WO2019242492A1 - 一种车载网络系统及其通信方法 - Google Patents

一种车载网络系统及其通信方法 Download PDF

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Publication number
WO2019242492A1
WO2019242492A1 PCT/CN2019/089846 CN2019089846W WO2019242492A1 WO 2019242492 A1 WO2019242492 A1 WO 2019242492A1 CN 2019089846 W CN2019089846 W CN 2019089846W WO 2019242492 A1 WO2019242492 A1 WO 2019242492A1
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WIPO (PCT)
Prior art keywords
network
sub
vehicle
equipment
data
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PCT/CN2019/089846
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English (en)
French (fr)
Inventor
徐燕芬
朱游龙
徐东超
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中车青岛四方车辆研究所有限公司
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Application filed by 中车青岛四方车辆研究所有限公司 filed Critical 中车青岛四方车辆研究所有限公司
Priority to RU2020134077A priority Critical patent/RU2748765C1/ru
Priority to JP2020556792A priority patent/JP7097987B2/ja
Priority to EP19821754.9A priority patent/EP3761607A4/en
Publication of WO2019242492A1 publication Critical patent/WO2019242492A1/zh
Priority to US17/033,473 priority patent/US20210009174A1/en

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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 train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • 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
    • H04L12/40143—Bus networks involving priority mechanisms
    • 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
    • H04L12/40169—Flexible bus arrangements
    • H04L12/40176—Flexible bus arrangements involving redundancy
    • H04L12/40189—Flexible bus arrangements involving redundancy by using a plurality of bus systems
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/08—Configuration management of networks or network elements
    • H04L41/0803—Configuration setting
    • H04L41/0823—Configuration setting characterised by the purposes of a change of settings, e.g. optimising configuration for enhancing reliability
    • H04L41/0826—Configuration setting characterised by the purposes of a change of settings, e.g. optimising configuration for enhancing reliability for reduction of network costs
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/08—Configuration management of networks or network elements
    • H04L41/0803—Configuration setting
    • H04L41/0823—Configuration setting characterised by the purposes of a change of settings, e.g. optimising configuration for enhancing reliability
    • H04L41/0836—Configuration setting characterised by the purposes of a change of settings, e.g. optimising configuration for enhancing reliability to enhance reliability, e.g. reduce downtime
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L63/00—Network architectures or network communication protocols for network security
    • H04L63/02—Network architectures or network communication protocols for network security for separating internal from external traffic, e.g. firewalls
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/06—Management of faults, events, alarms or notifications
    • H04L41/0654—Management of faults, events, alarms or notifications using network fault recovery
    • H04L41/0663—Performing the actions predefined by failover planning, e.g. switching to standby network elements

Definitions

  • the present application belongs to the technical field of rail vehicle network communication, and particularly relates to a vehicle-mounted network system and a communication method thereof suitable for a common network of a train control system network and a signal system network.
  • TCMS train network control system
  • the networks are isolated from each other, which makes it impossible for vehicle maintenance personnel to carry out unified maintenance and management, which increases the complexity and cost of maintenance management.
  • the network can be simplified, but because of the existence of low-security subsystem devices in the TCMS network, it is easy to introduce risks, causing the signal system to be uncontrollable, which will give trains safe operation Bring hidden dangers.
  • the present application provides an in-vehicle network system with low complexity and cost and high security, and a communication method thereof.
  • the present application provides an in-vehicle network system including an in-vehicle signal system device, a TCMS device, other in-vehicle network subsystem devices, and two independent sub-networks; the in-vehicle signal system devices are directly connected Access to the first sub-network A and the second sub-network B; the TCMS device and other on-board network subsystem devices are divided into key subsystem devices with a high security level and ordinary subsystem devices with a low security level according to the security level.
  • the key subsystem device is connected to the first sub-network A and the second sub-network B through two or more communication interfaces, and the common subsystem device is directly connected to the second sub-network B or / and the first sub-network A.
  • the common subsystem device directly accesses the first sub-network A or the second sub-network B.
  • the common subsystem device is a device that includes a communication interface and is not related to train operation and vehicle safety.
  • the common subsystem device is connected to the first sub-network A or the second sub-network B through a communication interface. in.
  • the ordinary subsystem equipment of each carriage sends a message in the first sub-network A or the second sub-network B, and at the same time sends the same data message to the key subsystem equipment of this carriage, and this carriage
  • the key subsystem equipment forwards the packets in the second subnetwork B or the first subnetwork A as a hot standby for the common subsystem equipment.
  • the receiver determines to accept the first subnetwork A based on the network data and network status on the two subnetworks. Or the data in the second sub-network B.
  • the common subsystem device directly accesses the first sub-network A and the second sub-network B.
  • the common subsystem device is a device that contains at least two communication interfaces and is not related to train operation and vehicle safety.
  • the common subsystem device is connected to the first sub-network through two or more communication interfaces.
  • a and second sub-network B are two or more communication interfaces.
  • the ordinary subsystem equipment of each car sends messages in the first sub-network A and the second sub-network B at the same time, and the receiver determines to accept the first sub-network A according to the network data and network status on the two sub-networks Or the data in the second sub-network B.
  • the key subsystem device is a device containing at least two communication interfaces and related to train operation and vehicle safety, and the key subsystem device is connected to two sub-networks through two or more communication interfaces.
  • the key subsystem equipment of each carriage sends messages on the first sub-network A and the second sub-network B at the same time.
  • the receiver determines whether to accept the first sub-network A or the network according to the network data and network status on the two sub-networks. Data in the second sub-network B.
  • the in-vehicle signal system device is an in-vehicle device containing at least two communication interfaces, and the in-vehicle signal system device is respectively connected to two sub-networks through two or more communication interfaces.
  • the vehicle signal system equipment works in the first sub-network A and the second sub-network B simultaneously, and the receiver determines to accept the first sub-network A or the second sub-network B according to the network data and network status on the two sub-networks.
  • ⁇ ⁇ In the data.
  • Another aspect of the present application provides a communication method for a vehicle network system, including the following steps:
  • the vehicle-mounted signal system equipment works simultaneously in the first sub-network A and the second sub-network B, and the receiver determines to accept the data in the first sub-network A or the second sub-network B according to the network data and network status on the two sub-networks;
  • the key subsystem equipment of each car sends messages on the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in network B;
  • the ordinary subsystem equipment of each carriage sends messages in the first sub-network A or the second sub-network B, and at the same time sends the same data message to the key subsystem equipment of this carriage network.
  • the system equipment forwards the message in the second subnetwork B or the first subnetwork A as a hot standby for the common subsystem equipment.
  • the receiver determines whether to accept the first subnetwork A or the first subnetwork based on the network data and network status on the two subnetworks. Data in sub-network B; or
  • the ordinary subsystem equipment of each car sends messages in the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in subnet B.
  • the in-vehicle network system incorporates the in-vehicle signal system equipment with the TCMS equipment and other in-vehicle network subsystem equipment into the same network to achieve the integration of the signal network and the TCMS network, which can reduce network switching equipment and train cables
  • the number of cabinets and cabinets reduces the complexity and maintenance costs of the in-vehicle network system.
  • the failure points of the in-vehicle network system are reduced.
  • the on-vehicle network system provided in this application is conducive to data sharing and fault diagnosis of network equipment from the perspective of the entire train system, and is also conducive to diversifying the business of the train network.
  • the vehicle-mounted network system uses two independent first sub-networks A and second sub-networks B as hot standby, and uses key subsystem equipment as the forwarding point for common subsystem equipment. Physical isolation of the first subnet A and the second subnet B, that is, ordinary subsystem equipment cannot directly access the non-located subnet, ensuring the security and stability of another network where the signal system equipment is located, and avoiding ordinary subsystems with low security levels The hidden dangers brought by this, thus reducing the risks brought by network convergence.
  • the signal system equipment is directly connected to the first sub-network A and the second sub-network B, and the key subsystem equipment is dual-homed to the first sub-network A and the second sub-network.
  • B and the first sub-network A and the second sub-network B are hot-standby to each other, that is, the two sub-networks are redundant to each other.
  • the other sub-network is used for communication to ensure the normal operation of the vehicle-mounted network equipment. It will not affect the communication between the vehicle equipment and improve the reliability of the network.
  • ordinary subsystem equipment can also directly access the first sub-network A and the second sub-network B, and the first sub-network A and the second sub-network B are hot standby for each other, that is, The two sub-networks are redundant with each other.
  • the other sub-network is used to ensure the normal operation of the vehicle-mounted network equipment, which will not affect the communication between the vehicle equipment and improve the reliability of the network.
  • the vehicle-mounted network system provided in this application provides a unified maintenance management platform for vehicle maintenance personnel, reduces maintenance costs, reduces maintenance complexity, and improves maintenance efficiency.
  • the communication method provided in this application integrates the signal system network with the TCMS network, reduces the number of network switching equipment, train cables and cabinets, and reduces the complexity, manufacturing cost and maintenance cost of the train network.
  • the hot backup mechanism for the train s key subsystem equipment to forward common subsystem equipment messages, while integrating the signal system network with the TCMS network, while avoiding hidden dangers caused by ordinary subsystems with low security levels, thereby Reduce the risks brought by network convergence and improve network security and stability.
  • the signal system equipment, TCMS equipment and other vehicle subsystem devices are connected to the first sub-network A and the second sub-network B, and the first sub-network A and the second sub-network B are mutually connected
  • the two sub-networks are redundant with each other.
  • the other sub-network is used to ensure the normal operation of the vehicle-mounted network equipment, which will not affect the communication between the vehicle equipment and improve the network reliability.
  • FIG. 1 is a network architecture diagram of a vehicle-mounted network system according to an embodiment of the present application
  • FIG. 2 is a diagram of a message sending manner of a key subsystem device and a common subsystem device according to an embodiment of the present application
  • FIG. 3 is a network architecture diagram of a vehicle-mounted network system according to another embodiment of the present application.
  • FIG. 4 is a diagram of a message sending manner of a key subsystem device and a common subsystem device according to another embodiment of the present application;
  • FIG. 5 is a network architecture diagram of a vehicle-mounted network system according to another embodiment of the present application.
  • FIG. 6 is a diagram of a message sending manner of a key subsystem device and a common subsystem device according to another embodiment of the present application.
  • an embodiment of the present application provides an in-vehicle network system, including an in-vehicle signal system device, a TCMS device, other in-vehicle network subsystem devices, and two mutually independent sub-networks, which are a first sub-network A and a third sub-network, respectively.
  • in-vehicle network equipment other than the in-vehicle signal system equipment is reasonably classified.
  • Those skilled in the art can determine the division of high and low safety levels according to driving needs. Different models and application scenarios will have Different division criteria. For example, it can be classified according to whether it is related to train driving safety.
  • the equipment related to train driving safety is a key subsystem device with a high safety level
  • the equipment not related to train driving safety is a common subsystem device with a low safety level.
  • TCMS equipment is related to driving safety
  • it is classified as a key subsystem device.
  • driving safety-related equipment is classified as a key subsystem device
  • equipment not related to train driving safety is classified as a common subsystem.
  • System equipment The safety level of the vehicle network equipment is divided into vehicle signal system equipment, key subsystem equipment and ordinary subsystem equipment in order from high to low.
  • the in-vehicle signal system network and the TCMS network are integrated into the same network, which reduces the complexity of the in-vehicle network system, and reduces the system's failure points due to the centralized and optimized deployment of the equipment.
  • the first sub-network A and the second sub-network B are redundant with each other for hot standby, which can ensure that if one of the first sub-network A and the second sub-network B fails unrecoverably, it will not affect the on-vehicle network. The device is working properly.
  • each compartment may be equipped with these three types of equipment at the same time, or it may be Only one or two of them are equipped, and the number of each type is not fixed.
  • the drawings of the present application for convenience, three types of equipment are provided in each carriage, but it cannot be understood that there are restrictions on the present application.
  • each of the key subsystem devices is a device containing at least two communication interfaces and related to train operation and vehicle safety, and each of the key subsystem devices passes two or more than two The communication interface is connected to two sub-networks.
  • the key subsystem equipment of each carriage sends messages on the first sub-network A and the second sub-network B at the same time, and the receiver determines to accept the first sub-network based on the network data and network status on the two sub-networks.
  • Data in network A or second sub-network B is determined according to characteristics such as data arrival time, network stability, and so on, so that the first subnetwork A or the second subnetwork B is selected; the network data contains a field that can indicate the source of the data, Data for the selected network.
  • the key subsystem equipment uses a dual-homing hot standby mechanism. When a network failure occurs in one of the first subnetwork A and the second subnetwork B, the key subsystem equipment is not affected, and the other subnetwork data is still trusted. Improved network reliability.
  • the key subsystem equipment includes a central control unit CCU, a traction control unit DCU, a remote input / output module RIOM, a brake control unit BCU, and an auxiliary control unit ACU.
  • the key subsystem equipment is not limited to only the above-mentioned equipment, and may also include other vehicle-mounted network equipment with a high security level such as a human-machine interface unit HMI and a train data recording unit ERM.
  • the central control unit CCU, the remote input and output module RIOM, the human-machine interface unit HMI, and the train data recording unit ERM belong to the TCMS device; the other devices mentioned above belong to other vehicle network subsystem devices.
  • the common subsystem device is a device that includes a communication interface and is not related to train operation and vehicle safety.
  • the common subsystem device is connected to the second sub-network B through a communication interface. in.
  • the ordinary subsystem equipment of each carriage sends a message in the second sub-network B, and at the same time sends the same data message to the key subsystem equipment of this carriage network.
  • the key subsystem equipment of this carriage is in the first sub-network.
  • the forwarded packets in network A are used as hot standby for common subsystem equipment.
  • the second subnetwork B is normal, the data of the second subnetwork B is accepted, otherwise the common subsystem equipment data forwarded by the key subsystem equipment in the first subnetwork A is accepted. .
  • the key subsystem equipment is not affected at this time, and the data in the first sub-network A is still accepted.
  • the common subsystem equipment Since the key subsystem equipment serves as a forwarding point for the common subsystem equipment, the common subsystem equipment relies on The key subsystem equipment in the vehicle network forwards the data to the first sub-network A, and the signal system equipment is also not affected, and the data of the first sub-network A is still accepted. In the above process, the common subsystem equipment will not directly communicate with the first sub-network A, but the key subsystem equipment will serve as the forwarding point for the common subsystem equipment, completing the physics of the first sub-network A and the second sub-network B. isolation. That is, while the signal network and the TCMS network are integrated, the risks caused by the common subsystem equipment to the signal system equipment are eliminated.
  • the second sub-network B has a dangerous behavior such as a broadcast storm and a virus intrusion
  • the normal operation of the first sub-network A where the signal system equipment is located can still be guaranteed.
  • the data exchange between the key subsystem equipment and the common subsystem equipment is performed through a network exchange unit connecting the two.
  • the common subsystem equipment includes a door control unit EDCU, an air conditioning control unit HVAC, a passenger information system PIS, a pyrotechnic alarm system FAS, and a lighting control unit LCU.
  • the common subsystem equipment is not limited to only the above-mentioned equipment, and may also include low-level vehicle-mounted network equipment such as a running part detection system, a video monitoring system CCTV, and a battery management system BMS.
  • each of the in-vehicle signal system devices is an in-vehicle device containing at least two communication interfaces, and the in-vehicle signal system devices are respectively connected to two sub-networks through two or more communication interfaces.
  • each of the vehicle-mounted signal system equipment contains at least two communication interfaces and is connected to the first sub-network A or the second sub-network B through the at least two communication interfaces, so that the first The on-board signal systems in the sub-network A and the second sub-network B are mutually redundant.
  • the vehicle-mounted signal system equipment works simultaneously in the first sub-network A and the second sub-network B.
  • the receiver determines to accept the data in the first sub-network A or the second sub-network B according to the network data and network status on the two sub-networks.
  • a network failure occurs in one of the first sub-network A and the second sub-network B, the signal system equipment is not affected, and the data of the other normally working sub-network is still adopted, which improves the reliability of the network.
  • the vehicle-mounted signal system equipment includes a motion detection unit MDU, a secure discrete input-output unit VDU, a train access unit TAU, a train monitoring system ATS, a security gateway device SG, and a communication management unit CMU.
  • the on-board signal system equipment is not limited to only the above-mentioned equipment, and may also include other signal system equipment such as an automatic train operating system ATO and a safety operation processing unit VOP.
  • the topology of the first sub-network A and the second sub-network B adopts a linear topology, but is not limited to a linear topology, and may also be a ring topology or a trapezoidal topology.
  • the on-board network system can choose a suitable network topology according to the needs of the train.
  • each sub-network in order to achieve communication connection between the two sub-networks and the in-vehicle network equipment, each sub-network is provided with multiple network exchange units, and the in-vehicle equipment is Sub-network connection.
  • an in-vehicle network system including an in-vehicle signal system device, a TCMS device, other in-vehicle network subsystem devices, and two mutually independent sub-networks, which are a first sub-network A and The second sub-network B; the vehicle signal system equipment is directly connected to the first sub-network A and the second sub-network B, respectively; the TCMS equipment and other vehicular network subsystem equipment are classified into the key with a high security level according to the security level The subsystem device and the common subsystem device with a low security level, and each of the key subsystem devices is connected to the first sub network A and the second sub network B through two or more communication interfaces.
  • the system equipment directly accesses the first sub-network A. Integrating the vehicle signal system network and the TCMS network into the same network reduces the complexity of the vehicle network system. At the same time, due to the centralized and optimized deployment of equipment, the system's failure points are reduced.
  • the first sub-network A and the second sub-network B are redundant with each other for hot standby, which can ensure that if one of the first sub-network A and the second sub-network B fails unrecoverably, it will not affect the on-vehicle network. The device is working properly.
  • the common subsystem equipment of each car sends a message in the first sub-network A, and at the same time sends the same data message to the key subsystem of the car network.
  • Equipment, the key subsystem of this compartment forwards the message in the second subnetwork B as a hot standby for the common subsystem equipment.
  • the first subnetwork A is normal, the data of the first subnetwork A is accepted, otherwise the second subnetwork is accepted.
  • the key subsystem equipment is not affected at this time, and the data in the second sub-network B is still accepted.
  • the common subsystem equipment Since the key subsystem equipment serves as a forwarding point for the common subsystem equipment, the common subsystem equipment relies on The key subsystem devices in the vehicle's network forwarded the data to the second sub-network B, and the signal system equipment was also not affected, and the second sub-network B data was still accepted. In the above process, the common subsystem equipment will not directly communicate with the second sub-network B, but the key subsystem equipment will serve as the forwarding point for the common subsystem equipment, completing the physics of the first sub-network A and the second sub-network B. isolation. That is, while the signal network and the TCMS network are integrated, the risks caused by the common subsystem equipment to the signal system equipment are eliminated. When the first sub-network A has a dangerous behavior such as a broadcast storm and a virus intrusion, the normal operation of the second sub-network B where the signal system equipment is located can still be guaranteed.
  • an in-vehicle network system including an in-vehicle signal system device, a TCMS device, other in-vehicle network subsystem devices, and two mutually independent sub-networks, which are a first sub-network A and The second sub-network B; the vehicle signal system equipment is directly connected to the first sub-network A and the second sub-network B, respectively; the TCMS equipment and other vehicular network subsystem equipment are classified into the key with a high security level according to the security level The subsystem device and the common subsystem device with a low security level, and each of the key subsystem devices is connected to the first sub network A and the second sub network B through two or more communication interfaces.
  • the system equipment accesses the first sub-network A and the second sub-network B through two or more communication interfaces.
  • the integration of the vehicle signal system network and the TCMS network into the same network reduces the complexity of the vehicle network system.
  • the system's failure points are reduced.
  • the first sub-network A and the second sub-network B are redundant with each other for hot standby, which can ensure that if one of the first sub-network A and the second sub-network B fails unrecoverably, it will not affect the on-vehicle network. The device is working properly.
  • each of the common subsystem devices is a device that contains at least two communication interfaces and is not related to train operation and vehicle safety.
  • the system device accesses the first sub-network A and the second sub-network B through two or more communication interfaces.
  • the ordinary subsystem equipment of each car sends messages on the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in network B.
  • an embodiment of the present application provides a communication method for a vehicle-mounted network system, including the following steps:
  • the signal system equipment works simultaneously in the first sub-network A and the second sub-network B, and the receiver determines to accept the data in the first sub-network A or the second sub-network B according to the network data and network status on the two sub-networks;
  • the key subsystem equipment of each car sends messages on the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in network B;
  • the ordinary subsystem equipment of each car sends messages in the second sub-network B or the first sub-network A, and at the same time sends the same data message to the key subsystem equipment of this car network.
  • the system device forwards the message in the first subnetwork A or the second subnetwork B as a hot standby for the common subsystem equipment.
  • the receiver determines whether to accept the first subnetwork A or the first subnetwork based on the network data and network status on the two subnetworks. Data in the second sub-network B.
  • S1, S2, and S3 can be interchanged.
  • it can be: S1, key subsystem equipment communication, S2, common subsystem equipment communication, S3, signal system equipment communication; it can also be: S1, key subsystem equipment communication, S2, signal system equipment communication, S3, general Subsystem equipment communication; it can also be: S1, common subsystem equipment communication, S2, key subsystem equipment communication, S3, signal system equipment communication.
  • the above-mentioned communication method of the present application uses two mutually independent sub-networks to integrate a signal network and a TCMS network, and the two sub-networks are hot standby for each other, thereby improving network reliability.
  • key subsystem devices forward packets in the first sub-network A or second sub-network B as hot standby for common subsystem devices, and complete the physical isolation of the two sub-networks, so that common subsystem devices will not be separated from the first subsystem.
  • the sub-network A or the second sub-network B communicates directly, and at the same time when the signal network and the TCMS network are merged, the risks caused by the common subsystem equipment to the signal system equipment are eliminated, and the network security is improved.
  • another embodiment of the present application provides a communication method for a vehicle-mounted network system, including the following steps:
  • the vehicle-mounted signal system equipment works simultaneously in the first sub-network A and the second sub-network B, and the receiver determines to accept the data in the first sub-network A or the second sub-network B according to the network data and network status on the two sub-networks;
  • the key subsystem equipment of each car sends messages on the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in network B;
  • the ordinary subsystem equipment of each car sends messages in the first subnet A and the second subnet B at the same time.
  • the receiver determines whether to accept the first subnet A or the second subnet based on the network data and network status on the two subnets. Data in subnet B.
  • S1, S2, and S3 can be interchanged.
  • it can be: S1, key subsystem equipment communication, S2, common subsystem equipment communication, S3, signal system equipment communication; it can also be: S1, key subsystem equipment communication, S2, signal system equipment communication, S3, general Subsystem equipment communication; it can also be: S1, common subsystem equipment communication, S2, key subsystem equipment communication, S3, signal system equipment communication.
  • the above-mentioned communication method of the present application uses two mutually independent sub-networks to fuse a signal network and a TCMS network, and the two sub-networks are hot standby for each other, thereby improving network reliability.
  • the vehicle signal system equipment uses the train access unit (hereinafter referred to as TAU) as an example
  • the key subsystem equipment uses a central control unit (hereinafter referred to as CCU) as an example
  • the common subsystem equipment uses a pyrotechnic alarm system (hereinafter referred to as FAS) as an example Be explained.
  • TAU train access unit
  • CCU central control unit
  • FAS pyrotechnic alarm system
  • Embodiment 4 A first sub-network A is defined as a primary network, and a second sub-network B is defined as a secondary network.
  • the TAUs in the first sub-network A and the second sub-network B simultaneously send messages in the respective sub-networks. If the first sub-network A is normal, the data in the first sub-network A is accepted, and if the first sub-network A is faulty, the data in the second sub-network B is accepted.
  • the CCU sends packet 1 in the first sub-network A and the second sub-network B at the same time, and is a hot standby for each other. If the first sub-network A is normal, the data in the first sub-network A is accepted. When one sub-network A fails, the data in the second sub-network B is accepted. The FAS sends message 2 in the second sub-network B and sends it to the CCU at the same time. In addition to sending message 1 in the first sub-network A, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function: If the first sub-network A is normal, the data in the first sub-network A is accepted, and when the first sub-network A is faulty, the data in the second sub-network B is accepted.
  • the CCU sends packet 1 in the first sub-network A and the second sub-network B at the same time, which is a hot standby for each other. If the first sub-network A is normal, the data in the first sub-network A is accepted. When the first sub-network A fails, the data in the second sub-network B is accepted. The FAS sends message 2 in the first sub-network A and sends it to the CCU at the same time. In addition to sending message 1 in the second sub-network B, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function: If the first sub-network A is normal, the data in the first sub-network A is accepted, and when the first sub-network A is faulty, the data in the second sub-network B is accepted.
  • Embodiment 5 The second sub-network B is defined as the primary network, and the first sub-network A is the secondary network.
  • the TAUs in the first sub-network A and the second sub-network B simultaneously send messages in the respective sub-networks. If the second sub-network B is normal, the data in the second sub-network B is accepted, and if the second sub-network B is faulty, the data in the first sub-network A is accepted.
  • the CCU sends packet 1 in the first subnet A and the second subnet B at the same time, and is a hot backup for each other. If the second subnet B is normal, the data in the second subnet B is accepted. When the second sub-network B fails, the data in the first sub-network A is accepted.
  • the FAS sends message 2 in the second sub-network B and sends it to the CCU at the same time. In addition to sending message 1 in the first sub-network A, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function: If the second sub-network B is normal, the data in the second sub-network B is accepted, and if the second sub-network B is faulty, the data in the first sub-network A is accepted.
  • the CCU sends message 1 in the first sub-network A and the second sub-network B at the same time, which is a hot standby for each other. If the second sub-network B is normal, the data in the second sub-network B is accepted. If the second sub-network B fails, the data in the first sub-network A is accepted. The FAS sends message 2 in the first sub-network A and sends it to the CCU at the same time. In addition to sending message 1 in the second sub-network B, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function: If the second sub-network B is normal, the data in the second sub-network B is accepted, and if the second sub-network B is faulty, the data in the first sub-network A is accepted.
  • Embodiment 6 The first sub-network A and the second sub-network B are used regardless of primary and secondary, and both sub-networks work normally.
  • the TAUs in the first subnet A and the second subnet B send the packets in the respective subnets at the same time.
  • the receiver will If the network data is better than the network status and network data of the second sub-network B, the data in the first sub-network A is accepted. Conversely, if the network status and network data in the second sub-network B are better than the network status and network data in the first sub-network A, the data in the second sub-network B is accepted.
  • the CCU sends message 1 in the first sub-network A and the second sub-network B at the same time, which is hot standby for each other. If the network status and network data in the first sub-network A are better than the network status of the second sub-network B and Network data, the data in the first sub-network A is accepted; conversely, if the network status and network data in the second sub-network B are better than the network status and network data in the first sub-network A, the second sub-network B is accepted data.
  • the FAS sends message 2 in the second sub-network B and sends it to the CCU at the same time.
  • the CCU In addition to sending message 1 in the first sub-network A, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function, if the network status and network data in the first sub-network A are better than the network status and network data in the second sub-network B, the data in the first sub-network A is accepted; otherwise, if the network in the second sub-network B The status and network data are better than the network status and network data of the first sub-network A, then the data in the second sub-network B are accepted.
  • the CCU sends message 1 in the first sub-network A and the second sub-network B at the same time, and is a hot standby for each other. If the network status and network data in the first sub-network A are better than the network in the second sub-network B State and network data, the data in the first sub-network A is accepted; conversely, if the network state and network data in the second sub-network B is better than the network state and network data of the first sub-network A, the second sub-network is accepted Data in B.
  • the FAS sends message 2 in the first sub-network A and sends it to the CCU at the same time.
  • the CCU In addition to sending message 1 in the second sub-network B, the CCU also sends message 2 of the FAS to complete the hot standby of the FAS equipment. Function, if the network status and network data in the first sub-network A are better than the network status and network data in the second sub-network B, the data in the first sub-network A is accepted; otherwise, if the network in the second sub-network B The status and network data are better than the network status and network data of the first sub-network A, then the data in the second sub-network B are accepted.
  • Embodiment 7 A first sub-network A is defined as a primary network, and a second sub-network B is defined as a secondary network.
  • the TAUs in the first sub-network A and the second sub-network B simultaneously send messages in the respective sub-networks. If the first sub-network A is normal, the data in the first sub-network A is accepted, and if the first sub-network A is faulty, the data in the second sub-network B is accepted.
  • the CCU sends packets in the first subnet A and the second subnet B at the same time, and they are hot backup each other. If the first subnet A is normal, the data in the first subnet A is accepted, and when the first subnet A fails At that time, the data in the second sub-network B is accepted.
  • the FAS sends the message in the first sub-network A and the second sub-network B at the same time. If the first sub-network A is normal, the data in the first sub-network A is accepted. If the first sub-network A is faulty, the second sub-network A is accepted. Data in subnet B.
  • Embodiment 8 The second sub-network B is defined as the primary network, and the first sub-network A is the secondary network.
  • the TAUs in the first sub-network A and the second sub-network B simultaneously send messages in the respective sub-networks. If the second sub-network B is normal, the data in the second sub-network B is accepted, and if the second sub-network B is faulty, the data in the first sub-network A is accepted.
  • the CCU sends packets in the first subnet A and the second subnet B at the same time, and they are hot backup each other. If the second subnet B is normal, the data in the second subnet B is accepted, and if the second subnet B fails At that time, the data in the first sub-network A is accepted.
  • the FAS sends the message in the first sub-network A and the second sub-network B at the same time. If the second sub-network B is normal, the data in the second sub-network B is accepted. If the second sub-network B fails, the first sub-network B is accepted. Data in subnet A.
  • Embodiment 9 The first sub-network A and the second sub-network B are used regardless of primary and secondary, and both sub-networks work normally.
  • the TAUs in the first subnet A and the second subnet B send the packets in the respective subnets at the same time.
  • the receiver will If the network data is better than the network status and network data of the second sub-network B, the data in the first sub-network A is accepted. Conversely, if the network status and network data in the second sub-network B are better than the network status and network data in the first sub-network A, the data in the second sub-network B is accepted.
  • the CCU sends messages in the first sub-network A and the second sub-network B at the same time.
  • the receiver according to the network status and network data in the two sub-networks, if the network status and network data in the first sub-network A are better than the network status and network data of the second sub-network B, the data in the first sub-network A is accepted On the contrary, if the network status and network data in the second sub-network B are better than the network status and network data of the first sub-network A, the data in the second sub-network B is accepted.
  • the FAS sends the message in the first sub-network A and the second sub-network B at the same time.
  • the receiver will The network status and network data of the second sub-network B adopt the data in the first sub-network A. Conversely, if the network status and network data in the second sub-network B are better than the network status and network data in the first sub-network A, the data in the second sub-network B is accepted.

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Abstract

本申请涉及一种车载网络系统及其通信方法，所述车载网络系统包括信号系统设备、TCMS设备、其他车载网络子系统设备以及两个相互独立的子网络；信号系统设备分别直接接入第一子网络A和第二子网络B；TCMS设备、其他车载网络子系统设备按照安全等级分为高安全等级的关键子系统设备与低安全等级的普通子系统设备，关键子系统设备通过两个或两个以上通信接口接入第一子网络A和第二子网络B，普通子系统设备直接接入第一子网络A或/和第二子网络B。本申请将信号系统网络与TCMS网络融合，纳入到同一网络中，降低了车载网络系统的复杂度，减少了系统的故障点；两个子网络互为热备，能够保证在其中任意一个发生不可恢复故障时，不会影响车载网络设备正常工作。

Description

一种车载网络系统及其通信方法 技术领域
本申请属于轨道车辆网络通信技术领域，具体地说，涉及一种适用于列车控制系统网络与信号系统网络共网的车载网络系统及其通信方法。
背景技术
传统的车载网络系统通常由不同服务类型的多种网络共同组成。例如：服务于列车调度运行的信号系统网络，服务于列车控制和维护管理的列车网络控制系统(简称：TCMS)网络。这种车载网络系统存在如下问题：
1、同时存在多套网络，导致网络复杂度高，故障点增加；
2、存在多套网络，导致列车制造成本增加，机柜和线缆部署复杂度提高；
3、各网络之间相互隔离，导致车辆维护人员无法统一进行维护、管理，增加了维护管理的复杂度和成本。
若直接将TCMS网络与信号系统网络纳入到同一物理网络中，可以简化网络，但由于TCMS网络中存在低安全等级的子系统设备，容易引入风险，造成信号系统的不可控，会给列车运行安全带来隐患。
发明内容
本申请针对现有车载网络系统存在的上述问题，提供了一种复杂度和成本低、安全性高的车载网络系统及其通信方法。
为了达到上述目的，本申请一方面提供了一种车载网络系统，包括车载信号系统设备、TCMS设备、其他车载网络子系统设备以及两个相互独立的子网络；所述车载信号系统设备分别直接接入第一子网络A和第二子网络B；所述TCMS设备和其他车载网络子系统设备按照安全等级分为具有高安全等级的关键子系 统设备与具有低安全等级的普通子系统设备，所述关键子系统设备通过两个或两个以上通信接口接入第一子网络A和第二子网络B，所述普通子系统设备直接接入第二子网络B或/和第一子网络A。
一方面，作为优选，所述普通子系统设备直接接入第一子网络A或第二子网络B。
作为优选，所述普通子系统设备为含有一个通信接口且与列车运行和车辆安全不相关的设备，所述普通子系统设备通过一个通信接口接入到第一子网络A或第二子网络B中。
作为优选，每节车厢的普通子系统设备在第一子网络A或第二子网络B中发送报文，同时将相同的数据报文发送至本节车厢的关键子系统设备，由本节车厢关键子系统设备在第二子网络B或第一子网络A中转发报文作为普通子系统设备的热备，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
另一方面，作为优选，所述普通子系统设备直接接入第一子网络A和第二子网络B。
作为优选，所述普通子系统设备为含有至少两个通信接口且与列车运行和车辆安全不相关的设备，所述普通子系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B中。
Figure PCTCN2019089846-appb-000001
作为优选，每节车厢的普通子系统设备在第一子网络A和第二子网络B中同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
作为优选，所述关键子系统设备为含有至少两个通信接口且与列车运行和 车辆安全相关的设备，所述关键子系统设备通过两个或两个以上通信接口接入到两个子网络中。
作为优选，每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文,接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
作为优选，所述车载信号系统设备为至少含有两个通信接口的车载设备，所述车载信号系统设备通过两个或两个以上通信接口分别接入到两个子网络中。
作为优选，车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
基于上述车载网络系统，本申请另一方面提供了一种车载网络系统的通信方法，含有以下步骤：
车载信号系统设备通信：
车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
关键子系统设备通信：
每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
普通子系统设备通信：
每节车厢的普通子系统设备在第一子网络A或第二子网络B中发送报文， 同时将相同的数据报文发送至本节车厢网络的关键子系统设备，由本节车厢关键子系统设备在第二子网络B或第一子网络A中转发报文作为普通子系统设备的热备，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；或
每节车厢的普通子系统设备在第一子网络A和第二子网络B中同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
与现有技术相比，本申请的优点和积极效果在于：
(1)本申请提供的车载网络系统，将车载信号系统设备与TCMS设备以及其他车载网络子系统设备纳入到同一网络中，实现信号网络与TCMS网络的融合，可以减少网络交换设备、列车线缆和机柜的数量，降低了车载网络系统的复杂度和维护成本，同时由于设备的集中和优化部署，减小了车载网络系统的故障点。
(2)本申请提供的车载网络系统，有利于从列车全系统的角度实现网络设备的数据共享和故障诊断，有利于实现列车网络的业务多样化。
(3)本申请提供的车载网络系统，使用两个相互独立的第一子网络A和第二子网络B互为热备，并采用关键子系统设备作为普通子系统设备的转发点，完成了第一子网络A和第二子网络B的物理隔离，即普通子系统设备不能直接访问非所在子网，保证信号系统设备所在的另一网络的安全和稳定，避免低安全等级的普通子系统带来的隐患，从而降低网络融合带来的风险。
(4)本申请提供的车载网络系统，信号系统设备直接接入第一子网络A和第二子网络B，同时关键子系统设备采用双归属方式接入第一子网络A和第二子 网络B，且第一子网络A和第二子网络B互为热备，即两个子网络互为冗余，当其中一个子网络故障时，使用另一个子网络通信，保证车载网络设备正常工作，不会影响整车设备间通信，提高了网络的可靠性。
(5)本申请提供的车载网络系统，普通子系统设备还可以直接接入第一子网络A和第二子网络B，且第一子网络A和第二子网络B互为热备，即两个子网络互为冗余，当其中一个子网络故障时，使用另一个子网络通信，保证车载网络设备正常工作，不会影响整车设备间通信，提高了网络的可靠性。
(6)本申请提供的车载网络系统，为车辆维护人员提供了统一的维护管理平台，减少了维护成本，降低了维护复杂度，提高了维护效率。
(7)本申请提供的通信方法，将信号系统网络与TCMS网络融合，减少网络交换设备、列车线缆和机柜的数量，降低了列车网络的复杂度、制造成本和维护成本。
(8)本申请提出的列车关键子系统设备转发普通子系统设备报文的热备机制，在进行信号系统网络与TCMS网络融合的同时，避免低安全等级的普通子系统带来的隐患，从而降低网络融合带来的风险，提高网络的安全与稳定。
(9)本申请提供的通信方法，信号系统设备、TCMS设备和其他车载子系统设备均接入第一子网络A和第二子网络B，且第一子网络A和第二子网络B互为热备，两个子网络互为冗余，当其中一个子网络故障时，使用另一个子网络通信，保证车载网络设备正常工作，不会影响整车设备间通信，提高了网络的可靠性。
附图说明
图1为本申请一实施例车载网络系统网络架构图；
图2为本申请一实施例关键子系统设备和普通子系统设备的报文发送方式图；
图3为本申请另一实施例车载网络系统网络架构图；
图4为本申请另一实施例关键子系统设备和普通子系统设备的报文发送方式图；
图5为本申请又一实施例车载网络系统网络架构图；
图6为本申请又一实施例关键子系统设备和普通子系统设备的报文发送方式图。
具体实施方式
下面，通过示例性的实施方式对本申请进行具体描述。然而应当理解，在没有进一步叙述的情况下，一个实施方式中的元件、结构和特征也可以有益地结合到其他实施方式中。
在本申请的描述中，需要说明的是，此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性。
实施例1
参见图1，本申请一实施例提供了一种车载网络系统，包括车载信号系统设备、TCMS设备、其他车载网络子系统设备以及两个相互独立的子网络，分别为第一子网络A和第二子网络B；所述车载信号系统设备分别直接接入第一子网络A和第二子网络B；所述TCMS设备、其他车载网络子系统设备按照安全等级分为具有高安全等级的关键子系统设备与具有低安全等级的普通子系统设备，每个所述关键子系统设备通过两个或两个以上通信接口接入第一子网络A和第二 子网络B，所述普通子系统设备直接接入第二子网络B。
在本实施例中，将除车载信号系统设备之外的其它车载网络设备进行合理的分类，本领域技术人员可根据行车需要来确定高、低安全等级的划分，不同的车型和应用场景会有不同的划分标准。例如可根据是否与列车行车安全相关进行划分，与列车行车安全相关的设备为具有高安全等级的关键子系统设备，与列车行车安全无关的设备为具有低安全等级的普通子系统设备，此时，由于TCMS设备均与行车安全相关，因此均划分为关键子系统设备，其他车载网络子系统设备中与行车安全相关的设备划分为关键子系统设备，与列车行车安全无关的设备划分为普通子系统设备。车载网络设备划分后的安全等级由高至低依次为车载信号系统设备、关键子系统设备和普通子系统设备。
本实施例将车载信号系统网络与TCMS网络融合，纳入到同一网络中，降低了车载网络系统的复杂度，同时由于设备的集中和优化部署，减少了系统的故障点。此外，第一子网络A和第二子网络B采用冗余方式互为热备，能够保证在第一子网络A和第二子网络B其中之一发生不可恢复故障时，不会影响车载网络设备的正常工作。
需要说明的是，由于车型的不同，车载信号系统设备、关键子系统设备和普通子系统设备在列车车厢内的配置方式不固定，如每节车厢内可能同时配备有这三种设备，也可能只配备其中的一种或两种设备，并且每种设备配备的数量也不固定。本申请附图中为表示方便，每节车厢内均配备有三种设备，但不能理解为对本申请存在限制。
作为上述车载网络系统的优选设计，每个所述关键子系统设备为含有至少两个通信接口并且与列车运行和车辆安全相关的设备，每个所述关键子系统设 备通过两个或两个以上通信接口接入到两个子网络中。
上述车载网络系统中，每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。具体地，根据诸如数据到达时间、网络稳定性等特征判断网络状态，从而选定第一子网络A或第二子网络B；网络数据中含有可表明数据来源的字段，根据网络数据获取来自所选定网络的数据。关键子系统设备使用双归属热备机制，当第一子网络A和第二子网络B其中之一发生网络故障时，关键子系统设备不受影响，仍然采信另一个正常工作的子网络数据，提高了网络的可靠性。
作为一优选方案，所述关键子系统设备包括中央控制单元CCU、牵引控制单元DCU、远程输入输出模块RIOM、制动控制单元BCU和辅助控制单元ACU。但所述关键子系统设备不限于仅包括上述设备，还可以包括人机接口单元HMI和列车数据记录单元ERM等其他具有高安全等级的车载网络设备。其中，中央控制单元CCU、远程输入输出模块RIOM、人机接口单元HMI和列车数据记录单元ERM属于TCMS设备；上述其他设备属于其他车载网络子系统设备。
作为上述车载网络系统的优选设计，所述普通子系统设备为含有一个通信接口并且与列车运行和车辆安全不相关的设备，所述普通子系统设备通过一个通信接口接入到第二子网络B中。
每节车厢的普通子系统设备在第二子网络B中发送报文，同时将相同的数据报文发送至本节车厢网络的关键子系统设备，由本节车厢关键子系统设备在第一子网络A中转发报文作为普通子系统设备的热备，第二子网络B正常时，采信第二子网络B数据，否则采信第一子网络A中关键子系统设备转发的普通 子系统设备数据。当第二子网络B发生列车级故障时，此时关键子系统设备不受影响，仍然采信第一子网A数据，由于关键子系统设备作为普通子系统设备的转发点，普通子系统设备依靠本车网络内的关键子系统设备的转发，将数据发送至第一子网络A中，信号系统设备同样不受影响，仍然采信第一子网络A数据。在上述过程中，普通子系统设备不会直接与第一子网络A直接通信，而是关键子系统设备作为普通子系统设备的转发点，完成第一子网络A、第二子网络B的物理隔离。即在信号网络与TCMS网络进行融合的同时，消除了普通子系统设备给信号系统设备带来的风险。当第二子网络B发生广播风暴和病毒入侵时等危险行为时，仍能保证信号系统设备所在的第一子网络A的正常工作。其中，关键子系统设备与普通子系统设备之间的数据交换是通过连接两者的网络交换单元进行的。
作为一优选方案，所述普通子系统设备包括车门控制单元EDCU、空调控制单元HVAC、乘客信息系统PIS、烟火报警系统FAS和照明控制单元LCU。但所述普通子系统设备不限于仅包括上述设备，还可以包括走行部检测系统、视频监控系统CCTV和电池管理系统BMS等具有低安全等级的车载网络设备。
作为上述车载网络系统的优选设计，每个所述车载信号系统设备为至少含有两个通信接口的车载设备，所述车载信号系统设备通过两个或两个以上通信接口分别接入到两个子网络中。即，为保证安全等级，每个所述车载信号系统设备含有至少两个通信接口并且通过所述至少两个通信接口接入到第一子网络A或第二子网络B中，从而使得第一子网络A和第二子网络B中的车载信号系统互为冗余。
车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根 据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。当第一子网络A和第二子网络B其中之一发生网络故障时，信号系统设备不受影响，仍然采信另一个正常工作的子网络数据，提高了网络的可靠性。
作为一优选方案，所述车载信号系统设备包括运动检测单元MDU、安全离散输入输出单元VDU、列车接入单元TAU、列车监控系统ATS、安全网关设备SG和通信管理单元CMU。但所述车载信号系统设备不限于仅包括上述设备，还可以包括列车自动运行系统ATO和安全运行处理单元VOP等其他信号系统设备。
继续参见图1，作为上述车载网络系统的优选方案，所述第一子网络A和第二子网络B的拓扑结构采用线性拓扑，但不限于线性拓扑，还可以是环形拓扑或梯形拓扑等。车载网络系统可以根据列车需要选择适合的网络拓扑结构。
继续参见图1，作为上述车载网络系统的优选方案，为了实现两个子网络与车载网络设备之间的通信连接，每个子网络上均设有多个网络交换单元，车载设备均通过网络交换单元与子网络连接。
实施例2
参见图3，本申请另一实施例提供了一种车载网络系统，包括车载信号系统设备、TCMS设备、其他车载网络子系统设备以及两个相互独立的子网络，分别为第一子网络A和第二子网络B；所述车载信号系统设备分别直接接入第一子网络A和第二子网络B；所述TCMS设备和其他车载网络子系统设备按照安全等级分为具有高安全等级的关键子系统设备与具有低安全等级的普通子系统设备，每个所述关键子系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B，所述普通子系统设备直接接入第一子网络A。将车载信号系统网络与TCMS网络融合，纳入到同一网络中，降低了车载网络系统的复杂度，同时 由于设备的集中和优化部署，减少了系统的故障点。此外，第一子网络A和第二子网络B采用冗余方式互为热备，能够保证在第一子网络A和第二子网络B其中之一发生不可恢复故障时，不会影响车载网络设备的正常工作。
在本实施例中，与实施例1不同的是，每节车厢的普通子系统设备在第一子网络A中发送报文，同时将相同的数据报文发送至本节车厢网络的关键子系统设备，由本节车厢关键子系统设备在第二子网络B中转发报文作为普通子系统设备的热备，第一子网络A正常时，采信第一子网络A数据，否则采信第二子网络B中关键子系统设备转发的普通子系统设备数据。当第一子网络A发生列车级故障时，此时关键子系统设备不受影响，仍然采信第二子网B数据，由于关键子系统设备作为普通子系统设备的转发点，普通子系统设备依靠本车网络内的关键子系统设备的转发，将数据发送至第二子网络B中，信号系统设备同样不受影响，仍然采信第二子网络B数据。在上述过程中，普通子系统设备不会直接与第二子网络B直接通信，而是关键子系统设备作为普通子系统设备的转发点，完成第一子网络A、第二子网络B的物理隔离。即在信号网络与TCMS网络进行融合的同时，消除了普通子系统设备给信号系统设备带来的风险。当第一子网络A发生广播风暴和病毒入侵时等危险行为时，仍能保证信号系统设备所在的第二子网络B的正常工作。
实施例3
参见图5，本申请又一实施例提供了一种车载网络系统，包括车载信号系统设备、TCMS设备、其他车载网络子系统设备以及两个相互独立的子网络，分别为第一子网络A和第二子网络B；所述车载信号系统设备分别直接接入第一子网络A和第二子网络B；所述TCMS设备和其他车载网络子系统设备按照安全等级 分为具有高安全等级的关键子系统设备与具有低安全等级的普通子系统设备，每个所述关键子系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B，所述普通子系统设备通过两个或两个以上通信接口接入第一子网络A和第二子网络B。将车载信号系统网络与TCMS网络融合，纳入到同一网络中，降低了车载网络系统的复杂度，同时由于设备的集中和优化部署，减少了系统的故障点。此外，第一子网络A和第二子网络B采用冗余方式互为热备，能够保证在第一子网络A和第二子网络B其中之一发生不可恢复故障时，不会影响车载网络设备的正常工作。
本实施例中，与实施例1和实施例2不同的是，每个所述普通子系统设备为含有至少两个通信接口并且与列车运行和车辆安全不相关的设备，每个所述普通子系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B中。
每节车厢的普通子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。当第一子网络A和第二子网络B其中之一发生网络故障时，普通子系统设备不受影响，仍然采信另一个正常工作的子网络数据，提高了网络的可靠性。
基于实施例1和实施例2所提供的车载网络系统，本申请一实施例提供了一种车载网络系统的通信方法，含有以下步骤：
S1、车载信号系统设备通信
信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中 数据；
S2、关键子系统设备通信
每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
S3、普通子系统设备通信
每节车厢的普通子系统设备在第二子网络B或第一子网络A中发送报文，同时将相同的数据报文发送至本节车厢网络的关键子系统设备，由本节车厢关键子系统设备在第一子网络A或第二子网络B中转发报文作为普通子系统设备的热备，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
上述步骤S1、S2、S3的顺序可以互换。例如：可以为：S1、关键子系统设备通信，S2、普通子系统设备通信，S3、信号系统设备通信；也可以为：S1、关键子系统设备通信，S2、信号系统设备通信，S3、普通子系统设备通信；还可以为：S1、普通子系统设备通信，S2、关键子系统设备通信，S3、信号系统设备通信。
本申请上述通信方法，采用两个相互独立的子网络，将信号网络与TCMS网络融合，两个子网络互为热备，提高了网络的可靠性。同时，提出关键子系统设备在第一子网络A或第二子网络B中转发报文作为普通子系统设备的热备，完成两个子网络的物理隔离，使普通子系统设备不会与第一子网络A或第二子网络B直接通信，在信号网络与TCMS网络融合的同时，消除普通子系统设备给 信号系统设备带来的风险，提高网络的安全性。
基于实施例3所提供的车载网络系统，本申请另一实施例提供了一种车载网络系统的通信方法，含有以下步骤：
S1、车载信号系统设备通信
车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
S2、关键子系统设备通信
每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
S3、普通子系统设备通信
每节车厢的普通子系统设备在第一子网络A和第二子网络B中同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
上述步骤S1、S2、S3的顺序可以互换。例如：可以为：S1、关键子系统设备通信，S2、普通子系统设备通信，S3、信号系统设备通信；也可以为：S1、关键子系统设备通信，S2、信号系统设备通信，S3、普通子系统设备通信；还可以为：S1、普通子系统设备通信，S2、关键子系统设备通信，S3、信号系统设备通信。
本申请上述通信方法，采用两个相互独立的子网络，将信号网络与TCMS网 络融合，两个子网络互为热备，提高了网络的可靠性。
以下以具体的实施例对本申请上述通信方法做出进一步说明。其中，车载信号系统设备以列车接入单元(以下简称TAU)为例，关键子系统设备以中央控制单元(以下简称CCU)为例，普通子系统设备以烟火报警系统(以下简称FAS)为例进行说明。
实施例4：定义第一子网络A为主网络，第二子网络B为辅网络。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送。若第一子网络A正常时，采信第一子网络A中数据，若第一子网络A故障时，采信第二子网络B中数据。
参见图2，CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第一子网络A正常时，采信第一子网络A中数据，当第一子网络A故障时，采信第二子网络B中数据。FAS将报文2在第二子网络B中发送，同时发送至CCU，CCU在第一子网络A中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第一子网络A正常时，采信第一子网络A中数据，当第一子网络A故障时，采信第二子网络B中数据。
或者，参见图4，CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第一子网络A正常时，采信第一子网络A中数据，当第一子网络A故障时，采信第二子网络B中数据。FAS将报文2在第一子网络A中发送，同时发送至CCU，CCU在第二子网络B中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第一子网络A正常时，采信第一子网络A中数据，当第一子网络A故障时，采信第二子网络B中数据。
实施例5：第二子网络B定义为主网络，第一子网络A为辅网络。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送。若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
继续参见图2，CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。FAS将报文2在第二子网络B中发送，同时发送至CCU，CCU在第一子网络A中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
或者，继续参见图4，CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。FAS将报文2在第一子网络A中发送，同时发送至CCU，CCU在第二子网络B中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
实施例6：第一子网络A与第二子网络B不分主次使用，且两个子网络均正常工作。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送，接收者根据两个子网络中的网络状态和网络数据，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据。反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的 网络状态和网络数据，则采信第二子网络B中数据。
CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据；反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。FAS将报文2在第二子网络B中发送，同时发送至CCU，CCU在第一子网络A中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据；反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。
或者，CCU将报文1在第一子网络A和第二子网络B中同时发送，互为热备，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据；反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。FAS将报文2在第一子网络A中发送，同时发送至CCU，CCU在第二子网络B中除发送报文1外，同时发送FAS的报文2，以此完成FAS设备的热备功能，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据；反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。
实施例7：定义第一子网络A为主网络，第二子网络B为辅网络。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送。若第一子网络A正常时，采信第一子网络A中数据，若第一子网络A故障时， 采信第二子网络B中数据。
CCU将报文在第一子网络A和第二子网络B中同时发送，互为热备，若第一子网络A正常时，采信第一子网络A中数据，当第一子网络A故障时，采信第二子网络B中数据。
FAS将报文在第一子网络A和第二子网络B中同时发送，若第一子网络A正常时，采信第一子网络A中数据，若第一子网络A故障时，采信第二子网络B中数据。
实施例8：第二子网络B定义为主网络，第一子网络A为辅网络。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送。若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
CCU将报文在第一子网络A和第二子网络B中同时发送，互为热备，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
FAS将报文在第一子网络A和第二子网络B中同时发送，若第二子网络B正常时，采信第二子网络B中数据，若第二子网络B故障时，采信第一子网络A中数据。
实施例9：第一子网络A与第二子网络B不分主次使用，且两个子网络均正常工作。
第一子网络A和第二子网络B中的TAU将报文在各自子网络中同时发送，接收者根据两个子网络中的网络状态和网络数据，若第一子网络A中的网络状 态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据。反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。
CCU将报文在第一子网络A和第二子网络B中同时发送，互为热备。接收者根据两个子网络中的网络状态和网络数据，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据；反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。
FAS将报文在第一子网络A和第二子网络B中同时发送，接收者根据两个子网络中的网络状态和网络数据，若第一子网络A中的网络状态和网络数据优于第二子网络B的网络状态和网络数据，则采信第一子网络A中数据。反之，若第二子网络B中的网络状态和网络数据优于第一子网络A的网络状态和网络数据，则采信第二子网络B中数据。
上述实施例用来解释本申请，而不是对本申请进行限制，在本申请的精神和权利要求的保护范围内，对本申请做出的任何修改和改变，都落入本申请的保护范围。

Claims (12)

  1. 一种车载网络系统，其特征在于，包括车载信号系统设备、列车网络控制系统设备、其他车载网络子系统设备以及两个相互独立的子网络；所述车载信号系统设备分别直接接入第一子网络A和第二子网络B；所述列车网络控制系统设备和其他车载网络子系统设备按照安全等级分为具有高安全等级的关键子系统设备与具有低安全等级的普通子系统设备，所述关键子系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B，所述普通子系统设备直接接入第一子网络A或/和第二子网络B。
  2. 如权利要求1所述的车载网络系统，其特征在于，所述普通子系统设备直接接入第一子网络A或第二子网络B。
  3. 如权利要求2所述的车载网络系统，其特征在于，所述普通子系统设备为含有一个通信接口且与列车运行和车辆安全不相关的设备，所述普通子系统设备通过一个通信接口接入到第一子网络A或第二子网络B中。
  4. 如权利要求2或3所述的车载网络系统，其特征在于，每节车厢的普通子系统设备在第一子网络A或第二子网络B中发送报文，同时将相同的数据报文发送至本节车厢的关键子系统设备，由本节车厢关键子系统设备在第二子网络B或第一子网络A中转发报文作为普通子系统设备的热备,接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
  5. 如权利要求1所述的车载网络系统，其特征在于，所述普通子系统设备直接接入第一子网络A和第二子网络B。
  6. 如权利要求5所述的车载网络系统，其特征在于，所述普通子系统设备为含有至少两个通信接口且与列车运行和车辆安全不相关的设备，所述普通子 系统设备通过两个或两个以上通信接口接入到第一子网络A和第二子网络B中。
  7. 如权利要求5或6所述的车载网络系统，其特征在于，每节车厢的普通子系统设备在第一子网络A和第二子网络B中同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
  8. 如权利要求1所述的车载网络系统，其特征在于，所述关键子系统设备为含有至少两个通信接口且与列车运行和车辆安全相关的设备，所述关键子系统设备通过两个或两个以上通信接口接入到两个子网络中。
  9. 如权利要求1或8所述的车载网络系统，其特征在于，每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文,接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
  10. 如权利要求1所述的车载网络系统，其特征在于，所述车载信号系统设备为至少含有两个通信接口的车载设备，所述车载信号系统设备通过两个或两个以上通信接口分别接入到两个子网络中。
  11. 如权利要求1或10所述的车载网络系统，其特征在于，车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
  12. 一种如权利1至11任意一项所述车载网络系统的通信方法，其特征在于，含有以下步骤：
    车载信号系统设备通信：
    车载信号系统设备在第一子网络A和第二子网络B中同时工作，接收者根 据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
    关键子系统设备通信：
    每节车厢的关键子系统设备在第一子网络A和第二子网络B同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；
    普通子系统设备通信：
    每节车厢的普通子系统设备在第一子网络A或第二子网络B中发送报文，同时将相同的数据报文发送至本节车厢的关键子系统设备，由本节车厢关键子系统设备在第二子网络B或第一子网络A中转发报文作为普通子系统设备的热备，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据；或
    每节车厢的普通子系统设备在第一子网络A和第二子网络B中同时发送报文，接收者根据两个子网络上的网络数据和网络状态，确定采信第一子网络A或第二子网络B中数据。
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