fourth compartment are one traction unit, and the fifth compartment to the eighth compartment are one traction unit. The cross-traction unit adopts a train-level WTB bus which has dynamic marshalling capability and can adapt to the dynamic configuration of a sixteen marshalling multi-connected train consisting of eight marshalling motor train units in one row or two eight marshalling motor train units in one row.
A vehicle-level MVB bus architecture is adopted in the traction unit, a train core computer with a Central Control Unit (CCU) is connected with all subsystems through the vehicle-level MVB bus to form a distributed communication network, the CCU is used for scheduling and managing all subsystems on the bus, and bus resources are distributed to avoid conflict and collision of data communication.
The topological structure has the defects that the transmission speed of a communication network bus is low, so that the network load rate of the motor train unit is high, the network load rate can reach 60% under severe working conditions, and communication blockage is easily caused. Wherein the train level WTB bus operates at 1.0Mbit/s and the vehicle level MVB bus operates at a transmission rate of 1.5 Mbit/s.
On the other hand, the train communication network maintains the structures of a train-level WTB bus and a vehicle-level MVB bus, and simultaneously arranges a full-train Ethernet maintenance network for functions of centralized uploading of train subsystem software, centralized downloading of fault data and the like, so that the train maintainability is improved. However, the topology still uses the train-level WTB bus and the vehicle-level MVB bus network as the control network, and the ethernet is only used as the maintenance network, which does not fundamentally solve the problem of high network load rate, and meanwhile, the subsystem device is required to have dual communication capabilities of the vehicle-level MVB bus network and the ethernet, so that the complexity of the communication board card design is increased and the cost is correspondingly increased.
Disclosure of Invention
The invention aims to provide a train communication network topology structure of a motor train unit based on Ethernet, wherein the motor train unit train network structure of the Ethernet is adopted by all trains, so that the network load rate is effectively reduced, the normal and reliable communication of the motor train unit train network is ensured without blockage, the Ethernet is adopted by all trains, the communication network design is simplified, and the safety and the reliability of the train bus communication structure are ensured by redundancy design.
In order to achieve the above object, the present invention provides a communication network topology architecture of a multiple unit train based on ethernet, wherein the multiple unit train adopts eight marshalling forms, the eight marshalling forms are divided into two traction units, the first to fourth cars are first traction units, the fifth to eighth cars are second traction units, and the rest cars are sequentially connected in series between the first car and the eighth car, and the communication network topology architecture is characterized in that: the dynamic configuration of the train is realized by adopting a train-level backbone network ETB between two traction units, four train-level backbone network nodes ETBN are arranged on the train-level backbone network ETB, one train-level backbone network node ETBN is respectively arranged on carriages at two ends of each traction unit, two Ethernet relays EREP are connected in series between the two train-level backbone network nodes ETBN in each traction unit, a vehicle marshalling Ethernet ECN is adopted in each traction unit, a vehicle marshalling Ethernet node ECNN is arranged on the vehicle marshalling Ethernet ECN, the vehicle marshalling Ethernet nodes ECNN in each traction unit are connected with the train-level backbone network nodes ETBN after being connected in series, a plurality of vehicle marshalling Ethernet nodes ECNN are arranged in each carriage, each subsystem device is connected with each subsystem device by taking the single vehicle Ethernet node ECNN as a center in each carriage, each subsystem device is connected into the marshalling Ethernet nodes ECNN in parallel, each subsystem device is provided with two Ethernet interfaces, the CCU, the HMI, the IOM Cab and the IOM adopt equipment level redundancy design. The whole train adopts a motor train unit train network architecture of the Ethernet, so that the network load rate is reduced, network communication blockage is prevented, the network communication design is simplified, and the safety and reliability of the train network are ensured through redundancy design.
Two train-level backbone network nodes ETBN in each traction unit are mutually redundant, and the fault of any train-level backbone network node ETBN which is mutually redundant does not influence the communication function of the train-level bus.
The two ethernet repeaters EREP in each traction unit are redundant to each other, and a fault of one of the two ethernet repeaters EREP which are redundant to each other does not affect the bus communication function.
The two vehicle group ethernet nodes ECNN connected to each subsystem device are redundant to each other. A failure of one of the two vehicle grouping ethernet nodes ECNN which are redundant of each other does not affect the internal communication function of the traction unit.
The ETBN and the EREP in each traction unit are electrically connected in series in a link aggregation mode to form a linear network framework, the ETBN has double-line redundancy, and when a single Ethernet line fails, the ETB bus communication of the ETB is not influenced.
The vehicle marshalling Ethernet nodes ECNN adopt a link aggregation mode to build a linear vehicle marshalling Ethernet ECN framework, lines among the vehicle marshalling Ethernet nodes ECNN have double-line redundancy, and when a single Ethernet line fails, the vehicle marshalling Ethernet ECN bus communication cannot be influenced.
The design of fault bypass relay is respectively carried out inside the ETBN and the EREP equipment, when the equipment is powered off and has fault working conditions, a bypass relay inside a case is closed, signals can directly cross over the fault case to be continuously transmitted, and the communication of an ETB bus of the train level backbone network is not influenced.
The vehicle marshalling Ethernet node ECNN equipment is internally designed with a fault bypass relay, when the equipment is powered off and has a fault working condition, a bypass relay in a case is closed, signals can directly cross a fault case to be continuously transmitted, and the vehicle marshalling Ethernet ECN bus communication cannot be influenced. .
The two Ethernet interfaces of the subsystem equipment are dual-homing redundant Ethernet interfaces, and are respectively connected to two redundant vehicle grouping Ethernet nodes ECNN through the interfaces, so that double-link redundant communication of the subsystem is realized, and normal communication of the subsystem equipment cannot be influenced by single-interface failure or single-link failure of the subsystem.
The central control unit CCU with the equipment-level redundancy, the display HMI, the Cab input and output module IOM Cab and the passenger room input and output module IOM respectively have double equipment redundancies, when any one of the redundant equipment fails, the vehicle control function is not affected, and the safety and the reliability of a train communication architecture are ensured.
Compared with the prior art, the invention has the following positive effects:
firstly, the train adopts the hundred-mega Ethernet technology, the transmission rate can reach 100Mbit/s, the network load rate can be reduced to a greater extent under the working condition of the same data volume, and the problem of network communication blockage is solved.
Secondly, a real-time Ethernet technology is adopted to organically combine the traditional train-level WTB bus, the traditional vehicle-level MVB bus communication network and the train maintenance network. The repeated design of two networks is avoided, and the vehicle cost is reduced.
Thirdly, the train communication network topology structure considers multiple redundancy design to ensure the safety and reliability of the train bus communication structure.
Drawings
FIG. 1 is a typical WTB/MVB bus topology;
fig. 2 is a train communication network topology architecture based on ethernet of the present invention.
Wherein:
ACU-auxiliary control unit, ACU: auxiliary control unit, BCU-brake control unit, CCU-central control unit, DCU-door control unit, ETB-train level backbone network, ETBN-train level backbone network node, ECN-vehicle marshalling Ethernet network, ECNN-vehicle marshalling Ethernet node, EREP-Ethernet repeater, EOAS-driver operation recording device, EEMS-energy meter, ETH GW-Ethernet gateway, FAS-fire alarm system, HADS-axle temperature detection device, HVCU-high voltage control unit, HMI-display, HVAC-air conditioner, IOM CAB-driver's CAB input and output module, IOM-input and output module, MVB-multifunctional vehicle bus, PCU-pantograph controller, PHM-health management system, WTD-wireless transmission device, TCU-traction control unit, and controller, TCN-train communication network, TCMS-train network system, WTB-wire train bus, WTB GW-wire train bus gateway, REP-MVB repeater
Detailed Description
Referring to fig. 1, a specific embodiment of the present invention provides an ethernet-based communication network topology architecture for a multiple unit train, where the multiple unit train adopts eight groups, the eight groups are divided into two traction units, the first to fourth cars are first traction units, the fifth to eighth cars are second traction units, the remaining cars are sequentially connected in series between the first car and the eighth car, and a train-level backbone network ETB bus is used between the traction units to implement dynamic configuration of the train, so as to adapt to dynamic configuration of eight groups in a train or sixteen groups of multiple trains consisting of two eight groups of multiple unit trains. Four train-level Ethernet nodes ETBN are arranged on an ETB bus of the train-level backbone network, wherein the first train-level Ethernet node ETBN and the fourth train-level Ethernet node ETBN of the carriages are redundant with each other, the fifth train-level Ethernet node ETBN and the eighth train-level Ethernet node ETBN of the carriages are redundant with each other, and the communication function of the train-level bus cannot be influenced by the fault of any train-level Ethernet node ETBN which is redundant with each other. In consideration of the length of an Ethernet communication line and signal attenuation, two redundant Ethernet repeaters EREP are arranged in the middle two carriages of each traction unit, the Ethernet repeaters EREP of the second carriage and the third carriage are redundant, the Ethernet repeaters EREP of the sixth carriage and the seventh carriage are redundant, and one fault of the two redundant Ethernet repeaters EREP does not affect the bus communication function. The train-level equipment train-level Ethernet node ETBN and the Ethernet repeater EREP are electrically connected in series in a link aggregation mode to form a linear network architecture, and when a single Ethernet line fails, the communication of an ETB bus of a train-level backbone network cannot be influenced. Meanwhile, a fault bypass relay design is carried out in the train-level Ethernet equipment, when the equipment is powered off and has a fault working condition, a bypass relay in the case is closed, signals can directly cross the fault case to be continuously transmitted, and the ETB bus communication of the train-level backbone network cannot be influenced.
The vehicle marshalling Ethernet ECN bus is adopted in the traction unit to connect the CCU with each subsystem, and is used for acquiring and transmitting communication data of various devices in the traction unit, so that data interchange and interoperation among the devices are realized. The vehicle marshalling Ethernet ECN is used in the traction unit, vehicle marshalling Ethernet nodes ECNN are respectively arranged in the front and rear half train traction units, redundant vehicle marshalling Ethernet nodes ECNN are arranged in the carriage, a vehicle marshalling Ethernet ECN bus architecture of a linear dual-Ethernet line is constructed in a link aggregation mode, fault bypass relay design is carried out in the vehicle marshalling Ethernet nodes ECNN, when the equipment is powered off and has a fault working condition, a bypass relay in the case is closed, signals can directly cross the fault case to be continuously transmitted, and vehicle marshalling Ethernet ECN bus communication cannot be influenced. The interior of a single carriage adopts a star Ethernet topology structure, and each subsystem device is accessed to the vehicle marshalling Ethernet nodes ECNN in a star connection mode by taking the single vehicle marshalling Ethernet nodes ECNN as the center. Meanwhile, the subsystem equipment is provided with dual Ethernet channels, dual Ethernet interfaces are respectively distributed to two redundant vehicle marshalling Ethernet nodes ECNN, and normal communication of the subsystem equipment cannot be influenced by single-network-port faults or single-line faults of the subsystem.
The key subsystem equipment has equipment level redundancy, the central control unit CCU, the display HMI, the Cab input and output module IOM Cab and the passenger room input and output module IOM of the key train control equipment have double equipment redundancy, and when any one of the redundant equipment fails, the vehicle control function is not influenced.
As the train communication network accesses all the subsystem equipment into the Ethernet switch, the notebook computer can be connected to all the Ethernet subsystem equipment through the maintenance interface reserved by the Ethernet switch vehicle grouping Ethernet node ECNN, and the maintenance functions of centralized uploading of software of the subsystem equipment, centralized downloading of fault data and the like are born. The train communication network topological diagram adopting the real-time Ethernet technology can effectively integrate the dual functions of the train control network and the maintenance network.
Claims (10)
1. The utility model provides a EMUs train communication network topology structure based on ethernet, EMUs train adopts eight marshalling forms, and eight marshalling divide into two traction unit, and first to fourth section carriage is first traction unit, and fifth to eighth section carriage is the second traction unit, and other carriages establish ties in order between first carriage and eighth carriage, its characterized in that: the dynamic configuration of the train is realized by adopting a train-level backbone network (ETB) between two traction units, four train-level backbone network nodes (ETBN) are arranged on the train-level backbone network (ETB), one train-level backbone network node (ETBN) is respectively arranged on carriages at two ends of each traction unit, two Ethernet Relays (EREPs) are connected in series between the two train-level backbone network nodes (ETBN) in each traction unit, a vehicle marshalling Ethernet (ECN) is adopted in the traction unit, a vehicle marshalling Ethernet node (ECNN) is arranged on the vehicle marshalling Ethernet (ECN), the vehicle marshalling Ethernet node (ECNN) in each traction unit is connected with the train-level backbone network nodes (ETBN) after being connected in series, a plurality of vehicle marshalling Ethernet nodes (ECNN) are arranged in each carriage, each subsystem equipment is connected with a single vehicle marshalling Ethernet node (ECNN) as a center in each carriage, each subsystem device is connected in parallel to a marshalling Ethernet node (ECNN), each subsystem device is provided with two Ethernet interfaces, and a Central Control Unit (CCU), a display (HMI), a driver room input and output module (IOM Cab) and a passenger room Input and Output Module (IOM) adopt a device-level redundancy design.
2. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the two train-level backbone network nodes (ETBN) in each traction unit are redundant to each other.
3. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the two Ethernet Repeaters (EREPs) in each tractor unit are redundant to each other.
4. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the two vehicle marshalling ethernet nodes (ECNN) connected to each subsystem device are redundant of each other.
5. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: and the train-level backbone network node (ETBN) and the Ethernet Repeater (EREP) in each traction unit are electrically connected in series in a link aggregation mode to form a linear network architecture, and the train-level backbone network has double-line redundancy.
6. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the vehicle marshalling Ethernet nodes (ECNN) adopt a link aggregation mode to build a linear vehicle marshalling Ethernet (ECN) architecture, and lines between the vehicle marshalling Ethernet nodes (ECNN) have double-line redundancy.
7. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: and fault bypass relay design is respectively carried out inside the train level backbone network node (ETBN) and the Ethernet Repeater (EREP).
8. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the vehicle marshalling Ethernet node (ECNN) equipment is internally provided with a fault bypass relay design.
9. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the two Ethernet interfaces of the subsystem equipment are dual-homing redundant Ethernet interfaces, and are respectively connected to two redundant vehicle marshalling Ethernet nodes (ECNN) through the interfaces, so that dual-link redundant communication of the subsystem is realized.
10. The Ethernet-based EMUs train communication network topology architecture of claim 1, characterized in that: the Central Control Unit (CCU), the display (HMI), the Cab input/output module (IOM Cab) and the passenger room input/output module (IOM) with equipment level redundancy respectively have double equipment redundancy, and when any one of redundant equipment fails, the vehicle control function is not influenced.
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Cited By (8)
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| CN112887152A (en) * | 2021-02-01 | 2021-06-01 | 中车青岛四方车辆研究所有限公司 | Train communication network architecture and method based on Ethernet and rail train |
| CN113002591A (en) * | 2021-04-13 | 2021-06-22 | 株洲中车时代电气股份有限公司 | Hybrid train network and train comprising same |
| CN113242273A (en) * | 2021-03-29 | 2021-08-10 | 中车青岛四方机车车辆股份有限公司 | Train network, communication method, train, electronic device, and storage medium |
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| CN115580631A (en) * | 2022-09-07 | 2023-01-06 | 中车长春轨道客车股份有限公司 | Data transmission system, motor train unit and method for motor train unit |
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Application publication date: 20201229 |