CN113497751B - Network system for rail train and rail train - Google Patents
Network system for rail train and rail train Download PDFInfo
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- CN113497751B CN113497751B CN202010197703.3A CN202010197703A CN113497751B CN 113497751 B CN113497751 B CN 113497751B CN 202010197703 A CN202010197703 A CN 202010197703A CN 113497751 B CN113497751 B CN 113497751B
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- 238000012423 maintenance Methods 0.000 claims abstract description 62
- 238000004891 communication Methods 0.000 claims abstract description 39
- 238000012544 monitoring process Methods 0.000 claims description 50
- 238000002955 isolation Methods 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 9
- 230000008569 process Effects 0.000 claims description 8
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L45/00—Routing or path finding of packets in data switching networks
- H04L45/28—Routing or path finding of packets in data switching networks using route fault recovery
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
Abstract
The embodiment of the application provides a network system for a rail train and the rail train. The network system includes: the maintenance network comprises two control car switches which are arranged on control cars of the rail train and connected in series, and the maintenance network is used as a maintenance network of a communication control network of the rail train; the information network comprises first equipment and second equipment which are arranged on a control vehicle of the rail train; wherein: the first equipment is in communication connection with the two control vehicle switches so as to access the first equipment into the maintenance network in a two-way redundancy mode, and the second equipment is in communication connection with the first equipment; when at least one of the two control car exchanges can work normally, the called information flow can be called from the second equipment through the first equipment and the one of the two control car exchanges which can work normally. The rail train comprises the network system. The embodiment of the application solves the technical problems that the information network of the rail train is easy to be interrupted and the disaster recovery rate is low.
Description
Technical Field
The application relates to the technical field of rail trains, in particular to a network system for a rail train and the rail train.
Background
Most of modern high-speed motor Train units adopt a TCN (Train Communication Network) Network (TCN-Train Communication Network) meeting IEC61375 standard as a Communication control Network thereof, and adopt an Ethernet Network as a maintenance Network thereof. With the improvement of train functions and the gradual proposition of indexes such as safety, comfort and the like, a video monitoring information network, a freight transportation information network and the like are also arranged on the train. To meet the demand for large data volume transmission, these systems also employ ethernet. Therefore, on a high-speed motor train unit with a TCN (train control network) framework as a communication control network, a plurality of Ethernet networks exist, and a train maintenance network and networks of various information networks independently exist and separately operate.
In order to reduce the waste of resources, the high-speed motor train unit has the condition of fusion of a train maintenance network and a network of an information network, but the problem that the operation of the information network is easy to be interrupted is caused, namely the disaster tolerance rate of the information network of the rail train is low.
Therefore, the information network of the rail train is easy to be interrupted, the disaster recovery rate is low, and the technical problem which needs to be solved by the technical personnel in the field is urgent.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to a person of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a network system for a rail train and the rail train, and aims to solve the technical problems that the information network of the rail train is easy to operate discontinuously and the disaster recovery rate is low.
The embodiment of the application provides a network system for rail train, includes:
the maintenance network comprises two control car switches which are arranged on the control cars of the rail train and are connected in series, and the maintenance network is used as the maintenance network of the communication control network of the rail train;
the information network comprises first equipment and second equipment which are arranged on a control vehicle of the rail train; wherein:
the first equipment is in communication connection with the two control vehicle exchangers so as to access the first equipment to the maintenance network in a two-way redundancy mode, and the second equipment is in communication connection with the first equipment;
when at least one of the two control car exchanges can work normally, the called information flow can be called from the second equipment through the first equipment and one of the two control car exchanges which can work normally.
The embodiment of the application also provides the following technical scheme:
a rail train comprises the network system for the rail train.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
be provided with two series connection's control car switch at the control car, first equipment and two control car switch communication connection is in order to incite somebody to action first equipment is with the redundant mode access of double-circuit the maintenance net, is about to first equipment redundancy setting processing has been carried out, like this, two in the control car switch two can normally work and one of them can normally be worked the time, the second equipment can be followed to the information flow of being called, the warp first equipment and two a control car switch that can normally work in the control car switch is called to avoided a control car switch to break down, leaded to the unable circumstances of being called of information. According to the rail train provided by the embodiment of the application, the information network and the maintenance network do not exist independently any more, but are integrated, meanwhile, double-circuit redundancy of two control car switches of the rail train is utilized, and double-circuit redundancy setting is also carried out on communication between the first equipment and the control car switches, so that the operation of the information network of the rail train provided by the embodiment of the application is not easy to break, and the disaster tolerance rate is high.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic structural diagram of a network system for a rail train in a control car according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a network system for a rail train at a power unit according to an embodiment of the present application;
fig. 3 is a schematic diagram of an address translation process in which a TCMS system of two different groups of a Network system for a rail train communicates with an isolation gateway terminal device to translate a destination address into a Consist Network address of an ETB layer through an R-NAT protocol according to the embodiment of the present application.
Description of reference numerals:
the control unit 110 controls the car switch to be,
201 video surveillance display screen, 210 video surveillance server,
220 a second device of the video surveillance information network,
301 shipping display screen, 310 shipping switch, 320 second device of shipping information network.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
Fig. 1 is a schematic structural diagram of a network system for a rail train in a control car according to an embodiment of the present application; fig. 2 is a schematic structural diagram of a power unit of a network system for a rail train according to an embodiment of the present application.
As shown in fig. 1 and 2, a network system for a rail train according to an embodiment of the present application includes:
the maintenance network comprises two control car switches 110 which are arranged on the control cars of the rail train and are connected in series, and the maintenance network is used as the maintenance network of the communication control network of the rail train;
the information network comprises first equipment and second equipment which are arranged on a control vehicle of the rail train; wherein:
the first equipment is in communication connection with two control vehicle exchangers so as to access the first equipment to the maintenance network in a two-way redundancy mode, and the second equipment is in communication connection with the first equipment;
when at least one of the two control car switches can work normally, the called information flow can be called from the second equipment through the first equipment and one of the two control car switches which can work normally. The first device and the second device are divided according to the degree of importance of the devices.
The rail train of this application embodiment is provided with two series connection's control car switch at the control car, first equipment and two control car switch communication connection is with inciting somebody to action first equipment inserts with the redundant mode of double-circuit the maintenance net, will be about to first equipment has carried out the redundancy and has set up the processing, and is like this, two in the control car switch two can normal work and one of them can normal operating time, and the second equipment can be followed to the information flow of being called, warp first equipment and two control car switch that can normal work in the control car switch is called to it breaks down to have avoided a control car switch, leads to the unable circumstances of being called of the information flow. According to the rail train provided by the embodiment of the application, the information network and the maintenance network do not exist independently any more, but are integrated, meanwhile, double-circuit redundancy of two control car switches of the rail train is utilized, and double-circuit redundancy setting is also carried out on communication between the first equipment and the control car switches, so that the operation of the information network of the rail train provided by the embodiment of the application is not easy to break, and the disaster tolerance rate is high.
In implementation, the information network further comprises an information display screen arranged on a control train of the rail train, and the information display screen is in communication connection with one of the control train switches;
the information flow called by the information display screen can be called from the second equipment through the first equipment and one of the two control car switches which can normally work.
In this way, the information display screen calls the order, transmit to the first apparatus through the control car switchboard connected with information display screen; and then, the information flow called by the information display screen is called from the second equipment through the first equipment and one of the two control car switchboards which can normally work. Therefore, the information display screen calls the information flow.
Specifically, the maintenance network is an ethernet network, and the information network is an ethernet network.
Therefore, the network system for the rail train in the embodiment of the application realizes the integration of a plurality of Ethernet of the maintenance network and the information network.
The equipment abbreviations in figure 2 are listed:
wherein:
SW: the switch, 1/8 of the vehicle SW integrates ETB and ECN functions, and 2-7 of the vehicle SW integrates ECN and relay functions;
VS: a video monitoring server; HMIV: a video monitoring display screen;
WS: a freight host; HMIW: a freight display screen; WSL: a POE power supply switch;
GW: the isolation gateway is used for isolating the control network from the video network; GW1: a PIS Ethernet interface in communication with the TCMS; GW2: a PIS Ethernet interface in communication with the video system;
CCU: a central control unit; HMI: a human-computer interaction interface; IOM: an input-output module;
WTD: a wireless transmission device; BCU: a brake control unit; and (3) TCU: a traction control unit.
In implementation, the information network includes a video monitoring information network, and correspondingly, the information display screen is a video monitoring display screen 201, the first device of the video monitoring information network is a video monitoring server 210, and the second device 220 of the video monitoring information network is another device of the video monitoring information network;
the video information stream called by the video monitoring display screen 201 is transmitted from the second device 220 of the video monitoring information network to the video monitoring display screen 201 through the video monitoring server 210 and the two control car switches 110; the process of calling the video information stream by the video monitoring display screen 201 occupies the bandwidth of the train maintenance network.
Video monitoring display screen calls video information's order, sends to looking screen monitoring server through the control car switch of being connected with it, and video monitoring server calls the video information stream from the second equipment of video monitoring information net according to the order of calling video information, through two one of normal work in the control car switch sends to the video monitoring display screen through the control car switch of being connected with the video monitoring display screen and shows to avoid control car switch trouble to lead to the unable scheduling problem of video information stream. Meanwhile, the process that the video monitoring display screen calls the video information stream occupies the bandwidth of the train maintenance network, and if the video monitoring information network does not update software and download data, the bandwidth of the maintenance network is not occupied at other time.
Specifically, the storage in the video monitoring information network only occupies the ethernet in the video monitoring information network itself, and does not occupy the bandwidth of the maintenance network.
In implementation, the information network further includes a freight information network, and correspondingly, the information display screen is a freight display screen 301, the first device of the freight information network is a freight switch 310, and the second device 320 of the freight information network is another device of the freight information network;
each second device of the freight information network is in communication connection with the freight switch 310, and the freight switch 310 is connected with the control vehicle and freight switch 110.
The first device of the freight information network is a freight switch, and the second device is in communication connection with the freight switch, so that the freight information network is only in communication connection with the maintenance network through the freight switch and the freight display screen, and fewer devices are connected into the maintenance network. Thus, although the number of the devices of the freight information network is large, the devices accessed to the control car switch only comprise the freight switch and the freight display screen, the requirement on the number of the interfaces of the control car switch is low, and the requirement on the control car switch is further low.
In implementation, the information network further includes a freight information network, correspondingly, the information display screen is a freight display screen, the first device of the freight information network is a freight switch and a freight host, and the second device of the freight information network is another device of the freight information network;
the freight transport switch and the freight transport host are in one-to-one communication connection with the two control car switches respectively, the freight transport display screen is in communication connection with one of the control car switches, the freight transport switch is connected with the control car freight transport switch, and each second device of the freight transport information network is in communication connection with the freight transport switch respectively.
Since the Power of each second device of the freight information network is relatively low, the freight switch is a POE Power switch, that is, a Power Over Ethernet (POE) switch.
Namely, the POE power supply switch directly supplies power for each second device of the freight information network, so that the power supply space is saved.
In implementation, the train maintenance net further comprises: the intermediate car switches are arranged on each intermediate car of the rail train and are sequentially connected in series, and the two intermediate car switches positioned at the two ends are sequentially connected with the control car switches of the two control cars;
the video monitoring information network also comprises a video monitoring information slave display screen arranged on a middle train of the rail train; the freight information network also comprises a freight information slave display screen arranged on a middle train of the rail train;
one of the intermediate car exchanges is in communication connection with one of the video monitoring information slave display screens and one of the freight information slave display screens, respectively.
Therefore, video monitoring and cargo information can be checked in any carriage of the rail train through the video monitoring information slave display screen and the cargo information slave display screen.
In an implementation, the rail train further comprises:
and the isolation gateway is used for isolating the train maintenance network from the video monitoring information network.
In implementation, the train maintenance network, the video monitoring information network and the freight information network are isolated from each other; wherein:
VLAN1 is a local area network formed by devices of a video monitoring information network;
VLAN2 is a local area network formed by equipment of a freight information network;
VLAN3 is a local area network formed by a port of an isolation gateway, a TCMS communication support TRDP protocol and TCMS equipment;
VLAN4 is a subsystem maintenance local area network which is not divided into the VLAN;
among them, the TRDP Protocol (i.e. the Real-time ethernet Protocol of Train, TRDP is the abbreviation of Train Real-time Data Protocol), the TCMS is the Train Control and Management System, and the VLAN is the Virtual Local Area Network.
Namely, the train maintenance network, the video monitoring information network and the freight transportation information network are isolated from each other by using the VLAN technology.
Considering the situations that each system software in the maintenance network needs to be updated and fault data needs to be downloaded, a maintenance port needs to be set for each VLAN. And determining corresponding maintenance ports according to the number of the lower hanging devices in different VLANs. The method comprises the following specific steps:
maintenance port of VLAN 1: x1;
VLAN2 maintenance port: x2;
maintenance port of VLAN 3: and (3) X.
Maintenance port of VLAN 4: X4/X5.
Hereinafter, a rail train is a train of two power units, each power unit including four cars. The following table 1 shows a manner of isolating a train maintenance network, a video monitoring information network, and a freight information network from each other by using a VLAN technology:
TABLE 1
Wherein, the 01/08 car exchanger 1 and the 01/08 car exchanger 2 are control car exchangers; 2,3,4,5,6,7 car switch is an intermediate car switch.
The isolation gateway is arranged in the following way:
the interconnection is made at OSI layer 7. The gateway is provided with 2 Ethernet ports, the interior of the gateway is kept physically isolated, the IP addresses of the two Ethernet ports are mutually independent, one Ethernet port is used for carrying out information interaction with the TCMS, the other Ethernet port is used for carrying out information interaction with the video monitoring system, and meanwhile the gateway carries out independent processing on interaction data of the two networks, so that effective isolation of application layer data is guaranteed. Among them, OSI is called Open System Interconnection.
Specifically, the IP addresses are divided as follows:
the IPv4 protocol static address is adopted, and the same IP address distribution rule is adopted by the equipment accessed to the maintenance network. Because each terminal device basically does not move after the topology of the Ethernet network is fixed, IP addresses can be managed and distributed in a centralized manner by adopting a manual distribution mode of a Dynamic Host Configuration Protocol (DHCP).
IP address: 10.0.X.y/18 (x value range 1-8 represents vehicle number, y value range 2-253 represents terminal equipment number)
Subnet mask: 255.255.0.0
A default gateway: 10.0.0.1.
the IP address assignment for a typical device is shown in table 2 below:
TABLE 2
If the TCMS system in two different groups communicates with the isolation gateway terminal device, the destination address needs to be converted into the confirm Network address of the ETB layer by using the R-NAT protocol, and the address conversion process is shown in fig. 3.
In the implementation, the port of the switch carries out inlet rate limitation and outlet rate limitation, and 20-50% of allowance is reserved for carrying out port speed limitation according to the video information flow of the video monitoring information network and the data flow of the equipment maintenance of the train maintenance network;
wherein the switch includes the control car switch and the intermediate car switch. The port speed limit can avoid the impact of the burst maintenance data to the equipment in abnormal conditions and also limit the flow on the trunk line.
In implementation, the priority of the control information data stream of the train maintenance network is higher than the priority of the video information stream of the video monitoring information network.
The priority of different data transmission is defined in IEC61375-2-3, the priority of control information is higher than that of video stream data, so the reserved bandwidth of each VLAN and the priority setting are shown in table 3 below.
TABLE 3
The beneficial effects brought by the embodiment of the application are as follows:
the data fused by the Ethernet of the train comprises video monitoring data, cargo information network data, communication data between a security gateway and a train control management system and maintenance data of each system. Through Ethernet bandwidth calculation, in the running process of the train, the occupied bandwidth is 28.38M under the normal condition, and the occupied bandwidth is 47.00M under the limit condition. If the system is used as a maintenance network, when single-point maintenance and fault analysis of downloaded recorded data are realized on a vehicle-mounted subsystem connected to the Ethernet under the condition of train stopping, the video screen data calling can be quitted before data downloading in order to avoid the influence of video data on the bandwidth occupied by the Ethernet. Therefore, the utilization efficiency of the Ethernet is greatly improved.
Originally, 3 sets of Ethernet lines and Ethernet switch equipment need to be arranged, and currently, the same train backbone network and switch equipment are shared, so that the design cost is saved. If communication failure or switch failure occurs, only one set of train backbone Ethernet line and switch equipment needs to be subjected to troubleshooting, maintenance and updating, and therefore maintenance cost is saved.
Example two
The embodiment of the application provides a rail train, which comprises the network system for the rail train in the first embodiment.
In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
In the present application and its embodiments, unless specifically stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral with; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application and its embodiments, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation of the first and second features not being in direct contact, but being in contact with another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. The first feature being "under," "beneath," and "under" the second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (11)
1. A network system for a rail train, comprising:
the maintenance network comprises two control car switches which are arranged on the control cars of the rail train and are connected in series, and the maintenance network is used as a maintenance network of a communication control network of the rail train;
the information network comprises first equipment and second equipment which are arranged on a control vehicle of the rail train; wherein:
the first equipment is in communication connection with the two control vehicle exchangers so as to access the first equipment to the maintenance network in a two-way redundancy mode, and the second equipment is in communication connection with the first equipment;
when at least one of the two control car switches can work normally, the called information flow can be called from the second equipment through the first equipment and one of the two control car switches which can work normally;
the information network also comprises an information display screen arranged on a control vehicle of the rail train, and the information display screen is in communication connection with one of the control vehicle switches;
the information flow called by the information display screen can be called from the second equipment through the first equipment and one of the two control car switches which can normally work;
the information network also comprises a freight information network, the information display screen is a freight display screen, the first equipment of the freight information network is a freight switch and a freight host, and the second equipment of the freight information network is other equipment of the freight information network;
the freight transport switch and the freight transport host are in one-to-one communication connection with the two control car switches respectively, the freight transport display screen is in communication connection with one of the control car switches, the freight transport switch is connected with the control car switch, and each second device of the freight transport information network is in communication connection with the freight transport switch respectively.
2. The network system of claim 1, wherein the information network comprises a video surveillance information network, the information display screen is a video surveillance display screen, the first device of the video surveillance information network is a video surveillance server, and the second device of the video surveillance information network is another device of the video surveillance information network;
the video information flow called by the video monitoring display screen is transmitted to the video monitoring display screen from a second device of the video monitoring information network through the video monitoring server and the two control car switches; and the process of calling the video information stream by the video monitoring display screen occupies the bandwidth of the train maintenance network.
3. The network system of claim 1, wherein the freight host computer invokes a flow of freight information from the other second devices of the freight information network in response to a command to invoke the flow of freight information, the flow of freight information being transmitted to the control car freight display screen via the freight switch and both of the control car switches.
4. The network system of claim 3, wherein the freight switch is a POE powered switch.
5. The network system of claim 2, wherein the train maintenance network further comprises:
the intermediate car switches are arranged on each intermediate car of the rail train and are sequentially connected in series, and the two intermediate car switches at the two ends are sequentially connected with the control car switches of the two control cars;
the video monitoring information network also comprises a video monitoring information slave display screen arranged on a middle train of the rail train; the freight information network also comprises a freight information slave display screen arranged on a middle train of the rail train;
one of the intermediate car exchanges is in communication connection with one of the video monitoring information slave display screens and one of the freight information slave display screens, respectively.
6. The network system according to claim 5, further comprising:
and the isolation gateway is used for isolating the train maintenance network from the video monitoring information network.
7. The network system of claim 6, wherein the train maintenance network, the video surveillance information network, and the freight information network are isolated from each other to form four local area networks, comprising:
a local area network consisting of devices of a video monitoring information network;
a local area network consisting of devices of a freight information network;
the isolation gateway is communicated with a local area network formed by a port supporting a TRDP protocol and TCMS equipment;
and the subsystems which are not divided into the three local area networks maintain the local area networks.
8. The network system according to claim 7, wherein the ports of the switch are subject to ingress rate limiting and egress rate limiting, and according to the video information flow of the video monitoring information network and the data flow of the equipment maintenance of the train maintenance network, any margin of 20% -50% is reserved for carrying out the port rate limiting;
wherein the switch includes the control car switch and the intermediate car switch.
9. The network system according to claim 8, wherein the control information data stream of the train maintenance network has a higher priority than the video information stream of the video monitoring information network.
10. The network system according to claim 9, wherein the maintenance network is an ethernet network, and the information network is an ethernet network.
11. A rail train comprising the network system for a rail train according to any one of claims 1 to 10.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010197703.3A CN113497751B (en) | 2020-03-19 | 2020-03-19 | Network system for rail train and rail train |
| PCT/CN2020/085834 WO2021184482A1 (en) | 2020-03-19 | 2020-04-21 | Network system for rail train, and rail train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010197703.3A CN113497751B (en) | 2020-03-19 | 2020-03-19 | Network system for rail train and rail train |
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| CN110677298A (en) * | 2019-09-29 | 2020-01-10 | 中车青岛四方机车车辆股份有限公司 | Communication management method, device, equipment and medium for motor train unit |
| CN114500606A (en) * | 2022-02-21 | 2022-05-13 | 中车大连电力牵引研发中心有限公司 | Fixed marshalling train network architecture system |
| CN115834326A (en) * | 2023-01-09 | 2023-03-21 | 之江实验室 | Multi-node network serial communication system and method with automatically configurable IP address |
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| CN101083583A (en) * | 2007-06-25 | 2007-12-05 | 武汉虹信通信技术有限责任公司 | WLAN technique based rail train real-time video monitoring system |
| CN204305057U (en) * | 2014-12-31 | 2015-04-29 | 北京纵横机电技术开发公司 | The MVB/ETH gateway device of EMU network system |
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| CN205666856U (en) * | 2016-06-16 | 2016-10-26 | 中国铁道科学研究院 | Train level ethernet switching equipment and system |
| CN106375072B (en) * | 2016-08-29 | 2021-05-25 | 中车大连机车车辆有限公司 | Redundancy control method for locomotive communication network |
| EP4048573A4 (en) * | 2018-04-17 | 2024-03-20 | Amsted Rail Co Inc | Autonomous optimization of intra-train communication network |
| CN110474943B (en) * | 2018-05-10 | 2022-01-21 | 株洲中车时代电气股份有限公司 | Vehicle network redundancy system and gateway switching method based on MVB and Ethernet |
| CN109050587A (en) * | 2018-09-19 | 2018-12-21 | 中车青岛四方车辆研究所有限公司 | The radial control device of subway train active and control method |
| CN209064113U (en) * | 2018-11-07 | 2019-07-05 | 中国铁路总公司 | Variable marshalling EMU network system |
| CN209267596U (en) * | 2018-12-28 | 2019-08-16 | 中车唐山机车车辆有限公司 | Variable marshalling EMU network system |
| CN109309595A (en) * | 2018-12-29 | 2019-02-05 | 新誉轨道交通科技有限公司 | Data transmission method, device and electronic equipment based on Ethernet |
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| CN101083583A (en) * | 2007-06-25 | 2007-12-05 | 武汉虹信通信技术有限责任公司 | WLAN technique based rail train real-time video monitoring system |
| CN204305057U (en) * | 2014-12-31 | 2015-04-29 | 北京纵横机电技术开发公司 | The MVB/ETH gateway device of EMU network system |
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