Train network control system for motor train unit with speed of 250 km/h

Abstract

The invention provides a train network control system for a motor train unit with the speed of 250 km / h. The train network control system comprises a wired train bus (WTB), a multifunctional vehicle bus MVB, a main central control unit (CCU) corresponding to a traction unit, a main train communication network (TCN) gateway corresponding to the traction unit, a relay and MVB equipment of a vehicle, wherein the main TCN gateways of the traction units are connected through the WTB; the MVB equipment of the vehicle in one traction unit is connected through the MVB; the MVB comprises an MVB main chain and a plurality of MVB branches; the MVB equipment of the vehicles are respectively connected to the MVB branches; the main CCU is connected with the MVB branches of the main end vehicle; the MVB branches of the main end vehicle are connected with the main MVB equipment of the end vehicles; the main CCU comprises an input / output module; the main TCN gateway is also connected to the MVB branches of the main end vehicle; and the MVB branches are respectively connected with the MVB main chain through the relay. The reliability of the train network control system for the motor train unit with the speed of 250 km / h is improved, and the transmission time delay is reduced.

Description

technical field [0001] The invention relates to a railway train control technology, in particular to a train network control system for a 250km / h EMU train. Background technique [0002] The train network control system is the nerve center of the EMU with a speed of 250 kilometers per hour (km / h). It is responsible for the control, monitoring, diagnosis and protection tasks of the entire EMU. The network controls and manages almost all equipment such as traction equipment, braking equipment, high-voltage equipment, auxiliary power supply equipment, air conditioning, traffic safety equipment, doors and lighting equipment of the train, which plays an extremely important role in train operation and maintenance. [0003] The existing 250km / h EMU train network control system uses secondary bus equipment that conforms to the TCN (Traincommunication network, train communication network) standard. Four vehicles form a traction unit, each traction unit uses MVB (Multifunction Vehicl...

AI Technical Summary

Problems solved by technology

[0006] like figure 1 As shown, the topology of the existing 250km / h EMU train network control system is: in one traction unit, all devices are connected in series on a network link, that is, repeaters are connected in series on two adjacent MVB buses On the MVB between, and due to the limitation of the number of repeaters connected in series on the MVB, repeaters cannot be connected in series on the MVB between every two adjacent MVB buses, for example, in figure 1 Among them, in the network control system of the first traction unit, the repeater is set on the MVB between the MVB bus 12 and the MVB bus 13, then if a MVB device connected to the MVB bus 11 or a MVB device connected to the MVB bus 12 MVB equipment breaks down, then the communication between all MVB equipments that are connected to MVB bus 11 and MVB bus 12 all breaks down (because if do not use repeater section, once a MVB equipment failure on the MVB bus will affect the whole MVB bus communication), so the reliability of the existing 250km / h EMU train network control system is not high

And in the existing 250km / h EMU train network control system, the CCU (Central Control Unit) only has the MVB communication interface but not the IO (Input Output) interface, and all IO signals can only pass through the RIOM (Remote input / output) interface. The MVB interface of the output module (remote input and output module) communicates with the CCU. For important signals that affect train safety, the network delay is relatively large. at the same time, it is not conducive to improving the reliability

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