WO2024077539A1 - 一种列车间的组网通信方法、装置及列车编组 - Google Patents

一种列车间的组网通信方法、装置及列车编组 Download PDF

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Publication number
WO2024077539A1
WO2024077539A1 PCT/CN2022/125030 CN2022125030W WO2024077539A1 WO 2024077539 A1 WO2024077539 A1 WO 2024077539A1 CN 2022125030 W CN2022125030 W CN 2022125030W WO 2024077539 A1 WO2024077539 A1 WO 2024077539A1
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Prior art keywords
train
vehicle
discovery message
networking
topology
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PCT/CN2022/125030
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English (en)
French (fr)
Inventor
郝波
周学勋
冯东
冯叶
余万能
韩琛
苏俊宇
陈泰夫
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中车株洲电力机车研究所有限公司
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Priority to PCT/CN2022/125030 priority Critical patent/WO2024077539A1/zh
Publication of WO2024077539A1 publication Critical patent/WO2024077539A1/zh

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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
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W84/00—Network topologies
    • H04W84/18—Self-organising networks, e.g. ad-hoc networks or sensor networks

Definitions

  • the present invention relates to the field of rail transit wireless backbone network communications, and in particular to a method and device for networking communications between trains and train marshaling.
  • the Train Communication Network can be divided into two levels of network architecture, namely the Train Backbone and the Consist Network.
  • the backbone network is used for reconnection between trains, to achieve dynamic train formation and disorganization, train-level control and diagnosis functions.
  • the train backbone network mainly uses bus network and Ethernet network. Both bus network and Ethernet network are based on physical cable technology.
  • bus network and Ethernet network are based on physical cable technology.
  • the train backbone network nodes need to be physically connected and disconnected at the connection. Multiple plugging and unplugging will increase the wear of the connection, thus affecting the communication quality of the train backbone network.
  • WLTB Wireless Train Backbone
  • the long-distance wireless reconnection system is mainly based on cellular networks (such as GSM-R and LTE-M) and radio stations, while the short-distance wireless reconnection system is mainly based on WiFi technology.
  • GSM-R an integrated dedicated digital mobile communication system designed for railway communications
  • LTE-M a mobile communication system designed specifically to meet the needs of the Internet of Things or machine-to-machine communication applications
  • GSM-R an integrated dedicated digital mobile communication system designed for railway communications
  • LTE-M a mobile communication system designed specifically to meet the needs of the Internet of Things or machine-to-machine communication applications
  • radio station technology uses half-duplex communication mode
  • the wireless train backbone network node Wireless Train Backbone Node, WLTBN
  • WiFi wireless communication technology requires the participation of wireless access points.
  • the object of the present invention is to provide a method and device for network communication between trains and train formation, so as to realize effective, reliable and low-cost transmission of train backbone network data.
  • the present invention provides a network communication method between trains, which is applied to train marshaling, comprising:
  • a preset directional antenna to send a first topology discovery message of the train and receive a first topology discovery message of another train sent by another train formation; wherein the preset directional antenna is two directional antennas arranged back to back on the train formation, and the first topology discovery message of the train and the first topology discovery message of another train both include a sender identifier and network topology information, and the network topology information includes identifier information of each train formation node in the network;
  • the networking topology information of the vehicle is updated according to the first topology discovery message of the other vehicle, and the steps of sending the first topology discovery message of the vehicle using the preset directional antenna and receiving the first topology discovery message of the other vehicle sent by other train formations are performed;
  • updating the networking topology information of the own vehicle according to the first topology discovery message of the other vehicle includes:
  • the networking topology information of the vehicle is updated according to the sender identifier and the networking topology information and/or the corresponding received signal strength and receiving antenna in the first topology discovery message of the other vehicle; wherein the receiving antenna is any of the directional antennas.
  • the network topology information also includes topological arrangement order information of each train marshaling node in the network.
  • updating the networking topology information of the own vehicle according to the sender identifier and the networking topology information and/or the corresponding received signal strength and receiving antenna in the first topology discovery message of the other vehicle includes:
  • the networking topology information of the vehicle is updated according to the networking topology information in the first topology discovery message of the other vehicle.
  • determining the networking status according to the networking topology information in the first topology discovery message of the other vehicle includes:
  • the preset directional antennas are specifically directional antennas arranged back-to-back at one end of the train formation, with the communication direction being respectively the same.
  • the sender identifier includes the identifier of the directional antenna used for sending, and the identification information of each train marshaling node in the network includes the identifiers of two directional antennas of each of the train marshaling nodes.
  • the using the preset directional antenna to perform data transmission with a target node in the network according to the networking topology information of the vehicle includes:
  • the communication routing information includes the communication paths corresponding to the train marshaling nodes of the vehicle and other train marshaling nodes in the network and the routing metrics corresponding to the communication paths;
  • the preset directional antenna to send the second topology discovery message of the vehicle and receive the second topology discovery message of other vehicles sent by other train formations; wherein the second topology discovery message of the vehicle and the second topology discovery message of other vehicles both include the communication routing information;
  • a target communication path corresponding to the target node is determined, and the data to be sent is sent to the target node through the target communication path; wherein the target communication path is any of the communication paths.
  • updating the routing metric value corresponding to each of the communication paths in the communication routing information of the vehicle according to the second topology discovery message of the other vehicle includes:
  • CPU load and/or the corresponding received signal strength in the second topology discovery message of the other vehicle updating the routing metric value corresponding to each one-hop communication path in the communication routing information of the vehicle;
  • the routing metric value corresponding to each multi-hop communication path in the communication routing information of the vehicle is updated; wherein the communication path in the communication routing information of the vehicle includes the one-hop communication path and the multi-hop communication path.
  • updating the routing metric corresponding to each one-hop communication path in the communication routing information of the vehicle according to the message sequence number, CPU load and/or the corresponding received signal strength in the second topology discovery message of the other vehicle includes:
  • Parsing each of the second topology discovery messages of the other vehicles to obtain the message sequence number, the CPU load and the received signal strength is stored in the corresponding target storage space; wherein the target storage space is allocated storage space for each other train formation corresponding to the second topology discovery message of the other vehicle;
  • the mean received signal strength and the standard deviation of the received signal strength corresponding to the current one-hop communication path are calculated, and the received signal strength is calculated by and Determine the signal strength mean score and signal strength standard deviation score corresponding to the current one-hop communication path;
  • the current target storage space is any of the target storage spaces
  • the current one-hop communication path is the one-hop communication path corresponding to the current target storage space
  • S SPM is the signal strength mean score
  • S SPT is the signal strength standard deviation score
  • ⁇ is the received signal strength standard deviation
  • the average CPU load corresponding to the current one-hop communication path is calculated and Determine the average CPU load score corresponding to the current one-hop communication path; wherein S CPU is the average CPU load score, is the CPU load mean;
  • the packet receiving rate corresponding to the current one-hop communication path is calculated, and the packet receiving rate is calculated by Determine a packet receiving rate score corresponding to the current one-hop communication path; wherein S DPR is the packet receiving rate score, and DPR is the packet receiving rate;
  • the target other car second topology discovery message in the current target storage space calculate the average message reception period corresponding to the current one-hop communication path, and Determine an average cycle score corresponding to the current one-hop communication path; wherein S CYC is the average cycle score, CYCLE_A is the average message receiving cycle, and CYCLE is a preset message sending cycle;
  • the method before calculating the received signal strength mean and received signal strength standard deviation corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space, the method further includes:
  • the routing metric value corresponding to the current one-hop communication path is determined as the preset routing value
  • the step of calculating the received signal strength mean and the received signal strength standard deviation corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space is executed.
  • the method before calculating the received signal strength mean and received signal strength standard deviation corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space, the method further includes:
  • the routing metric value corresponding to the current one-hop communication path is determined as the preset routing value
  • the step of calculating the received signal strength mean and the received signal strength standard deviation corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space is performed.
  • determining the target communication path corresponding to the target node according to the communication routing information of the vehicle includes:
  • the communication routing information of the vehicle determining a preferred communication path with the smallest number of hops whose routing metric value is not equal to a preset routing value from the communication path from the vehicle to the target node;
  • the preferred communication path with the largest routing metric value among the preferred communication paths is determined as the target communication path.
  • the present invention also provides a network communication device between trains, which is applied to train marshaling, comprising:
  • a topology networking module used to use a preset directional antenna to send a first topology discovery message of the vehicle and receive a first topology discovery message of another vehicle sent by another train formation; wherein the preset directional antenna is two directional antennas arranged back to back on the train formation, the first topology discovery message of the vehicle and the first topology discovery message of another vehicle both include a sender identifier and networking topology information, and the networking topology information includes identifier information of each train formation node in the network;
  • a networking determination module configured to determine a networking situation according to the networking topology information in the first topology discovery message of the other vehicle
  • a networking update module for updating the networking topology information of the vehicle according to the first topology discovery message of the other vehicle if the networking situation is in an incomplete convergence state, and executing the steps of sending the first topology discovery message of the vehicle using a preset directional antenna and receiving the first topology discovery message of the other vehicle sent by other train formations;
  • the data transmission module is used to transmit data with the target node in the network by using the preset directional antenna according to the network topology information of the vehicle if the network is in a convergence completion state.
  • the present invention also provides a train formation, comprising:
  • a processor is used to implement the steps of the inter-train networking communication method as described above when executing the computer program.
  • a network communication method between trains provided by the present invention is applied to train marshaling, comprising: using a preset directional antenna to send a first topology discovery message of the train and receiving a first topology discovery message of another train sent by another train marshaling; wherein the preset directional antenna is two directional antennas arranged back to back on the train marshaling, the first topology discovery message of the train and the first topology discovery message of another train both include a sender identifier and network topology information, and the network topology information includes identifier information of each train marshaling node in the network; determining the network status according to the network topology information in the first topology discovery message of another train; if the network status is in an uncompleted convergence state, updating the network topology information of the train according to the first topology discovery message of another train, and executing the steps of sending the first topology discovery message of the train using the preset directional antenna and receiving the first topology discovery message of another train sent by another train marshaling; if the network status is in a
  • the present invention uses a preset directional antenna to send the first topology discovery message of the train and receives the first topology discovery message of other trains sent by other train formations.
  • Each train formation can use back-to-back directional antennas to send and receive topology discovery messages, and can use the topology discovery messages received by the back-to-back directional antennas to determine the relative position of other train formations to the train, thereby realizing wireless networking of train formations and increasing the wireless communication distance; and can use the train formation nodes in the networking to forward data transmitted between nodes, support wireless reconnection of more trains, and improve the reliability of wireless communication between trains.
  • the present invention also provides a network communication device and train formation between trains, which also have the above-mentioned beneficial effects.
  • FIG1 is a flow chart of a method for networking and communicating between trains provided by an embodiment of the present invention
  • FIG2 is a schematic diagram of a wireless networking system of another train-to-train networking communication method provided by an embodiment of the present invention.
  • FIG. 3 is a flow chart of a routing communication process after networking of another method for networking communication between trains provided in an embodiment of the present invention
  • FIG4 is a schematic diagram of a flow chart of calculation of routing metrics of another method for networking communication between trains provided in an embodiment of the present invention.
  • FIG5 is a structural block diagram of a train-to-train networking communication device provided in an embodiment of the present invention.
  • Figure 1 is a flow chart of a method for networking and communication between trains provided by an embodiment of the present invention.
  • the method is applied to train marshaling and may include:
  • Step 101 Use a preset directional antenna to send a first topology discovery message of the vehicle and receive a first topology discovery message of another vehicle sent by another train formation; wherein the preset directional antenna is two directional antennas arranged back to back on the train formation, and the first topology discovery message of the vehicle and the first topology discovery message of another vehicle both include a sender identifier and network topology information, and the network topology information includes the identifier information of each train formation node in the network.
  • the preset directional antenna in this embodiment can be two back-to-back directional antennas arranged on the train formation, that is, back-to-back directional antennas (that is, preset directional antennas) can be arranged on each train formation to send the topology discovery message of the vehicle (such as the first topology discovery message of the vehicle) and receive the topology discovery message sent by other train formations (such as the first topology discovery message of other vehicles) through two relative communication directions.
  • the specific setting method of the preset directional antenna on each train formation in this embodiment can be set by the designer according to the practical scenario and user needs.
  • the preset directional antenna can be specifically a directional antenna arranged back to back with the communication direction being one end of the train formation, that is, the communication direction of the two directional antennas arranged back to back in the preset directional antenna can be one end of the train formation, so as to broadcast the topology discovery message to the front and rear directions of the train formation; as shown in Figure 2, the two ends of each train formation can be respectively called direction 1 and direction 2, and each train formation can use the preset directional antenna to broadcast the topology discovery message to the direction 1 and direction 2 of the train itself, and receive the topology discovery message of other train formations at the same time; the preset directional antenna can also be specifically a directional antenna in the other two opposite directions of the communication direction, and this embodiment does not impose any restrictions on this.
  • the first topology discovery message of this vehicle in this step can be the first topology discovery message broadcast outward by the current train formation using its own preset directional antenna; the first topology discovery message of other vehicles in this step can be the first topology discovery message sent by other train formations and received by the current train formation using its own preset directional antenna; the first topology discovery message can be a topology discovery message constructed by each train formation for completing wireless networking between trains.
  • the specific contents of the first topology discovery message of the vehicle and the first topology discovery message of the other vehicle in this embodiment can be set by the designer according to practical scenarios and user needs.
  • the first topology discovery message of the vehicle and the first topology discovery message of the other vehicle can both include a sender identifier, such as the identifier of the train formation that sends the first topology discovery message and/or the identifier of the directional antenna used by the train formation that sends the first topology discovery message.
  • the first topology discovery message of the vehicle and the first topology discovery message of the other vehicle can also include networking topology information, that is, the networking topology information saved by the train formation when constructing the first topology discovery message, so that other train formations that receive the first topology discovery message can use the networking topology information to update the networking topology information saved by themselves and determine the networking status.
  • networking topology information that is, the networking topology information saved by the train formation when constructing the first topology discovery message
  • the network topology information in this embodiment can be information used to characterize the topological structure of each node in the network of the train formation (i.e., the train formation node), that is, each train formation can use the first topology discovery message received by each of them (i.e., the first topology discovery message of the other car) to configure and update the network topology information saved by each of them.
  • the networking topology information in this embodiment can be set by the designer according to practical scenarios and user needs.
  • the networking topology information can include the identification information of each train marshaling node in the network, such as the identification of each train marshaling node in the network or the identification of two directional antennas of each train marshaling node, to characterize the number of train marshaling nodes in the network; the networking topology information can also include the topological sorting order information of each train marshaling node in the network to characterize the relative position of each train marshaling node in the network.
  • each train marshaling when each train marshaling stores the networking topology information in the form of a topology table, each train marshaling can broadcast the topology table through the first topology discovery message. As long as each train marshaling can use the networking topology information to determine the networking situation, this embodiment does not impose any restrictions on this.
  • this embodiment is demonstrated by taking the networking of any train formation and the data communication after networking as an example.
  • the networking of other train formations and the data communication process after networking can be implemented in the same or similar manner as the method provided in this embodiment, and this embodiment does not impose any restrictions on this.
  • the train formation can use the preset directional antenna to send the first topology discovery message of the train and receive the first topology discovery message of other train formations according to the preset networking message sending period.
  • each train formation can periodically construct the first topology discovery message, and broadcast it in two opposite directions through the preset directional antenna, while receiving the first topology discovery message of the train formation.
  • the specific method of sending and receiving messages by the train formation using the preset directional antenna in the present embodiment can be set by the designers themselves.
  • the preset directional antenna can be used to adopt WiFi, LTE-V2X (Long Term Evolution-vehicle to everything) or NR-V2X (new radio-vehicle to everything) and other wireless communication methods to carry out wireless communication and build a wireless communication system between trains.
  • Step 102 Determine the networking status according to the networking topology information in the first topology discovery message of the other vehicle.
  • the train formation can determine whether the train formation and other train formations have completed networking, that is, whether the wireless network topology between the train formations has converged, based on the networking topology information in the first topology discovery message received from other train formations (that is, the first topology discovery message of the other car); therefore, when it is determined that the wireless network topology has not converged, that is, the networking is not completed, step 103 is entered to continue the convergence process of the wireless network topology; when it is determined that the wireless network topology has converged, that is, the networking is completed, step 104 is entered to use the preset directional antenna to perform data transmission between the train formation and the target node in the networking, such as the transmission of backbone network data.
  • the specific method for the train marshaling to determine the networking situation according to the networking topology information in the first topology discovery message of the other car in this step can be set by the designer according to the practical scenario and user needs.
  • the train marshaling can determine whether the networking topology information in the first topology discovery message of each other car is the same as the networking topology information of the own car; if not, it is determined that the networking situation is in an unfinished convergence state, and the process can proceed to step 103; if so, it is determined that the networking situation is in a convergence complete state, and the process can proceed to step 104.
  • the train marshaling can compare the networking topology information in the first topology discovery message of other train marshalings (i.e., the first topology discovery message of the other car) with the networking topology information stored in the own car.
  • the networking topology information in the first topology discovery message of each other car is the same as the networking topology information of the own car, that is, the networking topology information of each train marshaling is the same, it is determined that the wireless network topology between each train marshaling is converged, and each train marshaling can be used as a node (i.e., a train marshaling node) to form a wireless network (such as a Mesh network, a wireless mesh network).
  • the train marshaling can determine that the network situation is in a convergence completion state when the identification information in the network topology information in the first topology discovery message of the other vehicle is the same as the number of train marshaling identifications in the network topology information stored in the vehicle.
  • the train marshaling can determine that the network situation is in a convergence completion state when the identification information in the network topology information in the first topology discovery message of the other vehicle is the same as the number of train marshaling identifications in the network topology information stored in the vehicle and the order is the same; for example, when the network topology information in the first topology discovery message is stored in the form of a topology table shown in Table 1, the train marshaling can determine that the network situation is in a convergence completion state when the topology table in the first topology discovery message of the other vehicle is the same as the topology table stored in the vehicle.
  • Table 1 Topology of the wireless networking system shown in Figure 1
  • A(I) is the identifier of the directional antenna with communication direction 1 on train formation A.
  • Step 103 If the networking status is in an incomplete convergence state, the networking topology information of the own vehicle is updated according to the first topology discovery message from the other vehicle, and the process goes to step 101.
  • the train formation when the train formation determines that the networking is not completed, it can update the networking topology information stored in the vehicle according to the first topology discovery message (i.e., the first topology discovery message of the other vehicle) received from other train formations, so as to continue to use the networking topology information stored in the vehicle, construct the first topology discovery message of the vehicle, and enter step 101 to continue to use the preset directional antenna to send the first topology discovery message of the vehicle and receive the first topology discovery message of the other vehicle sent by other train formations in the next cycle, so as to continue the convergence process of the wireless network topology.
  • the first topology discovery message i.e., the first topology discovery message of the other vehicle
  • the specific method for the train marshaling to update the network topology information of the vehicle according to the first topology discovery message of the other vehicle in this step can be set by the designer according to the practical scenario and user needs.
  • the train marshaling can update the network topology information of the vehicle according to the sender identification and network topology information in the first topology discovery message of the other vehicle and/or the corresponding received signal strength and receiving antenna; wherein the receiving antenna is any directional antenna.
  • the train marshaling can update the network topology information of the vehicle according to the sender identification and network topology information in the first topology discovery message of the other vehicle; that is, the train marshaling can update the identification information not stored in the network topology information of the vehicle to the network topology information.
  • the network topology information also includes the topological arrangement order information of each train marshaling node in the network
  • the train marshaling can update the network topology information of the vehicle according to the sender identification and network topology information in the first topology discovery message of the other vehicle and the corresponding received signal strength and receiving antenna.
  • the train formation can update the identification information and topological sorting order information of the train formation nodes corresponding to other train formations adjacent to the train formation in the networking topology information of the own train based on the sender identification and the corresponding received signal strength and receiving antenna in the first topology discovery message of the other train; update the networking topology information of the own train based on the networking topology information in the first topology discovery message of the other train, that is, update the identification information and corresponding topological sorting order information not stored in the networking topology information of the own train.
  • the train formation can update the networking topology information of the own train by utilizing the networking topology information in the first topology discovery message of other adjacent train formations.
  • the current train formation can determine the relative position of the sending node of the message and the current node (in direction 1 or direction 2 of the current train formation) according to the receiving antenna of the received topology discovery message (i.e., the first topology discovery message of the other car), determine whether the sending node of the message is a neighbor of the current node according to the received signal strength of the topology discovery message, fill this information into the topology table, and send it out together with the topology discovery message (i.e., the first topology discovery message of the current car); after receiving the topology discovery message of other train formations, each train formation continuously updates its own topology table according to the topology table in the message, and broadcasts the latest topology table through the topology discovery message until the contents of the topology tables of all train formations are completely consistent, then it is considered that the network topology converges, and the sending of application data messages can be allowed.
  • the receiving antenna of the received topology discovery message i.e., the first topology discovery message of the other car
  • the sending period of the topology discovery message becomes larger, that is, the sending period of the second topology discovery message (i.e., the preset message sending period) can be greater than the sending period of the first topology discovery message (i.e., the preset networking message sending period) to reduce the occupation of wireless resources.
  • Step 104 If the networking status is in a convergence completion state, data transmission is performed with a target node in the networking using a preset directional antenna according to the networking topology information of the vehicle.
  • the target node in this step can be any other train marshaling in the network that needs to perform data transmission.
  • the train marshaling determines that the networking is completed, according to the networking topology information stored in the vehicle, the preset directional antenna is used to perform data transmission with the target node in the network to achieve the transmission of backbone network data.
  • the designer can set it according to the practical scenario and user needs.
  • the data to be sent to the target node i.e., the data to be sent
  • the data to be sent can be directly broadcast using the preset directional antenna or a directional antenna in the communication direction corresponding to the target node in the preset directional antenna, so that the target node can receive the data to be sent directly or after forwarding by other train marshaling using its own preset directional antenna, that is, the train marshaling in the network and other train marshalings outside the target node can forward the data to be sent.
  • the train marshaling in this step can also determine a communication path (i.e., the target communication path) corresponding to the target node according to the network topology information of the vehicle, so as to send the data to be sent to the target node through the communication path using the preset directional antenna, so that other train marshalings outside the target communication path do not need to forward the data to be sent.
  • a communication path i.e., the target communication path
  • This embodiment does not impose any restrictions on this.
  • this step may also include entering step 101 to re-network the train formations after detecting that the duration of the network convergence completion state reaches a time threshold or obtaining a re-networking control instruction.
  • the embodiment of the present invention uses a preset directional antenna to send the first topology discovery message of the train and receive the first topology discovery message of other trains sent by other train formations.
  • Each train formation can use back-to-back directional antennas to send and receive topology discovery messages, and can use the topology discovery messages received by the back-to-back directional antennas to determine the positions of other train formations relative to the train, thereby realizing wireless networking of train formations and increasing the wireless communication distance; and can use the train formation nodes in the networking to forward data transmitted between nodes, support wireless reconnection of more trains, and improve the reliability of wireless communication between trains.
  • the target communication path between the train formation and the target node can be determined by broadcasting the second topology discovery message.
  • the above step 104 may include:
  • Step 201 Generate communication routing information of the vehicle according to the networking topology information of the vehicle; wherein the communication routing information includes the communication paths corresponding to the train marshaling nodes of the vehicle and each other train marshaling node in the network and the routing metric value corresponding to each communication path.
  • the train formation can generate the communication routing information of this train according to the networking topology information of this train, so as to determine the target communication path corresponding to the target node by using the communication routing information of this train.
  • the specific content of the communication routing information of the vehicle in this step can be set by the designer according to practical scenarios and user needs.
  • the communication routing information may include the communication paths corresponding to the train marshaling node (i.e., the train marshaling node of the vehicle) and each other train marshaling node and the routing metric value corresponding to each communication path (such as setting the initial routing metric value to a preset routing value); the communication routing information may also include the number of hops corresponding to each communication path to facilitate the determination of the target communication path; as shown in Table 2 below, the communication routing information may be stored in the form of a routing table.
  • Table 2 Routing table for train set A in Figure 1
  • Step 202 Use a preset directional antenna to send a second topology discovery message of the train and receive second topology discovery messages of other trains sent by other train formations; wherein the second topology discovery message of the train and the second topology discovery message of other trains both include communication routing information.
  • the second topology discovery message of the vehicle in this step can be the second topology discovery message broadcasted outward by the current train formation using its own preset directional antenna; the second topology discovery message of the other vehicle in this step can be the second topology discovery message sent by other train formations and received by the current train formation using its own preset directional antenna; the second topology discovery message can be a topology discovery message constructed by each train formation to complete the communication routing information configuration update of each train formation.
  • the second topology discovery message in this embodiment and the first topology discovery message in the previous embodiment can be different topology discovery messages, or they can be the same second topology discovery message, and this embodiment does not impose any restrictions on this.
  • the specific contents of the second topology discovery message of the vehicle and the second topology discovery message of the other vehicle in this embodiment can be set by the designers according to practical scenarios and user needs.
  • the second topology discovery message of the vehicle and the second topology discovery message of the other vehicle can both include communication routing information, so that the current train formation can use the received second topology discovery message (that is, the second topology discovery message of the other vehicle) to update its own stored communication routing information;
  • the second topology discovery message of the vehicle and the second topology discovery message of the other vehicle also include information such as message sequence number and CPU load, to facilitate the calculation of routing metric values.
  • the train formation can use the preset directional antenna to send the second topology discovery message of the train according to the preset message sending period and receive the second topology discovery message of other train formations sent by other train formations.
  • each train formation can periodically construct a second topology discovery message, and broadcast it in two opposite directions through the preset directional antenna, while receiving the second topology discovery message of the train formation.
  • Step 203 According to the second topology discovery message of the other vehicle, the routing metric value corresponding to each communication path in the communication routing information of the own vehicle is updated.
  • the train formation can update the communication routing information stored in the vehicle according to the second topology discovery message (i.e., the second topology discovery message of the other vehicle) received and sent by other train formations, so as to continue to use the communication routing information stored in the vehicle on a periodic basis, construct the second topology discovery message of the vehicle, and send the second topology discovery message of the vehicle using the preset directional antenna through step 202 and receive the second topology discovery message of the other vehicle sent by other train formations, so as to continuously update the communication routing information stored in the vehicle.
  • the second topology discovery message i.e., the second topology discovery message of the other vehicle
  • the specific method for the train formation in this step to update the routing metric values corresponding to each communication path in the communication routing information of the own vehicle according to the second topology discovery message of the other vehicle can be set by the designer according to the practical scenario and user needs.
  • the train formation can update the routing metric values corresponding to each one-hop communication path in the communication routing information of the own vehicle according to the message sequence number, CPU load and/or the corresponding received signal strength in the second topology discovery message of the other vehicle; update the routing metric values corresponding to each multi-hop communication path in the communication routing information of the own vehicle according to the communication routing information in the second topology discovery message of the other vehicle; wherein the communication paths in the communication routing information of the own vehicle include one-hop communication paths and multi-hop communication paths; a one-hop communication path can be a communication path with a hop number of 1.
  • a multi-hop communication path is a communication path for direct communication between a train set and a target node, such as A---B and A---C in Table 2; a multi-hop communication path can be a communication path with a hop number greater than or equal to 2, that is, a communication path between a train set and a target node through a jump route of other train sets, such as A---B---D and A---C---D in Table 2.
  • the specific method for the above-mentioned train formation to update the routing metric value corresponding to each one-hop communication path in the communication routing information of the vehicle according to the message sequence number, CPU load and/or the corresponding received signal strength in the second topology discovery message of the other vehicle can be set by the designer.
  • the train formation can update the routing metric value corresponding to each one-hop communication path in the communication routing information of the vehicle according to the message sequence number, CPU load and the corresponding received signal strength in the second topology discovery message of the other vehicle; for example, the train formation can store the message sequence number, CPU load and received signal strength obtained by parsing each other vehicle's second topology discovery message in the corresponding target storage space; wherein the target storage space allocates storage space for each other train formation corresponding to the second topology discovery message of the other vehicle (such as the sliding window in Figure 4).
  • the mean received signal strength and the standard deviation of the received signal strength corresponding to the current one-hop communication path are calculated, and the received signal strength is calculated by and Determine the signal strength mean score and signal strength standard deviation score corresponding to the current one-hop communication path; wherein the current target storage space is any target storage space, the current one-hop communication path is the one-hop communication path corresponding to the current target storage space, S SPM is the signal strength mean score, is the mean received signal strength, S SPT is the signal strength standard deviation score, and ⁇ is the received signal strength standard deviation.
  • the signal strength mean reflects the average level of signal strength. The closer the distance to a certain train formation, the better the communication quality, and the greater the mean signal strength.
  • the probability of sending data to the train formation is relatively large; for a certain train formation across formations, the distance is far, the communication quality is relatively poor, and the mean signal strength is relatively small.
  • the probability of sending data to the train formation is considered to be small; therefore, the mean received signal strength in the current target storage space can be calculated first.
  • the signal strength mean score S SPM is calculated according to the above formula.
  • the standard deviation of the signal strength reflects the stability of the signal. The more stable the signal, the more stable the communication. Therefore, the standard deviation ⁇ of the received signal strength in the current target storage space can be calculated first, and then the signal strength standard deviation score S SPT can be calculated according to the above formula.
  • the average CPU load corresponding to the current one-hop communication path is calculated and Determine the average CPU load score corresponding to the current one-hop communication path;
  • S CPU is the average CPU load score
  • the CPU load mean reflects the average level of the current processing capacity of the train formation. The larger its value is, the greater the CPU load of the train formation is, and its processing capacity is weaker. At this time, the probability of sending data to the train formation is relatively small; the smaller its value is, the smaller the CPU load of the train formation is, and its processing capacity is relatively strong. At this time, the probability of sending data to the train formation is relatively high. Therefore, the CPU load mean in the current target storage space can be calculated first. Then calculate the average CPU load score S CPU according to the above formula.
  • the packet receiving rate corresponding to the current one-hop communication path is calculated and transmitted through Determine the packet receiving rate score corresponding to the current one-hop communication path; where S DPR is the packet receiving rate score and DPR is the packet receiving rate.
  • the packet receiving rate indicates the packet receiving situation for a certain communication path, specifically the ratio of the actual number of received packets to the total number of packets to be received; according to the message sequence number records in the storage space, the message sequence number is discontinuous, which means packet loss.
  • the number of messages to be received and the number actually received can be counted, so as to calculate the packet receiving rate of the receiving end for the communication path; the larger the packet receiving rate, the greater the probability of considering sending data to the train formation at this time; the smaller the packet receiving rate, the smaller the probability of considering sending data to the train formation at this time; therefore, the calculated packet receiving rate DPR corresponding to the current one-hop communication path can be used as one of the communication quality evaluation indicators of the wireless communication link, and then the packet receiving rate score S DPR is calculated according to the above formula.
  • the target other car second topology discovery message in the current target storage space calculate the average message reception period corresponding to the current one-hop communication path, and Determine the average cycle score corresponding to the current one-hop communication path;
  • S CYC is the average cycle score
  • CYCLE_A is the average cycle of message reception
  • CYCLE is the preset message sending cycle. That is, in this step, the average cycle CYCLE_A of message reception in the current target storage space can be calculated, and the preset message sending cycle CYCLE can be used to calculate the average cycle score S CYC according to the above formula.
  • the above formula can be used to weight these scores and fuse them to obtain the final score S as the routing metric of the current one-hop communication path, so as to weight the calculation of multiple parameter indicators as the basis for route selection, thereby improving the reliability of wireless communication between trains.
  • ⁇ SPM can represent the weighted value of the signal strength mean score S SPM
  • ⁇ SPT can represent the weighted value of the signal strength standard deviation score S SPT
  • ⁇ CPU can represent the weighted value of the CPU load mean score S CPU
  • ⁇ DPR can represent the weighted value of the packet receiving rate score S DPR
  • ⁇ CYC can represent the weighted value of the average cycle score S CYC .
  • the train formation calculates the mean received signal strength and the standard deviation of the received signal strength corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space, it can also determine whether the current target storage space is full; wherein the data storage method of the current target storage space is first-in-first-out; if it is not full, the routing metric value corresponding to the current one-hop communication path is determined as the preset routing value; if it is full, the step of calculating the mean received signal strength and the standard deviation of the received signal strength corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space is executed to calculate the routing metric value corresponding to the current one-hop communication path.
  • the train formation can also determine whether the time during which the current target storage space has not updated the stored data has reached a preset time; wherein the preset time is greater than the preset message sending cycle; if the preset time is reached, the routing metric value corresponding to the current one-hop communication path is determined as the preset routing value; if the preset time is not reached, the step of calculating the mean received signal strength and standard deviation of received signal strength corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space is executed to obtain the routing metric value corresponding to the current one-hop communication path.
  • the train formation can first determine whether the current target storage space is full, that is, whether the stored message reaches the length of the sliding window; if it is full, then determine whether the time for which the current target storage space has not updated the stored data has reached a preset time (such as the 7 preset message sending cycles in Figure 4); if it has not reached the preset time, calculate the routing metric value of the current one-hop communication path corresponding to the current target storage space; if it is not full or has reached the preset time, it can be determined that the routing metric value corresponding to the current one-hop communication path is a preset routing value (such as 0).
  • the specific method for the train formation to update the routing metric values corresponding to each multi-hop communication path in the communication routing information of the train according to the communication routing information in the second topology discovery message of the other train can be set by the designer.
  • Step 204 Determine a target communication path corresponding to a target node according to the communication routing information of the vehicle, and send the data to be sent to the target node through the target communication path; wherein the target communication path is any communication path.
  • the train formation can select a communication path as the target communication path from the communication paths between the train formation vehicle and the target node according to the communication routing information of the vehicle, so as to send the data to be sent to the target node through the target communication path using a preset directional antenna.
  • the specific method for the train formation to determine the target communication path corresponding to the target node according to the communication routing information of the vehicle in this step can be set by the designer.
  • the train formation can determine the preferred communication path with the smallest number of hops whose routing metric value is not a preset routing value (such as 0) from the communication path from the vehicle to the target node according to the communication routing information of the vehicle; according to the communication routing information of the vehicle, the preferred communication path with the largest routing metric value among the preferred communication paths is determined as the target communication path; that is, when the number of hops of the communication path from the vehicle of the train formation to the target node is inconsistent, the communication path with fewer hops can be preferentially selected, and when the number of hops is the same, the communication path with a higher metric value (i.e., the preferred communication path) is selected as the target communication path.
  • a higher metric value i.e., the preferred communication path
  • the directional antenna in the communication direction corresponding to the target node in the preset directional antenna can be used to send the data to be sent to the target node through the target communication path, thereby avoiding invalid data transmission by the directional antenna in another communication direction.
  • the embodiment of the present invention adopts Mesh networking and multi-hop routing to transmit data between train formations within the network. It does not require additional infrastructure such as base stations, nor does it require ground servers. The deployment cost is low, and the problems of short transmission distance and small coverage range of WiFi wireless communication technology can be solved. In addition, since there are multiple communication paths from the train formation to the target node, the target communication path can be flexibly selected according to the communication routing information to ensure the availability and reliability of the network.
  • an embodiment of the present invention further provides a network communication device between trains.
  • the network communication device between trains described below and the network communication method between trains described above can be referenced to each other.
  • FIG. 5 is a structural block diagram of a network communication device between trains provided by an embodiment of the present invention.
  • the device is applied to train marshaling and may include:
  • the topology networking module 10 is used to use a preset directional antenna to send a first topology discovery message of the train and receive a first topology discovery message of another train sent by another train formation; wherein the preset directional antenna is two directional antennas arranged back to back on the train formation, and the first topology discovery message of the train and the first topology discovery message of another train both include a sender identifier and networking topology information, and the networking topology information includes the identifier information of each train formation node in the network;
  • a networking determination module 20 configured to determine a networking situation according to the networking topology information in the first topology discovery message of the other vehicle;
  • the network updating module 30 is used for updating the network topology information of the own vehicle according to the first topology discovery message of the other vehicle if the network situation is in the convergence incomplete state, and executing the steps of sending the first topology discovery message of the own vehicle by using the preset directional antenna and receiving the first topology discovery message of the other vehicle sent by other train formations;
  • the data transmission module 40 is used to transmit data with a target node in the network by using a preset directional antenna according to the network topology information of the vehicle if the network is in a convergence completion state.
  • the networking update module 30 can be specifically used to update the networking topology information of the vehicle according to the sender identifier and networking topology information in the first topology discovery message of the other vehicle and/or the corresponding received signal strength and receiving antenna; wherein the receiving antenna is any directional antenna.
  • the network topology information also includes topological arrangement order information of each train marshaling node in the network.
  • the networking update module 30 may include:
  • the adjacent update submodule is used to update the identification information and topological sorting order information of the train marshaling nodes corresponding to other train marshalings adjacent to the train marshaling in the networking topology information of the vehicle according to the sender identification and the corresponding receiving signal strength and receiving antenna in the first topology discovery message of the other vehicle;
  • the topology update submodule is used to update the networking topology information of the vehicle according to the networking topology information in the first topology discovery message of the other vehicle.
  • the networking determination module 20 can be specifically used to determine whether the networking topology information in the first topology discovery message of each other vehicle is the same as the networking topology information of this vehicle; if not, it determines that the networking status is in an incomplete convergence state, and sends a start signal to the networking update module 30; if so, it determines that the networking status is in a complete convergence state, and sends a start signal to the data transmission module 40.
  • the preset directional antennas are specifically directional antennas arranged back-to-back at one end of the train formation, with the communication direction being respectively one end of the train formation.
  • the sender identifier includes the identifier of the directional antenna used for sending, and the identification information of each train marshaling node in the network includes the identifiers of two directional antennas of each train marshaling node.
  • the data transmission module 40 may include:
  • the routing generation submodule is used to generate the communication routing information of the vehicle according to the networking topology information of the vehicle; wherein the communication routing information includes the communication paths corresponding to the train marshaling nodes of the vehicle and other train marshaling nodes in the network and the routing metric values corresponding to each communication path;
  • a topology routing submodule used to send a second topology discovery message of the vehicle using a preset directional antenna and receive a second topology discovery message of another vehicle sent by another train formation; wherein the second topology discovery message of the vehicle and the second topology discovery message of another vehicle both include communication routing information;
  • a routing update submodule used to update the routing metric value corresponding to each communication path in the communication routing information of the vehicle according to the second topology discovery message of the other vehicle;
  • the routing transmission submodule is used to determine the target communication path corresponding to the target node according to the communication routing information of the vehicle, and send the data to be sent to the target node through the target communication path; wherein the target communication path is any communication path.
  • the routing update submodule may include:
  • a one-hop updating unit used to update the routing metric value corresponding to each one-hop communication path in the communication routing information of the vehicle according to the message sequence number, CPU load and/or the corresponding received signal strength in the second topology discovery message of the other vehicle;
  • the multi-hop updating unit is used to update the routing metric values corresponding to each multi-hop communication path in the communication routing information of the vehicle according to the communication routing information in the second topology discovery message of the other vehicle; wherein the communication paths in the communication routing information of the vehicle include one-hop communication paths and multi-hop communication paths.
  • a one-hop update unit may include:
  • the parsing storage subunit is used to store the message sequence number, CPU load and received signal strength obtained by parsing each other car's second topology discovery message into the corresponding target storage space; wherein the target storage space is the storage space allocated to each other train formation corresponding to the other car's second topology discovery message;
  • the strength subunit is used to calculate the received signal strength mean and received signal strength standard deviation corresponding to the current one-hop communication path according to the target received signal strength in the current target storage space, and and Determine the signal strength mean score and signal strength standard deviation score corresponding to the current one-hop communication path; wherein the current target storage space is any target storage space, the current one-hop communication path is the one-hop communication path corresponding to the current target storage space, S SPM is the signal strength mean score, is the mean of received signal strength, S SPT is the standard deviation score of signal strength, and ⁇ is the standard deviation of received signal strength;
  • the CPU load subunit is used to calculate the CPU load mean corresponding to the current one-hop communication path according to the target CPU load in the current target storage space, and Determine the average CPU load score corresponding to the current one-hop communication path;
  • S CPU is the average CPU load score, is the average CPU load;
  • the packet receiving rate subunit is used to calculate the packet receiving rate corresponding to the current one-hop communication path according to the target message sequence number in the current target storage space, and Determine the packet receiving rate score corresponding to the current one-hop communication path; where S DPR is the packet receiving rate score and DPR is the packet receiving rate;
  • the period subunit is used to calculate the average period of message reception corresponding to the current one-hop communication path according to the target other vehicle second topology discovery message in the current target storage space, and Determine the average cycle score corresponding to the current one-hop communication path;
  • S CYC is the average cycle score
  • CYCLE_A is the average message receiving cycle
  • CYCLE is the preset message sending cycle
  • the one-hop update unit may also include:
  • the first unit subunit is used to determine whether the current target storage space is full; wherein the data storage mode of the current target storage space is first-in-first-out; if the storage is full, a start signal is sent to the strength subunit;
  • the first determining subunit is used to determine the routing metric value corresponding to the current one-hop communication path as the preset routing value if the storage is not full.
  • the one-hop update unit may also include:
  • the second unit subunit is used to determine whether the time during which the current target storage space has not updated the stored data has reached a preset time; if it has not reached the preset time, a start signal is sent to the strength subunit; wherein the preset time is greater than a preset message sending cycle;
  • the second determining subunit is used to determine the routing metric value corresponding to the current one-hop communication path as the preset routing value if the preset time is reached.
  • routing transmission submodule including:
  • a preliminary selection submodule for determining, according to the communication routing information of the vehicle, a preferred communication path with the smallest number of hops from the communication path from the vehicle to the target node, whose routing metric value is not equal to the preset routing value;
  • the final selection submodule is used to determine the preferred communication path with the largest routing metric value among the preferred communication paths as the target communication path according to the communication routing information of the vehicle.
  • the embodiment of the present invention uses a preset directional antenna through the topology networking module 10 to send the first topology discovery message of the vehicle and receive the first topology discovery message of other vehicles sent by other train formations.
  • Each train formation can use back-to-back directional antennas to send and receive topology discovery messages, and can use the topology discovery messages received by the back-to-back directional antennas to determine the positions of other train formations relative to the vehicle, thereby realizing wireless networking of train formations and increasing the wireless communication distance; and can use the train formation nodes in the networking to forward data transmitted between nodes, support wireless reconnection of more trains, and improve the reliability of wireless communication between trains.
  • an embodiment of the present invention further provides a train formation, and the train formation described below and the network communication method between trains described above can be referred to each other.
  • a train formation comprising:
  • a processor is used to implement the steps of the train-to-train networking communication method provided in the above method embodiment when executing a computer program.
  • a preset directional antenna can be set on the train formation provided in this embodiment, and the preset directional antenna is two directional antennas arranged back to back.
  • an embodiment of the present invention further provides a readable storage medium.
  • the readable storage medium described below and the inter-train networking communication method described above can refer to each other.
  • a readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the train-to-train networking communication method provided in the above method embodiment.
  • the readable storage medium may specifically be a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other readable storage media that can store program codes.

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Abstract

一种列车间的组网通信方法、装置及列车编组，涉及轨道交通无线骨干网通信领域，方法应用于列车编组，包括：利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；根据他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；若组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输；本发明中每个列车编组均能够采用背对背定向天线发送和接收拓扑发现报文，从而利用背对背定向天线接收的拓扑发现报文确定其他列车编组相对本车的位置，实现列车编组的无线组网；利用组网中的列车节点转发节点间传输的数据，提高列车间无线通信的可靠性。

Description

一种列车间的组网通信方法、装置及列车编组 技术领域
本发明涉及轨道交通无线骨干网通信领域，特别涉及一种列车间的组网通信方法、装置及列车编组。
背景技术
列车通信网络(Train Communication Network,TCN)可以划分为两级网络架构，即列车骨干网(Train Backbone)和列车编组网(Consist Network)。其中，骨干网用于编组之间重联，实现列车动态编组与解编、列车级控制与诊断功能。
目前，列车骨干网主要使用总线式网络和以太网网络，无论是总线式网络还是以太网网络，均是基于物理线缆的技术，当列车需要动态编组或解编组时，列车骨干网节点之间需要在连接处进行物理连接和断开，多次插拔会加剧连接处的磨损，从而影响列车骨干网的通信质量。为此，出现了一种新的列车骨干网——列车无线骨干网(Wireless Train Backbone,WLTB)，通过无线技术实现无线重联，完成骨干网数据的传输，有效解决了物理线缆容易磨损、接触不良的问题。
现有技术中，铁路无线重联系统存在远距离重联和近距离重联两种，远距离无线重联系统主要基于蜂窝网络(如GSM-R和LTE-M)和无线电台的方式，近距离无线重联系统主要基于WiFi技术实现。GSM-R(一种为铁路通信设计的综合专用数字移动通信系统)和LTE-M(一种专门为满足物联网或机对机通信应用需要而设计的移动通信系统)技术采用全双工模式，没有传输距离限制，传输带宽高，但需要通信基站和网络服务器参与组网，通信成本高；无线电台技术采用半双工通信模式，无线列车骨干网节点(Wireless Train Backbone Node,WLTBN)需支持多跳中继通信模式来保证源节点到目的节点的通信；WiFi无线通信技术需要无线接入点参与，该技术虽传输带宽高，但传输距离短，覆盖范围小，可靠性低。
因此，如何能够解决现有无线重联系统存在的覆盖范围小、可靠性低及通信成本高等问题，提升实现列车骨干网数据的有效可靠且低成本的传输，是现今急需解决的问题。
发明内容
本发明的目的是提供一种列车间的组网通信方法、装置及列车编组，以实现列车骨干网数据的有效可靠且低成本的传输。
为解决上述技术问题，本发明提供一种列车间的组网通信方法，应用于列车编组，包括：
利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，所述预设定向天线为所述列车编组上的两个背对背设置的定向天线，所述本车第一拓扑发现报文和所述他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，所述组网拓扑信息包括组网内各列车编组节点的标识信息；
根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；
若所述组网情况为收敛未完成状态，则根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行所述利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；
若所述组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输。
可选的，所述根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，包括：
根据所述他车第一拓扑发现报文中的所述发送方标识与所述组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息；其中，所述接收天线为任一所述定向天线。
可选的，所述组网拓扑信息还包括组网内各列车编组节点的拓扑排列顺序信息。
可选的，所述根据所述他车第一拓扑发现报文中的所述发送方标识与 所述组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息，包括：
根据所述他车第一拓扑发现报文中的所述发送方标识和各自对应的接收信号强度和接收天线，更新本车的组网拓扑信息中所述列车编组相邻的其他列车编组对应的列车编组节点的标识信息和拓扑排序顺序信息；
根据所述他车第一拓扑发现报文中的组网拓扑信息，更新本车的组网拓扑信息。
可选的，所述根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况，包括：
判断各所述他车第一拓扑发现报文中的组网拓扑信息是否均与本车的组网拓扑信息相同；
若否，则确定所述组网情况为所述收敛未完成状态；
若是，则确定所述组网情况为所述收敛完成状态。
可选的，所述预设定向天线具体为通信方向分别为所述列车编组的一端的背对背设置的定向天线。
可选的，所述发送方标识包括发送采用的定向天线的标识，所述组网内各列车编组节点的标识信息包括各所述列车编组节点的两个定向天线的标识。
可选的，所述根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输，包括：
根据本车的组网拓扑信息，生成本车的通信路由信息；其中，所述通信路由信息包括所述组网中本车列车编组节点与各其他列车编组节点各自对应的通信路径和各所述通信路径对应的路由度量值；
利用所述预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文；其中，所述本车第二拓扑发现报文和所述他车第二拓扑发现报文均包括所述通信路由信息；
根据所述他车第二拓扑发现报文，更新本车的通信路由信息中的各通信路径对应的路由度量值；
根据本车的通信路由信息，确定所述目标节点对应的目标通信路径， 并通过所述目标通信路径向所述目标节点发送待发送数据；其中，所述目标通信路径为任一所述通信路径。
可选的，所述根据所述他车第二拓扑发现报文，更新本车的通信路由信息中的各所述通信路径对应的路由度量值，包括：
根据所述他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值；
根据所述他车第二拓扑发现报文中的通信路由信息，更新本车的通信路由信息中的各多跳通信路径对应的路由度量值；其中，本车的通信路由信息中的通信路径包括所述一跳通信路径和所述多跳通信路径。
可选的，所述根据所述他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值，包括：
将解析各所述他车第二拓扑发现报文得到所述报文序号、所述CPU负荷和所述接收信号强度存储到各自对应目标存储空间；其中，所述目标存储空间为所述他车第二拓扑发现报文对应的各其他列车编组分配存储空间；
根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差，并通过
Figure PCTCN2022125030-appb-000001
和
Figure PCTCN2022125030-appb-000002
确定当前一跳通信路径对应的信号强度均值得分和信号强度标准差得分；其中，当前目标存储空间为任一所述目标存储空间，当前一跳通信路径为当前目标存储空间对应的一跳通 信路径，S SPM为所述信号强度均值得分，
Figure PCTCN2022125030-appb-000003
为所述接收信号强度均值，S SPT为所述信号强度标准差得分，δ为所述接收信号强度标准差；
根据当前目标存储空间中的目标CPU负荷，计算当前一跳通信路径对应的CPU负荷均值，并通过
Figure PCTCN2022125030-appb-000004
确定当前一跳通信路径对应的CPU负荷均值得分；其中，S CPU为所述CPU负荷均值得分，
Figure PCTCN2022125030-appb-000005
为所述CPU负荷均值；
根据当前目标存储空间中的目标报文序号，计算当前一跳通信路径对应的收包率，并通过
Figure PCTCN2022125030-appb-000006
确定当前一跳通信路径对应的收包率得分；其中，S DPR为所述收包率得分，DPR为所述收包率；
根据当前目标存储空间中的目标他车第二拓扑发现报文，计算当前一跳通信路径对应的报文接收平均周期，并通过
Figure PCTCN2022125030-appb-000007
确定当前一跳通信路径对应的平均周期得分；其中，S CYC为所述平均周期得分，CYCLE_A为所述报文接收平均周期，CYCLE为预设报文发送周期；
将通过S＝ω SPMS SPM+ω SPTS SPT+ω CPUS CPU+ω DPRS DPR+ω CYCS CYC，计算当前一跳通信路径对应的路由度量值；其中，S为所述路由度量值，ω SPM、ω SPT、 ω CPU、ω DPR和ω CYC分别为当前一跳通信路径对应的信号强度均值得分、信号强度标准差得分、CPU负荷均值得分、收包率得分和平均周期得分各自对应的加权值。
可选的，所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还包括：
判断当前目标存储空间是否存储满；其中，当前目标存储空间的数据存储方式为先进先出；
若未存储满，则将当前一跳通信路径对应的路由度量值确定为预设路由值；
若存储满，则执行所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤。
可选的，所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还包括：
判断当前目标存储空间未更新存储数据的时间是否达到预设时间；其中，所述预设时间大于预设报文发送周期；
若达到所述预设时间，则将当前一跳通信路径对应的路由度量值确定为预设路由值；
若未达到所述预设时间，则执行所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤。
可选的，所述根据本车的通信路由信息，确定所述目标节点对应的目标通信路径，包括：
根据本车的通信路由信息，从本车到所述目标节点的通信路径中确定路由度量值不为预设路由值的跳数最小的优选通信路径；
根据本车的通信路由信息，将所述优选通信路径中选择路由度量值最 大的优选通信路径确定为所述目标通信路径。
本发明还提供了一种列车间的组网通信装置，应用于列车编组，包括：
拓扑组网模块，用于利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，所述预设定向天线为所述列车编组上的两个背对背设置的定向天线，所述本车第一拓扑发现报文和所述他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，所述组网拓扑信息包括组网内各列车编组节点的标识信息；
组网确定模块，用于根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；
组网更新模块，用于若所述组网情况为收敛未完成状态，则根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行所述利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；
数据传输模块，用于若所述组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输。
此外，本发明还提供了一种列车编组，包括：
存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序时实现如上述所述的列车间的组网通信方法的步骤。
本发明所提供的一种列车间的组网通信方法，应用于列车编组，包括：利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，预设定向天线为列车编组上的两个背对背设置的定向天线，本车第一拓扑发现报文和他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，组网拓扑信息包括组网内各列车编组节点的标识信息；根据他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；若组网情况为收敛未完成状态，则根据他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；若组网情况为收 敛完成状态，则根据本车的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输；
可见，本发明通过利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文，每个列车编组均能够采用背对背定向天线发送和接收拓扑发现报文，能够利用背对背定向天线接收的拓扑发现报文确定其他列车编组相对本车的位置，实现列车编组的无线组网，且增加无线通信距离；并且能够利用组网中的列车编组节点转发节点间传输的数据，支持更多列车的无线重联，提高列车间无线通信的可靠性。此外，本发明还提供了一种列车间的组网通信装置及列车编组，同样具有上述有益效果。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本发明实施例所提供的一种列车间的组网通信方法的流程图；
图2为本发明实施例所提供的另一种列车间的组网通信方法的无线组网系统的示意图；
图3为本发明实施例所提供的另一种列车间的组网通信方法的组网后路由通信过程的流程图；
图4为本发明实施例所提供的另一种列车间的组网通信方法的路由度量值计算的流程示意图；
图5为本发明实施例所提供的一种列车间的组网通信装置的结构框图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提 下所获得的所有其他实施例，都属于本发明保护的范围。
请参考图1，图1为本发明实施例所提供的一种列车间的组网通信方法的流程图。该方法应用于列车编组，可以包括：
步骤101：利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，预设定向天线为列车编组上的两个背对背设置的定向天线，本车第一拓扑发现报文和他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，组网拓扑信息包括组网内各列车编组节点的标识信息。
可以理解的是，本实施例中的预设定向天线可以为列车编组上设置的两个背对背设置的定向天线，即每个列车编组上均可以设置背对背的定向天线(即预设定向天线)，以通过相对的两个通信方向发送本车的拓扑发现报文(如本车第一拓扑发现报文)和接收其他列车编组发送的拓扑发现报文(如他车第一拓扑发现报文)。
具体的，对于本实施例中每个的列车编组上预设定向天线的具体设置方式，可以由设计人员根据实用场景和用户需求自行设置，如预设定向天线可以具体为通信方向分别为列车编组的一端的背对背设置的定向天线，即预设定向天线中两个背对背设置的定向天线的通信方向可以分别为列车编组的一端，以向列车编组的前后两个方向广播拓扑发现报文；如图2所示，每个列车编组的两端可以分别称为方向1和方向2，每个列车编组可以利用预设定向天线向本车的方向1和方向2广播拓扑发现报文，同时接收其他列车编组的拓扑发现报文；预设定向天线也可以具体为通信方向其他相对的两个方向的定向天线，本实施例对此不做任何限制。
需要说明的是，本步骤中的本车第一拓扑发现报文可以为当前的列车编组利用自身的预设定向天线向外广播的第一拓扑发现报文；本步骤中的他车第一拓扑发现报文可以为当前的列车编组利用自身的预设定向天线接收的其他列车编组发送的第一拓扑发现报文；第一拓扑发现报文可以为各列车编组各自构造的用于完成列车间无线组网的拓扑发现报文。
对应的，对于本实施例中的本车第一拓扑发现报文和他车第一拓扑发现报文的具体内容，即上述第一拓扑发现报文的具体内容，可以由设计人 员根据实用场景和用户需求自行设置，如本车第一拓扑发现报文和他车第一拓扑发现报文均可以包括发送方标识，例如发送第一拓扑发现报文的列车编组的标识和/或发送第一拓扑发现报文的列车编组所采用的定向天线的标识。本车第一拓扑发现报文和他车第一拓扑发现报文还可以包括组网拓扑信息，即列车编组在构造第一拓扑发现报文时自身保存的组网拓扑信息，以使接收到该第一拓扑发现报文的其他列车编组能够利用该组网拓扑信息，更新自身保存的组网拓扑信息和确定组网情况。
其中，本实施例中的组网拓扑信息可以为用于表征列车编组的组网内各节点(即列车编组节点)的拓扑结构的信息，即各列车编组可以利用各自接收的第一拓扑发现报文(即他车第一拓扑发现报文)，配置更新各自保存的组网拓扑信息。
对应的，对于本实施例中的组网拓扑信息的具体内容，可以由设计人员根据实用场景和用户需求自行设置，如组网拓扑信息可以包括组网内各列车编组节点的标识信息，例如组网内各列车编组节点的标识或各列车编组节点的两个定向天线的标识，以表征组网内列车编组节点的数量；组网拓扑信息还可以包括组网内各列车编组节点的拓扑排序顺序信息，以表征组网内各列车编组节点的相对位置，例如，各列车编组以拓扑表的形式存储组网拓扑信息时，各列车编组可以将拓扑表通过第一拓扑发现报文广播出去。只要各列车编组能够利用组网拓扑信息，确定组网情况，本实施例对此不做任何限制。
需要说明的是，本实施例是以任意一个列车编组的组网和组网后的数据通信为例进行的展示，对于其他列车编组的组网和组网后的数据通信过程，可以采用与本实施例所提供的方法相同或相似的方式实现，本实施例对此不作任何限制。
具体的，本步骤中列车编组可以在网络拓扑收敛(即组网完成)之前，按预设组网报文发送周期，利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文。也就是说，各列车编组可以周期性构造第一拓扑发现报文，并通过预设定向天线向相对的两个方向广播，同时接收列车编组的第一拓扑发现报文。
对应的，对于本实施例中列车编组利用预设定向天线发送和接收报文的具体方式，即利用预设定向天线进行的列车编组间的无线通信的具体方式，可以由设计人员自行设置，如可以利用预设定向天线采用WiFi、LTE-V2X(Long Term Evolution-vehicle to everything)或NR-V2X(new radio-vehicle to everything)等无线通信方式进行无线通信，构建列车间无线通信系统。
步骤102：根据他车第一拓扑发现报文中的组网拓扑信息，确定组网情况。
可以理解的是，本步骤中列车编组可以根据接收的其他列车编组的第一拓扑发现报文(即他车第一拓扑发现报文)中的组网拓扑信息，确定列车编组与其他列车编组是否完成组网，即各列车编组之间的无线网络拓扑是否收敛；从而在确定无线网络拓扑未收敛，即组网未完成时，进入步骤103继续无线网络拓扑的收敛过程；在确定无线网络拓扑收敛，即组网完成时，进入步骤104，利用预设定向天线进行列车编组本车与组网中的目标节点之间的数据传输，如骨干网数据的传输。
具体的，对于本步骤中列车编组根据他车第一拓扑发现报文中的组网拓扑信息，确定组网情况的具体方式，可以由设计人员根据实用场景和用户需求自行设置，如列车编组可以判断各他车第一拓扑发现报文中的组网拓扑信息是否均与本车的组网拓扑信息相同；若否，则确定组网情况为收敛未完成状态，可以进入步骤103；若是，则确定组网情况为收敛完成状态，可以进入步骤104。也就是说，列车编组可以将其他列车编组的第一拓扑发现报文(即他车第一拓扑发现报文)中的组网拓扑信息与本车存储的组网拓扑信息进行比较，在各他车第一拓扑发现报文中的组网拓扑信息均与本车的组网拓扑信息相同，即各列车编组的组网拓扑信息均相同时，确定各列车编组之间的无线网络拓扑收敛，可以将各列车编组作为节点(即列车编组节点)组成无线网络(如Mesh网络，无线网格网络)。
举例来说，第一拓扑发现报文中的组网拓扑信息仅包括组网内各列车编组节点的标识信息时，列车编组可以在他车第一拓扑发现报文中组网拓扑信息中的标识信息与本车存储的组网拓扑信息中的列车编组标识数量相 同时，确定组网情况为收敛完成状态。第一拓扑发现报文中的组网拓扑信息包括组网内各列车编组节点的标识信息和拓扑排序顺序信息时，列车编组可以在他车第一拓扑发现报文中组网拓扑信息中的标识信息与本车存储的组网拓扑信息中的列车编组标识数量相同且排序相同时，确定组网情况为收敛完成状态；例如，第一拓扑发现报文中的组网拓扑信息以表1所示的拓扑表形式存储时，列车编组可以在他车第一拓扑发现报文中拓扑表与本车存储的拓扑表相同时，确定组网情况为收敛完成状态。
表1：图1所示无线组网系统的拓扑表
拓扑
A(I)->A(II)->B(I)->B(II)->C(II)->C(I)->D(II)->D(I)
上表中，A(I)为列车编组A上通信方向为方向1的定向天线的标识。
步骤103：若组网情况为收敛未完成状态，则根据他车第一拓扑发现报文，更新本车的组网拓扑信息，进入步骤101。
可以理解的是，本步骤中列车编组可以在确定组网未完成时，根据接收的其他列车编组发送的第一拓扑发现报文(即他车第一拓扑发现报文)，更新本车存储的组网拓扑信息，以继续利用本车存储的组网拓扑信息，构造本车第一拓扑发现报文，并进入步骤101在下一周期继续利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文，以继续无线网络拓扑的收敛过程。
具体的，对于本步骤中列车编组根据他车第一拓扑发现报文，更新本车的组网拓扑信息的具体方式，可以由设计人员根据实用场景和用户需求自行设置，如本步骤中列车编组可以根据他车第一拓扑发现报文中的发送方标识与组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息；其中，接收天线为任一定向天线。例如，组网拓扑信息仅包括组网内各列车编组节点的标识信息时，列车编组可以根据他车第一拓扑发现报文中发送方标识和组网拓扑信息，更新本车的组网拓扑信息；也就是说，列车编组可以将本车的组网拓扑信息中未存储的标识信息更新存储到组网拓扑信息中。组网拓扑信息还包括组网内各列车编组节点的拓扑排列顺序信息时，列车编组可以根据他车第一拓扑发现报文中的发送方 标识和组网拓扑信息以及各自对应的接收信号强度和接收天线，更新本车的组网拓扑信息。
举例来说，列车编组可以根据他车第一拓扑发现报文中的发送方标识和各自对应的接收信号强度和接收天线，更新本车的组网拓扑信息中列车编组相邻的其他列车编组对应的列车编组节点的标识信息和拓扑排序顺序信息；根据他车第一拓扑发现报文中的组网拓扑信息，更新本车的组网拓扑信息，即更新本车的组网拓扑信息中未存储的标识信息和相应的拓扑排序顺序信息，例如，列车编组可以利用相邻的其他列车编组的他车第一拓扑发现报文中的组网拓扑信息，更新本车的组网拓扑信息。如图1所示，当前的列车编组可以根据接收的拓扑发现报文(即他车第一拓扑发现报文)的接收天线确定该报文的发送节点与本节点的相对位置(在本列车编组的方向1上还是方向2上)，根据拓扑发现报文的接收信号强度来确定该报文的发送节点是否本节点的邻居，将这些信息填入拓扑表，随着拓扑发现报文(即本车第一拓扑发现报文)一起发送出去；各个列车编组在收到其他列车编组的拓扑发现报文后，根据报文中的拓扑表，不断更新自己的拓扑表，同时将最新的拓扑表通过拓扑发现报文广播出去，直到所有列车编组的拓扑表内容完全一致，则认为网络拓扑收敛，可以允许应用数据报文的发送。此时拓扑发现报文的发送周期变大，即第二拓扑发现报文的发送周期(即预设报文发送周期)可以大于第一拓扑发现报文的发送周期(即预设组网报文发送周期)，以减少对无线资源的占用。
步骤104：若组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输。
可以理解的是，本步骤中的目标节点可以为组网中列车编组需要进行数据传输的任意一个其他列车编组。本步骤中列车编组可以在确定组网完成时，根据本车存储的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输，实现骨干网数据的传输。
具体的，对于本步骤中列车编组根据本车的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输的具体方式，可以由设计人员根据实用场景和用户需求自行设置，如列车编组可以根据本车的组网拓扑 信息，确定目标节点后，可以直接将需要向目标节点发送的数据(即待发送数据)利用预设定向天线或预设定向天线中目标节点对应的通信方向的一个定向天线广播出去，使得目标节点可以利用自身的预设定向天线直接或经过其他列车编组转发后接收到该待发送数据，即组网中列车编组和目标节点之外的其他列车编组可以转发该待发送数据。为了减少组网中列车编组的数据转发量，本步骤中列车编组还可以根据本车的组网拓扑信息，确定目标节点对应的一个通信路径(即目标通信路径)，以利用预设定向天线通过该通信路径向目标节点发送待发送数据，使得目标通信路径之外的其他列车编组不需要转发该待发送数据。本实施例对此不作任何限制。
具体的，本步骤之后还可以包括在检测到组网情况为收敛完成状态的持续时间达到时间阈值或获取重新组网控制指令之后，进入步骤101，重新进行列车编组间的组网。
本实施例中，本发明实施例通过利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文，每个列车编组均能够采用背对背定向天线发送和接收拓扑发现报文，能够利用背对背定向天线接收的拓扑发现报文确定其他列车编组相对本车的位置，实现列车编组的无线组网，且增加无线通信距离；并且能够利用组网中的列车编组节点转发节点间传输的数据，支持更多列车的无线重联，提高列车间无线通信的可靠性。
基于上述实施例，为了保证组网完成后列车编组与目标节点之间数据传输的可靠性，减少列车编组的数据转发量，本实施例中可以通过第二拓扑发现报文的广播，确定列车编组与目标节点之间的目标通信路径。具体的，请参考图3，上述步骤104可以包括：
步骤201：根据本车的组网拓扑信息，生成本车的通信路由信息；其中，通信路由信息包括组网中本车列车编组节点与各其他列车编组节点各自对应的通信路径和各通信路径对应的路由度量值。
可以理解的是，本步骤中列车编组可以在确定组网情况为收敛完成状态后，根据本车的组网拓扑信息，生成本车的通信路由信息，以利用本车 的通信路由信息，确定目标节点对应的目标通信路径。
具体的，对于本步骤中本车的通信路由信息的具体内容，可以由设计人员根据实用场景和用户需求自行设置，如通信路由信息可以包括列车编组对应的列车编组节点(即本车列车编组节点)与各其他列车编组节点各自对应的通信路径和各通信路径对应的路由度量值(如设置初始路由度量值为预设路由值)；通信路由信息还可以包括各通信路径对应的跳数，以方便目标通信路径的确定；如下表2所示，通信路由信息可以以路由表形式存储。
表2：图1中列车编组A的路由表
序号 通信路径 跳数 路由度量值
1 A---B 1 0
2 A---C 1 0
3 B---C 1 0
4 B---D 1 0
5 C---D 2 0
6 A---B---D 2 0
7 A---C---D 2 0
步骤202：利用预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文；其中，本车第二拓扑发现报文和他车第二拓扑发现报文均包括通信路由信息。
可以理解的是，本步骤中的本车第二拓扑发现报文可以为当前的列车编组利用自身的预设定向天线向外广播的第二拓扑发现报文；本步骤中的他车第二拓扑发现报文可以为当前的列车编组利用自身的预设定向天线接收的其他列车编组发送的第二拓扑发现报文；第二拓扑发现报文可以为各列车编组各自构造的用于完成各列车编组的通信路由信息配置更新的拓扑发现报文。其中，本实施例中的第二拓扑发现报文与上一实施例中的第一拓扑发现报文可以为不同的拓扑发现报文，也可以为相同的第二拓扑发现 报文，本实施例对此不作任何限制。
对应的，对于本实施例中的本车第二拓扑发现报文和他车第二拓扑发现报文的具体内容，即上述第二拓扑发现报文的具体内容，可以由设计人员根据实用场景和用户需求自行设置，如本车第二拓扑发现报文和他车第二拓扑发现报文均可以包括通信路由信息，以使当前的列车编组可以利用接收的第二拓扑发现报文(即他车第二拓扑发现报文)更新自身保存的通信路由信息；本车第二拓扑发现报文和他车第二拓扑发现报文还包括报文序号和CPU负荷等信息，以方便路由度量值的计算。
具体的，本步骤中列车编组可以在网络拓扑收敛(即组网完成)之后，按预设报文发送周期，利用预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文。也就是说，各列车编组可以周期性构造第二拓扑发现报文，并通过预设定向天线向相对的两个方向广播，同时接收列车编组的第二拓扑发现报文。
步骤203：根据他车第二拓扑发现报文，更新本车的通信路由信息中的各通信路径对应的路由度量值。
可以理解的是，本步骤中列车编组可以在确定组网完成后，根据接收的其他列车编组发送的第二拓扑发现报文(即他车第二拓扑发现报文)，更新本车存储的通信路由信息，以按周期继续利用本车存储的通信路由信息，构造本车第二拓扑发现报文，并通过步骤202利用预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文，持续更新本车存储的通信路由信息。
具体的，对于本步骤中列车编组根据他车第二拓扑发现报文，更新本车的通信路由信息中的各通信路径对应的路由度量值的具体方式，可以由设计人员根据实用场景和用户需求自行设置，如列车编组可以根据他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值；根据他车第二拓扑发现报文中的通信路由信息，更新本车的通信路由信息中的各多跳通信路径对应的路由度量值；其中，本车的通信路由信息中的通信路径包括一跳通信路径和多跳通信路径；一跳通信路径可以为跳数为1的通 信路径，即列车编组与目标节点之间直接通信的路径，如表2中的A---B和A---C；多跳通信路径可以为跳数大于或等于2的通信路径，即列车编组与目标节点之间通过其他列车编组跳转路由的通信路径，如表2中的A---B---D和A---C---D。
对应的，对于上述列车编组根据他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值的具体方式，可以由设计人员自行设置，如列车编组可以根据他车第二拓扑发现报文中的报文序号、CPU负荷和各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值；例如，列车编组可以将解析各他车第二拓扑发现报文得到报文序号、CPU负荷和接收信号强度存储到各自对应目标存储空间；其中，目标存储空间为他车第二拓扑发现报文对应的各其他列车编组分配存储空间(如图4中的滑动窗口)。
根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差，并通过
Figure PCTCN2022125030-appb-000008
和
Figure PCTCN2022125030-appb-000009
确定当前一跳通信路径对应的信号强度均值得分和信号强度标准差得分；其中，当前目标存储空间为任一目标存储空间，当前一跳通信路径为当前目标存储空间对应的一跳通信路径，S SPM为信号强度均值得分，
Figure PCTCN2022125030-appb-000010
为接收信号强度均值，S SPT为信号强度标准差得分，δ为接收信号强度标准差。也就是说，信号强度均值体现了信号强度的平均水平，与某一列车编组距离越近，通信质量越好，信号强 度的均值也就越大，考虑到给该列车编组发送数据的概率偏大；对于跨编组的某一列车编组，距离相距较远，通信质量相对较差，信号强度的均值相对较小，此时考虑给该列车编组发送数据的概率偏小；因此，可以先计算当前目标存储空间中的接收信号强度均值
Figure PCTCN2022125030-appb-000011
再按照上述公式计算信号强度均值得分S SPM。信号强度的标准差体现了信号的稳定性，信号越稳定，通信就越稳定；因此，可以先计算当前目标存储空间中的接收信号强度标准差δ，再按照上述公式计算信号强度标准差得分S SPT。
根据当前目标存储空间中的目标CPU负荷，计算当前一跳通信路径对应的CPU负荷均值，并通过
Figure PCTCN2022125030-appb-000012
确定当前一跳通信路径对应的CPU负荷均值得分；其中，S CPU为CPU负荷均值得分，
Figure PCTCN2022125030-appb-000013
为CPU负荷均值。也就是说，CPU负荷均值体现了列车编组当前处理能力的平均水平，其值越大，表明该列车编组当前CPU负载较大，其处理能力变弱，此时考虑给该列车编组发送数据的概率偏小；其值越小，表明该列车编组当前CPU负载小，其处理能力相对较强，此时考虑给该列车编组发送数据的概率偏大；因此，可以先计算当前目标存储空间中的CPU负荷均值
Figure PCTCN2022125030-appb-000014
再按照上述公式计算CPU负荷均值得分S CPU。
根据当前目标存储空间中的目标报文序号，计算当前一跳通信路径对应的收包率，并通过
Figure PCTCN2022125030-appb-000015
确定当前一跳通信路径对应的收包率得分；其中，S DPR为收包率得分，DPR为收包率。 也就是说，收包率表明对某一通信路径的收包情况，具体是指实际收包个数与应收包总数的比例；根据存储空间中的报文序号记录，报文序号不连续的即为丢包，可统计出应收报文个数和实际收到的个数，从而计算得到接收端针对该通信路径的收包率；收包率越大，此时考虑给该列车编组发送数据的概率偏大；收包率越小，此时考虑给该列车编组发送数据的概率偏小；因此，可以将计算得到的当前一跳通信路径对应的收包率DPR，作为无线通信链路的通信质量评价指标之一，再按照上述公式计算收包率得分S DPR。
根据当前目标存储空间中的目标他车第二拓扑发现报文，计算当前一跳通信路径对应的报文接收平均周期，并通过
Figure PCTCN2022125030-appb-000016
确定当前一跳通信路径对应的平均周期得分；其中，S CYC为平均周期得分，CYCLE_A为报文接收平均周期，CYCLE为预设报文发送周期。也就是说，本步骤中可以计算当前目标存储空间内报文接收的平均周期CYCLE_A，利用预设报文发送周期CYCLE，按照上述公式计算平均周期得分S CYC。
将通过S＝ω SPMS SPM+ω SPTS SPT+ω CPUS CPU+ω DPRS DPR+ω CYCS CYC，计算当前一跳通信路径对应的路由度量值；其中，S为路由度量值，ω SPM、ω SPT、ω CPU、ω DPR和ω CYC分别为当前一跳通信路径对应的信号强度均值得分、信号强度标准差得分、CPU负荷均值得分、收包率得分和平均周期得分各自对应的加权值。也就是说，计算得到当前一跳通信路径对应的信号强度均值得分 S SPM、信号强度标准差得分S SPT、CPU负荷均值得分S CPU、收包率得分S DPR和平均周期得分S CYC后，可以利用上述公式将这几个得分值加权融合获得最终得分S，作为当前一跳通信路径的路由度量值，以将多个参数指标进行加权计算，作为路由选择的依据，提高列车间无线通信的可靠性。
具体的，ω SPM可以表示信号强度均值得分S SPM的加权值，ω SPT可以表示信号强度标准差得分S SPT的加权值，ω CPU可以表示CPU负荷均值得分S CPU的加权值，ω DPR可以表示收包率得分S DPR的加权值，ω CYC可以表示平均周期得分S CYC的加权值。对于上述ω SPM、ω SPT、ω CPU、ω DPR和ω CYC的具体数值，可以由设计人员自行设置，如ω SPM、ω SPT、ω CPU、ω DPR与ω CYC之和可以为1，即ω SPM+ω SPT+ω CPU+ω DPR+ω CYC＝1；例如，ω SPM＝0.2，ω SPT＝0.1，ω CPU＝0.2，ω DPR＝0.4，ω CYC＝0.1。
进一步的，列车编组在根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还可以判断当前目标存储空间是否存储满；其中，当前目标存储空间的数据存储方式为先进先出；若未存储满，则将当前一跳通信路径对应的路由度量值确定为预设路由值；若存储满，则执行根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤，以计算得到当前一跳通信路径对应的路由度量值。
进一步的，列车编组在根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还可以判断当前目标存储空间未更新存储数据的时间是否达到预设时间；其中，预设时间大于预设报文发送周期；若达到预设时间，则将当前一跳通信路径对应的路由度量值确定为预设路由值；若达到未预设时间，则执行根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤，以计算得到当前一跳通信路径对应的路由度量值。
如图4所示，列车编组可以先判断当前目标存储空间是否存储满，即 存储的报文是否达到滑动窗口的长度；若存储满，则判断当前目标存储空间未更新存储数据的时间是否达到预设时间(如图4中的7个预设报文发送周期)；若未达到预设时间，则进行当前目标存储空间对应的当前一跳通信路径的路由度量值的计算；若未存储满或已达到预设时间，可以确定当前一跳通信路径对应的路由度量值为预设路由值(如0)。
对应的，对于列车编组根据他车第二拓扑发现报文中的通信路由信息，更新本车的通信路由信息中的各多跳通信路径对应的路由度量值的具体方式，可以由设计人员自行设置，如列车编组可以将本车的通信路由信息中的各一跳通信路径对应的路由度量值与他车第二拓扑发现报文中的通信路由信息中相应通信路径对应的路由度量值相加，得到各多跳通信路径对应的路由度量值；如图1所示，如果本车列车编组A到他车列车编组D无法一跳(即两节点之间无线通信直接可达，不需要其他节点中继转发)到达，需要他车列车编组B或C来中继转发，则A、D列车编组之间的路由度量值S AD＝S AB+S BD，或S AD＝S AC+S CD，即本车列车编组A可以利用本车的通信路由信息中的一跳通信路径A---B对应的路由度量值S AB，与他车列车编组B的通信路由信息中通信路径B---D对应的路由度量值S BD相加，得到多跳通信路径A---B---D对应的路由度量值S AD。
步骤204：根据本车的通信路由信息，确定目标节点对应的目标通信路径，并通过目标通信路径向目标节点发送待发送数据；其中，目标通信路径为任一通信路径。
可以理解的是，本步骤中列车编组可以根据本车的通信路由信息，从列车编组本车与目标节点之间的通信路径中选择一个通信路径作为目标通信路径，以利用预设定向天线通过目标通信路径向目标节点发送待发送数据。
具体的，对于本步骤中列车编组根据本车的通信路由信息，确定目标节点对应的目标通信路径的具体方式，可以由设计人员自行设置，如列车编组可以根据本车的通信路由信息，从本车到目标节点的通信路径中确定路由度量值不为预设路由值(如0)的跳数最小的优选通信路径；根据本车的通信路由信息，将优选通信路径中选择路由度量值最大的优选通信路 径确定为目标通信路径；也就是说，列车编组本车到目标节点的通信路径的跳数不一致时，可以优先选择跳数少的通信路径，跳数相同时选择度量值高的通信路径(即优选通信路径)作为目标通信路径。
具体的，列车编组利用预设定向天线通过目标通信路径向目标节点发送待发送数据时，可以利用预设定向天线中目标节点对应的通信方向的定向天线，通过目标通信路径向目标节点发送待发送数据，避免另一通信方向的定向天线的无效数据发送。
本实施例中，本发明实施例采用Mesh组网和多跳路由的方式进行组网内列车编组之间数据传输，不需要增加基站等基础设施，也不需要地面服务器，部署成本较低，能够解决WiFi无线通信技术传输距离短和覆盖范围小的问题；并且由于列车编组到目标节点之间存在多条通信路径，能够根据通信路由信息灵活选择目标通信路径，保证网络的可用性和可靠性。
相应于上面的方法实施例，本发明实施例还提供了一种列车间的组网通信装置，下文描述的一种列车间的组网通信装置与上文描述的一种列车间的组网通信方法可相互对应参照。
请参考图5，图5为本发明实施例所提供的一种列车间的组网通信装置的结构框图；该装置应用于列车编组，可以包括：
拓扑组网模块10，用于利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，预设定向天线为列车编组上的两个背对背设置的定向天线，本车第一拓扑发现报文和他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，组网拓扑信息包括组网内各列车编组节点的标识信息；
组网确定模块20，用于根据他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；
组网更新模块30，用于若组网情况为收敛未完成状态，则根据他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；
数据传输模块40，用于若组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用预设定向天线与组网中的目标节点进行数据传输。
可选的，组网更新模块30可以具体用于根据他车第一拓扑发现报文中的发送方标识与组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息；其中，接收天线为任一定向天线。
可选的，组网拓扑信息还包括组网内各列车编组节点的拓扑排列顺序信息。
可选的，组网更新模块30，可以包括：
相邻更新子模块，用于根据他车第一拓扑发现报文中的发送方标识和各自对应的接收信号强度和接收天线，更新本车的组网拓扑信息中列车编组相邻的其他列车编组对应的列车编组节点的标识信息和拓扑排序顺序信息；
拓扑更新子模块，用于根据他车第一拓扑发现报文中的组网拓扑信息，更新本车的组网拓扑信息。
可选的，组网确定模块20可以具体用于判断各他车第一拓扑发现报文中的组网拓扑信息是否均与本车的组网拓扑信息相同；若否，则确定组网情况为收敛未完成状态，并向组网更新模块30发送启动信号；若是，则确定组网情况为收敛完成状态，并向数据传输模块40发送启动信号。
可选的，预设定向天线具体为通信方向分别为列车编组的一端的背对背设置的定向天线。
可选的，发送方标识包括发送采用的定向天线的标识，组网内各列车编组节点的标识信息包括各列车编组节点的两个定向天线的标识。
可选的，数据传输模块40，可以包括：
路由生成子模块，用于根据本车的组网拓扑信息，生成本车的通信路由信息；其中，通信路由信息包括组网中本车列车编组节点与各其他列车编组节点各自对应的通信路径和各通信路径对应的路由度量值；
拓扑路由子模块，用于利用预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文；其中，本车第二拓扑发现报文和他车第二拓扑发现报文均包括通信路由信息；
路由更新子模块，用于根据他车第二拓扑发现报文，更新本车的通信路由信息中的各通信路径对应的路由度量值；
路由传输子模块，用于根据本车的通信路由信息，确定目标节点对应的目标通信路径，并通过目标通信路径向目标节点发送待发送数据；其中，目标通信路径为任一通信路径。
可选的，路由更新子模块，可以包括：
一跳更新单元，用于根据他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值；
多跳更新单元，用于根据他车第二拓扑发现报文中的通信路由信息，更新本车的通信路由信息中的各多跳通信路径对应的路由度量值；其中，本车的通信路由信息中的通信路径包括一跳通信路径和多跳通信路径。
可选的，一跳更新单元，可以包括：
解析存储子单元，用于将解析各他车第二拓扑发现报文得到报文序号、CPU负荷和接收信号强度存储到各自对应目标存储空间；其中，目标存储空间为他车第二拓扑发现报文对应的各其他列车编组分配存储空间；
强度子单元，用于根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差，并通过
Figure PCTCN2022125030-appb-000017
和
Figure PCTCN2022125030-appb-000018
确定当前一跳通信路径对应的信号强度均值得分和信号强度标准差得分；其中，当前目标存储空间为任一目标存储空间，当前一跳通信路径为当前目标存储空间对应的一跳通信路径，S SPM为信号强度均值得分，
Figure PCTCN2022125030-appb-000019
为接收信号强度均值，S SPT为信号强度 标准差得分，δ为接收信号强度标准差；
CPU负荷子单元，用于根据当前目标存储空间中的目标CPU负荷，计算当前一跳通信路径对应的CPU负荷均值，并通过
Figure PCTCN2022125030-appb-000020
确定当前一跳通信路径对应的CPU负荷均值得分；其中，S CPU为CPU负荷均值得分，
Figure PCTCN2022125030-appb-000021
为CPU负荷均值；
收包率子单元，用于根据当前目标存储空间中的目标报文序号，计算当前一跳通信路径对应的收包率，并通过
Figure PCTCN2022125030-appb-000022
确定当前一跳通信路径对应的收包率得分；其中，S DPR为收包率得分，DPR为收包率；
周期子单元，用于根据当前目标存储空间中的目标他车第二拓扑发现报文，计算当前一跳通信路径对应的报文接收平均周期，并通过
Figure PCTCN2022125030-appb-000023
确定当前一跳通信路径对应的平均周期得分；其中，S CYC为平均周期得分，CYCLE_A为报文接收平均周期，CYCLE为预设报文发送周期；
加权子单元，用于将通过S＝ω SPMS SPM+ω SPTS SPT+ω CPUS CPU+ω DPRS DPR+ω CYCS CYC，计算当前一跳通信路径 对应的路由度量值；其中，S为路由度量值，ω SPM、ω SPT、ω CPU、ω DPR和ω CYC分别为当前一跳通信路径对应的信号强度均值得分、信号强度标准差得分、CPU负荷均值得分、收包率得分和平均周期得分各自对应的加权值。
可选的，一跳更新单元，还可以包括：
第一单元子单元，用于判断当前目标存储空间是否存储满；其中，当前目标存储空间的数据存储方式为先进先出；若存储满，则向强度子单元发送启动信号；
第一确定子单元，用于若未存储满，则将当前一跳通信路径对应的路由度量值确定为预设路由值。
可选的，一跳更新单元，还可以包括：
第二单元子单元，用于判断当前目标存储空间未更新存储数据的时间是否达到预设时间；若未达到预设时间，则向强度子单元发送启动信号；其中，预设时间大于预设报文发送周期；
第二确定子单元，用于若达到预设时间，则将当前一跳通信路径对应的路由度量值确定为预设路由值。
可选的，路由传输子模块，包括：
初选子模块，用于根据本车的通信路由信息，从本车到目标节点的通信路径中确定路由度量值不为预设路由值的跳数最小的优选通信路径；
终选子模块，用于根据本车的通信路由信息，将优选通信路径中选择路由度量值最大的优选通信路径确定为目标通信路径。
本实施例中，本发明实施例通过拓扑组网模块10利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文，每个列车编组均能够采用背对背定向天线发送和接收拓扑发现报文，能够利用背对背定向天线接收的拓扑发现报文确定其他列车编组相对本车的位置，实现列车编组的无线组网，且增加无线通信距离；并且能够利用组网中的列车编组节点转发节点间传输的数据，支持更多列车的无线重联，提高列车间无线通信的可靠性。
相应于上面的方法实施例，本发明实施例还提供了一种列车编组，下文描述的一种列车编组与上文描述的一种列车间的组网通信方法可相互对应参照。
一种列车编组，包括：
存储器，用于存储计算机程序；
处理器，用于执行计算机程序时实现如上述方法实施例所提供的列车间的组网通信方法的步骤。
其中，本实施例所提供列车编组上可以设置预设定向天线，预设定向天线为两个背对背设置的定向天线。
相应于上面的方法实施例，本发明实施例还提供了一种可读存储介质，下文描述的一种可读存储介质与上文描述的一种列车间的组网通信方法可相互对应参照。
一种可读存储介质，可读存储介质上存储有计算机程序，计算机程序被处理器执行时实现上述方法实施例所提供的列车间的组网通信方法的步骤。
该可读存储介质具体可以为U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可存储程序代码的可读存储介质。
说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的装置、列车编组及可读存储介质而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
以上对本发明所提供的一种列车间的组网通信方法、装置及列车编组进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的 前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (15)

  1. 一种列车间的组网通信方法，其特征在于，应用于列车编组，包括：
    利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，所述预设定向天线为所述列车编组上的两个背对背设置的定向天线，所述本车第一拓扑发现报文和所述他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，所述组网拓扑信息包括组网内各列车编组节点的标识信息；
    根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；
    若所述组网情况为收敛未完成状态，则根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行所述利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；
    若所述组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输。
  2. 根据权利要求1所述的列车间的组网通信方法，其特征在于，所述根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，包括：
    根据所述他车第一拓扑发现报文中的所述发送方标识与所述组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息；其中，所述接收天线为任一所述定向天线。
  3. 根据权利要求2所述的列车间的组网通信方法，其特征在于，所述组网拓扑信息还包括组网内各列车编组节点的拓扑排列顺序信息。
  4. 根据权利要求3所述的列车间的组网通信方法，其特征在于，所述根据所述他车第一拓扑发现报文中的所述发送方标识与所述组网拓扑信息和/或各自对应的接收信号强度与接收天线，更新本车的组网拓扑信息，包括：
    根据所述他车第一拓扑发现报文中的所述发送方标识和各自对应的接收信号强度和接收天线，更新本车的组网拓扑信息中所述列车编组相邻的其他列车编组对应的列车编组节点的标识信息和拓扑排序顺序信息；
    根据所述他车第一拓扑发现报文中的组网拓扑信息，更新本车的组网 拓扑信息。
  5. 根据权利要求1所述的列车间的组网通信方法，其特征在于，所述根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况，包括：
    判断各所述他车第一拓扑发现报文中的组网拓扑信息是否均与本车的组网拓扑信息相同；
    若否，则确定所述组网情况为所述收敛未完成状态；
    若是，则确定所述组网情况为所述收敛完成状态。
  6. 根据权利要求1所述的列车间的组网通信方法，其特征在于，所述预设定向天线具体为通信方向分别为所述列车编组的一端的背对背设置的定向天线。
  7. 根据权利要求1所述的列车间的组网通信方法，其特征在于，所述发送方标识包括发送采用的定向天线的标识，所述组网内各列车编组节点的标识信息包括各所述列车编组节点的两个定向天线的标识。
  8. 根据权利要求1至7任一项所述的列车间的组网通信方法，其特征在于，所述根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输，包括：
    根据本车的组网拓扑信息，生成本车的通信路由信息；其中，所述通信路由信息包括所述组网中本车列车编组节点与各其他列车编组节点各自对应的通信路径和各所述通信路径对应的路由度量值；
    利用所述预设定向天线发送本车第二拓扑发现报文并接收其他列车编组发送的他车第二拓扑发现报文；其中，所述本车第二拓扑发现报文和所述他车第二拓扑发现报文均包括所述通信路由信息；
    根据所述他车第二拓扑发现报文，更新本车的通信路由信息中的各通信路径对应的路由度量值；
    根据本车的通信路由信息，确定所述目标节点对应的目标通信路径，并通过所述目标通信路径向所述目标节点发送待发送数据；其中，所述目标通信路径为任一所述通信路径。
  9. 根据权利要求8所述的列车间的组网通信方法，其特征在于，所述根据所述他车第二拓扑发现报文，更新本车的通信路由信息中的各所述通 信路径对应的路由度量值，包括：
    根据所述他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值；
    根据所述他车第二拓扑发现报文中的通信路由信息，更新本车的通信路由信息中的各多跳通信路径对应的路由度量值；其中，本车的通信路由信息中的通信路径包括所述一跳通信路径和所述多跳通信路径。
  10. 根据权利要求9所述的列车间的组网通信方法，其特征在于，所述根据所述他车第二拓扑发现报文中的报文序号、CPU负荷和/或各自对应的接收信号强度，更新本车的通信路由信息中的各一跳通信路径对应的路由度量值，包括：
    将解析各所述他车第二拓扑发现报文得到所述报文序号、所述CPU负荷和所述接收信号强度存储到各自对应目标存储空间；其中，所述目标存储空间为所述他车第二拓扑发现报文对应的各其他列车编组分配存储空间；
    根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差，并通过
    Figure PCTCN2022125030-appb-100001
    和
    Figure PCTCN2022125030-appb-100002
    确定当前一跳通信路径对应的信号强度均值得分和信号强度标准差得分；其中，当前目标存储空间为任一所述目标存储空间，当前一跳通信路径为当前目标存储空间对应的一跳通信路径，S SPM为所述信号强度均值得分，
    Figure PCTCN2022125030-appb-100003
    为所述接收信号强度均值，S SPT为所述信号强度标准差得分，δ为所述接收信号强度标准差；
    根据当前目标存储空间中的目标CPU负荷，计算当前一跳通信路径对应的CPU负荷均值，并通过
    Figure PCTCN2022125030-appb-100004
    确定当前一跳通信路径对应的CPU负荷均值得分；其中，S CPU为所述CPU负荷均值得分，
    Figure PCTCN2022125030-appb-100005
    为所述CPU负荷均值；
    根据当前目标存储空间中的目标报文序号，计算当前一跳通信路径对应的收包率，并通过
    Figure PCTCN2022125030-appb-100006
    确定当前一跳通信路径对应的收包率得分；其中，S DPR为所述收包率得分，DPR为所述收包率；
    根据当前目标存储空间中的目标他车第二拓扑发现报文，计算当前一跳通信路径对应的报文接收平均周期，并通过
    Figure PCTCN2022125030-appb-100007
    确定当前一跳通信路径对应的平均周期得分；其中，S CYC为所述平均周期得分，CYCLE_A为所述报文接收平均周期，CYCLE为预设报文发送周期；
    将通过S＝ω SPMS SPM+ω SPTS SPT+ω CPUS CPU+ω DPRS DPR+ω CYCS CYC，计算当前一跳通信路径对应的路由度量值；其中，S为所述路由度量值，ω SPM、ω SPT、ω CPU、ω DPR和ω CYC分别为当前一跳通信路径对应的信号强度均值得分、信号强度标准差得分、CPU负荷均值得分、收包率得分和平均周期得分各自对 应的加权值。
  11. 根据权利要求10所述的列车间的组网通信方法，其特征在于，所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还包括：
    判断当前目标存储空间是否存储满；其中，当前目标存储空间的数据存储方式为先进先出；
    若未存储满，则将当前一跳通信路径对应的路由度量值确定为预设路由值；
    若存储满，则执行所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤。
  12. 根据权利要求10所述的列车间的组网通信方法，其特征在于，所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差之前，还包括：
    判断当前目标存储空间未更新存储数据的时间是否达到预设时间；其中，所述预设时间大于预设报文发送周期；
    若达到所述预设时间，则将当前一跳通信路径对应的路由度量值确定为预设路由值；
    若未达到所述预设时间，则执行所述根据当前目标存储空间中的目标接收信号强度，计算当前一跳通信路径对应的接收信号强度均值和接收信号强度标准差的步骤。
  13. 根据权利要求10所述的列车间的组网通信方法，其特征在于，所述根据本车的通信路由信息，确定所述目标节点对应的目标通信路径，包括：
    根据本车的通信路由信息，从本车到所述目标节点的通信路径中确定路由度量值不为预设路由值的跳数最小的优选通信路径；
    根据本车的通信路由信息，将所述优选通信路径中选择路由度量值最大的优选通信路径确定为所述目标通信路径。
  14. 一种列车间的组网通信装置，其特征在于，应用于列车编组，包 括：
    拓扑组网模块，用于利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文；其中，所述预设定向天线为所述列车编组上的两个背对背设置的定向天线，所述本车第一拓扑发现报文和所述他车第一拓扑发现报文均包括发送方标识和组网拓扑信息，所述组网拓扑信息包括组网内各列车编组节点的标识信息；
    组网确定模块，用于根据所述他车第一拓扑发现报文中的组网拓扑信息，确定组网情况；
    组网更新模块，用于若所述组网情况为收敛未完成状态，则根据所述他车第一拓扑发现报文，更新本车的组网拓扑信息，并执行所述利用预设定向天线发送本车第一拓扑发现报文并接收其他列车编组发送的他车第一拓扑发现报文的步骤；
    数据传输模块，用于若所述组网情况为收敛完成状态，则根据本车的组网拓扑信息，利用所述预设定向天线与所述组网中的目标节点进行数据传输。
  15. 一种列车编组，其特征在于，包括：
    存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序时实现如权利要求1至13任一项所述的列车间的组网通信方法的步骤。
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Publication number Priority date Publication date Assignee Title
EP1465358A2 (de) * 2003-04-04 2004-10-06 Siemens Aktiengesellschaft Datenübertragungseinrichtung für einen Wagenverbund
US20070019593A1 (en) * 2005-06-30 2007-01-25 Sarkar Prateep K Apparatus, system and method capable of signal strength based dynamic source routing in Ad-Hoc wireless networks
CN105691416A (zh) * 2016-01-19 2016-06-22 中车南京浦镇车辆有限公司 一种基于无线Mesh网络的轨道交通列车信息系统
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